Control apparatus for engine

• US 10,641,188 B2
• Filed: 08/24/2017
• Issued: 05/05/2020
• Est. Priority Date: 11/22/2016
• Status: Active Grant

• Current Assignee: Mazda Motor Corporation
• Original Assignee: Mazda Motor Corporation
• Inventors: Inoue, Atsushi, Sueoka, Masanari, Matsumoto, Kota, Urushihara, Tomonori
• Primary Examiner(s): Solis, Erick R
• Application Number:
  US16/086,306
• Publication Number:
  US 20190101071A1
• Time in Patent Office: 985 Days
• CPC Class Codes: F02B 1/12 with compression ignition with fuel-air charge ignited by compression ignition of an additional fuel F02B7/00
• CPC Class Codes: F02B 11/00 Engines characterised by both fuel-air mixture compression and air compression, or characterised by both positive ignition and compression ignition, e.g. in different cylinders
• CPC Class Codes: F02B 23/101 the injector being placed on or close to the cylinder centre axis, e.g. with mixture formation using spray guided concepts
• CPC Class Codes: F02D 1/02 not restricted to adjustment of injection timing, e.g. varying amount of fuel delivered
• CPC Class Codes: F02D 1/18 with non-mechanical means for transmitting control impulse; with amplification of control impulse
• CPC Class Codes: F02D 2021/083 controlling exhaust gas recirculation electronically
• CPC Class Codes: F02D 2041/0015 for engines with means for controlling swirl or tumble flow, e.g. by using swirl valves
• CPC Class Codes: F02D 21/08 the other gas being the exhaust gas of engine
• CPC Class Codes: F02D 23/00 Controlling engines characterised by their being supercharged
• CPC Class Codes: F02D 35/028 by determining the combustion timing or phasing
• CPC Class Codes: F02D 37/02 one of the functions being ignition
• CPC Class Codes: F02D 41/0007 for control of turbo-charged or super-charged engines control of the pumps per se F02B37/12
• CPC Class Codes: F02D 41/0057 Specific combustion modes combustion modes per se F02D41/3017
• CPC Class Codes: F02D 41/3041 with means for triggering compression ignition, e.g. spark plug
• CPC Class Codes: F02D 41/3047 said means being a secondary injection of fuel
• CPC Class Codes: F02D 41/402 Multiple injections
• CPC Class Codes: F02P 5/145 using electrical means
• CPC Class Codes: Y02T 10/12 Improving ICE efficiencies
• CPC Class Codes: Y02T 10/40 Engine management systems

Abstract

A control apparatus for an engine includes an engine, a state quantity setting device, an injector, a spark plug, and a controller. The controller sets a G/F in a range from 18 to 50. After the spark plug ignites air-fuel mixture, unburned air-fuel mixture is combusted by autoignition.

Claims

1. A control apparatus for an engine, the control apparatus comprising:

an engine having a combustion chamber;

a state quantity setting device mounted to the engine, including an exhaust gas recirculation (EGR) passage connected between an intake passage of the engine and an exhaust passage of the engine, and an EGR valve disposed in the EGR passage, the state quantity setting device configured to adjust introduction of fresh air and burned gas into the combustion chamber;

an injector mounted to the engine, the injector configured to inject fuel;

a spark plug disposed so as to face an inside of the combustion chamber; and

a controller connected to the state quantity setting device, the injector, and the spark plug, the controller configured to output control signals to the state quantity setting device, the injector, and the spark plug, wherein

the controller sets a G/F that represents an index associated with a weight ratio between total gas, containing burned gas, in the combustion chamber, and fuel such that the G/F is in a range from 18 to 50 by the controller outputting control signals to the EGR valve of the state quantity setting device and the injector, and

unburned air-fuel mixture is combusted by autoignition after the spark plug ignites air-fuel mixture in a highest engine load region.

3. The control apparatus for the engine of claim 1, wherein the controller sets an excess air ratio λ

of the air-fuel mixture to 1.0±

0.2 by outputting control signals to the state quantity setting device and the injector.

4. The control apparatus for the engine of claim 1, wherein a G/F of air-fuel mixture near the spark plug is less than a G/F of air-fuel mixture that is distant from the spark plug.

5. The control apparatus for the engine of claim 4, wherein the G/F of the air-fuel mixture near the spark plug is in a range from 14 to 22.

6. The control apparatus for the engine of claim 4, wherein

the injector is configured to inject fuel into the combustion chamber, and

the injector injects the fuel in an intake stroke, and almost uniformly distributes the fuel in the combustion chamber.

7. The control apparatus for the engine of claim 6, wherein the injector performs a second injection in a compression stroke.

8. The control apparatus for the engine of claim 1, wherein a geometrical compression ratio of the engine is 13 or greater.

9. The control apparatus for the engine of claim 1, wherein

a state inside the combustion chamber at timing of the ignition satisfies at least one of

a condition that a temperature is in a range from 570 K to 800 K, and

a condition that a pressure is in a range from 400 kPa to 920 kPa.

10. The control apparatus for the engine of claim 1, wherein a state inside the combustion chamber at the timing of the ignition satisfies a condition that a swirl ratio is 4 or greater.

11. The control apparatus for the engine of claim 1, wherein, when the engine operates at load lower than a predetermined first load, the controller sets a G/F in a range from 18 to 50 by outputting control signals to the state quantity setting device and the injector, and causes, by ignition being performed by the spark plug, combustion of the air-fuel mixture by flame propagation without causing combustion by autoignition.

12. The control apparatus for the engine of claim 11, wherein, when the engine operates at load lower than the first load, the controller sets a G/F such that the G/F is almost constant with respect to change of load on the engine, by the controller outputting control signals to the state quantity setting device and the injector.

13. The control apparatus for the engine of claim 11, wherein, when the engine operates at load higher than a predetermined second load that is higher than the first load, the controller sets a state inside the combustion chamber such that a G/F is in a range from 18 to 50 by the controller outputting control signals to the state quantity setting device and the injector, and causes, by ignition being performed by the spark plug, combustion of the air-fuel mixture by flame propagation without causing combustion by autoignition.

14. The control apparatus for the engine of claim 13, wherein, when the engine operates at load higher than the second load, the controller reduces a G/F according to load on the engine being increased, by outputting control signals to the state quantity setting device and the injector.

15. The control apparatus for the engine of claim 1, wherein

the state quantity setting device has a supercharging system configured to perform supercharging with gas to be introduced into the combustion chamber, and

the supercharging system does not perform supercharging when the engine operates at a predetermined third load or lower load, and performs supercharging when the engine operates at load higher than the third load, in response to a control signal from the controller.

16. The control apparatus for the engine of claim 1, wherein

the state quantity setting device has a supercharging system comprising:

a bypass passage;

an air bypass valve disposed in the bypass passage; and

a mechanical supercharger driven by the engine provided in the intake passage downstream of a throttle valve and downstream of a connecting portion of the intake passage which connects the EGR passage with the intake passage, and

the controller is configured to control the mechanical supercharger to supercharge the fresh air and the burned gas in the highest engine load region.

17. The control apparatus for the engine of claim 16, wherein

the controller is configured to decrease a temperature of the combustion chamber via scavenging by supercharging when the engine is operating in the highest engine load region, while increasing an amount of the burned gas as an engine load increases.

2. A control apparatus for an engine, the control apparatus comprising:

an engine having a combustion chamber;

a state quantity setting device mounted to the engine, including an exhaust gas recirculation (EGR) passage connected between an intake passage of the engine and an exhaust passage of the engine, and an EGR valve disposed in the EGR passage, the state quantity setting device configured to adjust introduction of fresh air and burned gas into the combustion chamber;

an injector mounted to the engine, the injector configured to inject fuel;

a spark plug disposed so as to face an inside of the combustion chamber; and

a controller connected to the state quantity setting device, the injector, and the spark plug, the controller configured to output control signals to the state quantity setting device, the injector, and the spark plug, wherein

the controller sets a G/F that represents an index associated with a weight ratio between total gas, containing burned gas, in the combustion chamber, and fuel such that the G/F is in in a range from 18 to 50, by the controller outputting control signals to the EGR valve of the state quantity setting device and the injector, and

the controller causes the spark plug to perform ignition at predetermined timing, and thus controls a flame propagation combustion time of ignited air-fuel mixture, to further control an autoignition time, of unburned air-fuel mixture, after start of flame propagation combustion in a highest engine load region.