Direct injection gasoline engine and method of controlling the direct injection gasoline engine

Patent metadata

Field	Value
Publication number	US-9488094-B2
Application number	US-201214343381-A
Country	US
Kind code	B2
Filing date	Aug 28, 2012
Priority date	Sep 7, 2011
Publication date	Nov 8, 2016
Grant date	Nov 8, 2016

Abstract

A direct injection engine includes an ignition assistance section applying energy to fuel injected into a cylinder using an injector to assist auto-ignition combustion of the fuel when the engine is within an auto-ignition combustion operation range. A start time of fuel injection is set within a period from a terminal stage of a compression stroke to a compression top dead center. The energy is applied to the fuel injected into the cylinder in a period from start of the fuel injection to an initial stage of an expansion stroke such that a time of a specific crank angle when an increase rate of in-cylinder pressure, which is a ratio of a change in the in-cylinder pressure to a change in a crank angle in motoring the engine, reaches a negative maximum value overlaps a combustion period when a combustion mass percentage of the fuel ranges from 10% to 90%.

First claim

The invention claimed is:

1. A direct injection gasoline engine having an auto-ignition combustion operation range allowing auto-ignition combustion of fuel injected into a cylinder by an injector and containing at least gasoline, the engine having a geometric compression ratio ranging from 18 to 40, both inclusive, the engine comprising:
an injection control section configured to control fuel injection of the injector; and
an ignition assistance section configured to apply energy to the fuel injected into the cylinder by the injector to assist the auto-ignition combustion of the fuel, when the engine is within the auto-ignition combustion operation range, wherein
when the engine is within the auto-ignition combustion operation range, the injection control section sets a start time of the fuel injection within a period from a terminal stage of a compression stroke to a compression top dead center, and
the ignition assistance section applies the energy to the fuel injected into the cylinder in a period from start of the fuel injection to an initial stage of an expansion stroke such that a time of a specific crank angle ranging from 4° CA to 15° CA after the compression top dead center when an increase rate of in-cylinder pressure, which is a ratio of a change in the in-cylinder pressure to a change in a crank angle in motoring the engine, reaches a negative maximum value overlaps a main combustion period when a combustion mass percentage of the fuel ranges from 10% to 90%, both inclusive.

2. The direct injection gasoline engine of claim 1 , wherein
the ignition assistance section applies the energy to the fuel injected into the cylinder such that a time when the combustion mass percentage of the fuel is 10% comes after the compression top dead center.

3. The direct injection gasoline engine of claim 1 , wherein
when the engine is within the auto-ignition combustion operation range, the injection control section performs first injection injecting a predetermined amount of the fuel, and performs second injection injecting remaining fuel continuously or discontinuously after the first injection, and
the ignition assistance section applies the energy to the fuel for the first injection within a period from a terminal stage of the first injection to an initial stage of the second injection.

4. The direct injection gasoline engine of claim 1 , wherein
the ignition assistance section applies the energy to the fuel injected into the cylinder by plasma ignition.

5. The direct injection gasoline engine of claim 1 , wherein
the injection control section
sets an excess air ratio λ in combustion to two or higher, when the engine is within a low load operation range with a load lower than a predetermined load, and
sets the excess air ratio λ in the combustion to one or lower, and sets the fuel injection using the injector within a specific injection time around the compression top dead center such that the main combustion period includes the time of the specific crank angle, when the engine is within a high load operation range with a load higher than the predetermined load, and

the injection control section executes transition control setting the excess air ratio λ in the combustion to one or lower, and delaying the fuel injection from the specific injection time such that the main combustion period is retarded relative to the specific crank angle, in transition when the engine shifts between the low load operation range and the high load operation range.

6. The direct injection gasoline engine of claim 5 , wherein
when the engine is within the high load operation range, the injection control section sets the start time of the fuel injection within the period from the terminal stage of the compression stroke to the compression top dead center, and
the ignition assistance section applies the energy to the fuel injected into the cylinder within the period from the start of the fuel injection to the initial stage of the expansion stroke to allow the auto-ignition combustion of the fuel.

7. The direct injection gasoline engine of claim 5 , wherein
in the transition control, the injection control section allows the injector to execute pre-injection starting within the period from the terminal stage of the compression stroke to the compression top dead center, and main injection after the pre-injection behind the specific injection time.

8. The direct injection gasoline engine of claim 7 , wherein
the ignition assistance section applies the energy to the fuel injected into the cylinder between the pre-injection and the main injection.

9. The direct injection gasoline engine of claim 5 , wherein
the injection control section executes the transition control in transition when the engine shifts from the low load operation range to a full load range within the high load operation range, and
control for reducing an intake amount is performed while the injection control section executes the transition control in transition when the engine shifts from the low load operation range to a point of the high load operation range with a load lower than a full load.

10. A method of controlling a direct injection gasoline engine including a cylinder set at a geometric compression ratio ranging from 18 to 40, both inclusive, and configured to directly inject fuel containing at least gasoline into the cylinder, the method comprising:
starting fuel injection into the cylinder in a period from a terminal stage of a compression stroke to a compression top dead center;
applying energy to the fuel injected into the cylinder in a period from start of the fuel injection to an initial stage of an expansion stroke such that a time of a specific crank angle ranging from 4° CA to 15° CA after the compression top dead center when an increase rate of in-cylinder pressure, which is a ratio of a change in the in-cylinder pressure to a change in a crank angle in motoring the engine, reaches a negative maximum value overlaps a main combustion period when a combustion mass percentage of the fuel ranges from 10% to 90%, both inclusive; and
allowing auto-ignition combustion of the fuel injected into the cylinder.

11. The method of claim 10 , further comprising:
operating the engine such that an excess air ratio λ in combustion is two or higher, when the engine is within a low load operation range with a load lower than a predetermined load;
operating the engine such that the excess air ratio λ in the combustion is one or lower, and such that the main combustion period includes the time of the specific crank angle by setting the fuel injection into the cylinder within a specific injection time around the compression top dead center, when the engine is within a high load operation range with a load higher than the predetermined load; and

operating the engine such that the main combustion period is retarded relative to the specific crank angle by executing transition control setting the excess air ratio λ in the combustion to one or lower, and delaying the fuel injection from the specific injection time, in transition when the engine shifts between the low load operation range and the high load operation range.

12. The method of claim 11 , further comprising:
setting the start time of the fuel injection within the period from the terminal stage of the compression stroke to the compression top dead center, when the engine is within the high load operation range; and
applying the energy to the fuel injected into the cylinder within the period from the start of the fuel injection to the initial stage of the expansion stroke to allow the auto-ignition combustion of the fuel.

13. The metho

Assignees

• Yamashita Hiroyuki
• Narahara Kazuaki
• Tanaka Tatsuya
• Takahashi Yoshitomo
• Nakao Yusuke
• Ikai Takashi
• Fujimoto Hidefumi
• Seto Masatoshi
• Tanita Yoshio
• Ichikawa Kazuo
• Kai Shingo
• Masuyama Susumu
• Nakahashi Hirokazu
• Araki Keiji
• Mazda Motor

Inventors

• Yamashita Hiroyuki
• Narahara Kazuaki
• Tanaka Tatsuya
• Takahashi Yoshitomo
• Nakao Yusuke
• Ikai Takashi
• Fujimoto Hidefumi
• Seto Masatoshi
• Tanita Yoshio
• Ichikawa Kazuo
• Kai Shingo
• Masuyama Susumu
• Nakahashi Hirokazu
• Araki Keiji

Classifications

• F01L3/04

  Coated valve members or valve-seats · CPC title

• F02D41/3035

  a mode being the premixed charge compression-ignition mode · CPC title

• F02D41/401

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

• F02P5/153

  dependent on combustion pressure · CPC title

• F02D41/403

  with pilot injections · CPC title