Engine system

Patent metadata

Field	Value
Publication number	US-11208968-B2
Application number	US-202017130993-A
Country	US
Kind code	B2
Filing date	Dec 22, 2020
Priority date	Jan 21, 2020
Publication date	Dec 28, 2021
Grant date	Dec 28, 2021

Abstract

An engine system includes an engine, a main combustion chamber formed by a cylinder head and a piston, an auxiliary chamber formed with a communicating hole communicating with the main combustion chamber, an injector configured to inject fuel into the main combustion chamber, an ignition plug provided to the auxiliary chamber and configured to ignite a mixture gas inside the auxiliary chamber, an accelerator opening sensor, and a control device. The control device controls the injector so that an air-fuel ratio of the mixture gas inside the auxiliary chamber becomes a first air-fuel ratio when an engine load range is a first range, and the air-fuel ratio of the mixture gas inside the auxiliary chamber becomes a second air-fuel ratio leaner than the first air-fuel ratio when the engine load range is a second range where the engine load is higher than in the first range.

First claim

What is claimed is:

1. An engine system, comprising:
an engine having a cylinder head and a piston;
a main combustion chamber formed by the cylinder head and the piston;
an auxiliary chamber provided to the main combustion chamber and formed with a communicating hole communicating with the main combustion chamber;
an injector provided to the engine and configured to inject fuel into the main combustion chamber;
an ignition plug provided to the auxiliary chamber and configured to ignite a mixture gas inside the auxiliary chamber;
an accelerator opening sensor configured to detect an accelerator opening; and
a control device configured to control the injector in response to an output signal from the accelerator opening sensor, the control device including a processor configured to execute:
a driver demanded torque determining module to determine a demanded torque of a driver based on the accelerator opening detected by the accelerator opening sensor;
an engine load determining module to determine a load of the engine based on the driver's demanded torque determined by the driver demanded torque determining module; and
an engine load range determining module to determine whether the engine load determined by the engine load determining module is within a given load range,

wherein the control device controls the injector so that:
an air-fuel ratio of the mixture gas inside the auxiliary chamber becomes a first air-fuel ratio, when the engine load range determined by the engine load range determining module is a first load range, and
the air-fuel ratio of the mixture gas inside the auxiliary chamber becomes a second air-fuel ratio leaner than the first air-fuel ratio, when the engine load range determined by the engine load range determining module is a second load range where the engine load is higher than in the first load range.

2. The engine system of claim 1 , wherein the control device controls the injector in the second load range so that a fuel injection timing of the injector is retarded as the engine load increases.

3. The engine system of claim 2 , wherein the control device controls the injector so that fuel is injected only during an intake stroke in the first load range, and fuel is injected dividedly during an intake stroke and a compression stroke in the second load range.

4. The engine system of claim 3 , wherein the control device controls the injector in the second load range so that the fuel injection timing in the compression stroke by the injector is retarded as the engine load increases.

5. The engine system of claim 4 ,
wherein the engine includes a swirl control valve configured to generate a swirl inside the main combustion chamber,
wherein the auxiliary chamber is provided to a center area of the main combustion chamber in a plan view, and
wherein the control device controls the swirl control valve so that a flow of the swirl inside the main combustion chamber becomes stronger in the second load range than in the first load range.

6. The engine system of claim 3 ,
wherein the engine includes a swirl control valve configured to generate a swirl inside the main combustion chamber,
wherein the auxiliary chamber is provided to a center area of the main combustion chamber in a plan view, and
wherein the control device controls the swirl control valve so that a flow of the swirl inside the main combustion chamber becomes stronger in the second load range than in the first load range.

7. The engine system of claim 2 ,
wherein the engine includes a swirl control valve configured to generate a swirl inside the main combustion chamber,
wherein the auxiliary chamber is provided to a center area of the main combustion chamber in a plan view, and
wherein the control device controls the swirl control valve so that a flow of the swirl inside the main combustion chamber becomes stronger in the second load range than in the first load range.

8. The engine system of claim 1 , wherein the control device controls the injector so that fuel is injected only during an intake stroke in the first load range, and fuel is injected dividedly during an intake stroke and a compression stroke in the second load range.

9. The engine system of claim 8 , wherein the control device controls the injector in the second load range so that the fuel injection timing in the compression stroke by the injector is retarded as the engine load increases.

10. The engine system of claim 8 ,
wherein the engine includes a swirl control valve configured to generate a swirl inside the main combustion chamber,
wherein the auxiliary chamber is provided to a center area of the main combustion chamber in a plan view, and
wherein the control device controls the swirl control valve so that a flow of the swirl inside the main combustion chamber becomes stronger in the second load range than in the first load range.

11. The engine system of claim 1 ,
wherein the engine includes a swirl control valve configured to generate a swirl inside the main combustion chamber,
wherein the auxiliary chamber is provided to a center area of the main combustion chamber in a plan view, and
wherein the control device controls the swirl control valve so that a flow of the swirl inside the main combustion chamber becomes stronger in the second load range than in the first load range.

12. The engine system of claim 1 ,
wherein the auxiliary chamber having an auxiliary ignition plug is provided to the main combustion chamber and combusts the mixture gas inside the auxiliary chamber independently from the main combustion chamber,
wherein the control device controls the auxiliary ignition plug to ignite the mixture gas inside the auxiliary chamber so that flame propagation combustion of the mixture gas occurs, and
wherein the combustion propagation generated inside the auxiliary chamber is blown off and radiated into the main combustion chamber as flame.

Assignees

• Mazda Motor

Inventors

• Nagatsu Kazuhiro
• Suzuki Hirotaka
• Harada Yuji
• Yamashita Hiroyuki
• Ono Ryohei
• Uchida Kenji

Classifications

• H01T13/54

  having electrodes arranged in a partly-enclosed ignition chamber · CPC title

• F02D41/3023

  a mode being the stratified charge spark-ignited mode · CPC title

• F02B19/12

  with positive ignition (engines with non-timed positive ignition, and with incandescent chambers F02B9/08) · CPC title

• F02D2041/389

  for injecting directly into the cylinder · CPC title

• F02P15/02

  Arrangements having two or more sparking plugs · CPC title