Spark-ignition direct injection engine

Patent metadata

Field	Value
Publication number	US-9255539-B2
Application number	US-201313971769-A
Country	US
Kind code	B2
Filing date	Aug 20, 2013
Priority date	Aug 29, 2012
Publication date	Feb 9, 2016
Grant date	Feb 9, 2016

Abstract

A spark-ignition engine is provided. The engine includes an engine body, a fuel injection valve, an ignition plug, an EGR introduction system, and a controller for operating the engine body by controlling the fuel injection valve, the ignition plug, and the EGR introduction system. The controller controls to combust mixture gas by compressing to self-ignite within a compression self-ignition combustion applying range, and to combust the mixture gas by a spark-ignition using the ignition plug within a spark-ignition combustion applying range. Substantially throughout the spark-ignition combustion applying range, the controller controls the EGR introduction system to introduce cooled EGR gas, and within the compression self-ignition applying range, the controller controls the EGR introduction system to introduce hot EGR gas. The controller controls the EGR introduction system to introduce the hot EGR gas and the cooled EGR gas within a low engine load part of the spark-ignition combustion applying range.

First claim

The invention claimed is:

1. A spark-ignition engine, comprising:
an engine body having a cylinder forming a combustion chamber in a top part thereof, and for supplying fuel mainly containing gasoline;
a fuel injection valve for injecting the fuel into the combustion chamber;
an ignition plug arranged to be oriented toward inside the combustion chamber and for igniting mixture gas within the combustion chamber;
an EGR introduction system for introducing exhaust gas into the cylinder; and
a controller for operating the engine body by controlling at least the fuel injection valve, the ignition plug, and the EGR introduction system, the controller controlling to combust the mixture gas within the combustion chamber by being compressed to self-ignite within a compression self-ignition combustion applying range that is lower in an engine load than a predetermined first engine load, and to combust the mixture gas within the combustion chamber by a spark-ignition using the ignition plug within a spark-ignition combustion applying range that is higher in the engine load than the first engine load,
wherein throughout the whole spark-ignition combustion applying range except for a throttle valve fully opened range, the controller controls the EGR introduction system to introduce into the cylinder at least low-temperature cooled EGR gas that is exhaust gas cooled by a heat exchange, and within the compression self-ignition applying range the controller controls the EGR introduction system to introduce into the cylinder at least hot EGR gas having a higher temperature than the cooled EGR gas, and
wherein the controller controls the EGR introduction system to introduce the hot EGR gas in addition to the cooled EGR gas into the cylinder at least within a low engine load part of the spark-ignition combustion applying range.

2. The engine of claim 1 , wherein within the spark-ignition combustion applying range, the controller controls the EGR introduction system to reduce a ratio of an EGR gas amount with respect to the total amount of gas introduced into the cylinder as the engine load increases, and within the compression self-ignition combustion applying range, the controller controls the EGR introduction system to reduce the EGR gas amount ratio as the engine load increases from at least a second engine load toward the spark-ignition combustion applying range, the second engine load being within the compression self-ignition combustion applying range and lower than the first engine load, and
wherein throughout at least a part of the compression self-ignition combustion applying range higher than the second engine load, and the spark-ignition combustion applying range except for the throttle valve fully opened range, the controller controls the EGR introduction system to keep an in-cylinder air-fuel ratio fixed with respect to fresh air that is reduced due to the EGR gas introduced into the cylinder.

3. The engine of claim 1 , wherein within the low engine load part of the spark-ignition combustion applying range, the controller controls the EGR introduction system such that the hot EGR gas is introduced into the cylinder in addition to the cooled EGR gas and a ratio of a hot EGR gas amount with respect to the total amount of gas introduced into the cylinder is reduced as the engine load increases, and within a high engine load part of the spark-ignition combustion applying range, the controller controls the EGR introduction system to only introduce the cooled EGR gas into the cylinder.

4. The engine of claim 3 , wherein the EGR gas introduction into the cylinder within the spark-ignition combustion applying range is performed through an EGR passage branched from an exhaust passage of the engine and merging with an intake passage,
wherein the EGR introduction system is configured with the EGR passage and a valve, the EGR passage including a main passage provided with an EGR cooler for cooling the exhaust gas and an EGR cooler bypass passage for bypassing the EGR cooler, and the valve controlling EGR gas flow amounts of the EGR cooler bypass passage and the main passage, and
wherein the valve is controlled such that the hot EGR gas is introduced into the cylinder via the EGR cooler bypass passage, and the cooled EGR gas is introduced via the main passage.

5. The engine of claim 1 , wherein the controller controls the EGR introduction system such that the ratio of a cooled EGR gas amount with respect to the total amount of gas introduced into the cylinder is gradually increased as the engine load increases from a second engine load within the compression self-ignition combustion applying range and lower than the first load to a third engine load within the spark-ignition combustion applying range and higher than the first engine load, and the cooled EGR gas amount ratio is reduced as the engine load increases within a range above the third engine load.

6. The engine of claim 5 , further comprising a fuel pressure changeable mechanism for changing a pressure of the fuel injected by the fuel injection valve,
wherein the controller controls the fuel injection valve to perform an intake stroke injection within a low engine load part of the compression self-ignition combustion applying range, and
wherein within a high engine load part of the compression self-ignition combustion applying range and the low engine load part of the spark-ignition combustion applying range, the controller sets the fuel injection pressure of the fuel injection valve to a predetermined pressure of 30 MPa or above by using the fuel pressure changeable mechanism, and controls the fuel injection valve such that a fuel injection start timing before ignition is in a period from a late stage of compression stroke to an early stage of expansion stroke.

7. The engine of claim 6 , wherein within the low engine load part of the compression self-ignition combustion applying range, the controller sets the fuel injection pressure of the fuel injection valve to a low fuel pressure of below 30 MPa by using the fuel pressure changeable mechanism.

Assignees

• Mazda Motor

Inventors

• Iwai Kouhei
• Yamakawa Masahisa
• Nagatsu Kazuhiro
• Kurita Hiroyuki

Classifications

• F02B23/101

  the injector being placed on or close to the cylinder centre axis, e.g. with mixture formation using spray guided concepts · CPC title

• F02M26/25

  with coolers having bypasses · CPC title

• F02D41/0057 Primary

  Specific combustion modes (combustion modes per se F02D41/3017) · CPC title

• F02B2023/102

  the spark plug being placed offset the cylinder centre axis · CPC title

• F02B29/0418

  the intake air cooler having a bypass or multiple flow paths within the heat exchanger to vary the effective heat transfer surface · CPC title