Homogenous charge compression ignition engine control
IPC분류정보
국가/구분
United States(US) Patent
등록
국제특허분류(IPC7판)
F02B-003/10
F02B-003/00
출원번호
US-0257596
(2005-10-24)
등록번호
US-7334562
(2008-02-26)
발명자
/ 주소
Jacobsson,Lisa Marie
Andersson,Oivind
출원인 / 주소
Ford Global Technologies LLC
대리인 / 주소
Lippa,Allan J.
인용정보
피인용 횟수 :
2인용 특허 :
5
초록▼
A method is shown for operating an internal combustion engine having a combustion chamber with a piston, the internal combustion engine capable of injecting fuel into the combustion chamber multiple times during a cycle, the method comprising: performing a first fuel injection after approximately-25
A method is shown for operating an internal combustion engine having a combustion chamber with a piston, the internal combustion engine capable of injecting fuel into the combustion chamber multiple times during a cycle, the method comprising: performing a first fuel injection after approximately-25 crank angle degrees after top dead center and before approximately 15 crank angle degrees after top dead center; and performing a second fuel injection at least 5 degrees after the start of the first fuel injection and less than approximately 25 crank angle degrees after the start of the first fuel injection.
대표청구항▼
What is claimed is: 1. A method of operating an internal combustion engine having a combustion chamber with a piston, the internal combustion engine capable of injecting fuel into the combustion chamber multiple times during a cycle, the method comprising: performing a first fuel injection after ap
What is claimed is: 1. A method of operating an internal combustion engine having a combustion chamber with a piston, the internal combustion engine capable of injecting fuel into the combustion chamber multiple times during a cycle, the method comprising: performing a first fuel injection after approximately-25 crank angle degrees after top dead center and before approximately 15 crank angle degrees after top dead center; performing a second fuel injection at least 5 degrees after the start of the first fuel injection and less than approximately 25 crank angle degrees after the start of the first fuel injection; adjusting an amount of the second fuel injection relative to an amount of the first fuel injection as a level of noise generated by the engine varies; recirculating at least a portion of the exhaust gas produced by the engine, back into the combustion chamber via a recirculated exhaust gas cooler; and varying a level of cooling provided to the recirculated exhaust gas by the cooler responsive to the amount of the second fuel injection. 2. The method of claim 1 wherein the first fuel injection is substantially larger than the second fuel injection. 3. The method of claim 1 wherein the first fuel injection is performed after approximately-15 crank angle degrees after top dead center and before 7 crank angle degrees after top dead center and the second fuel injection is performed approximately 10 crank angle degrees after the start of the first fuel injection. 4. The method of claim 1 wherein the amount of the second fuel injection is increased when the level of noise generated by the internal combustion engine is above a prescribed noise threshold. 5. The method of claim 4 further comprising, reducing the amount of the first fuel injection by an amount substantially similar to an increase of the amount of the second fuel injection. 6. The method of claim 1 wherein a timing for performing the first fuel injection is varied as an operating condition is varied. 7. The method of claim 1 wherein a timing for performing the second fuel injection is varied as an operating condition is varied. 8. The method of claim 1 further comprising, varying a timing of the second fuel injection responsive to the amount of the first fuel injection. 9. The method of claim 1 wherein during a first operating condition the second fuel injection is performed and during a second operating condition the second fuel injection is not performed. 10. The method of claim 1 wherein the first fuel injection and the second fuel injection are combined in the combustion chamber with air to form an air and fuel mixture; where the air and fuel mixture attains a temperature where autoignition occurs and the mixture combusts after a substantial amount of mixing of the air and the fuel has occurred. 11. The method of claim 10 wherein the air and fuel mixture is substantially homogeneous prior to combustion. 12. A system, comprising: an engine having a combustion chamber; a piston disposed at least partially within the combustion chamber; a fuel injector configured to perform multiple injections of fuel during a cycle, the fuel injector configured to injected fuel directly into the combustion chamber; and a controller configured control the fuel injector to perform a first injection and a second injection, where the first injection is substantially larger than the second injection and at least the first injection 1s varied as an engine load varies and wherein the controller is configured to vary a timing of the second injection responsive to an amount of the first injection. 13. The system of claim 12 wherein the controller is further configured to vary the second injection the engine load varies. 14. The system of claim 12 wherein the controller is further configured to increase an absolute amount of fuel injected in the second injection as engine load increases. 15. The system of claim 12 wherein the controller is further configured to increase an amount of fuel injected by the second injection relative to the first injection. 16. The system of claim 12 wherein the first injection and the second injection are combined in the combustion chamber with air to form an air and fuel mixture; where the air and fuel mixture attains a temperature where autoignition occurs and the mixture combusts after a substantial amount of mixing of the air and the fuel has occurred. 17. The system of claim 12 wherein the controller is further configured to adjust at least one of a timing of the first injection, an amount of the first injection, a timing of the second injection, and an amount of the second injection based on an engine operating condition. 18. The system of claim 17 wherein the engine operating condition is at least one of an engine load, an engine rpm, a vehicle speed, an accelerator pedal position, a noise generated by the engine and an engine temperature. 19. The system of claim 18, wherein the first injection is performed before top dead center during a first engine load and the first injection is performed after top dead center during a second engine load higher than the first engine load. 20. The system of claim 12, wherein the first injection is initiated after approximately-25 crank angle degrees after top dead center and before approximately 15 crank angle degrees after top dead center; and the second injection is initiated at least 5 degrees after said initiation of the first injection and less than approximately 25 crank angle degrees after said initiation of the first injection. 21. The system of claim 12 further comprising, an exhaust recirculation system configured to recircuculate exhaust gases back into the engine, wherein the exhaust recirculation system includes a cooler configured to cool the recirculated exhaust gases, and wherein the controller is further configured to vary a level of cooling provided by the cooler responsive to an amount of the second injection. 22. A method of operating an internal combustion engine having a combustion chamber with a piston, a fuel injector, a controller for at least controlling the fuel injector, the fuel injector configured to inject fuel directly into the combustion chamber multiple times during a cycle, the method comprising: performing a first fuel injection after approximately-15 crank angle degrees after top dead center; performing a second fuel injection less than approximately 25 crank angle degrees after the first injection; adjusting a timing of at least the second fuel injection based on an amount of the first fuel injection; and adjusting a relative amount of fuel injected by the first fuel injection and the second fuel injection based on a level of noise produced by the engine. 23. The method of claim 22 wherein the first fuel injection is performed before approximately 10 crank angle degrees after top dead center and the second fuel injection is performed at least 5 crank angle degrees after the start of the first injection. 24. The method of claim 22 further comprising, recirculating exhaust gases produced by the engine into an intake passage of the engine and varying a level of cooling applied to the recirculated exhaust gases responsive to the amount of the second fuel injection.
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