WO2012121299A1 - Dispositif de commande de combustion - Google Patents

Dispositif de commande de combustion Download PDF

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Publication number
WO2012121299A1
WO2012121299A1 PCT/JP2012/055860 JP2012055860W WO2012121299A1 WO 2012121299 A1 WO2012121299 A1 WO 2012121299A1 JP 2012055860 W JP2012055860 W JP 2012055860W WO 2012121299 A1 WO2012121299 A1 WO 2012121299A1
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WO
WIPO (PCT)
Prior art keywords
fuel injection
engine
water temperature
combustion
fuel
Prior art date
Legal status (The legal status 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 status listed.)
Ceased
Application number
PCT/JP2012/055860
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English (en)
Japanese (ja)
Inventor
裕史 葛山
田中　剛
謹 河合
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Toyota Industries Corp
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Toyota Industries Corp
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Filing date
Publication date
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Publication of WO2012121299A1 publication Critical patent/WO2012121299A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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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
    • F02D41/40—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
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
    • F02M26/22—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories with coolers in the recirculation passage
    • F02M26/23—Layout, e.g. schematics
    • F02M26/25—Layout, e.g. schematics with coolers having bypasses
    • 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
    • F02B29/00—Engines characterised by provision for charging or scavenging not provided for in groups F02B25/00, F02B27/00 or F02B33/00 - F02B39/00; Details thereof
    • F02B29/04—Cooling of air intake supply
    • F02B29/0406—Layout of the intake air cooling or coolant circuit
    • 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
    • F02D2200/021—Engine temperature
    • 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
    • F02D41/403—Multiple injections with pilot injections
    • 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
    • F02D41/405—Multiple injections with post injections
    • 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
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/02—EGR systems specially adapted for supercharged engines
    • F02M26/04—EGR systems specially adapted for supercharged engines with a single turbocharger
    • F02M26/05—High pressure loops, i.e. wherein recirculated exhaust gas is taken out from the exhaust system upstream of the turbine and reintroduced into the intake system downstream of the compressor
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

Definitions

  • the present invention relates to an engine combustion control apparatus that performs premixed compression ignition (PCCI) combustion.
  • PCCI premixed compression ignition
  • Patent Document 1 As an engine combustion control device that performs premixed compression ignition combustion, for example, the one described in Patent Document 1 is known.
  • the combustion control device described in Patent Document 1 corrects the fuel injection timing to the advance side and lowers the injection pressure when the ignition delay period is prolonged in cold when performing low temperature premixed combustion. By doing so, the fuel injection period is corrected to be extended. This prevents the fuel from diffusing excessively into the combustion chamber and suppresses an increase in unburned HC.
  • An object of the present invention is to provide a combustion control device that can sufficiently suppress an increase in unburned HC and unburned CO even at a low water temperature.
  • the present invention relates to an engine combustion control apparatus that performs premixed compression ignition combustion, a fuel injection valve that injects fuel into a combustion chamber of the engine, and a second fuel injection after the first fuel injection is performed.
  • the first injection valve control means for controlling the fuel injection valve, the water temperature detection means for detecting the water temperature of the engine, and the determination for determining whether or not the engine water temperature detected by the water temperature detection means is lower than a predetermined temperature
  • a second fuel injection valve that controls the fuel injection valve so that the third fuel injection is performed before the first fuel injection is performed when it is determined by the means and the determination means that the water temperature of the engine is lower than the predetermined temperature.
  • Injection valve control means for controlling the fuel injection valve, the water temperature detection means for detecting the water temperature of the engine, and the determination for determining whether or not the engine water temperature detected by the water temperature detection means is lower than a predetermined temperature.
  • the third fuel injection is performed before the first fuel injection is performed, and then the first fuel is injected.
  • the injection and the second fuel injection are sequentially performed.
  • the ignition timing is advanced by preheating by the third fuel injection, the heat generation rate waveform (combustion waveform) approaches the combustion waveform in the warm-up state, and combustion is activated. Therefore, increase in unburned HC and unburned CO can be sufficiently suppressed even at a low water temperature.
  • Load detecting means for detecting engine load is further provided, and the second injection valve control means is configured to select a third temperature according to the engine water temperature detected by the water temperature detecting means and the engine load detected by the load detecting means. You may have a means to determine the fuel injection quantity by fuel injection.
  • the fuel injection amount by the third fuel injection is increased as the water temperature of the engine is lowered. Thereby, ignition can be performed at an appropriate time even at low water temperature. As the engine load increases, the amount of fuel injected by the third fuel injection is reduced. Thereby, excessive combustion at the time of high load can be suppressed.
  • the second injection valve control means compares the engine load with the first predetermined value and the second predetermined value, and when it is determined that the engine load is greater than the first predetermined value, When the fuel injection amount by the third fuel injection is reduced from the fuel injection amount by the first fuel injection and it is determined that the engine load is smaller than the second predetermined value, the fuel by the second fuel injection There may be provided means for reducing the fuel injection amount by the third fuel injection from the injection amount. For example, the first predetermined value and the second predetermined value are equal.
  • the fuel injection amount by the third fuel injection is reduced from the fuel injection amount by the first fuel injection. Thereby, the excessive combustion by 1st fuel injection is suppressed, and a combustion noise can be reduced.
  • the fuel injection amount by the third fuel injection is reduced from the fuel injection amount by the second fuel injection. Thereby, active combustion by the 1st fuel injection is ensured, and unburned HC and unburned CO can be reduced.
  • the second fuel injection has a lower degree of premixing than the first fuel injection. However, since the fuel injection amount by the second fuel injection is reduced, NOx and smoke can be reduced.
  • the second injection valve control means may have means for reducing the fuel injection amount by the third fuel injection from the fuel injection amount by the second fuel injection.
  • the second fuel injection has a lower degree of premixing than the first fuel injection. However, since the fuel injection amount by the second fuel injection is reduced, NOx and smoke can be reduced. Such a configuration is effective when combustion noise can be tolerated even when the engine load is relatively high.
  • An air-fuel ratio control means for controlling the ratio of air and fuel existing in the combustion chamber according to the engine water temperature detected by the water temperature detection means may be further provided.
  • the ratio of air to fuel (air-fuel ratio) existing in the combustion chamber is controlled to become leaner as the engine water temperature becomes lower.
  • the ignition delay time is shortened. Therefore, the combustion waveform can be made closer to the combustion waveform in the warm air state.
  • An exhaust gas recirculation passage that connects the intake and exhaust portions of the combustion chamber, an exhaust gas recirculation passage that is provided in the exhaust gas recirculation passage, and cools the exhaust gas recirculation gas that passes through the exhaust gas recirculation passage, and bypasses the exhaust gas recirculation cooler
  • a bypass passage connected to the exhaust gas recirculation passage, and a flow passage for switching the exhaust gas recirculation gas flow path to the exhaust gas recirculation cooler side or the bypass passage side according to the engine water temperature detected by the water temperature detecting means And a switching unit.
  • the flow path of the exhaust gas recirculation is switched from the exhaust gas recirculation cooler side to the bypass passage side.
  • the exhaust gas recirculation gas in a high temperature state is introduced into the combustion chamber, and the ignition delay time is shortened. Therefore, the combustion waveform can be made closer to the combustion waveform in the warm air state.
  • FIG. 1 is a schematic configuration diagram showing a diesel engine equipped with a combustion control device according to the present embodiment.
  • FIG. 2 is a block diagram showing a configuration of the combustion control device shown in FIG.
  • FIG. 3 is a flowchart showing details of an injector control processing procedure executed by the injector control unit shown in FIG.
  • FIG. 4 is a diagram showing the fuel injection amount and fuel injection timing of the pre-fuel injection, the first main fuel injection, and the second main fuel injection.
  • FIG. 5 is a graph showing an example of a heat release rate waveform.
  • FIG. 6 is a graph showing an example of the in-cylinder average temperature waveform and the heat release rate waveform.
  • FIG. 7 is a diagram illustrating a modification of the fuel injection amount and the fuel injection timing of the pre-fuel injection, the first main fuel injection, and the second main fuel injection.
  • FIG. 1 is a schematic configuration diagram showing a diesel engine provided with a combustion control device according to the present embodiment.
  • the diesel engine 1 according to the present embodiment is a premixed compression ignition (PCCI) type four-cylinder in-line diesel engine.
  • the diesel engine 1 includes an engine body 2, and the engine body 2 is provided with four cylinders 3.
  • Each cylinder 3 is provided with an injector (fuel injection valve) 5 for injecting fuel into the combustion chamber 4.
  • the injector 5 has a plurality of injection holes (not shown) and injects fuel radially from each injection hole.
  • Each injector 5 is connected to a common rail 6, and high-pressure fuel stored in the common rail 6 is constantly supplied to each injector 5.
  • the engine body 2 is connected to an intake passage 7 for sucking air into the combustion chamber 4 via an intake manifold (intake section) 8.
  • An exhaust passage 9 for exhausting exhaust gas after combustion is connected to the engine body 2 via an exhaust manifold (exhaust portion) 10.
  • an air cleaner 11, a compressor 13 of the turbocharger 12, an intercooler 14, and a throttle valve 15 are provided from the upstream side toward the downstream side.
  • the throttle valve 15 restricts the passage area of the intake passage 7 and generates a negative pressure on the downstream side, thereby enabling exhaust gas recirculation (EGR) described later.
  • EGR exhaust gas recirculation
  • a turbine 16 of the turbocharger 12 and a DPF 17 with a catalyst are provided in the exhaust passage 9.
  • the diesel engine 1 includes an exhaust gas recirculation (EGR) device 18 that recirculates a part of the exhaust gas after combustion into the combustion chamber 4.
  • the EGR device 18 includes an EGR passage 19, an EGR valve 20, an EGR cooler 21, a bypass passage 22, and a switching valve 23.
  • the EGR passage 19 connects the intake passage 7 and the exhaust manifold 10.
  • the EGR valve 20 adjusts the recirculation amount of the exhaust gas recirculation gas (EGR gas) from the exhaust manifold 10 to the intake passage 7.
  • the EGR cooler 21 cools the EGR gas passing through the EGR passage 19.
  • the bypass passage 22 is connected to the EGR passage 19 so as to bypass the EGR cooler 21.
  • the switching valve 23 switches the EGR gas flow path to the EGR cooler 21 side or the bypass passage 22 side.
  • Each injector 5, throttle valve 15, EGR valve 20, and switching valve 23 are controlled by an electronic control unit (ECU) (controller) 24.
  • the ECU 24 includes an accelerator opening sensor 25 that detects the accelerator opening, an engine rotation sensor 26 that detects the engine speed, and a crankshaft angle (crank angle) of a piston (not shown). Is connected to a crank angle sensor 27 for detecting the engine water temperature and a water temperature sensor (water temperature detecting means) 28 for detecting the engine water temperature.
  • the injector 5, the throttle valve 15, the EGR valve 20, the switching valve 23, the ECU 24, and the sensors 25 to 28 constitute a combustion control device 29 of the present embodiment.
  • the combustion control device 29 performs control so that premixed compression ignition combustion of split injection in which fuel is injected from each injector 5 in a plurality of times in one cycle of an intake stroke, a compression stroke, an expansion stroke, and an exhaust stroke. .
  • FIG. 2 is a block diagram showing the configuration of the combustion control device 29.
  • the ECU 24 includes an engine load calculation unit 30, an injector control unit 31, and an EGR control unit 32.
  • Engine load calculation unit 30 calculates the engine load based on the accelerator opening detected by accelerator opening sensor 25, the engine speed detected by engine rotation sensor 26, and other conditions.
  • the injector control unit 31 determines basic values of the number of fuel injections, the fuel injection amount, and the fuel injection timing from the engine load and the engine speed calculated by the engine load calculation unit 30.
  • the injector control unit 31 performs correction based on the engine water temperature detected by the water temperature sensor 28, determines the number of fuel injections, the fuel injection amount, and the fuel injection timing, and controls each injector 5. That is, the ECU 24 operates each injector 5 based on the determined number of fuel injections, fuel injection amount, and fuel injection timing.
  • FIG. 3 is a flowchart showing details of the injector control processing procedure executed by the injector control unit 31.
  • the injector control unit 31 performs the first main fuel injection (first fuel injection) and thereafter, as shown in FIG.
  • the fuel injection amount and fuel injection timing for each of the second main fuel injection (second fuel injection) are determined (S101).
  • the fuel injection amount of the second main fuel injection is, for example, smaller than the fuel injection amount of the first main fuel injection.
  • the second main fuel injection starts, for example, at a time when the crank angle is just before the compression top dead center (TDC).
  • FIG. 4 shows the fuel injection amount and fuel injection timing of the pre-fuel injection and the first and second main fuel injections at the time of high load and low load, respectively.
  • the injector control unit 31 determines whether or not the engine water temperature detected by the water temperature sensor 28 is lower than a predetermined temperature (for example, 80 ° C.) (S102).
  • the injector control unit 31 controls the injector 5 so that the first main fuel injection is performed according to the fuel injection amount determined in S101 (S108). . Subsequently, the injector control unit 31 controls the injector 5 to perform the second main fuel injection according to the fuel injection amount determined in S101 (S109).
  • the injector control unit 31 is performed before the first main fuel injection as shown in FIG. 4 based on the engine load and the engine water temperature.
  • the fuel injection amount and fuel injection timing of the pre-fuel injection (third fuel injection) are determined (S103).
  • the fuel injection amount of the pre-fuel injection is smaller than the fuel injection amount of the first and second main fuel injections. The lower the engine water temperature, the greater the fuel injection amount for pre-fuel injection, and the higher the engine load, the smaller the fuel injection amount for pre-fuel injection.
  • the interval between the pre-fuel injection and the first main fuel injection is calculated from the bore, stroke, number of injection holes of the injector 5, the swirl ratio, etc. in order to prevent spray overlap and gaps from adjacent injection holes of the injector 5. Is set to an appropriate interval. As a result, local rich and local lean are avoided, and generation of unburned fuel is suppressed.
  • the injector control unit 31 determines whether the engine load is higher than a predetermined value (S104).
  • the injector control unit 31 determines that the engine load is higher than the predetermined value, as shown in FIG. 4A, the fuel injection amount of the pre-fuel injection is calculated from the fuel injection amount of the first main fuel injection. The weight is reduced (S105). Therefore, the fuel injection amount of the first main fuel injection set in S101 is corrected.
  • the injector control unit 31 determines that the engine load is not higher than the predetermined value, as shown in FIG. 4B, the fuel injection amount of the pre-fuel injection is calculated from the fuel injection amount of the second main fuel injection. Is reduced (S106). Therefore, the fuel injection amount of the second main fuel injection set in S101 is corrected.
  • the injector control unit 31 controls the injector 5 so as to perform pre-fuel injection according to the fuel injection amount set in S103 (S107). Subsequently, the injector control unit 31 controls the injector 5 to perform the first main fuel injection according to the fuel injection amount set in S101 or the fuel injection amount corrected in S105 (S108). Subsequently, the injector control unit 31 controls the injector 5 to perform the second main fuel injection according to the fuel injection amount set in S101 or the fuel injection amount corrected in S106 (S109).
  • the EGR control unit 32 controls the EGR valve 20 and the switching valve 23 according to the engine water temperature. Specifically, the EGR control unit 32 controls the EGR valve 20 so that the flow rate of the EGR gas decreases as the engine water temperature decreases. Further, the EGR control unit 32 determines whether or not the engine water temperature is equal to or lower than a preset reference temperature. The EGR control unit 32 controls the switching valve 23 so that the EGR gas passes through the EGR cooler 21 when the engine water temperature is higher than the reference temperature. The EGR control unit 32 controls the switching valve 23 so that the EGR gas passes through the bypass passage 22 when the engine water temperature is equal to or lower than the reference temperature.
  • the injector control unit 31 of the ECU 24 executes the above-described S101, S108, and S109 so that the first fuel injection is performed and then the second fuel injection is performed (the injector 5). ) Is constituted.
  • the injector control unit 31 constitutes a determination unit that determines whether or not the engine water temperature detected by the water temperature detection unit (water temperature sensor 28) is lower than a predetermined temperature by executing S102.
  • the injector control unit 31 executes the third fuel injection before the first fuel injection when the determination means determines that the engine water temperature is lower than the predetermined temperature by executing S103 to S107.
  • the second injection valve control means for controlling the fuel injection valve is configured to be implemented.
  • the accelerator opening sensor 25, the engine rotation sensor 26, and the engine load calculation unit 30 of the ECU 24 constitute load detection means for detecting the engine load.
  • the EGR control unit 32 and the EGR valve 20 of the ECU 24 constitute air-fuel ratio control means for controlling the ratio of air and fuel existing in the combustion chamber 4 in accordance with the engine water temperature detected by the water temperature detection means. .
  • the EGR control unit 32 and the switching valve 23 of the ECU 24 switch the flow path of the exhaust recirculation gas to the exhaust recirculation cooler 21 side or the bypass passage 22 side according to the engine water temperature detected by the water temperature detecting means.
  • the switching means is configured.
  • the pre-fuel injection is not performed and the first main fuel injection and the second main fuel injection are sequentially performed. . Then, since the ignition of the premixed mixture of fuel and air is started after a predetermined period after the first and second main fuel injections are finished, as shown by the broken line P in FIG. A heat release rate waveform (combustion waveform) is obtained.
  • the combustion waveform is a combustion waveform indicated by a one-dot chain line Q in FIG.
  • FIG. 5 shows a heat generation rate waveform in the case of the warm-up state, when the pre-fuel injection and the EGR gas are not reduced at the low water temperature, and when the pre-fuel injection and the EGR gas are reduced at the low water temperature. An example is shown.
  • the first main fuel injection and the second main fuel injection are sequentially performed after the pre-fuel injection is performed, and the EGR is performed.
  • the combustion waveform substantially coincides with the combustion waveform in the warm-up state, as indicated by the solid line R in FIG. The reason is as follows.
  • the ignition timing is advanced by the pre-heating of the pre-fuel injection. Further, when the flow rate of EGR gas decreases, the ratio of air to fuel (air-fuel ratio) becomes lean. For this reason, good combustibility is ensured and the ignition delay period is shortened. As a result, the ignition timing becomes an appropriate timing, and the combustion waveform substantially matches the combustion waveform in the warm-up state.
  • the fuel injection amount of the pre-fuel injection is reduced from the fuel injection amount of the second main fuel injection.
  • the total amount of the main fuel injection and the fuel injection amount increases.
  • the fuel injection amount of the pre-fuel injection is reduced from the fuel injection amount of the first main fuel injection.
  • the total amount of the main fuel injection and the fuel injection amount does not change.
  • FIG. 6 shows an example of the in-cylinder average temperature waveform and the heat release rate waveform at high load and low load, respectively, when pre-fuel injection is performed at low water temperature.
  • the pre-fuel injection is performed before the first main fuel injection, and then the first main fuel injection and the second main fuel injection are performed.
  • the main fuel injection is sequentially performed.
  • the ignition timing is advanced by preheating by pre-fuel injection, and the combustion waveform approaches the combustion waveform in the warm-up state.
  • the fuel injection amount corresponding to the engine water temperature is set in the pre-fuel injection, combustion by the pre-fuel injection and the first main fuel injection is activated. Thereby, unburned HC and unburned CO can be reduced.
  • the fuel injection amount of the pre-fuel injection is reduced from the fuel injection amount of the second main fuel injection.
  • combustion by the first main fuel injection is activated, and unburned HC / CO can be reduced.
  • the fuel injection amount of the second main fuel injection with a low premixing degree decreases, and the sum of the fuel injection amounts of the pre-fuel injection with a high premixing degree and the first main fuel injection increases. Thereby, NOx and smoke can be reduced.
  • the fuel injection amount of the pre-fuel injection is reduced from the fuel injection amount of the first main fuel injection. Thereby, excessive activation of combustion due to the first main fuel injection is suppressed, and an increase in combustion noise can be suppressed.
  • the flow rate of EGR gas decreases as the engine water temperature decreases. As a result, the air-fuel ratio becomes lean and combustion is activated. Further, when the engine water temperature is equal to or lower than the reference temperature, the switching valve 23 is switched from the EGR cooler 21 side to the bypass passage 22 side. As a result, the EGR gas passes through the bypass passage 22 and the high-temperature EGR gas that is not cooled by the EGR cooler 21 is recirculated into the combustion chamber 4 to stabilize the combustion. As described above, the ignition delay is reduced, and the combustion waveform becomes closer to the combustion waveform in the warm-up state. As a result, an increase in unburned HC and unburned CO can be further suppressed.
  • the present embodiment is an engine combustion control apparatus that performs premixed compression ignition combustion, a fuel injection valve that injects fuel into a combustion chamber of the engine, a water temperature sensor that detects a water temperature of the engine, And a controller for operating the fuel injection valve.
  • the controller operates the fuel injection valve so as to perform the second fuel injection after performing the first fuel injection, and detects the engine detected by the water temperature sensor.
  • the fuel injection valve is operated so that the third fuel injection is performed before the first fuel injection is performed.
  • the combustion control device further includes an accelerator opening sensor that detects the accelerator opening, and an engine rotation sensor that detects the engine speed, and the controller includes the accelerator opening detected by the accelerator opening sensor and the engine.
  • the engine load may be calculated based on information including the engine speed detected by the speed sensor.
  • the combustion control device further includes a valve for adjusting the amount of air present in the combustion chamber, and the controller controls the ratio of air and fuel present in the combustion chamber according to the water temperature detected by the water temperature sensor.
  • the valve may be operated.
  • the valve that adjusts the amount of air present in the combustion chamber may be a valve that adjusts the flow rate of the exhaust gas recirculation gas.
  • this embodiment is a combustion control apparatus for an engine that performs premixed compression ignition combustion, a fuel injection valve that injects fuel into a combustion chamber of the engine, a water temperature sensor that detects a water temperature of the engine, When the fuel injection valve is operated so that the second fuel injection is performed after the first fuel injection is performed and it is determined that the engine water temperature detected by the water temperature sensor is lower than the predetermined temperature, And a controller configured to operate the fuel injection valve to perform a third fuel injection before performing one fuel injection.
  • the injector control unit 31 when the engine load is higher than a predetermined value, the injector control unit 31 reduces the fuel injection amount of the pre-fuel injection from the fuel injection amount of the first main fuel injection (FIG. 4A). reference). Even if the engine load is higher than the predetermined value, if the increase in combustion noise can be tolerated, as shown in FIG. 7, the injector control unit 31 performs pre-fuel injection from the fuel injection amount of the second main fuel injection. The fuel injection amount may be reduced. In this case, since the fuel injection amount of the second main fuel injection with a low premixing degree is reduced, it is possible to contribute to the reduction of smoke.
  • the injector control unit 31 performs the first time based on the comparison result between the engine load and one predetermined value when reducing the fuel injection amount of the pre-fuel injection from the fuel injection amount of the main fuel injection. Alternatively, it is determined whether to reduce the fuel injection amount of the pre-fuel injection from the fuel injection amount of the second main fuel injection.
  • the predetermined value used for comparison with the engine load is not limited to one. As the comparison value, for example, a first predetermined value and a second predetermined value smaller than the first predetermined value may be set.
  • the injector control unit 31 reduces the fuel injection amount of the pre-fuel injection from the fuel injection amount of the first main fuel injection, and the engine load is reduced.
  • the fuel injection amount of the pre-fuel injection is reduced from the fuel injection amount of the second main fuel injection, and the second predetermined value when the engine load is equal to or less than the first predetermined value.
  • the fuel injection amount of the pre-fuel injection may be reduced from both of the fuel injection amounts of the first and second main fuel injections.
  • the injector control unit 31 uniformly reduces the same fuel injection amount when the fuel injection amount of the pre-fuel injection is reduced from both the first and second main fuel injection amounts at medium load. Alternatively, the amount to be reduced from the fuel injection amount of each main fuel injection may be gradually changed.
  • the flow path of the exhaust gas recirculation gas is switched to the exhaust gas recirculation cooler 21 side or the bypass passage 22 side by the switching valve 23.
  • the operation of the switching valve 23 is not limited to simple switching.
  • the switching valve 23 may be operated to include a region where the flow rate of the exhaust gas recirculation gas is gradually changed, for example.
  • the air-fuel ratio in the combustion chamber 4 is controlled by adjusting the flow rate of the EGR gas by the EGR valve 20 according to the engine water temperature. Is not limited to this.
  • the air-fuel ratio in the combustion chamber 4 may be controlled by adjusting the intake amount of air by the throttle valve 15 according to the engine water temperature. Further, both the EGR valve 20 and the throttle valve 15 may be controlled according to the engine water temperature.
  • the main fuel injection is performed twice per cycle, but the main fuel injection may be performed three or more times per cycle.
  • the present invention can be used for a fuel control device of an engine that performs premixed compression ignition combustion.

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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)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Exhaust-Gas Circulating Devices (AREA)

Abstract

Un dispositif de commande de combustion est équipé : d'une soupape d'injection de carburant qui injecte du carburant dans la chambre de combustion d'un moteur ; d'un capteur de température d'eau qui détecte la température de l'eau du moteur ; et d'une unité de commande électronique qui actionne la soupape d'injection de carburant. L'unité de commande électronique actionne la soupape d'injection de carburant de manière à exécuter une deuxième injection de carburant après l'exécution d'une première injection de carburant, et lorsque l'on détermine que la température de l'eau du moteur détectée par le capteur de température d'eau est inférieure à une température prescrite, l'unité de commande électronique actionne la soupape d'injection de carburant de manière à exécuter une troisième injection de carburant avant l'exécution de la première injection de carburant.
PCT/JP2012/055860 2011-03-10 2012-03-07 Dispositif de commande de combustion Ceased WO2012121299A1 (fr)

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JP2011053264A JP5056966B2 (ja) 2011-03-10 2011-03-10 燃焼制御装置

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CN110344955A (zh) * 2018-04-03 2019-10-18 丰田自动车株式会社 内燃机的控制装置
EP3561275A1 (fr) * 2018-04-27 2019-10-30 Toyota Jidosha Kabushiki Kaisha Dispositif de commande pour moteur à combustion interne

Families Citing this family (4)

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JP2014214647A (ja) * 2013-04-24 2014-11-17 トヨタ自動車株式会社 内燃機関の熱発生率波形作成装置および燃焼状態診断装置
JP6173162B2 (ja) * 2013-10-15 2017-08-02 株式会社豊田自動織機 燃焼制御装置
JP6237375B2 (ja) * 2014-03-24 2017-11-29 株式会社デンソー 燃料噴霧の広がり角度検出装置
JP6373777B2 (ja) * 2015-03-10 2018-08-15 株式会社豊田自動織機 燃焼制御装置

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JP2002054487A (ja) * 2000-08-08 2002-02-20 Mazda Motor Corp ディーゼルエンジンの燃料噴射装置
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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN110344955A (zh) * 2018-04-03 2019-10-18 丰田自动车株式会社 内燃机的控制装置
EP3557033B1 (fr) * 2018-04-03 2021-08-11 Toyota Jidosha Kabushiki Kaisha Dispositif de commande pour moteur à combustion interne
CN110344955B (zh) * 2018-04-03 2022-07-08 丰田自动车株式会社 内燃机的控制装置
EP3561275A1 (fr) * 2018-04-27 2019-10-30 Toyota Jidosha Kabushiki Kaisha Dispositif de commande pour moteur à combustion interne

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JP2012189001A (ja) 2012-10-04

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