초록 ▼

NOx and soot emissions from internal combustion engines, and in particular compression ignition (diesel) engines, are reduced by varying fuel injection timing, fuel injection pressure, and injected fuel volume between low and greater engine loads. At low loads, fuel is injected during one or more lo

NOx and soot emissions from internal combustion engines, and in particular compression ignition (diesel) engines, are reduced by varying fuel injection timing, fuel injection pressure, and injected fuel volume between low and greater engine loads. At low loads, fuel is injected during one or more low-pressure injections occurring at low injection pressures between the start of the intake stroke and approximately 40 degrees before top dead center during the compression stroke. At higher loads, similar injections are used early in each combustion cycle, in addition to later injections which preferably occur between about 90 degrees before top dead center during the compression stroke, and about 90 degrees after top dead center during the expansion stroke (and which most preferably begin at or closely adjacent the end of the compression stroke). These later injections have higher injection pressure, and also lower injected fuel volume, than the earlier injections.

대표청구항 ▼

What is claimed is: 1. An injection method for an internal combustion engine wherein an injector injects fuel into a combustion chamber during an engine cycle having intake, compression, expansion, and exhaust strokes, the method including the following steps: a. over a low range of engine loads, i

What is claimed is: 1. An injection method for an internal combustion engine wherein an injector injects fuel into a combustion chamber during an engine cycle having intake, compression, expansion, and exhaust strokes, the method including the following steps: a. over a low range of engine loads, injecting fuel during a low load injection occurring at a low injection pressure prior to the end of the compression stroke; b. over a range of greater engine loads, injecting fuel: (1) during one or more starting greater load injections occurring between the start of the intake stroke and the end of the compression stroke; and (2) during one or more ending greater load injections occurring prior to the end of the expansion stroke, the ending greater load injections each having: (a) higher injection pressure than the injection pressure of any of the starting greater load injections, and (b) lower injected fuel volume than the total injected fuel volume of all starting greater load injections. 2. The injection method of claim 1 wherein any starting greater load injection after the first starting greater load injection has greater injection pressure than the first starting greater load injection. 3. The injection method of claim 1 wherein the ending greater load injections collectively have lower injected fuel volume than the total injected fuel volume of all starting greater load injections. 4. The injection method of claim 1 wherein each starting greater load injection begins prior to the middle of the compression stroke. 5. The injection method of claim 4 wherein the ending greater load injections each begin prior to the middle of the expansion stroke. 6. The injection method of claim 1 wherein the ending greater load injections each begin after the middle of the compression stroke. 7. The injection method of claim 6 wherein the ending greater load injections each begin after the end of the compression stroke. 8. The injection method of claim 6 wherein each starting greater load injection begins during the intake stroke or thereafter. 9. The injection method of claim 1 wherein: a. the first starting greater load injection occurs between: (1) top dead center during the intake stroke, and (2) 40 degrees before top dead center during the compression stroke; b. all ending greater load injections occur between: (1) 90 degrees before top dead center during the compression stroke, and (2) 90 degrees after top dead center during the expansion stroke. 10. The injection method of claim 9 wherein the low load injection occurs between: a. top dead center during the intake stroke, and b. 40 degrees before top dead center during the compression stroke. 11. The injection method of claim 10 further comprising the step of injecting fuel over a high range of engine loads during one or more high load injections occurring between: a. 90 degrees before top dead center during the compression stroke, and b. 90 degrees after top dead center during the expansion stroke, and wherein all high load injections each have higher injection pressure than any of the starting greater load injections. 12. The injection method of claim 1 wherein: a. the ending greater load injections: (1) occur between the middle of the compression stroke and the middle of the expansion stroke, and (2) include one or more peak ending greater load injections; b. the ending greater load injections apart from the peak ending greater load injection decrease in injection pressure as these injections are spaced in time from the peak ending greater load injection. 13. The injection method of claim 12 wherein all of the ending greater load injections apart from the peak ending greater load injection have decreasing injected fuel volume with increasing time spacing from the peak ending greater load injection. 14. The injection method of claim 12 wherein the ending greater load injections occur at or closely adjacent the end of the compression stroke. 15. The injection method of claim 1 wherein a. each starting greater load injection occurs at a low injection pressure of less than approximately 50 MPa; and b. each ending greater load injection occurs at a high injection pressure of greater than approximately 50 MPa. 16. The injection method of claim 15 wherein the low load injection occurs at a low injection pressure of less than approximately 50 MPa. 17. The injection method of claim 1 further comprising the step of injecting fuel over a high range of engine loads during two or more high load injections occurring: a. at high injection pressures, and b. after the middle of the compression stroke. 18. The injection method of claim 1: a. further comprising the step of injecting fuel during a regeneration injection occurring at a low injection pressure after the middle of the expansion stroke, b. wherein regeneration injections occur during non-adjacent spaced engine cycles. 19. The injection method of claim 1 further comprising the step of injecting fuel during one or more regeneration injections occurring: a. after the middle of the expansion stroke, b. prior to the end of the exhaust stroke, and c. during non-adjacent spaced engine cycles. 20. The injection method of claim 1 wherein: a. the combustion chamber includes one or more injector nozzles therein through which the starting greater load injections and the ending greater load injections are made; and b. each injector nozzle making one or more of the starting greater load injections also makes the ending greater load injections. 21. The injection method of claim 1 wherein the internal combustion engine is a diesel engine. 22. The injection method of claim 17 wherein the internal combustion engine is a diesel engine. 23. An injection method for an internal combustion engine wherein an injector injects fuel into a combustion chamber during an engine cycle having intake, compression, expansion, and exhaust strokes, the method including the steps of injecting fuel during multiple injections occurring between the start of the intake stroke and the middle of the expansion stroke, wherein: a. any two or more injections starting between the start of the intake stroke and the end of the compression stroke provide each injection after the first injection with greater injection pressure than the prior injection; b. any injections starting between the end of the compression stroke and the middle of the expansion stroke: (1) each have an injection pressure which is greater than that of any injections starting prior to the end of the compression stroke, and (2) collectively have an injected fuel volume which is less than the total injected fuel volume of injections starting prior to the end of the compression stroke. 24. The injection method of claim 23: a. wherein the injections starting between the end of the compression stroke and the middle of the expansion stroke include one or more peak injections, and b. apart from the peak injections, the injections starting between the end of the compression stroke and the middle of the expansion stroke decrease in injection pressure and injected fuel volume as these injections are spaced in time from the peak high load injection. 25. The injection method of claim 24 wherein the peak injections occur at or immediately adjacent the end of the compression stroke. 26. The injection method of claim 23: a. wherein the steps of claim 23 are performed over a range of greater engine loads; b. further comprising the steps of performing, over a range of engine loads lower than the intermediate engine loads, the steps of injecting fuel at a low injection pressure during one or more low load injections occurring between the start of the intake stroke and the end of the compression stroke, wherein each such low load injection after the first such low load injection occurs with greater injection pressure than the prior low load injection. 27. An injection method for an internal combustion engine wherein an injector injects fuel into a combustion chamber during an engine cycle having intake, compression, expansion, and exhaust strokes, the method including the following steps: a. over a low range of engine loads, injecting fuel during one or more low load injections wherein: (1) the first low load injection occurs after the start of the intake stroke, (2) the final low load injection occurs at or prior to 40 degrees before top dead center during the compression stroke, and (3) each low load injection after the first low load injection has higher injection pressure than the prior low load injection; b. over a range of greater engine loads, injecting fuel during: (1) one or more starting greater load injections wherein: (a) the first starting greater load injection occurs after the start of the intake stroke; (b) the final starting greater load injection occurs at or prior to 40 degrees before top dead center during the compression stroke; and (c) each starting greater load injection after the first starting greater load injection has higher injection pressure than the prior starting greater load injection; (2) one or more ending greater load injections wherein: (a) the first ending greater load injection occurs at or after 90 degrees before top dead center during the compression stroke, and (b) the final ending greater load injection occurs at or prior to 180 degrees after top dead center during the expansion stroke; (c) each ending greater load injection has higher injection pressure than any of the starting greater load injections; (d) each ending greater load injection has lower injected fuel volume than the total injected fuel volume of all starting greater load injections; and (e) the total injected fuel volume of all ending greater load injections is less than the total injected fuel volume of all starting greater load injections. 28. The injection method of claim 27 wherein the internal combustion engine is a diesel engine.