Control device for spark-ignition engine

• US 20050016496A1
• Filed: 06/03/2004
• Published: 01/27/2005
• Est. Priority Date: 06/06/2003
• Status: Active Grant

• Current Assignee: Mazda Motor Corporation
• Original Assignee: Mazda Motor Corporation
• Inventors: Maeda, Hiroyuki, Matsuzaki, Satoru, Yamakawa, Masahisa, Hayashi, Takayoshi, Hitomi, Mitsuo, Sumida, Kouji
• Granted Patent: US 6,968,825 B2
• Time in Patent Office: Days
• US Class Current: 123/305
• CPC Class Codes: F01L 1/053 overhead type
• CPC Class Codes: F01L 1/143 for use with overhead camshafts
• CPC Class Codes: F01L 1/185 Overhead end-pivot rocking arms
• CPC Class Codes: F01L 13/0036 the valves being driven by two or more cams with different shape, size or timing or a single cam profiled in axial and radial direction
• CPC Class Codes: F02B 1/04 with fuel-air mixture admission into cylinder
• 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 23/104 the injector being placed on a side position of the cylinder
• CPC Class Codes: F02D 13/0207 changing valve lift or valve lift and timing
• CPC Class Codes: F02D 13/0265 Negative valve overlap for temporarily storing residual gas in the cylinder
• CPC Class Codes: F02D 13/0273 Multiple actuations of a valve within an engine cycle
• CPC Class Codes: F02D 19/0636 by estimation, i.e. without using direct measurements of a corresponding sensor
• CPC Class Codes: F02D 19/0649 Liquid fuels having different boiling temperatures, volatilities, densities, viscosities, cetane or octane numbers
• CPC Class Codes: F02D 2041/001 for engines with variable valve actuation
• CPC Class Codes: F02D 2200/0611 Fuel type, fuel composition or fuel quality
• CPC Class Codes: F02D 35/021 using an ionic current sensor
• CPC Class Codes: F02D 35/025 by determining temperatures inside the cylinder, e.g. combustion temperatures
• CPC Class Codes: F02D 35/027 using knock sensors
• CPC Class Codes: F02D 41/0025 Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
• CPC Class Codes: F02D 41/006 using internal EGR control of valve overlap for internal EGR F02D13/0261; arrangements for internal EGR F02M26/01
• CPC Class Codes: F02D 41/0065 Specific aspects of external EGR control constructional details of EGR system F02M26/00
• CPC Class Codes: F02D 41/3041 : with means for triggering compression ignition, e.g. spark plug
• CPC Class Codes: F02D 9/1095 : Rotating on a common axis, e.g. having a common shaft
• CPC Class Codes: F02F 1/4214 : specially adapted for four or more valves per cylinder
• CPC Class Codes: F02M 26/01 : Internal exhaust gas recirculation, i.e. wherein the residual exhaust gases are trapped in the cylinder or pushed back from the intake or the exhaust manifold into the combustion chamber without the use of additional passages
• CPC Class Codes: F02M 26/23 : Layout, e.g. schematics
• CPC Class Codes: F02M 26/42 : having two or more EGR passages; EGR systems specially adapted for engines having two or more cylinders
• CPC Class Codes: F02M 26/43 : in which exhaust from only one cylinder or only a group of cylinders is directed to the intake of the engine
• CPC Class Codes: F02M 26/47 : the characteristics being temperatures, pressures or flow rates
• CPC Class Codes: Y02T 10/12 : Improving ICE efficiencies
• CPC Class Codes: Y02T 10/30 : Use of alternative fuels, e.g. biofuels
• CPC Class Codes: Y02T 10/40 : Engine management systems

Abstract

A control device for a spark-ignition engine, in which a mixture in a combustion chamber is fired by compression ignition in a part-load range under warm-running conditions, includes an EGR controller incorporating a valve operation controller for controlling internal EGR of hot burned gas and a cold EGR controller for controlling external EGR of cold burned gas. The EGR controller performs EGR control operation to leave the hot EGR gas in the combustion chamber in a lower-load, lower-speed region within a compression ignition combustion range and to introduce the cold EGR gas into the combustion chamber in a higher-load, higher-speed region within the compression ignition combustion range. The control device further includes a firing assist unit for inducing the compression ignition at least when ignitability of the mixture decreases due to introduction of the cold EGR gas in the compression ignition combustion range.

Claims

1. A control device for a spark-ignition engine in which a mixture in a combustion chamber is fired by compression ignition in a part-load range under warm-running conditions, said control device comprising:

an EGR controller for regulating the temperature in the combustion chamber at a point of the compression ignition by performing an EGR control operation in such a way that hot burned gas is left in the combustion chamber in a lower-load, lower-speed region within a compression ignition combustion range, which is an operating range in which the mixture is fired by the compression ignition, whereas cold burned gas is introduced into the combustion chamber in a higher-load, higher-speed region within the compression ignition combustion range; and

a firing assist unit for inducing the compression ignition at least when ignitability of the mixture decreases as a result of introduction of the cold burned gas in the compression ignition combustion range.

2. The control device for the spark-ignition engine according to claim 1, wherein said EGR controller performs the EGR control operation in such a way that the amount of the hot burned gas left in the combustion chamber decreases as engine load increases in the compression ignition combustion range and the amount of the cold burned gas introduced into the combustion chamber increases as the engine load increases in the higher-load region within the compression ignition combustion range.

3. The control device for the spark-ignition engine according to claim 1, wherein said EGR controller includes:

a valve operation controller for regulating the amount of internal EGR gas by controlling the working of intake and exhaust valves; and

a cold EGR controller for regulating the amount of external EGR gas recirculated from an exhaust passage through an EGR passage provided with a cooling unit.

4. The control device for the spark-ignition engine according to claim 1, wherein said firing assist unit is made essentially of an ignition controller for igniting the mixture in a cylinder before a top dead center in a compression stroke.

5. A control device for a spark-ignition engine in which a mixture in a combustion chamber is fired by compression ignition in a part-load range under warm-running conditions, said control device comprising:

an octane rating identifier for determining the octane number of fuel supplied;

a firing assist unit for inducing the compression ignition by firing the mixture in the combustion chamber at a point preceding a top dead center in a compression stroke at least in part of an operating range in which the mixture is fired by the compression ignition; and

a firing assist ignition timing setter for setting an ignition point according to the octane number determined by said octane rating identifier in the operating range in which the mixture is fired by the compression ignition for inducing the compression ignition;

wherein said firing assist ignition timing setter progressively advances the ignition point as the octane number increases.

6. The control device for the spark-ignition engine according to claim 5 further comprising:

an intra-cylinder temperature limiter for decreasing the temperature in a cylinder at compression stroke in a special operation region in which the temperature in the cylinder tends to excessively increase due to compression within the operating range in which the compression ignition is performed;

wherein said firing assist unit fires the mixture for inducing the compression ignition at least in the special operation region.

7. The control device for the spark-ignition engine according to claim 5, wherein said firing assist ignition timing setter has a map defining a relationship between the engine load and appropriate ignition points for fuels having different octane numbers.

8. The control device for the spark-ignition engine according to claim 5, wherein said octane rating identifier determines the octane number of the fuel based on a detected combustion pattern.

9. The control device for the spark-ignition engine according to claim 5 further comprising as means for detecting the combustion pattern an ion current sensor for detecting an ion current occurring as a result of combustion in the combustion chamber.

10. The control device for the spark-ignition engine according to claim 5 further comprising as means for detecting the combustion pattern a pressure sensor for detecting the pressure in the combustion chamber.

11. The control device for the spark-ignition engine according to claim 5 further comprising as means for detecting the combustion pattern a knock sensor for detecting engine vibrations.

12. The control device for the spark-ignition engine according to claim 5, wherein said spark-ignition engine has a plurality of cylinders in which successive combustion cycles occur with specific phase delays;

wherein a special operation mode is selected as the mode of controlling intake and exhaust operation and conditions of combustion in the part-load range of the engine, and a pair of preceding and following cylinders of which exhaust and intake strokes overlap is connected to form a two-cylinder interconnect configuration in the special operation mode in which burned gas discharged from the preceding cylinder which is currently in the exhaust stroke is introduced into the following cylinder which is currently in the intake stroke through an intercylinder gas channel and exhaust gas discharged from the following cylinder is led to an exhaust passage, a lean mixture having an air-fuel ratio higher than the stoichiometric air-fuel ratio is combusted in the preceding cylinder, and the fuel is supplied to the burned gas having a high air-fuel ratio introduced from the preceding cylinder into the following cylinder so that a mixture thus produced in the following cylinder is combusted by the compression ignition;

wherein said firing assist unit fires the mixture in the following cylinder at said point preceding the top dead center in the compression stroke of the following cylinder at least in part of the operating range in which the mixture is fired by the compression ignition; and

wherein said firing assist ignition timing setter sets the ignition point for the following cylinder according to the octane number of the fuel in the operating range in which the mixture is fired by the said firing assist unit for inducing the compression ignition in the following cylinder.

13. The control device for the spark-ignition engine according to claim 12, wherein the spark-ignition engine is a four-cycle multicylinder engine provided with spark plugs disposed in individual cylinders and a three-way catalyst disposed in the exhaust passage, and wherein the mixture in the following cylinder is combusted at the stoichiometric air-fuel ratio at least when the engine is in the special operation mode in the part-load range, and the three-way catalyst disposed in the exhaust passage to which the exhaust gas discharged from the following cylinder is led exhibits high converting performance with respect to HC, CO and NOx at the stoichiometric air-fuel ratio.

14. A control device for a spark-ignition engine having a plurality of cylinders in which successive combustion cycles occur with specific phase delays, wherein a special operation mode is selected as the mode of controlling intake and exhaust operation and conditions of combustion in a part-load range of the engine, and

wherein a pair of preceding and following cylinders of which exhaust and intake strokes overlap is connected to form a two-cylinder interconnect configuration in the special operation mode in which burned gas discharged from the preceding cylinder which is currently in the exhaust stroke is introduced into the following cylinder which is currently in the intake stroke through an intercylinder gas channel and exhaust gas discharged from the following cylinder is led to an exhaust passage, a lean mixture having an air-fuel ratio higher than the stoichiometric air-fuel ratio is combusted in the preceding cylinder, and fuel is supplied to the burned gas having a high air-fuel ratio introduced from the preceding cylinder into the following cylinder so that a mixture thus produced is combusted in the following cylinder, said control device comprising:

a firing assist unit for accelerating compression ignition in the following cylinder;

wherein the air-fuel ratio in the preceding cylinder is set to a value equal to or larger than the stoichiometric air-fuel ratio while said firing assist unit accelerates the compression ignition in the following cylinder in a lower-load, lower-speed region within the part-load range in which combustion is made in the special operation mode.

15. The control device for the spark-ignition engine according to claim 14, wherein said firing assist unit is made essentially of a spark ignition controller which fires the mixture in the following cylinder immediately before the top dead center in the compression stroke.

16. The control device for the spark-ignition engine according to claim 14, wherein combustion in the following cylinder is made with the air-fuel ratio therein set to a value approximately equal to the stoichiometric air-fuel ratio in the special operation mode.

17. The control device for the spark-ignition engine according to claim 14 further comprising:

an octane rating identifier for determining the octane number of the fuel;

wherein the higher the octane number of the fuel determined by said octane rating identifier, the more a firing assist range in which the compression ignition in the following cylinder is induced by said firing assist unit is broaden to a higher-load, higher-speed side of the part-load range.

18. The control device for the spark-ignition engine according to claim 14, wherein stratified charge combustion is produced in the preceding cylinder in the firing assist range in which the compression ignition in the following cylinder is induced by said firing assist unit.

19. The control device for the spark-ignition engine according to claim 14, wherein the compression ignition in the following cylinder is induced by said firing assist unit while the air-fuel ratio in the preceding cylinder is made equal to twice or higher than the stoichiometric air-fuel ratio from engine idle when the engine is warm.

20. The control device for the spark-ignition engine according to claim 14 further comprising:

an anti-knock unit for suppressing knocking of the following cylinder;

wherein the compression ignition in the following cylinder is induced by said firing assist unit while said anti-knock unit suppresses knocking of the following cylinder in medium-load, medium-speed to higher-load, higher-speed regions within the part-load range of the engine.

21. The control device for the spark-ignition engine according to claim 20, wherein said anti-knock unit is made essentially of a cooling controller for cooling the burned gas introduced from the preceding cylinder into the following cylinder through the intercylinder gas channel.

22. The control device for the spark-ignition engine according to claim 20, wherein said anti-knock unit is made essentially of an effective compression ratio reducer for reducing the effective compression ratio of the following cylinder.

23. The control device for the spark-ignition engine according to claim 14, wherein the spark-ignition engine is a four-cycle multicylinder engine provided with spark plugs disposed in individual cylinders and a three-way catalyst disposed in the exhaust passage, and wherein the mixture in the following cylinder is combusted at the stoichiometric air-fuel ratio at least when the engine is in the special operation mode in the part-load range, and the three-way catalyst disposed in the exhaust passage to which the exhaust gas discharged from the following cylinder is led exhibits high converting performance with respect to HC, CO and NOx at the stoichiometric air-fuel ratio.

24. A control device for a multicylinder spark-ignition engine of which individual cylinders go through successive cycles of intake, compression, expansion and exhaust strokes with specific phase delays, wherein gas flow paths can be connected to form a two-cylinder interconnect configuration in which a pair of preceding and following cylinders of which exhaust and intake strokes overlap is connected in such a way that burned gas discharged from the preceding cylinder which is currently in the exhaust stroke is introduced directly into the following cylinder which is currently in the intake stroke through an intercylinder gas channel and exhaust gas discharged from the following cylinder is led to an exhaust passage, and said control device offers at least a special operation mode as an engine operation mode in which the gas flow paths are connected to form the two-cylinder interconnect configuration so that a lean mixture having an air-fuel ratio higher than the stoichiometric air-fuel ratio by a specific amount is combusted in the preceding cylinder while homogeneous charge combustion is produced in the following cylinder by firing a mixture produced by supplying fuel to the burned gas having a high air-fuel ratio introduced from the preceding cylinder into the following cylinder, said control device comprising:

an air-fuel ratio controller for setting the air-fuel ratio in each of the cylinders;

an ignition controller for setting an ignition point of a spark plug disposed in each of the cylinders; and

a knocking detector for detecting engine knock;

wherein the EGR ratio is increased in the following cylinder in an engine operating region on a relatively high-load side and said ignition controller enhances anti-knock performance of the engine by retarding a firing assist ignition point in a case where the mixture in the following cylinder is fired by compression ignition by performing a firing assist operation while the engine is operated in the special operation mode; and

wherein said air-fuel ratio controller decreases the air-fuel ratio in the preceding cylinder to enrich the mixture therein when said knocking detector has detected engine knock.

25. The control device for the spark-ignition engine according to claim 24, wherein said ignition controller begins to retard the firing assist ignition point if said knocking detector detects engine knock, said air-fuel ratio controller performs control operation for enriching the mixture in the preceding cylinder by decreasing the air-fuel ratio if said knocking detector still detects engine knock while the firing assist ignition point of the following cylinder is being retarded, and the air-fuel ratio in the preceding cylinder is made equal to the stoichiometric air-fuel ratio and combustion in the following cylinder is interrupted if said knocking detector still detects engine knock while the control operation for enriching the mixture in the preceding cylinder is underway.

26. The control device for the spark-ignition engine according to claim 24,

wherein the gas flow paths can be connected to form an independent cylinder configuration in which fresh air is drawn through an intake passage to intake ports of the individual cylinders and the exhaust gas discharged through exhaust ports of the individual cylinders is led to the exhaust passage,

said control device offers a normal operation mode as an additional engine operation mode in which combustion in the individual cylinders is produced with the gas flow paths connected to form the independent cylinder configuration,

said ignition controller begins to retard the firing assist ignition point if said knocking detector detects engine knock,

said air-fuel ratio controller performs control operation for enriching the mixture in the preceding cylinder by decreasing the air-fuel ratio if said knocking detector still detects engine knock while the firing assist ignition point of the following cylinder is being retarded, and

said control device switches the engine from the special operation mode to the normal operation mode if said knocking detector still detects engine knock while the control operation for enriching the mixture in the preceding cylinder is underway.

27. The control device for the spark-ignition engine according to claim 24, wherein the spark-ignition engine is a four-cycle multicylinder engine provided with spark plugs disposed in individual cylinders and a three-way catalyst disposed in the exhaust passage, and wherein the mixture in the following cylinder is combusted at the stoichiometric air-fuel ratio at least when the engine is in the special operation mode in the part-load range, and the three-way catalyst disposed in the exhaust passage to which the exhaust gas discharged from the following cylinder is led exhibits high converting performance with respect to HC, CO and NOx at the stoichiometric air-fuel ratio.

28. A control device for a multicylinder spark-ignition engine of which individual cylinders go through successive cycles of intake, compression, expansion and exhaust strokes with specific phase delays,

wherein gas flow paths can be connected to form a two-cylinder interconnect configuration in which a pair of preceding and following cylinders of which exhaust and intake strokes overlap is connected in such a way that burned gas discharged from the preceding cylinder which is currently in the exhaust stroke is introduced directly into the following cylinder which is currently in the intake stroke through an intercylinder gas channel and exhaust gas discharged from the following cylinder is led to an exhaust passage, and

said control device offers at least a special operation mode as an engine operation mode in which the gas flow paths are connected to form the two-cylinder interconnect configuration so that a lean mixture having an air-fuel ratio higher than the stoichiometric air-fuel ratio by a specific amount is combusted in the preceding cylinder while homogeneous charge combustion is produced in the following cylinder by firing a mixture produced by supplying fuel to the burned gas having a high air-fuel ratio introduced from the preceding cylinder into the following cylinder, said control device comprising:

an air-fuel ratio controller for setting the air-fuel ratio in each of the cylinders;

an ignition controller for setting an ignition point of a spark plug disposed in each of the cylinders; and

a knocking detector for detecting engine knock;

wherein the EGR ratio is increased in the following cylinder in an engine operating region on a relatively high-load side and said ignition controller retards a firing assist ignition point in a case where the mixture in the following cylinder is fired by compression ignition by performing a firing assist operation while the engine is operated in the special operation mode; and

wherein the air-fuel ratio in the preceding cylinder is made equal to the stoichiometric air-fuel ratio and combustion in the following cylinder is interrupted if said knocking detector detects engine knock at least a predetermined number of times in succession while the firing assist ignition point of the following cylinder is being retarded.

29. The control device for the spark-ignition engine according to claim 28, wherein the spark-ignition engine is a four-cycle multicylinder engine provided with spark plugs disposed in individual cylinders and a three-way catalyst disposed in the exhaust passage, and wherein the mixture in the following cylinder is combusted at the stoichiometric air-fuel ratio at least when the engine is in the special operation mode in the part-load range, and the three-way catalyst disposed in the exhaust passage to which the exhaust gas discharged from the following cylinder is led exhibits high converting performance with respect to HC, CO and NOx at the stoichiometric air-fuel ratio.

30. A control device for a multicylinder spark-ignition engine of which individual cylinders go through successive cycles of intake, compression, expansion and exhaust strokes with specific phase delays,

wherein gas flow paths can be connected to form either of a two-cylinder interconnect configuration, in which a pair of preceding and following cylinders of which exhaust and intake strokes overlap is connected in such a way that burned gas discharged from the preceding cylinder which is currently in the exhaust stroke is introduced directly into the following cylinder which is currently in the intake stroke through an intercylinder gas channel and exhaust gas discharged from the following cylinder is led to an exhaust passage, and an independent cylinder configuration, in which fresh air is drawn through an intake passage to intake ports of the individual cylinders and the exhaust gas discharged through exhaust ports of the individual cylinders is led to the exhaust passage, and

said control device offers as engine operation modes a special operation mode to be selected in a low-load, low-speed operating range in which the gas flow paths are connected to form the two-cylinder interconnect configuration so that a lean mixture having an air-fuel ratio higher than the stoichiometric air-fuel ratio by a specific amount is combusted in the preceding cylinder while homogeneous charge combustion is produced in the following cylinder by firing a mixture produced by supplying fuel to the burned gas having a high air-fuel ratio introduced from the preceding cylinder into the following cylinder, and

a normal operation mode to be selected in a high-load, high-speed operating range, in which combustion in the individual cylinders is produced with the gas flow paths connected to form the independent cylinder configuration, said control device comprising:

an air-fuel ratio controller for setting the air-fuel ratio in each of the cylinders; and

an ignition controller for setting an ignition point of a spark plug disposed in each of the cylinders;

wherein the EGR ratio is increased in the following cylinder in an engine operating region on a relatively high-load side in a case where the mixture in the following cylinder is fired by compression ignition by performing a firing assist operation while the engine is operated in the special operation mode, and

said control device performs a special control operation to make the air-fuel ratio in the preceding cylinder equal to the stoichiometric air-fuel ratio and to interrupt combustion in the following cylinder for a predetermined period of time before the engine is completely transferred to the normal operation mode when the engine has reached the operating range in which the normal operation mode should be selected at a load increasing rate higher than a predetermined rate.

31. The control device for the spark-ignition engine according to claim 30, wherein the spark-ignition engine is a four-cycle multicylinder engine provided with spark plugs disposed in individual cylinders and a three-way catalyst disposed in the exhaust passage, and wherein the mixture in the following cylinder is combusted at the stoichiometric air-fuel ratio at least when the engine is in the special operation mode in the part-load range, and the three-way catalyst disposed in the exhaust passage to which the exhaust gas discharged from the following cylinder is led exhibits high converting performance with respect to HC, CO and NOx at the stoichiometric air-fuel ratio.