WO2007125735A1 - 予混合圧縮着火機関及び予混合圧縮着火機関の吸気制御方法 - Google Patents
予混合圧縮着火機関及び予混合圧縮着火機関の吸気制御方法 Download PDFInfo
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- WO2007125735A1 WO2007125735A1 PCT/JP2007/057560 JP2007057560W WO2007125735A1 WO 2007125735 A1 WO2007125735 A1 WO 2007125735A1 JP 2007057560 W JP2007057560 W JP 2007057560W WO 2007125735 A1 WO2007125735 A1 WO 2007125735A1
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- intake passage
- combustion
- premixed compression
- compression ignition
- air
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- 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
- F02D41/3064—Controlling fuel injection according to or using specific or several modes of combustion with special control during transition between modes
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- 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
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- 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
- F02B11/00—Engines characterised by both fuel-air mixture compression and air compression, or characterised by both positive ignition and compression ignition, e.g. in different cylinders
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- 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
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- 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
- F02M21/00—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form
- F02M21/02—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form for gaseous fuels
- F02M21/04—Gas-air mixing apparatus
- F02M21/047—Venturi mixer
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- 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
- F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
- F02M35/10—Air intakes; Induction systems
- F02M35/10006—Air intakes; Induction systems characterised by the position of elements of the air intake system in direction of the air intake flow, i.e. between ambient air inlet and supply to the combustion chamber
- F02M35/10026—Plenum chambers
- F02M35/10045—Multiple plenum chambers; Plenum chambers having inner separation walls
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- 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
- F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
- F02M35/10—Air intakes; Induction systems
- F02M35/10091—Air intakes; Induction systems characterised by details of intake ducts: shapes; connections; arrangements
- F02M35/10118—Air intakes; Induction systems characterised by details of intake ducts: shapes; connections; arrangements with variable cross-sections of intake ducts along their length; Venturis; Diffusers
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- 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
- F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
- F02M35/10—Air intakes; Induction systems
- F02M35/10209—Fluid connections to the air intake system; their arrangement of pipes, valves or the like
- F02M35/10216—Fuel injectors; Fuel pipes or rails; Fuel pumps or pressure regulators
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- 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
- F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
- F02M35/10—Air intakes; Induction systems
- F02M35/10242—Devices or means connected to or integrated into air intakes; Air intakes combined with other engine or vehicle parts
- F02M35/10255—Arrangements of valves; Multi-way valves
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- 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
- F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
- F02M35/10—Air intakes; Induction systems
- F02M35/104—Intake manifolds
- F02M35/108—Intake manifolds with primary and secondary intake passages
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- 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
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- 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
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- 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]
- F02D41/005—Controlling exhaust gas recirculation [EGR] according to engine operating conditions
- F02D41/0057—Specific combustion modes
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- 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
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- 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
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- 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
- F02M21/00—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form
- F02M21/02—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form for gaseous fuels
- F02M21/0203—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form for gaseous fuels characterised by the type of gaseous fuel
- F02M21/0215—Mixtures of gaseous fuels; Natural gas; Biogas; Mine gas; Landfill gas
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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
- Y02T10/30—Use of alternative fuels, e.g. biofuels
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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
- Y02T10/40—Engine management systems
Definitions
- the present invention relates to a premixed compression ignition engine and a premixed compression ignition engine intake control method.
- premixed compression auto-ignition (HCCI) engines with high efficiency and low NOx emissions have attracted attention.
- SI spark ignition
- HCCI premixed compression auto-ignition
- in-cylinder gas the combustion chamber gas
- EGR gas the combustion chamber gas
- the operating range in which HC CI combustion can be performed stably is on the low-rotation low-load side in the middle-rotation load. Therefore, at the timing of switching the combustion, the throttle valve in the intake passage is on the closed side, and the negative pressure is from the downstream of the throttle valve to the intake port before the combustion chamber. For this reason, even when the throttle valve is fully opened at the time of switching the combustion, sufficient air-fuel mixture is not supplied to the combustion chamber, and a torque step occurs in a form in which the torque drops.
- Patent Document 1 in a premixed compression ignition engine equipped with a supercharger, when switching to SI combustion force HCCI combustion, the pressure and temperature in the combustion chamber are increased by the supercharger. It is proposed to switch to HCCI combustion after the conditions for HCCI combustion have been established.
- Patent Document 1 Japanese Unexamined Patent Application Publication No. 2004-176688
- the present invention has been made to solve such problems, and the amount of intake air mixture generated when switching between spark ignition combustion and premixed compression ignition combustion regardless of the presence or absence of a supercharger. It is an object of the present invention to provide a premixed compression ignition engine that can eliminate the excess and deficiency of the engine and an intake control method thereof.
- a premixed compression ignition engine capable of switching between spark ignition combustion and premixed compression ignition combustion
- a first branch intake passage and a second branch intake passage having one end communicating with a combustion chamber, and a first branch A common intake passage that communicates with the other ends of the intake passage and the second branch intake passage
- a fuel supply device that is provided in the common intake passage and generates air-fuel mixture by mixing air and fuel
- Switching means that operates to connect the common intake passage and at least one of the first branch intake passage or the second branch intake passage, and the first branch intake passage that is provided in the first branch intake passage. It is characterized by comprising: a flow rate adjusting means for controlling the flow rate of the air-fuel mixture; and a control device for operating the switching means when switching between the spark-ignition combustion and the premixed compression ignition combustion.
- the switching valve operates to allow the air-fuel mixture to flow only through the second branch intake passage.
- one end communicates with the respective other ends of the first branch intake passage and the second branch intake passage, and the first branch intake passage and the second branch intake passage.
- Two common intake passages a fuel supply device that generates an air-fuel mixture by mixing air and fuel, and the common intake passage and at least one of the first branch intake passage and the second branch intake passage.
- a switching means that operates, a flow rate adjusting means that controls the flow rate of the air-fuel mixture that flows through the first branch intake passage, and a control device that operates the switching means, spark ignition combustion power to premixed compression ignition combustion
- the air-fuel mixture is supplied only to the second branch intake passage, so that the air-fuel mixture is supplied to the combustion chamber without adjusting the flow rate of the air-fuel mixture. Can be prevented.
- the air-fuel mixture is circulated only through the first branch intake passage that is in a state that can be adjusted to an appropriate air-fuel amount in advance by the flow rate adjusting means.
- the air-fuel mixture whose flow rate is adjusted is supplied to the combustion chamber, so that an excessive amount of the air-fuel mixture sucked into the combustion chamber can be prevented. Therefore, it is possible to eliminate the excess or deficiency of the intake air-fuel mixture amount that occurs when switching between spark ignition combustion and premixed compression ignition combustion regardless of the presence or absence of a supercharger.
- FIG. 1 is a diagram showing a configuration of a premixed compression ignition engine according to an embodiment of the present invention.
- FIG. 2 is a map showing the relationship between the premixed compression ignition combustion region and the spark ignition combustion region.
- FIG. 3 is a flowchart illustrating a procedure for switching from spark ignition combustion power to premixed compression ignition combustion in the premixed compression ignition engine according to this embodiment.
- the switching valve switching operation, the throttle valve opening / closing operation, and the internal EGR when switching to the premixed compression ignition combustion from the spark ignition combustion power It is a figure which shows the time passage of implementation or a stop.
- FIG. 5 is a flowchart illustrating a procedure for switching from premixed compression ignition combustion to spark ignition combustion in the premixed compression ignition engine according to this embodiment.
- FIG. 6 In the premixed compression ignition engine according to this embodiment, when the premixed compression ignition combustion power is switched to spark ignition combustion, the switching valve switching operation, the throttle valve opening / closing operation, and the internal EGR are performed. Or it is a figure which shows the time passage of a stop. BEST MODE FOR CARRYING OUT THE INVENTION
- GHP gas heat pump
- Combustion chamber 3 defined by cylinder 1 and piston 2 and cylinder head la, two intake ports 4, 14 and one exhaust port 5 formed in cylinder head la and connected to combustion chamber 3, and intake port 4, 14 and the exhaust port 5, and the intake valve 6, 25 and the exhaust valve 7, which communicate with or cut off the combustion chamber 3, and the ignition arranged so as to penetrate from the upper part of the cylinder head la into the combustion chamber 3. It has a plug 21.
- Each camshaft (not shown) that drives the intake valves 6 and 25 and the exhaust valve 7 includes a known variable valve control mechanism 8 that can control both the operation period and the lift amount of the intake valve 25 and the exhaust valve 7 by each cam. 9 is provided.
- An intake passage 10 is provided so as to communicate with the combustion chamber 3.
- the intake passage 10 has a first branch intake passage 16 having an intake port 4 at one end and a second branch intake passage 17 having an intake port 14 at one end. And a common intake passage 19 that communicates with the other ends of the first branch intake passage 16 and the second branch intake passage 17.
- the common intake passage 19 is provided with a mixer 11 which is a fuel supply device for generating an air-fuel mixture by mixing the air flowing through the common intake passage 19 and the natural gas of the fuel flowing through the fuel passage 15. .
- a fuel flow rate control valve 22 is provided in the fuel passage 15 communicating with the mixer 11 to control the flow rate of city gas, which is gaseous fuel, and to control the air-fuel ratio of the air-fuel mixture together with the throttle valve 12.
- the intake passage 10 is provided with a switching valve 18 which is a switching means for communicating the common intake passage 19 and at least one of the first branch intake passage 16 or the second branch intake passage 17.
- the first branch intake passage 16 includes a throttle valve 12 that is a flow rate adjusting means for adjusting the flow rate of the air-fuel mixture flowing through the first branch intake passage 16, and a surge tank 13 provided downstream of the throttle valve 12. Intake bear hold is placed.
- the second branch intake passage 17 includes an intake bear hold that includes a surge tank 23.
- the GHP gas engine according to this embodiment includes the ECU 20 as a control device, and the variable valve control mechanisms 8, 9, the throttle valve 12, the switching valve 18, and the spark plug 21 are electrically connected to the ECU 20. It is connected to the.
- the GHP gas engine according to this embodiment When the GHP gas engine according to this embodiment is started, the air flowing through the common intake passage 19 and the natural gas flowing through the fuel passage 15 are mixed in the mixer 11 as shown in FIG. It becomes a mixture.
- the switching valve 18 communicates with the common intake passage 19 and the first branch intake passage 16, and the air-fuel mixture is adjusted with the throttle valve 12 and then the flow rate is adjusted.
- the intake valve 6 When the intake valve 6 is opened after flowing through the one-branch intake passage 16 and into the intake hold including the surge tank 13, it is sucked into the combustion chamber 3 through the intake port 4. That is, only the first branch intake passage 16 is circulated and sucked into the combustion chamber 3.
- the air-fuel mixture sucked into the combustion chamber 3 is compressed by the piston 2 and ignited by the spark plug 21 at an appropriate timing to burn.
- the exhaust gas after combustion is discharged to the exhaust port 5 when the exhaust valve 7 is opened.
- ECU20 When starting a gas engine for GHP, ECU20 is usually not in the HCCI combustion range, that is, the operating state represented by engine speed or engine torque is not suitable for HCCI combustion. Therefore, the switching valve 18 allows the air-fuel mixture to flow only through the first branch intake passage 16, and the spark plug 21 is operated at an appropriate timing. Thereafter, when the ECU 20 receives signals such as the gas engine speed and the target torque and determines that the ECU 20 is in the HCCI combustion region, the ECU 20 switches to the HCCI combustion operation. In the map of the present embodiment shown in FIG. 2, a transition region is set between the HCCI combustion region and the SI combustion region for the convenience of control.
- the transition region is set so as to surround the outer edge of the HCCI combustion region inside the region where HCCI combustion is possible (HCCI combustible region).
- HCCI combustion does not cause problems such as pre-ignition and knocking.
- An operation region in which appropriate combustion and control can be performed is set. For this reason, the type of fuel, the characteristics of the variable valve control mechanism, etc. differ depending on the preconditions for the GHP gas engine. What is shown in FIG. 2 is merely an example in the present embodiment.
- step Sl it is determined whether or not the GHP gas engine has been warmed up and the HCCI combustion is possible. Specifically, the water temperature and oil temperature of the GHP gas engine are detected by a detection means (not shown), and if either the water temperature or the oil temperature is below a preset threshold, it is not suitable for HCCI combustion. This process is terminated. On the other hand, when both the water temperature and the oil temperature of the GHP gas engine exceed the threshold, the HCCI combustion is possible and the operation region is determined.
- the ECU 20 determines whether or not the operating state is HCCI combustion region force based on the map shown in FIG. 2 (step S2). If it is determined that the region is not the HCCI combustion region, this process is terminated. On the other hand, if it is determined that the combustion region is in the HC CI combustion region, the ECU 20 operates the switching valve 18 so that the common intake passage 19 and the second branch intake passage 17 communicate with each other. Only the intake passage 17 is circulated (step S3). At the same time, the ECU 20 controls the variable valve control mechanisms 8 and 9 to stop the opening and closing of the intake valve 6 and switch to the control to open and close the intake valve 25. The closing timing of the exhaust valve 7 is set to the top dead center.
- step S4 the so-called negative overlap is controlled by making the intake valve 25 open earlier than the top dead center (step S4). That is, by closing the exhaust valve 7 during the exhaust process, part of the exhaust gas remains in the combustion chamber 3 (internal EGR). Further, the ECU 20 performs control so as to reduce the opening of the fuel flow control valve 22, and changes the air-fuel ratio of the air-fuel mixture to the lean side (step S5). This is because HCCI combustion has better thermal efficiency than SI combustion, so that there is no torque step. This is the end of the switching procedure. Note that when the SI combustion power is switched to HCCI combustion, the air-fuel mixture no longer flows through the first branch intake passage 16, so It is no longer necessary to adjust the opening of the valve 12.
- Figure 4 shows the operation of the switching valve 18, the opening / closing operation of the throttle valve 12, and the time elapsed for the implementation or stoppage of the internal EGR.
- the downstream side of the throttle valve 12 is below atmospheric pressure (negative pressure )It has become.
- the intake port temporarily changes due to the slow opening / closing operation of the throttle valve 12 due to the characteristics of the actuator.
- the state of atmospheric pressure below 4 (negative pressure) in 4 is not sufficiently eliminated and the amount of air-fuel mixture sucked into the combustion chamber 3 is insufficient.
- HCCI combustion is continued if the operating condition is in the HCCI combustion region.
- the variable valve control mechanisms 8, 9 are controlled to change the internal EGR amount or adjust the opening of the fuel flow control valve.
- HCCI combustion can be continued stably. If the operating condition is no longer in the HCCI combustion region, the ECU 20 Switch to SI combustion, which activates the spark plug 21 at the appropriate point before or after the point. More specifically, switching to SI combustion is performed when the operating state shifts to the transition region from the inside of the transition region within the HCCI combustible region.
- a transition region is set inside the HCCI combustible region and outside the HCCI combustion region. Therefore, the width of the transition region is set so that when the operating state of the gas engine for GHP shifts from the HCCI combustion region to the SI combustion region, it does not shift without being detected as being in the transition region.
- the ECU 20 When the gas engine for GHP is performing HCCI combustion, the ECU 20 periodically determines whether or not to shift to SI combustion based on the operating region and operating conditions, and the operating state shifts to the transition region. If there is a high possibility of shifting to combustion, switch to SI combustion. When this process is started, it is determined whether or not the operating condition is a transition region based on the map shown in FIG. 2 (step S11). If it is determined that the region is not a transition region, HCCI combustion is continued and this processing is terminated. On the other hand, when it is determined that the vehicle is in the transition region, the ECU 20 adjusts the opening degree of the throttle valve 12 to an opening degree that is commensurate with the air-fuel mixture amount during SI combustion.
- the air-fuel mixture is adjusted in advance to an appropriate flow rate by the throttle valve 12.
- the opening of the fuel flow control valve 22 is controlled to increase, and the air-fuel ratio is changed to the rich side so as to be suitable for SI combustion (step S13).
- the ECU 20 operates the switching valve 18 to connect the common intake passage 19 and the first branch intake passage 16, thereby Only the first branch intake passage 16 is allowed to flow (step S14).
- the ECU 20 controls the variable valve control mechanisms 8 and 9 simultaneously with the operation of the switching valve 18 to stop the opening and closing of the intake valve 25 and to switch to the control to open and close the intake valve 6, thereby preventing negative overlap.
- the internal EGR is stopped (step S15). This is the end of the switching procedure.
- GHP gas engine As the output of the engine increases, the required air-fuel mixture increases.
- the ECU 20 operates the switching valve 18 to connect the common intake passage 19 with both the first branch intake passage 16 and the second branch intake passage 17, so that the air-fuel mixture becomes the first branch intake passage 16 and the second branch intake passage 16. Circulate both branch intake passages 17.
- Figure 6 shows the operation of the switching valve 18, the opening and closing operation of the throttle valve 12, and the passage of time to implement or stop the internal EGR.
- the air-fuel mixture is switched to SI combustion while flowing through the second branch intake passage 17, the pressure difference between the intake port 14 and the combustion chamber 3 increases due to the stop of the internal EGR. In addition, an air-fuel mixture exceeding the amount required for SI combustion is sucked into the combustion chamber 3 and a torque step may occur on the increase side.
- the opening of the throttle valve 12 is adjusted to an appropriate flow rate by the throttle valve 12 in advance by operating the switching valve 18. After the adjusted state is reached, the internal EGR is stopped and the air-fuel mixture flows into the first branch intake passage 16. This prevents a temporary excess of the air-fuel amount sucked into the combustion chamber 3. Therefore, abnormal combustion, that is, increase in torque is prevented.
- first branch intake passage 16 and the second branch intake passage 17 having one end communicating with the combustion chamber 3, and the other ends of the first branch intake passage 16 and the second branch intake passage 17, respectively.
- a switching valve 18 for switching to communicate with one side, a throttle valve 12 for adjusting the flow rate of the air-fuel mixture flowing through the first branch intake passage 16, and an ECU 20 for operating the switching valve 18 are provided, and a spark is provided.
- the ECU 20 When the ignition combustion power is also switched to premixed compression ignition combustion, the ECU 20 operates the switching valve 18 so that the air-fuel mixture flows only through the second branch intake passage 17, so that the flow rate of the air-fuel mixture is not adjusted. Because the air-fuel mixture is supplied to combustion chamber 3, The lack of air-fuel mixture amount sucked into the 3 can be prevented.
- ECU 20 adjusts the opening of throttle valve 12 to an opening corresponding to the amount of air-fuel mixture during SI combustion, and then ECU 20 activates switching valve 18. To allow the air-fuel mixture to flow only through the first branch intake passage 16.
- the air-fuel mixture whose flow rate is adjusted is supplied to the combustion chamber 3, so that an excessive amount of the air-fuel mixture sucked into the combustion chamber 3 can be prevented. Therefore, it is possible to eliminate the excess / deficiency of the intake air-fuel mixture amount that occurs when switching between spark ignition combustion and premixed compression ignition combustion.
- a structure in which only one side of the intake valves 6 and 25 is driven by the variable valve control mechanism 8 during SI combustion or HCCI combustion is adopted, but this is not necessarily essential.
- the present invention since the first branch intake passage 16 and the second branch intake passage 17 are switched, the present invention can be implemented even in a structure in which both the intake valves 6 and 25 are always driven. is there.
- city gas is used as fuel, but the present invention is not limited to this. Any fuel may be used as long as it is a gas fuel such as natural gas.
- the GHP gas engine is described as an example of the premixed compression ignition engine.
- the present invention is not limited to this. It may be a diesel engine fueled with light oil or a gasoline engine. Also, it is not limited to an engine having a single cylinder, and may be any type of engine such as an inline 4-cylinder engine or a V-type 8-cylinder engine.
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Chemical Kinetics & Catalysis (AREA)
- General Chemical & Material Sciences (AREA)
- Oil, Petroleum & Natural Gas (AREA)
- Combustion Methods Of Internal-Combustion Engines (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
Abstract
Description
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Priority Applications (3)
Application Number | Priority Date | Filing Date | Title |
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CN2007800152676A CN101432508B (zh) | 2006-04-27 | 2007-04-04 | 预混合压缩着火内燃机以及预混合压缩着火内燃机的吸气控制方法 |
DE112007000325T DE112007000325B4 (de) | 2006-04-27 | 2007-04-04 | Vormisch-Kompressionsselbstzündungsmotor und Verfahren zum Steuern seiner Einlassluft |
US12/223,760 US7971564B2 (en) | 2006-04-27 | 2007-04-04 | Premixed compression ignition type engine and method of controlling intake air thereof |
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JP2006123735A JP4561685B2 (ja) | 2006-04-27 | 2006-04-27 | 予混合圧縮着火機関及び予混合圧縮着火機関の吸気制御方法 |
JP2006-123735 | 2006-04-27 |
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US (1) | US7971564B2 (ja) |
JP (1) | JP4561685B2 (ja) |
KR (1) | KR100975255B1 (ja) |
CN (1) | CN101432508B (ja) |
DE (1) | DE112007000325B4 (ja) |
WO (1) | WO2007125735A1 (ja) |
Families Citing this family (11)
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DE102008042717B4 (de) * | 2007-10-10 | 2016-08-11 | Kabushiki Kaisha Toyota Jidoshokki | Fehlerdiagnosevorrichtung für eine Verdichtungszündmaschine mit homogener Ladung |
CN102733998A (zh) * | 2011-04-01 | 2012-10-17 | 淄博淄柴新能源有限公司 | 燃气发动机进气混合装置 |
US8453626B2 (en) * | 2011-08-26 | 2013-06-04 | Concentric Skånes Fagerhult AB | EGR venturi diesel injection |
US9109550B2 (en) * | 2012-04-06 | 2015-08-18 | Ford Global Technologies, Llc | Modular design for fuel vapor purging in boosted engines |
CN102966473B (zh) * | 2012-10-23 | 2014-10-29 | 安徽中鼎动力有限公司 | 一种火花点火式内燃机的进气歧管 |
JP5994700B2 (ja) * | 2013-03-25 | 2016-09-21 | マツダ株式会社 | 火花点火式エンジンの制御装置 |
US9470154B2 (en) * | 2013-05-31 | 2016-10-18 | GM Global Technology Operations LLC | Transition from homogeneous charge compression ignition combustion mode to spark ignited combustion |
EP3240949B1 (en) * | 2014-12-30 | 2022-02-09 | Robert Bosch GmbH | Multi-mode advanced combustion engine with supervisory control |
JP6414143B2 (ja) * | 2016-06-16 | 2018-10-31 | トヨタ自動車株式会社 | 内燃機関の制御装置 |
WO2019010060A1 (en) * | 2017-07-03 | 2019-01-10 | Tula Technology, Inc. | DYNAMIC LOAD COMPRESSION IGNITION ENGINE WITH MULTIPLE POST-PROCESSING SYSTEMS |
CN110848035B (zh) * | 2020-01-14 | 2020-04-21 | 潍柴动力股份有限公司 | 一种天然气发动机的燃烧控制方法及控制系统 |
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JPS58131313A (ja) * | 1982-01-29 | 1983-08-05 | Suzuki Motor Co Ltd | 内燃機関の吸気装置 |
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-
2007
- 2007-04-04 WO PCT/JP2007/057560 patent/WO2007125735A1/ja active Application Filing
- 2007-04-04 KR KR1020087020108A patent/KR100975255B1/ko active IP Right Grant
- 2007-04-04 US US12/223,760 patent/US7971564B2/en active Active
- 2007-04-04 CN CN2007800152676A patent/CN101432508B/zh not_active Expired - Fee Related
- 2007-04-04 DE DE112007000325T patent/DE112007000325B4/de not_active Expired - Fee Related
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JP2001289092A (ja) * | 2000-04-03 | 2001-10-19 | Nissan Motor Co Ltd | 圧縮自己着火式内燃機関 |
JP2004176688A (ja) * | 2002-11-29 | 2004-06-24 | Nissan Motor Co Ltd | 圧縮自己着火式エンジンの制御装置及びハイブリッド車両 |
Also Published As
Publication number | Publication date |
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DE112007000325T5 (de) | 2009-03-26 |
JP4561685B2 (ja) | 2010-10-13 |
US20090031985A1 (en) | 2009-02-05 |
US7971564B2 (en) | 2011-07-05 |
KR20080087166A (ko) | 2008-09-30 |
CN101432508B (zh) | 2011-06-15 |
DE112007000325B4 (de) | 2012-09-13 |
JP2007292034A (ja) | 2007-11-08 |
CN101432508A (zh) | 2009-05-13 |
KR100975255B1 (ko) | 2010-08-11 |
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