WO2010035341A1 - 内燃機関の燃料噴射制御装置 - Google Patents
内燃機関の燃料噴射制御装置 Download PDFInfo
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- WO2010035341A1 WO2010035341A1 PCT/JP2008/067632 JP2008067632W WO2010035341A1 WO 2010035341 A1 WO2010035341 A1 WO 2010035341A1 JP 2008067632 W JP2008067632 W JP 2008067632W WO 2010035341 A1 WO2010035341 A1 WO 2010035341A1
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- injection
- fuel
- main injection
- combustion
- divided main
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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
- F02D35/00—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
- F02D35/02—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/30—Controlling fuel injection
- F02D41/38—Controlling fuel injection of the high pressure type
- F02D41/3809—Common rail control systems
- F02D41/3827—Common rail control systems for diesel engines
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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
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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
- F02D41/0002—Controlling intake air
- F02D2041/0015—Controlling intake air for engines with means for controlling swirl or tumble flow, e.g. by using swirl valves
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/04—Introducing corrections for particular operating conditions
- F02D41/047—Taking into account fuel evaporation or wall wetting
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/40—Engine management systems
Definitions
- the present invention relates to a fuel injection control device for an internal combustion engine represented by a diesel engine.
- the present invention relates to measures for optimizing the injection mode when the main injection from the fuel injection valve (hereinafter sometimes referred to as main injection) is divided into a plurality of divided main injections.
- a fuel injection valve (hereinafter referred to as an injector) may be used depending on the engine speed, accelerator operation amount, cooling water temperature, intake air temperature, and the like.
- the fuel injection control for adjusting the fuel injection timing and the fuel injection amount is performed.
- the combustion of the diesel engine consists of premixed combustion and diffusion combustion.
- a combustible mixture is first generated by vaporization and diffusion of fuel (ignition delay period).
- this combustible air-fuel mixture self-ignites almost simultaneously in several places in the combustion chamber, and the combustion proceeds rapidly (premixed combustion).
- fuel injection into the combustion chamber is continued, and combustion is continuously performed (diffusion combustion). Thereafter, since unburned fuel exists even after the fuel injection is completed, heat generation is continued for a while (afterburn period).
- Patent Document 1 and Patent Document 2 disclose that after injection is performed after main injection, and smoke is reburned together with fuel injected by the after injection. Has been. JP 2005-233163 A JP 2008-196306 A JP 2001-55950 A JP 2006-194190 A JP 2008-144673 A
- the fuel injection timing and the fuel injection amount for reducing the smoke as described above are adapted by trial and error (an appropriate injection pattern is constructed for each engine type). To obtain).
- the inventor of the present invention analyzed smoke generation in a combustion field where fuel injected by main injection burns in more detail. Until now, it was thought that the presence or absence of smoke was determined by the relationship between the “fuel amount” and the “oxygen amount” existing in the combustion field, that is, the “fuel amount existing in the combustion field” In contrast, it was found that there was an error in that it was thought that smoke was generated when the “oxygen amount” became insufficient. This will be specifically described below.
- the fuel in the main injection is continuously supplied to the combustion field where the temperature has increased. For this reason, the fuel continuously supplied to this combustion field undergoes thermal decomposition as the temperature of the combustion field increases, and the fuel evaporation rate also increases.
- the fuel evaporation rate is low, so that the amount of combustible mixture generated can be suppressed.
- oxygen shortage in the combustion field hardly occurs and smoke is hardly generated.
- the supplied fuel receives thermal energy from the combustion field and continuously thermally decomposes, and the combustion field is further heated by the combustion. For this reason, the fuel evaporation rate is increased at an accelerated rate, oxygen deficiency is likely to occur, and smoke is likely to be generated.
- the inventor of the present invention greatly determines whether or not smoke is generated due to the main injection depending on the “fuel evaporation rate” and the “oxygen supply rate” in the combustion field in the combustion chamber (combustion).
- the present invention has been made by finding out and examining based on the “fuel amount” and “oxygen amount” present in the field.
- Patent Document 3 discloses that the main injection is divided into a plurality of divided main injections.
- pilot injection is performed prior to main injection, and fuel injected by pilot injection is injected into the outer periphery of the cavity formed at the top of the piston into the central portion of the cavity. It is disclosed that each of the fuels injected in step 1 is ignited from the outer peripheral portion in the cavity where mixing with air is progressing, thereby suppressing the generation of smoke.
- this patent document is not a technique for suppressing the generation of smoke based on the relationship between the “fuel evaporation rate” and the “oxygen supply rate”, and most of the fuel injected in the main injection is compared with the same combustion field. There is no change in the situation of being supplied in large quantities. For this reason, the “fuel evaporation rate” at this combustion field is rapidly increased, oxygen shortage occurs, and the amount of smoke generated may still increase.
- Patent Document 5 discloses that the relative positional relationship between pilot injection and main injection is defined by a swirl ratio. That is, by appropriately controlling the swirl ratio, it is possible to prevent the fuel injected by pilot injection from colliding with the fuel injected by main injection. However, even in this case, most of the fuel injected by the main injection is supplied in a relatively large amount to the same combustion field. That is, also in this case, the “fuel evaporation rate” in the combustion field is rapidly increased to cause oxygen shortage, which may increase the amount of smoke generated.
- the present invention has been made in view of such a point, and an object of the present invention is to provide a compression self-ignition internal combustion engine that can execute by dividing main injection (main injection) in exhaust gas.
- An object of the present invention is to provide a fuel injection control device capable of reducing the amount of smoke generated.
- the solution principle of the present invention taken in order to achieve the above object is that when the main injection is executed by a plurality of divided main injections, the injection timing (injection end timing) of the divided main injection is appropriately set.
- the injection timing injection end timing
- the evaporation rate of the fuel injected in the divided main injection from becoming higher than the oxygen supply rate in the combustion field to which the fuel is supplied, the generation of smoke in the combustion field is suppressed. I am doing so.
- the present invention includes a fuel injection valve having a multi-directional injection hole facing the combustion chamber, and a compression self-ignition type capable of executing main injection as a plurality of divided main injections as an injection pattern of the fuel injection valve.
- a fuel injection control device for an internal combustion engine is assumed. With respect to the fuel injection control device for the internal combustion engine, when the divided main injection is performed, the evaporation rate of the fuel injected in the divided main injection is larger than the oxygen supply rate in the combustion field to which the fuel is supplied.
- divided main injection control means for temporarily stopping divided main injection toward the combustion field is provided.
- the fuel evaporation rate here is the amount of fuel vaporized per unit time when the fuel injected into the combustion field is vaporized to such an extent that it can form a combustible mixture, and depends on the temperature of the combustion field. Is determined by the rate of thermal decomposition of the fuel.
- the oxygen supply rate is the amount of oxygen that contributes to fuel combustion per unit time in the combustion field, and is a value that depends on the oxygen density in the combustion field.
- the state in which the fuel evaporation rate is higher than the oxygen supply rate means that the amount of combustion actually occurs in the combustion field compared to the amount of oxygen required to burn most of the vaporized fuel present in the combustion field. Therefore, it means a state that leads to a situation where the amount of oxygen supplied is insufficient.
- the main injection when the main injection is executed, first, the preceding divided main injection is performed, and then the subsequent divided main injection is executed.
- the end timing of the preceding divided main injection is set to a time point before the evaporation rate of the fuel injected in the divided main injection becomes larger than the oxygen supply rate in the combustion field to which the fuel is supplied. ing.
- the fuel evaporation rate is smaller than or equal to the oxygen supply rate.
- the end timing of this divided main injection is set so that the evaporation rate of the fuel does not become higher than the oxygen supply rate in the combustion field where the fuel is supplied. Is done. For this reason, when the main injection is divided and executed, the injection form in each divided main injection can be realized as a form that can avoid the occurrence of smoke, and the generation of smoke due to the main injection can be effectively performed. Can be prevented.
- the end timing of the divided main injection in this case is set to a fuel injection amount that does not generate smoke in the combustion field. That is, there is a correlation between the injection period of the divided main injection and the fuel injection amount during the divided main injection, and if the end timing after the divided main injection is started (that is, the injection period of the divided main injection) ), The fuel injection amount during the divided main injection is also specified. And the generation
- the fuel injection amount in the divided main injection (subsequent divided main injection) executed after the preceding divided main injection is defined as follows. That is, in the next divided main injection after the divided main injection (previous divided main injection) is temporarily stopped, toward the combustion field where the evaporation rate of the fuel is smaller than the oxygen supply rate. The fuel injection is performed with the fuel injection amount that does not generate smoke.
- the fuel injection amount that can be injected in the subsequent divided main injection is the fuel injection amount that can be injected in the preceding divided main injection. On the other hand, it is a small value.
- a fuel injection control of a compression self-ignition internal combustion engine having a fuel injection valve having multi-directional injection holes facing the combustion chamber and capable of executing main injection as a plurality of divided main injections as an injection pattern of the fuel injection valve Assume equipment.
- the gas body in the combustion field to which fuel is supplied by executing the divided main injection moves in the circumferential direction in the cylinder by the swirl flow in the cylinder.
- the split main injection is performed.
- the fuel spray (gas body) injected in the first divided main injection flows in the circumferential direction in the cylinder by the swirl flow. That is, the fuel injection valve moves to a region that does not face the injection hole.
- combustion proceeds in the combustion field where the fuel injected in the first divided main injection exists, the fuel evaporation rate gradually increases, and the oxygen supply rate gradually decreases.
- the oxygen supply rate is maintained high, and this region is also circumferentially moved in the cylinder by the swirl flow. It flows.
- the divided main injection is stopped before the fuel evaporation rate becomes higher than the oxygen supply rate. For this reason, smoke resulting from the first divided main injection does not occur. Then, the next divided main injection is executed when the region where the oxygen supply rate is high moves to a position facing the injection hole of the fuel injection valve. As a result, the fuel injected by the divided main injection is injected into a region where a sufficient amount of oxygen is secured. For this reason, combustion in this combustion field is performed while obtaining a sufficiently high oxygen supply rate with respect to the fuel evaporation rate, and the generation of smoke is also suppressed in the subsequent divided main injection. Become.
- the sub-injection is formed by the fuel injected by the sub-injection from the injection hole located on the upstream side of the swirl flow and moves in the circumferential direction in the cylinder.
- the next divided main injection is executed so as to overlap the combustion field.
- fuel is supplied to the combustion field where oxygen is consumed by the combustion of the fuel injected in the sub-injection.
- the injection amount of the sub-injection is small.
- the combustion field overlaps with the initial injection amount of the main injection, but most of the main injection is the outer periphery of the sub-injection, so There is no interference with the combustion field of the main injection, and the amount of oxygen consumed by the sub-injection is also small. Therefore, since the next divided main injection is executed for the combustion field in which a sufficient amount of oxygen is still ensured, smoke does not occur due to this divided main injection.
- the interval from the time when the preceding divided main injection is stopped to the time when the subsequent divided main injection is started is set by the shortest open / close period of the fuel injection valve.
- the injection end timing of the divided main injections is appropriately set, so that the evaporation rate of the fuel injected by the divided main injections can be reduced.
- the oxygen supply rate at the combustion field being supplied is not increased. For this reason, generation
- FIG. 1 is a schematic configuration diagram of an engine and its control system according to the embodiment.
- FIG. 2 is a cross-sectional view showing a combustion chamber of a diesel engine and its peripheral portion.
- FIG. 3 is a block diagram showing a configuration of a control system such as an ECU.
- FIG. 4 is a waveform diagram showing a change state of the heat generation rate during the expansion stroke.
- FIG. 5 is a diagram illustrating a fuel pressure setting map referred to when determining the target fuel pressure according to the embodiment.
- FIG. 6 is a diagram showing a change in the heat generation rate in the combustion field and the fuel injection pattern during the execution period of the pre-injection and the main injection, respectively.
- FIG. 1 is a schematic configuration diagram of an engine and its control system according to the embodiment.
- FIG. 2 is a cross-sectional view showing a combustion chamber of a diesel engine and its peripheral portion.
- FIG. 3 is a block diagram showing a configuration of a control system such as an ECU.
- FIG. 7 is a diagram showing a ⁇ T map showing changes in the gas temperature of the combustion field and the equivalence ratio when each divided main injection is performed.
- FIG. 8 is a diagram showing changes in the fuel evaporation rate and the oxygen supply rate in the combustion field.
- FIG. 9 is a plan view showing a state of spray in the cylinder when the first divided main injection and the second divided main injection are performed.
- FIG. 10 is a diagram showing changes in the heat generation rate in the combustion field and the combustion field gas temperature during the execution period of the main injection.
- FIG. 11 is a diagram showing a ⁇ T map showing a change between the gas temperature in the cylinder and the equivalent ratio in the comparative example.
- FIG. 1 is a schematic configuration diagram of an engine 1 and its control system according to the present embodiment.
- FIG. 2 is a cross-sectional view showing the combustion chamber 3 of the diesel engine and its periphery.
- the engine 1 is configured as a diesel engine system having a fuel supply system 2, a combustion chamber 3, an intake system 6, an exhaust system 7 and the like as main parts.
- the fuel supply system 2 includes a supply pump 21, a common rail 22, an injector (fuel injection valve) 23, a shutoff valve 24, a fuel addition valve 26, an engine fuel passage 27, an addition fuel passage 28, and the like.
- the supply pump 21 pumps fuel from the fuel tank, makes the pumped fuel high pressure, and supplies it to the common rail 22 via the engine fuel passage 27.
- the common rail 22 has a function as a pressure accumulation chamber that holds (accumulates) the high-pressure fuel supplied from the supply pump 21 at a predetermined pressure, and distributes the accumulated fuel to the injectors 23.
- the injector 23 includes a piezoelectric element (piezo element) therein, and is configured by a piezo injector that is appropriately opened to supply fuel into the combustion chamber 3. Details of the fuel injection control from the injector 23 will be described later.
- the supply pump 21 supplies a part of the fuel pumped up from the fuel tank to the fuel addition valve 26 via the addition fuel passage 28.
- the added fuel passage 28 is provided with the shutoff valve 24 for shutting off the added fuel passage 28 and stopping fuel addition in an emergency.
- the fuel addition valve 26 is configured so that the fuel addition amount to the exhaust system 7 becomes a target addition amount (addition amount that makes the exhaust A / F become the target A / F) by an addition control operation by the ECU 100 described later.
- it is constituted by an electronically controlled on-off valve whose valve opening timing is controlled so that the fuel addition timing becomes a predetermined timing. That is, a desired fuel is injected and supplied from the fuel addition valve 26 to the exhaust system 7 (from the exhaust port 71 to the exhaust manifold 72) at an appropriate timing.
- the intake system 6 includes an intake manifold 63 connected to an intake port 15a formed in the cylinder head 15 (see FIG. 2), and an intake pipe 64 constituting an intake passage is connected to the intake manifold 63. Further, an air cleaner 65, an air flow meter 43, and a throttle valve 62 are arranged in this intake passage in order from the upstream side. The air flow meter 43 outputs an electrical signal corresponding to the amount of air flowing into the intake passage via the air cleaner 65.
- the exhaust system 7 includes an exhaust manifold 72 connected to an exhaust port 71 formed in the cylinder head 15, and exhaust pipes 73 and 74 constituting an exhaust passage are connected to the exhaust manifold 72.
- a maniverter (exhaust gas purification device) 77 including a NOx storage catalyst (NSR catalyst: NOx Storage Reduction catalyst) 75 and a DPNR catalyst (Diesel Particle-NOx Reduction catalyst) 76 is disposed in the exhaust passage.
- NSR catalyst NOx Storage Reduction catalyst
- DPNR catalyst Diesel Particle-NOx Reduction catalyst
- the NSR catalyst 75 is an NOx storage reduction catalyst.
- alumina Al 2 O 3
- Alkali metal such as barium (Ba), alkaline earth such as calcium (Ca), rare earth such as lanthanum (La) and yttrium (Y), and noble metal such as platinum (Pt) were supported. It has a configuration.
- the NSR catalyst 75 occludes NOx in a state where a large amount of oxygen is present in the exhaust gas, has a low oxygen concentration in the exhaust gas, and a large amount of reducing component (for example, an unburned component (HC) of the fuel).
- reducing component for example, an unburned component (HC) of the fuel.
- NOx is reduced to NO 2 or NO and released.
- NO NOx released as NO 2 or NO the N 2 is further reduced due to quickly reacting with HC or CO in the exhaust.
- HC and CO are oxidized to H 2 O and CO 2 by reducing NO 2 and NO. That is, by appropriately adjusting the oxygen concentration and HC component in the exhaust gas introduced into the NSR catalyst 75, HC, CO, and NOx in the exhaust gas can be purified.
- the oxygen concentration and HC component in the exhaust gas can be adjusted by the fuel addition operation from the fuel addition valve 26.
- the DPNR catalyst 76 is, for example, a NOx occlusion reduction catalyst supported on a porous ceramic structure, and PM in the exhaust gas is collected when passing through the porous wall. Further, when the air-fuel ratio of the exhaust gas is lean, NOx in the exhaust gas is stored in the NOx storage reduction catalyst, and when the air-fuel ratio becomes rich, the stored NOx is reduced and released. Further, the DPNR catalyst 76 carries a catalyst that oxidizes and burns the collected PM (for example, an oxidation catalyst mainly composed of a noble metal such as platinum).
- a cylinder block 11 constituting a part of the engine body is formed with a cylindrical cylinder bore 12 for each cylinder (four cylinders), and a piston 13 is formed inside each cylinder bore 12. Is accommodated so as to be slidable in the vertical direction.
- the combustion chamber 3 is formed above the top surface 13 a of the piston 13. That is, the combustion chamber 3 is defined by the lower surface of the cylinder head 15 attached to the upper part of the cylinder block 11 via the gasket 14, the inner wall surface of the cylinder bore 12, and the top surface 13 a of the piston 13.
- a cavity (concave portion) 13 b is formed in a substantially central portion of the top surface 13 a of the piston 13, and this cavity 13 b also constitutes a part of the combustion chamber 3.
- the piston 13 has a small end portion 18a of a connecting rod 18 connected by a piston pin 13c, and a large end portion of the connecting rod 18 is connected to a crankshaft which is an engine output shaft.
- a glow plug 19 is disposed toward the combustion chamber 3.
- the glow plug 19 functions as a start-up assisting device that is heated red when an electric current is applied immediately before the engine 1 is started and a part of the fuel spray is blown onto the glow plug 19 to promote ignition and combustion.
- the cylinder head 15 is formed with an intake port 15a for introducing air into the combustion chamber 3 and an exhaust port 71 for discharging exhaust gas from the combustion chamber 3, and an intake valve for opening and closing the intake port 15a. 16 and an exhaust valve 17 for opening and closing the exhaust port 71 are provided.
- the intake valve 16 and the exhaust valve 17 are disposed to face each other with the cylinder center line P interposed therebetween. That is, the engine 1 is configured as a cross flow type.
- the cylinder head 15 is provided with the injector 23 that directly injects fuel into the combustion chamber 3.
- the injector 23 is disposed at a substantially upper center of the combustion chamber 3 in a standing posture along the cylinder center line P, and injects fuel introduced from the common rail 22 toward the combustion chamber 3 at a predetermined timing. It has become.
- the engine 1 is provided with a supercharger (turbocharger) 5.
- the turbocharger 5 includes a turbine wheel 52 and a compressor wheel 53 that are connected via a turbine shaft 51.
- the compressor wheel 53 is disposed facing the intake pipe 64, and the turbine wheel 52 is disposed facing the exhaust pipe 73.
- the turbocharger 5 performs a so-called supercharging operation in which the compressor wheel 53 is rotated using the exhaust flow (exhaust pressure) received by the turbine wheel 52 to increase the intake pressure.
- the turbocharger 5 in the present embodiment is a variable nozzle type turbocharger, and a variable nozzle vane mechanism (not shown) is provided on the turbine wheel 52 side. By adjusting the opening of the variable nozzle vane mechanism, the engine 1 supercharging pressure can be adjusted.
- the intake pipe 64 of the intake system 6 is provided with an intercooler 61 for forcibly cooling the intake air whose temperature has been raised by supercharging in the turbocharger 5.
- the throttle valve 62 provided further downstream than the intercooler 61 is an electronically controlled on-off valve whose opening degree can be adjusted steplessly. It has a function of narrowing down the area and adjusting (reducing) the supply amount of the intake air.
- the engine 1 is provided with an exhaust gas recirculation passage (EGR passage) 8 that connects the intake system 6 and the exhaust system 7.
- the EGR passage 8 is configured to reduce the combustion temperature by recirculating a part of the exhaust gas to the intake system 6 and supplying it again to the combustion chamber 3, thereby reducing the amount of NOx generated.
- the EGR passage 8 is opened and closed steplessly by electronic control, and the exhaust gas passing through the EGR passage 8 (recirculating) is cooled by an EGR valve 81 that can freely adjust the exhaust flow rate flowing through the passage.
- An EGR cooler 82 is provided.
- the air flow meter 43 outputs a detection signal corresponding to the flow rate (intake air amount) of the intake air upstream of the throttle valve 62 in the intake system 6.
- the intake air temperature sensor 49 is disposed in the intake manifold 63 and outputs a detection signal corresponding to the temperature of the intake air.
- the intake pressure sensor 48 is disposed in the intake manifold 63 and outputs a detection signal corresponding to the intake air pressure.
- the A / F (air-fuel ratio) sensor 44 outputs a detection signal that continuously changes in accordance with the oxygen concentration in the exhaust gas downstream of the manipulator 77 of the exhaust system 7.
- the exhaust temperature sensor 45 outputs a detection signal corresponding to the temperature of the exhaust gas (exhaust temperature) downstream of the manipulator 77 of the exhaust system 7.
- the rail pressure sensor 41 outputs a detection signal corresponding to the fuel pressure stored in the common rail 22.
- the throttle opening sensor 42 detects the opening of the throttle valve 62.
- the ECU 100 includes a CPU 101, a ROM 102, a RAM 103, a backup RAM 104, and the like.
- the ROM 102 stores various control programs, maps that are referred to when the various control programs are executed, and the like.
- the CPU 101 executes various arithmetic processes based on various control programs and maps stored in the ROM 102.
- the RAM 103 is a memory that temporarily stores calculation results in the CPU 101, data input from each sensor, and the like.
- the backup RAM 104 is a non-volatile memory that stores data to be saved when the engine 1 is stopped, for example.
- the CPU 101, the ROM 102, the RAM 103, and the backup RAM 104 are connected to each other via the bus 107 and to the input interface 105 and the output interface 106.
- the input interface 105 is connected to the rail pressure sensor 41, the throttle opening sensor 42, the air flow meter 43, the A / F sensor 44, the exhaust temperature sensor 45, the intake pressure sensor 48, and the intake temperature sensor 49. Further, the input interface 105 includes a water temperature sensor 46 that outputs a detection signal corresponding to the cooling water temperature of the engine 1, an accelerator opening sensor 47 that outputs a detection signal corresponding to the depression amount of the accelerator pedal, and the engine 1. A crank position sensor 40 that outputs a detection signal (pulse) each time the output shaft (crankshaft) rotates by a certain angle is connected. On the other hand, the injector 23, the fuel addition valve 26, the throttle valve 62, the EGR valve 81, and the like are connected to the output interface 106.
- the ECU 100 executes various controls of the engine 1 based on the outputs of the various sensors described above. Furthermore, the ECU 100 executes pilot injection, pre-injection, main injection (main injection), after-injection, and post-injection, which will be described later, as fuel injection control of the injector 23.
- the pilot injection is an injection operation for injecting a small amount of fuel in advance prior to the main injection from the injector 23. That is, after the pilot injection is performed, the fuel injection is temporarily interrupted, and the compressed gas temperature (in-cylinder temperature) is sufficiently increased until the main injection is started to reach the fuel self-ignition temperature. This ensures good ignitability of the fuel injected in the main injection. That is, the pilot injection function in this embodiment is specialized for preheating in the cylinder. In other words, the pilot injection in this embodiment is an injection operation (preheating fuel supply operation) for preheating the gas in the combustion chamber 3.
- the injection amount per pilot injection is set to the minimum limit injection amount (for example, 1.5 mm 3 ) of the injector 23, and the number of injections is set. This ensures the necessary total pilot injection amount.
- the interval of pilot injection that is dividedly injected is determined by the responsiveness of the injector 23 (speed of opening and closing operation). This interval is set to 200 ⁇ s, for example.
- the injection start timing of the pilot injection is set, for example, at a crank angle and after 80 ° before compression top dead center (BTDC) of the piston 13. Note that the injection amount, interval, and injection start timing per pilot injection are not limited to the above values.
- Pre-injection is an injection operation in which a small amount of fuel is injected in advance prior to main injection from the injector 23.
- the pre-injection is an injection operation for suppressing the ignition delay of the fuel due to the main injection and leading to stable diffusion combustion, and is also called sub-injection.
- the pre-injection in the present embodiment has not only a function of suppressing the initial combustion speed by the main injection described above but also a preheating function of increasing the in-cylinder temperature.
- the injection amount in the main injection for example, the pre-injection amount is set as 10%.
- the ratio of the pre-injection amount to the total fuel injection amount is set according to the amount of heat required for preheating the inside of the cylinder.
- the injection amount in the pre-injection is less than the minimum limit injection amount (1.5 mm 3 ) of the injector 23, and thus the pre-injection is not executed. It will be.
- the fuel injection in the pre-injection may be performed by the minimum limit injection amount (1.5 mm 3 ) of the injector 23.
- the total injection amount of the pre-injection is required to be at least twice the minimum limit injection amount of the injector 23 (for example, 3 mm 3 or more), it is necessary for this pre-injection by executing a plurality of pre-injections. The total injection amount is secured. Thereby, the ignition delay of the pre-injection can be suppressed, the initial combustion speed by the main injection can be surely suppressed, and the stable diffusion combustion can be led.
- the cylinder is sufficiently preheated by the pilot injection and the pre-injection.
- main injection which will be described later, is started by this preheating, the fuel injected by the main injection is immediately exposed to a temperature environment equal to or higher than the self-ignition temperature, and thermal decomposition proceeds. After the injection, combustion starts immediately. Will be.
- fuel ignition delays in diesel engines include physical delays and chemical delays.
- the physical delay is the time required for evaporation / mixing of the fuel droplets and depends on the gas temperature of the combustion field.
- the chemical delay is the time required for chemical bond decomposition and oxidation heat generation of fuel vapor. As described above, in the situation where the cylinder is sufficiently preheated, the physical delay can be minimized, and as a result, the ignition delay can be minimized.
- the main injection is an injection operation (torque generation fuel supply operation) for generating torque of the engine 1.
- the injection amount in the pre-injection is subtracted from the total fuel injection amount to obtain the required torque determined according to the operating state such as the engine speed, the accelerator operation amount, the coolant temperature, the intake air temperature, etc. Is set as the injection amount.
- a total fuel injection amount that is the sum of the injection amount in the pre-injection and the injection amount in the main injection is calculated with respect to the torque request value of the engine 1. That is, the total fuel injection amount is calculated as an amount for generating the torque required for the engine 1.
- the torque request value of the engine 1 is determined according to the engine speed, the amount of accelerator operation, the operating state such as the cooling water temperature, the intake air temperature, etc., and the usage status of auxiliary equipment. For example, the higher the engine speed (the engine speed calculated based on the detection value of the crank position sensor 40), the larger the accelerator operation amount (the accelerator pedal depression amount detected by the accelerator opening sensor 47). The higher the required accelerator torque of the engine 1, the higher the accelerator opening.
- the ratio (division ratio) of the injection amount in the pre-injection with respect to the total fuel injection amount is set. That is, the pre-injection amount is set as an amount divided by the above-described division ratio with respect to the total fuel injection amount.
- This division ratio (pre-injection amount) is obtained as a value that achieves both “suppression of fuel ignition delay by main injection” and “suppression of the peak value of the heat generation rate of combustion by main injection”. By suppressing these, it is possible to reduce the combustion noise and the amount of NOx generated while securing a high engine torque.
- the division ratio is set to 10%.
- After injection is an injection operation for increasing the exhaust gas temperature. Specifically, in this embodiment, after-injection is performed at a timing at which most of the combustion energy of the fuel supplied by this after-injection is obtained as exhaust heat energy without being converted into engine torque. I have to. Also in this after injection, as in the case of the pilot injection described above, this after injection is performed by performing a plurality of after injections with a minimum injection rate (for example, an injection amount of 1.5 mm 3 per injection). Therefore, the necessary total after injection amount is secured.
- a minimum injection rate for example, an injection amount of 1.5 mm 3 per injection
- the post-injection is an injection operation for directly introducing fuel into the exhaust system 7 to increase the temperature of the manipulator 77. For example, when the accumulated amount of PM trapped in the DPNR catalyst 76 exceeds a predetermined amount (for example, detected by detecting a differential pressure before and after the manipulator 77), post injection is performed. .
- the fuel injection pressure at the time of executing each fuel injection described above is determined by the internal pressure of the common rail 22.
- the common rail internal pressure generally, the target value of the fuel pressure supplied from the common rail 22 to the injector 23, that is, the target rail pressure, increases as the engine load (engine load) increases and the engine speed (engine speed) increases. It will be expensive. That is, when the engine load is high, the amount of air sucked into the combustion chamber 3 is large. Therefore, a large amount of fuel must be injected from the injector 23 into the combustion chamber 3, and therefore the injection from the injector 23 is performed. The pressure needs to be high.
- the target rail pressure is generally set based on the engine load and the engine speed. A specific method for setting the target value of the fuel pressure will be described later.
- the optimum values vary depending on the temperature conditions of the engine 1 and the intake air.
- the ECU 100 adjusts the fuel discharge amount of the supply pump 21 so that the common rail pressure becomes equal to the target rail pressure set based on the engine operating state, that is, the fuel injection pressure matches the target injection pressure. To measure. Further, the ECU 100 determines the fuel injection amount and the fuel injection form based on the engine operating state. Specifically, the ECU 100 calculates the engine rotation speed based on the detection value of the crank position sensor 40 and obtains the depression amount (accelerator opening) to the accelerator pedal based on the detection value of the accelerator opening sensor 47. The total fuel injection amount (the sum of the injection amount in the pre-injection and the injection amount in the main injection) is determined based on the engine speed and the accelerator opening.
- Base target pressure setting method In the diesel engine 1, it is important to simultaneously satisfy various requirements such as improvement of exhaust emission by reducing the amount of NOx generated, reduction of combustion noise during the combustion stroke, and sufficient securing of engine torque.
- the inventor of the present invention can appropriately control the change state of the heat generation rate in the cylinder during the combustion stroke (change state represented by the heat generation rate waveform) as a method for simultaneously satisfying these requirements. Focusing on the effectiveness, we found a target fuel pressure setting method as described below as a method for controlling the change state of the heat generation rate.
- the solid line in FIG. 4 shows an ideal heat generation rate waveform related to combustion of fuel injected by main injection, with the horizontal axis representing the crank angle and the vertical axis representing the heat generation rate.
- FIG. 4 shows a heat release rate waveform when one main injection (the first divided main injection when a plurality of divided main injections are performed) is performed for easy understanding.
- TDC in the figure indicates the crank angle position corresponding to the compression top dead center of the piston 13.
- combustion of fuel injected by main injection is started from the compression top dead center (TDC) of the piston 13, and a predetermined piston position after the compression top dead center (for example, compression top dead center).
- the heat generation rate reaches a maximum value (peak value) at 10 ° (at the time of ATDC 10 °), and a predetermined piston position after compression top dead center (for example, 25 ° after compression top dead center (ATDC 25 °)).
- the combustion of the fuel injected in the main injection ends at the time). In order to end the combustion by this time, in the present embodiment, the fuel injection in the main injection is ended by 22 ° (ATDC 22 °) after the compression top dead center. If combustion of the air-fuel mixture is performed in such a state of change in heat generation rate, for example, 50% of the air-fuel mixture in the cylinder burns at 10 ° (ATDC 10 °) after compression top dead center. Completed status. That is, about 50% of the total heat generation amount in the expansion stroke is generated by ATDC 10 °, and the engine 1 can be operated with high thermal efficiency.
- the waveform shown with a dashed-dotted line in FIG. 4 has shown the heat release rate waveform which concerns on combustion of the fuel injected by the said pre-injection.
- the stable sequential combustion of the fuel injected by main injection is implement
- the amount of heat of 10 [J] is generated by the combustion of the fuel injected by the pre-injection.
- This value is not limited to this.
- it is appropriately set according to the total fuel injection amount.
- pilot injection is also performed prior to the pre-injection, thereby sufficiently increasing the in-cylinder temperature and ensuring good ignitability of the fuel injected in the main injection.
- the waveform indicated by a two-dot chain line ⁇ in FIG. 4 is a heat generation rate waveform when the fuel injection pressure is set higher than an appropriate value, and both the combustion speed and the peak value are too high, and the combustion This is a state in which there is concern about an increase in sound and an increase in NOx generation.
- the waveform indicated by the two-dot chain line ⁇ in FIG. 4 is a heat release rate waveform when the fuel injection pressure is set lower than the appropriate value, and the timing at which the combustion speed is low and the peak appears is greatly retarded. There is a concern that sufficient engine torque cannot be ensured by shifting to.
- the target fuel pressure setting method is a technical idea that the combustion efficiency is improved by optimizing the change state of the heat generation rate (optimization of the heat generation rate waveform). It is based on. And in order to implement
- FIG. 5 is a fuel pressure setting map that is referred to when determining the target fuel pressure in the present embodiment.
- This fuel pressure setting map is stored in the ROM 102, for example.
- the horizontal axis is the engine speed
- the vertical axis is the engine torque.
- Tmax in FIG. 5 indicates a maximum torque line.
- an equal fuel injection pressure line (equal fuel injection pressure region) indicated by A to L in the figure is an equal power line (such as an output (power) obtained from the rotation speed and torque of the engine 1 (etc. Assigned to the output area. That is, in this fuel pressure setting map, the equal power line and the equal fuel injection pressure line are set to substantially coincide.
- valve opening period injection rate waveform
- the fuel injection quantity during the valve opening period can be defined. Control can be simplified and optimized.
- a curve A in FIG. 5 is a line with an engine output of 10 kW, and a line with 30 MPa is allocated as the fuel injection pressure.
- the curve B is a line with an engine output of 20 kW, and a line of 45 MPa is allocated to this as a fuel injection pressure.
- Curve C is a line with an engine output of 30 kW, and a line of 60 MPa is allocated to this as a fuel injection pressure.
- Curve D is a line with an engine output of 40 kW, and a line of 75 MPa is allocated to this as fuel injection pressure.
- Curve E is a line with an engine output of 50 kW, and a line of 90 MPa is allocated to this as fuel injection pressure.
- Curve F is a line with an engine output of 60 kW, and a line of 105 MPa is assigned to this as the fuel injection pressure.
- a curve G is a line with an engine output of 70 kW, and a line of 120 MPa is assigned to this as a fuel injection pressure.
- a curve H is a line having an engine output of 80 kW, and a line of 135 MPa is allocated as the fuel injection pressure.
- Curve I is a line with an engine output of 90 kW, and a line of 150 MPa is allocated as the fuel injection pressure.
- Curve J is a line with an engine output of 100 kW, and a line of 165 MPa is allocated to this as the fuel injection pressure.
- a curve K is a line with an engine output of 110 kW, and a line of 180 MPa is assigned to this as a fuel injection pressure.
- a curve L is a line having an engine output of 120 kW, and a line of 200 MPa is allocated as the fuel injection pressure.
- each of the lines A to L is set so that the ratio of the change amount of the fuel injection pressure to the change amount of the engine output becomes smaller as the engine speed is in the low rotation region. That is, the interval between the lines is set wider in the low rotation region than in the high rotation region. The intervals between the lines may be set evenly.
- the fuel injection pressure is not changed. Maintain the proper value of the fuel injection pressure set up to. In other words, the fuel injection pressure is not changed when the engine operating state changes along the equal fuel injection pressure line (corresponding to the equal power line), and the combustion mode with the ideal heat release rate waveform described above is used. To continue. In this case, it is possible to continuously satisfy various requests such as improvement of exhaust emission by reducing the amount of NOx generated, reduction of combustion noise during the expansion stroke, and sufficient securing of engine torque.
- the fuel pressure setting map in the present embodiment there is a unique correlation between the output (power) of the engine 1 and the fuel injection pressure (common rail pressure), and the engine speed and engine torque are
- fuel injection can be performed at an appropriate fuel pressure accordingly, and conversely, the engine output does not change even if the engine speed or engine torque changes
- the fuel pressure is not changed from the proper value that has been set. This makes it possible to bring the heat generation rate change state closer to the ideal state over the entire engine operation region.
- valve opening period of the injector 23 may be specified, and controllability can be improved.
- this fuel pressure setting map having a unique correlation between the output (power) of the engine 1 and the fuel injection pressure (common rail pressure) is a systematic fuel pressure common to various engines. Since a setting method is constructed, it is possible to simplify the creation of a fuel pressure setting map for setting an appropriate fuel injection pressure according to the operating state of the engine 1.
- the total main injection amount required for the main injection (from the total fuel injection amount for obtaining the required torque is The injection amount obtained by subtracting the injection amount in the pre-injection) is secured.
- the features of this embodiment lie in the injection timing and fuel injection amount of this divided main injection. This will be specifically described below.
- FIG. 6 shows the change in the heat generation rate in the cylinder and the fuel injection pattern during the execution period of the pre-injection and the main injection in the present embodiment, respectively.
- FIG. 6 shows a case where two divided main injections are executed.
- FIG. 7 shows a combustion field that is an area in which fuel is injected in the combustion chamber 3 (for example, in the case of the injector 23 having ten injection holes, each of the ten combustion fields in the combustion chamber 3). It is a map (generally called a ⁇ T map) showing changes in gas temperature and equivalent ratio in the combustion field.
- Changes in the combustion field environment (combustion field gas temperature and equivalence ratio) in each field are indicated by arrows.
- the smoke generation region is a region where the combustion field gas temperature is relatively high and the combustion field equivalent ratio is rich. Further, when the combustion field environment reaches the NOx generation region, NOx is generated in the exhaust gas. This NOx generation region is a region where the combustion field gas temperature is relatively high and the combustion field equivalent ratio is on the lean side.
- the pre-injection is executed on the advance side with respect to the compression top dead center (TDC) of the piston 13 (the pre-injection start timing is set on the advance side with respect to the compression top dead center of the piston 13). End timing is set).
- the main injection is executed by being divided into a first divided main injection that is the main injection on the advance side and a second divided main injection that is the main injection on the retard side.
- a predetermined interval is provided between the first divided main injection and the second divided main injection. That is, after the first split main injection is performed, the fuel injection is temporarily stopped (the injector 23 is shut off), and after a predetermined interval, the second split main injection is started.
- each divided main injection and the interval between these divided main injections will be described.
- the first divided main injection starts the injection slightly on the advance side with respect to the compression top dead center (TDC) of the piston 13 and ends the injection on the retard side with respect to the compression top dead center of the piston 13.
- TDC compression top dead center
- the injection period of the first divided main injection is such that after the main injection is started, the evaporation rate of the fuel injected in the first divided main injection is the same as that in the combustion field where the fuel is supplied.
- the first divided main injection is set as a period for ending, and at this timing, the main injection is temporarily stopped (the divided main injection stopping operation by the divided main injection control means). That is, during the execution of the first divided main injection, the injection period is set so that the fuel evaporation rate in the combustion field does not become higher than the oxygen supply rate.
- the fuel evaporation rate is supplied to the oxygen in any of the 10 combustion fields in the combustion chamber 3.
- a period in which the first divided main injection ends is set so as not to exceed the speed.
- the fuel injection pressure (common rail pressure) is uniquely determined with respect to the output (power) of the engine 1 in accordance with the fuel pressure setting map. Therefore, during the injection period (the valve opening period of the injector 23). Depending on the setting, the fuel injection amount injected during the injection period of the first divided main injection is also determined. As a result, the end timing of the first divided main injection is defined as the fuel injection amount of the first divided main injection so that the fuel evaporation rate in the combustion field does not become higher than the oxygen supply rate. It will be prescribed.
- the fuel evaporation rate in the combustion field does not become higher than the oxygen supply rate, which is caused by the fuel injected in the first divided main injection. Smoke will not occur.
- the presence or absence of smoke due to the main injection is greatly influenced by the “fuel evaporation rate” and the “oxygen supply rate” in the combustion field in the cylinder (the “fuel that exists in the combustion field” It does not depend on “quantity” and “oxygen”). That is, when the “fuel evaporation rate” in the combustion field becomes larger than the “oxygen supply rate”, oxygen shortage (oxygen deficiency) occurs in this combustion field, and incomplete combustion of the air-fuel mixture occurs in the cylinder, resulting in smoke. Will occur.
- the fuel evaporation rate in the combustion field does not become higher than the oxygen supply rate during the injection period of the first divided main injection, so that incomplete combustion due to lack of oxygen does not occur. Smoke resulting from split main injection does not occur.
- FIG. 8 shows a change between the “fuel evaporation rate” and the “oxygen supply rate” after the start of combustion in the combustion field.
- the amount of evaporation of the fuel that receives the thermal energy gradually increases, and the combustible mixture generated by the evaporated fuel is increased.
- the temperature of the combustion field rises at an accelerated rate due to combustion.
- the fuel evaporation rate also increases at an accelerated rate.
- the oxygen consumption for generating a combustible mixture also increases at an accelerated rate, and the relative amount of oxygen with respect to the evaporated fuel gradually decreases. The supply rate will decrease rapidly.
- the fuel vaporization rate is defined to be equal to or lower than the X point so that the first divided main injection is terminated at a timing before the point at which the fuel evaporation rate and the oxygen supply rate coincide with each other.
- the injection end timing is set so that the combustion field has a quantitative relationship between fuel and oxygen (no oxygen deficiency).
- the first divided main injection is executed by experiment or simulation.
- the injection amount at this time a relatively large value such that smoke is generated is adopted.
- the heat release rate waveform in that case is calculated
- the heat generation rate increases with time.
- the increase in the heat generation rate per unit time is maintained substantially constant. That is, the heat generation rate waveform is substantially straight.
- the broken line in the heat release rate waveform and the injection rate waveform in FIG. 6 is a conventional fuel injection mode, and the fuel supply amount to the same combustion field is increased due to the longer injection period of the main injection.
- the heat release rate waveform and the fuel injection pattern in a situation where the fuel evaporation rate in the combustion field is larger than the oxygen supply rate are shown.
- this heat release rate waveform when the fuel evaporation rate in the combustion field is larger than the oxygen supply rate, the peak value of the heat release rate also increases, and smoke is caused by the lack of oxygen in the combustion field. It is generated and the combustion noise is remarkably loud.
- an upper limit is set for the fuel injection amount (the fuel injection amount determined by the injection period) in the first divided main injection (an upper limit such that the “fuel evaporation rate” is not larger than the “oxygen supply rate”). ing. Therefore, the total main injection amount required by the main injection (an injection amount obtained by subtracting the injection amount in the pre-injection from the total fuel injection amount for obtaining the required torque) is ensured only by the first divided main injection. It becomes difficult. For this reason, the second divided main injection is executed. That is, the shortage of the injection amount in the first divided main injection is compensated by the second divided main injection with respect to the total main injection amount required in the main injection. Further, the injection amount in the second divided main injection is also set so that the combustion field environment does not reach the smoke generation region, as shown in FIG.
- the fuel injected by the second divided main injection may overlap with the combustion field of the fuel injected by the pre-injection injected from the upstream injection hole in the swirl flow direction.
- oxygen is consumed by the combustion of the fuel injected by the pre-injection, but the injection amount of the pre-injection is small and the amount of consumed oxygen is also small. is there. Therefore, the second divided main injection is executed for the combustion field in which a sufficient amount of oxygen is still secured. For this reason, smoke does not occur due to the second divided main injection.
- the fuel in the second divided main injection does not overlap the pre-injection combustion field (the region downstream of the pre-injection combustion field in the swirl flow direction). Can be injected.
- injection interval an injection interval that is a period between the end timing of the first divided main injection and the start timing of the second divided main injection will be described.
- This injection interval is set so that the fuel injected in the second divided main injection does not overlap the combustion field of the fuel injected in the first divided main injection, and the temperature and oxygen concentration in the entire cavity 13b are It is set as a period that does not become uniform. This will be specifically described below.
- the fuel injected in the first divided main injection flows in the circumferential direction in the cylinder (specifically, in the cavity 13b) by this swirl flow. That is, as time elapses in the expansion stroke, the combustion field of the fuel injected in the first divided main injection flows in the circumferential direction along the swirl flow from the position facing the injection hole of the injector 23 (position immediately after injection). It will be done.
- the fuel that has been injected in the first divided main injection that has been executed in advance is the time at which the subsequent second divided main injection is executed.
- This combustion field has already flowed in the circumferential direction in the cylinder, and the fuels of the two divided main injections injected from the same injection hole do not overlap.
- the combustion field of the fuel of the first divided main injection injected from the upstream injection hole in the swirl flow direction flows toward the position facing the downstream injection hole in the swirl flow direction.
- Adjusting the injection timing of the second divided main injection so that the fuel of the second divided main injection does not overlap the combustion field of the fuel of the first divided main injection Toward a region where oxygen is sufficiently present (a region different from the combustion field of the fuel of the first divided main injection and a region lower than the smoke generation temperature: a combustion field where the fuel evaporation rate is smaller than the oxygen supply rate) Can be injected.
- the swirl flow makes one revolution in the circumferential direction in the cylinder until the piston 13 reaches the bottom dead center from the top dead center (until it moves 180 ° at the crank angle).
- the swirl ratio is “2”.
- the number of injection holes of the injector 23 is “10” and fuel injection is performed twice as the main injection (the first divided main injection and the second divided main injection).
- the injection of the second divided main injection overlaps the combustion field of the fuel of the first divided main injection. It can be made not to match.
- FIG. 9 is a plan view showing the state of the spray and the combustion field in the cylinder when the first divided main injection and the second divided main injection are performed.
- the fuel spray and combustion field injected by the first divided main injection are indicated by a symbol F1
- the fuel spray injected by the second divided main injection is indicated by a symbol F2.
- FIG. 9A shows the state of the spray F1 immediately after the execution of the first divided main injection.
- FIG. 9B shows a state immediately before the execution of the second divided main injection, in which the combustion field F1 of the fuel of the first divided main injection is caused to flow in the circumferential direction by the swirl flow (the broken line indicates the first divided main injection).
- the state of the spray F1 immediately after the execution of injection (the state shown in FIG. 9A)) is shown.
- FIG. 9C shows the state of the fuel combustion field F1 in the first divided main injection and the spray F2 in the second divided main injection when the second divided main injection is executed. As shown in FIGS.
- the combustion field of the fuel injected in the preceding first divided main injection and the fuel spray injected in the subsequent second divided main injection overlap. Therefore, the fuel injected in each main injection can be burned in a region where a sufficient amount of oxygen is secured. For this reason, oxygen shortage does not occur in the combustion field, and incomplete combustion of the air-fuel mixture in each combustion field is prevented, so that the generation of smoke can be avoided.
- the interval of each divided main injection may be determined by the responsiveness of the injector 23 (speed of opening / closing operation).
- the shortest opening / closing period determined by the performance of the injector 23 may be set to 200 ⁇ s, for example.
- the interval of this divided main injection is not limited to the above value.
- FIG. 7 is a map showing changes in the gas temperature of the combustion field and the equivalence ratio of the combustion field.
- FIG. 10 shows changes in the heat generation rate in the combustion field and the gas temperature in the combustion field.
- the equivalent ratio of the combustion field shifts to the rich side and the combustion field gas temperature is caused by the combustion of the fuel. Will rise.
- the injection amount of the first divided main injection in this case is set as an amount that does not allow the combustion field environment to reach the smoke generation region as described above.
- each arrow in FIG. 7 is a non-continuous arrow.
- the injection amount of the second divided main injection in this case is also set as an amount that does not allow the combustion field environment to reach the smoke generation region as described above.
- the combustion efficiency is high because ignition is performed at the timing when the in-cylinder pressure becomes maximum, but the fuel evaporation rate in the combustion field is larger than the oxygen supply rate, and oxygen shortage occurs locally in the combustion field. The resulting smoke will be generated.
- the manipulator 77 includes the NSR catalyst 75 and the DPNR catalyst 76, but may include an NSR catalyst 75 and a DPF (Diesel Particle Filter).
- the number of divisions of the main injection is two, but the present invention can also be applied to a case where the main injection is divided into three or more. Also in this case, in each divided main injection, the divided main injection is stopped before the fuel evaporation rate in the combustion field becomes larger than the oxygen supply rate.
- the broken lines in FIG. 7 indicate changes in the combustion field environment when the third divided main injection is executed when the number of divided main injections is three.
- the present invention can be applied to fuel injection control when a main injection is divided into a plurality of divided main injections and executed in a common rail in-cylinder direct injection multi-cylinder diesel engine mounted on an automobile. .
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Abstract
Description
上記の目的を達成するために講じられた本発明の解決原理は、主噴射を複数の分割主噴射により実行する場合に、分割主噴射の噴射タイミング(噴射終了タイミング)を適切に設定し、これによって、分割主噴射で噴射される燃料の蒸発速度が、その燃料が供給されている燃焼場での酸素供給速度よりも大きくならないようにすることで、その燃焼場でのスモークの発生を抑制するようにしている。
具体的に、本発明は、燃焼室内に臨む多方向噴射孔を有する燃料噴射弁を備え、この燃料噴射弁の噴射パターンとして主噴射を複数回の分割主噴射として実行可能な圧縮自着火式の内燃機関の燃料噴射制御装置を前提とする。この内燃機関の燃料噴射制御装置に対し、上記分割主噴射の実行時、その分割主噴射で噴射される燃料の蒸発速度が、その燃料が供給されている燃焼場での酸素供給速度よりも大きくなる前に、その燃焼場に向けての分割主噴射を一旦停止させる分割主噴射制御手段を備えさせている。
23 インジェクタ(燃料噴射弁)
3 燃焼室
先ず、本実施形態に係るディーゼルエンジン(以下、単にエンジンという)の概略構成について説明する。図1は本実施形態に係るエンジン1およびその制御系統の概略構成図である。また、図2は、ディーゼルエンジンの燃焼室3およびその周辺部を示す断面図である。
エンジン1の各部位には、各種センサが取り付けられており、それぞれの部位の環境条件や、エンジン1の運転状態に関する信号を出力する。
ECU100は、図3に示すように、CPU101、ROM102、RAM103およびバックアップRAM104などを備えている。ROM102は、各種制御プログラムや、それら各種制御プログラムを実行する際に参照されるマップ等が記憶されている。CPU101は、ROM102に記憶された各種制御プログラムやマップに基づいて各種の演算処理を実行する。RAM103は、CPU101での演算結果や各センサから入力されたデータ等を一時的に記憶するメモリである。バックアップRAM104は、例えばエンジン1の停止時にその保存すべきデータ等を記憶する不揮発性のメモリである。
以下、本実施形態における上記パイロット噴射、プレ噴射、メイン噴射、アフタ噴射、ポスト噴射の各動作の概略について説明する。
パイロット噴射は、インジェクタ23からのメイン噴射に先立ち、予め少量の燃料を噴射する噴射動作である。つまり、このパイロット噴射の実行後、燃料噴射を一旦中断し、メイン噴射が開始されるまでの間に圧縮ガス温度(気筒内温度)を十分に高めて燃料の自着火温度に到達させるようにし、これによってメイン噴射で噴射される燃料の着火性を良好に確保するようにしている。即ち、この実施形態におけるパイロット噴射の機能は、気筒内の予熱に特化したものとなっている。言い換えれば、この実施形態におけるパイロット噴射は、燃焼室3内でのガスの予熱を行うための噴射動作(予熱用燃料の供給動作)となっている。
プレ噴射は、インジェクタ23からのメイン噴射に先立ち、予め少量の燃料を噴射する噴射動作である。プレ噴射は、メイン噴射による燃料の着火遅れを抑制し、安定した拡散燃焼に導くための噴射動作であって、副噴射とも呼ばれる。また、本実施形態におけるプレ噴射は、上述したメイン噴射による初期燃焼速度を抑制する機能ばかりでなく、気筒内温度を高める予熱機能をも有するものとなっている。
以上のようにして本実施形態では、パイロット噴射およびプレ噴射によって気筒内の予熱が十分に行われる。この予熱により、後述するメイン噴射が開始された場合、このメイン噴射で噴射された燃料は、直ちに自着火温度以上の温度環境下に晒されて熱分解が進み、噴射後は直ちに燃焼が開始されることになる。
メイン噴射は、エンジン1のトルク発生のための噴射動作(トルク発生用燃料の供給動作)である。本実施形態では、エンジン回転数、アクセル操作量、冷却水温度、吸気温度等の運転状態に応じて決定される要求トルクを得るための上記総燃料噴射量から上記プレ噴射での噴射量を減算した噴射量として設定される。
アフタ噴射は、排気ガス温度を上昇させるための噴射動作である。具体的に、本実施形態では、このアフタ噴射により供給された燃料の燃焼エネルギがエンジンのトルクに変換されることなく、その大部分が排気の熱エネルギとして得られるタイミングでアフタ噴射を実行するようにしている。また、このアフタ噴射においても、上述したパイロット噴射の場合と同様に、最小噴射率(例えば1回当たりの噴射量1.5mm3)とし、複数回数のアフタ噴射を実行することで、このアフタ噴射で必要な総アフタ噴射量を確保するようにしている。
ポスト噴射は、排気系7に燃料を直接的に導入して上記マニバータ77の昇温を図るための噴射動作である。例えば、DPNR触媒76に捕集されているPMの堆積量が所定量を超えた場合(例えばマニバータ77の前後の差圧を検出することにより検知)、ポスト噴射が実行されるようになっている。
上述した各燃料噴射を実行する際の燃料噴射圧は、コモンレール22の内圧により決定される。このコモンレール内圧として、一般に、コモンレール22からインジェクタ23へ供給される燃料圧力の目標値、即ち目標レール圧は、エンジン負荷(機関負荷)が高くなるほど、および、エンジン回転数(機関回転数)が高くなるほど高いものとされる。即ち、エンジン負荷が高い場合には燃焼室3内に吸入される空気量が多いため、インジェクタ23から燃焼室3内に向けて多量の燃料を噴射しなければならず、よってインジェクタ23からの噴射圧力を高いものとする必要がある。また、エンジン回転数が高い場合には噴射可能な期間が短いため、単位時間当たりに噴射される燃料量を多くしなければならず、よってインジェクタ23からの噴射圧力を高いものとする必要がある。このように、目標レール圧は一般にエンジン負荷およびエンジン回転数に基づいて設定される。この燃料圧力の目標値を設定するための具体的な手法については後述する。
次に、本実施形態において目標燃料圧力を設定する際の技術的思想について説明する。
ディーゼルエンジン1においては、NOx発生量を削減することによる排気エミッションの改善、燃焼行程時の燃焼音の低減、エンジントルクの十分な確保といった各要求を連立することが重要である。本発明の発明者は、これら要求を連立するための手法として、燃焼行程時における気筒内での熱発生率の変化状態(熱発生率波形で表される変化状態)を適切にコントロールすることが有効であることに着目し、この熱発生率の変化状態をコントロールするための手法として以下に述べるような目標燃料圧力の設定手法を見出した。
図5は、本実施形態において目標燃料圧力を決定する際に参照される燃圧設定マップである。この燃圧設定マップは、例えば上記ROM102に記憶されている。また、この燃圧設定マップは、横軸がエンジン回転数であり、縦軸がエンジントルクとなっている。また、図5におけるTmaxは最大トルクラインを示している。
本実施形態では、上記メイン噴射の噴射形態として複数回の分割メイン噴射を実行することで、このメイン噴射で必要とされる総メイン噴射量(要求トルクを得るための上記総燃料噴射量から上記プレ噴射での噴射量を減算した噴射量)を確保している。そして、本実施形態の特徴とするところは、この分割メイン噴射の噴射タイミングおよび燃料噴射量にある。以下、具体的に説明する。
上記第1分割メイン噴射は、ピストン13の圧縮上死点(TDC)よりも僅かに進角側で噴射を開始すると共に、ピストン13の圧縮上死点よりも遅角側で噴射を終了させる。このタイミングで第1分割メイン噴射を開始することにより、上述したように、ピストン13の圧縮上死点(TDC)から第1分割メイン噴射で噴射された燃料の燃焼が開始される理想的な熱発生率波形による燃焼が実現される。
上述したように第1分割メイン噴射での燃料噴射量(噴射期間によって決定される燃料噴射量)には上限(「燃料蒸発速度」を「酸素供給速度」よりも大きくしないといった上限)が設定されている。このため、メイン噴射で必要とされる総メイン噴射量(要求トルクを得るための上記総燃料噴射量から上記プレ噴射での噴射量を減算した噴射量)を第1分割メイン噴射のみで確保することが困難となる。このため、第2分割メイン噴射が実行される。つまり、メイン噴射で必要とされる総メイン噴射量に対し、第1分割メイン噴射での噴射量の不足分を第2分割メイン噴射によって補うようにしている。また、この第2分割メイン噴射での噴射量も、図7に示すように、燃焼場環境がスモーク発生領域に達しないように設定されている。
次に、上記第1分割メイン噴射の終了タイミングと第2分割メイン噴射の開始タイミングとの間の期間である噴射インターバルについて説明する。
以上説明した実施形態では、自動車に搭載される直列4気筒ディーゼルエンジンに本発明を適用した場合について説明した。本発明は、自動車用に限らず、その他の用途に使用されるエンジンにも適用可能である。また、気筒数やエンジン形式(直列型エンジン、V型エンジン等の別)についても特に限定されるものではない。
Claims (6)
- 燃焼室内に臨む多方向噴射孔を有する燃料噴射弁を備え、この燃料噴射弁の噴射パターンとして主噴射を複数回の分割主噴射として実行可能な圧縮自着火式の内燃機関の燃料噴射制御装置において、
上記分割主噴射の実行時、その分割主噴射で噴射される燃料の蒸発速度が、その燃料が供給されている燃焼場での酸素供給速度よりも大きくなる前に、その燃焼場に向けての分割主噴射を一旦停止させる分割主噴射制御手段を備えていることを特徴とする内燃機関の燃料噴射制御装置。 - 上記請求項1記載の内燃機関の燃料噴射制御装置において、
上記分割主噴射制御手段は、上記分割主噴射の実行時、燃焼場においてスモークが発生しない燃料噴射量とするように分割主噴射を一旦停止させる停止タイミングを設定するものであることを特徴とする内燃機関の燃料噴射制御装置。 - 上記請求項1記載の内燃機関の燃料噴射制御装置において、
上記分割主噴射制御手段は、上記分割主噴射を一旦停止させた後の次の分割主噴射にあっては、上記燃料の蒸発速度が酸素供給速度よりも小さくなっている燃焼場に向けて、スモークが発生しない燃料噴射量の燃料噴射を実行するよう構成されていることを特徴とする内燃機関の燃料噴射制御装置。 - 燃焼室内に臨む多方向噴射孔を有する燃料噴射弁を備え、この燃料噴射弁の噴射パターンとして主噴射を複数回の分割主噴射として実行可能な圧縮自着火式の内燃機関の燃料噴射制御装置において、
上記分割主噴射の実行によって燃料が供給される燃焼場のガス体は、気筒内のスワール流によって気筒内の周方向に移動するようになっており、
最初の分割主噴射にあっては、その分割主噴射で噴射される燃料の蒸発速度が、その燃料が供給されている燃焼場での酸素供給速度よりも大きくなる前に、その分割主噴射を停止させ、この最初の分割主噴射により形成された燃焼場が上記スワール流によって気筒内の周方向に移動して、燃料の蒸発速度が酸素供給速度よりも小さくなっている燃焼場が多方向噴射孔に対向する位置に移動するまでの間、分割主噴射の停止状態を継続し、その後、この燃料の蒸発速度が酸素供給速度よりも小さくなっている燃焼場が多方向噴射孔に対向する位置に達した時点で、次の分割主噴射を実行する分割主噴射制御手段を備えていることを特徴とする内燃機関の燃料噴射制御装置。 - 上記請求項4記載の内燃機関の燃料噴射制御装置において、
上記主噴射に先立って副噴射が実行されるようになっており、
上記分割主噴射制御手段は、上記スワール流の上流側に位置する噴射孔からの副噴射によって噴射された燃料により形成されて気筒内の周方向に移動してきた燃焼場に重ね合わされるように上記次の分割主噴射を実行する構成とされていることを特徴とする内燃機関の燃料噴射制御装置。 - 上記請求項1~5のうち何れか一つに記載の内燃機関の燃料噴射制御装置において、
先行する分割主噴射の噴射停止時から後続する分割主噴射の噴射開始時までのインターバルは、燃料噴射弁の最短開閉期間により設定されていることを特徴とする内燃機関の燃料噴射制御装置。
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PCT/JP2008/067632 WO2010035341A1 (ja) | 2008-09-29 | 2008-09-29 | 内燃機関の燃料噴射制御装置 |
US13/121,331 US20110180039A1 (en) | 2008-09-29 | 2008-09-29 | Fuel injection control apparatus for internal combustion engine |
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