Method and apparatus for pre-pilot fuel injection in diesel internal combustion engines

• US 6,378,487 B1
• Filed: 09/01/2000
• Issued: 04/30/2002
• Est. Priority Date: 09/01/2000
• Status: Expired due to Term

• Current Assignee: Invensense Incorporated (TDK Corporation)
• Original Assignee: International Truck and Engine Corporation
• Inventors: Zukouski, Russell P., Gui, Xinqun
• Primary Examiner(s): Yuen, Henry C.
• Assistant Examiner(s): Vo, Hieu T.
• Application Number:
  US09/653,469
• Time in Patent Office: 606 Days
• Field of Search: 123/299, 123/300, 123/305, 123/295, 123/435, 123/436, 123/478, 123/480
• US Class Current: 123/299
• CPC Class Codes: F02B 3/06 with compression ignition compression ignition engines using air or gas for blowing fuel into compressed air in cylinder F02B13/02
• CPC Class Codes: F02B 3/10 with intermittent fuel introduction
• CPC Class Codes: F02D 41/402 Multiple injections
• CPC Class Codes: F02D 41/403 with pilot injections
• CPC Class Codes: Y02T 10/40 Engine management systems

Abstract

A method and apparatus for injecting fuel into a diesel engine combustion chamber is provided wherein a pre-pilot injection is injected sufficiently prior to critical mass conditions being achievable to permit vaporization and formation of a substantially homogenous mixture before a critical mass exists. Preferably, a pilot injection is injected after the pre-pilot injection but at or before a point wherein a critical mass based on the pre-pilot quantity. This will result in a reduced heat release rate will result in a slower, smoother and more controlled build up of pressure in a combustion chamber and thereby advantageously reduce combustion noise.

Claims

1. In an internal combustion engine having a fuel injection cycle during a single engine cycle that includes pilot and main fuel injections, a method for reducing a heat release rate in a combustion chamber, the method comprising the steps of:

sensing at least one engine operating parameter;

executing a pre-pilot injection algorithm;

injecting a pre-pilot fuel quantity into at least one combustion chamber at a first crank angle from top dead center and providing vaporization and homogenous mixing of the pre-pilot fuel quantity prior to said pilot injection under cylinder conditions preventing an explosive combustion of the pre-pilot fuel quantity.

2. The method of claim 1, wherein the first crank angle is further based upon the desired pre-pilot fuel quantity and the injection rail pressure.

3. In an internal combustion engine having an injection cycle that includes both pilot and main fuel injections, a method for reducing a pressure increase rate in a combustion chamber, the method comprising the steps of:

sensing at least one engine operating parameter;

executing a pre-pilot injection algorithm; and

injecting a pre-pilot fuel quantity into at least one combustion chamber at a first crank angle before top dead center, resulting in vaporization, substantial homogenous mixing before a critical mass is achieved and controlled burning of the pre-pilot fuel quantity as a corresponding piston travels from a compression stroke to a power stroke.

4. The method of claim 3, wherein the engine operating parameter comprises one or more of the following:

crank angle, engine speed, an engine load, engine oil temperature, and injector rail pressure.

5. The method of claim 3, wherein the said crank angle is initiated within a pre-pilot injection window wherein an earliest point in said window provides cylinder conditions wherein injected fuel is vaporized.

6. In an internal combustion engine having a fuel injection cycle that includes both pilot and main fuel injections, a method injecting fuel into a combustion chamber of the engine, the method comprising the steps of:

sensing at least one pre-pilot engine operating parameter in an engine control module;

executing a pre-pilot injection algorithm;

receiving a control signal at an injector driver, from the engine control module, in accordance with the executed pre-pilot injection algorithm;

selectively operating at least one fuel injector to deliver a pre-pilot fuel injection into a corresponding combustion chamber during a compression stroke of said engine at a first crank angle before top dead center prior to said pilot injection, said injection being made under combustion chamber conditions wherein the injection of said pre-pilot fuel would not result in a critical mass capable of explosive combustion; and

mixing the pre-pilot fuel and the air in the combustion chamber to form a substantially homogenous air fuel mixture in the combustion chamber prior to critical mass conditions existing in said combustion chamber.

7. The method of claim 6 wherein said pilot injection is injected at or before the existence of said critical mass conditions based on said pre-pilot fuel, said pilot injection quantity being sufficient to delay the achievement of said critical mass conditions.

8. The method of claim 6, wherein the pre-pilot engine operating parameter comprises at least one of crank angle, engine speed, engine load, engine oil temperature, and injector rail pressure.

9. The method of claim 8, wherein the pre-pilot injection window comprises a range between 40°

and 90°

before top dead center.

10. The method of claim 6, wherein the pre-pilot injection is initiated within a pre-pilot injection window wherein an earliest point in said window provides cylinder conditions wherein injected fuel is vaporized and a latest point in said window provides sufficient time for the injected fuel attain substantial homogenous mixing before said critical mass conditions occur.

11. In an internal combustion engine having a fuel injection cycle that includes pilot and main fuel injections, a method for reducing a heat release rate in a combustion chamber comprising the steps of:

sensing at least one pre-pilot engine operating parameter in an engine control module;

executing a pre-pilot injection algorithm;

receiving a control signal at an injector driver, from the engine control module, in accordance with the executed pre-pilot injection algorithm; and

selectively operating at least one fuel injector to deliver a pre-pilot fuel injection into a corresponding combustion chamber at a crank angle before top dead center prior to said pilot injection, said injection being made under combustion chamber conditions wherein the injection of said pre-pilot fuel would not result in a critical mass capable of explosive combustion; and

mixing the pre-pilot fuel and the air in the combustion chamber to form a substantially homogenous air fuel mixture in the combustion chamber prior to critical mass conditions existing in said combustion chamber thereby providing a controlled heat release rate.

12. The method of claim 11 wherein said pilot injection is injected at or before the existence of said critical mass conditions based on said pre-pilot fuel, said pilot injection quantity being sufficient to delay the achievement of said critical mass conditions.

13. The method of claim 11, wherein the pre-pilot engine operating parameters comprise at least one of the following:

crank shaft angle, engine speed, engine load, engine oil temperature, and injector rail pressure.

14. The method of claim 11, wherein the first distance is initiated within a pre-pilot injection window wherein an earliest point in said window provides cylinder conditions wherein injected fuel is vaporized and a latest point in said window provides sufficient time to attain substantial homogenous mixing before said critical mass conditions occur.

15. The method of claim 14, wherein the pre-pilot injection window comprises a range between 40°

and 90°

before top dead center.

16. In an internal combustion engine having a fuel injection cycle that includes a pilot injection and a main injection for injecting fuel into a combustion chamber of an engine cylinder, a method for determining a pre-pilot fuel quantity and timing for a pre-pilot injection prior to the pilot injection, the method comprising the steps of:

sensing at least one engine operating parameter;

calculating a torque requirement from the sensed operating parameter;

calculating a total volume of fuel required to meet the torque requirement;

determining a pre-pilot fuel quantity, based upon the operating parameter, through a first look up table;

determining a pre-pilot injection timing point through a second look up table, said pre-pilot injection occurring under combustion chamber conditions wherein the injection of said pre-pilot fuel would not result in a critical mass capable of explosive combustion;

determining an injection open pulse width through the second look up table; and

determining an injection close pulse width through the second look up table;

whereby the pre-pilot injection in combination with a pilot and a main injection, results in a controlled cylinder pressure rise as a corresponding piston travels from the compression stroke to a power stroke.

17. The method of claim 16, wherein the engine operating parameter comprises one or more of the following:

crank angle, engine speed, engine load, engine oil temperature, and injector rail pressure.

18. The method of claim 17, wherein the injection timing point is based upon a desired pre-pilot fuel quantity and injection rail pressure.

19. The method of claim 18, wherein the injection timing point is within a pre-pilot injection window providing conditions in the combustion chamber for forming a homogenous air fuel mixture prior to attaining critical mass conditions conducive to explosive combustion of said pre-pilot fuel.

20. The method of claim 19, wherein the pre-pilot injection window comprises a range between 40°

and 90°

before the top dead center.

21. In an internal combustion engine having a fuel injection cycle that includes a pilot injection and a main injection, a method for injecting fuel into a combustion chamber of the engine, the method comprising the steps of:

sensing at least one engine operating parameter;

executing a pre-pilot injection algorithm;

selectively operating at least one fuel injector to deliver a pre-pilot fuel quantity into a corresponding combustion chamber at a first crank angle before top dead center prior to said combustion chamber having pressure and temperature conditions which would provide explosive combustion upon injection of the pre-pilot fuel quantity mass;

selectively operating at least one fuel injector to deliver a pilot fuel quantity into a corresponding combustion chamber at or before a second crank angle before top dead center subsequent to the pre-pilot injection, said second crank angle being predetermined to correspond to the existence of a critical mass based on said pre-pilot fuel quantity; and

selectively operating at least one fuel injector to deliver a main fuel quantity into a corresponding combustion chamber subsequent to the pilot injection.

22. The method of claim 21 wherein said pilot injection is injected at or before the existence of said pressure and temperature conditions, said pilot injection quantity being sufficient to delay the achievement of said conditions.

23. The method of claim 22 wherein said delay in said the controlled increase in pressure in the chamber pressure correlates to a reduced heat release rate due to the pre-pilot injection.

24. The method of claim 21 wherein the engine operating parameter is sensed by an electronic control module and comprises at least one of the following:

crank angle, engine speed, engine load, engine oil temperature, and injector rail pressure.

25. The method of claim 24, wherein the first crank angle is determined based upon the desired pre-pilot fuel quantity and the injection rail pressure.

26. The method of claim 22, wherein the first crank angle is within a predetermined pre-pilot injection window wherein an earliest point in said window provides cylinder conditions wherein injected fuel is vaporized and a latest point in said window provides sufficient time for the injected fuel to form a substantially homogenous mixture before said pilot injection occurs.

27. The method of claim 26, wherein the pre-pilot injection window comprises a range between 90°

and 40°

before top dead center.

28. The method of claim 27, wherein the crank angle is located within a pre-pilot injection window wherein an earliest point in said window provides cylinder conditions wherein injected fuel is vaporized and a latest point in said window provides sufficient time for the injected fuel to be vaporized and homogenously mixed before ignition of said fuel.