CN100451320C - Diesel oil engine - Google Patents
Diesel oil engine Download PDFInfo
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- CN100451320C CN100451320C CNB2004100868203A CN200410086820A CN100451320C CN 100451320 C CN100451320 C CN 100451320C CN B2004100868203 A CNB2004100868203 A CN B2004100868203A CN 200410086820 A CN200410086820 A CN 200410086820A CN 100451320 C CN100451320 C CN 100451320C
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- Prior art keywords
- spray
- fuel
- injection
- diesel engine
- main injection
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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
- F02D41/401—Controlling injection timing
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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
- F02D41/403—Multiple injections with pilot 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
- F02D2250/00—Engine control related to specific problems or objectives
- F02D2250/36—Control for minimising NOx emissions
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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
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
- Fuel-Injection Apparatus (AREA)
Abstract
The diesel engine 1 is provided with a fuel injection device M to conduct main injection Js of high-pressure fuel into the combustion chamber 7 near a compression top dead center, and conduct the preliminary injection Js before the main injection, and a controller 27 to control the fuel injection device M corresponding to the operation condition. The controller 27 controls the injection so as to conduct the preliminary injection before the opening position tintop of a suction valve in a latter part of the exhaust stroke. In the diesel engine in which the preliminary injection is made in an exhaust stroke range without the immediate ignition by obtaining a sufficient premixed time so that premixed combustion is promoted, and main injection fuel is quickly vaporized and burned in a combustion chamber raised in temperature so as to enable both the reductions in a formation amount of NOx and discharge of a smoke (PM).
Description
Technical field
The present invention relates to a kind of diesel engine of before main injection, carrying out pre-spray earlier, especially relate to a kind ofly when suppressing NOx and generating, can reduce the diesel engine of the discharge amount of black smoke.
Background technique
In diesel engine, the noise when reducing the NOx that is included in the exhausting air and burning, the method that past adopts is to make the fuel injection time point delay.Yet,, will increase the discharge amount of black smoke if postpone fuel injection time point like this.Therefore, by improving the method for fuel atomization after the employing enforcement high-pressure injection, reduce the discharge amount of black smoke now.But in this case, along with the rising of combustion temperature, the discharge amount of NOx also will increase.
As mentioned above, for diesel engine, suppressing the generation of NOx and the discharge amount relation between the two of reduction black smoke is the relation of mutual restriction, and it is very difficult to improve both simultaneously.Therefore, before main injection, by adopt before compression top center 20～60 ° of crankangles (CA) to carry out the method for pilot injection (pilot injection) (pre-spray) constantly in addition, be implemented in form weak mixture the firing chamber in after, the generation of reduction NOx and the discharge amount of flue gas (PM).
For example, when fuel injection system during, control the driving timing (time for spraying) of high pressure nozzle, the current"on"time (fuel injection amount) of electromagnetic induction coil respectively by engine controller, thereby realize the pilot injection before main injection and the main injection for rail altogether.
In addition, when fuel injection system is distributor type fuel injection pump, injection line between plunger and the nozzle is provided with the switching solenoid valve, in each moment of pilot injection (pre-spray) and main injection, respectively to carrying out open and close controlling the current"on"time (fuel injection amount) that opens and closes electromagnetic valve coil, thereby realize the pilot injection before main injection and the main injection.
A kind of fuel injection system is disclosed in Japanese kokai publication hei 10-141124 communique.This fuel injection system utilization is rail altogether, as shown in Figure 8, carries out the first pre-spray Js at intake stroke initial stage, as the pilot injection Jp of second pre-spray in compression stroke mid-term or later stage and near the main injection Jm the compression top center.
Here, along with the carrying out of compression stroke, form the first pre-spray Js weak mixture (because of thermal capacity big and unignited).Under this state, because finish pilot injection Jp, pilot injection fuel will be vaporized rapidly, and afterwards, some will produce spontaneous combustion.When main injection Jm thereafter, main injection fuel gasifying burning rapidly in the firing chamber of heating up by two pre-sprays, and the weak mixture that is formed by two pre-sprays is also with very fast burning.At this moment, by adjusting the first pre-spray amount Js, pilot injection amount Jp and main injection amount Jm, can suppress the generation of NOx, the discharge amount of reduction flue gas (PM).
In addition, in TOHKEMY 2003-97328 communique, disclosed a kind of fuel injection system that adopts common rail, as shown in Figure 8, (320 °～340 ° of BTDC) carries out the exhaust top dead center injection of burner oil near exhaust top dead center.And, in order to prevent that carrying out exhaust top dead center during valve overlap sprays, utilize the changeable air valve distribution timing mechanism that the valve opening time of suction valve is postponed, thereby shorten overlapping period, prevent to remain in the cylinder and burning in next circulation because of the burner oil that exhaust top dead center sprays.In addition, when the fuel arrival amount that arrives cylinder surpasses allowed band, pair sprayed to be divided into repeatedly spray, thereby prevent cylinder bellding (bore flushing).
Yet, for the prior art, must possess the changeable air valve distribution timing mechanism, and its structure will become complicated, cost also increases thereupon, and this is undesirable.In addition, in order to prevent the cylinder bellding, pair need be sprayed to be divided into repeatedly and carry out.
So, for carry out before main injection and this main injection pre-spray, form the diesel engine of the pre-mixing pression ingiter mode of weak mixture in compression stroke, the inventor etc. are for the growing amount of illustrating NOx, the increase and decrease characteristic of flue gas (PM) discharge amount, after making pre-spray shift to an earlier date constantly, postpone, the characteristic in each working state is studied.
Here, when pre-spray being shifted to an earlier date constantly, when postponing, supposing that mean effective pressure is that 0.6MPa, main injection are 0.6 ° of budc constantly, running multiple cylinder diesel motor under 2000rpm, EGR connection situation.At this, according to pre-spray measure of the change NOx growing amount, flue gas (PM) discharge amount constantly, and with the characteristic of its measured value as an example shown in Fig. 5, Fig. 6.
At this, when pre-spray, be engraved in exhaust stroke during the time, in INO front and back constantly, the growing amount of NOx reduces; When pre-spray during constantly for the intake stroke after the air inlet top dead center TDC, After Top Center arrive near the scope in exhaust valve closure position, how many NOx can increase, and will reduce thereafter.But when in the scope before and after air inlet top dead center TDC pre-spray being changed constantly, the variation of NOx growing amount is just smaller.
On the other hand, be engraved in the exhaust stroke when pre-spray, INO front and back constantly, according to pre-spray variation constantly, flue gas (PM) growing amount is increase and decrease significantly; In the time of in the intake stroke after pre-spray is top dead center TDC constantly, increase sharply in the scope after the exhaust valve closure position is nearby more leaned on.
Like this, its result of study is, when scope changes pre-spray constantly before and after air inlet top dead center TDC, increase sharply in the scope of the growing amount of flue gas (PM) after the exhaust valve closure position of intake stroke is nearby more leaned on, and in exhaust stroke, will significantly reduce constantly at INO.
Therefore like this infer that for the diesel engine of the premixing compressing ignition mode of carrying out main injection and pre-spray, for the growing amount that reduces NOx simultaneously and the discharge amount of flue gas (PM), it is effective carrying out pre-spray at TOP scope Einj.The given range of INO before moment when TOP scope Einj is meant exhaust stroke.
In addition, diesel engine for disclosed premixing compressing ignition mode in Japanese kokai publication hei 10-141124 communique, though, reduce the growing amount of NOx, the discharge amount of flue gas (PM) by carrying out the first pre-spray Ts, pilot injection Tp and main injection Tm with given emitted dose separately.But the first pre-spray Ts (symbol P1 position among Fig. 8) after intake stroke initial stage and exhaust valve closure just carries out, if consider the characteristic of Fig. 6, might fully reduce original flue gas (PM) discharge amount.
In addition, in TOHKEMY 2003-97328 communique, in the diesel engine of disclosed premixing compressing ignition mode,, and suppress the generation of cylinder bellding although suppress the generation of abnormal combustion and the change of output torque.But, to spray owing to carry out exhaust top dead center at intake stroke, the time before main injection is short, therefore, can't obtain the sufficient premixing time.And, also because must possess the changeable air valve distribution timing mechanism, thereby cause the complicated of structure.In addition, when the fuel arrival amount that arrives cylinder for a long time, spray several times, so the control of fuel injection time point becomes complicated.Meanwhile, the fuel injection amount that can spray with pre-spray tails off.Its result exists the hidden danger that can't form sufficient premixed gas in the firing chamber.In addition, because fuel just arrives cylinder several times, and the total amount of the fuel of arrival cylinder is constant, solves large-scale cylinder bellding and causes taking place small-scale cylinder bellding again, can't fundamentally prevent the generation of cylinder bellding like this.
Summary of the invention
The present invention makes in view of the problem that above-mentioned prior art exists.Its purpose is to provide a kind of diesel engine, this diesel engine is not igniting immediately after the exhaust stroke scope is carried out pre-spray, but obtain the abundant premixing time, can promote pre-mixing combustion thus, and, can reduce main injection the fuel rapidly growing amount of the NOx after vaporization and the burning and discharge amount of flue gas (PM) in the firing chamber of having heated up simultaneously.
According to a first aspect of the invention, provide a kind of diesel engine, it is characterized in that, for the diesel engine that fuel injection system and controller are housed, controller control is sprayed, and makes and carried out pre-spray before exhaust stroke later stage, INO.Fuel injection system is used in the firing chamber fuel under high pressure being carried out main injection near compression top center, and carries out pre-spray earlier before this main injection; Controller is used for according to working state control injection apparatus.
According to a second aspect of the invention, a kind of diesel engine according to first aspect is provided, it is characterized in that, this diesel motor piston top has cavity, the control of its middle controller is sprayed, and makes before exhaust stroke later stage, INO and fuel carries out pre-spray when all being present in this cavity inside.
According to a third aspect of the present invention, provide a kind of diesel engine according to second aspect, it is characterized in that, pre-spray is sprayed by primary fuel to be finished.
According to a fourth aspect of the present invention, a kind of diesel engine according to the 3rd aspect is provided, it is characterized in that, this diesel engine has common rail, its middle controller sprays control by the fuel pressure of adjusting in the common rail, makes before exhaust stroke later stage, INO and moment that fuel all is present in cavity inside is carried out pre-spray.
According to a fifth aspect of the present invention, provide a kind of diesel engine according to second aspect and the 4th aspect, it is characterized in that, controller control is sprayed, and makes to carry out pre-spray in the moment that fuel all arrives cavity inner wall.
According to a first aspect of the invention, by carrying out pre-spray constantly, thereby pre-spray fuel is ejected on the cavity inner wall or roof face of piston head at such injection beginning.At this moment, owing to provide fuel under the state that temperature is lower in cylinder, and do not light a fire immediately to obtain the abundant premixing time, promote pre-mixing combustion, therefore main injection fuel is vaporized rapidly and burning in the firing chamber of having heated up, thereby will reduce the discharge capacity of growing amount and the flue gas (PM) of NOx.And, owing to finish abundant premixing, promote pre-mixing combustion by pre-spray fuel, therefore, pre-mixing combustion scope during main injection will reduce and until diffusive combustion (diffusion combustion), thereby in the generation that has reduced NOx, also reduce the discharge capacity of PM, also promptly improved the relation of the two mutual restriction of PM and NOx.
According to a second aspect of the invention, in the invention aspect first, carry out pre-spray constantly, spray pre-spray fuel, make fuel all have the cavity inside of piston head at injection beginning.At this moment, because be to provide fuel under the state that temperature is lower in cylinder, and not igniting immediately, can obtain the sufficient premixing time, promote pre-mixing combustion (evenly burning).Because main injection fuel is vaporization and burning rapidly in the firing chamber of having heated up, thereby reduce the discharge capacity of flue gas (PM).And, because pre-spray fuel all at cavity inside, therefore, can prevent conscientiously that burner oil is attached on the cylinder inner wall, and can suppress oil dilution (oil dilution).
According to a third aspect of the present invention, can simplify fuel injection control in the diesel engine of carrying out second aspect according to the present invention.
According to a fourth aspect of the present invention, in diesel engine according to third aspect of the present invention, even under the condition that emitted dose is big when high speed, also can be before exhaust stroke later stage, INO and fuel carry out pre-spray when all being present in cavity inside.
According to a fifth aspect of the present invention, aspect second or in the diesel engine of the 4th aspect according to the present invention, when fuel all arrives the inwall of cavity, carry out pre-spray, therefore can prevent conscientiously further that burner oil is attached on the inwall of cylinder.
Description of drawings
Feature of the present invention and other purpose and advantage will be described with reference to the accompanying drawings as follows.In whole accompanying drawings, same or analogous parts will use identical label, wherein:
Fig. 1 represents the overall schematic of diesel engine according to an embodiment of the invention;
Fig. 2 represents the performance module figure of diesel motor fuel supply control method shown in Figure 1;
Fig. 3 represents the pre-spray and the main injection characteristic working curve figure of diesel motor fuel injection apparatus shown in Figure 1;
Fig. 4 represents the characteristic working curve figure in the pre-spray scope of diesel motor fuel injection apparatus shown in Figure 1;
Fig. 5 is illustrated in the performance plot of NOx discharge amount of the change time for spraying of the pre-spray before the main injection of diesel engine;
Fig. 6 is illustrated in the performance plot of smoke discharge amount of the change time for spraying of the pre-spray before the main injection of diesel engine;
Fig. 7 represents the flow chart of the fuel supply control program of being controlled by ECU of diesel engine shown in Figure 1; And
Fig. 8 represents the characteristic working curve figure of pre-spray scope, pilot injection and main injection Jm that the ECU of the diesel engine of prior art controls.
Embodiment
Fig. 1 represents the overall structure of diesel engine 1 according to an embodiment of the invention and is installed in fuel injection system M on the main engine body 2 of this diesel engine (hereinafter to be referred as motor) 1.
The main engine body 2 of motor 1 comprises: cylinder block 3, the cylinder head 4 that combines with it above it, not shown valve mechanism cover, oil sump etc.Motor 1 is the multiple cylinder engine with cylinder of a plurality of same structures.But, for fear of repeat specification, serve as main describing with a cylinder at this.At this, in cylinder block 3, in its inner cylinder 5 piston 6 that can slide up and down is housed, formed the firing chamber 7 of variable volume in the lower space of cylinder 5, piston 6, cylinder head 4.
In the bottom of cylinder head 4,7 are equipped with Fuelinjection nozzle 8 towards the firing chamber, and, with Fuelinjection nozzle 8 hands-off positions on the relief opening 13 that forms the suction port 11 of opening, closing, open, close by outlet valve 12 by suction valve 9.Suction valve 9, outlet valve 12 are the rotations according to engine crankshaft, open, close by not shown valve system.
Suction port 11 will import firing chamber 7 from the air of suction tude IN one side when suction valve 9 is opened.In addition, can dispose the closure 17 of adjusting suction air quantity Qa.Form relief opening 13, make and when outlet valve 12 is opened, the waste gas of fuel combustion chamber 7 is discharged from exhaust conduits E X one side with not shown Exhaust gas purifying device.In addition, Exhaust gas purifying device can adopt serial connection to be equipped with the continuous regenerative Exhaust gas purifying device commonly used etc. of oxidation catalyst and particulate filter.
Intermediate portion between suction port 11 and relief opening 13 is equipped with the EGR pipe 21 of (exhaust gas recirculation) control valve 19 that possesses EGR, constitutes the exhaust gas recirculation that makes relief opening 13 Exhaust gas recirculation device (EGR device) 16 to suction port 11 back inhibition NOx discharge amounts thus.
So, the fuel particles angle of attack β of a plurality of nozzles of setting Fuelinjection nozzle 8 and the opening shape of cavity 22, shown in Fig. 3,4, make crank angle range when the Ein scope, burner oil can all arrive the inwall of cavity 22, when departing from the top dead center isolation range Eout of this crank angle range Ein, part or all of burner oil arrives the position beyond the cavity 22.
As shown in Figure 1, shared common rail 24 of Fuelinjection nozzle 8, each cylinder and petrolift 25 major component that constituted fuel injection system M.At this, the fuel of fuel tank 38 offers common rail 24 by fuel feed pipe 18 and petrolift 25.The fuel that offers common rail 24 offers Fuelinjection nozzle 8 by each injection pipe 23 that is provided for each cylinder.Altogether on the rail 24 fuel pressure sensor 26 that is used to detect inner fuel pressure is being installed, output signal (oily rail pressure) Pr of this fuel pressure sensor 26 is being outputed to control unit of engine (being designated hereinafter simply as ECU) 27.The emitted dose of the oily rail pressure control circuit control petrolift 25 of ECU 27, thus make the oily rail pressure Pr in the common rail 24 reach target fuel pressure.
In addition, though the Fuelinjection nozzle 8 that Fig. 1 shows first cylinder with and fuel supply system, other cylinder also have with the Fuelinjection nozzle of spline structure with and fuel supply system, these each electromagnetic actuators also are connected with ECU 27 separately.
ECU 27 is made of digital computer, comprise by bidirectional bus 28 interconnective ROM (ROM (read-only memory)) 29, RAM (random access memory) 31, CPU (microprocessor) 32, input terminal 33 and Out let 34, here, the function that also has the apparatus for controlling of supply that acts as a fuel.
Load sensor (for example, accel sensor) 37 is connected on the accelerator pedal 35 of vehicle.Load sensor generates the proportional output voltage of the amount of entering into (accelerator opening) θ a with accelerator pedal 35.The output voltage of load sensor 37 inputs to input terminal 33 by not shown AD converter.In addition, crank angle sensor 39 is connected on the input terminal 33.For example, not during 30 ° of the every rotations of bent axle of expression, crank angle sensor generates output pulse δ θ (engine revolution number of times signal) among the figure.And, on crank angle sensor 39, be set up in parallel cylinder judging device 42, thus, the identification signal δ c each cylinder or specific cylinder of output multiple cylinder engine.On the other hand, Out let 34 is connected to Fuelinjection nozzle 8, is connected to petrolift 25 by pump drive circuit D1 (referring to Fig. 2) by injection valve drive circuit D2 (referring to Fig. 2) respectively, and is connected to EGR control valve 19 by not shown drive circuit.
ECU 27 reads in each testing signal by crank angle sensor 39, load sensor 37 and fuel pressure sensor 26, thus control Fuelinjection nozzle 8, petrolift 25 and EGR control valve 19 etc.
So ECU 27 apparatus for controlling of supply that acts as a fuel plays a role, and has various functions as shown in Figure 2.
That is, fuel supply control device reads in engine speed Ne, as the accelerator opening θ a and the oily rail pressure Pr of engine load, drives emitted dose operational part A1, oily rail pressure operational part A2 and time for spraying operational part A3.
The emitted dose operational part A1 of fuel supply control device calculates main injection amount Qm and pre-spray amount Qs according to figure mp1.This injection spirogram mp1 will be divided into the scope eq of predetermined quantity based on the whole operating range of the motor of engine speed Ne and accelerator opening θ a, in each divides operating range, set and will optimize main injection amount Qm and pre-spray amount Qs.
The oily rail pressure operational part A2 of fuel supply control device tries hard to mp2 according to oily rail pressure to calculate target oil rail pressure Pro.This oil rail pressure try hard to mp2 with emitted dose Qf (=Qm+Qs) be divided into three big or middle, a small amount of, and with this as parameter, set the oily rail pressure Pro that is equivalent to engine speed Ne.Oily rail pressure Pro is input to pump drive circuit D1,, makes the oily rail pressure Pr in the common rail 24 reach target oil rail pressure Pro with this discharge capacity of controlling petrolift 25.
In addition, emitted dose operational part A1 will be divided into large, medium and small three pressure ranges from the target of oily rail pressure operational part A2 oil rail pressure Pro, promptly be divided into smaller or equal to Pra, smaller or equal to Prb (＞Pra), smaller or equal to Prc (＞Prb).At this, in the scope of the oily rail pressure Pro of each division, all have figure mp3a～mp3c (referring to Fig. 2), be used for calculating with main injection amount Qm and the corresponding main injection of pre-spray amount Qs during Ts (referring to Fig. 3) during Tm and the pre-spray.Emitted dose operational part A1 obtains the figure mp3a～mp3c corresponding to the oily rail pressure Pro scope of dividing, and calculates during the best main injection Ts during Tm and the pre-spray according to this figure.Ts during Tm and the pre-spray during these main injections is input to control device between the injection period of injection valve drive circuit D2.
The time for spraying operational part A3 of fuel supply control device calculates main injection tm and pre-spray moment ts constantly according to figure mp4.At this, time for spraying figure mp4 will be divided into the scope et of predetermined quantity based on the whole operating range of the motor of engine speed Ne and accelerator opening θ a, can be respectively to divide operating range and set best main injection tm and pre-spray ts constantly constantly.
In addition, time for spraying operational part A3 is with the main injection that the calculates time for spraying control device of tm and pre-spray ts input constantly injection valve drive circuit D2 constantly.
At this, set main injection tm constantly, have in high rotating speed, high-load range igniting is comparatively shifted to an earlier date, and, the characteristic that igniting is comparatively postponed at middling speed, middle load range and low speed, low-load range.
On the other hand, set pre-spray ts constantly, make before the INO position of exhaust stroke later stage (air inlet budc) tintop (referring to Fig. 4) and also be fuel can all arrive the moment of cavity 22 inwalls crank angle range Ein (referring to Fig. 3,4) in carry out pre-spray.
At this moment, though set pre-spray tsb constantly, make and in fuel can all arrive the crank angle range Ein in the moment of cavity 22 inwalls, carry out pre-spray, but, as long as the fuel particles that can prevent pre-spray is really basically dispersed and attached to cylinder inner wall portion, and suppress oil dilution and get final product.Therefore, near disperse operating range surrounding edge part (referring to Fig. 1) of the cavity 22 of piston head of a part of fuel particles, because fuel particles and no show cylinder inner wall portion, so, also passable even fuel does not all arrive cavity 22 inwalls.That is, just passable if fuel particles is present in the state of cavity 22 inside, from this point, can enlarge the permission amplitude when setting pre-spray moment ts in advance.
In addition, though from pre-spray constantly ts begin that Ts carries out pre-spray between given injection period, but, move into the operating range that postpones a side (Fig. 3,4 right side) in order to prevent to produce the tintop before the INO position of Ts between this given injection period, preestablish pre-spray moment tsb and fully shift to an earlier date.
That is, during the Einj shown in Fig. 5,6 in beginning fuel spray, and finish fuel and spray.
When driving such motor, the fuel supply control device of ECU 27 is carried out fuel supply control flow shown in Figure 7.
When arriving step s4, the oily rail pressure Pro that calculates resulting desired value whether three big (more than or equal to Prc), in (the arbitrary pressure range in Prc＞Prb＞Pra), little (smaller or equal to Pra) pressure range.Then, select corresponding to the oily rail pressure of oily rail pressure scope and try hard among mp3a～mp3c2 (referring to Fig. 2) one, the oily rail pressure of utilize selecting is tried hard to, and calculates during the main injection corresponding with main injection amount Qm and pre-spray amount Qs Ts during Tm and the pre-spray separately.
When arriving step s5, obtain engine operation scope et, calculate main injection moment tm and pre-spray moment ts corresponding to engine operation scope et corresponding to engine speed Ne and accelerator opening θ a.
Afterwards, in step s6, Ts during Tm during the main injection and the pre-spray is inputed to control device d2-1 between the injection period of injection valve drive circuit D2, with main injection constantly tm and pre-spray constantly ts input to time for spraying control device d2-2.Thus, injection valve drive circuit D2 counts identification signal δ c and output pulse δ θ (unit crank angle signal), from pre-spray constantly ts begin to carry out the pre-spray Js of Ts during the pre-spray, from main injection constantly tm begin to carry out the main injection Jm of Tm during the main injection.
In addition, in step s7, the desired value oil rail pressure Pro that calculates is inputed to pump drive circuit D1.Thus, pump drive circuit D1 controlling and driving petrolift 25 makes that existing oily rail pressure Prn is consistent with desired value Pro.
Thus, pre-spray can the exhaust stroke later stage (air inlet budc) and before the INO position tintop (referring to Fig. 4) and can all arrive crank angle range Einj (referring to Fig. 5,6) the control fuel in the moment of cavity 22 inwalls at fuel and spray.
At this moment, therefore the fuel particles of pre-spray Js is not lighted a fire immediately, but can be obtained the sufficient premixing time because be the relatively low state of temperature in cylinder, thereby promotes pre-mixing combustion (evenly burning).Because the fuel of main injection Jm is vaporization and burning rapidly in the firing chamber 7 of having heated up, thereby reduced the growing amount of NOx and flue gas (PM).
In addition, because pre-spray fuel all arrives cavity 22 inwalls, therefore can prevent conscientiously that burner oil is attached to cylinder 5 side inwalls, can suppress oil dilution conscientiously.
In addition, because finished sufficient premixing, promoted pre-mixing combustion by pre-spray Js fuel.Therefore the pre-mixing combustion scope during main injection reduces relatively and causes diffusive combustion, has therefore not only reduced NOx but also reduced PM,, has improved the relation of PM and the two mutual restriction of NOx that is.
As mentioned above, although carry out pre-spray Js in the exhaust stroke just before main injection Jm, according to circumstances, also can realize reducing NOx carrying out pilot injection Jp (referring to the double dot dash line of Fig. 3) behind the pre-spray Js, before the main injection Jm earlier; Perhaps also can the given crank angle positions after main injection Jm carry out back injection Ja (referring to the double dot dash line of Fig. 3).By these methods, reach the growing amount of further reduction NOx and flue gas (PM).
As mentioned above, be to set operating range main injection tm and pre-spray moment ts constantly according to engine operation scope et.In addition,, set pre-spray moment ts with tintop before exhaust stroke later stage, INO position and make up, can further reduce NOx by postponing to set main injection tm constantly according to operating range et.
As mentioned above, exhaust conduits E X one side is equipped with not shown Exhaust gas purifying device, and this Exhaust gas purifying device also can be chosen as reduced form NOx catalyzer.And, when carrying out pre-spray Js,, its a part of unburned HC is discharged by Ts during adjustment pre-spray moment ts and the pre-spray in the exhaust stroke later stage, this unburned HC is utilized the NOx of reduction processing filters as the reducing agent of selectable reduced form NOx catalyzer.
As mentioned above, be to be that the diesel engine of pre-mixing pression ingiter mode, the form that Fuelinjection nozzle has a plurality of nozzles describe, but the present invention is equally applicable to adopt the diesel engine of the Fuelinjection nozzle of single nozzle with diesel engine.
Although the present invention is illustrated with reference to accompanying drawing and preferred embodiment, obviously, for a person skilled in the art, under the prerequisite that does not deviate from the spirit and scope of the present invention, can make various changes and variation to the present invention.Therefore, various change of the present invention, the content that changes by appending claims and equivalent thereof contain.
Claims (4)
1. diesel engine, described diesel engine (1) comprising:
Fuel injection system (M) is used for carrying out fuel under high pressure is sprayed into the main injection (Jm) of firing chamber (7) near compression top center, and carries out pre-spray (Js) before described main injection; And
Controller (27) is used for controlling described injection apparatus (M) according to working state;
It is characterized in that:
In the described diesel engine (1), comprise cavity (22) at the top of piston (6), described controller (27) is controlled at that outlet valve is opened the back fully and described outlet valve is opened fully after and begin to finish described pre-spray (Js) before closing described outlet valve, before INO, and be controlled at spray cavity (22) inside that fuel is present in described piston head fully the moment carry out described pre-spray (Js).
2. diesel engine according to claim 1 is characterized in that described pre-spray (Js) is undertaken by the primary fuel injection.
3. diesel engine according to claim 2 is characterized in that:
Described diesel engine (1) comprises common rail (24),
Described controller (27) is by adjusting fuel pressure (Pr) control fuel in the described rail (24) altogether between injection period (Tm, Ts), makes before exhaust stroke later stage, INO (Einj) and institute spray the moment that fuel all is present in described cavity (22) inside and carries out described pre-spray (Js).
4. according to claim 1 or 3 described diesel engine, it is characterized in that described controller (27) control described pre-spray (Js) occur in spray the moment that fuel all arrives described cavity inner wall.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2003367819 | 2003-10-28 | ||
| JP2003367819A JP2005133576A (en) | 2003-10-28 | 2003-10-28 | diesel engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN1611758A CN1611758A (en) | 2005-05-04 |
| CN100451320C true CN100451320C (en) | 2009-01-14 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CNB2004100868203A Expired - Fee Related CN100451320C (en) | 2003-10-28 | 2004-10-28 | Diesel oil engine |
Country Status (3)
| Country | Link |
|---|---|
| JP (1) | JP2005133576A (en) |
| CN (1) | CN100451320C (en) |
| DE (1) | DE102004052415A1 (en) |
Families Citing this family (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US7296555B2 (en) * | 2005-08-25 | 2007-11-20 | General Electric Company | System and method for operating a turbo-charged engine |
| DE102006001368B4 (en) * | 2006-01-11 | 2018-12-13 | Robert Bosch Gmbh | Method and device for controlling an internal combustion engine |
| EP1903204A1 (en) | 2006-09-12 | 2008-03-26 | Siemens Aktiengesellschaft | Method for reducing pollutant emissions and consumption of an engine |
| JP4404154B2 (en) | 2008-06-09 | 2010-01-27 | トヨタ自動車株式会社 | Fuel injection control device for internal combustion engine |
| EP2614249B1 (en) * | 2010-09-10 | 2016-09-21 | Robert Bosch GmbH | Method and device for controlling an internal combustion engine |
| JP4998632B1 (en) * | 2011-03-18 | 2012-08-15 | 株式会社豊田自動織機 | Combustion control device |
| JP2015145641A (en) * | 2014-02-03 | 2015-08-13 | トヨタ自動車株式会社 | Fuel injection control device for internal combustion engine |
| RU2756704C1 (en) * | 2020-07-31 | 2021-10-04 | Чунцин Чаньгань Аутомобайл Ко., Лтд | Fuel injection method |
| CN111852680B (en) * | 2020-07-31 | 2022-03-11 | 重庆长安汽车股份有限公司 | Oil injection method |
Citations (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH10252607A (en) * | 1997-03-07 | 1998-09-22 | Isuzu Motors Ltd | Exhaust emission control device of diesel engine |
| JPH1136944A (en) * | 1997-07-17 | 1999-02-09 | Mazda Motor Corp | Control device for engine |
| EP0952321A2 (en) * | 1998-04-15 | 1999-10-27 | Toyota Jidosha Kabushiki Kaisha | Internal combustion engine |
| US6267097B1 (en) * | 1999-05-12 | 2001-07-31 | Nissan Motor Co., Ltd. | Compression self-igniting gasoline engine |
| US6314935B2 (en) * | 1998-07-22 | 2001-11-13 | Toyota Jidosha Kabushiki Kaisha | Control system for an internal combustion engine |
| US6425367B1 (en) * | 1999-09-17 | 2002-07-30 | Nissan Motor Co., Ltd. | Compression self-ignition gasoline internal combustion engine |
| EP1281852A2 (en) * | 2001-08-03 | 2003-02-05 | C.R.F. Società Consortile per Azioni | Method of initiating regeneration of a particulate filter for a direct-injection diesel engine with a common rail injection system |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH10141124A (en) * | 1996-11-07 | 1998-05-26 | Hino Motors Ltd | Diesel engine |
| JP3760710B2 (en) * | 2000-01-26 | 2006-03-29 | 日産自動車株式会社 | Combustion control device for internal combustion engine |
| JP3680258B2 (en) * | 2000-02-25 | 2005-08-10 | トヨタ自動車株式会社 | Exhaust gas purification device for internal combustion engine |
| JP4061920B2 (en) * | 2002-02-19 | 2008-03-19 | 日産自動車株式会社 | Internal combustion engine |
-
2003
- 2003-10-28 JP JP2003367819A patent/JP2005133576A/en active Pending
-
2004
- 2004-10-28 CN CNB2004100868203A patent/CN100451320C/en not_active Expired - Fee Related
- 2004-10-28 DE DE102004052415A patent/DE102004052415A1/en not_active Withdrawn
Patent Citations (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH10252607A (en) * | 1997-03-07 | 1998-09-22 | Isuzu Motors Ltd | Exhaust emission control device of diesel engine |
| JPH1136944A (en) * | 1997-07-17 | 1999-02-09 | Mazda Motor Corp | Control device for engine |
| EP0952321A2 (en) * | 1998-04-15 | 1999-10-27 | Toyota Jidosha Kabushiki Kaisha | Internal combustion engine |
| US6314935B2 (en) * | 1998-07-22 | 2001-11-13 | Toyota Jidosha Kabushiki Kaisha | Control system for an internal combustion engine |
| US6267097B1 (en) * | 1999-05-12 | 2001-07-31 | Nissan Motor Co., Ltd. | Compression self-igniting gasoline engine |
| US6425367B1 (en) * | 1999-09-17 | 2002-07-30 | Nissan Motor Co., Ltd. | Compression self-ignition gasoline internal combustion engine |
| EP1281852A2 (en) * | 2001-08-03 | 2003-02-05 | C.R.F. Società Consortile per Azioni | Method of initiating regeneration of a particulate filter for a direct-injection diesel engine with a common rail injection system |
Also Published As
| Publication number | Publication date |
|---|---|
| JP2005133576A (en) | 2005-05-26 |
| CN1611758A (en) | 2005-05-04 |
| DE102004052415A1 (en) | 2005-07-28 |
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