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
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D41/00—Electrical control of supply of combustible mixture or its constituents
  • F02D41/30—Controlling fuel injection
  • F02D41/38—Controlling fuel injection of the high pressure type
  • F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
  • F02D41/402—Multiple injections
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
  • F02F3/00—Pistons 
  • F02F3/28—Other pistons with specially-shaped head
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D41/00—Electrical control of supply of combustible mixture or its constituents
  • F02D41/30—Controlling fuel injection
  • F02D41/38—Controlling fuel injection of the high pressure type
  • F02D2041/389—Controlling fuel injection of the high pressure type for injecting directly into the cylinder
• • 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
  • F02D2200/063—Lift of the valve needle
• • 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 fuel injection valve in the in-cylinder injection spark-ignition internal combustion engine which includes the piston cavity and has a purpose of performing the stratified charge combustion, injects the fuel toward the piston cavity in a direction that defines a certain angle with respect to a direction of vertical motion of the piston.
• the inner wall of the piston cavity is formed in such a shape that the fuel spray, which is injected just as described and enters the piston cavity, is deflected in the direction toward the spark plug in accordance with the shape of the inner wall of the piston cavity (see FIG. 18B).
• the electronic control unit is configured to i) move the valve body and change an arrival lift amount that is a maximum value of displacement of the valve body; ii) control the fuel injection valve such that split injection in which the fuel is divided and injected for a plurality of times is executed at least in a first period of a compression stroke of the internal combustion engine; and iii) set the arrival lift amount such that the arrival lift amount for each injection in the first period increases as a crank angle of the internal combustion engine approaches compression top dead center.
• FIG. 10A, FIG. 10B, FIG. IOC, and FIG. 10D are schematic views of the statuses of the fuel spray and the positions of the piston at the early stage, the intermediate stage 1, the intermediate stage 2, and a late stage, respectively, in the case where a fuel injection amount is kept increased in the compression stroke;
• FIG. 13 is a flowchart for illustrating a flow of various routines that are executed in the fuel injection control flow in the third mode
• FIG. 17 is a schematic graph for showing the transitions of the position of the piston, the lift amount of the fuel injection valve, and the momentum (the penetration force) of the fuel spray that is injected from the fuel injection valve with respect to the crank angle in the case where the split injection is performed in the compression stroke of the engine by the fuel injection control apparatus according to conventional art;
• FIG. 18A and FIG. 18B are schematic view of the statuses of the fuel spray and the positions of the piston at the early stage and the intermediate stage of the injection in the compression stroke by the fuel injection control apparatus according to the conventional art.
• a first embodiment (hereinafter may be referred to as a "first mode") of the invention is a fuel injection control apparatus for an in-cylinder injection spark-ignition internal combustion engine.
• the fuel injection control apparatus is applied to an internal combustion engine that includes a piston.
• the piston is formed with a cavity in a crown surface.
• the fuel injection control apparatus includes: a fuel injection valve that injects fuel from an injection hole toward the cavity in conjunction with movement of a valve body from a valve seat; and a control section that moves the valve body to inject the fuel from the fuel injection valve and can increase/reduce an arrival lift amount that is a maximum value of displacement of said valve body.
• control section instructs the fuel injection valve to perform split injection, in which the fuel is divided and injected for plural times at least in a first period of compression stroke of the internal combustion engine.
• the control section also sets the arrival lift amount for each injection in the same first period as a larger value as a crank angle of the internal combustion engine approaches compression top dead center.
• the spring 33 is arranged in the cylindrical space A3.
• the spring 33 urges the needle valve 32 to the injection hole 31a side.
• the solenoid 34 is disposed in a proximal end side section of the nozzle main body section 31 and also disposed around the cylindrical space A2.
• the solenoid 34 is brought into an energized state by the drive signal from the ECU 50. In this case, the solenoid 34 generates a magnetic force that moves the needle valve 32 to the fuel intake hole 31b side against an urging force of the spring 33.
• a graph (a curve) for showing a relationship between the crank angle (the horizontal axis) and the position of the piston (the vertical axis on the left side) and a graph (the five pulse-like waveforms) for showing a relationship between the crank angle (the horizontal axis) and the lift amount of the fuel injection valve (the vertical axis on the right side) in such a case are shown.
• the momentum (the penetration force) of the fuel spray, which is injected from the fuel injection valve is small at the early stage of the injection in the compression stroke, at which the distance between the fuel injection valve and the piston is long.
• the combustible air-fuel mixture with the favorable combustibility can also be produced in the vicinity of the ignition plug at the early stage of the injection in the compression stroke.
• the stable stratified charge combustion can be secured.
• the fuel spray with the small momentum (the small penetration force) is injected at the early stage of the injection in the compression stroke, at which the position of the piston is low.
• the fuel injection control apparatus according to the conventional art shown in FIG. 18 A it is possible to avoid such a problem that the fuel spray bypasses the piston cavity and reaches the vicinity of a right end of the combustion chamber.
• the arrival lift amount hini in the fuel injection of the first time is set as an arrival lift amount in such a degree that the fuel spray of the initial injection in the first period, which is injected from the fuel injection valve 30, does not bypass the piston cavity 60 and thus does not reach the vicinity of the cylinder inner wall on the right side, for example.
• the specific increased amount Ahu of the arrival lift amount in the fuel injections of the second time onward is set on the basis of control accuracy of the lift amount of the fuel injection valve 30, the crank angle at each injection timing (a distance between the fuel injection valve 30 and the piston 17), the engine speed NE, the fuel injection amount Q, and the like, for example.
• execution orders of the routines that constitute the fuel injection control flow represented by the above flowchart may be switched without causing any contradiction.
• the arrival lift amount is increased by the same amount (Ahu) for the fuel injections of the second time onward.
• the increased amount (Ahu) of the arrival lift amount for the fuel injections of the second time onward does not always have to be the same and thus may differ each time.
• the arrival lift amount hi in each of the injections, which constitute the split injection performed in the first period is set as the larger value as the crank angle of the engine 10 approaches the compression top dead center.
• the arrival lift amount in the injection that is performed prior to the first period of the compression stroke of the engine is preferably set as a smaller value than the arrival lift amount for performing the initial injection in the first period.
• the fuel that is injected in the second period prior to the first period has the substantially small momentum.
• at least some (desirably more) of the fuel is likely to remain in the vicinity of the fuel injection valve (an upper section of the combustion chamber).
• the fuel injected in the second period is likely to be caught in the piston cavity when the piston is elevated later, and thus is likely to contribute to production of the combustible air- fuel mixture with the favorable combustibility.
• a larger fuel amount can be used to produce the combustible air-fuel mixture.
• step 1530 it is determined in step 1530 whether the injection of i time in the compression stroke corresponds to the "injection of n times in the first period". If it is determined in step 1530 that the injection of i time corresponds to the "injection of n times in the first period" (step 1530: Yes), the arrival lift amount in the fuel injection of i time is computed in next step 1535. At this time, the arrival lift amount in the fuel injection of the first time is set as hini.
• the arrival lift amount is increased by the same amount (Ahu) in the fuel injections of the second time to n time.
• the arrival lift amount hi in the fuel injection of i time is expressed by the above-described equation (1).
• the arrival lift amount hini in the fuel injection of the first time and the increased amount Ahu of the arrival lift amount in the fuel injections from the second time to n time are set as described above.
• the arrival lift amounts hi (i 1 , 2, 3...
• step 1880 the execution of the fuel injection is instructed on the basis of the fuel injection period that is computed in step 1804, the number of times of injection in the first period n that is computed in step 1805, the number of times of injection in the third period m that is computed in step 1806, and the arrival lift amounts hi that are computed in step 1835 and step 1855 and stored in the data storage device in step 1860.
• the fuel injection control apparatus can suitably be applied to, for example, a so-called " internal combustion engine of center injection type" in which the fuel is injected from the fuel injection valve disposed in the vicinity of a central section of the cylinder head toward the cavity formed in the crown surface of the piston, in addition to the "internal combustion engine of the side injection type".

Landscapes

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

Priority Applications (4)

Applications Claiming Priority (2)

Publications (1)

Family

ID=53434381

Family Applications (1)

Country Status (6)

Cited By (2)

Families Citing this family (1)

Citations (5)

Family Cites Families (6)

• 2014
  • 2014-05-15 JP JP2014101265A patent/JP2015218614A/ja active Pending
• 2015
  • 2015-05-13 EP EP15730242.3A patent/EP3143271A1/en not_active Withdrawn
  • 2015-05-13 CN CN201580024887.0A patent/CN106460712A/zh active Pending
  • 2015-05-13 BR BR112016026607A patent/BR112016026607A2/pt not_active IP Right Cessation
  • 2015-05-13 US US15/309,937 patent/US20170145943A1/en not_active Abandoned
  • 2015-05-13 WO PCT/IB2015/000677 patent/WO2015173622A1/en not_active Ceased

Patent Citations (5)

Non-Patent Citations (1)

Also Published As

Similar Documents

Legal Events