Fuel injection control device for engine

Patent metadata

Field	Value
Publication number	US-11149675-B2
Application number	US-202016931063-A
Country	US
Kind code	B2
Filing date	Jul 16, 2020
Priority date	Jul 24, 2019
Publication date	Oct 19, 2021
Grant date	Oct 19, 2021

Abstract

A fuel injection control device for an engine is provided. A swirl generator generates a swirl flow inside a combustion chamber. A fuel injector with multiple nozzle holes injects fuel into the combustion chamber, and forms a lean mixture gas inside the combustion chamber. An spark plug ignites the lean mixture gas to cause a portion of the mixture gas to start combustion accompanied by flame propagation, and then combusts by self-ignition. The fuel injector has first and second nozzle holes, and a first atomized fuel spray injected from the first nozzle hole and a second atomized fuel spray injected from the second nozzle hole separate from each other by the swirl flow. The fuel injector sequentially performs a first injection and a second injection in an intake stroke. The controller makes an injection amount of the second injection greater than that of the first injection.

First claim

What is claimed is:

1. A fuel injection control device, comprising:
an engine having a cylinder forming a combustion chamber;
a swirl control valve attached to the engine and configured to generate a swirl flow inside the combustion chamber;
a fuel injector with a plurality of nozzle holes, attached to the engine and configured to inject fuel into the combustion chamber through the nozzle holes;
a spark plug attached to the engine and configured to ignite a mixture gas inside the combustion chamber; and
a controller connected to the swirl control valve, the fuel injector, and the spark plug, and configured to output respective control signals to the swirl control valve, the fuel injector, and the spark plug,
wherein the fuel injector forms the mixture gas leaner than a stoichiometric air-fuel ratio inside the combustion chamber in response to the respective control signal,
wherein the spark plug ignites the lean mixture gas at a given timing in response to the respective control signal to cause a portion of the mixture gas to start combustion accompanied by flame propagation, and the remaining unburnt mixture gas then combusts by self-ignition,
wherein the fuel injector has at least a first nozzle hole and a second nozzle hole, and a first atomized fuel spray injected from the first nozzle hole and a second atomized fuel spray injected from the second nozzle hole separate from each other by the swirl flow,
wherein the fuel injector sequentially performs a first injection and a second injection in an intake stroke, in response to the respective control signal,
wherein the second injection is directed toward a central part of the combustion chamber;
wherein responsive to determining that an engine load is a first load or greater, the controller is configured to make an injection amount of the second injection greater than an injection amount of the first injection, and
wherein responsive to determining that the engine load is less than a second load that is less than the first load, the controller is configured to make the injection amount of the first injection greater than the injection amount of the second injection.

2. The fuel injection control device of claim 1 , wherein when the engine load is the second load or greater and less than the first load, the controller reduces a ratio of the injection amount of the first injection to the entire amount of fuel required per cycle, and increases a ratio of the injection amount of the second injection as the engine load increases.

3. The fuel injection control device of claim 1 ,
wherein the fuel injector performs a third injection after the second injection in the intake stroke in response to the respective control signal, and
wherein the controller makes an injection amount of the third injection less than the injection amount of the first injection.

4. The fuel injection control device of claim 3 , wherein the controller makes the injection amount of the third injection less than the injection amount of the second injection.

5. The fuel injection control device of claim 3 , wherein when the engine load is a third load or less, the controller makes the injection amount of the second injection equal to the injection amount of the third injection.

6. The fuel injection control device of claim 3 , wherein the controller maintains a ratio of the injection amount of the third injection to the entire amount of fuel required per cycle constant with respect to a change in the engine load.

7. The fuel injection control device of claim 1 , wherein the fuel injector injects the entire amount of fuel required per cycle in the intake stroke.

8. The fuel injection control device of claim 1 ,
wherein the engine has an intake port configured to generate a tumble flow inside the combustion chamber,
wherein the swirl control valve has a swirl control valve provided to an intake passage of the engine, and generates an oblique swirl flow inclined to the center axis of the cylinder by closing the swirl control valve,
wherein the nozzle holes of the fuel injector are disposed in the central part of a ceiling of the combustion chamber, and
wherein the fuel injector injects fuel toward the oblique swirl flow radially and simultaneously through the plurality of nozzle holes.

9. The fuel injection control device of claim 1 ,
wherein the swirl control valve generates the swirl flow of a swirl ratio at or greater than 2:1 and at or less than 6:1, in response to the respective control signal, and
wherein the fuel injector injects fuel at or greater than 30 MPa and at or less than 120 MPa toward the swirl flow.

10. The fuel injection control device of claim 1 , wherein the controller adjusts a timing of the self-ignition by adjusting an amount of the combustion accompanied by the flame propagation.

11. The fuel injection control device of claim 1 , wherein the controller retards a start timing of the first injection as the engine load increases.

12. The fuel injection control device of claim 1 , wherein the fuel injector further has a third nozzle hole and a fourth nozzle hole, and the first atomized fuel spray injected from the first nozzle hole and the second atomized fuel spray injected from the second nozzle hole separate from each other by the swirl flow, and a third atomized fuel spray injected from the third nozzle hole and a fourth atomized fuel spray injected from the fourth nozzle hole approach each other by the swirl flow so that a first area and a second area where the mixture gas is richer than the mixture gas in the first area are formed inside the combustion chamber.

13. The fuel injection control device of claim 12 , wherein the fuel injector sequentially performs the first injection and the second injection with an injection interval therebetween in response to the respective control signal, and
wherein the second area formed by the first injection, and the second area formed by the second injection are offset in positions inside the combustion chamber from each other.

14. The fuel injection control device of claim 1 , wherein when the engine is in a given specific operating state where an engine speed is low and the engine load is low, the controller causes the fuel injector to perform the first injection and the second injection so that mixture gas leaner than the stoichiometric air-fuel ratio is formed inside the combustion chamber.

15. A method of controlling injection of fuel, comprising the steps of:
forming, by a fuel injector having at least a first nozzle hole and a second nozzle hole, a mixture gas leaner than a stoichiometric air-fuel ratio inside a combustion chamber formed in a cylinder of an engine;
igniting, by a spark plug, the lean mixture gas at a given timing to cause a portion of the mixture gas to start combustion accompanied by flame propagation, and then combusting the remaining unburnt mixture gas by self-ignition;
separating first atomized fuel spray injected from the first nozzle hole and second atomized fuel spray injected from the second nozzle hole from each other by a swirl flow generated inside the combustion chamber;
sequentially performing, by the fuel injector, a first injection and a second injection in an intake stroke;
wherein the second injection is directed toward a central part of the combustion chamber;
wherein responsive to determining that an engine load is a first load or greater, an injection amount of the second injection is made greater than an injection amount of the first injection, and
wherein responsive to determining that the engine load is less than a second load that is less than the first load, the

Assignees

• Mazda Motor

Inventors

• Ohura Takuya
• Nishida Tomohiro

Classifications

• F02D41/402

  Multiple injections · CPC title

• F02D41/401

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

• F02B3/02

  with positive ignition (with non-timed positive ignition F02B9/06) · CPC title

• F02D13/0261 Primary

  Controlling the valve overlap · CPC title

• F02B11/00

  Engines characterised by both fuel-air mixture compression and air compression, or characterised by both positive ignition and compression ignition, e.g. in different cylinders · CPC title