Boosted engine with boost controller and control unit

Patent metadata

Field	Value
Publication number	US-10914247-B2
Application number	US-201816110119-A
Country	US
Kind code	B2
Filing date	Aug 23, 2018
Priority date	Sep 27, 2017
Publication date	Feb 9, 2021
Grant date	Feb 9, 2021

Abstract

A boosted engine is provided, which includes an engine body formed with a combustion chamber, a spark plug, a fuel injection valve, a booster, a boost controller, and a control unit including an operating range determining module and a compression end temperature estimating module. In a high load range, the fuel injection valve and the spark plug are controlled so that a mixture gas inside the combustion chamber starts combustion through flame propagation by ignition of the spark plug, and unburned mixture gas then combusts by compression ignition, and the boost controller is controlled to bring the booster into a boosting state. When a gas temperature inside the combustion chamber exceeds a given temperature at CTDC, the fuel injection valve is controlled so that a fuel injection end timing occurs on a compression stroke, and the spark plug is controlled so that the mixture gas is ignited after CTDC.

First claim

What is claimed is:

1. A boosted engine, comprising:
an engine body formed with a combustion chamber, the engine body having a geometric compression ratio set between 14:1 and 30:1;
a spark plug disposed in the combustion chamber;
a fuel injection valve disposed to be oriented into the combustion chamber and configured to inject fuel containing at least gasoline;
a booster disposed in an intake passage connected to the combustion chamber;
a boost controller configured to switch a state of the booster between a boosting state where gas introduced into the combustion chamber is boosted and a non-boosting state where the gas is not boosted; and
a control unit connected to the spark plug, the fuel injection valve, and the boost controller and configured to output a control signal to the spark plug, the fuel injection valve, and the boost controller, respectively, wherein
the control unit includes a processor configured to execute:
an operating range determining module to determine an operating range of the engine; and
a compression end temperature estimating module to determine whether a temperature of the gas inside the combustion chamber exceeds a given temperature at a top dead center of compression stroke,

responsive to the operating range determining module determining that an engine load is in a highest load range higher than a given load and an engine speed is in a first speed range higher than a first given speed and lower than a second given speed, the control signals are outputted to the fuel injection valve and the spark plug so that a mixture gas formed inside the combustion chamber starts SPCCI (SPark Controlled Compression Ignition) combustion through flame propagation by the ignition of the spark plug, and unburned mixture gas inside the combustion chamber then combusts by compression ignition, and the control signal is outputted to the boost controller to bring the booster into the boosting state,
responsive to the compression end temperature estimating module estimating that a gas temperature inside the combustion chamber exceeds the given temperature at the top dead center, the control signal is outputted to the fuel injection valve so that an injection end timing of the fuel occurs on the compression stroke, and the control signal is outputted to the spark plug so that the mixture gas inside the combustion chamber is ignited after the top dead center,
responsive to the compression end temperature estimating module estimating that the gas temperature inside the combustion chamber does not exceed the given temperature at the top dead center, the control signal is outputted to the spark plug so that the mixture gas inside the combustion chamber is ignited before the top dead center, and
wherein the first speed range is a medium speed range and a second speed range higher than the second given speed is a high speed range when an entire operating range of the engine is divided into a low speed range, the medium speed range, and the high speed range.

2. The engine of claim 1 , wherein
the engine has an exhaust gas recirculation (EGR) passage connecting an exhaust passage to the intake passage, the intake passage and the exhaust passage being connected to the combustion chamber, the EGR passage provided with an EGR valve configured to adjust a flow rate of EGR gas flowing inside the EGR passage in response to receiving a control signal from the control unit, and
responsive to the operating range determining module determining that the engine load is in the highest load range, the control unit outputs the control signal to the EGR valve so that the EGR gas is recirculated to the intake passage.

3. The engine of claim 2 , wherein
the EGR passage connects a downstream side of a catalyst device disposed in the exhaust passage to an upstream side of the booster of the intake passage, and
responsive to the operating range determining module determining that the engine load is in the highest load range, the control unit outputs the control signal to the EGR valve so that a ratio of an EGR gas mass with respect to an entire gas mass inside the combustion chamber becomes 20% or above.

4. The engine of claim 2 , wherein the EGR passage is provided with an EGR cooler configured to cool the EGR gas.

5. The engine of claim 1 , wherein responsive to the operating range determining module determining that the engine load is in the highest load range, the engine body sets an effective compression ratio to 80% or above of the geometric compression ratio.

6. The engine of claim 5 , wherein
the engine body includes an intake valve close timing adjusting mechanism configured to adjust a close timing of an intake valve, and
responsive to the operating range determining module determining that the engine load is in the highest load range, the control unit outputs a control signal to the intake valve close timing adjusting mechanism to set the close timing of the intake valve in which the effective compression ratio becomes 80% or above of the geometric compression ratio.

7. The engine of claim 1 , wherein
a bypass passage communicating an upstream side of the booster to a downstream side thereof to bypass the booster is provided in the intake passage, the bypass passage provided with a bypass valve configured to adjust the flow rate of the gas flowing through the bypass passage,
a boost controlling module outputs a control signal to the bypass valve to close so as to enter the boosting state of the gas to be introduced into the combustion chamber, and
the boost controlling module outputs the control signal to the bypass valve to open so as to enter the non-boosting state of the gas to be introduced into the combustion chamber.

Assignees

• Mazda Motor

Inventors

• Inoue Atsushi
• Araki Keiji

Classifications

• F02P5/152

  dependent on pinking (detecting or indicating knocks in internal-combustion engines G01L23/22) · CPC title

• F02D41/401 Primary

  Controlling injection timing (F02D41/402 takes precedence) · CPC title

• F02D35/026

  using an estimation · CPC title

• F02D41/3041

  with means for triggering compression ignition, e.g. spark plug · CPC title

• F02D37/02

  one of the functions being ignition · CPC title