WO2011111149A1 - 内燃機関の燃料噴射装置 - Google Patents
内燃機関の燃料噴射装置 Download PDFInfo
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- WO2011111149A1 WO2011111149A1 PCT/JP2010/053769 JP2010053769W WO2011111149A1 WO 2011111149 A1 WO2011111149 A1 WO 2011111149A1 JP 2010053769 W JP2010053769 W JP 2010053769W WO 2011111149 A1 WO2011111149 A1 WO 2011111149A1
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- fuel
- combustion engine
- internal combustion
- alcohol
- fuel pressure
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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
- F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
- F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
- F02D19/0663—Details on the fuel supply system, e.g. tanks, valves, pipes, pumps, rails, injectors or mixers
- F02D19/0686—Injectors
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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
- F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
- F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
- F02D19/0602—Control of components of the fuel supply system
- F02D19/0607—Control of components of the fuel supply system to adjust the fuel mass or volume flow
- F02D19/061—Control of components of the fuel supply system to adjust the fuel mass or volume flow by controlling fuel injectors
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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
- F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
- F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
- F02D19/0663—Details on the fuel supply system, e.g. tanks, valves, pipes, pumps, rails, injectors or mixers
- F02D19/0668—Treating or cleaning means; Fuel filters
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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
- F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
- F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
- F02D19/08—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed simultaneously using pluralities of fuels
- F02D19/082—Premixed fuels, i.e. emulsions or blends
- F02D19/084—Blends of gasoline and alcohols, e.g. E85
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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
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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
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/04—Introducing corrections for particular operating conditions
- F02D41/042—Introducing corrections for particular operating conditions for stopping the engine
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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
- F02M25/00—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture
- F02M25/022—Adding fuel and water emulsion, water or steam
- F02M25/0228—Adding fuel and water emulsion
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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
- F02M43/00—Fuel-injection apparatus operating simultaneously on two or more fuels, or on a liquid fuel and another liquid, e.g. the other liquid being an anti-knock additive
- F02M43/04—Injectors peculiar thereto
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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
- F02M61/00—Fuel-injectors not provided for in groups F02M39/00 - F02M57/00 or F02M67/00
- F02M61/16—Details not provided for in, or of interest apart from, the apparatus of groups F02M61/02 - F02M61/14
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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
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/06—Fuel or fuel supply system parameters
- F02D2200/0602—Fuel pressure
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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
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/06—Fuel or fuel supply system parameters
- F02D2200/0611—Fuel type, fuel composition or fuel quality
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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
- F02D2250/00—Engine control related to specific problems or objectives
- F02D2250/31—Control of the fuel pressure
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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
- F02D41/38—Controlling fuel injection of the high pressure type
- F02D41/3809—Common rail control systems
- F02D41/3836—Controlling the fuel pressure
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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
Definitions
- the present invention relates to a fuel injection device for an internal combustion engine.
- FIG. 7 is a graph showing the relationship between the distillation rate and temperature of E80 (80% ethanol mixed fuel), E20 (20% ethanol mixed fuel), and E0 (gasoline 100%). Since gasoline is composed of multiple components and contains low boiling components, it has excellent vaporization characteristics even at low temperatures. On the other hand, since alcohol is a single component, its boiling point is determined and its boiling point is high (about 78 ° C. in the case of ethanol). For this reason, as can be seen from FIG. 7, a mixed fuel having a high alcohol concentration such as E80 has a drawback that it is extremely difficult to vaporize at a temperature lower than the boiling point of the alcohol. In the case of a mixed fuel having a relatively low alcohol concentration, such as E20, vaporization may be easier than in the case of 100% gasoline due to an azeotropic phenomenon.
- Japanese Patent Application Laid-Open No. 2008-248840 in an engine supplied with a mixed fuel of gasoline and ethanol, water is added to a fuel tank in which the mixed fuel is stored, and ethanol water is separated and extracted from the mixed fuel.
- An internal combustion engine in which alcohol water is injected into an intake port during a load operation is disclosed.
- This internal combustion engine includes a main tank that communicates with a gasoline injection valve and a subtank that communicates with an ethanol water injection valve. Residual fuel (gasoline) after water addition is used as a main tank, and separated ethanol water is used as a subtank. Each tank is supposed to store. According to this internal combustion engine, gasoline or ethanol water can be injected at a desired timing, so that the above problem can be solved.
- the present invention has been made in order to solve the above-described problems, and in an internal combustion engine using a mixed fuel of gasoline and alcohol, it is possible to suppress an emission deterioration when using the mixed fuel with a simple configuration.
- An object of the present invention is to provide a fuel injection device for an internal combustion engine.
- a first invention is a fuel injection device for an internal combustion engine
- a fuel injector having a tip portion formed with an internal space for storing fuel and an injection port for injecting fuel, and installed in the internal space, can selectively adsorb alcohol components in a mixed fuel of gasoline and alcohol
- An internal combustion engine fuel injection device comprising: The adsorbent has a characteristic that the amount of adsorbed alcohol decreases when the fuel pressure is low, and the amount of adsorbed alcohol increases when the fuel pressure is high, Means for determining the presence or absence of a request to stop the internal combustion engine; Means for determining whether the fuel pressure is greater than a predetermined low fuel pressure when it is determined that the request is present; Means for controlling the fuel pressure to the low fuel pressure for a predetermined time when it is determined that the fuel pressure is greater than the low fuel pressure; Means for stopping the internal combustion engine after elapse of the predetermined period; It is characterized by providing.
- the predetermined time is a time required for at least one fuel injection to be executed in each cylinder of the internal combustion engine.
- the low fuel pressure is a fuel pressure at which most of the alcohol adsorbed on the adsorbent is desorbed.
- an adsorbent capable of selectively adsorbing an alcohol component in a mixed fuel of gasoline and alcohol is installed in the internal space at the tip. For this reason, according to the fuel injector of the present invention, the alcohol concentration of the injected fuel can be immediately reduced when necessary (for example, during cold start). As a result, the above-described effect can be obtained without providing a fuel injector dedicated to alcohol, so that the fuel supply system can be simplified, and cost and weight can be reduced.
- the fuel pressure when there is a request to stop the internal combustion engine, it is determined whether or not the fuel pressure is larger than a predetermined low fuel pressure.
- the fuel pressure is controlled to the low fuel pressure for a predetermined time, and then the internal combustion engine is stopped. Therefore, according to the present invention, since the internal combustion engine is stopped after the alcohol adsorbed on the adsorbent is desorbed, the alcohol concentration of the mixed fuel injected from the fuel injector at the next engine start is reduced. It is possible to effectively avoid situations where it is impossible.
- the fuel pressure is controlled to the low fuel pressure. And after each fuel injection is performed in each cylinder of the internal combustion engine one or more times, the internal combustion engine is stopped. For this reason, according to the present invention, alcohol desorbed from the adsorbent can be effectively discharged out of the internal space before the internal combustion engine is stopped.
- the third invention it is possible to desorb most of the alcohol adsorbed on the adsorbent before the internal combustion engine is stopped. Therefore, according to the present invention, it is possible to effectively avoid a situation in which the alcohol concentration of the mixed fuel injected from the fuel injector at the next engine start cannot be reduced.
- Embodiment 1 of this invention It is a figure for demonstrating the system configuration
- FIG. 1 is a diagram for explaining a system configuration according to the first embodiment of the present invention.
- the system of the present embodiment includes an internal combustion engine 10.
- the internal combustion engine 10 is used as a power source of a vehicle, for example.
- the internal combustion engine 10 of this embodiment shall be an in-line 4 cylinder type, the number of cylinders and cylinder arrangement
- positioning of an internal combustion engine in this invention are not specifically limited.
- FIG. 1 shows a cross section of one cylinder of the internal combustion engine 10.
- the internal combustion engine 10 can be operated with gasoline as fuel, and can also be operated with a fuel obtained by mixing alcohol such as ethanol or methanol and gasoline (hereinafter also referred to as “alcohol mixed fuel” or “mixed fuel”). It is a thing.
- the alcohol-mixed fuel can be used from a low concentration (for example, about several percent) to a high concentration (for example, 80% or more) of the alcohol component (ratio of the alcohol component).
- An intake passage 12 and an exhaust passage 14 are connected to the internal combustion engine 10.
- An air flow meter 16 that detects the amount of intake air is disposed in the intake passage 12.
- a throttle valve 18 is disposed downstream of the air flow meter 16. The opening degree of the throttle valve 18 is adjusted by the operation of the throttle motor 20.
- a throttle position sensor 22 for detecting the opening degree of the throttle valve 18 is disposed in the vicinity of the throttle valve 18.
- a catalyst 15 for purifying exhaust gas is installed in the exhaust passage 14.
- a fuel injector 26 for injecting fuel into the intake port 11 is disposed in each cylinder of the internal combustion engine 10.
- Each cylinder of the internal combustion engine 10 is further provided with an intake valve 28, a spark plug 30 and an exhaust valve 32.
- a crank angle sensor 38 capable of detecting a rotation angle (crank angle) of the crankshaft 36 is installed in the vicinity of the crankshaft 36 of the internal combustion engine 10.
- the crank angle sensor 38 can detect the crank angle and the engine speed of the internal combustion engine 10.
- the system of the present embodiment includes an accelerator position sensor 24 that detects the amount of depression of an accelerator pedal in a driver's seat of a vehicle on which the internal combustion engine 10 is mounted, a water temperature sensor 42 that detects a cooling water temperature of the internal combustion engine 10, and an internal combustion engine.
- a starter 44 having an electric motor that rotationally drives the crankshaft 36 when the engine 10 is started, a fuel pump 46, a fuel property sensor 48, and an ECU (Electronic Control Unit) 50 are provided.
- Various sensors and actuators including those described above are electrically connected to the ECU 50.
- FIG. 2 is a diagram schematically showing a fuel system for supplying fuel to the internal combustion engine 10.
- the system of this embodiment includes a fuel tank 52.
- the fuel tank 52 is connected to a delivery pipe 56 via a fuel supply passage 54.
- a fuel pump 46 for pressurizing the fuel is installed in the middle of the fuel supply passage 54.
- the installation location of the fuel pump 46 is not limited to this.
- the fuel pump 46 may be installed in the fuel tank 52. *
- the fuel stored in the fuel tank 52 is pressurized by the fuel pump 46 and sent to the delivery pipe 56 through the fuel supply passage 54. Then, fuel is distributed to the fuel injectors 26 of the respective cylinders by the delivery pipe 56.
- the fuel pump 46 is configured such that the fuel pressure can be adjusted to a pressure commanded from the ECU 50 and sent to the delivery pipe 56. That is, in the system of the present embodiment, the fuel pressure inside the fuel injector 26 (that is, the fuel injection pressure) can be adjusted by the fuel pump 46.
- the alcohol concentration of the fuel supplied to the fuel injector 26, that is, the fuel stored in the fuel tank 52 depends on the alcohol concentration of the fuel selected by the user for refueling. Increase or decrease.
- the alcohol concentration of the fuel in the tank can be detected by the fuel property sensor 48 provided in the middle of the fuel supply passage 54.
- the fuel property sensor 48 for example, a sensor that detects the alcohol concentration by measuring the dielectric constant, refractive index, etc. of the fuel can be used.
- the installation position of the fuel property sensor 48 is not limited to the illustrated configuration.
- the fuel property sensor 48 may be installed in the fuel tank 52 or the delivery pipe 56.
- the method for detecting the alcohol concentration of the fuel in the tank is not limited to the method using the fuel property sensor 48.
- the alcohol concentration of the fuel may be detected (estimated) from the learned value in the air-fuel ratio feedback control. That is, since the value of the theoretical air-fuel ratio is different between gasoline and alcohol, the value of the theoretical air-fuel ratio of the alcohol mixed fuel differs depending on the alcohol concentration. Therefore, the alcohol concentration of the fuel in the tank is detected (estimated) based on the value of the theoretical air-fuel ratio learned by feeding back a signal from an air-fuel ratio sensor (not shown) provided in the exhaust passage 14. Is possible.
- FIG. 3 is an enlarged cross-sectional view of the tip portion of the fuel injector 26 provided in the internal combustion engine 10 of the present embodiment.
- the fuel injector 26 has a tip 261.
- the tip 261 is formed with an injection port 262 for injecting fuel and an internal space 263 for storing the fuel (filled with fuel).
- a needle valve 264 as an injection valve is inserted into the internal space 263.
- the injection port 262 is opened and closed by this needle valve 264.
- a plunger 265 is integrally provided on the proximal end side of the needle valve 264.
- a solenoid coil 266 is installed around the plunger 265.
- the solenoid coil 266 When the solenoid coil 266 is energized, the plunger 265 is attracted by the solenoid coil 266, and the plunger 265 and the needle valve 264 move to the proximal end side, thereby opening the injection port 262. Thereby, the fuel in the internal space 263 is injected from the injection port 262. When the energization of the solenoid coil 266 is cut off, the plunger 265 and the needle valve 264 are returned to their original positions by the biasing force of a spring (not shown), the injection port 262 is closed, and the injection is stopped.
- the fuel pressure in the internal space 263 of the fuel injector 26 (hereinafter also simply referred to as “fuel pressure”) can be controlled from low pressure to high pressure by a command from the ECU 50 to the fuel pump 46 as described above.
- An adsorbent 58 is installed in the internal space 263 of the tip 261 of the fuel injector 26.
- the adsorbent 58 is disposed in a cylindrical shape along the inner periphery of the internal space 263. That is, the adsorbent 58 is disposed so as to surround the outer peripheral side of the needle valve 264.
- an adsorbent 58 having a property capable of selectively adsorbing an alcohol component in the alcohol mixed fuel is selected.
- a constituent material of such an adsorbent 58 a highly hydrophilic porous body having molecular-level pores capable of taking in alcohol molecules can be used, and typically, zeolite is preferably used.
- zeolites those having a strong polarity are particularly preferable.
- a highly polar zeolite it is possible to reliably select and adsorb strongly polar alcohol molecules from the fuel containing the gasoline component.
- the pore size and the like differ depending on the skeleton structure of the porous material used as the adsorbent 58 (for zeolite, A type, Y type, X type, etc.), it depends on the size of the target alcohol molecule.
- A-type zeolite can be used particularly preferably.
- Embodiment 1 (Alcohol adsorption / desorption in adsorbent)
- the amount of alcohol adsorbed on the adsorbent 58 (hereinafter referred to as “alcohol adsorption amount” or simply “adsorption amount”) is small, and when the fuel pressure is high, It has the characteristic that the alcohol adsorption amount becomes large.
- the alcohol concentration of the fuel injected from the fuel injector 26 is controlled by controlling the amount of alcohol adsorbed on the adsorbent 58 using this characteristic, so that the fuel supplied to the fuel injector 26 (that is, the fuel concentration) It is possible to make it lower than the alcohol concentration of the fuel in the tank.
- the alcohol component in the mixed fuel in the internal space 263 is selectively adsorbed by the adsorbent 58. For this reason, the alcohol concentration of the mixed fuel in the internal space 263 increases and the gasoline concentration increases. Therefore, by injecting the fuel from the fuel injector 26 with the fuel pressure being increased, the alcohol concentration of the fuel injected from the fuel injector 26 can be made lower than the alcohol concentration of the fuel in the tank.
- FIG. 4 is a diagram showing the relationship between the fuel pressure and the amount of alcohol adsorbed by the adsorbent 58.
- the alcohol adsorption amount decreases when the fuel pressure is low, and the alcohol adsorption amount increases when the fuel pressure is high.
- the alcohol adsorption amount has hysteresis with respect to the history of the fuel pressure. That is, the change in the amount of alcohol adsorbed in the process of adsorbing the alcohol on the adsorbent 58 by increasing the fuel pressure from low pressure to high pressure is represented by the curve on the right side in FIG. 4, and the fuel pressure is decreased from high pressure to low pressure.
- the change in the amount of adsorbed alcohol in the process of desorbing alcohol from the adsorbent 58 is represented by the left curve in FIG.
- the ECU 50 changes the fuel pressure in the internal space 263 of the fuel injector 26 by switching the set pressure value of the fuel pump 46 between a low pressure and a high pressure, thereby controlling the adsorption of alcohol to the adsorbent 58 or the adsorption
- the desorption of alcohol from the material 58 can be controlled.
- the alcohol adsorption amount of the adsorbent 58 is saturated when the fuel pressure rises to P2 in FIG. For this reason, when adsorbing alcohol on the adsorbent 58, the fuel pressure is preferably set to P2 or higher. Thereby, the alcohol adsorption capacity of the adsorbent 58 can be fully extracted.
- alcohol can be adsorbed to the adsorbent 58 at a fuel pressure equal to or higher than P1 in FIG. For this reason, when adsorbing alcohol on the adsorbent 58, the fuel pressure may be increased to at least a value higher than P1.
- FIG. 5 is a diagram for explaining the relationship between the alcohol concentration and the required injection amount at start-up.
- the required injection amount at start-up increases as the alcohol concentration increases. More specifically, the required injection amount increases rapidly from the vicinity where the alcohol concentration becomes 50 to 60%. In particular, this tendency remarkably appears at a low temperature of 10 ° C. or lower. For this reason, when the internal combustion engine 10 is cold-started, a large amount of high-concentration alcohol fuel is injected, and deterioration of HC emission due to discharge of unburned alcohol becomes a problem.
- the above function is used to control the alcohol concentration of the fuel injected from the fuel injector 26 to be lower than the alcohol concentration of the fuel in the tank. It was decided to.
- the fuel having a lower alcohol concentration and higher gasoline concentration than the fuel in the tank (hereinafter referred to as “alcohol concentration-reducing fuel”). Can be injected from the fuel injector 26. For this reason, good startability with good fuel can be obtained, and the amount of HC emissions into the atmosphere can be sufficiently reduced.
- the alcohol concentration-reduced fuel can be generated in the internal space 263 located immediately before the injection port 262. Therefore, the alcohol concentration-reduced fuel can be injected from the initial injection at the start. it can.
- the alcohol concentration-reducing fuel is generated at a position on the front side of the fuel injector 26 (for example, the delivery pipe 56), at least until the fuel in the fuel injector 26 is replaced with the alcohol concentration-reducing fuel. The alcohol concentration-reducing fuel cannot be injected unless the fuel injection is repeated.
- the ability to inject alcohol concentration-reducing fuel from the initial injection at start-up is extremely effective for reducing HC emissions into the atmosphere for the following reasons.
- the catalyst 15 is not warmed by the exhaust gas and is not activated.
- the HC discharged from the internal combustion engine 10 is not purified by the catalyst 15 but is directly discharged into the atmosphere.
- exhaust gas begins to flow into the catalyst 15, the temperature of the catalyst 15 rises, and catalytic activity begins to be expressed, so HC begins to be purified by the catalyst 15.
- the amount of HC discharged from the internal combustion engine 10 is reduced within the first few cycles when the temperature of the catalyst 15 has not risen. It is extremely important to do this.
- the alcohol concentration-reducing fuel can be injected from the initial injection at the time of start-up, so that the amount of the alcohol component flowing into the exhaust passage 14 without being burned can be surely reduced. . For this reason, the amount of HC discharged into the atmosphere at the time of cold start can be reduced extremely effectively.
- the adsorbent 58 cannot adsorb alcohol any more. Therefore, after the internal combustion engine 10 is started, fuel injection from the fuel injector 26 is repeated, whereby the alcohol concentration of the injected fuel returns to the original concentration, that is, the alcohol concentration of the fuel in the tank. However, until then, the temperature of the catalyst 15 rises and the activity is expressed, and HC begins to be purified by the catalyst 15. Therefore, the discharge of HC into the atmosphere is sufficiently suppressed. Further, since the temperature of the internal combustion engine 10 rises until the alcohol concentration of the fuel injected from the fuel injector 26 returns to the original concentration, vaporization of the alcohol component is promoted. For this reason, the deterioration of the operational stability of the internal combustion engine 10 after starting can be sufficiently suppressed.
- the engine when an engine stop request is issued and alcohol is still adsorbed on the adsorbent 58, the engine is stopped after these desorption processes are executed. More specifically, if the fuel pressure is set to a high fuel pressure when an engine stop request is issued, the fuel pressure is set to a low fuel pressure for a predetermined time. Thereby, the alcohol adsorbed on the adsorbent 58 can be effectively desorbed and injected from the fuel injector 26.
- the predetermined period from when the fuel pressure is set to a low fuel pressure to when the engine is stopped may be set to a period required for each cylinder of the internal combustion engine 10 to execute at least one fuel injection. preferable. As a result, the alcohol concentration in the internal space 263 can be lowered to the same level as the fuel in the tank, so that the alcohol concentration can be effectively reduced at the next cold start.
- FIG. 6 is a flowchart of a routine executed by the ECU 50 in the present embodiment in order to realize the engine stop control described above.
- the routine shown in FIG. 6 it is first determined whether or not a request for stopping the internal combustion engine 10 has been issued (step 100). Specifically, it is determined whether or not the ignition (IG) is turned off. As a result, when it is determined that the request for stopping the internal combustion engine 10 has not yet been issued, this step 100 is repeatedly executed.
- IG ignition
- step 100 if it is determined in step 100 that a request to stop the internal combustion engine 10 has been issued, the process proceeds to the next step, and it is determined whether or not the fuel pressure is set to a low fuel pressure. As a result, when it is determined that the fuel pressure is set to a low fuel pressure, it is determined that alcohol has already been desorbed from the adsorbent 58, and the process proceeds to the next step, and the internal combustion engine 10 is not delayed. Stopped (step 104).
- step 104 determines whether the fuel pressure is not set to a low fuel pressure, it is determined that alcohol is still adsorbed on the adsorbent 58, and the routine proceeds to the next step, where the internal combustion engine 10 stop delay control is executed (step 106).
- the fuel pressure of the internal combustion engine 10 is set to a low fuel pressure.
- the internal combustion engine 10 is continuously operated for a predetermined time. The predetermined time is set to a period during which at least one fuel injection can be performed in each cylinder of the internal combustion engine 10.
- step 106 is executed, the routine proceeds to step 104, where the internal combustion engine 10 is stopped without delay.
- the internal combustion engine 10 when a request for stopping the internal combustion engine 10 is issued, the internal combustion engine 10 is stopped after the alcohol adsorbed on the adsorbent 58 is desorbed and injected. Is done. Thereby, since the alcohol concentration of the injected fuel can be effectively reduced at the next cold start, it is possible to effectively suppress the deterioration of the emission due to the discharge of unburned alcohol.
- the ECU 50 executes the process of step 100, and the “determination means” in the first invention executes the process of step 102.
- the “fuel pressure determining means” in the first aspect of the invention executes the process of step 106, and the “means for controlling the fuel pressure to a low fuel pressure” in the first aspect of the invention executes the process of step 104.
- the “means for stopping the internal combustion engine” in the first invention is realized.
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- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Oil, Petroleum & Natural Gas (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
- Fuel-Injection Apparatus (AREA)
Abstract
Description
燃料を貯留する内部空間と燃料を噴射する噴射口とが形成された先端部を有する燃料インジェクタと、前記内部空間に設置され、ガソリンとアルコールとの混合燃料中のアルコール成分を選択的に吸着可能な吸着材と、を有する内燃機関の燃料噴射装置において、
前記吸着材は、燃料圧力が低いときにはアルコール吸着量が小さくなり、燃料圧力が高いときにはアルコール吸着量が大きくなる特性を有し、
前記内燃機関を停止させる要求の有無を判定する手段と、
前記要求があると判定された場合に、燃料圧力が所定の低燃圧より大きいか否かを判定する手段と、
燃料圧力が前記低燃圧より大きいと判定された場合に、燃料圧力を所定時間前記低燃圧に制御する手段と、
前記所定期間経過後に前記内燃機関を停止させる手段と、
を備えることを特徴とする。
前記所定時間は、前記内燃機関の各気筒においてそれぞれ1回以上の燃料噴射が実行されるために要する時間であることを特徴とする。
前記低燃圧は、前記吸着材に吸着されていたアルコールの大部分が脱離する燃料圧力であることを特徴とする。
[実施の形態1の構成]
図1は、本発明の実施の形態1のシステム構成を説明するための図である。図1に示すように、本実施形態のシステムは、内燃機関10を備えている。内燃機関10は、例えば車両の動力源として用いられる。本実施形態の内燃機関10は、直列4気筒型であるものとするが、本発明における内燃機関の気筒数および気筒配置は特に限定されるものではない。図1には、内燃機関10の一つの気筒の断面が示されている。
(吸着材におけるアルコール吸着・脱離動作)
吸着材58は、周囲の燃料圧力が低いときには、吸着材58に吸着されるアルコールの量(以下、「アルコール吸着量」または単に「吸着量」と称する)が小さくなり、燃料圧力が高いときには、アルコール吸着量が大きくなるという特性を有している。本実施形態によれば、この特性を利用して吸着材58へのアルコール吸着量を制御することにより、燃料インジェクタ26から噴射される燃料のアルコール濃度を、燃料インジェクタ26に供給された燃料(すなわちタンク内燃料)のアルコール濃度よりも低くすることが可能である。すなわち、アルコール吸着量が小さい低圧状態から、アルコール吸着量が大きい高圧状態へと燃料圧力を上昇させると、内部空間263にある混合燃料中のアルコール成分が選択的に吸着材58に吸着される。このため、内部空間263にある混合燃料は、そのアルコール濃度が低下するとともに、ガソリン濃度が高まる。従って、燃料圧力を高圧にして燃料インジェクタ26から燃料を噴射することにより、燃料インジェクタ26から噴射される燃料のアルコール濃度をタンク内燃料のアルコール濃度より低くすることができる。
次に、図5を参照して、内燃機関10の冷間始動時動作におけるアルコール濃度低減制御ついて説明する。図5は、アルコール濃度と始動時の要求噴射量との関係を説明するための図である。この図に示すとおり、常温以下(25℃以下)の温度域においては、アルコール濃度が高濃度であるほど始動時の要求噴射量が増加する。より具体的には、アルコール濃度が50~60%となる付近から要求噴射量が急激に増加する。特に、10℃以下となる低温下においては、この傾向が顕著に現れる。このため、内燃機関10の冷間始動時においては、高濃度のアルコール燃料が多量に噴射されてしまい、未燃アルコールの排出によるHCエミッションの悪化が問題となる。
上述したとおり、内燃機関10の冷間始動時にアルコール濃度低減制御が実行されると、アルコールが吸着材58に吸着される。このため、吸着されたアルコールは、次回の冷間始動に備えて、内燃機関10の運転中に脱離させることが好ましい。そこで、通常、内燃機関10の暖機が完了すると、燃料圧力を低下させる処理が実行される。これにより、吸着材58に吸着されたアルコールを有効に脱離させて、次回の冷間始動に備えることができる。
次に、図6を参照して、本実施の形態の具体的処理について説明する。図6は、上述した機関停止制御を実現するために本実施形態においてECU50が実行するルーチンのフローチャートである。図6に示すルーチンでは、先ず、内燃機関10を停止させる要求が出されたか否かが判定される(ステップ100)。ここでは、具体的には、イグニッション(IG)がOFFにされたか否かが判定される。その結果、未だ内燃機関10の停止要求が出されていないと判定された場合には、本ステップ100が繰り返し実行される。
11 吸気ポート
12 吸気通路
14 排気通路
15 触媒
16 エアフローメータ
18 スロットル弁
24 アクセルポジションセンサ
26 燃料インジェクタ
261 先端部
262 噴射口
263 内部空間
264 ニードル弁
265 プランジャ
266 ソレノイドコイル
28 吸気弁
30 点火プラグ
32 排気弁
42 水温センサ
50 ECU
52 燃料タンク
54 燃料供給通路
56 デリバリパイプ
58 吸着材
Claims (3)
- 燃料を貯留する内部空間と燃料を噴射する噴射口とが形成された先端部を有する燃料インジェクタと、前記内部空間に設置され、ガソリンとアルコールとの混合燃料中のアルコール成分を選択的に吸着可能な吸着材と、を有する内燃機関の燃料噴射装置において、
前記吸着材は、燃料圧力が低いときにはアルコール吸着量が小さくなり、燃料圧力が高いときにはアルコール吸着量が大きくなる特性を有し、
前記内燃機関を停止させる要求の有無を判定する手段と、
前記要求があると判定された場合に、燃料圧力が所定の低燃圧より大きいか否かを判定する手段と、
燃料圧力が前記低燃圧より大きいと判定された場合に、燃料圧力を所定時間前記低燃圧に制御する手段と、
前記所定期間経過後に前記内燃機関を停止させる手段と、
を備えることを特徴とする内燃機関の燃料噴射装置。 - 前記所定時間は、前記内燃機関の各気筒においてそれぞれ1回以上の燃料噴射が実行されるために要する時間であることを特徴とする請求項1記載の内燃機関の燃料噴射装置。
- 前記低燃圧は、前記吸着材に吸着されていたアルコールの大部分が脱離する燃料圧力であることを特徴とする請求項1または2記載の内燃機関の燃料噴射装置。
Priority Applications (4)
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BR112012022483-2A BR112012022483B1 (pt) | 2010-03-08 | 2010-03-08 | Aparelho de injeção de combustível para motor de combustão interna |
JP2012504176A JP5218697B2 (ja) | 2010-03-08 | 2010-03-08 | 内燃機関の燃料噴射装置 |
US13/505,609 US8646439B2 (en) | 2010-03-08 | 2010-03-08 | Fuel injection apparatus for internal combustion engine |
PCT/JP2010/053769 WO2011111149A1 (ja) | 2010-03-08 | 2010-03-08 | 内燃機関の燃料噴射装置 |
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PCT/JP2010/053769 WO2011111149A1 (ja) | 2010-03-08 | 2010-03-08 | 内燃機関の燃料噴射装置 |
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US (1) | US8646439B2 (ja) |
JP (1) | JP5218697B2 (ja) |
BR (1) | BR112012022483B1 (ja) |
WO (1) | WO2011111149A1 (ja) |
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JP5218695B2 (ja) * | 2010-03-08 | 2013-06-26 | トヨタ自動車株式会社 | 内燃機関の燃料噴射装置 |
JP5987814B2 (ja) * | 2013-11-18 | 2016-09-07 | トヨタ自動車株式会社 | 車両用内燃機関の制御装置 |
Citations (3)
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JP2008106623A (ja) * | 2006-10-23 | 2008-05-08 | Denso Corp | 内燃機関の燃料供給装置および燃料供給制御装置 |
JP2009036151A (ja) * | 2007-08-03 | 2009-02-19 | Nissan Motor Co Ltd | 内燃機関の始動装置 |
JP2009281330A (ja) * | 2008-05-23 | 2009-12-03 | Toyota Motor Corp | ハイブリッド車両 |
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US4517402A (en) * | 1979-12-19 | 1985-05-14 | Mobil Oil Corporation | Selective sorption of linear aliphatic compounds by zeolites |
US4423280A (en) * | 1979-12-19 | 1983-12-27 | Mobil Oil Corporation | Selective sorption by zeolites |
US5271914A (en) * | 1990-04-04 | 1993-12-21 | Tosoh Corporation | Process for adsorbing the vapor of alcoholic fuels |
US5051244A (en) * | 1990-07-20 | 1991-09-24 | Uop | Use of a molecular sieve bed to minimize emissions during cold start of internal combustion engines |
JP2006257907A (ja) | 2005-03-15 | 2006-09-28 | Toyota Motor Corp | 内燃機関の始動システム |
JP2008088941A (ja) | 2006-10-04 | 2008-04-17 | Toyota Motor Corp | アルコール混合燃料エンジンの制御装置 |
JP2008248840A (ja) | 2007-03-30 | 2008-10-16 | Mitsubishi Motors Corp | 内燃機関 |
US8118009B2 (en) * | 2007-12-12 | 2012-02-21 | Ford Global Technologies, Llc | On-board fuel vapor separation for multi-fuel vehicle |
US8550058B2 (en) | 2007-12-21 | 2013-10-08 | Ford Global Technologies, Llc | Fuel rail assembly including fuel separation membrane |
JP2009257309A (ja) | 2008-03-27 | 2009-11-05 | Denso Corp | インジェクタ |
JP5005613B2 (ja) * | 2008-05-27 | 2012-08-22 | 愛三工業株式会社 | キャニスタ |
JP4672048B2 (ja) * | 2008-06-09 | 2011-04-20 | 三菱電機株式会社 | 内燃機関制御装置 |
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2010
- 2010-03-08 WO PCT/JP2010/053769 patent/WO2011111149A1/ja active Application Filing
- 2010-03-08 JP JP2012504176A patent/JP5218697B2/ja not_active Expired - Fee Related
- 2010-03-08 US US13/505,609 patent/US8646439B2/en active Active
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JP2008106623A (ja) * | 2006-10-23 | 2008-05-08 | Denso Corp | 内燃機関の燃料供給装置および燃料供給制御装置 |
JP2009036151A (ja) * | 2007-08-03 | 2009-02-19 | Nissan Motor Co Ltd | 内燃機関の始動装置 |
JP2009281330A (ja) * | 2008-05-23 | 2009-12-03 | Toyota Motor Corp | ハイブリッド車両 |
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BR112012022483A2 (pt) | 2016-10-25 |
JP5218697B2 (ja) | 2013-06-26 |
US8646439B2 (en) | 2014-02-11 |
US20120318241A1 (en) | 2012-12-20 |
JPWO2011111149A1 (ja) | 2013-06-27 |
BR112012022483B1 (pt) | 2020-12-15 |
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