METHOD AND DEVICE FOR CONTROLLING DIESEL ENGINE WITH FORCED INDUCTION SYSTEM

• US 20120042849A1
• Filed: 08/10/2011
• Published: 02/23/2012
• Est. Priority Date: 08/20/2010
• Status: Active Grant

• Current Assignee: Mazda Motor Corporation
• Original Assignee: Mazda Motor Corporation
• Inventors: Shimo, Daisuke, Sangkyu, Kim, Nishimoto, Kyotaro, Kakuda, Yoshie
• Granted Patent: US 8,667,952 B2
• Time in Patent Office: Days
• US Class Current: 123/294
• CPC Class Codes: F02B 37/004 with exhaust drives arranged in series
• CPC Class Codes: F02B 37/013 with exhaust-driven pumps arranged in series
• CPC Class Codes: F02B 37/18 by bypassing exhaust from the inlet to the outlet of turbine or to the atmosphere
• CPC Class Codes: F02D 35/02 on interior conditions
• 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 41/403 with pilot injections
• CPC Class Codes: F02M 26/05 High pressure loops, i.e. wherein recirculated exhaust gas is taken out from the exhaust system upstream of the turbine and reintroduced into the intake system downstream of the compressor
• CPC Class Codes: F02M 26/25 with coolers having bypasses
• CPC Class Codes: Y02T 10/12 Improving ICE efficiencies
• CPC Class Codes: Y02T 10/40 Engine management systems

Abstract

This disclosure provides a control device for a diesel engine. When the engine is within a particular operating range with a low engine speed and a partial engine load and in a low temperature state where a cylinder temperature at a compression stroke end is lower than a predetermined temperature, a forced induction system sets a forcibly inducting level higher than a predetermined level that is higher than that in a high temperature state where the cylinder temperature is above the predetermined temperature. At least within the particular operating range, an injection control module performs a main injection where a fuel injection starts at or before a top dead center of the compression stroke to cause main combustion mainly including diffusion combustion and performs a pre-stage injection where the fuel injection is performed at least once prior to the main injection to cause pre-stage combustion before the main combustion starts.

Claims

1. A control device for a diesel engine, comprising:

an engine body having a geometric compression ratio of 15;

1 or lower and for compressing fuel supplied to a cylinder to cause a self-ignition;

a forced induction system for forcibly inducting intake air into the cylinder;

a fuel injection valve arranged so as to be oriented toward the cylinder and for directly injecting the fuel into the cylinder; and

an injection control module for controlling a mode of injecting the fuel into the cylinder through the fuel injection valve;

wherein, when the engine body is within a particular operating range where an engine speed is low and an engine load is partial and in a low temperature state in which a cylinder temperature at an end of a compression stroke is lower than a predetermined temperature, a forcibly inducting level by the forced induction system is set higher than a predetermined level that is higher than that in a high temperature state in which the cylinder temperature is above the predetermined temperature; and

wherein, at least within the particular operating range, the injection control module performs a main injection where a fuel injection starts at or before a top dead center of the compression stroke to cause main combustion mainly including diffusion combustion and performs a pre-stage injection where the fuel injection is performed at least once prior to the main injection to cause pre-stage combustion before the main combustion starts.

2. The control device of claim 1, wherein the forced induction system is a two-stage turbocharger including a first turbocharger having a turbine with a relatively small volume and a second turbocharger having a turbine with a relatively large volume that are arranged in an exhaust passage of the engine body, and, when the engine body is at least within the particular operating range and in the low temperature state, the predetermined or higher forcibly inducting level is secured by operating the first turbocharger.

3. The control device of claim 1, wherein the forced induction system is a variable geometry turbocharger in which movable vanes are provided to a turbine arranged in an exhaust passage of the engine body, and, when the engine body is at least within the particular operating range and in the low temperature state, the predetermined or higher forcibly inducting level is secured by choking an opening of the vanes to operate the turbocharger.

4. The control device of claim 1, further comprising a bypass passage for bypassing the forced induction system and an adjusting valve for adjusting a flow rate in the bypass passage;

wherein, when the engine body is at least within the particular operating range and in the low temperature state, the predetermined or higher forcibly inducting level is secured by reducing the flow rate in the bypass passage.

5. The control device of claim 4, wherein the forced induction system is a variable geometry turbocharger in which movable vanes are provided to a turbine arranged in an exhaust passage of the engine body;

wherein the bypass passage bypasses the turbine; and

wherein, when the engine body is at least within the particular operating range and in the low temperature state, the predetermined or higher forcibly inducting level is secured by reducing the flow rate in the bypass passage and choking an opening of the vanes to operate the forced induction system.

6. The control device of claim 4, wherein the forced induction system is a two-stage turbocharger including a first turbocharger having a turbine with a relatively small volume and a second turbocharger having a turbine with a relatively large volume that are arranged in an exhaust passage of the engine body;

wherein the bypass passage bypasses the turbine of the first turbocharger; and

wherein, when the engine body is at least within the particular operating range and in the low temperature state, the predetermined or higher forcibly inducting level is secured by reducing the flow rate in the bypass passage.

7. The control device of claim 1, wherein, when the engine body is at least within the particular operating range, the injection control module performs a plurality of injections as the pre-stage injection at timings in which the fuel injected by each of the injections reaches within a cavity formed in a top surface of a piston fitted in the cylinder.

8. The control device of claim 1, wherein, on a temperature-pressure plane having cylinder internal temperature and pressure as parameters, the engine body has a two-stage characteristic including a high temperature part and a low temperature part, in which the cylinder internal temperature is relatively high when an isochrone line drawn by connecting temperature-pressure states in which an ignition delay of the fuel injected into the cylinder through the fuel injection valve is constant is within an area where the cylinder internal pressure is comparatively low and, on the other hand, the cylinder internal temperature is relatively low when the isochrone line is within an area where the cylinder internal pressure is comparatively high;

wherein the pre-stage injection increases the cylinder internal pressure and temperature associated with an occurrence of the pre-stage combustion to obtain the cylinder internal temperature-pressure state at a start of the main injection so that the ignition delay is shorter than a predetermined ignition delay, and the pre-stage combustion corresponds to crossing the isochrone line corresponding to the predetermined ignition delay on the temperature-pressure plane; and

wherein, when the engine body is within the particular operating range and in the low temperature state, a predetermined or higher forcibly inducting level is secured by the forced induction system to increase at least the cylinder internal pressure so that the cylinder internal pressure-temperature state before the pre-stage combustion is positioned to near the low temperature part of the isochrone line with the two-stage characteristic and, thereby, crosses the low temperature part of the isochrone line by utilizing the pre-stage combustion.

9. The control device of claim 1, wherein the injection control module controls injection modes of the pre-stage injection and the main injection so that a heat release rate of the pre-stage combustion reaches a peak, the heat release rate starts to decrease, and then, a heat release rate of the main combustion starts to increase.

10. The control device of claim 1, wherein the injection control module controls injection modes of the pre-stage injection and the main injection so that an ignition delay from a start of the main injection to a start of the main combustion is 0.1 to 0.3 msec by the pre-stage combustion increasing the cylinder internal temperature and pressure.

11. A method of controlling a diesel engine with a forced induction system in which a geometric compression ratio is set to 15:

1 or lower and fuel supplied to a cylinder is compressed to cause a self-ignition, comprising;

controlling, when the diesel engine is within a particular operating range where an engine speed is low and an engine load is partial and in a low temperature state in which a cylinder temperature at an end of a compression stroke is lower than a predetermined temperature, a forcibly inducting level by the forced induction system to be higher than a predetermined level that is higher than that in a high temperature state in which the cylinder temperature is above the predetermined temperature;

performing, at least within the particular operating range, a pre-stage injection where a fuel injection is performed at least once at a predetermined timing to cause pre-stage combustion before main combustion mainly including diffusion combustion starts; and

starting, after the pre-stage injection, a main injection for causing the main combustion at or before a top dead center of the compression stroke.

12. The method of claim 11, wherein the forced induction system is a two-stage turbocharger including a first turbocharger having a turbine with a relatively small volume and a second turbocharger having a turbine with a relatively large volume that are arranged in an exhaust passage of the diesel engine;

and

wherein, when the diesel engine is at least within the particular operating range and in the low temperature state, the first turbocharger is operated.

13. The method of claim 11, wherein the forced induction system is a variable geometry turbocharger in which movable vanes are provided to a turbine arranged in an exhaust passage of the diesel engine;

and

wherein, when the diesel engine is at least within the particular operating range and in the low temperature state, an opening of the vanes is choked to operate the turbocharger.

14. The method of claim 11, wherein, when the diesel engine is at least within the particular operating range and in the low temperature state, a flow rate in a bypass passage for bypassing the forced induction system is reduced.

15. The method of claim 14, wherein the forced induction system is a variable geometry turbocharger in which movable vanes are provided to a turbine arranged in an exhaust passage of the diesel engine;

and

wherein, when the diesel engine is at least within the particular operating range and in the low temperature state, the flow rate in a bypass passage for bypassing the forced induction system is reduced and an opening of the vanes is choked to operate the forced induction system.

16. The method of claim 14, wherein the forced induction system is a two-stage turbocharger including a first turbocharger having a turbine with a relatively small volume and a second turbocharger having a turbine with a relatively large volume that are arranged in an exhaust passage of the diesel engine;

and

wherein, when the diesel engine is at least within the particular operating range and in the low temperature state, the flow rate in the bypass passage for bypassing the turbine of the first turbocharger is reduced.

17. The method of claim 11, wherein, when the diesel engine is at least within the particular operating range, a plurality of injections are performed as the pre-stage injection at timings in which the fuel injected by each of the injections reaches within a cavity formed in a top surface of a piston fitted in the cylinder.

18. The method of claim 11, wherein, on a temperature-pressure plane having cylinder internal temperature and pressure as parameters, the diesel engine has a two-stage characteristic including a high temperature part and a low temperature part, in which the cylinder internal temperature is relatively high when an isochrone line drawn by connecting temperature-pressure states in which an ignition delay of the fuel injected into the cylinder is constant is within an area where the cylinder internal pressure is comparatively low and, on the other hand, the cylinder internal temperature is relatively low when the isochrone line is within an area where the cylinder internal pressure is comparatively high;

wherein when the diesel engine is within the particular operating range and in the low temperature state, a predetermined or higher forcibly inducting level is secured by the forced induction system to increase at least the cylinder internal pressure so that the cylinder internal pressure-temperature state before the pre-stage combustion moves to near the low temperature part of the isochrone line with the two-stage characteristic; and

wherein, by performing the pre-stage combustion, the cylinder internal temperature-pressure state crosses the low temperature part of the isochrone line.

19. The method of claim 11, wherein injection modes of the pre-stage injection and the main injection are determined so that a heat release rate of the pre-stage combustion reaches a peak, the heat release rate starts to decrease, and then, a heat release rate of the main combustion starts to increase.

20. The method of claim 11, wherein injection modes of the pre-stage injection and the main injection are determined so that an ignition delay from a start of the main injection to a start of the main combustion is 0.1 to 0.3 msec by the pre-stage combustion increasing the cylinder internal temperature and pressure.