JPH11324764A - Diesel engine - Google Patents
Diesel engineInfo
- Publication number
- JPH11324764A JPH11324764A JP13846398A JP13846398A JPH11324764A JP H11324764 A JPH11324764 A JP H11324764A JP 13846398 A JP13846398 A JP 13846398A JP 13846398 A JP13846398 A JP 13846398A JP H11324764 A JPH11324764 A JP H11324764A
- Authority
- JP
- Japan
- Prior art keywords
- injection
- combustion
- fuel
- diesel
- switching
- 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.)
- Granted
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B1/00—Engines characterised by fuel-air mixture compression
- F02B1/12—Engines characterised by fuel-air mixture compression with compression ignition
Landscapes
- Fuel-Injection Apparatus (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
Abstract
Description
【０００１】[0001]
【発明の属する技術分野】本発明は、予混合圧縮着火方
式を採用したディーゼルエンジンに関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a diesel engine employing a homogeneous charge compression ignition system.
【０００２】[0002]
【従来の技術】ディーゼルエンジンでは、通常、圧縮行
程の上死点近傍で燃料（軽油）を噴射させて、同燃料を
圧縮熱で燃焼させるという、ディーゼル燃焼が行われて
いる。このディーゼル燃焼は、燃料が燃えるまでの時間
がかなり短いために、ＮＯｘ、黒煙が多く発生しやす
い。2. Description of the Related Art In a diesel engine, a diesel combustion is generally performed in which fuel (light oil) is injected near a top dead center of a compression stroke and the fuel is burned by compression heat. In this diesel combustion, since the time until the fuel burns is considerably short, a large amount of NOx and black smoke are likely to be generated.
【０００３】こうしたＮＯｘ、黒煙を低減させるために
は、例えば混合ガスを希薄にしてリーン燃焼させればよ
いことがわかってきた。そこで、この希薄燃焼を実現さ
せるべく、近年、予混合圧縮着火方式を採用したディー
ゼルエンジンが提案されてきた。[0003] In order to reduce such NOx and black smoke, it has been found that, for example, it is only necessary to dilute the mixed gas and perform lean combustion. Therefore, in order to realize this lean combustion, a diesel engine employing a premixed compression ignition system has recently been proposed.
【０００４】同エンジンの予混合圧縮着火方式は、早期
に筒内に燃料を噴射し、時間をかけて燃料を筒内の空気
にまぜて、筒内全体を均一な希薄混合気にしてから燃焼
させようとするものである。具体的には、予混合圧縮着
火燃焼は、例えば圧縮行程の初期に燃料を筒内に噴射
し、同燃料を圧縮行程で気化混合させ、同圧縮行程の終
わりで燃料予混合気を自着火させようとするものである
ところが、予混合圧縮着火燃焼は、均一な希薄混合気を
確保して始めて成立する燃焼なので、筒内の空気過剰率
λが大きなときの運転、すなわち低・中負荷という、限
られたエンジン負荷の運転のときだけしか行えない。[0004] In the premixed compression ignition system of the engine, fuel is injected into a cylinder at an early stage, the fuel is mixed with air in the cylinder over time, and the entire inside of the cylinder is made into a uniform lean mixture and then burned. It is to try to make it. Specifically, in the premixed compression ignition combustion, for example, fuel is injected into a cylinder at the beginning of the compression stroke, the fuel is vaporized and mixed in the compression stroke, and the premixed fuel is self-ignited at the end of the compression stroke. However, since the premixed compression ignition combustion is combustion that is established only when a uniform lean mixture is secured, the operation when the excess air ratio λ in the cylinder is large, that is, low-medium load, It can be performed only when operating with a limited engine load.
【０００５】そこで、この対策として２段噴射を採用し
たディーゼルエンジンが提案されている（特開平９―１
５８８１０号公報）。これは、エンジンの運転全域で、
吸入行程の初期に、予備噴射と称して燃料を１度噴射し
て希薄混合気を形成し、続く圧縮行程の上死点付近（近
傍）で主噴射と称して再度燃料を噴射させて、低負荷、
中負荷、高負荷のいずれでも希薄混合気が形成される運
転を可能としたものである。Therefore, as a countermeasure against this, a diesel engine employing two-stage injection has been proposed (Japanese Patent Laid-Open No. 9-1).
No. 58810). This is the entire range of engine operation,
At the beginning of the suction stroke, the fuel is injected once, referred to as pre-injection, to form a lean mixture, and fuel is again injected, referred to as main injection, near (top) the top dead center of the subsequent compression stroke. load,
This enables an operation in which a lean mixture is formed at any of a medium load and a high load.
【０００６】[0006]
【発明が解決しようとする課題】ところが、上死点近傍
で噴射された燃料は、先に述べたように高濃度から理論
空燃比の付近で燃焼するために、必ずＮＯｘ、黒煙の増
大を伴う。このため、上記２段噴射式のディーゼルエン
ジンだと、上死点近傍で行われる主噴射が、予混合圧縮
着火燃焼の利点、すなわち低・中負荷で発揮する低ＮＯ
ｘ、低黒煙に優れた燃焼を損なってしまう。しかも、予
備噴射による希薄混合気の形成は、逆にディーゼル燃焼
の利点を損なう結果ともなるので、高負荷時には高出力
が確保しにくく、排気ガス性能、出力特性のいずれの点
で良いものとはいえなかった。こうした点の改善が求め
られている。However, since the fuel injected near the top dead center burns from a high concentration to near the stoichiometric air-fuel ratio as described above, NOx and black smoke always increase. Accompany. For this reason, in the above-described two-stage injection type diesel engine, the main injection performed in the vicinity of the top dead center has the advantage of the homogeneous charge compression ignition combustion, that is, the low NO that is exhibited at low / medium load.
x, low black smoke impairs excellent combustion. Moreover, the formation of a lean air-fuel mixture by the pre-injection adversely affects the advantages of diesel combustion, so it is difficult to ensure high output under high load, and it is not good in terms of either exhaust gas performance or output characteristics. I couldn't say it. Improvements in these points are required.
【０００７】本発明は上記事情に着目してなされたもの
で、その目的とするところは、予混合圧縮着火燃焼の効
果、ディーゼル燃焼の効果の双方が十分に発揮し得るデ
ィーゼルエンジンを提供することにある。The present invention has been made in view of the above circumstances, and an object of the present invention is to provide a diesel engine capable of sufficiently exhibiting both the effect of premixed compression ignition combustion and the effect of diesel combustion. It is in.
【０００８】[0008]
【課題を解決するための手段】上記目的を達成するため
に請求項１に記載したディゼールエンジンは、低・中負
荷時には、吸入行程の初期から圧縮行程の中期までの間
で燃料を噴射する早期噴射を行い、高負荷時には、圧縮
行程の上死点近傍で燃料を噴射する通常噴射を行い、低
・中負荷時では、低NOｘ、低黒煙燃焼をもたらす予混合
圧縮着火燃焼だけを行い、高負荷時では、高い出力が確
保されるディーゼル燃焼だけを行い、予混合圧縮着火燃
焼の効果とディーゼル燃焼の効果とが十分に発揮される
ようにしたことにある。According to a first aspect of the present invention, there is provided a diesel engine in which fuel is injected from an initial stage of a suction stroke to a middle stage of a compression stroke at a low / medium load. At high load, normal injection is performed to inject fuel near the top dead center of the compression stroke.At low / medium load, only premixed compression ignition combustion that produces low NOx and low black smoke combustion is performed. At the time of a high load, only the diesel combustion that ensures a high output is performed, and the effect of the premixed compression ignition combustion and the effect of the diesel combustion are sufficiently exhibited.
【０００９】請求項２に記載のディーゼルエンジンは、
さらに予混合圧縮着火燃焼とディーゼル燃焼とがスムー
ズに切替えられるよう、早期噴射と通常噴射との切り替
えを、１サイクル中に早期噴射と通常噴射との双方を行
う多段噴射を経由して行うようにしたことにある。[0009] The diesel engine according to claim 2 is
Further, switching between early injection and normal injection is performed via multi-stage injection in which both early injection and normal injection are performed during one cycle so that homogeneous charge compression ignition combustion and diesel combustion can be switched smoothly. I did it.
【００１０】請求項３に記載のディーゼルエンジンは、
さらに簡単な制御で、早期噴射と通常噴射との切り替え
が行われるよう、早期噴射と通常噴射との切り替えを、
エンジンの筒内平均空気過剰率にしたがって行うように
したことにある。[0010] The diesel engine according to claim 3 is
With simpler control, switching between early injection and normal injection is performed so that switching between early injection and normal injection is performed.
This is based on the average in-cylinder excess air ratio of the engine.
【００１１】[0011]
【発明の実施の形態】以下、本発明を図１ないし図４に
示す一実施形態にもとづいて説明する。図１は本発明を
適用したディーゼルエンジンの燃料噴射ノズル回りを示
し、図中１はシリンダヘッド２に装着された噴霧ノズル
（本願の燃料噴射部に相当）である。DESCRIPTION OF THE PREFERRED EMBODIMENTS The present invention will be described below with reference to one embodiment shown in FIGS. FIG. 1 shows the vicinity of a fuel injection nozzle of a diesel engine to which the present invention is applied. In the figure, reference numeral 1 denotes a spray nozzle (corresponding to a fuel injection unit of the present application) mounted on a cylinder head 2.
【００１２】この噴霧ノズル１には、早期噴射に適した
噴霧パターン、通常噴射に適した噴霧パターンといった
２種類の異なる噴霧パターンで、燃料（軽油）の噴霧が
可能な可変噴霧ノズルが用いてある。The spray nozzle 1 employs a variable spray nozzle capable of spraying fuel (light oil) in two different spray patterns such as a spray pattern suitable for early injection and a spray pattern suitable for normal injection. .
【００１３】この噴霧ノズル１の構造について説明すれ
ば，図中３はノズルボディである。ノズルボディ３は、
上側に大径な筒部３ａを有し、下側に小径な筒部３b を
有して形成してある。そして、小径な筒部３ｂの下端部
が、シリンダヘッド２の下面からシリンダ内に臨んでい
る。The structure of the spray nozzle 1 will be described. In the figure, reference numeral 3 denotes a nozzle body. The nozzle body 3
It has a large-diameter cylindrical portion 3a on the upper side and a small-diameter cylindrical portion 3b on the lower side. The lower end of the small-diameter cylindrical portion 3b faces the inside of the cylinder from the lower surface of the cylinder head 2.
【００１４】このノズルボディ３内の空間で形成されて
いる針弁室５には、大小２種類の針弁を同心状に組み合
わせた針弁部６が上下方向に摺動自在に収められてい
る。この針弁部６には、針状の内側針弁７と、この内側
針弁７の外周面に摺動自在に嵌挿された有底筒状の外側
針弁８とを組み合わせた構造を用いてある。A needle valve section 6 formed by concentrically combining two types of needle valves, large and small, is slidably accommodated in a vertical direction in a needle valve chamber 5 formed in the space inside the nozzle body 3. . The needle valve section 6 has a structure in which a needle-shaped inner needle valve 7 and a bottomed cylindrical outer needle valve 8 slidably fitted on the outer peripheral surface of the inner needle valve 7 are used. It is.
【００１５】具体的には、外側針弁８は、大径な筒部３
a 内に収まる大径軸部８ａと小径な筒部３b 内に収まる
小径軸部８ｂとを有し、両軸部８ａ、８ｂとの境界部に
は円錐面８ｃが形成され、先端部が半球状に形成された
有底筒形状をなしている。また半球状部８ｄの基部側に
は、複数個の噴孔、例えば６個の噴孔８ｅが周方向に所
定の間隔で形成してある。そして、この半球状部８ｄが
小径な筒部３ｂの下端から突き出ている。なお、小径軸
部８ｂの直線部分の外径は、半球状部８ｄの外径より大
きくしてある。また小径軸部８ｂの直線部分を形成する
外周面には、上記半球状部８ｄの噴孔位置と対応して、
それぞれ軸方向に延びるスリット状の溝部９が周方向沿
いに並行に形成されている。各溝部９上端部は、円錐面
８ｃまで延びている。そして、各溝部９の上端部が、円
錐面８ｃを用いたシート部、すなわち円錐面８ｃとこれ
と接離するシール面１１とを組み合わせて構成される外
側シート部１２、その直上に形成してある受圧面１３を
囲むよう大径な筒部３ａの内面に形成された油溜り部１
４、さらに大径な筒部３ａの周壁に形成された通路１６
を介して、燃料圧送部（図示しない）と連通している。
また各溝部９の下端部（先端部）は、小径な筒部３ｂの
先端( 下端) からシリンダ内に開口し、噴孔１７を形成
している。そして、外側針弁８は、同外側針弁８を開閉
動（上下動）させる開弁機構部１８( 例えば燃料圧を利
用して開弁させる機構）に接続され、同機構部１８で行
われる外側針弁８の開弁により、筒部端面の噴孔１７か
ら燃料が噴射できるようにしてある。Specifically, the outer needle valve 8 is provided with a large-diameter cylindrical portion 3.
a large-diameter shaft portion 8a that fits inside the small-diameter cylindrical portion 3b and a small-diameter shaft portion 8b that fits within the small-diameter cylindrical portion 3b. It has a bottomed cylindrical shape formed in a shape. A plurality of injection holes, for example, six injection holes 8e are formed at predetermined intervals in the circumferential direction on the base side of the hemispherical portion 8d. And this hemispherical part 8d protrudes from the lower end of the small diameter cylindrical part 3b. The outer diameter of the straight portion of the small-diameter shaft portion 8b is larger than the outer diameter of the hemispherical portion 8d. Also, on the outer peripheral surface forming the linear portion of the small diameter shaft portion 8b, corresponding to the injection hole position of the hemispherical portion 8d,
Each of the slit-shaped grooves 9 extending in the axial direction is formed in parallel along the circumferential direction. The upper end of each groove 9 extends to the conical surface 8c. The upper end of each groove 9 is formed with a conical surface 8c, that is, a sheet portion using a conical surface 8c, and an outer sheet portion 12 formed by combining a conical surface 8c with a sealing surface 11 that comes into contact with and separates from the conical surface 8c. An oil reservoir 1 formed on the inner surface of a large-diameter cylindrical portion 3a so as to surround a certain pressure receiving surface 13.
4, a passage 16 formed on the peripheral wall of the larger-diameter cylindrical portion 3a
Through a fuel feed unit (not shown).
Further, the lower end (front end) of each groove 9 opens into the cylinder from the front end (lower end) of the small-diameter cylindrical portion 3b to form an injection hole 17. The outer needle valve 8 is connected to a valve opening mechanism 18 (for example, a mechanism that opens the valve using fuel pressure) that opens and closes (vertically moves) the outer needle valve 8, and is performed by the mechanism 18. By opening the outer needle valve 8, fuel can be injected from the injection hole 17 in the end face of the cylindrical portion.
【００１６】内側針弁７は、大径軸部８ａ内に収まる太
軸部７ａと、小径軸部８ｂ内に収まる細軸部７ｂとを有
した針状をなしている。細軸部７ｂの先端部（下端）に
は、噴孔１７上流側の小径軸部８ｂの内面部分に形成し
てある円錐状のシール面１９と組み合う円錐面７ｃが形
成されていて、同部分には内側シート部２０を構成して
いる。そして、この内側シート部２０は、細軸部７ｂの
外周面と小径軸部８ｂの外周面との間に形成されている
通路２１、その通路端の直上に形成してある受圧部２２
を囲むよう大径軸部８ａの内面に形成された油溜り部２
３、大径軸部８ａの外周面に形成されている中継用の環
状溝２４、さらに大径な筒部３ａの周壁に形成された通
路２５を介して、上記燃料圧送部（図示しない）と連通
している。そして、内側針弁７も上記開弁機構部１８に
接続され、同機構部１８で行われる内側針弁７の開弁に
より、外側針弁８の先端の噴孔８ｅから燃料を噴射でき
るようにしてある。The inner needle valve 7 has a needle shape having a thick shaft portion 7a that fits in the large diameter shaft portion 8a and a thin shaft portion 7b that fits in the small diameter shaft portion 8b. At the tip (lower end) of the thin shaft portion 7b, there is formed a conical surface 7c which is combined with a conical sealing surface 19 formed on the inner surface of the small diameter shaft portion 8b on the upstream side of the injection hole 17. Constitutes the inner seat portion 20. The inner sheet portion 20 includes a passage 21 formed between the outer peripheral surface of the thin shaft portion 7b and the outer peripheral surface of the small diameter shaft portion 8b, and a pressure receiving portion 22 formed immediately above the passage end.
Reservoir 2 formed on the inner surface of large-diameter shaft portion 8a so as to surround
3, through the annular groove 24 for relay formed on the outer peripheral surface of the large-diameter shaft portion 8a, and further through the passage 25 formed on the peripheral wall of the large-diameter cylindrical portion 3a, to the above-mentioned fuel pumping section (not shown). Communicating. The inner needle valve 7 is also connected to the valve opening mechanism 18 so that fuel can be injected from the injection hole 8 e at the tip of the outer needle valve 8 by opening the inner needle valve 7 performed by the mechanism 18. It is.
【００１７】そして、各噴孔８ｅから横方向へ噴射され
る燃料によって、図１中のX で示されるように圧縮行程
の上死点近傍に達したピストン上面のキャビティ２６
（燃焼室を形成する部分）内へ良好に燃料が噴霧される
ようにしてある。つまり、通常のディーゼル燃焼に適し
た噴射が行われるようになっている( 通常噴射）。また
各噴孔８ｅから横方向へ噴射される燃料に各噴孔１７か
ら下方向へ噴射される燃料を衝突させるという、衝突噴
射によって、吸入行程の初期から圧縮行程の中期までの
間を用いて、図１中のY に示されるような予混合圧縮着
火燃焼に適した燃料の噴霧が行われるようにしてある(
早期噴射）。具体的には、横方向の噴射流に下方向の噴
射流を衝突させると、シリンダブロック２の下面に燃料
が付着せず、かつ低貫徹力で、燃料の微細化が促進され
ながら、上死点から離れた地点にあるピストン２７のキ
ャビティ２６へ向かう最適な噴霧角で噴霧が行われるよ
うになる。The fuel injected laterally from each injection hole 8e causes the cavity 26 on the piston upper surface to reach near the top dead center of the compression stroke as indicated by X in FIG.
The fuel is sprayed well into (the part forming the combustion chamber). That is, injection suitable for normal diesel combustion is performed (normal injection). In addition, the fuel injected downward from the injection holes 17 collides with the fuel injected laterally from the injection holes 8e. The collision injection is used during the period from the beginning of the suction stroke to the middle stage of the compression stroke. The fuel spray suitable for the homogeneous charge compression ignition combustion as shown by Y in FIG. 1 is performed.
Early injection). More specifically, when the downward injection flow collides with the lateral injection flow, the fuel does not adhere to the lower surface of the cylinder block 2 and has a low penetration force. Spraying is performed at an optimum spray angle toward the cavity 26 of the piston 27 located at a point away from the point.
【００１８】これにより、１本の可変式の噴霧ノズル１
で、それぞれ異なる噴霧特性をもつ２種類の噴霧パター
ンで、予混合圧縮着火燃焼に最適な早期噴射と、ディー
ゼル燃焼に最適な通常噴射とが最適に行えるようにして
ある。Thus, one variable spray nozzle 1
Thus, the two types of spray patterns having different spray characteristics allow optimal early injection optimal for premixed compression ignition combustion and optimal normal injection optimal for diesel combustion.
【００１９】また噴霧ノズル１の開弁機構部１８には、
コントローラ２８（例えばマイクロコンピュータよりな
る）が接続され、同コントローラ２８により、開弁機構
部１８を制御して、低・中負荷時（低温始動時を除く）
には早期噴射が行われ、高負荷時には通常噴射が行われ
るようにしてある。この早期噴射と通常噴射との切り替
えには、ディーゼルエンジンの筒内平均空気過剰率を用
いて切替える制御が採用されている。具体的には、コン
トローラ２８には、例えばディーゼルエンジンの回転
数、同じく燃料噴射量、同じく吸気温度、同じく吸気圧
力から筒内平均空気過剰率を算出する機能と、エンジン
の低・中負荷域と高負荷域とで噴霧パターンを切替える
ための例えば燃料性状などを考慮した空気過剰率値から
定めた噴射パターン切替設定λ値と、同設定λ値をディ
ーゼルエンジンのＥＧＲ率で補正する機能とが設定され
ている。またコントローラ２８には、補正した噴射パタ
ーン切替設定λ値と、算出された筒内平均空気過剰率と
の対比により、低・中負荷時には早期タイミングの噴
射、例えば圧縮行程中期での噴射( 早期噴射）に切り替
え、高負荷時には圧縮行程の上死点近傍だけの噴射であ
る通常噴射に切替える機能とが設定してある。これによ
り、低・中負荷において予混合圧縮着火燃焼が行われ、
高負荷において通常のディーゼル燃焼が行われるように
している。またコントローラ２８には、低・中負荷時の
早期噴射と高負荷時の通常噴射との切替えの際、１サイ
クル中に例えば上記早期噴射と上記通常噴射との双方を
用いた多段噴射を経由してから切替えを行う機能が設定
されている。この機能にて、予混合圧縮着火燃焼からデ
ィーゼル燃焼へ、ディーゼル燃焼から予混合圧縮着火燃
焼へのいずれの燃焼でもクッションとなる多段燃焼を介
在させてから移行させるようにしてある。The valve opening mechanism 18 of the spray nozzle 1 includes:
A controller 28 (for example, composed of a microcomputer) is connected, and the controller 28 controls the valve-opening mechanism 18 to operate at low / medium load (except at low temperature start).
In this case, early injection is performed, and normal injection is performed at high load. For switching between the early injection and the normal injection, control for switching using the average in-cylinder excess air ratio of the diesel engine is employed. Specifically, the controller 28 includes, for example, a function of calculating the average excess air ratio in the cylinder from the rotational speed of the diesel engine, the same fuel injection amount, the same intake air temperature, and the same intake pressure. An injection pattern switching setting λ value determined from an excess air ratio value in consideration of, for example, fuel properties for switching a spray pattern between a high load region and a function of correcting the setting λ value with an EGR rate of a diesel engine are set. Have been. In addition, the controller 28 provides injection at an early timing at low / medium load, for example, injection in the middle stage of the compression stroke (early injection (early injection), by comparing the corrected injection pattern switching setting λ value with the calculated average in-cylinder excess air ratio. ), And a function of switching to normal injection, which is an injection only near the top dead center of the compression stroke when the load is high, is set. As a result, premixed compression ignition combustion is performed at low and medium loads,
Normal diesel combustion is performed at high load. Further, the controller 28 switches between the early injection at the time of low / medium load and the normal injection at the time of high load through a multi-stage injection using both the above-mentioned early injection and the above-mentioned normal injection during one cycle. The function to perform the switching after has been set. With this function, the transition is made from the premixed compression ignition combustion to the diesel combustion, and from the diesel combustion to the premixed compression ignition combustion, after interposing multi-stage combustion as a cushion.
【００２０】こうした早期噴射／通常噴射に切替える制
御が図２のフローチャートに示されている。つぎに、同
フローチャートにもとづいて噴射パターンの切換えを説
明する。The control for switching between the early injection and the normal injection is shown in the flowchart of FIG. Next, switching of the injection pattern will be described based on the flowchart.
【００２１】ディーゼルエンジンの運転中、コントロー
ラ２８は、ステップＳ１に示されるようにエンジン回転
数、燃料噴射量、吸気温度、吸気圧力を読み取り、続く
ステップＳ２でこれら検出値を用いて筒内平均空気過剰
率を算出する。During operation of the diesel engine, the controller 28 reads the engine speed, the fuel injection amount, the intake air temperature and the intake pressure as shown in step S1, and in step S2 uses these detected values to obtain the average air in cylinder. Calculate the excess ratio.
【００２２】一方、ステップＳ３では、予め燃料性状な
どから設定してある、噴射パターンを切替えるための筒
内平均空気過剰率λ値、具体的には噴射パターン切替設
定値α，βを読み込み、これら設定値α、βを現在のエ
ンジンのＥＧＲ率で補正する。On the other hand, in step S3, the average in-cylinder excess air λ value for switching the injection pattern, specifically, the injection pattern switching set values α and β, which are set in advance from the fuel properties and the like, are read. The set values α and β are corrected with the current engine EGR rate.
【００２３】ここで、設定値αはエンジンの低・中負荷
と高負荷との境を規定する閾値であり、設定値βは燃焼
の切換えを滑らかに行う多段噴射の領域を規定する閾値
であり、続くステップＳ４，５で、これら閾値α，βと
先の算出された筒内平均空気過剰率λとが対比されてい
く。Here, the set value α is a threshold value that defines the boundary between low / medium load and high load of the engine, and the set value β is a threshold value that defines the region of the multi-stage injection in which the combustion is switched smoothly. In subsequent steps S4 and S5, the threshold values α and β are compared with the calculated in-cylinder average excess air ratio λ.
【００２４】そして、筒内平均空気過剰率λと閾値α，
βとを対比した結果、算出した筒内平均空気過剰率λが
閾値αより高く、ディーゼルエンジンが低・中負荷と判
定されると、コントローラ２８は、ステップＳ４からス
テップＳ６へ進み、開弁機構部１８を制御して、例えば
図３（ａ）に示されるように内側針弁７と外側針弁８と
の双方を圧縮行程の中期で開弁させる。これにより、燃
料は、噴霧ノズル１の先端部から衝突噴射、具体的には
各噴孔８ｅ，１７から噴射される燃料が互いに衝突して
予混合圧縮着火燃焼に最適な噴霧パターンを形成しなが
ら筒内へ噴射される。Then, the in-cylinder average excess air ratio λ and the threshold value α,
If the calculated in-cylinder average excess air ratio λ is higher than the threshold α and the diesel engine is determined to have a low / medium load as a result of comparison with β, the controller 28 proceeds from step S4 to step S6, and the controller 28 proceeds to step S6. The part 18 is controlled to open both the inner needle valve 7 and the outer needle valve 8 in the middle stage of the compression stroke, for example, as shown in FIG. As a result, the fuel collides and is injected from the tip of the spray nozzle 1, specifically, the fuel injected from each of the injection holes 8e and 17 collides with each other to form an optimal spray pattern for premixed compression ignition combustion. It is injected into the cylinder.
【００２５】これにより、低・中負荷時には早期噴射だ
けが行われ、予混合圧縮着火燃焼、すなわち燃料を圧縮
行程で気化混合させて、同圧縮行程の終わりで燃料予混
合気を自着火させる燃焼が行われる。Thus, at low / medium loads, only early injection is performed, and premixed compression ignition combustion, that is, combustion in which fuel is vaporized and mixed in the compression stroke and the fuel premixture is self-ignited at the end of the compression stroke. Is performed.
【００２６】その後、算出した筒内平均空気過剰率λが
低くなり、ディーゼルエンジンが高負荷と判定される
と、コントローラ２８は、図３(b) に示されるような多
段燃焼領域を介在させてから、図３(c) に示されるよう
な通常のディーゼル燃焼に切替える。Thereafter, when the calculated in-cylinder average excess air ratio λ decreases and the diesel engine is determined to have a high load, the controller 28 intervenes through a multi-stage combustion region as shown in FIG. Then, the mode is switched to normal diesel combustion as shown in FIG. 3 (c).
【００２７】すなわち、コントローラ２８で高負荷と判
定されると、ステップS ５からステップＳ７へ進み、開
弁機構部１８を制御して、図３（ｂ）に示されるように
例えば吸入行程の中期で内側針弁７と外側針弁８との双
方を開弁、続く圧縮行程の上死点近傍で内側針弁７だけ
を開弁させる。これにより、燃料は、早期噴射( 衝突噴
射）と通常噴射とによって多段に噴射される( １サイク
ル中）。That is, if the controller 28 determines that the load is high, the process proceeds from step S5 to step S7, in which the valve opening mechanism 18 is controlled so that, for example, as shown in FIG. , Both the inner needle valve 7 and the outer needle valve 8 are opened, and only the inner needle valve 7 is opened near the top dead center of the subsequent compression stroke. Thus, fuel is injected in multiple stages by early injection (collision injection) and normal injection (during one cycle).
【００２８】これにより、多段燃焼が行われる。そし
て、筒内平均空気過剰率λが、通常燃焼へ移行する設定
値βを越えると、コントローラ２８は、ステップS ８へ
進み、図３(c) に示されるように通常噴射（圧縮行程の
上死点近傍で内側針弁７だけを開弁）だけを行う。これ
により、ディーゼル燃焼に切り替わり、高負荷の間は、
ディーゼル燃焼が継続する。Thus, multi-stage combustion is performed. When the average in-cylinder excess air ratio λ exceeds the set value β for transition to normal combustion, the controller 28 proceeds to step S8, where the normal injection (upper compression stroke) is performed as shown in FIG. Only the inner needle valve 7 is opened near the dead center). This switches to diesel combustion and during high loads,
Diesel combustion continues.
【００２９】なお、高負荷から低・中負荷へ切り替わる
際にも、同様に多段噴射が途中に介在されてから（多段
燃焼）、予混合圧縮着火燃焼へ移るものである。このよ
うに低・中負荷時には早期噴射に切替え、高負荷時には
通常噴射に切替えることより、低・中負荷時には予混合
圧縮着火燃焼による低ＮＯｘ、低黒煙燃焼が実現され、
高負荷時にはディーゼル燃焼による出力確保が実現され
るようになる。実験によれば、図４中の実線に示される
ようにディーゼルエンジンの低・中負荷域では、予混合
圧縮着火燃焼が十分に発揮されたことの証として、ＮＯ
ｘの生成が格段に抑制されたこと、排煙( 黒煙）の発生
が格段に抑制されたことが確認され、高負荷域では、デ
ィーゼル燃焼が十分に発揮されたことの証として、従来
のディーゼル燃焼のときと同じ高い出力が確保されたこ
とが認められた。さらに、多段燃焼によって切替えの
際、低ＮＯｘ、低黒煙燃焼の悪化を抑えた切換えが行わ
れたことも認められた。When switching from a high load to a low / medium load, the multi-stage injection is similarly interposed (multi-stage combustion), and then the process proceeds to the homogeneous charge compression ignition combustion. In this way, switching to early injection at low / medium load and switching to normal injection at high load realizes low NOx and low black smoke combustion by premixed compression ignition combustion at low / medium load,
When the load is high, the output can be secured by diesel combustion. According to the experiment, as shown by the solid line in FIG. 4, in the low / medium load region of the diesel engine, NO was proved that the homogeneous charge compression ignition combustion was sufficiently exhibited.
It was confirmed that the generation of x was remarkably suppressed and the generation of smoke (black smoke) was remarkably suppressed. It was recognized that the same high output as in diesel combustion was secured. Further, it was also recognized that the switching was performed by suppressing deterioration of low NOx and low black smoke combustion at the time of switching by multi-stage combustion.
【００３０】それ故、予混合圧縮着火燃焼の効果とディ
ーゼル燃焼の効果とを十分に発揮させることができる。
この結果、排ガス特性ならびに出力特性の双方に優れた
ディーゼルエンジンを提供できる。特に予混合圧縮着火
燃焼で求められる噴霧特性、ディーゼル燃焼で求められ
る噴霧特性が得られるよう、早期噴射と通常噴射の噴霧
パターンを可変させたので、一層、優れた排ガス特性な
らびに出力特性が実現できる。Therefore, the effect of the premixed compression ignition combustion and the effect of the diesel combustion can be sufficiently exhibited.
As a result, it is possible to provide a diesel engine excellent in both exhaust gas characteristics and output characteristics. In particular, the spray pattern of early injection and normal injection is varied so that the spray characteristics required for premixed compression ignition combustion and the spray characteristics required for diesel combustion can be obtained, so that more excellent exhaust gas characteristics and output characteristics can be realized. .
【００３１】しかも、予混合圧縮着火燃焼と通常のディ
ーゼル燃焼との切替えは、両燃焼の中間である多段噴射
による多段燃焼領域を経由して行うので、スムーズな切
換えが行える。そのうえ、多段燃焼領域は、希薄燃焼を
含んでいるので、ＮＯｘ、黒煙の悪化は最小限ですむ。In addition, the switching between the premixed compression ignition combustion and the normal diesel combustion is performed through the multi-stage combustion region by the multi-stage injection which is intermediate between the two combustions, so that the switching can be performed smoothly. In addition, since the multi-stage combustion region includes lean burn, the deterioration of NOx and black smoke is minimized.
【００３２】加えて、同切替えは、ディーゼルエンジン
の筒内平均空気過剰率にしたがって行うようにしたの
で、簡単な制御である。なお、一実施形態では、圧縮行
程の中期や吸入行程の中期に燃料を噴射する早期噴射を
例に挙げたが、これに限らず、早期噴射は吸入行程の初
期から圧縮行程の中期までの間で行わればよい。In addition, since the switching is performed in accordance with the in-cylinder average excess air ratio of the diesel engine, the control is simple. In one embodiment, the early injection in which fuel is injected in the middle stage of the compression stroke or the middle stage of the suction stroke has been described as an example.However, the invention is not limited to this, and the early injection is performed from the beginning of the suction stroke to the middle stage of the compression stroke. What should be done.
【００３３】また一実施形態では、１本の可変噴霧ノズ
ルを用いて、混合圧縮着火燃焼と通常のディーゼル燃焼
とで噴霧特性を異ならせたが、これに限らず、複数の噴
霧ノズルを用いて噴霧特性を異ならせるようにしてもよ
い。また一実施形態では、筒内に直接、燃料を噴射させ
るエンジンに適用したが、それ以外，例えば吸気管へ燃
料を噴射するエンジンに適用してもよい。In one embodiment, a single variable spray nozzle is used to make the spray characteristics different between mixed compression ignition combustion and ordinary diesel combustion. However, the present invention is not limited to this, and a plurality of spray nozzles are used. The spray characteristics may be different. Further, in one embodiment, the present invention is applied to an engine that injects fuel directly into a cylinder, but may be applied to an engine other than that, for example, an engine that injects fuel into an intake pipe.
【００３４】[0034]
【発明の効果】以上説明したように請求項１に記載の発
明によれば、低・中負荷時には予混合圧縮着火燃焼に切
り替わって、低ＮＯｘ、低黒煙燃焼が行われ、高負荷時
には通常のディーゼル燃焼に切り替わって、出力が十分
に確保されるようになる。As described above, according to the first aspect of the present invention, the combustion mode is switched to the homogeneous charge compression ignition combustion at low / medium load, and low NOx and low black smoke combustion is performed. This will switch to diesel combustion, and sufficient output will be ensured.
【００３５】それ故、予混合圧縮着火燃焼の効果、ディ
ーゼル燃焼の効果の双方が十分に発揮できようになり、
排ガス特性、出力特性に優れたディーゼルエンジンを提
供できる。Therefore, both the effect of the premixed compression ignition combustion and the effect of the diesel combustion can be sufficiently exhibited.
A diesel engine having excellent exhaust gas characteristics and output characteristics can be provided.
【００３６】請求項２に記載の発明によれば、さらに上
記効果に加え、ＮＯｘの生成を最小限にべ抑制しつつ予
混合圧縮着火燃焼とディーゼル燃焼とをスムーズに切替
えることができる。請求項３に記載の発明によれば、さ
らに上記効果に加え、簡単な制御で、予混合圧縮着火燃
焼とディーゼル燃焼との切替えを行うことができる。According to the second aspect of the present invention, in addition to the above effects, it is possible to smoothly switch between the premixed compression ignition combustion and the diesel combustion while minimizing the generation of NOx. According to the third aspect of the present invention, in addition to the above-described effects, switching between premixed compression ignition combustion and diesel combustion can be performed with simple control.
【図１】本発明の一実施形態に係るディーゼルエンジン
の噴霧ノズル回りの構造を示す図。FIG. 1 is a diagram showing a structure around a spray nozzle of a diesel engine according to an embodiment of the present invention.
【図２】同噴霧ノズルの噴霧パターンを低・中負荷と高
負荷とで切替える制御を説明するためのフローチャー
ト。FIG. 2 is a flowchart illustrating control for switching the spray pattern of the spray nozzle between a low / medium load and a high load.
【図３】同制御によりエンジン負荷条件に応じて行われ
る早期噴射、多段噴射、通常噴射を説明するための図。FIG. 3 is a diagram for explaining early injection, multi-stage injection, and normal injection performed according to engine load conditions under the same control.
【図４】同早期噴射、多段噴射、通常噴射で行われる燃
焼がもたらす低ＮＯｘ、低黒煙燃焼、高出力を説明する
ための図。FIG. 4 is a diagram for explaining low NOx, low black smoke combustion, and high output caused by combustion performed in the early injection, multi-stage injection, and normal injection.
１…噴霧ノズル（燃料噴射部） １８、２８…開弁機構、コントローラ( 切替手段）。 1. Spray nozzle (fuel injection unit) 18, 28 ... Valve opening mechanism, controller (switching means).
───────────────────────────────────────────────────── フロントページの続き (72)発明者 庄司 武志 東京都港区芝五丁目33番８号 三菱自動車 工業株式会社内 (72)発明者 武田 好央 東京都港区芝五丁目33番８号 三菱自動車 工業株式会社内 ──────────────────────────────────────────────────続 き Continued on the front page (72) Inventor Takeshi Shoji 5-33-8 Shiba, Minato-ku, Tokyo Inside Mitsubishi Motors Corporation (72) Inventor Yoshio Takeda 5-33-8 Shiba, Minato-ku, Tokyo Mitsubishi Motors Corporation
Claims (3)
の間で燃料を噴射する早期噴射、圧縮行程の上死点近傍
で燃料を噴射する通常噴射が可能な燃料噴射部と、 低・中負荷時は前記早期噴射に切り替え、高負荷時は前
記通常噴射に切り替える切替手段とを具備したことを特
徴とするディーゼルエンジン。1. A fuel injection section capable of performing an early injection for injecting fuel from an initial stage of an intake stroke to a middle stage of a compression stroke, and a normal injection for injecting fuel near a top dead center of a compression stroke; A diesel engine comprising: switching means for switching to the early injection during a load and switching to the normal injection during a high load.
は、１サイクル中に前記早期噴射と前記通常噴射との双
方を行う多段噴射を経由して行われることを特徴とする
請求項１に記載のディーゼルエンジン。2. The method according to claim 1, wherein the switching between the early injection and the normal injection is performed via a multi-stage injection that performs both the early injection and the normal injection during one cycle. Diesel engine.
えは、エンジンの筒内平均空気過剰率にしたがって行わ
れることを特徴とする請求項１に記載のディーゼルエン
ジン。3. The diesel engine according to claim 1, wherein the switching between the early injection and the normal injection is performed according to an average in-cylinder excess air ratio of the engine.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP13846398A JP3820750B2 (en) | 1998-05-20 | 1998-05-20 | diesel engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP13846398A JP3820750B2 (en) | 1998-05-20 | 1998-05-20 | diesel engine |
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| Publication Number | Publication Date |
|---|---|
| JPH11324764A true JPH11324764A (en) | 1999-11-26 |
| JP3820750B2 JP3820750B2 (en) | 2006-09-13 |
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|---|---|---|---|
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| JP2003049650A (en) * | 2001-08-06 | 2003-02-21 | Nissan Motor Co Ltd | Compressed self-ignition internal combustion engine |
| JP2005171818A (en) * | 2003-12-09 | 2005-06-30 | Toyota Motor Corp | Premixed compression ignition internal combustion engine |
| US6932048B2 (en) | 2003-02-07 | 2005-08-23 | Isuzu Motors Limited | Combustion control device and method for engine |
| JP2005538301A (en) * | 2002-09-13 | 2005-12-15 | ジョンソン、マッセイ、パブリック、リミテッド、カンパニー | Treatment method of compression ignition engine exhaust gas |
| WO2006038600A1 (en) | 2004-10-06 | 2006-04-13 | Isuzu Motors Limited | Diesel engine controller |
| JP2006194194A (en) * | 2005-01-14 | 2006-07-27 | Toyota Motor Corp | Combustion switching control system for compression ignition internal combustion engine |
| US7093590B2 (en) | 2004-03-31 | 2006-08-22 | Isuzu Motors Limited | Diesel engine |
| JP2007285305A (en) * | 2007-08-06 | 2007-11-01 | Mitsubishi Motors Corp | Diesel engine |
| US7337766B2 (en) | 2004-03-24 | 2008-03-04 | Toyota Jidosha Kabushiki Kaisha | Gas-mixture-ignition-time estimation apparatus for internal combustion engine, and control apparatus for internal combustion engine |
| JP2008215356A (en) * | 2002-03-22 | 2008-09-18 | Daimler Ag | Injection nozzle of self-igniting internal combustion engine |
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| JP2005538301A (en) * | 2002-09-13 | 2005-12-15 | ジョンソン、マッセイ、パブリック、リミテッド、カンパニー | Treatment method of compression ignition engine exhaust gas |
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| JP4626774B2 (en) * | 2007-08-06 | 2011-02-09 | 三菱自動車工業株式会社 | Diesel engine |
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| JP2014125983A (en) * | 2012-12-26 | 2014-07-07 | Mitsubishi Motors Corp | Fuel injection control device of engine |
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