초록 ▼

An arrangement and a method for controlling a combustion engine, e.g. of the type called HCCI engine. A control unit for controlling the self-ignition of the fuel mixture towards an optimum crankshaft angel (cadiopt) within a load range (Ltot). The load range (Ltot) can be divided into at least two

An arrangement and a method for controlling a combustion engine, e.g. of the type called HCCI engine. A control unit for controlling the self-ignition of the fuel mixture towards an optimum crankshaft angel (cadiopt) within a load range (Ltot). The load range (Ltot) can be divided into at least two subranges (LI, LII) and the control unit is adapted to controlling the self-ignition of the fuel mixture towards an optimum crankshaft angle (cadiopt) within a first subrange (LI) by means of a strategy (I) which entails a variable amount of hot exhaust gases being supplied to or retained in the combustion chamber, and within a second subrange (LII) by means of another strategy (II) which entails the effective compression ratio (c) in the cylinder being varied.

대표청구항 ▼

The invention claimed is: 1. An arrangement for controlling combustion in a combustion engine, the combustion engine comprising: a combustion chamber; a movable piston in the combustion chamber and movable in the chamber for compressing a fuel mixture in the combustion chamber so that self-ignition

The invention claimed is: 1. An arrangement for controlling combustion in a combustion engine, the combustion engine comprising: a combustion chamber; a movable piston in the combustion chamber and movable in the chamber for compressing a fuel mixture in the combustion chamber so that self-ignition of the fuel mixture takes place; a crankshaft driven to rotate by movements of the piston; an inlet valve to the combustion chamber and an exhaust valve from the combustion chamber; a control unit operable for controlling the self-ignition of the fuel mixture to an optimum crankshaft angle (cadiopt) of the crankshaft within a load range (Ltot) of the engine, wherein the load range (Ltot) can be divided into at least two subranges (LI, LII); the control unit being operable for controlling the self-ignition of the fuel mixture towards an optimum crankshaft angle (cadiopt) within a first subrange (LI), the control unit being operable to perform by a strategy (I) which supplies a variable amount of hot exhaust gases to or to be retained in the combustion chamber, and within a second subrange (LII), and the control unit being operable to perform by another strategy (II) which varies the effective compression ratio (c) in the cylinder. 2. An arrangement according to claim 1, wherein the control unit is operable to initiate exhaust valve closure (evc) and inlet valve opening (ivo) within the first subrange (LI) for retaining a variable amount of hot exhaust gases from a combustion process in the combustion chamber. 3. An arrangement according to claim 2, wherein the control unit is operable to initiate inlet valve closure (ivcopt) within the first subrange (LI) for causing an optimum effective compression ratio in the cylinder. 4. An arrangement according to claim 1, wherein the control unit is variable for varying the effective compression ratio in the cylinder within the second subrange (LII) by initiating inlet valve closure (ivc) at a variable crankshaft angle. 5. An arrangement according to claim 4, wherein the control unit is operable to initiate exhaust valve closure (evcopt) and inlet valve opening (ivoopt) within the second subrange (LII) at crankshaft angles at which minimum fuel consumption is obtained. 6. An arrangement according to claim 1, further comprising at least one hydraulic control system for periodically lifting the inlet valve and the exhaust valve. 7. An arrangement according to claim 1, further comprising a first sensor for detecting a parameter (p) which indicates the start of a combustion process in the combustion chamber, and a second sensor for estimating the crankshaft angle (cad) of the combustion engine, and the control unit is adapted for determining the crankshaft angle (cadi) for the start of the combustion process. 8. An arrangement according to claim 5, wherein the sensor is a pressure sensor which detects the pressure in the combustion chamber. 9. An arrangement according to claim 7, wherein the control unit is operable for comparing the actual crankshaft angle (cadi) at the self-ignition of the combustion process with stored information concerning the optimum crankshaft angle (cadiopt) for self-ignition of the combustion process and for using the stored information for controlling the self-ignition of the following subsequent combustion process. 10. An arrangement according to claim 1, further comprising an inlet line for air supply to the combustion chamber and an inlet nozzle for fuel injection into the combustion chamber. 11. A method for controlling combustion in a combustion engine wherein the combustion engine comprises a combustion chamber, a movable piston in the combustion chamber and movable in the chamber for compressing a fuel mixture in the combustion chamber so that self-ignition of the fuel mixture takes place, a crankshaft driven to rotate by movements of the piston; an inlet valve to the combustion chamber and an exhaust valve from the combustion chamber; the method comprising controlling the self-ignition of the fuel mixture towards an optimum crankshaft angle (cadiopt) within a load range (L), comprising the steps of dividing the load range (L) into at least two subranges (LI, LII) and controlling the self-ignition of the fuel mixture towards an optimum crankshaft angle (cadiopt) within a first subrange (LI) by a strategy (I) which supplies a variable amount of hot exhaust gases to or retains the hot exhaust gases in the combustion chamber, and within a second subrange (LII) by a second strategy (II) which varies the effective compression ratio (c) in the cylinder. 12. A method according to claim 11, further comprising initiating exhaust valve closure (evc) and inlet valve opening (ivo) within the first subrange (LI) such that a variable amount of hot exhaust gases from a combustion process is retained in the combustion chamber. 13. A method according to claim 12, further comprising initiating inlet valve closure (ivcopt) within the first subrange (LI) to result in an optimum effective compression ratio in the cylinder. 14. A method according to claim 12, wherein the effective compression ratio in the cylinder is varied within the second subrange (LII) by initiating inlet valve closure (ivc) at a variable crankshaft angle. 15. A method according to claim 14, further comprising intiating the exhaust valve closure (evcopt) and the inlet valve opening (ivoopt) within the second subrange (LII) at crankshaft angles which result in minimum fuel consumption. 16. A method according to claim 11, further comprising lifting the inlet valve and the exhaust valve by at least one hydraulic control system. 17. A method according to claim 11, further comprising detecting a parameter (p) which indicates the start of a combustion process in the combustion chamber, estimating the crankshaft angle (cad) of the combustion engine, and estimating the crankshaft angle (cadi) at the start of the combustion process. 18. A method for according to claim 17, further comprising detecting the pressure in the combustion chamber. 19. A method according to claim 17, further comprising comparing the actual crankshaft angle (cadi) at the self-ignition of the combustion process with stored information concerning the optimum crankshaft angle (cadiopt) for self-ignition of the combustion process, and using that information for controlling the self-ignition of the following combustion process. 20. A method according to claim 11, further comprising supplying air to the combustion chamber via an inlet line for injecting fuel into the combustion chamber via an injection nozzle.