Premixed compression ignition type internal combustion engines control method for premixed compression ignition type internal combustion engines

Abstract: A control apparatus for a premixed compression ignition type internal combustion engine, having a fuel injection valve (4) for supplying a fuel into a combustion chamber (1) of the engine, an operational condition detecting means for detecting the operational condition of the engine, and a fuel injection control means for controlling the fuel injection valve (4) on the basis of the results of the detection carried out by the operational condition detecting means, the fuel injection control means controlling the fuel injection valve so that the supplying of a fuel to the combustion chamber is finished at least before a piston (2) reaches a compression top dead center, the control apparatus including an air supply means for supplying pressurized air to the combustion chamber (1), and an air quantity control means for controlling the air supply means, the air quantity control means controlling a supply rate of the pressurized air so that the combustion of a gaseous mixture by self-ignition is carried out by a compression effect of the piston (2) of the engine when the piston (2) is in the vicinity of a compression top dead center. This control apparatus secures an output corresponding to the time of a high-loaded operation of the engine as the reduction of NOx is effected.

Description: This invention relates to a premixed compression ignition type internal combustion engine, adapted to reduce a concentration of NOx discharged from a diesel engine (compression ignition type internal combustion engine) and heighten an output level thereof and to a corresponding method of control. Fig. 6 is a time chart showing a comparison between the fuel injection time of a regular diesel engine and that of a premixed compression ignition type internal combustion engine, and Fig. 7 a graph showing a comparison between a concentration of NOx discharged from the regular diesel engine and that of the premixed compression ignition type internal combustion engine. As shown in Fig. 6(A), in the conventional diesel engine, a needle valve in a top portion of a combustion chamber is opened when a piston is in a position in the vicinity of a compression top dead center TDC, and a fuel is injected (normal injection) into the combustion chamber. In such a conventional diesel engine, NOx of a comparatively high concentration is discharged for the following reasons. The concentration of discharged NOx becomes highest under the condition that a fuel and the air react with each other neither excessively nor insufficiently, i.e., when an excess air ratio λ reaches a level in the vicinity of 1. When the fuel is injected into a combustion chamber with a piston positioned in the vicinity of a compression top dead center TDC in the conventional diesel engine, the fuel is burnt (diffusion combustion) as it is mixed with the ambient air and diffused into the interior of the combustion chamber. Accordingly, a region in which the excess air ratio λ necessarily becomes 1 exists in this case in a process in which the fuel is mixed with the air, and NOx of a concentration higher than that in this region is discharged. Moreover, when an engine output level is heightened by increasing, as shown in Fig. 7, the quantity of the fuel supplied to the combustion chamber, the concentration of discharged NOx increases in proportion to the increase in the quantity of the fuel. Therefore, at present, a premixed compression ignition type internal combustion engine capable of greatly reducing the concentration of discharged NOx as compared with such a conventional diesel engine has been studied and developed. As illustrated in Fig. 6(B), the premixed compression ignition type internal combustion engine is an engine in which a fuel is injected early (when a piston is in the vicinity of a compression bottom dead center BDC) into a combustion chamber so as to finish the supplying of the fuel into the combustion chamber at least before the piston reaches the compression top dead center TDC. The fuel injected early into the combustion chamber is mixed sufficiently with the air in the combustion chamber by the time the piston moving from the fuel injection time has arrived at the compression top dead center TDC, the fuel being thereby put in a lean mixed state (lean state). Namely, in the premixed compression ignition type internal combustion engine, the fuel and the air are mixed with each other sufficiently, and they are put in a lean mixed state before the fuel is self-ignited by a compression effect of a piston when the piston reaches a position in the vicinity of a compression top dead center TDC, this gaseous mixture in a lean mixed state being compressed by the piston, whereby the fuel is self-ignited (multi-point simultaneous compression self-ignition combustion) simultaneously in multiple points in the combustion chamber when the piston is in the vicinity of the compression top dead center TDC. There is another premixed compression ignition type internal combustion engine in which a fuel is injected into a suction pipe and turned into a gaseous mixture, which is taken into a combustion chamber in a suction stroke. In any case, in a premixed compression ignition type internal combustion engine, a fuel and the air are mixed with each other in advance so as to put them in a lean mixed state in which an excess air ratio λ is sufficiently larger than 1, and this gaseous mixture is thereafter burnt (lean combustion), so that the gaseous mixture is not burnt when the excess air ratio λ is 1. Accordingly, in a premixed compression ignition type internal combustion engine, the concentration of discharged NOx decreases greatly as shown in Fig. 7 as compared with that in the conventional diesel engine, and extra-low NOx combustion is attained. Especially, when light oil is used as a fuel in a premixed combustion ignition type internal combustion engine, a compression ratio is set lower than that in a regular diesel engine, whereby the time at which a lean gaseous mixture is self-ignited is regulated so that the self-ignition time is close to the time at which a piston reaches a compression top dead center TDC. The reason resides in that, when both the compression ratio and temperature are high, there is a fear of the occurrence of self-ignition of the lean gaseous mixture before the piston reaches a position in the vicinity of a compression top dead center TDC. However, in the premixed compression ignition type internal combustion engine of the related art, a high load operation (high output operation) cannot be carried out since a decrease in the concentration of discharged NOx is attained by lean combustion. Concretely speaking, in the case of a premixed compression ignition internal combustion engine, a ratio of the quantity of the air supplied to the interior of a combustion chamber to that of a fuel supplied thereto is satisfactory as shown in Fig. 7 in a low and intermediate load operation with respect to a purpose of reducing the concentration of discharged NOx by premixed compression ignition combustion. However, when an engine output is heightened by increasing the quantity of fuel supplied to the combustion chamber, knocking occurs in a region (high load region) of an output level not lower than a certain level P, and the operation of the engine becomes difficult. The reason resides in that the air the quantity of which corresponds to an increase of the quantity of the fuel is not obtained when the output level is not lower than the level P, whereby an excess air ratio λ comes close to 1. When knocking occurs, the concentration of discharged NOx increases up to a level not lower than a level usual in a regular diesel engine, and the vibration of the engine increases. This would cause engine trouble to occur. In the premixed compression ignition type internal combustion engine, a control operation is carried out so that a lean mixed state can be maintained even when an output (load) increases, by setting the fuel injection time to earlier time in accordance with an increase in the quantity of the fuel. In a suction stroke of the engine, the quantity of the air sucked due to a negative pressure in the combustion chamber in a suction stroke of the engine is substantially constant, so that, after all, the quantity of the air corresponding to an increase in the quantity of the fuel is not obtained in a region in which the engine output is not lower than a certain level. Consequently, the excess air ratio λ necessarily comes close to 1. Even when the quantity of a fuel is increased in a conventional diesel engine until an excess air ratio λ reaches, for example, around 1.4, the engine can be operated without causing knocking to occur. However, in a premixed compression ignition type internal combustion engine, a lean combustion operation is carried out so as to reduce the concentration of discharged NOx. Therefore, for example, in a basic test using a single-cylinder and not using an EGR (Exhaust Gas Recirculation) system, an operation limit exists at an excess air ratio λ of around 2.0-2.3. Therefore, the premixed compression ignition type internal combustion engine is inferior to a conventional diesel engine of the same displacement. In view of the above-described related techniques, the present invention aims at providing a premixed compression ignition type internal combustion engine capable of retaining a lean mixed state by securing the quantity of the air which corresponds (not causing knocking to occur) to that of the fuel supplied to the interior of the combustion chamber, even at a high load time; and expanding an output range with extra-low NOx combustion ratio maintained. Although Japanese Patent No. 2812236 discloses techniques concerning a premixed compression ignition type internal combustion engine, a supercharger like that used in the present invention is not provided. Therefore, an operational region (for example, a high load region) in which the quantity of the air is insufficient with respect to that of the fuel) exists, and, in this operational region, knocking occurs in some cases. WO 98/07973 discloses a premixed charge compression ignition engine with an optimal combustion control provided with a control system to control the combustion history, the control system providing active feedback control of the combustion event. This document discloses the features according to the first part of the independent claims. The present invention has been made in view of the above circumstances and provides a control apparatus for premixed compression ignition type internal combustion engines, and a control method for the same. The problem above can be solved by the features defined in the claims. Particularly, according to the present invention, the premixed compression ignition type internal combustion engine in the invention has a premixed compression ignition type internal combustion engine which includes a fuel injection valve provided in the engine, a detecting means for detecting the operational condition of the engine, a fuel injection control means for controlling the fuel injection valve on the basis of the results of the detection of the operational condition detecting means, the fuel injection control means controlling the fuel injection valve so as to finish the supplying of a fuel to a combustion chamber at least by the time a piston has reached a compression top dead center, an air supply means capable of supplying compressed air to the combustion chamber, and an air quantity control means for controlling the air supply means, the air quantity control means controlling the quantity of the air so that the combustion of a gaseous mixture based on the self-ignition thereof is carried out owing to a compression effect of the piston of the engine when the piston is in the vicinity of a compression top dead center. Therefore, according to this engine in the present invention, the quantity of the air can be controlled by controlling the air supply means by the air quantity control means, in such a manner that the combustion operation based on the self-ignition of the gaseous mixture is carried out when the piston of the engine is in a position in the vicinity of a compression top dead center owing to the compression effect of the piston. Accordingly, it is possible in the present invention to carry out premixed compression ignition combustion, in which the concentration of discharged NOx is low, in the whole operational region of the engine, and secure an output corresponding to a high load region of the engine as the occurrence of knocking is prevented. According to the present invention, as defined in the independent claim 1 as well as in the corresponding independent method claim 17, the premixed compression ignition type internal combustion engines has a control apparatus including an inside-cylinder average excess air ratio calculating means adapted to calculate an average excess air ratio λ of the engine on the basis of the results of detection obtained by the operational condition detecting means. The air quantity control means controls the air supply means on the basis of an average excess air ratio λ calculated by the inside-cylinder average excess air ratio calculating means. As a result, in this control apparatus according to the invention, the quantity of the air supplied to the combustion chamber can be secured satisfactorily even at the time of a high output level since the air supply means is controlled on the basis of the calculated average excess air ratio λ. According to the present invention, the premixed compression ignition type internal combustion engine has a control apparatus including a target excess air ratio setting means for setting a target excess air ratio λa on the basis of the results of detection by the operational condition detecting means, the target excess air ratio λa being set as a value at which knocking does not occur. The air quantity control means controls the air supply means so as to have the same supply pressurized feed air when the average excess air ratio λ calculated by the inside-cylinder average excess air ratio calculating means is smaller than the target excess air ratio λa set by the target excess air ratio setting means. Therefore, since, in this control apparatus according to the invention, the pressurized feed air is supplied by controlling the air supply means when the calculated average excess air ratio λ is smaller than the set target excess air ratio λa, the air is not supplied to the combustion chamber while the pressurized air is not required but it can only in the condition in which the pressurized air is required. This enables the quantity of the air which corresponds to the operational condition of the engine to be supplied to the combustion chamber neither excessively nor insufficiently. In this control apparatus according to the present invention, the air supply means is controlled only when the average excess air ratio λ is smaller than the target excess air ratio λa, so that the suppression of a loss of an engine output for pressurizing the air and a decrease in the fuel consumption can be attained. According to a further aspect of the present invention, the control apparatus for premixed compression ignition type internal combustion engines has a control apparatus in which the operational condition detecting means includes an engine load detecting means for detecting a load of an engine. The air quantity control means controls the air supply means in accordance with a load detected by the load detecting means. Consequently, since, in this control apparatus according to the invention, the air supply means is controlled in accordance with a load detected by the engine load detecting means, the quantity of the air supplied to the combustion chamber can be secured satisfactorily with respect to the engine load as well. According to another aspect of the present invention, the control apparatus for premixed compression ignition type internal combustion engines has a control apparatus in which the air quantity control means controls the air supply means when an engine load detected by the engine load detecting means exceeds a preset predetermined level, pressurized air being thereby supplied to the combustion chamber. As a result, in this control apparatus according to the present invention, pressurized air is supplied with the air supply means controlled when the detected engine load exceeds a preset predetermined level, the pressurized air being therefore not supplied to the combustion chamber while it is not required, the pressurized air being supplied thereto only when it is required. Therefore, the air the quantity of which corresponds to the load condition of the engine can be supplied neither excessively nor insufficiently to the interior of the combustion chamber. Therefore, in this mode of the invention, the quantity of the air which corresponds to the load condition of the engine can be supplied to the combustion chamber neither exessively nor insufficiently, so that premixed compression ignition combustion (extra-low NOx combustion), which enables the attainment of a high output corresponding to the quantity of the fuel proportional to an increase in the engine load, is effected with the occurrence of knocking prevented even during a high loaded operation of the engine, and, the suppression of a loss of engine output and the reduction of fuel consumption can be attained without carrying out wasteful supercharging during a low load operation. The present invention will become more fully understood from the detailed description given hereinbelow and the accompanying drawing which are given by way of illustration only, and thus are not limitation of the present invention, and wherein: Fig. 1 is a construction diagram of a system of the premixed compression ignition type internal combustion engine in a mode of embodiment of the present invention; Fig. 2 is a time chart showing the early injection time of the premixed compression ignition type internal combustion engine; Fig. 3 is a flow chart showing the content of the processing of ECU for the premixed compression ignition type internal combustion engine; Fig. 4 is a graph showing a comparison between the exhaust concentration of NOx from the premixed compression ignition type internal combustion engine and that of NOx from a regular diesel engine; Fig. 5 is a block diagram showing another construction of the ECU; Fig. 6 is a time chart showing a comparison between the fuel injection time of the regular diesel engine and that of the premixed compression ignition type internal combustion engine; and Fig. 7 is a graph showing a comparison between the exhaust concentration of NOx from the regular diesel engine and that of NOx from the premixed compression ignition type internal combustion engine. The modes of embodiment of the present invention will now be described on the basis of the drawings. Fig. 1 is a construction diagram of a system of the premixed compression ignition type internal combustion engine in a mode of embodiment of the present invention, Fig. 2 a time chart showing the early injection time of the premixed compression ignition type internal combustion engine, Fig. 3 a flow chart showing the content of a process carried out by ECU for the premixed combustin ignition internal combustion engine,and Fig. 4 a graph showing a comparison between the concentration of Nox discharged from the premixed compression ignition type internal combustion engine and that of Nox from the regular diesel engine. Referring to Fig. 1, a reference numeral 1 denotes a combustion chamber of a cylinder, in which combustion chamber 1 a piston 2 is provided so that the piston 2 can be moved reciprocatingly in the vertical direction. The piston 2 is connected to a crankshaft (not shown) via a connecting rod 3. A fuel injection valve 4 is provided at a central part of a top portion of the combustion chamber. When a fuel is fed from a fuel injection pump 21, the fuel injection valve 4 is opened, and the fuel is injected thereinto. The opening time of this fuel injection valve 4, i.e. the time at which the fuel is injected early into the combustion chamber 1 is regulated to the time corresponding to the load condition of the engine, by a fuel injection control operation carried out by a control means (which will hereinafter be referred to as ECU) on the basis of the load condition of the engine. Namely, as in concrete examples of early injection time shown in Figs. 2A, 2B and 2C. at the time of a low engine load, the fuel injection valve 4 is opened when the piston is in the vicinity of a compression top dead center TDC, to cause the fuel injection to be carried out; at the time of an intermediate engine load, the fuel injection valve 4 is opened when the piston is in a position in the vicinity of the position of 90 degrees at the back of the compression top dead center TDC, to cause the fuel injection to be carried out; and at the time of a high engine load, the fuel injection valve 4 is opened when the piston is in the vicinity of a compression bottom dead center BDC, to cause the fuel injection to be carried out. In any of the above engine load condition, the supplying of the fuel into the interior of the combustion chamber 1 is finished at least before the piston reaches the compression top dead center TDC. The ECU30 controls the fuel injection pump 21 so as to lengthen the time during which the fuel injection valve 4 is opened, in proportion to the level of the engine load as shown in Figs. 2A, 2B and 2C, whereby the quantity of the fuel supplied to the interior of the combustion chamber 1 is increased accordingly. At the left and right side parts of a top portion of the combustion chamber, a suction port 5 and an exhaust port 6 are provided. The suction port 5 and exhaust port 6 are provided with a suction valve 7 and an exhaust valve 8 respectively. The suction valve 7 and exhaust valve 8 are driven by cams of cam shafts (not shown), and open the suction port 5 and exhaust port 6 respectively. A suction-exhaust system is provided with a VG (Variable Geometry: Variable nozzle vane is additionally provided) turbocharger 9 as a supercharger (air supply means) capable of regulating a supercharging pressure. Namely, a suction pipe 10 communicating with the suction port 5 is provided with a compressor 9a of the VG turbocharger 9, while an exhaust pipe 11 communicating with the exhaust port 6 is provided with an exhaust turbine 9b of the VG turbocharger 9, a variable nozzle vane 9c being provided on the side of this exhaust turbine 9b. The suction pipe 10 is provided with a bypass pipe 10a shunting the compressor 9a of the VG turbocharger 9, and a feed air bypassing control valve 12 is provided in this bypass pipe 10a. The exhaust pipe 11 is provided with a bypass pipe I 1a shunting the exhaust turbine 9b of the VG turbocharger 9, and an exhaust gas bypassing control valve 13 is provided in this bypass pipe 11a. Accordingly, when the exhaust turbine 9b is driven by an exhaust gas discharged from the combustion chamber 1 via the exhaust port 6, the compressor 9a is also rotated, whereby compressed air (supercharging air) is supplied to the interior of the combustion chamber 1. Namely, into the combustion chamber 1, feed air, a combination of the suction air sucked due to a negative pressure in the combustion chamber 1 during a suction stroke of the engine and supercharging air supplied by the VG turbocharger 9 is taken. The supercharging pressure during the supercharging time is controlled (which will be described in detail later) so that it attains a desired level, by an operation of the ECU30 for controlling the variable nozzle vane 9c and control valves 12, 13 of the VG turbocharger 9. A suction system is provided with an EGR means 14. The EGR means 14 is formed of a pipe 14a for connecting the suction pipe 10 and exhaust pipe 11 together, an EGR cooler 14c provided in an intermediate portion of the pipe 14a, and a control valve 14b provided in a downstream portion of the pipe 14a. Therefore, in the EGR means 14, a part (EGR gas) of the exhaust gas flowing in the exhaust pipe 11 is cooled in the EGR cooler 14c via the pipe 14a, and recirculated into the suction pipe 10. This recirculated EGR gas is mixed with the feed air supplied to the combustion chamber 1. The EGR ratio (percentage of EGR gas contained in the feed air) during this time can be be regulated suitably by varying a flow rate of the EGR gas by controlling the control valve 14b by an EGR control means (not shown). The suction system is also provided with an inter-cooler 15. This inter-cooler 15 is provided in the suction pipe 10 so as to be positioned on the downstream side of the compressor 9a of the VG turbocharger 9. Accordingly, the air (supercharging air) compressed by the VG turbocharger 9 is supplied to the interior of the combustion chamber 1 after it is cooled in the inter-cooler 15. The temperature of the air (supercharging air) compressed by the VG turbocharger 9 increases. Therefore, when the supercharging air is supplied as it is to the interior of the combustion chamber 1, it exerts influence upon the fuel ignition time, i.e., the ignition time is quickened. As a result, the combustion of a gaseous mixture starts being burnt at an instant at which the fuel and air are not yet sufficiently mixed, to cause the deterioration of the fuel consumption to occur. To prevent this inconvenience, the supercharging air is cooled in the inter-cooler 15. In this mode of embodiment, the VG turbocharger 9 and control valves 12, 13 are controlled by the ECU30, whereby the excess air ratio λ is maintained at a level not lower than a predetermined level irrespective of the condition of the engine load. Namely, in order to maintain the excess air ratio λ at a level not lower than a predetermined level by regulating a supercharging pressure, the ECU 30 receives inputs of a degree of opening of an accelerator (a), a rotational frequency of the engine (b), a temperature of the feed air (c), a pressure of the feed air (d), a temperature of water (e), a temperature of oil (f), operational history (g) and an EGR ratio (h) as shown in Fig. 1. The quantity of the fuel is calculated with reference to a map (not shown) of ECU30 on the basis of the degree of opening of the accelerator (a) and the rotational frequency of the engine (b). The degree of opening of the accelerator (a) is detected by a degree of opening of accelerator sensor 27, and the rotational frequency of the engine (b) by a crank angle sensor 22 provided on a crankshaft (not shown). The temperature of the feed air (c) and the pressure of the feed air (d) are detected by a feed air temperature sensor 23 and a feed air pressure sensor 24 which are provided in the suction pipe 10. The temperature of water (e) is the temperature of the engine cooling water, which is detected by a water temperature sensor 25 provided in an engine cooling water system (not shown). The temperature of oil (f) is the temperature of a lubricating oil, which is detected by an oil temperature sensor 26 provided in an engine lubricating oil system (not shown). The operational history (g) is the history up to the present time of the load condition of the engine, i.e. the history of the engine as to whether it has thus far been in an idling condition (non-loaded operational condition) or a high-speed running condition (high load operational condition). This operational history is monitored by an operational history monitor (not shown), an output from which is supplied to the ECU30. The EGR ratio (h) is outputted from an EGR control means (not shown) to the ECU30. The content of a process of the ECU30 is as shown in the flow chart of Fig. 3. First, as shown in the flow chart, the ECU30 receives (S1) a degree of opening of accelerator (a), a rotational frequency of engine (b), a temperature of feed air (c) and a pressure of feed air (d) from the degree of opening of accelerator sensor 27, crank angle sensor 22, feed air temperature sensor (air temperature sensor) 23 and feed air pressure sensor (air pressure sensor) 24, and an average excess air ratio λ in a cylinder (interior of the combustion chamber) is calculated (S2: Inside-cylinder average excess air ratio calculating means) on the basis of these pieces of information. These sensors 22, 23, 24, 27 are operational condition detecting means for detecting the operational condition of the engine. Then, in addition to the above rotational frequency of the engine (b), etc., water temperature (e) and oil temperature (f) are inputted from the water temperature sensor 25 and oil temperature sensor (26), operational history (g) from the operational history monitor, and EGR ratio (h) from the EGR control means (S3). A judgement value A (target excess air ratio λa), which is used to judge the inside-cylinder average excess air ratio λ as to whether it is a value not having a fear of causing knocking to occur or not, is then determined (S4: Target excess air ratio setting means) on the basis of these pieces of information. Just as the above-mentioned sensors, these sensors 25, 26 are also operational condition detecting meanss for detecting the operational condition of the engine. For example, when a judgement that the engine is in a high load operational condition with the inside-cylinder temperature of the engine high is given in view of the operational history (g), etc., the engine is in the condition in which knocking is liable to occur. Accordingly, a judgment value A is set to a slightly higher level so that a ratio of the quantity of the air to that of the fuel becomes slightly larger. Conversely, when a judgement that the engine is in a low-loaded operational condition with the inside-cylinder temperature of the engine low is given in view of the operational history (g), the judgement value A is set to a slightly lower level. It is considered that the operational history (g) does not have so large an influence upon the determination of the judgement value A, and that it more or less corrects the judgement value A. When EGR (exhaust gas recirculation) is carried out by the EGR means 14, the judgement value A is set to a slightly lower level in accordance with the EGR ratio h. The reason resides in that, when EGR is carried out, the combustion in the combustion chamber 1 becomes comparatively slow, whereby knocking becomes hard to occur, i.e., even when the excess air ratio λ is comparatively small, knocking does not occur. It is considered that the EGR ratio (h) has a very large influence upon the determination of the judgement value A. When the judgement value A is determined (S4), this judgement value A and inside-cylinder average excess air ratio λ are compared with each other (S5). As a result, when the inside-cylinder average excess air ratio λ is judged larger than the judgement value A, i.e., when a judgement that, since a sufficient quantity of air exists with respect to the quantity of the fuel supplied to the interior of the combustion chamber 1, knocking does not occur as occasion stands is given, the present condition is judged (S8) as to whether a supercharging operation is being carried out by the VG turbocharger 9 or not. When a judgement that a supercharging operation is not being carried out at present is given; the non-supercharging condition is retained (S9). Namely, the control valves 12, 13 are opened to cause the air to bypass the VG turbocharger 9. When a judgement that the inside-cylinder average excess air ratio λ is not larger than the judgement value A is given as a result of the comparison (S5) between the judgement value A and inside-cylinder average excess air ratio λ, i.e., when a judgement that the quantity of the air is so insufficient that knocking is likely to occur is given, a supercharging pressure corresponding to the judgement value A (corresponding to the quantity of the fuel) is determined (target air pressure setting means), and the variable nozzle vane 9c and control valves 12, 13 of the VG turbocharger 9 are controlled so as to attain this supercharging pressure, whereby the excess air ratio λ is kept (S6, S7) not smaller than the judgement value A (λ > A). Namely, the quantity of the air counterbalancing (not causing knocking to occur) that of the fuel supplied to the interior of the combustion chamber 1 is secured. For example, when EGR is not carried out, the supercharging pressure is controlled so that the excess air ratio λ is retained within the range of 2.0 < λ < 2.5 . Namely, although the judgement value A and controlling value are about 2.5 under the non-EGR executing conditions, it varies in the range of 2.0-2.5 depending upon various conditions for the engine including the rotational frequency thereof, etc. Under the EGR executing conditions, the excess air ratio has a value slightly smaller than these values. From a knocking preventing point of view, a sufficient quantity of the air with respect to the quantity of the fuel meets the purpose. The reason why an upper limit of the excess air ratio λ is set to 2.5 is to remove a wasteful supercharging operation and prevent an accidental fire ascribed to an excess of the quantity of the air. When a judgement that a supercharging operation is being carried out is given as a result of the judgement (S8), the excess air ratio λ is retained, owing to the practicing of the supercharging operation, in a predetermined range which does not cause knocking to occur, so that the supercharging condition continues to be maintained as it is (S6, S7). When in this case the quantity of the air is excessively large with respect to that of the fuel to cause the excess air ratio λ to exceed 2.5, the excess air ratio λ is regulated so as to be set within the range of 2.0-2.5 by weakening the supercharging power by controlling the variable nozzle vane 9c of the VG turbocharger 9 or by moving the control valves 12, 13 in the opening direction. Accordingly, when the engine load becomes low, so that the ratio of the quantity of the air to that of the fuel becomes very large, the variable nozzle vane 9c of the VG turbocharger 9 is fully opened, and the control valves 12, 13 are opened to attain a non-supercharging condition. When the judgement (S8) is made after the non-supercharging condition is thus attained, the result of this judgement becomes affirmative, and the supercharging condition is retained (S9). According to the premixed compression ignition type internal combustion engine in this mode of embodiment described above, the quantity of the air supplied to the interior of the combustion chamber 1 can be secured satisfactorily owing to the supercharging effect of the VG turbocharger 9 without being influenced by the operational condition of the engine. Accordingly, the quantity of the air does not become insufficient with respect to that of the fuel supplied to the interior of the combustion chamber 1. Therefore, lean combustion in the interior of the combustion chamber can be maintained, and the occurrence of knocking is prevented. This enables premixed compression ignition combustion with a low concentration discharged NOx in the whole of the operational region of the engine to be carried out. In a premixed compression ignition type internal combustion engine of the related art, the quantity of the air with respect to that of the fuel becomes insufficient in an engine output region of not lower than an output level of P as illustrated in Fig. 6, and knocking occurs, so that this engine becomes unable to be operated with an increase in the concentration of discharged NOx brought about. However, in the premixed compression ignition type internal combustion engine in this mode of embodiment, a sufficient (not causing knocking to occur) quantity of the air can be secured (the excess air ratio λ can be kept high) with respect to the quantity of the fuel owing to the supercharging effect of the VG turbocharger 9 even in a high output region (operational condition of the engine in which the quantity of the fuel is large) of an output level of not lower than P, in which the engine of the related art cannot be operated as illustrated in Fig. 4 due to the occurrence of knocking. Therefore, the quantity of the fuel can be increased as the extra-low NOx combustion is maintained, so that an output range of the premixed compression ignition type internal combustion engine expands. According to the results of a basic test, the excess air ratio λ was maintained at 2.3 owing to a supercharging operation (supercharging operation capable of supplying the air the quantity of which is around 1.8 times that in a regular case into the interior of a combustion chamber) of about 80 kPa, and an output corresponding to a full load on a regular non-supercharging diesel engine could be secured. Moreover, obtaining a further increased high output is possible by carrying out a higher-level supercharging operation. In the premixed compression ignition type internal combustion engine in this mode of embodiment, the supercharging of the air is controlled by the VG turbocharger in accordance with the inside-cylinder average excess air ratio λ. Accordingly, supercharging air is not supplied to the interior of the combustion chamber while it is not required but it can be supplied thereinto only when it is required. Therefore, an efficient supercharging operation can be carried out. The supercharger (air supply means) used in the present invention is not limited to the VG turbocharger but any type of supercharger may be used. Especially, when a supercharger driven by engine power is used, the suppression of an engine output loss and the reduction of fuel consumption can be effected by adapting the supercharger to be inoperable in the operational condition of the engine in which the supercharging air is not required. In other words, the ECU30 can control the VG turbocharger 9 and fuel injection pump 21 in accordance with the loaded condition of the engine. It moves the control valves 12, 13 in the opening direction in a low load operational region to weaken the supercharging power, whereby a control operation for bringing the fuel injection time closer to a compression top dead center TDC is carried out. It moves the control valves 12, 13 in the closing direction in a high load operational region to strengthen the supercharging power, whereby a control operation for bringing the fuel injection time closer to a compression bottom dead center BDC is carried out. Therefore, a control operation in which the fuel injection time and the supercharging of the air during an operation of the engine are harmonized with each other can be carried out, and the reduction of NOx can be effected irrespective of the loaded condition of the engine. Other types of superchargers (air supply means) include a supercharger in which the air is supplied to a suction pipe 10 by a pump, etc., and a supercharger in which an air nozzle is provided in a combustion chamber 1 so as to supply the air directly thereinto. In the above-described embodiment, a case where the supercharging of the air by the VG turbocharger 9 is controlled in accordance with the inside-cylinder average excess air ratio λ is described but the present invention is not limited to this case. The supercharging of the air by the VG may also be controlled in accordance with the loaded condition of the engine. Namely, as shown in Fig. 5, the rotational frequency (b) of the engine detected by the crank angle sensor 22 and accelerating condition (i) are inputted into the ECU30. The accelerating condition (i) is a stepping amount of the accelerator 28 detected by the degree of opening of accelerator sensor 27 provided on the accelerator pedal 28. In the ECU30, the rotational frequency (b) of the engine and accelerating condition (i) are inputted first from the crank angle sensor 22 and degree of opening of accelerator sensor 27, and the loaded condition of the engine is detected (engine load detecting means) on the basis of these pieces of information. This loaded condition of the engine and a predetermined load (output) value (for example, the output P shown in Fig. 4) at which the occurrence of knocking is predicted are then compared with each other. As a result, when a judgement that the loaded condition of the engine is at a level lower than a predetermined level and in a low-loaded condition is given, the air supply condition is put in a non-supercharging condition without carrying out a supercharging operation by the VG turbocharger 9. In the meantime, when a judgement that the loaded condition of the engine is at a level not lower than the predetermined level and in a high-loaded condition is given, a supercharging operation by the VG turbocharger 9 is carried out to maintain the excess air ratio λ at a high level. Therefore, in this ECU30, the supercharging operation is controlled by the VG turbocharger 9 in accordance with the loaded condition of the engine, and, therefore, the supercharging air can be supplied to the interior of the combustion chamber 1 by the VG turbocharger 9 only during a high-loaded operation in which a large engine output is required with the quantity of a fuel supplied to the interior of a combustion chamber 1 being large. This enables the occurrence of knocking to be prevented even during a high-loaded operation, premixed compression ignition combustion (extra-low NOx combustion) of a high output corresponding to an increase in the quantity of the fuel to be obtained, and the suppression of an engine output loss and the reduction of fuel consumption to be attained without carrying out a wasteful supercharging operation during a low-loaded operation. The present invention can be applied not only to the above-described premixed compression ignition type internal combustion engine of a system in which a gaseous mixture is injected early and directly into a combustion chamber but also to a premixed compression ignition type internal combustion engine of a system in which a fuel is injected into a suction pipe to form a gaseous mixture with this gaseous mixture taken into a combustion chamber in a suction stroke. In the latter case, the supplying of a fuel is naturally finished before a piston reaches a compression top dead center TDC.

Claims: A premixed compression ignition type internal combustion engine, having a fuel injection valve for supplying a fuel into a combustion chamber (1) of the engine, an operational condition detecting means for detecting the operational condition of the engine, and a fuel injection control means (30) for controlling the fuel injection valve (4) on the basis of the results of the detection carried out by the operational condition detecting means so that the supplying of a fuel to the combustion chamber (1) is finished at least by the time a piston has reached a compression top dead center, comprising: an air supply means for supplying pressurized air to the interior of the combustion chamber (1), an air quantity control means for controlling the air supply means, the air quantity control means controlling a supply rate of the pressurized air so that the combustion of a gaseous mixture by self-ignition is carried out by a compression effect of the piston (2) of the engine when the piston (2) is in the vicinity of a compression top dead center, and an inside-cylinder average excess air ratio calculating means for calculating an average excess air ratio λ of the engine on the basis of the results of the detection carried out by the operational condition detecting means, characterized in that the control apparatus includes a target excess air ratio setting means for setting the target excess air ratio λa on the basis of the results of the detection carried out by the operational condition detecting means, the target excess air ratio λa being set as a value which does not permit knocking to occur, in which the air quantity control means controlling the air supply means and having the pressurized air to the combustion chamber (1) when the average excess air ratio λ calculated by the inside-cylinder excess air ratio calculating means is smaller than the target excess air ratio λa set by the target excess air ratio setting means. A premixed compression ignition type internal combustion engine according to Claim 1, wherein the air supply means is formed of a supercharger provided in the engine. A premixed compression ignition type internal combustion engine according to Claim 2, wherein the supercharger is formed of a turbocharger (9), the turbocharger having an exhaust turbine (9b) provided in an exhaust pipe (11) of the engine, a compressor (9a) provided in a suction pipe (10) of the engine, and a variable nozzle vane (9c) provided on the side of the exhaust turbine (9b), the turbocharger (9) being capable of variably controlling a supercharging pressure. A premixed compression ignition type internal combustion engine according to Claim 2, wherein the supercharger is formed of a mechanical supercharger operated by a driving power of the engine, the mechanical supercharger being capable of variably controlling the supercharging pressure. A premixed compression ignition type internal combustion engine according to Claim 2, wherein the supercharger is formed of an air supply pump for supplying pressurized air to the suction pipe of the engine or to a portion on the downstream side of the suction pipe. A premixed compression ignition type internal combustion engine according to any one of claims 1 to 6, wherein the air quantity control means includes a target air pressure setting means for setting a target pressure of the pressurized air which is supplied by the air supply means, the target air pressure setting means sets the target pressure when the average excess air ratio λ calculated by the inside-cylinder average excess air ratio calculating means is smaller than the target excess air ratio λa set by the target excess air ratio setting means, in which the air quantity control means controlling a supply pressure of the pressurized air which is supplied by the air supply means, in such a manner that the supply pressure attains the target pressure set by the target air pressure setting means. A premixed compression ignition type internal combustion engine according to any one of Claims 1 to 2, wherein the air supply means is formed of a supercharger provided in the engine, the supercharger being formed of a turbocharger (9) including an exhaust turbine (9b) provided in the exhaust pipe (11) of the engine, a compressor (9a) provided in the suction pipe (10) of the engine, and a variable nozzle vane (9c) provided on the side of the exhaust turbine (9b), the turbocharger being capable of variably controlling a supercharging pressure, the supercharger including an exhaust bypass pipe (11a) communicating an upstream side exhaust pipe (11) and a downstream side exhaust pipe (11) of the exhaust turbine (9b) with each other, a suction bypass pipe (10a) communicating an upstream side suction pipe (10) and a downstream side suction pipe (10) of the compressor (9a) with each other, an exhaust control valve (13) for controlling the opening and closing of the exhaust bypass pipe (11a), and a suction control valve (12) for controlling the opening and closing of the suction bypass pipe (10a). A premixed compression ignition type internal combustion engine according to Claim 7, wherein the air quantity control means controls at least one of the variable nozzle vane (9c), exhaust control valve (13) and suction control valve (12) when the average excess air ratio λ calculated by the inside-cylinder average excess air ratio calculating means is smaller than the target excess air ratio λa set by the target excess air ratio setting means. A premixed compression ignition type internal combustion engine according to Claim 7 wherein the air quantity control means controls the exhaust control valve (13) and suction control valve (12) in the respective opening directions and the fuel injection control means (30) controls the fuel injection time of the fuel injection valve (4) so that the fuel injection time is brought close to a compression top dead center when a operational condition of the engine is in a low-loaded condition on the basis of the results of the detection carried out by the operational condition detecting means, and, the air quantity control means controlling the exhaust control valve (13) and suction control valve (12) in the respective closing directions and the fuel injection control means (30) controlling the fuel injection time of the fuel injection valve (4) so that the fuel injection time is brought close to a compression bottom dead center when a operational condition of the engine is in a high-loaded condition on the basis of the results of the detection carried out by the operational condition detecting means. A premixed compression ignition type internal combustion engine according to any of Claims 1 to 9, wherein the operational condition detecting means includes an operational history monitoring means for monitoring the operational history of the engine, in which the target excess air ratio setting means correcting the target excess air ratio λa on the basis of the results of a monitoring operation of the operational history monitoring means. A premixed compression ignition type internal combustion engine according to any of Claims 1 to 10, wherein the control apparatus includes an EGR means having a passage (14a) communicating the exhaust pipe (11) and suction pipe (10) of the engine with each other, and a control valve (14b) for controlling a quantity of an exhaust gas passing through the passage (14a), in which the target excess air ratio setting means correcting the target excess air ratio λa on the basis of the operational condition of the EGR means. A premixed compression ignition type internal combustion engine according to Claim 11, wherein the target excess air ratio setting means sets the target excess air ratio λa to 2.0 < λa < 2.5 when the EGR means is not operated, and to λa ≤ 2.0 when the EGR means is operated. A premixed compression ignition type internal combustion engine according to any of Claims 1 to 12, wherein the operational condition detecting means includes an engine load detecting means for detecting an engine load, in which the air quantity control means controlling the air supply means in accordance with the engine load detected by the engine load detecting means. A premixed compression ignition type internal combustion engine according to Claim 13, wherein the air quantity control means controls the air supply means and have the pressurized air supplied to the interior of the combustion chamber (1) when the engine load detected by the engine load detecting means exceeds a predetermined level. A premixed compression ignition type internal combustion engine according to any of Claims 1 to 14 wherein the operational condition detecting means includes an engine speed sensor (22) for detecting a rotational frequency of the engine, an engine load sensor for detecting an engine load, an air temperature sensor (23) for detecting a temperature of the air supplied to the interior of the combustion chamber, and an air pressure sensor (24) for detecting a pressure of the air supplied to the interior of the combustion chamber (1), the fuel injection control means including target fuel injection rate setting means for setting a target fuel injection quantity on the basis of the results of the detection carried out by the engine speed sensor and the engine load sensor, in which the air quantity control means calculating the average excess air ratio λ of the engine on the basis of the rotational frequency of the engine, target quantity of the fuel, temperature of the air and pressure of the air which are detected by the engine speed sensor, the target fuel injection rate setting means, the air temperature sensor (23) and the air pressure sensor (24) respectively, and controlling the air supply means in accordance with this calculated average excess air ratio λ. A premixed compression ignition type internal combustion engine according to Claim 14 or 15, wherein the operational condition detecting means includes an engine temperature sensor for detecting a temperature of the engine, and a monitoring means for monitoring the operational history of the engine, the air quantity control means setting the target excess air ratio λa on the basis of the information detected by the engine temperature sensor and operational history monitor respectively, the target excess air ratio λa being set as a value at which knocking does not occur, the air quantity control means controlling the air supply means and having pressurized air supplied when the calculated average excess air ratio λ is smaller than the target excess air ratio λa. A control method for a premixed compression ignition type internal combustion engine, including: detecting the operational condition of the engine, controlling a fuel injection valve (4) on the basis of the detected operational condition of the engine, and controlling the fuel injection valve (4) so that the supplying of a fuel to a combustion chamber (1) is finished at least before a piston (2) reaches a compression top dead center, supplying pressurized air to the combustion chamber (1), and controlling a supply rate of the pressurized air so as to carry out combustion by self-ignition by a compressing effect of the piston (2) when the piston (2) is in the vicinity of the compression top dead center, and calculating an average excess air ratio λ of the engine on the basis of the operational condition of the engine, and controlling a supply rate of the pressurized air on the basis of the calculated average excess air ratio λ, characterized in that the control method includes setting the target excess air ratio λa on the basis of the operational condition of the engine, the target excess air ratio λa being set as a value which does not permit knocking to occur; and controlling the supply rate of the pressurized air when the calculated average excess ratio λ is smaller than the set target excess air ratio λa. A control method for a premixed compression ignition type internal combustion engine according to Claim 17, wherein the control method includes setting a target pressure of the pressurized air, and controlling a supply pressure of the pressurized air so that the supply pressure attains the set target pressure. A control method for a premixed compression ignition type internal combustion engine according to Claim 17 or 18, wherein the control method includes an EGR means having a passage (14a) communicating an exhaust pipe (11) and a suction pipe (10) of the engine with each other, and a control valve (14b) for controlling a quantity of an exhaust gas passing through the passage (14a); the target excess air ratio λa being set to 2.0 < λ a< 2.5 when the EGR means is not operated, and to λa ≤ 2.0 when the EGR means is in operation. A control method for a premixed compression ignition type internal combustion engine according to any of Claims 17 to 19, wherein the control method includes a turbocharger (9) having an exhaust turbine (9b) provided in an exhaust pipe (11) of the engine, a compressor (9a) provided in the suction pipe (10) of the engine and a variable nozzle vane (9c) provided on the side of the exhaust turbine (9b), the turbocharger (9) being capable of variably controlling a supercharging pressure: an exhaust bypass pipe (11a) communicating the upstream side exhaust pipe (11) and downstream side exhaust pipe (11) of the exhaust turbine (9b) with each other; a suction bypass pipe (10a) communicating the upstream side suction pipe (10) and downstream side suction pipe (10) of the compressor (9a) with each other; an exhaust control valve (13) for controlling the opening and closing of the exhaust bypass pipe (11a); and a suction control valve (12) for controlling the opening and closing of the suction bypass pipe (10a); in which at least one of the variable nozzle vane (9c), the exhaust control valve (13) and the suction control valve (12) being controlled when the calculated average excess air ratio λ is smaller than the set target excess air ratio λa. A control method for a premixed compression ignition type internal combustion engine according to any of Claims 17 to 20, wherein the exhaust control valve (13) and suction control valve (12) are controlled in the opening direction respectively, the fuel injection time to the combustion chamber (1) is controlled so that is brought close to the compression top dead center when the operational condition of the engine is in a low-loaded condition, and the exhaust control valve (13) and suction control valve (12) are controlled in the closing direction respectively, the fuel injection time to the combustion chamber (1) is controlled so that is brought close to the compression bottom dead center when the operational condition of the engine is in a high-loaded condition. A control method for a premixed compression ignition type internal combustion engine according to any of Claims 17 to 21, wherein the control method includes detecting a load of the engine, and controlling a supply rate of the pressurized air in accordance with the detected engine load. A control method for a premixed compression ignition type internal combustion engine according to Claim 22, wherein the supply rate of the pressurized air is controlled when the detected engine load exceeds a predetermined level set in advance.

Inventors: IWABUCHI YOSHINORI, YOKOKAWA TOSHITAKA, IWABUCHI, YOSHINORI, YOKOKAWA, TOSHITAKA, Iwabuchi, Yoshinori, c/o Mitsubishi Jidosha K.K.
Applicants: MITSUBISHI FUSO TRUCK & BUS, MITSUBISHI MOTOR ENG, MITSUBISHI FUSO TRUCK AND BUS CORPORATION, MITSUBISHI JIDOSHA ENGINEERING KABUSHIKI KAISHA
Application year: 2000
Main classification: F02D41
IPC codes: F02B37, F02M25, F02B1, F02D23, F02D43, F02D41, F02B3, F02D21