Fuel control system of engine

Patent metadata

Field	Value
Publication number	US-9897037-B2
Application number	US-201615055196-A
Country	US
Kind code	B2
Filing date	Feb 26, 2016
Priority date	Mar 27, 2015
Publication date	Feb 20, 2018
Grant date	Feb 20, 2018

Abstract

A fuel control system of an engine is provided which controls, by using a tumble flow, a behavior of fuel directly injected into a combustion chamber formed inside a cylinder of the engine. The fuel control system includes a fuel injector for directly injecting the fuel into the combustion chamber, a tumble flow generator for generating the tumble flow within the combustion chamber, and a fuel injector controlling module for causing the fuel injector to inject the fuel at a first injection timing and then inject a smaller amount of fuel than an amount injected at the first injection timing, in a direction opposing a positive direction of the tumble flow at a second injection timing, the first injection timing designed to be in an intake stroke of the cylinder, the second injection timing designed to be in a latter half of the compression stroke of the cylinder.

First claim

The invention claimed is:

1. A fuel control system of an engine, the fuel control system controlling, by using a tumble flow, a behavior of fuel directly injected into a combustion chamber formed inside a cylinder of the engine, the fuel control system comprising:
a fuel injector for directly injecting the fuel into the combustion chamber;
an intake port of the engine configured to generate the tumble flow within the combustion chamber; and
a processor operatively coupled to the fuel injector and configured to cause the fuel injector to inject the fuel at a first injection timing and then inject a smaller amount of fuel than an amount injected at the first injection timing, in a direction opposing a positive direction of the tumble flow, at a second injection timing, the first injection timing designed to be in an intake stroke of the cylinder, the second injection timing designed to be in a latter half of a compression stroke of the cylinder,
wherein the fuel injector is disposed at a position of a circumferential edge portion of a ceiling of the combustion chamber on a side where the intake port is provided, and injects the fuel obliquely downward and toward an opposite side from the intake port,
wherein the engine has a piston having a crown face, and the crown face is formed with an inclined surface extending along an extending direction obliquely upward and toward a side where the fuel injector is provided, from an end portion of the crown face on an opposite side from the fuel injector, and
wherein the second injection timing is set at a timing when an axial line of a lower end portion of a fuel spray injected by the fuel injector intersects with the extending direction within the combustion chamber, the extending direction extending along the inclined surface of the crown face, thereby injecting the fuel spray injected by the fuel injector in the second timing in a direction opposing a positive direction of a lower section of the tumble flow which flows obliquely upward toward the fuel injector along the inclined surface of the crown face.

2. The fuel control system of claim 1 , wherein the second injection timing is designed to be between 50° and 90° before a top dead center of the compression stroke.

3. The fuel control system of claim 1 , wherein the processor causes the fuel injector to inject 10% to 20% of a total fuel injection amount in one operation cycle of the cylinder at the second injection timing.

4. The fuel control system of claim 1 , wherein
an ignition plug of the engine is provided in a center portion of the ceiling of the combustion chamber, and
wherein the second injection timing is designed to be a timing at which an injection direction of the fuel by the fuel injector opposes the extending direction of the inclined surface of the crown face.

5. The fuel control system of claim 4 , wherein the injection direction of the fuel by the fuel injector is parallel to the extending direction of the inclined surface of the crown face.

6. The fuel control system of claim 1 , wherein the processor causes the fuel injector to inject the fuel at the second injection timing when an operating state of the engine in a warmed-up state is within an operating range of the engine where an engine load is relatively high and an engine speed is relatively low, and the processor does not cause the fuel injector to inject the fuel at the second injection timing when the operating state of the engine in the warmed-up state is outside the operating range where the engine load is relatively high and the engine speed is relatively low or when the engine is in a cold state.

7. A fuel control system of an engine, the fuel control system controlling, by using a tumble flow, a behavior of fuel directly injected into a combustion chamber formed inside a cylinder of the engine, the fuel control system comprising:
a fuel injector for directly injecting the fuel into the combustion chamber;
an ignition plug provided in a center portion of a ceiling of the combustion chamber;
a piston having a crown face formed with an inclined surface extending along an extending direction pointing obliquely upward from an end portion of the crown face on an opposite side from the fuel injector and extending toward a side where the fuel injector is provided;
a cavity formed at a center of the crown face of the piston;
an intake port of the engine configured to generate the tumble flow within the combustion chamber; and
a processor configured to cause the fuel injector to inject the fuel at a first injection timing and then inject a smaller amount of fuel than an amount injected at the first injection timing, in a direction opposing a positive direction of the tumble flow, at a second injection timing, the first injection timing designed to be in an intake stroke of the cylinder, the second injection timing designed to be in a latter half of a compression stroke of the cylinder,
wherein a length of the inclined surface of the crown face from the end portion of the crown face to the center of the crown face is longer than a diameter of the cavity.

8. A fuel control system of an engine, the fuel control system controlling, by using a tumble flow, a behavior of fuel directly injected into a combustion chamber formed inside a cylinder of the engine, the fuel control system comprising:
a fuel injector for directly injecting the fuel into the combustion chamber;
an intake port of the engine configured to generate the tumble flow within the combustion chamber; and
a processor configured to cause the fuel injector to inject the fuel at a first injection timing and then inject a smaller amount of fuel than an amount injected at the first injection timing, in a direction opposing a positive direction of the tumble flow, at a second injection timing, the first injection timing designed to be in an intake stroke of the cylinder, the second injection timing designed to be in a latter half of a compression stroke of the cylinder,
wherein the second injection timing is set at a timing when the tumble flow mixes the injected fuel to form rich mixture gas near a tip of an ignition plug.

9. The fuel control system of claim 1 , wherein the second injection timing is set at a timing when the tumble flow mixes the injected fuel to form rich mixture gas near a tip of an ignition plug.

10. The fuel control system of claim 1 , wherein when the processor is configured to detect an operating range of the engine where an engine load is above a predetermined load threshold and an engine speed is below a predetermined speed threshold, the processor sets the first injection timing to be around 270° before a top dead center of the compression stroke, sets the second injection timing to be between 50° and 90° before the top dead center of the compression stroke, and further injects the fuel at a third injection timing at around 180° before the top dead center of the compression stroke.

11. The fuel control system of claim 10 , wherein a fuel injection amount injected at the first injection timing is configured to be greater than a fuel injection amount injected at the third injection timing, and
wherein the fuel injection amount injected at the third injection timing is configured to be greater than a fuel injection amount injected at the second injection timing.

Assignees

• Mazda Motor

Inventors

• Sasaki Junsou
• Yamaguchi Naohiro
• Oda Yusuke
• Wada Yoshitaka
• Honda Yuya

Classifications

• F02B23/104 Primary

  the injector being placed on a side position of the cylinder · CPC title

• F02B2023/107

  Reverse tumble flow, e.g. having substantially vertical intake ports · CPC title

• F02D41/402

  Multiple injections · CPC title

• F02B2275/14

  Direct injection into combustion chamber · CPC title

• F02F3/24 Primary

  having means for guiding gases in cylinders, e.g. for guiding scavenging charge in two-stroke engines · CPC title