WO2021065426A1 - Moteur à combustion interne - Google Patents

Moteur à combustion interne Download PDF

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Publication number
WO2021065426A1
WO2021065426A1 PCT/JP2020/034540 JP2020034540W WO2021065426A1 WO 2021065426 A1 WO2021065426 A1 WO 2021065426A1 JP 2020034540 W JP2020034540 W JP 2020034540W WO 2021065426 A1 WO2021065426 A1 WO 2021065426A1
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WO
WIPO (PCT)
Prior art keywords
fuel injection
fuel
injection
internal combustion
combustion engine
Prior art date
Application number
PCT/JP2020/034540
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English (en)
Japanese (ja)
Inventor
河合謹
脇坂佳史
堀田義博
Original Assignee
株式会社豊田自動織機
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 株式会社豊田自動織機 filed Critical 株式会社豊田自動織機
Priority to AU2020357145A priority Critical patent/AU2020357145A1/en
Priority to CN202080068961.XA priority patent/CN114502826A/zh
Priority to EP20872232.2A priority patent/EP4039956A4/fr
Publication of WO2021065426A1 publication Critical patent/WO2021065426A1/fr

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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
    • 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
    • F02B47/00—Methods of operating engines involving adding non-fuel substances or anti-knock agents to combustion air, fuel, or fuel-air mixtures of engines
    • F02B47/02—Methods of operating engines involving adding non-fuel substances or anti-knock agents to combustion air, fuel, or fuel-air mixtures of engines the substances being water or steam
    • 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
    • F02M25/032—Producing and adding steam
    • F02M25/038—Producing and adding steam into the cylinder or the pre-combustion chamber
    • 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
    • F02M45/00—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship
    • F02M45/02—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship with each cyclic delivery being separated into two or more parts
    • F02M45/04—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship with each cyclic delivery being separated into two or more parts with a small initial part, e.g. initial part for partial load and initial and main part for full load
    • F02M45/08—Injectors peculiar thereto
    • 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
    • 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
    • F02M61/18—Injection nozzles, e.g. having valve seats; Details of valve member seated ends, not otherwise provided for
    • 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
    • F02M61/18—Injection nozzles, e.g. having valve seats; Details of valve member seated ends, not otherwise provided for
    • F02M61/1806—Injection nozzles, e.g. having valve seats; Details of valve member seated ends, not otherwise provided for characterised by the arrangement of discharge orifices, e.g. orientation or size

Definitions

  • the present invention relates to an internal combustion engine.
  • the fuel injection valve is attached to the cylinder head of the internal combustion engine.
  • the fuel injection valve is inserted and arranged from above the cylinder head, and directly injects the high-pressure fuel supplied from the common rail into the combustion chamber.
  • a duct formed of a hollow pipe is attached immediately after each fuel injection port of the fuel injection valve.
  • the present invention was devised in view of these points, and delays the time until ignition of the fuel injected from the fuel injection valve with a simple configuration without deteriorating combustion robustness and fuel efficiency. It is an object of the present invention to provide an internal combustion engine capable of reducing smoke.
  • the first invention of the present invention is to supply a fuel injection valve that injects fuel in the combustion chamber of an internal combustion engine and a cooling medium that supplies a liquid that is inferior in ignitability to the fuel into the combustion chamber.
  • the liquid is supplied to a predetermined area around a plurality of fuel injection ports of the fuel injection valve by the cooling medium supply device before the fuel injection valve performs main injection of fuel.
  • An internal combustion engine that lowers the temperature in a predetermined area.
  • the predetermined region is the fuel injection region rather than the ignition region where the fuel of the main injection injected from the fuel injection valve is ignited. It is an internal combustion engine, which is the area on the mouth side.
  • the third invention of the present invention is the internal combustion engine according to the first invention or the second invention, in which the cooling medium supply device is a sub-injection that injects the liquid into the predetermined region in the combustion chamber. It has a valve, and includes an injection control device that controls fuel injection by the fuel injection valve and controls injection of the liquid by the sub-injection valve. After the injection, the fuel injection control unit that controls the main injection, and the liquid after the pre-injection is performed a plurality of times and before the sub-injection valve performs the main injection. It is an internal combustion engine having a cooling medium injection control unit that controls injection into a predetermined region.
  • the fourth invention of the present invention is a cylinder in which a through hole is formed in which the fuel injection valve is arranged facing the combustion chamber in the internal combustion engine according to the first invention or the second invention.
  • the cooling medium supply device including a head is formed of a porous material containing unglazed ceramics in a tubular shape, and is fitted into the through hole so that the lower end thereof faces the combustion chamber, and the fuel injection valve.
  • An internal combustion engine that exudes and supplies the liquid to predetermined regions around the plurality of fuel injection ports to lower the temperature of the predetermined regions.
  • the fifth invention of the present invention is the internal combustion engine according to any one of the first to fourth inventions, wherein the liquid tank is arranged outside the internal combustion engine and stores the liquid.
  • An internal combustion engine including a liquid supply device for supplying the liquid from the liquid tank to the cooling medium supply device.
  • the sixth invention of the present invention is an internal combustion engine according to any one of the first to fifth inventions, wherein the liquid is a non-combustible liquid containing water. ..
  • a liquid having a lower ignitability than the fuel is placed in a predetermined area around a plurality of fuel injection ports of the fuel injection valve by a cooling medium supply device. Is supplied, and the temperature of a predetermined region is lowered by the latent heat of evaporation of this liquid.
  • the temperature of a predetermined region around the plurality of fuel injection ports of the fuel injection valve is lowered, so that the time until the fuel is ignited within the predetermined region is reduced. It can be delayed, the mixing of the injected fuel and air is promoted, and smoke can be reduced.
  • the predetermined region where the temperature drops due to the latent heat of evaporation of the liquid is around a plurality of fuel injection ports of the fuel injection valve, even if the temperature is lowered excessively, high-temperature gas exists near the wall surface of the combustion chamber. , Misfire can be suppressed, and combustion robustness and fuel efficiency are not deteriorated. Further, since the liquid needs to be supplied only around the plurality of fuel injection ports of the fuel injection valve, the consumption of the liquid can be suppressed.
  • a predetermined region around the plurality of fuel injection ports of the fuel injection valve is a region on the fuel injection port side with respect to the ignition region where the fuel of the main injection injected from the fuel injection valve ignites. ..
  • an auxiliary injection valve for injecting a liquid into a predetermined area around a plurality of fuel injection ports is provided in a combustion chamber, and an injection control device performs a plurality of pre-injections via the fuel injection valve. After the fuel injection valve, the liquid can be injected into a predetermined region before the main injection is performed. As a result, when the fuel injection valve performs the main injection of fuel, the temperature of a predetermined region around the plurality of fuel injection ports of the fuel injection valve can be reliably lowered.
  • the cylinder head is provided with a tubular member formed in a tubular shape with a porous material containing unglazed ceramics through which a fuel injection valve is inserted, and a supply member is used to reach the upper end of the tubular member.
  • the liquid is supplied.
  • the liquid exuded from the lower end of the tubular member is supplied to a predetermined region around the plurality of fuel injection ports of the fuel injection valve, and the temperature of the predetermined region is lowered by the heat of vaporization of the liquid.
  • the liquid is stored in a liquid tank arranged outside the internal combustion engine, and is supplied to the cooling medium supply device by the liquid supply device.
  • the liquid since the liquid is a non-combustion liquid containing water, it receives heat (heat recovery) from the gas in the combustion chamber, vaporizes it, cools a predetermined area, and then directly receives heat (heat) from the combustion flame. (Recovery) can increase vaporization and expansion, which in turn can improve fuel efficiency.
  • an intake flow rate detecting device 21 (for example, an intake flow rate sensor) is provided on the inflow side of the intake pipe 11A.
  • the intake flow rate detection device 21 outputs a detection signal according to the flow rate of the air sucked by the internal combustion engine 10 to the control device 50 (injection control device, fuel injection control unit, and cooling medium injection control unit) included in the internal combustion engine 10.
  • the intake air flow rate detecting device 21 is provided with an intake air temperature detecting device 28A (for example, an intake air temperature sensor).
  • the intake air temperature detection device 28A outputs a detection signal according to the temperature of the intake air passing through the intake air flow rate detection device 21 to the control device 50.
  • the outflow side of the intake pipe 11A is connected to the inflow side of the compressor 35, and the outflow side of the compressor 35 is connected to the inflow side of the intake pipe 11B.
  • the turbocharger 30 includes a compressor 35 having a compressor impeller 35A and a turbine 36 having a turbine impeller 36A.
  • the compressor impeller 35A is rotationally driven by the turbine impeller 36A, which is rotationally driven by the exhaust gas, and supercharges the intake air that has flowed in from the intake pipe 11A by pumping it to the intake pipe 11B.
  • a compressor upstream pressure detection device 24A is provided in the intake pipe 11A on the upstream side of the compressor 35.
  • the compressor upstream pressure detection device 24A is, for example, a pressure sensor, and outputs a detection signal corresponding to the pressure in the intake pipe 11A on the upstream side of the compressor 35 to the control device 50.
  • a compressor downstream pressure detection device 24B is provided in the intake pipe 11B (position between the compressor 35 and the intercooler 16 in the intake pipe 11B) on the downstream side of the compressor 35.
  • the compressor downstream pressure detection device 24B is, for example, a pressure sensor, and outputs a detection signal corresponding to the pressure in the intake pipe 11B on the downstream side of the compressor 35 to the control device 50.
  • the intercooler 16 is arranged on the upstream side, and the throttle device 47 is arranged on the downstream side of the intercooler 16.
  • the intercooler 16 is arranged on the downstream side of the compressor downstream pressure detection device 24B, and lowers the temperature of the intake air supercharged by the compressor 35.
  • An intake air temperature detection device 28B (for example, an intake air temperature sensor) is provided between the intercooler 16 and the throttle device 47.
  • the intake air temperature detection device 28B outputs a detection signal corresponding to the temperature of the intake air whose temperature has been lowered by the intercooler 16 to the control device 50.
  • the throttle device 47 drives the throttle valve 47A that adjusts the opening degree of the intake pipe 11B based on the control signal from the control device 50, and the intake flow rate can be adjusted.
  • the control device 50 outputs a control signal to the throttle device 47 based on the detection signal from the throttle opening detection device 47S (for example, the throttle opening sensor) and the target throttle opening, and the throttle provided in the intake pipe 11B.
  • the opening degree of the valve 47A can be adjusted.
  • the control device 50 obtains a target throttle opening degree based on the accelerator pedal depression amount detected based on the detection signal from the accelerator pedal depression amount detection device 25 and the operating state of the internal combustion engine 10.
  • the accelerator pedal depression amount detection device 25 is, for example, an accelerator pedal depression angle sensor, and is provided on the accelerator pedal.
  • the control device 50 can detect the amount of depression of the accelerator pedal by the driver based on the detection signal from the accelerator pedal depression amount detection device 25.
  • a pressure detection device 24C is provided on the downstream side of the throttle device 47 in the intake pipe 11B, and the outflow side of the EGR pipe 13 is connected to the pressure detection device 24C.
  • the outflow side of the intake pipe 11B is connected to the inflow side of the intake manifold 11C, and the outflow side of the intake manifold 11C is connected to the inflow side of the internal combustion engine 10.
  • the pressure detection device 24C is, for example, a pressure sensor, and outputs a detection signal corresponding to the pressure of the intake air immediately before flowing into the intake manifold 11C to the control device 50.
  • the EGR gas flowing in from the inflow side (connection portion with the exhaust pipe 12B) of the EGR pipe 13 is discharged into the intake pipe 11B.
  • the path through which the EGR gas formed in the EGR pipe 13 flows corresponds to the EGR path.
  • the internal combustion engine 10 has a plurality of cylinders 45A to 45D, and fuel injection valves 43A to 43D are provided in the respective cylinders 45A to 45D. Fuel is supplied to the fuel injection valves 43A to 43D via the common rail 41 and the fuel pipes 42A to 42D. The fuel injection valves 43A to 43D are driven by a control signal from the control device 50, and the respective cylinders 45A. Fuel is injected within ⁇ 45D.
  • each cylinder 45A to 45D is provided with auxiliary injection valves 63A to 63D (cooling medium supply device).
  • Water non-combustion liquid
  • the sub-injection valves 63A to 63D are control signals from the control device 50. Driven by, water is injected into the respective cylinders 45A-45D.
  • the water supply common rail 61 is connected to a water tank (liquid tank) 67 arranged apart from the internal combustion engine 10 via a supply pipe 65 and a water pump (liquid supply device) 66.
  • the water pump 66 is an electric pump that is rotationally driven by a drive signal from the control device 50, and can rotate in either the forward or reverse direction.
  • the forward rotation of the water pump 66 sucks up the water (non-combustion liquid) 68 in the water tank 67, and the water 68 is supplied to the water supply common rail 61 via the supply pipe 65. Further, the water 68 in the water supply common rail 61 and the supply pipe 65 is sucked back by the reverse rotation of the water pump 66 and flows into the water tank 67.
  • the supply pipe 65 may be provided with a water pressure sensor that detects the pressure of the water 68 in the supply pipe 65.
  • a level gauge (remaining amount detecting device) 69 for detecting the remaining amount (water level) of the water 68 stored in the water tank 67 is provided in the water tank 67.
  • the level gauge (remaining amount detecting device) 69 controls a signal (for example, a signal corresponding to level 10 to level 1) according to the remaining amount of water 68 in the water tank 67 reduced from full. Output to ECU) 50.
  • the internal combustion engine 10 is provided with a rotation detection device 22, a coolant temperature detection device 28C, and the like.
  • the rotation detection device 22 is, for example, a rotation sensor, and outputs a detection signal corresponding to the rotation angle (that is, the crank angle) of the crankshaft of the internal combustion engine 10 to the control device 50.
  • the rotation detection device 22 generates an output pulse every time the crankshaft rotates 15 degrees, and this output pulse is input to the control device 50.
  • the control device 50 calculates the crank angle and the engine speed from the output pulse of the rotation detection device 22.
  • the coolant temperature detection device 28C is, for example, a temperature sensor, detects the temperature of the cooling coolant circulating in the internal combustion engine 10, and outputs a detection signal corresponding to the detected temperature to the control device 50.
  • the inflow side of the exhaust manifold 12A is connected to the exhaust side of the internal combustion engine 10, and the inflow side of the exhaust pipe 12B is connected to the outflow side of the exhaust manifold 12A.
  • the outflow side of the exhaust pipe 12B is connected to the inflow side of the turbine 36, and the outflow side of the turbine 36 is connected to the inflow side of the exhaust pipe 12C.
  • the inflow side of the EGR pipe 13 is connected to the exhaust pipe 12B.
  • the EGR pipe 13 communicates the exhaust pipe 12B and the intake pipe 11B, and can recirculate a part of the exhaust gas of the exhaust pipe 12B (corresponding to the exhaust path) to the intake pipe 11B (corresponding to the intake path). .. Further, the EGR pipe 13 is provided with a route switching device 14A, a bypass pipe 13B, an EGR cooler 15, and an EGR valve 14B.
  • the route switching device 14A bypasses the EGR cooler 15 in the bypass pipe 13B and the EGR cooler path that returns the EGR gas flowing from the exhaust pipe 12B to the EGR pipe 13 to the intake path via the EGR cooler 15. It is a path switching valve that switches the bypass path back to the intake pipe 11B based on the control signal from the control device 50.
  • the bypass pipe 13B is provided so as to bypass the EGR cooler 15, the inflow side is connected to the route switching device 14A, and the outflow side is connected to the EGR pipe 13 between the EGR valve 14B and the EGR cooler 15. There is.
  • the EGR valve 14B (EGR valve) is provided on the downstream side of the EGR cooler 15 in the EGR pipe 13 and on the downstream side of the confluence portion between the EGR pipe 13 and the bypass pipe 13B. Then, the EGR valve 14B adjusts the flow rate of the EGR gas flowing in the EGR pipe 13 by adjusting the opening degree of the EGR pipe 13 based on the control signal from the control device 50.
  • the EGR cooler 15 is provided in the EGR pipe 13 between the confluence of the EGR pipe 13 and the bypass pipe 13B and the route switching device 14A.
  • the EGR cooler 15 is a so-called heat exchanger, and a coolant for cooling is supplied to cool the inflowed EGR gas and discharge it.
  • the exhaust pipe 12B is provided with an exhaust temperature detection device 29.
  • the exhaust temperature detection device 29 is, for example, an exhaust temperature sensor, and outputs a detection signal corresponding to the exhaust temperature to the control device 50.
  • the control device 50 has the EGR pipe 13 and the EGR cooler 15 (or bypass pipe 13B) and the EGR cooler 15 (or bypass pipe 13B) based on the exhaust temperature detected by the exhaust temperature detection device 29, the control state of the EGR valve 14B, the operating state of the internal combustion engine 10, and the like.
  • the temperature of the EGR gas flowing into the intake pipe 11B via the EGR valve 14B can be estimated.
  • the outflow side of the exhaust pipe 12B is connected to the inflow side of the turbine 36, and the outflow side of the turbine 36 is connected to the inflow side of the exhaust pipe 12C.
  • the turbine 36 is provided with a variable nozzle 33 capable of controlling the flow velocity of the exhaust gas leading to the turbine impeller 36A, and the opening degree of the variable nozzle 33 is adjusted by the nozzle driving device 31.
  • the control device 50 outputs a control signal to the nozzle drive device 31 based on the detection signal from the nozzle opening detection device 32 (for example, the nozzle opening sensor) and the target nozzle opening to determine the opening of the variable nozzle 33. It is adjustable.
  • the turbine upstream pressure detection device 26A is provided in the exhaust pipe 12B on the upstream side of the turbine 36.
  • the turbine upstream pressure detection device 26A is, for example, a pressure sensor, and outputs a detection signal corresponding to the pressure in the exhaust pipe 12B on the upstream side of the turbine 36 to the control device 50.
  • a turbine downstream pressure detecting device 26B is provided in the exhaust pipe 12C on the downstream side of the turbine 36.
  • the turbine downstream pressure detection device 26B is, for example, a pressure sensor, and outputs a detection signal corresponding to the pressure in the exhaust pipe 12C on the downstream side of the turbine 36 to the control device 50.
  • An exhaust gas purification device (not shown) is connected to the outflow side of the exhaust pipe 12C.
  • the exhaust gas purification device includes an oxidation catalyst, a particulate filter, a selective reduction catalyst, and the like.
  • the control device (ECU: Electronic Control Unit) 50 has at least a processor 51 (CPU, MPU (Micro-Processing Unit), etc.) and a storage device 53 (DRAM, ROM, EEPROM, SRAM, hard disk, etc.).
  • the control device 50 (ECU) is not limited to the detection device and the actuator shown in FIG. 1, and detects the operating state of the internal combustion engine 10 based on the detection signals from various detection devices including the above-mentioned detection device. Controls various actuators including the fuel injection valves 43A to 43D, the auxiliary injection valves 63A to 63D, the EGR valve 14B, the path switching device 14A, the nozzle drive device 31, and the throttle device 47.
  • the storage device 53 stores, for example, programs, parameters, and the like for executing various processes.
  • the atmospheric pressure detection device 23 is, for example, an atmospheric pressure sensor and is provided in the control device 50.
  • the atmospheric pressure detection device 23 outputs a detection signal corresponding to the atmospheric pressure around the control device 50 to the control device 50.
  • the vehicle speed detection device 27 is, for example, a vehicle speed detection sensor, which is provided on the wheels of the vehicle or the like. The vehicle speed detection device 27 outputs a detection signal according to the rotation speed of the wheels of the vehicle to the control device 50.
  • the mounting structures of the fuel injection valves 43A to 43D and the sub-injection valves 63A to 63D will be described with reference to FIG. Since the mounting structures of the fuel injection valves 43A to 43D and the sub-injection valves 63A to 63D are almost the same mounting structures, the mounting structures of the fuel injection valves 43A and the sub-injection valves 63A will be described.
  • the internal combustion engine 10 includes a cylinder block 71 in which a cylinder 45A or the like is formed, and a cylinder head 72.
  • a piston 73 that reciprocates in the cylinder 45A is arranged in the cylinder 45A.
  • a combustion chamber 75 through which the air-fuel mixture burns is formed in the cylinder 45A between the piston 73 and the cylinder head 72.
  • a concave cavity 76 is formed on the top surface of the piston 73.
  • the fuel injection valve 43A is arranged in the center of the upper wall surface of the combustion chamber 75 so that the fuel F is directly injected from the fuel injection valve 43A toward the peripheral portion in the cavity 76 formed in the piston 73. It is configured (see the right figure in FIG. 2).
  • the sub-injection valve 63A is arranged in the peripheral portion of the upper wall surface of the combustion chamber 75 at an angle with respect to the fuel injection valve 43A, and from the sub-injection valve 63A, a plurality of fuel injection valves 43A (for example, for example). It is configured to inject (supply) water 68, which is a liquid inferior in ignitability to fuel F, to a predetermined region FL around the fuel injection ports 49 (see FIGS. 7 and 8) of (8).
  • the predetermined region FL around the plurality of fuel injection ports 49 (see FIGS. 7 and 8) of the fuel injection valve 43A is cooled to a temperature lower than the ignition temperature of the fuel F by the heat of vaporization of the water 68.
  • the sub-injection valves 63A to 63D make water 68 (see FIG. 2).
  • An example of the water injection control process for injecting the fuel will be described with reference to FIGS. 3 to 8.
  • the control device 50 repeatedly executes the processing procedure shown in the flowcharts of FIGS. 3 and 4 at predetermined time intervals (for example, at intervals of several tens of msec to several 100 msec).
  • step S11 the control device 50 uses the accelerator pedal based on the detection values of the accelerator pedal depression amount detection device 25, the rotation detection device 22, the coolant temperature detection device 28C, and the like.
  • the stepping amount (required load), engine speed NE, crank angle, temperature of the cooling coolant, and the like are calculated and stored in the RAM, and then the process proceeds to step S12.
  • step S12 the control device 50 reads the fuel injection flag from the RAM and determines whether or not it is set to "ON", that is, the first pre-injection J1, the second pre-injection J2, and the main injection JM1 (FIG. 5). (Refer to), it is determined whether or not each fuel injection amount and fuel injection start time are set.
  • the fuel injection flag is set to "OFF” and stored in the RAM when the control device 50 is started. Then, when it is determined that the fuel injection flag is set to "ON" (S12: YES), the control device 50 proceeds to step S22, which will be described later.
  • step S13 the control device 50 determines the fuel injection amounts Q2 of the first pre-injection J1 and the second pre-injection J2, and the main injection JM1 based on the required load and the engine speed NE acquired in step S11. After acquiring the fuel injection amount Q3 and storing it in the RAM, the process proceeds to step S14.
  • the optimum fuel injection amounts Q2 of the first pre-injection J1 and the second pre-injection J2 for the required load and the engine speed NE, and the fuel injection amount Q3 of the main injection JM1 are obtained in advance by a test.
  • the relationship between the required load and engine speed NE and each fuel injection amount Q2 and Q3 is stored in a map or the like.
  • the control device 50 may calculate each fuel injection amount Q2 and Q3 with reference to the map. Further, the temperature of each fuel injection amount Q2 and Q3 may be corrected based on the detected value of the temperature of the cooling coolant.
  • step S14 the control device 50 acquires the fuel injection start timings of the first pre-injection J1, the second pre-injection J2, and the main injection JM1 based on the required load and the engine speed NE acquired in step S11. Then, after storing in the RAM, the process proceeds to step S15.
  • the optimum fuel injection start timings of the first pre-injection J1, the second pre-injection J2, and the main injection JM1 for the required load and the engine rotation speed NE are acquired in advance by a test, and the required load and the engine rotation are obtained.
  • the relationship between the number NE and each fuel injection start time is stored in a map or the like.
  • the control device 50 may calculate the fuel injection start timing of each of the first pre-injection J1, the second pre-injection J2, and the main injection JM1 with reference to the map. Further, the fuel injection start timings of the first pre-injection J1, the second pre-injection J2, and the main injection JM1 may be temperature-corrected based on the detected value of the temperature of the cooling coolant.
  • the fuel injection start timing of the main injection JM1 is such that the fuel injection amount from each fuel injection port 49 of the fuel injection valves 43A to 43D reaches the maximum value at the compression top dead center TDC, for example. Is set to. Then, at the fuel injection start timing of the first pre-injection J1 and the second pre-injection J2, heat generation due to the combustion of the fuel injected by the first pre-injection J1 and the second pre-injection J2 before the start of the main injection JM1 is completely generated. Set to absent or almost absent.
  • the fuel injection start timing of the conventional main injection JM2 is set so that the fuel injection amount from each fuel injection port 49 of the fuel injection valves 43A to 43D reaches the maximum value after the compression top dead center TDC. Therefore, the fuel injection start timing of the main injection JM1 is set to be earlier than the fuel injection start timing of the conventional main injection JM2 by the time T1.
  • step S15 the control device 50 reads the fuel injection flag from the RAM, sets it to "ON”, stores it in the RAM again, and then proceeds to step S16.
  • step S16 the control device 50 reads out the fuel injection amount Q2 of each of the first pre-injection J1 and the second pre-injection J2 and the fuel injection amount Q3 of the main injection JM1 from the RAM, and totals them. The total fuel injection amount is calculated and stored in the RAM. Then, the control device 50 determines whether or not the total fuel injection amount is equal to or higher than the predetermined fuel injection amount threshold value Q1.
  • the fuel injection amount threshold value Q1 is stored in advance in a ROM, EEPROM, or the like that constitutes the storage device 53.
  • step S17 the control device 50 reads the water injection flag from the RAM, sets it to “OFF”, stores it in the RAM again, and then proceeds to step S22 described later.
  • the water injection flag is set to "OFF” and stored in the RAM when the control device 50 is started.
  • step S18 the control device 50 determines whether or not the condition for performing the water injection K1 by the sub-injection valves 63A to 63D is satisfied. For example, when the temperature of the cooling coolant is lower than the predetermined temperature during warm-up operation, or when the required torque is equal to or less than the predetermined torque, the control device 50 performs water injection K1 by the sub-injection valves 63A to 63D. It is determined that the condition is not satisfied.
  • step S19 the control device 50 reads the total fuel injection amount calculated in step S16 from the RAM, and acquires the water injection amount Q5 of the current water injection K1 (see FIG. 5) based on the total fuel injection amount. , After storing in the RAM, the process proceeds to step S20.
  • the optimum water injection amount Q5 of the water injection K1 by the sub-injection valves 63A to 63D with respect to the total fuel injection amount injected by the fuel injection valves 43A to 43D is obtained in advance by a test.
  • the relationship between the total fuel injection amount and the water injection amount Q5 is stored in the map M1.
  • the control device 50 calculates the water injection amount Q5 with reference to the map M1.
  • the water temperature of the water 68 stored in the water tank 67 may be detected by a water temperature sensor or the like to correct the water injection amount Q5.
  • step S20 the control device 50 sets the water injection start timing for the water injection amount Q5 of the water injection K1 by the sub-injection valves 63A to 63D based on the fuel injection start timing of the main injection JM1 of the fuel F acquired in step S14. After acquiring and storing in the RAM, the process proceeds to step S21.
  • water injection with respect to the optimum water injection amount Q5 of the optimum water injection K1 set after the fuel of the second pre-injection J2 is injected and before the fuel injection start timing of the main injection JM1.
  • the start time is acquired in advance by a test, and the relationship between the fuel injection start time of the main injection JM1 and the water injection start time with respect to the water injection amount Q5 of the water injection K1 is stored in a map or the like.
  • the control device 50 may calculate the water injection start timing with respect to the water injection amount Q5 of the water injection K1 with reference to the map.
  • the water injection periods T2 to T3 are set to end before the fuel injection start time (crank angle at time T4) of the main injection JM1.
  • step S21 the control device 50 reads the water injection flag from the RAM, sets it to "ON”, stores it in the RAM again, and then proceeds to step S22.
  • the water injection flag is set to "OFF” and stored in the RAM when the control device 50 is started.
  • step S22 the control device 50 reads the crank angle acquired in step S11 and the fuel injection start timing of the first pre-injection J1 acquired in step S14 from the RAM, and the crank angle is the first pre-injection. It is determined whether or not it is the fuel injection start time (see FIG. 5) of the injection J1.
  • step S23 as shown in FIG. 5, the control device 50 operates the fuel injection valve (for example, the fuel injection valve 43A) this time so as to have the fuel injection amount Q2 of the first pre-injection J1 acquired in step S13. To control. Then, the control device 50 injects the fuel injection amount Q2 of the first pre-injection J1 acquired in step S13, and then ends the process.
  • the fuel injection valve for example, the fuel injection valve 43A
  • step S24 the control device 50 reads the crank angle acquired in step S11 and the fuel injection start timing of the second pre-injection J2 acquired in step S14 from the RAM, and the crank angle is the second pre-injection J2. It is determined whether or not it is the fuel injection start time (see FIG. 5).
  • step S23 as shown in FIG. 5, the control device 50 operates the fuel injection valve (for example, the fuel injection valve 43A) this time so as to have the fuel injection amount Q2 of the second pre-injection J2 acquired in step S13. To control. Then, the control device 50 injects the fuel injection amount Q2 of the second pre-injection J2 acquired in step S13, and then ends the process.
  • the fuel injection valve for example, the fuel injection valve 43A
  • step S25 the control device 50 reads the water injection flag from the RAM and whether or not it is set to "ON", that is, whether or not the water injection amount Q5 and the water injection start timing of the current water injection K1 are set. Judge whether or not. Then, when it is determined that the water injection flag is set to "OFF" (S25: NO), the control device 50 proceeds to step S29 described later.
  • step S26 the control device 50 reads the crank angle acquired in step S11 and the water injection start timing of the water injection K1 acquired in step S20 from the RAM, and the crank angle is the water injection start timing of the water injection K1. (Crank angle at time T2 in FIG. 5) is determined.
  • step S27 the control device 50 controls the operation of the sub-injection valve (for example, the sub-injection valve 63A) this time so as to have the water injection amount Q5 of the water injection K1 acquired in step S19.
  • the control device 50 has a plurality of (for example, eight) fuel injection ports 49 (see FIGS. 7 and 8) from the sub-injection valve 63A to the fuel injection valve 43A. It is controlled to inject water 68 having a water injection amount Q5 into a predetermined region FL (see FIGS. 7 and 8) around the water.
  • the predetermined region FL (see FIGS. 7 and 8) around the plurality of fuel injection ports 49 (see FIGS. 7 and 8) of the fuel injection valve 43A is set from the ignition temperature of the fuel F by the heat of vaporization of the water 68. Is also cooled to a low temperature. Then, the control device 50 injects the water injection amount Q5 of the water injection K1 acquired in step S19, and then proceeds to step S28. In step S28, the control device 50 reads the water injection flag from the RAM, sets it to “OFF”, stores it in the RAM again, and then ends the process.
  • step S29 the control device 50 reads the crank angle acquired in step S11 and the fuel injection start timing of the main injection JM1 acquired in step S14 from the RAM, and the crank angle is the fuel injection start timing of the main injection JM1. (Crank angle at time T4 in FIG. 5) is determined. Then, when it is determined that the crank angle is not the fuel injection start time of the main injection JM1 (S29: NO), the control device 50 ends the process.
  • step S30 the control device 50 controls the operation of the fuel injection valve (for example, the fuel injection valve 43A) this time so as to be the fuel injection amount Q3 of the main injection JM1 acquired in step S13.
  • the control device 50 is connected to the piston 73 from a plurality of (for example, eight) fuel injection ports 49 (see FIGS. 7 and 8) of the fuel injection valve 43A.
  • the fuel F of the fuel injection amount Q3 is controlled to be injected toward the peripheral portion in the formed cavity 76.
  • the fuel F injected from each fuel injection port 49 of the fuel injection valve 43A has the ignition temperature of the fuel F due to the heat of vaporization of the water 68 injected from the sub-injection valve 63A. Ignition is delayed until it passes through a predetermined region FL cooled to a lower temperature, and mixing of fuel F and air is promoted. That is, as shown in FIG. 5, the main injection JM1 is injected earlier than the conventional main injection JM2 by the time T1 and passes through the predetermined region FL without ignition. As a result, mixing of the injected fuel F and air is promoted as compared with the conventional case, and smoke can be reduced.
  • the fuel F that has advanced to the outside of the predetermined region FL is ignited in the ignition region FA.
  • the predetermined region FL is a region on the fuel injection port 49 side of the ignition region FA where the fuel F of the main injection JM1 injected from the fuel injection valve 43A ignites.
  • the water 68 injected from the sub-injection valve 63A directly receives heat (heat recovery) from the combustion flame to increase vaporization and expansion, so that the in-cylinder pressure increases after the compression top dead center TDC. It is possible to increase the output torque by increasing the predetermined pressure ⁇ P as compared with the conventional case, and it is possible to improve the fuel efficiency.
  • step S30 after injecting the fuel injection amount Q3 of the main injection JM1 acquired in step S13, the control device 50 proceeds to step S31.
  • step S31 the control device 50 reads the fuel injection flag from the RAM, sets it to “OFF”, stores it in the RAM again, and then ends the process.
  • the water 68 is stored in a water tank 67 (liquid tank) arranged outside the internal combustion engine 10, and is supplied from the water tank 67 to each of the sub-injection valves 63A to 63D by the water pump 66.
  • a water tank 67 liquid tank
  • the water pump 66 supplies from the water tank 67 to each of the sub-injection valves 63A to 63D to the water pump 66.
  • the present invention is not limited to the above-described embodiment, and it goes without saying that various improvements, modifications, additions, and deletions can be made without departing from the gist of the present invention.
  • it may be as follows.
  • the same reference numerals as the internal combustion engine 10 and the like according to the embodiment of FIGS. 1 to 8 indicate the same or equivalent parts as the internal combustion engine 10 and the like according to the embodiment.
  • the fuel injection valves 43A to 43D are formed in a substantially cylindrical shape with a porous material containing unglazed ceramics, and the fuel injection valves 43A to 43D are from above.
  • the tubular member 82 to be fitted may be provided and fitted into the through hole 72A formed in the center of the upper wall surface of each combustion chamber 75 so that the lower end portion of the tubular member 82 faces the combustion chamber 75. That is, the cylinder head 72 may be formed with a through hole 72A in which the fuel injection valves 43A to 43D are arranged so as to face the combustion chamber 75.
  • the length of the tubular member 82 is formed to be substantially the same as the thickness of the cylinder head 72, and the lower end surface of the tubular member 82 is provided so as to be flush with the upper wall surface of the combustion chamber 75.
  • FIG. 9 illustrates a tubular member 82 into which the fuel injection valve 43A is fitted from above.
  • supply members 81 formed in a substantially box shape having a circular cross section open downward are coaxially attached to the cylinder head 72 so as to cover the upper end surface of each of the tubular members 82 over the entire surface. It is provided.
  • a through hole 81A into which the fuel injection valves 43A to 43D are fitted from above is formed in the center of the ceiling portion of each supply member 81.
  • Water pipes 62A to 62D are connected to each of the supply members 81. Then, the fuel injection valves 43A to 43D are fitted and fixed to the through holes 81A of the supply members 81 and the tubular members 82 from above.
  • FIG. 9 illustrates the water pipe 62A.
  • water 68 is supplied to the upper end surface of each tubular member 82 via the water pipes 62A to 62D and each supply member 81, and the water 68 seeps out from the lower end surface of the tubular member 82.
  • the water 68 is supplied to the predetermined region FL around the plurality of fuel injection ports 49 (see FIG. 7) of the fuel injection valves 43A to 43D, and the heat of vaporization of the water 68.
  • the predetermined region FL is cooled to a temperature lower than the ignition temperature of the fuel F.
  • the fuel F of the main injection JM1 injected from each fuel injection port 49 of the fuel injection valve 43A is cooled to a temperature lower than the ignition temperature of the fuel F by the heat of vaporization of water 68. Ignition is delayed until the fuel F passes through the predetermined region FL, and the mixing of the fuel F and the air is promoted. That is, the fuel F of the main injection JM1 passes through the predetermined region FL without ignition. As a result, mixing of the injected fuel F and air is promoted as compared with the conventional case, and smoke can be reduced.
  • the fuel F that has advanced to the outside of the predetermined region FL is ignited in the ignition region FA (see FIGS. 7 and 8). That is, the predetermined region FL is a region on the fuel injection port 49 side of the ignition region FA where the fuel F of the main injection JM1 injected from the fuel injection valve 43A ignites. Further, the water 68 exuding from the lower end surface of the tubular member 82 directly receives heat (heat recovery) from the combustion flame to increase vaporization and expansion, so that the in-cylinder pressure is set higher than before after the compression top dead center TDC.
  • the pressure ⁇ P (see FIG. 5) can be increased to increase the output torque, which in turn can improve fuel efficiency.
  • water 68 is injected into a predetermined region FL around a plurality of (for example, eight) fuel injection ports 49 via the sub-injection valves 63A to 63D, but the water 68 is not limited to the water 68.
  • a liquid such as methanol, which is inferior in ignitability to fuel F such as light oil, may be injected into the predetermined region FL.
  • the inside of the predetermined region FL can be cooled by the heat of vaporization of a liquid such as methanol to promote mixing of the fuel F and air, and smoke can be reduced.
  • a water pump (not shown) of the internal combustion engine 10 may supply a part of the cooling coolant to the sub-injection valves 63A to 63D.
  • a part of the cooling coolant can be supplied to the sub-injection valves 63A to 63D and injected into the predetermined region FL only when the internal combustion engine 10 is driven.

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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)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Fuel-Injection Apparatus (AREA)

Abstract

La présente invention est configurée pour comprendre : des soupapes d'injection de carburant (43A à 43D) qui injectent un carburant (F) dans une chambre de combustion (75) d'un moteur à combustion interne (10) ; et des dispositifs d'alimentation en agent de refroidissement (63A à 63D) qui fournissent, dans la chambre de combustion (75), un liquide (68) présentant une inflammabilité qui est inférieure à celle du carburant (F) ; avant que les soupapes d'injection de carburant (43A à 43D) effectuent une injection principale (JM1) du carburant (F), les dispositifs d'alimentation en agent de refroidissement (63A à 63D) fournissent le liquide (68) à une région prédéterminée (FL) autour d'une pluralité d'orifices d'injection de carburant (49) des soupapes d'injection de carburant, ce qui permet d'abaisser la température de la région prédéterminée (FL).
PCT/JP2020/034540 2019-10-04 2020-09-11 Moteur à combustion interne WO2021065426A1 (fr)

Priority Applications (3)

Application Number Priority Date Filing Date Title
AU2020357145A AU2020357145A1 (en) 2019-10-04 2020-09-11 Internal combustion engine
CN202080068961.XA CN114502826A (zh) 2019-10-04 2020-09-11 内燃机
EP20872232.2A EP4039956A4 (fr) 2019-10-04 2020-09-11 Moteur à combustion interne

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JP2019-183892 2019-10-04
JP2019183892A JP2021059999A (ja) 2019-10-04 2019-10-04 内燃機関

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JPS63235660A (ja) * 1987-03-23 1988-09-30 Tech Res Assoc Highly Reliab Marine Propul Plant ２種液体噴射弁
JPH08144883A (ja) * 1994-11-15 1996-06-04 Mitsubishi Motors Corp 水噴射弁及び水噴射弁付ディーゼルエンジン
JPH09112354A (ja) * 1995-10-16 1997-04-28 Mitsubishi Heavy Ind Ltd 二液衝突混合弁
JPH11351091A (ja) * 1998-06-11 1999-12-21 Mitsubishi Motors Corp 燃料噴射弁
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EP4039956A4 (fr) 2022-11-02
AU2020357145A1 (en) 2022-04-07
CN114502826A (zh) 2022-05-13
JP2021059999A (ja) 2021-04-15

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