Method for controlling an internal combustion engine

Patent metadata

Field	Value
Publication number	US-9845763-B2
Application number	US-201615092252-A
Country	US
Kind code	B2
Filing date	Apr 6, 2016
Priority date	May 6, 2015
Publication date	Dec 19, 2017
Grant date	Dec 19, 2017

Abstract

A fuel injection strategy and ignition timing for a spark-ignition direct fuel injection engine are selected in response to monitored engine load in relation to a plurality of load regions. This includes selecting a preferred ignition timing based upon the engine load, and selecting a first fuel injection event that is executed post-ignition, wherein the first fuel injection event delivers a set fuel mass at a preset timing relative to the preferred timing for the spark ignition event regardless of the engine load. A first pre-ignition fuel injection event is selected, and includes a second fuel mass being injected at a second fuel injection timing, wherein an end-of-injection timing of the first pre-ignition fuel injection event is at a preset timing relative to the preferred ignition timing regardless of the engine load, and wherein the second fuel mass is determined in relation to the engine load.

First claim

The invention claimed is:

1. A multi-cylinder spark-ignition direct injection (SIDI) internal combustion engine, comprising:
a plurality of direct-injection fuel injectors that are arranged to inject fuel into individual cylinders of the engine;
a plurality of spark plugs including tip portions that are inserted into the individual cylinders of the engine;
an engine controller operatively connected to the fuel injectors and the spark plugs and in communication with a plurality of engine sensors, the engine controller including instruction sets, the instruction sets executable to:
separate engine load into a plurality of separate, contiguous load regions ranging between a minimum load region and a maximum load region;
monitor engine load;
select a preferred fuel injection strategy and a preferred ignition timing for each cylinder event responsive to the monitored engine load in relation to the plurality of load regions; and
execute the selected preferred fuel injection strategy and preferred ignition timing for the cylinder event;
wherein the preferred fuel injection strategy and preferred ignition timing for each cylinder event are selected responsive to the monitored engine load in relation to the plurality of load regions, including:
select a preferred timing for a spark ignition event based upon the load;
select a post-ignition fuel injection event including a first fuel mass being injected at a first fuel injection timing;
select a first pre-ignition fuel injection event including a second fuel mass being injected at a second fuel injection timing, wherein the first pre-ignition fuel injection event is proximal to the spark ignition event when the engine load falls within the minimum load region;
add a second pre-ignition fuel injection event including a third fuel mass being injected at a third fuel injection timing, wherein the second pre-ignition fuel injection event occurs prior to the first pre-ignition fuel injection event when the engine load falls within a second of the load regions greater than the minimum load region;
add a third pre-ignition fuel injection event including a fourth fuel mass being injected at a fourth fuel injection timing, wherein the third pre-ignition fuel injection event occurs prior to the second pre-ignition fuel injection event when the engine load falls within a third of the load regions greater than the second load region; and
add a fourth pre-ignition fuel injection event including a fifth fuel mass being injected at a fifth fuel injection timing, wherein the fourth pre-ignition fuel injection event occurs prior to the third pre-ignition fuel injection event when the engine load falls within a fourth of the load regions greater than the third load region.

2. The internal combustion engine of claim 1 , further comprising an intake air compressor, wherein the minimum load region corresponds to engine operation with the intake air compressor at a zero boost condition, and wherein the maximum load region corresponds to engine operation with the intake air compressor near a full boost condition.

3. A method for controlling a spark-ignition, direct fuel injection internal combustion engine, the method comprising:
separating engine load into a plurality of separate, contiguous load regions ranging between a minimum load region and a maximum load region;
monitoring engine load;
selecting a preferred fuel injection strategy and selecting a preferred ignition timing for each cylinder event responsive to the monitored engine load and in relation to the plurality of load regions; and
executing the selected preferred fuel injection strategy and executing a spark ignition event at the preferred ignition timing for each cylinder event;
wherein selecting the preferred fuel injection strategy and preferred ignition timing for each cylinder event responsive to the monitored engine load in relation to the plurality of load regions includes:
selecting the preferred ignition timing based upon the engine load,
selecting a first fuel injection event that is executed post-ignition, wherein the first fuel injection event delivers a set fuel mass at a preset timing relative to the preferred timing for the spark ignition event regardless of the engine load, and
selecting a first pre-ignition fuel injection event including a second fuel mass being injected at a second fuel injection timing, wherein an end-of-injection timing of the first pre-ignition fuel injection event is at a preset timing relative to the preferred ignition timing for the spark ignition event regardless of the engine load, and wherein the second fuel mass is determined in relation to the engine load.

4. The method of claim 3 , further comprising adding a second pre-ignition fuel injection event including a third fuel mass being injected at a third fuel injection timing, wherein the second pre-ignition fuel injection event occurs prior to the first pre-ignition fuel injection event when the engine load falls within a second of the load regions that is greater than the minimum load region.

5. The method of claim 4 , further comprising adding a third pre-ignition fuel injection event including a fourth fuel mass being injected at a fourth fuel injection timing, wherein the third pre-ignition fuel injection event occurs prior to the second pre-ignition fuel injection event when the engine load falls within a third of the load regions that is greater than the second load region.

6. The method of claim 5 , further comprising adding a fourth pre-ignition fuel injection event including a fifth fuel mass being injected at a fifth fuel injection timing, wherein the fourth pre-ignition fuel injection event occurs prior to the third pre-ignition fuel injection event when the engine load falls within a fourth of the load regions that is greater than the third load region.

7. The method of claim 6 , wherein the fourth load region comprises the maximum load region.

8. The method of claim 7 , wherein the third fuel mass is a constant value during engine operation in the third and fourth load regions.

9. The method of claim 7 , wherein the fourth fuel mass is a constant value during engine operation in the fourth load region.

10. The method of claim 6 , wherein selecting timings of one of the first, second, third and fourth fuel injection events comprises selecting timings of end-of-injections for the corresponding one of the first, second, third and fourth fuel injection events.

11. The method of claim 6 , wherein selecting timings of one of the first, second, third and fourth fuel injection events comprises selecting timings of start-of-injections for the corresponding one of the first, second, third and fourth fuel injection events.

12. The method of claim 3 , wherein selecting the first pre-ignition fuel injection event further comprises selecting the timing of the second fuel injection event based upon combustion stability.

13. The method of claim 3 , further comprising selecting the second fuel injection mass based upon the engine load and engine knock.

14. The method of claim 3 , wherein adding the second pre-ignition fuel injection event comprises adding the third fuel mass injected at the third fuel injection timing based upon smoke generation.

15. The method of claim 3 , wherein adding the third pre-ignition fuel injection event comprises adding the fourth fuel mass injected at the fourth fuel injection timing based upon smoke generation.

16. The method of claim 3 , wherein adding the fourth pre-ignition fuel injection event comprises adding the fifth fuel mass injected at the fifth fuel injection timin

Assignees

• Gm Global Tech Operations Llc

Inventors

• Solomon Arun S
• Otto Ronald M

Classifications

• F02D2200/10

  Parameters related to the engine output, e.g. engine torque or engine speed · CPC title

• F02D2200/101

  Engine speed · CPC title

• F01N3/2066

  Selective catalytic reduction [SCR] · CPC title

• F02D41/402

  Multiple injections · CPC title

• F02D37/02

  one of the functions being ignition · CPC title