WO2007063728A1 - 筒内噴射式火花点火内燃機関 - Google Patents
筒内噴射式火花点火内燃機関 Download PDFInfo
- Publication number
- WO2007063728A1 WO2007063728A1 PCT/JP2006/323053 JP2006323053W WO2007063728A1 WO 2007063728 A1 WO2007063728 A1 WO 2007063728A1 JP 2006323053 W JP2006323053 W JP 2006323053W WO 2007063728 A1 WO2007063728 A1 WO 2007063728A1
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- WIPO (PCT)
- Prior art keywords
- fuel
- fuel injection
- injection
- injected
- amount
- Prior art date
Links
- 238000002347 injection Methods 0.000 title claims abstract description 416
- 239000007924 injection Substances 0.000 title claims abstract description 416
- 238000002485 combustion reaction Methods 0.000 title claims abstract description 87
- 239000000446 fuel Substances 0.000 claims abstract description 643
- 239000000203 mixture Substances 0.000 claims abstract description 88
- 230000006835 compression Effects 0.000 claims abstract description 31
- 238000007906 compression Methods 0.000 claims abstract description 31
- 230000035515 penetration Effects 0.000 claims description 9
- 230000008602 contraction Effects 0.000 claims 1
- 230000008016 vaporization Effects 0.000 abstract description 2
- 239000006185 dispersion Substances 0.000 description 9
- 239000007921 spray Substances 0.000 description 7
- 239000003054 catalyst Substances 0.000 description 3
- 238000010586 diagram Methods 0.000 description 2
- 239000007787 solid Substances 0.000 description 2
- 230000007423 decrease Effects 0.000 description 1
- 230000000979 retarding effect Effects 0.000 description 1
- 238000009834 vaporization Methods 0.000 description 1
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/30—Controlling fuel injection
- F02D41/3011—Controlling fuel injection according to or using specific or several modes of combustion
- F02D41/3017—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used
- F02D41/3023—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used a mode being the stratified charge spark-ignited mode
-
- 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
- F02B23/08—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition
- F02B23/10—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition with separate admission of air and fuel into cylinder
- F02B23/104—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition with separate admission of air and fuel into cylinder the injector being placed on a side position of the cylinder
-
- 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
- F02B23/08—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition
- F02B23/10—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition with separate admission of air and fuel into cylinder
- F02B23/104—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition with separate admission of air and fuel into cylinder the injector being placed on a side position of the cylinder
- F02B23/105—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition with separate admission of air and fuel into cylinder the injector being placed on a side position of the cylinder the fuel is sprayed directly onto or close to the spark plug
-
- 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
- F02B31/00—Modifying induction systems for imparting a rotation to the charge in the cylinder
- F02B31/08—Modifying induction systems for imparting a rotation to the charge in the cylinder having multiple air inlets
- F02B31/085—Modifying induction systems for imparting a rotation to the charge in the cylinder having multiple air inlets having two inlet 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
- F02D41/30—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
- 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
- F02B23/08—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition
- F02B23/10—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition with separate admission of air and fuel into cylinder
- F02B2023/108—Swirl flow, i.e. the axis of rotation of the main charge flow motion is vertical
-
- 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
- F02B23/08—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition
- F02B23/10—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition with separate admission of air and fuel into cylinder
- F02B23/101—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition with separate admission of air and fuel into cylinder the injector being placed on or close to the cylinder centre axis, e.g. with mixture formation using spray guided concepts
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- 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 spark ignition internal combustion engine.
- the fuel injected into the cylinder in the compression stroke is vaporized during flight to form a mixture in a part of the cylinder, and this mixture is ignited and burned by a spark plug.
- Stratified combustion is known that enables combustion with a leaner air than the stoichiometric air-fuel ratio.
- the fuel injection valve injects the fuel so that at least a part of the fuel passes through the ignition gap of the spark plug, and sets the fuel injection end timing in the vicinity of the ignition timing.
- the ignition gap of the spark plug is positioned in the mixture at the ignition timing to enable ignition and combustion of the mixture.
- the air-fuel mixture formed by this injected fuel can be reliably ignited and burned. it can.
- the required fuel amount slightly exceeds the fuel injection amount suitable for the first fuel injection, and the fuel injection amount in the second fuel injection before the first fuel injection is smaller than the fuel injection amount in the first fuel injection.
- the in-cylinder pressure at the time of the second fuel injection is surely lower than the in-cylinder pressure at the time of the first fuel injection, the fuel injected by the second fuel injection is small in addition to being easily dispersed.
- the air-fuel ratio of the air-fuel mixture formed by this injected fuel becomes excessively lean.
- an object of the present invention is to perform stratified combustion in which fuel injected into a cylinder is vaporized during flight to form an air-fuel mixture in a part of the cylinder, and this air-fuel mixture is ignited and burned by a spark plug.
- fuel injected into a cylinder is vaporized during flight to form an air-fuel mixture in a part of the cylinder, and this air-fuel mixture is ignited and burned by a spark plug.
- spark plug In-cylinder injection type spark ignition internal combustion engine, it is possible to realize good stratified combustion even if the required amount of fuel is relatively large. Disclosure of the invention
- a direct injection spark ignition internal combustion engine is The fuel injected into the cylinder in the compression stroke is vaporized during flight to form a mixture in the cylinder, and the ignition gap of the spark plug is positioned in the mixture at the ignition timing before compression top dead center.
- the in-cylinder injection spark ignition internal combustion engine that performs stratified combustion in which the air-fuel mixture is ignited and combusted, the required fuel amount increases, and the fuel is formed by the injected fuel of the first fuel injection near the ignition timing.
- a second fuel injection is performed in which a part of the required fuel amount is injected in the compression stroke separately from the first fuel injection, and the second fuel injection is performed.
- the second fuel injection is advanced from the first fuel injection, and when the amount of fuel injected by the second fuel injection is less than the set amount The second fuel injection Retard side and to than the first fuel injection. Characterized Rukoto.
- the direct injection spark ignition internal combustion engine according to claim 2 according to the present invention is the direct injection spark ignition internal combustion engine according to claim 1, wherein the second fuel injection is advanced from the first fuel injection.
- the second fuel injection is more advanced as the amount of fuel injected by the second fuel injection increases.
- a direct injection spark ignition internal combustion engine according to claim 3 according to the present invention is the direct injection spark ignition internal combustion engine according to claim 1, wherein the second fuel injection is retarded from the first fuel injection.
- the second fuel injection is more retarded as the amount of fuel injected by the second fuel injection decreases.
- the in-cylinder injection spark ignition internal combustion engine according to claim 4 according to the present invention is the in-cylinder injection spark ignition internal combustion engine according to claim 1, wherein the injected fuel of the first fuel injection and the second fuel injection is At least a portion passes through the ignition gap of the spark plug, and the penetration force of the fuel injected by the first fuel injection is the injection by the second fuel injection. It is characterized by being made smaller than the penetration of fuel.
- An in-cylinder injection spark ignition internal combustion engine vaporizes fuel injected into a cylinder in an expansion stroke during flight to form a mixture in a part of the cylinder, and an ignition plug
- An in-cylinder injection spark that performs stratified combustion that ignites and burns the mixture at the ignition timing after compression top dead center in an ignition internal combustion engine. Therefore, when the air-fuel ratio of the air-fuel mixture formed by the fuel injected in the first fuel injection near the ignition timing is excessive, the required fuel amount is partly separated from the first fuel injection.
- the second fuel injection that is injected in the expansion stroke is performed and the amount of fuel injected by the second fuel injection is greater than a set amount, the second fuel injection is set to be retarded from the first fuel injection. Injected by the second fuel injection When fuel amount becomes less than the set amount, characterized in that the advance side than the first fuel injection to said second fuel injection.
- the in-cylinder injection spark ignition internal combustion engine when the required fuel amount is large, the injected fuel of the first fuel injection near the ignition timing before compression top dead center is used.
- the second fuel injection that injects a part of the required fuel amount in the compression stroke separately from the first fuel injection is performed.
- the air-fuel ratio of the air-fuel formed by the injected fuel of the first fuel injection is made close to the theoretical air-fuel ratio, and this air-fuel mixture can be ignited and burned reliably at the ignition timing.
- the second fuel injection is advanced from the first fuel injection.
- the in-cylinder pressure at the time of fuel injection becomes relatively low, so that the injected fuel becomes easy to disperse, and the air-fuel mixture air-fuel formed by a relatively large amount of injected fuel in the second fuel injection
- the ratio can be made close to the stoichiometric air-fuel ratio, and the fuel-air mixture formed by the fuel injected in the first fuel injection is chased to this air-fuel mixture, so that it is ignited and burned reliably.
- a good stratified combustion can be achieved in which almost all of the quantity is combusted.
- the second fuel injection is set to be retarded from the first fuel injection, so that Since the in-cylinder pressure becomes relatively high, the injected fuel becomes difficult to disperse, and the air-fuel ratio of the air-fuel mixture formed by the relatively small amount of injected fuel in the second fuel injection can be made close to the theoretical air-fuel ratio.
- This air-fuel mixture catches up with the burning air-fuel mixture formed by the fuel injected in the first fuel injection, ensures ignition and combustion, thereby achieving good stratified combustion that burns almost all of the required amount of fuel. It can be realized.
- the second fuel injection is advanced from the first fuel injection.
- the more the amount of fuel injected by the second fuel injection the more preferably the injected fuel is more dispersed in order to bring the air-fuel ratio of the mixture to be close to the theoretical air-fuel ratio.
- the fuel injection is more advanced and the in-cylinder pressure during the second fuel injection is lower.
- the second fuel injection is retarded from the first fuel injection.
- the smaller the amount of fuel injected by the second fuel injection the more preferably the injected fuel is not further dispersed in order to bring the air-fuel ratio of the mixture to be close to the theoretical air-fuel ratio.
- the second fuel injection is set to the more retarded side, and the cylinder pressure during the second fuel injection is higher.
- the penetration force of the injected fuel by the first fuel injection is The injection fuel of the first fuel injection that passes through the ignition gap of the ignition plug at the ignition timing may blow off the spark generated in the ignition gear. Is reduced.
- the exhaust gas temperature is set to the exhaust temperature after the compression top dead center.
- the mixture formed by the fuel injected by the first fuel injection and the mixture formed by the fuel injected by the second fuel injection are both theoretically. It can be near the air-fuel ratio, and it can realize good stratified combustion in which almost all of the required amount of fuel is combusted in the expansion stroke.
- FIG. 1 is a schematic longitudinal sectional view showing an embodiment of a direct injection spark ignition internal combustion engine according to the present invention.
- Fig. 2 is a diagram showing the relationship between the fuel injection amount of the first fuel injection and the second fuel injection with respect to the required fuel amount in stratified combustion with the ignition timing before compression top dead center It is.
- FIG. 3 is a graph showing the relationship between the fuel injection amounts of the first fuel injection and the second fuel injection with respect to the required fuel amount in the stratified charge combustion after the compression top dead center.
- FIG. 1 is a schematic longitudinal sectional view showing an embodiment of a direct injection spark ignition internal combustion engine according to the present invention.
- reference numeral 1 denotes a fuel injection valve that is disposed substantially at the center of the cylinder upper portion and directly injects fuel into the cylinder.
- An ignition plug 2 is disposed in the vicinity of the fuel injection valve 5.
- the ignition plug 2 is arranged, for example, between two exhaust valves.
- 3 is a piston.
- the fuel injection valve 1 is, for example, a fuel having a hollow cone shape that injects fuel toward the top surface of the piston, so that the fuel spray having a hollow cone shape is injected by friction with intake air in the cylinder. Vaporization forms an air-fuel mixture in a part of the cylinder. A part of the fuel spray passes through the ignition gap of the spark plug 2, so that if the fuel injection end timing is close to the ignition timing, the ignition gear is set to ⁇ tt It is possible to ignite and burn the air-fuel mixture by placing it inside. Thus, by igniting and burning the air-fuel mixture formed only in a part of the 53 ⁇ 4 cylinder, it is possible to realize stratified combustion that is leaner than the stoichiometric air-fuel ratio for the entire cylinder.
- the air-fuel ratio of the air-fuel mixture formed by the injected fuel whose fuel injection end timing is in the vicinity of the ignition timing is close to the theoretical air-fuel ratio when the required fuel amount determined by the engine load is relatively small. It is possible to ignite and burn the air-fuel mixture as described above. However, if the required fuel amount increases as the engine load increases, the fuel injection end timing is set near the ignition timing. In the fuel injection, the injected fuel is not dispersed so much because the in-cylinder pressure at the time of fuel injection is relatively high. In stratified combustion, the throttle valve is generally used to reduce the bombing loss. Since it is fully open and the amount of intake air in the cylinder is almost constant, the air-fuel ratio of the air-fuel mixture that is formed becomes excessively rich, and good stratified combustion cannot be realized. .
- the fuel injection amount of the first fuel injection whose fuel injection end timing is in the vicinity of the ignition timing is based on the in-cylinder pressure at the time of the first fuel injection. Is set to be close to the stoichiometric air-fuel ratio that enables good ignition and combustion.
- the required injection quantity Q is greater than the fuel injection quantity Qm of the first fuel injection
- Figure 2 shows the relationship between the fuel injection amount Qm (valve opening period) of the first fuel injection and the fuel injection amount Qn (valve opening period) of the second fuel injection with respect to the required injection amount Q.
- A is the ignition timing before compression top dead center
- T DC is compression top dead center.
- the in-cylinder pressure is higher than at the time of the first fuel injection, if the dispersion of the injected fuel is not suppressed, the mixture formed by the injected fuel of the second fuel injection Theoretical sky
- the penetration force of the injected fuel by the first fuel injection is The injection fuel of the first fuel injection passing through the ignition gap of the ignition plug at the ignition timing blows a spark generated in the ignition gear. The possibility of erasing is reduced.
- the exhaust gas temperature is set to the exhaust temperature after the compression top dead center.
- the required fuel amount When the second fuel injection is performed separately from the first fuel injection in the expansion stroke and the amount of fuel injected by the second fuel injection exceeds the set amount, the second fuel injection is relatively
- the amount of fuel injected by the second fuel injection is less than the set amount, the second fuel injection is set to the advance side with a relatively high in-cylinder pressure. .
- the mixture formed by the fuel injected by the first fuel injection and the mixture formed by the fuel injected by the second fuel injection are both theoretically. It can be in the vicinity of the air-fuel ratio, and good stratified combustion can be realized in which almost all of the required fuel amount is combusted in the expansion stroke.
- FIG. 1 is a schematic longitudinal sectional view showing an embodiment of a direct injection spark ignition internal combustion engine according to the present invention.
- Fig. 2 is a diagram showing the relationship between the fuel injection amounts of the first fuel injection and the second fuel injection with respect to the required fuel amount in stratified combustion when the ignition timing is before compression top dead center.
- FIG. 3 is a graph showing the relationship between the fuel injection amounts of the first fuel injection and the second fuel injection with respect to the required fuel amount in the stratified charge combustion after the compression top dead center.
- FIG. 1 is a schematic longitudinal sectional view showing an embodiment of a direct injection spark ignition internal combustion engine according to the present invention.
- reference numeral 1 denotes a gas, a fuel injection valve that is arranged at substantially the center of the cylinder and directly injects fuel into the cylinder, and 2 is an ignition plug that is arranged in the vicinity of the fuel injection valve 5.
- the ignition plug 2 is arranged, for example, between two exhaust valves.
- 3 is a piston.
- the fuel injection valve 1 is, for example, for injecting fuel in a hollow conical shape toward the top surface of the piston.
- the hollow conical fuel spray injected in this way is vaporized by friction with the intake air in the cylinder to form a mixture in a part of the cylinder.
- a part of the fuel spray passes through the ignition gap of the spark plug 2, so that if the fuel injection end timing is close to the ignition timing, the ignition gap is mixed into the air-fuel mixture at the ignition timing. This makes it possible to ignite and burn the air-fuel mixture.
- stratified combustion that is leaner than the stoichiometric air-fuel ratio as a whole in the cylinder.
- the air-fuel ratio of the air-fuel mixture formed by the injected fuel whose fuel injection end timing is close to the ignition timing is close to the theoretical air-fuel ratio when the required fuel amount determined by the engine load is relatively small.
- Such an air-fuel mixture can be ignited and combusted.
- the fuel injection end timing is set near the ignition timing.
- the injected fuel is not dispersed so much because the in-cylinder pressure at the time of fuel injection is relatively high.
- the throttle valve is generally used to reduce the bombing loss. Since it is fully open and the amount of intake air in the cylinder is almost constant, the air-fuel ratio of the air-fuel mixture that is formed becomes excessively rich, and good stratified combustion cannot be realized.
- the fuel injection amount of the first fuel injection whose fuel injection end timing is in the vicinity of the ignition timing is based on the in-cylinder pressure at the time of the first fuel injection. Is set to be close to the stoichiometric air-fuel ratio that enables good ignition and combustion.
- the fuel is injected by the second fuel injection other than the fuel injection.
- FIG. 2 shows the relationship between the fuel injection amount Qm (valve opening period) for the first fuel injection and the fuel injection amount Qn (valve opening period) for the second fuel injection with respect to the required injection amount Q.
- A is the ignition timing before compression top dead center
- T DC is compression top dead center.
- Q nl Q-Q m 1
- the second fuel injection is retarded from the first fuel injection, that is, On the compression top dead center side, the in-cylinder pressure during the second fuel injection is set higher than the in-cylinder pressure during the first fuel injection.
- the smaller the fuel injection amount Q n of the second fuel injection the more the dispersion of the injected fuel has to be suppressed, so that both the start timing and the end timing of the second fuel injection are further retarded.
- the in-cylinder pressure at the time of injection is further increased.
- the injected fuel of the first fuel injection and the second fuel injection are injected in the same direction, and the theoretical air formed by the injected fuel of the first fuel injection at the ignition timing A.
- the air is ignited and burned well, and the air-fuel ratio of the air-fuel mixture formed by the fuel injected in the second fuel injection is also close to the stoichiometric air-fuel ratio, so this air-fuel mixture catches up with the air-fuel mixture that is burning.
- Good ignited combustion makes it possible to achieve good stratified combustion that burns almost all of the required fuel quantity.
- the fuel injection amount Qn3 of the second fuel injection remains unchanged and the fuel injection amount Qm2 of the first fuel injection slightly increases from the optimal amount Qm1. It is done. At this time, the air-fuel mixture formed by the fuel injected in the first fuel injection is slightly richer than the stoichiometric air-fuel ratio, but it can still be ignited and combusted. Combustion can be realized.
- the fuel injection quantity of the second fuel injection becomes larger than the optimum fuel injection quantity Q ml of the first fuel injection (Q m 4, Q m 5, Q m 6, or Q m 7 etc.) If the fuel injection is performed when the in-cylinder pressure is lower than the first fuel injection and the dispersion of the injected fuel is not promoted, the air-fuel mixture formed by the injected fuel of the second fuel injection It cannot be close to the theoretical air-fuel ratio.
- the second fuel injection is advanced from the first fuel injection, that is, The in-cylinder pressure at the time of the second fuel injection is set to be lower than the in-cylinder pressure at the time of the first fuel injection.
- both the start timing and the end timing of the second fuel injection are further advanced.
- the in-cylinder pressure at the time of injection is further reduced.
- the injected fuels of the first fuel injection and the second fuel injection are injected in the same direction, and at the ignition timing A, the stoichiometric air-fuel ratio formed by the injected fuel of the first fuel injection ⁇ side air-fuel mixture Is ignited and burned well, and since the air-fuel ratio of the air-fuel mixture formed by the injected fuel of the previous second fuel injection is also close to the theoretical air-fuel ratio, the air-fuel mixture burning to this air-fuel mixture catches up By igniting and burning well, it is possible to realize good stratified combustion that burns almost all of the required fuel amount.
- Fig. 3 shows the relationship between the fuel injection amount Qm 'for the first fuel injection near the ignition timing and the fuel injection amount Qn' for the second fuel injection with respect to the required injection amount Q '.
- a ' is
- the required injection amount Q ′ is equal to or less than the optimal fuel injection amount Q ml ′ of the first fuel injection, it is sufficient to perform the fuel injection only by the first fuel injection, which is formed by that.
- the air-fuel mixture does not become excessively rich near the stoichiometric air-fuel ratio.
- the required injection amount Q ′ further increases, fuel injection by the second fuel injection becomes necessary.
- the air-fuel mixture formed by fuel cannot be near the stoichiometric air-fuel ratio.
- the second fuel injection is advanced from the first fuel injection. That is, on the compression top dead center side, the in-cylinder pressure at the time of the second fuel injection is made higher than the in-cylinder pressure at the time of the first fuel injection. Further, since the smaller the fuel injection amount Q n ′ of the second fuel injection, the more the dispersion of the injected fuel has to be suppressed, both the start timing and the end timing of the second fuel injection are further reduced. On the advance side, the cylinder pressure during injection is further increased.
- the mixture near the stoichiometric air-fuel ratio formed by the injected fuel of the first fuel injection at the ignition timing A ′ ignites and burns well, and the mixture formed by the injected fuel of the previous second fuel injection Since the air-fuel ratio of the air-fuel ratio is close to the stoichiometric air-fuel ratio, the air-fuel mixture burning in this air-fuel mixture catches up and burns and burns well, resulting in good stratified combustion that burns almost all of the required fuel amount. Can be realized.
- the fuel injection amount Q m 2 ′ of the first fuel injection is slightly increased from the optimal amount Q m 1, while leaving Q n 3 ′ unchanged.
- the air-fuel mixture formed by the fuel injected in the first fuel injection becomes slightly richer than the stoichiometric air-fuel ratio, but it can still be ignited and combusted. Combustion can be realized.
- the fuel injection of the second fuel injection increases, and the quantity increases more than the optimal fuel injection quantity Q m 1' of the first fuel injection (Q m 4 ', Q m 5 , Q m 6 ', or Q m 7', etc.) If the in-cylinder pressure is lower than that at the time of the first fuel injection and the dispersion of the injected fuel is not promoted, The air-fuel mixture that forms in the injected fuel cannot be near the stoichiometric air-fuel ratio.
- the second fuel injection when the fuel injection amount Q n ′ of the second fuel injection is larger than the optimal fuel injection amount Q m 1 ′ of the first fuel injection, the second fuel injection is more than the first fuel injection.
- the retarding side that is, the expansion bottom dead center side, is set so that the in-cylinder pressure during the second fuel injection is lower than the in-cylinder pressure during the first fuel injection.
- the fuel injection amount Q n ′ of the second fuel injection since the fuel injection amount Q n ′ of the second fuel injection is larger, the dispersion of the injected fuel must be further promoted, so that both the start timing and the end timing of the second fuel injection are further increased.
- the in-cylinder pressure at the time of injection is further reduced.
- the mixture near the stoichiometric air-fuel ratio formed by the injected fuel of the first fuel injection ignites and burns well, and the mixture formed by the injected fuel of the second fuel injection thereafter. Since the air-fuel ratio of the gas is also close to the stoichiometric air-fuel ratio, good stratified combustion is achieved by burning almost all of the required fuel amount by following the air-fuel mixture where the air-fuel mixture is combusting and performing good ignition combustion. can do
- the injection fuel of the first fuel injection and the second fuel injection In any case of stratified combustion with the ignition timing before the compression top dead center and after the compression top dead center, the injection fuel of the first fuel injection and the second fuel injection
- the penetration force of the injected fuel in the first fuel injection near the ignition timing is too great, the spark generated in the ignition gap may be blown out and the ignitability may deteriorate.
- the penetration force of the injected fuel is smaller than the penetration force of the injected fuel in the first fuel injection.
- the fuel injection pressure at the time of the first fuel injection is made lower than the fuel injection pressure at the time of the second fuel injection, or in the fuel injection valve, the valve body at the time of the first fuel injection is changed.
- the lift amount may be made smaller than the lift amount of the valve body at the time of the second fuel injection to reduce the flow velocity of the fuel flowing into the nozzle hole.
- the fuel injection valve 1 injects the fuel into a hollow conical shape, but of course this does not limit the present invention.
- the shape of the fuel spray can be arbitrarily set. For example, it may be a solid cone shape, a solid column shape, or a fan shape with a relatively thin thickness injected from a straight slit nozzle hole.
- the arc-shaped slit nozzle hole may be a fuel spray having a relatively thin arc-shaped section or broken line-shaped section by combining a plurality of straight slit nozzle holes. In any case, it is sufficient that at least part of the fuel spray passes through the ignition gap of the spark plug, and the fuel may be injected in a plurality of directions. .
- the fuel injection timing of the first fuel injection and the second fuel injection are close, and the fuel injection timing of the second fuel injection is advanced from the fuel injection timing of the first fuel injection. Even if the angle is retarded or retarded, the air-fuel mixture formed by the second fuel injection will not be excessively lean or excessively rich so that it will not ignite and burn.
- the fuel injection timing of the second fuel injection may be set to any value.
- the second fuel injection is advanced from the first fuel injection depending on whether the fuel injection amount Q n of the second fuel injection is larger or smaller than the optimal fuel injection amount Q m 1 of the first fuel injection.
- the second fuel injection is determined when the fuel injection amount Q n of the second fuel injection is larger than the first set amount in the vicinity of the optimum fuel injection amount Q ml of the first fuel injection.
- the second fuel injection is the retarded side of the first fuel injection when the injection quantity Q n is less than the first fixed amount. Also good. .
- the second fuel injection is set to be retarded from the first fuel injection, and the second fuel injection is advanced from the first fuel injection when the fuel injection amount Q n 'of the second fuel injection is smaller than the set amount.
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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)
- Fuel-Injection Apparatus (AREA)
- Combustion Methods Of Internal-Combustion Engines (AREA)
Abstract
Description
Claims
Priority Applications (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE112006003530T DE112006003530B4 (de) | 2005-11-30 | 2006-11-14 | Direkteinspritz-Brennkraftmaschine mit Funkenzündung |
US11/794,901 US7487756B2 (en) | 2005-11-30 | 2006-11-14 | Direct fuel injection-type spark ignition internal combustion engine |
JP2007516865A JP4329860B2 (ja) | 2005-11-30 | 2006-11-14 | 筒内噴射式火花点火内燃機関 |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
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JP2005345641 | 2005-11-30 | ||
JP2005-345641 | 2005-11-30 |
Publications (1)
Publication Number | Publication Date |
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WO2007063728A1 true WO2007063728A1 (ja) | 2007-06-07 |
Family
ID=38092063
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
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PCT/JP2006/323053 WO2007063728A1 (ja) | 2005-11-30 | 2006-11-14 | 筒内噴射式火花点火内燃機関 |
Country Status (5)
Country | Link |
---|---|
US (1) | US7487756B2 (ja) |
JP (1) | JP4329860B2 (ja) |
CN (1) | CN100543287C (ja) |
DE (1) | DE112006003530B4 (ja) |
WO (1) | WO2007063728A1 (ja) |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP2013068148A (ja) * | 2011-09-22 | 2013-04-18 | Mazda Motor Corp | 火花点火式直噴エンジン |
Families Citing this family (6)
Publication number | Priority date | Publication date | Assignee | Title |
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DE102010045689A1 (de) * | 2010-09-16 | 2011-04-21 | Daimler Ag | Verfahren zum Betreiben einer Verbrennungskraftmaschine |
KR101393896B1 (ko) * | 2012-11-05 | 2014-05-12 | 현대자동차주식회사 | 엔진의 듀얼 인젝터 제어방법 및 장치 |
JP6056775B2 (ja) * | 2014-01-22 | 2017-01-11 | トヨタ自動車株式会社 | 内燃機関の制御装置 |
US9683513B2 (en) * | 2014-12-01 | 2017-06-20 | Ford Global Technologies, Llc | Methods and systems for learning variability of a direct fuel injector |
WO2016140150A1 (ja) * | 2015-03-05 | 2016-09-09 | 日立オートモティブシステムズ株式会社 | 燃料噴射弁、燃料噴射弁の制御装置、及び制御方法 |
EP3412901B1 (en) * | 2016-02-05 | 2020-05-13 | Nissan Motor Co., Ltd. | Method and device for controlling internal combustion engine |
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2006
- 2006-11-14 JP JP2007516865A patent/JP4329860B2/ja not_active Expired - Fee Related
- 2006-11-14 DE DE112006003530T patent/DE112006003530B4/de not_active Expired - Fee Related
- 2006-11-14 WO PCT/JP2006/323053 patent/WO2007063728A1/ja active Application Filing
- 2006-11-14 US US11/794,901 patent/US7487756B2/en not_active Expired - Fee Related
- 2006-11-14 CN CNB2006800032913A patent/CN100543287C/zh not_active Expired - Fee Related
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Also Published As
Publication number | Publication date |
---|---|
DE112006003530B4 (de) | 2012-03-01 |
JP4329860B2 (ja) | 2009-09-09 |
CN101107436A (zh) | 2008-01-16 |
CN100543287C (zh) | 2009-09-23 |
JPWO2007063728A1 (ja) | 2009-05-07 |
DE112006003530T5 (de) | 2008-12-18 |
US20080110438A1 (en) | 2008-05-15 |
US7487756B2 (en) | 2009-02-10 |
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