JP4337920B2 - Compression ignition internal combustion engine - Google Patents

Description

  The present invention relates to a compression ignition type internal combustion engine.

In a compression ignition type internal combustion engine, the degree of dispersion of the fuel injected into the combustion chamber greatly affects the combustion. That is, the combustion temperature in order to heat value per unit volume when the fuel is dispersed is low throughout the combustion chamber is lowered, gentle combustion is performed does not occur of the NO _X and thus. Moreover, since sufficient air exists around the fuel particles, no soot is generated. Thus, a compression ignition type internal combustion engine is known in which fuel is injected during a compression stroke before 60 degrees before compression top dead center in order to disperse injected fuel throughout the combustion chamber (see Patent Document 1). .

That is, when the pressure in the combustion chamber increases, the air resistance increases, so that the injected fuel does not spread easily throughout the combustion chamber. Therefore, in this compression ignition type internal combustion engine, the pressure in the fuel chamber is low at 60 degrees before compression top dead center. The fuel is injected before.
JP-A-7-317588

By the way, when the injected fuel is dispersed throughout the combustion chamber in this way, when the fuel injection amount is small, a gentle fuel that does not generate NO _x and HC is performed. However, when the fuel injection amount increases, even if the injected fuel is dispersed throughout the combustion chamber, the fuel starts to ignite early, and once the fuel ignites early, the temperature in the combustion chamber rises, so the fuel becomes even earlier. It comes to ignite. As a result, combustion becomes increasingly intense and not only knocking occurs, but a large amount of NO _x and soot are generated.

Thus, in the above-described compression ignition type internal combustion engine, when the fuel injection amount increases, the ignition timing cannot be controlled to the ignition timing at which gentle combustion can be obtained. In this case, if the ignition timing is controlled to an ignition timing at which gentle combustion can be obtained, it is possible to obtain gentle combustion with a small amount of NO _x and soot generation.
An object of the present invention is to provide a compression ignition type internal combustion engine capable of controlling the ignition timing to an ignition timing at which gentle combustion can be obtained.

In order to achieve the above object, according to the present invention, in a compression ignition type internal combustion engine in which fuel is injected into a combustion chamber, the engine operating region is divided into a first operating region on the low load side and a second operating region on the high load side. When the engine operating state is in the first operating region, the fuel is injected at least once before the compression top dead center to combust the injected fuel, and the engine operating state is When in the second operating region, an amount of the first fuel that does not cause ignition combustion even when injected is injected in a predetermined injection timing region in the latter half of the compression stroke, and from this predetermined injection timing region The second fuel is injected at a later time, and the first fuel and the second fuel are combusted simultaneously without igniting the first fuel by itself . Injection when in the operating range Fuel quantity of the first round that does not cause combustion even of not more than 30 percent of the maximum injection quantity, the predetermined injection timing region is BTDC 20 ° from top dead center 90 ° compression.

Generation of NO _x and soot can be suppressed over the entire operation region.

  Referring to FIG. 1, 1 is an engine body, 2 is a cylinder block, 3 is a cylinder head, 4 is a piston, 5 is a combustion chamber, 6 is an electrically controlled fuel injection valve, 7 is an intake valve, 8 is an intake port, 9 Is an exhaust valve, and 10 is an exhaust port. The intake port 8 is connected to a surge tank 12 via a corresponding intake branch pipe 11, and the surge tank 12 is connected to a compressor 15 of an exhaust turbocharger 14 via an intake duct 13. On the other hand, the exhaust port 10 is connected to an exhaust turbine 18 of an exhaust turbocharger 14 via an exhaust manifold 16 and an exhaust pipe 17, and an outlet of the exhaust turbine 18 is connected to a catalytic converter 20 incorporating a three-way catalyst 19. An air-fuel ratio sensor 21 is disposed in the exhaust manifold 16.

  The exhaust manifold 16 and the surge tank 12 are connected to each other via an exhaust gas recirculation (hereinafter referred to as EGR) passage 22, and an electrically controlled EGR control valve 23 is disposed in the EGR passage 22. Each fuel injection valve 6 is connected to a fuel reservoir, so-called common rail 25, through a fuel supply pipe 24. Fuel is supplied into the common rail 25 from an electrically controlled fuel pump 26 with variable discharge amount, and the fuel supplied into the common rail 25 is supplied to the fuel injection valve 6 through each fuel supply pipe 24. A fuel pressure sensor 27 for detecting the fuel pressure in the common rail 25 is attached to the common rail 25, and a fuel pump 26 is configured so that the fuel pressure in the common rail 25 becomes the target fuel pressure based on the output signal of the fuel pressure sensor 27. The discharge amount is controlled.

  The electronic control unit 30 is composed of a digital computer, and is connected to each other by a bidirectional bus 31. A ROM (read only memory) 32, a RAM (random access memory) 33, a CPU (microprocessor) 34, an input port 35 and an output port 36. It comprises. The output signal of the air-fuel ratio sensor 21 is input to the input port 35 via the corresponding AD converter 37. The output signal of the fuel pressure sensor 27 is also input to the input port 35 via the corresponding AD converter 37. A load sensor 41 that generates an output voltage proportional to the depression amount L of the accelerator pedal 40 is connected to the accelerator pedal 40, and the output voltage of the load sensor 41 is input to the input port 35 via the corresponding AD converter 37. . Further, a crank angle sensor 42 that generates an output pulse every time the crankshaft rotates, for example, 30 ° is connected to the input port 35. On the other hand, the output port 36 is connected to the fuel injection valve 6, the EGR control valve 23, and the fuel pump 26 via a corresponding drive circuit 38.

FIG. 2 shows the output current I of the air-fuel ratio sensor 21. As shown in FIG. 2, the air-fuel ratio sensor 21 generates an output current I corresponding to the excess air ratio λ, that is, the air-fuel ratio. Therefore, the air-fuel ratio can be obtained from the output current I of the air-fuel ratio sensor 21. This output current I is converted into a voltage and input to the corresponding AD converter 37.
In the embodiment shown in FIG. 1, in order to disperse the injected fuel as uniformly as possible in the combustion chamber 5, the fuel injection valve 6 comprises a hole nozzle having a number of nozzle openings. When the injected fuel is dispersed in the combustion chamber 5 using such a fuel injection valve 6, it has been found that the injected fuel may burn depending on the injection amount and the injection timing, and the injected fuel may not burn. First, this will be described with reference to FIGS. 3A and 3B and FIGS. 4A and 4B.

  3A and 3B and FIGS. 4A and 4B, the vertical axis indicates the crank angle, and the horizontal axis indicates the engine speed N. 3A shows a case where 5% of the maximum injection amount is injected, and FIG. 3B shows a case where 10% of the maximum injection amount is injected. (A) shows a case where 20% of the maximum injection amount is injected, and FIG. 4 (B) shows a case where 30% or more of the maximum injection amount is injected.

3 (A), (B) and FIGS. 4 (A), (B), I is an injection in which normal combustion is performed if fuel injection is performed at the injection timing in this region. II shows the timing region, II shows the injection timing region where combustion does not occur if fuel injection is performed with the injection timing of this region, and III indicates NO when fuel injection is performed with the injection timing of this region _The injection timing region where _X and soot hardly occur is shown.

Whether or not the injected fuel burns depends on the density of the fuel particles and the temperature of the fuel particles. In short, when the density of the fuel particles is relatively small, combustion occurs if the temperature of the fuel particles is high, and no fuel is generated if the temperature of the fuel particles is low. On the other hand, when the density of the fuel particles increases, combustion is performed regardless of the temperature of the fuel particles.
Thus, when the density of the fuel particles becomes high, combustion is performed regardless of the temperature of the fuel particles. At this time, the combustion becomes explosive, and a large amount of NO _x is generated and soot is generated. That is, the injected fuel undergoes a chemical reaction when the temperature in the fuel chamber 5 is 700 ° K or higher. The temperature in the combustion chamber 5 is approximately 700 ° K or less before approximately 30 degrees BTDC, and therefore, when fuel injection is performed approximately 30 degrees before BTDC, the injected fuel is dispersed in the combustion chamber 5 without causing a chemical reaction. become. Next, when the piston 4 rises and the temperature in the combustion chamber 5 becomes a certain temperature or higher, the evaporated fuel around the fuel particles is combined with oxygen. More specifically, oxygen radicals attack the terminal carbon of the straight chain hydrocarbon to form an aldehyde group at the end of the straight chain hydrocarbon, and this aldehyde group then becomes a hydroxyl group.

On the other hand, if the fuel particles are collected at this time, that is, if the density of the fuel particles is high, the fuel particles receive a heat of oxidation reaction of the evaporated fuel of the surrounding fuel particles and become high temperature. As a result, hydrocarbons in the fuel particles are thermally decomposed into hydrogen molecules H ₂ and carbon C. The hydrogen molecules H ₂ generated by the thermal decomposition are explosively burned to generate a high temperature, and thus NO _x is generated. On the other hand, when carbon C is generated by pyrolysis, these carbons are combined and a part of the carbon is discharged as soot. Thus, if the density of the fuel particles is high, even if the fuel particles are dispersed in the combustion chamber 5 without causing a chemical reaction, NO _x soot is generated due to the thermal decomposition action of the hydrocarbons in the fuel particles. Will do.

On the other hand, when fuel injection is performed after approximately 30 degrees BTDC, the injected fuel immediately undergoes a chemical reaction, and the hydrocarbons in the fuel particles are thermally decomposed. As a result, NO _x and soot are generated. That is, when the density of the fuel particles is high, in other words, when the fuel injection amount is large, NO _X and soot are generated whenever the fuel is injected.
On the other hand, the situation is completely different when the density of the fuel particles is low. Therefore, combustion when the density of the fuel particles is low next, that is, when the fuel injection amount is 30% or less of the maximum injection amount and the fuel particles are dispersed, that is, FIGS. 3 (A), (B) and A case where fuel injection is performed in the injection timing region III of FIGS. 4 (A) and 4 (B) will be described.

The curve in FIG. 5 shows the change in the pressure P in the combustion chamber 5 due to only the compression action of the piston 4. As can be seen from FIG. 5, the pressure P in the combustion chamber 5 rises rapidly when it substantially exceeds BTDC 60 degrees before compression top dead center. This is independent of the opening timing of the intake valve 7, and the pressure P in the combustion chamber 5 changes as shown in FIG. 5 in any reciprocating internal combustion engine. Injection fuel in the pressure P in the combustion chamber 5 becomes the air resistance is increased higher not widely distributed, in order to widely distribute the injected fuel is the fuel injection at low pressure P in the combustion chamber 5 It is necessary to do.

  As shown in FIGS. 3 (A), 3 (B) and 4 (A), 4 (B), the injection timing region III is approximately BTDC 50 degrees before, so if fuel injection is performed in the injection timing region III, fuel particles Will be dispersed widely. Further, the fuel injection amount at this time is 30% or less of the maximum injection amount, and therefore the density of the fuel particles in the combustion chamber 5 is considerably reduced.

As described above, when the density of the fuel particles is small, the interval between the fuel particles is widened. Accordingly, when the evaporated fuel around the fuel particles is combined with oxygen, each fuel particle does not receive much heat of oxidation reaction of the evaporated fuel of the surrounding fuel particles, and thus each fuel particle is not thermally decomposed. As a result, hydrogen molecules H ₂ and carbon C are hardly generated. Next, when the compression stroke proceeds and the temperature of the fuel particles increases, the evaporated fuel of each fuel particle starts to burn almost simultaneously.

As described above, when the evaporated fuel of each fuel particle starts to burn almost simultaneously, the fuel particle does not reach a high temperature locally, and since the fuel particles are dispersed, the calorific value per unit volume is reduced. As a result, the combustion temperature is generally lower, gentle combustion is performed does not occur of the NO _X and thus. Moreover, since sufficient air exists around the fuel particles, no soot is generated.

As described above, FIGS. 3 (A), 3 (B) and 4 (A) show the cases where the fuel injection amount is 5%, 10% and 20% of the maximum injection amount, respectively. gentle combustion is obtained without occurrence of the nO _X and soot by performing fuel injection in. Further, and FIG. 4 (B) of the fuel injection does not occur of the NO _X and soot when the gentle combustion in it are but the injection timing region III shows the case of more than 30 percent of the maximum injection amount is a fuel injection amount is obtained The fuel injection amount is approximately 50% of the maximum injection amount. When the fuel injection amount exceeds approximately 50% of the maximum injection amount, NO _x and soot are generated because the density of the fuel particles is increased even if the fuel particles are dispersed.

Thus the fuel injection amount so that the gentle combustion can be obtained without occurrence of the NO _X and soot by performing fuel injection in the injection timing region III in the following cases approximately 50 percent of the maximum injection quantity.
As shown in FIGS. 3A, 3B, 4A, and 4B, the latest injection timing in the injection timing region III, that is, FIGS. 3A, 3B, and 4A. In FIG. 4, the boundary Y between the injection timing region III and the injection timing region II, and in FIG. 4B, the boundary XY between the injection timing region III and the injection timing region I is substantially the same regardless of the injection amount. That is, the boundary Y, XY is near BTDC 50 degrees when the engine speed N is 600 rpm, becomes the compression bottom dead center side as the engine speed N increases, and BTDC 90 degrees when the engine speed N is 4000 rpm. It will be about. That is, it takes time for the injected fuel to disperse. Therefore, in order to disperse the injected fuel, that is, to reduce the density of the fuel particles, the injection timing must be advanced as the engine speed N increases. . Also, the higher the engine speed N, the shorter the heating time of the fuel particles. Therefore, in order to give the fuel particles sufficient heat to ignite the fuel particles, the injection timing is increased as the engine speed N increases. I have to do it early. Therefore, as shown in FIGS. 3A and 3B and FIGS. 4A and 4B, the boundaries Y and XY become closer to the compression bottom dead center as the engine speed N increases.

Note that the boundaries Y and XY are actually not clearly shown as shown in FIGS. 3A and 3B and FIGS. 4A and 4B, and therefore the boundaries Y and XY are in the injection timing region III. Represents the approximate timing of the latest injection timing.
Next, the injection timing area II will be described. As described above, combustion is not performed when fuel of approximately 30% or less of the maximum injection amount is injected in the injection timing region II.

  That is, as described above, the temperature in the combustion chamber 5 is approximately 700 ° K. or less approximately 30 degrees before BTDC, and therefore, when fuel is injected in the injection timing region II, the injected fuel does not cause a chemical reaction. Also, in the injection timing region II, the pressure P in the combustion chamber 5 is higher than in the injection timing region III, so the degree of dispersion of fuel particles is lower than in the injection timing region III. However, since the fuel injection amount is 30% or less of the maximum injection amount, the density of the fuel particles is relatively small even if the dispersion degree of the fuel particles is somewhat reduced. As described above, when the density of the fuel particles is small, the interval between the fuel particles is widened. Therefore, as described above, each fuel particle does not receive the heat of oxidation reaction of the fuel vapor of the surrounding fuel particles so much. Does not occur. Therefore, explosive combustion does not occur.

  On the other hand, as described above, when the oxidation reaction of the fuel vapor is performed, a hydroxyl group is generated at the end of the linear hydrocarbon. Next, when the piston 4 moves up, the amount of the straight chain hydrocarbon having a hydroxyl group, that is, the flammable hydrocarbon containing oxygen increases. However, in the injection timing region II, the injection timing is later than in the injection timing region III. Therefore, the temperature of the fuel particles injected in the injection timing region II is not so high as to reach ignition. Therefore, combustion does not start even if the amount of flammable hydrocarbons containing oxygen increases.

Next, compression top dead center is reached in this state, that is, in the state where the amount of flammable hydrocarbons containing oxygen is increased without burning. If nothing is done, the fuel will not ignite and misfire will occur.
3A, 3B, and 4A, the latest injection timing in the injection timing region II, that is, the boundary X between the injection timing region II and the injection timing region I is substantially parallel to the boundary Y. Eggplant. That is, the width of the injection timing region II, in other words, the width of the boundary X and the boundary Y is almost constant regardless of the engine speed N. Further, as shown in FIGS. 3A, 3B and 4A, the widths of the boundary X and the boundary Y become narrower as the ratio of the injection amount to the maximum injection amount increases, and FIG. As shown in FIG. 4, when the injection amount becomes 30% or more of the maximum injection amount, the injection timing region II disappears.

  That is, when the injection amount is 5% of the maximum injection amount, the boundary X when the engine speed N is 600 rpm is approximately BTDC 20 degrees as shown in FIG. The width is from approximately 30 crank angles to approximately 40 crank angles, and when the injection amount is 10% of the maximum injection amount, the boundary X when the engine speed N is 600 rpm as shown in FIG. When the BTDC is 30 degrees and the width between the boundary X and the boundary Y is approximately 20 crank angles to approximately 30 crank angles, and the injection amount is 20% of the maximum injection amount, as shown in FIG. When the number N is 600 rpm, the boundary is about BTDC 40 degrees, the width of the boundary X and the boundary Y is about 10 crank angles to about 15 crank angles, and the injection amount is 30 pars of the maximum injection amount. Injection timing region II, as shown in FIG. 4 (B) when it is cement or disappears.

When the fuel injection amount increases, the density of the fuel particles increases. Therefore, when the fuel injection amount increases, if the degree of dispersion of the fuel particles is not large, combustion occurs. The degree of dispersion of the fuel particles increases as the injection timing becomes earlier, and therefore the width of the injection timing region II decreases as the injection amount increases.
Further, the injection timing region II becomes the lower load side as the engine speed N becomes higher. That is, as described above, it takes time to disperse the injected fuel, and the degree of fuel particle dispersion cannot be reduced unless the injection timing is advanced as the engine speed N increases. Therefore, the injection timing region II becomes the lower load side as the engine speed N becomes higher.

The boundary X appears relatively clearly compared to the boundaries Y and XY.
On the other hand, when fuel injection is performed in the injection timing region I, normal combustion that has been conventionally performed is performed. That is, in the injection timing region I, the pressure P (FIG. 5) in the combustion chamber 5 is high, and therefore the injected fuel is not sufficiently dispersed, and the density of the fuel particles becomes high. As a result, the fuel particles are thermally decomposed, a large amount NO _X and soot caused explosive combustion occurs.

  As described above, if the fuel injection amount is 30% or less of the maximum injection amount, combustion does not occur when fuel injection is performed in the injection timing region II. On the other hand, when the fuel injection amount is 30% or more of the maximum injection amount, the injected fuel burns in any fuel injection region, and in this case, the injection timing regions are only I and III as shown in FIG. .

When the injected fuel is dispersed in this way, when the fuel injection amount is 30% or less of the maximum injection amount, the injection timing region is the injection timing region I where explosive combustion is performed, and NO _X and soot are not generated. It is divided into an injection timing region III where combustion is performed and an injection timing region II where combustion does not occur between the injection timing regions I and III. On the other hand, when the fuel injection amount is 30% or more and approximately 50% or less of the maximum injection amount, the injection timing region is divided into an injection timing region I and an injection timing region III, and when the fuel injection amount is approximately 50% or more, all injections are performed. Conventional combustion that is conventionally performed in the time zone is performed.

  3A, 3B, and 4A are also affected by the compression ratio and the EGR rate (= EGR gas amount / (intake air amount + EGR gas amount)). That is, when the compression ratio of the engine becomes high, the pressure in the combustion chamber 5 becomes high in the injection timing region II shown in FIGS. 3A, 3B, and 4A, so that the fuel particles are difficult to disperse. In addition, the gas temperature in the combustion chamber 5 also increases. Therefore, if fuel injection is performed in the injection timing region II shown in FIGS. 3A, 3B, and 4A, the fuel particles are thermally decomposed and thus ignited. Therefore, when the compression ratio of the engine increases, the injection timing region II where combustion does not occur disappears.

  On the other hand, when the EGR rate is increased, the density of oxygen around the fuel particles decreases, and as a result, the oxidation reaction heat of the evaporated fuel of the fuel particles decreases, so even if the degree of dispersion of the fuel particles decreases somewhat, the fuel particles No longer thermally decomposes. Therefore, when the EGR rate is high, there is an injection timing region II in which combustion does not occur even if the engine compression ratio is slightly increased. A solid line E in FIG. 6 indicates an upper limit value of the engine compression ratio in which an injection timing region II where combustion does not occur as shown in FIGS. 3 (A), 3 (B) and 4 (A). As shown in FIG. 6, when the EGR rate is zero, the upper limit value E of the engine compression ratio in which there is an injection timing region II where combustion does not occur is approximately 16.0. At this time, the engine compression ratio is approximately 16.0. If it becomes larger than this, there will be no injection timing region II in which combustion does not occur.

On the other hand, the upper limit E of the engine compression ratio in the injection timing region II where no combustion occurs increases as the EGR rate increases. In order to cause compression ignition, the compression ratio of the engine needs to be approximately 12.0 or more. Therefore, the range of the engine compression ratio in which the injection timing region II in which combustion does not occur is a range indicated by hatching in FIG.
As described above, when fuel of 30% or less of the maximum injection amount is injected in the injection timing region II, a highly combustible hydrocarbon containing oxygen is generated in the combustion chamber 5 near the compression top dead center. At this time, no combustion occurs. Therefore, if fuel injection is performed again at this time, the fuel particles are dispersed in the combustion chamber 5 without burning. When the fuel particles are dispersed and the temperature rises, the fuel particles are thermally decomposed at any point. When the fuel particles are thermally decomposed, the generated hydrogen molecules H ₂ are combusted. As a result, the pressure in the entire combustion chamber 5 is increased, so that the temperature in the entire combustion chamber 5 is increased.

When the temperature inside the combustion chamber 5 rises, the flammable hydrocarbons containing oxygen dispersed throughout the combustion chamber 5 start burning at the same time, so that the fuel particles injected for the second time burn. It is done. Thus, if combustion is started in the entire combustion chamber 5 at the same time, the combustion temperature does not increase locally, and the combustion temperature in the combustion chamber 5 decreases overall, so that the generation of NO _x is suppressed. The Further, since the fuel injected for the second time is dispersed and burned, there is a sufficient amount of air around the fuel particles, and so the generation of soot is suppressed.

As described above, when the first fuel of 30% or less of the maximum injection amount is injected in the injection timing region II and then the second fuel is injected almost after the compression top dead center or the compression top dead center, NO _x and soot A gentle combustion with a small amount of generation can be obtained.
Incidentally hardly generated NO _X and soot when the fuel is injected in the injection timing region III as described above, towards the case of the fuel injection in the injection timing region III is injected in the injection timing region II, then nearly compression top Compared with the case where fuel injection is performed after dead center or compression top dead center, the amount of NO _x and soot generated is reduced. Therefore, it is preferable to inject fuel in the injection timing region III as much as possible. However, as described above, NO _x and soot hardly occur when fuel is injected in the injection timing region III when the fuel injection amount is approximately 50% or less of the maximum injection amount.

  Accordingly, in the present invention, as shown in FIG. 7, the engine operating region is divided into a first operating region F on the low load side and a second operating region G on the high load side, and the operating state of the engine is the operating region F. When the engine is operating, the fuel is injected at least once in the injection timing region III. When the engine operating state is the operating region G, the first fuel of 30% or less of the maximum injection amount is injected in the injection timing region II. After that, the second fuel is injected almost at the compression top dead center or after the compression top dead center.

  Conventionally, a compression ignition type internal combustion engine performs so-called pilot injection in which a small amount of fuel is injected prior to main injection. This pilot injection is normally performed in the injection timing region I shown in FIGS. 3A, 3B, and 4A, so that the fuel injected by the pilot ignites itself. On the other hand, in the present invention, the fuel injected in the injection timing region II does not ignite by itself. Therefore, the injection action in the injection timing region II can be clearly distinguished from the conventional pilot injection action. In FIG. 7, the vertical axis Q represents the total fuel injection amount, and the horizontal axis N represents the engine speed.

FIG. 8A shows the fuel injection I in the operation region F and the _first fuel injection I ₁ and the second fuel injection I ₂ in the operation region G at a specific engine speed N, for example, 1500 rpm. FIG. 8B shows the injection timing of the first fuel injection I ₁ in the operation region G. The horizontal axis Q in FIG. 8A represents the total fuel injection amount, and the horizontal axis N in FIG. 8B represents the engine speed.

8A and 8B, θS and θE in the operation region F indicate the injection start timing and injection completion timing of the fuel injection I, respectively, and θS1 and θE1 in the operation region G indicate the first fuel. The injection start timing and the injection completion timing of the injection I ₁ are respectively shown, and θS2 and θE2 in the operation region G indicate the injection start timing and the injection completion timing of the second fuel injection I ₂ , respectively. 8A and 8B show a case where the fuel pressure in the common rail 25 is maintained at a certain constant pressure. Therefore, in FIGS. 8A and 8B, the fuel injection amount is the injection amount. It is proportional to the period.

As shown in FIG. 8 (A), in the embodiment according to the present invention, the injection completion timing θE of the fuel injection I is substantially fixed at BTDC 70 degrees before compression top dead center. Therefore, in this embodiment, once at around BTDC 70 degrees. Fuel injection is performed. Of course, in this case, the fuel injection I can be performed twice.
On the other hand, as shown in FIG. 8B, the first fuel injection I ₁ in the operation region G is performed at a timing relatively close to the boundary X in the injection timing region II, and therefore the first fuel injection I The period of ₁ is advanced as the engine speed N increases. In the embodiment shown in FIGS. 8A and 8B, the injection amount of the _first fuel injection I ₁ is 10% of the maximum injection amount. 8A and 8B, the injection start timing θS2 of the _second fuel injection I ₂ is fixed at the compression top dead center (TDC).

In FIG. 8 (A), the total fuel injection amount Q is a function of the depression amount L of the accelerator pedal 40 and the engine speed N, and this total fuel injection amount Q is previously stored in the form of a map as shown in FIG. 9 (A). It is stored in the ROM 32. On the other hand, the injection amount Q1 of the _first fuel injection I ₁ in the operation region G is a function of the total fuel injection amount Q and the engine speed N, and this injection amount Q1 is also a map as shown in FIG. 9B. Is stored in the ROM 32 in advance. Further, the injection start timing θS1 of the _first fuel injection I ₁ is also a function of the total fuel injection amount Q and the engine speed N, and this injection start timing θS1 is also in the form of a map as shown in FIG. 9C. It is stored in the ROM 32 in advance.

FIG. 10 shows an injection control routine. Referring to FIG. 10, first, in step 50, the total fuel injection amount Q is calculated from the map shown in FIG. 9A. Next, in step 51, it is determined whether or not the engine operating state is the operating region F of FIG. Determined. When the operating state of the engine is in the operating region F, the routine proceeds to step 52 where the injection start timing θS of the fuel injection I is calculated based on the total fuel injection amount Q and the like. On the other hand, when the operating state of the engine is not in the operating region F, that is, in the operating region G of FIG. 7, the routine proceeds to step 53, where the first fuel injection I ₁ is injected from the map shown in FIG. A quantity Q1 is calculated. Next, at step 54, the injection start timing θS1 of the _first fuel injection I ₁ is calculated from the map shown in FIG. 9C. Next, at step 55, the injection completion timing θE1 of the _first fuel injection I ₁ is calculated based on the injection amount Q1, the injection start timing θS1, and the like. Next, at step 56, the injection completion timing θE2 of the _second fuel injection I ₂ is calculated based on the total fuel injection amount Q, the injection amount Q1, and the like.

Another embodiment is shown in FIGS.
Operating region F, NO _X and soot as mentioned above hardly occurs. On the other hand, although the operating range generation amount of the NO _X and soot in G is small, some of the NO _X and soot is generated. In this embodiment, in the operating region G, the excess air ratio λ is controlled to 1.0 as indicated by λ2 in FIG. 11 in order to prevent NO _X and soot, that is, HC from being released into the atmosphere. That is, the air-fuel ratio is controlled to the stoichiometric air-fuel ratio. When the air-fuel ratio is controlled to the stoichiometric air-fuel ratio NO _X and HC are satisfactorily purified in the three way catalyst 19 can be NO _X and HC and thus is prevented from being released into the atmosphere.

On the other hand, in this embodiment, the air-fuel ratio is controlled to the stoichiometric air-fuel ratio by controlling the EGR gas amount. The basic opening degree Gθ2 of the EGR control valve 23 necessary for setting the air-fuel ratio to the stoichiometric air-fuel ratio is a function of the total fuel injection amount Q and the engine speed N, and this basic opening degree Gθ2 has a map as shown in FIG. Is stored in the ROM 32 in advance.
In a normal compression ignition internal combustion engine, it is impossible to maintain the air-fuel ratio at the stoichiometric air-fuel ratio by controlling the EGR gas amount. However, in the operation region G according to the present invention, as described above, oxygen-containing hydrocarbons are generated by the _first fuel injection I ₁ in the vicinity of the compression top dead center. Therefore, even if the air-fuel ratio is maintained at the stoichiometric air-fuel ratio by controlling the EGR gas amount, the hydrocarbon itself contains oxygen, so that the fuel is ignited well when the _second fuel injection I ₂ is started. And burned.

  Further, in this embodiment, in the operating region F, as shown by λ1 in FIG. 11, the excess air ratio λ is maintained at a value larger than 1.0, and the excess air ratio λ increases the total fuel injection amount Q. As it is lowered. The target excess air ratio λ1 in the operating region F is actually a function of the fuel injection amount Q and the engine speed N, and this target excess air ratio λ1 is stored in advance in the ROM 32 in the form of a map as shown in FIG. Is remembered. Further, the basic opening degree Gθ1 of the EGR control valve 23 necessary for setting the excess air ratio λ to the target excess air ratio λ1 is a function of the fuel injection amount Q and the engine speed N, and this basic opening degree Gθ1 is also shown in FIG. It is stored in advance in the ROM 32 in the form of a map as shown in FIG.

FIG. 14 shows an injection control routine. Referring to FIG. 14, first, at step 60, the total fuel injection amount Q is calculated from the map shown in FIG. Next, at step 61, it is judged if the operating state of the engine is in the operating region F shown in FIG. When the operating state of the engine is in the operating region F, the routine proceeds to step 62.
In step 62, the injection start timing θS is calculated based on the total fuel injection amount Q and the like. Next, at step 63, the target excess air λ1 is calculated from the map shown in FIG. 13A, and then at step 64, the basic opening degree Gθ1 of the EGR control valve 23 is calculated from the map shown in FIG. Next, at step 65, it is judged if the excess air ratio λ detected by the air-fuel ratio sensor 21 is larger than the target excess air ratio λ1. When λ> λ1, the routine proceeds to step 66, where the constant value α is added to the correction value Δθ1, and then the routine proceeds to step 68. On the other hand, when λ ≦ λ1, the routine proceeds to step 67, where the constant value α is subtracted from the correction value Δθ1, and then proceeds to step 68. In step 68, the final opening Gθ of the EGR control valve 23 is calculated by adding the correction value Δθ1 to the basic opening Gθ1.

On the other hand, when it is determined in step 61 that the operating state of the engine is not in the operating region F, that is, when the operating state of the engine is in the operating region G, the routine proceeds to step 69 and the first time from the map shown in FIG. injection amount to Q ₁ fuel injection I ₁ is calculated. Next, at step 70, the injection start timing θS1 of the _first fuel injection I ₁ is calculated from the map shown in FIG. 9C. Next, at step 71, the injection completion timing θE1 of the _first fuel injection I ₁ is calculated based on the injection amount Q1, the injection start timing θS1, and the like. Next, at step 72, the injection completion timing θE2 of the _second fuel injection I ₂ is calculated based on the total fuel injection amount Q, the injection amount Q1, and the like.

  Next, at step 73, the basic opening degree Gθ2 of the EGR control valve 23 is calculated from the map shown in FIG. Next, at step 74, it is judged if the excess air ratio λ detected by the air-fuel ratio sensor 21 is larger than 1.0. When λ> 1.0, the routine proceeds to step 75, where the constant value β is added to the correction value Δθ2, and then the routine proceeds to step 77. On the other hand, when λ ≦ 1.0, the routine proceeds to step 76 where the constant value β is subtracted from the correction value Δθ2, and then the routine proceeds to step 77. In step 77, the final opening Gθ of the EGR control valve 23 is calculated by adding the correction value Δθ2 to the basic opening Gθ2.

1 is an overall view of an internal combustion engine. It is a figure which shows the output of an air fuel ratio sensor. It is a figure which shows each injection time area | region. It is a figure which shows each injection time area | region. It is a figure which shows the pressure change in a combustion chamber. It is a figure which shows the range of the compression ratio of an engine. It is a figure which shows the driving | operation area | region of an engine. It is a figure which shows injection timing. It is a figure which shows maps, such as the total fuel injection quantity Q. It is a flowchart for performing injection control. It is a figure which shows injection timing etc. It is a figure which shows the map of basic opening degree G (theta) 2 of an EGR control valve. It is a figure which shows maps, such as a target excess air ratio. It is a flowchart for performing injection control.

Explanation of symbols

5 Combustion chamber 6 Fuel injection valve 23 EGR control valve

Claims (6)

In a compression ignition internal combustion engine in which fuel is injected into a combustion chamber, the engine operating region is divided into a first operating region on the low load side and a second operating region on the high load side, and the operating state of the engine Is in the first operating region, the fuel is injected at least once before 50 degrees before compression top dead center to burn the injected fuel, and when the engine is in the second operating region, the fuel is injected. The first fuel is injected in a predetermined injection timing region in the latter half of the compression stroke, and the second fuel is injected at a time later than the predetermined injection timing region. The first fuel and the second fuel are burned simultaneously without igniting the first fuel, and the fuel is burned even when the engine is in the second operating region. The first fuel that does not produce There are more than 30 percent of the maximum injection quantity, a compression ignition internal combustion engine is a compression top dead center 20 ° above predetermined injection timing region is from the top dead center 90 ° compression. The predetermined injection timing region becomes the compression bottom dead center side as the engine speed increases, and when the engine operating state is in the second operation region, the first fuel injection timing increases as the engine speed increases. 2. The compression ignition type internal combustion engine according to claim 1, which is advanced . The compression ignition internal combustion engine according to claim 1 , wherein the second fuel injection is performed substantially after the compression top dead center or the compression top dead center when the engine operating state is in the second operation region . 2. The compression ignition type internal combustion engine according to claim 1, further comprising air-fuel ratio control means for controlling the air-fuel ratio to substantially the stoichiometric air-fuel ratio when the engine is operating in the second operating region . 5. The compression ignition internal combustion engine according to claim 4 , wherein the air-fuel ratio control means controls the air-fuel ratio to substantially the stoichiometric air-fuel ratio by controlling the amount of recirculated exhaust gas . The compression ignition internal combustion engine according to claim 4 , wherein a three-way catalyst is disposed in the engine exhaust passage .

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