公开(公告)号：US06799551B2

公开(公告)日：2004-10-05

申请号：US10181784

申请日：2002-07-22

申请人： Kiyomi Nakakita ,  Takayuki Fuyuto ,  Kazuhisa Inagaki ,  Yoshihiro Hotta ,  Kazuhiro Akihama ,  Minaji Inayoshi ,  Ichiro Sakata

发明人： Kiyomi Nakakita ,  Takayuki Fuyuto ,  Kazuhisa Inagaki ,  Yoshihiro Hotta ,  Kazuhiro Akihama ,  Minaji Inayoshi ,  Ichiro Sakata

IPC分类号： F02B1700

CPC分类号： F02B23/0663 ,  F02B3/06 ,  F02B17/005 ,  F02B23/0621 ,  F02B23/0624 ,  F02B23/0672 ,  F02B23/101 ,  F02B31/00 ,  F02B2031/006 ,  F02B2075/125 ,  F02B2275/14 ,  F02D13/0238 ,  F02D13/0257 ,  F02D41/0002 ,  F02D41/0065 ,  F02D41/3023 ,  F02D41/3094 ,  F02D2041/0015 ,  F02D2041/389 ,  F02F3/26 ,  F02F2001/247 ,  F02M26/01 ,  Y02T10/123 ,  Y02T10/125 ,  Y02T10/128 ,  Y02T10/146 ,  Y02T10/18 ,  Y02T10/42 ,  Y02T10/47

摘要： A state of combustion in a combustion chamber is controlled by stratifying an intake gas charge within the combustion chamber, so as to reduce amounts of harmful substances left in exhaust gas. A direct-injection type internal combustion engine in which a fuel is injected into the combustion chamber and which is arranged to stratify the intake gas charge within the combustion chamber (1) such that intake gases of different compositions exist in a central portion (13) of the combustion chamber including a position of the fuel injection, and in a peripheral portion of the combustion chamber, upon initiation of combustion of the fuel at a point of time near a terminal period of a compression stroke. The intake gases of different compositions may be intake gases having different concentrations of a specific component such as recirculated exhaust gas and the fuel.

摘要翻译： 通过对燃烧室内的进气量进行分层来控制燃烧室内的燃烧状态，以减少残留在废气中的有害物质的量。 一种直喷式内燃机，其中将燃料喷射到燃烧室中并且布置成将燃烧室（1）内的进气充气分层，使得在中心部分（13）中存在不同组成的进气， 所述燃烧室包括所述燃料喷射的位置，并且在所述燃烧室的周边部分中，在所述燃料在压缩冲程的最后期间附近的时刻开始燃烧。 不同成分的进气可以是具有不同浓度的特定成分（例如再循环废气和燃料）的进气。

公开(公告)号：US6161518A

公开(公告)日：2000-12-19

申请号：US276732

申请日：1999-03-26

申请人： Kiyomi Nakakita ,  Minaji Inayoshi ,  Kazuhisa Inagaki ,  Yoshihiro Hotta ,  Takayuki Fuyuto

发明人： Kiyomi Nakakita ,  Minaji Inayoshi ,  Kazuhisa Inagaki ,  Yoshihiro Hotta ,  Takayuki Fuyuto

IPC分类号： F02B3/06 ,  F02B23/06 ,  F02F1/24 ,  F02F3/26

CPC分类号： F02B23/0651 ,  F02B3/06 ,  F02B23/0621 ,  F02B23/0672 ,  F02B23/0696 ,  F02B2275/14 ,  F02F2001/245 ,  Y02T10/123 ,  Y02T10/125

摘要： A direct-injection diesel engine in which a shallow-dish type piston cavity is formed on a top surface of a piston; wherein in the vicinity of the top dead center, a squish area is defined mainly by the top surface of the piston and an inner surface of a cylinder head opposite the top surface; when a velocity of a reverse squish flow from the shallow-dish type piston cavity to the squish area, generated due to a movement of the piston and is represented by Vs, and a fuel spray velocity in the vicinity of a lip portion of the shallow-dish type piston cavity is represented by Vsp, the distance between opposite wall portions of the shallow-dish type piston cavity is set such that the ratio Vs/Vsp is not greater than 1.25; and the squish area constitutes a part of the combustion chamber.

摘要翻译： 一种直喷式柴油发动机，其中在碟形活塞的顶表面上形成浅盘型活塞腔; 其特征在于，在上止点附近，挤压区域主要由活塞的上表面和与顶面相对的气缸盖的内表面形成; 当由于活塞的运动而产生的并且由Vs表示的从浅盘型活塞空腔到挤压区域的反向挤压速度和在浅表面的唇部附近的燃料喷雾速度 盘形活塞腔由Vsp表示，浅盘型活塞腔的相对壁部分之间的距离被设定为使得比值Vs / Vsp不大于1.25; 并且挤压区域构成燃烧室的一部分。

公开(公告)号：US06994077B2

公开(公告)日：2006-02-07

申请号：US10527232

申请日：2003-09-08

申请人： Nobuki Kobayashi ,  Shizuo Sasaki ,  Taro Aoyama ,  Kouji Yoshizaki ,  Hiroki Murata ,  Yoshiki Hashimoto ,  Kazuhisa Inagaki ,  Kiyomi Nakakita ,  Shoji Nakahara ,  Yoshihiro Hotta

发明人： Nobuki Kobayashi ,  Shizuo Sasaki ,  Taro Aoyama ,  Kouji Yoshizaki ,  Hiroki Murata ,  Yoshiki Hashimoto ,  Kazuhisa Inagaki ,  Kiyomi Nakakita ,  Shoji Nakahara ,  Yoshihiro Hotta

IPC分类号： F02B47/08

CPC分类号： F02D41/0052 ,  F02B3/06 ,  F02D35/023 ,  F02D35/028 ,  F02D41/3035 ,  F02D41/3064 ,  F02D41/38 ,  F02D41/3809 ,  F02D41/402 ,  Y02T10/128 ,  Y02T10/44 ,  Y02T10/47

摘要： Cylinders of a diesel engine 1 are provided with cylinder pressure sensors 29a to 29d for detecting combustion chamber pressures. An electronic control unit (ECU) 20 of the engine selects optimum combustion parameters in accordance with a fuel injection mode of fuel injectors 10a to 10d of the engine and a combustion mode determined by the amount of EGR gas supplied from the EGR valve 35 from among a plurality of types of combustion parameters expressing the combustion state of the engine calculated based on the cylinder pressure sensor output and feedback controls the fuel injection amount and fuel injection timing so that the values of the combustion parameters match target values determined in accordance with the engine operating conditions. Due to this, the engine combustion state is controlled to the optimum state at all times regardless of the fuel injection mode or combustion mode.

摘要翻译： 柴油发动机1的气缸设置有用于检测燃烧室压力的气缸压力传感器29a至29d。 发动机的电子控制单元（ECU）20根据发动机的燃料喷射器10 a至10 d的燃料喷射模式选择最佳燃烧参数，以及由从EGR阀35供给的EGR气体量确定的燃烧模式 从表示基于气缸压力传感器输出计算出的发动机的燃烧状态的多种燃烧参数中，从燃料喷射量和燃料喷射正时控制燃烧参数的值符合根据 发动机工作条件。 由此，无论燃料喷射模式或燃烧模式如何，始终将发动机燃烧状态始终控制在最佳状态。

公开(公告)号：US20050229903A1

公开(公告)日：2005-10-20

申请号：US10527232

申请日：2003-09-08

申请人： Nobuki Kobayashi ,  Shizuo Sasaki ,  Taro Aoyama ,  Kouji Yoshizaki ,  Hiroki Murata ,  Yoshiki Hashimoto ,  Kazuhisa Inagaki ,  Kiyomi Nakakita ,  Shoji Nakahara ,  Yoshihiro Hotta

发明人： Nobuki Kobayashi ,  Shizuo Sasaki ,  Taro Aoyama ,  Kouji Yoshizaki ,  Hiroki Murata ,  Yoshiki Hashimoto ,  Kazuhisa Inagaki ,  Kiyomi Nakakita ,  Shoji Nakahara ,  Yoshihiro Hotta

IPC分类号： F02B3/06 ,  F02D21/08 ,  F02D35/02 ,  F02D41/00 ,  F02D41/30 ,  F02D41/38 ,  F02D41/40 ,  F02M7/00 ,  F02M25/07

CPC分类号： F02D41/0052 ,  F02B3/06 ,  F02D35/023 ,  F02D35/028 ,  F02D41/3035 ,  F02D41/3064 ,  F02D41/38 ,  F02D41/3809 ,  F02D41/402 ,  Y02T10/128 ,  Y02T10/44 ,  Y02T10/47

摘要： Cylinders of a diesel engine 1 are provided with cylinder pressure sensors 29a to 29d for detecting combustion chamber pressures. An electronic control unit (ECU) 20 of the engine selects optimum combustion parameters in accordance with a fuel injection mode of fuel injectors 10a to 10d of the engine and a combustion mode determined by the amount of EGR gas supplied from the EGR valve 35 from among a plurality of types of combustion parameters expressing the combustion state of the engine calculated based on the cylinder pressure sensor output and feedback controls the fuel injection amount and fuel injection timing so that the values of the combustion parameters match target values determined in accordance with the engine operating conditions. Due to this, the engine combustion state is controlled to the optimum state at all times regardless of the fuel injection mode or combustion mode.

摘要翻译： 柴油发动机1的气缸设置有用于检测燃烧室压力的气缸压力传感器29a至29d。 发动机的电子控制单元（ECU）20根据发动机的燃料喷射器10 a至10 d的燃料喷射模式选择最佳燃烧参数，以及由从EGR阀35供给的EGR气体量确定的燃烧模式 从表示基于气缸压力传感器输出计算出的发动机的燃烧状态的多种燃烧参数中，从燃料喷射量和燃料喷射正时控制燃烧参数的值符合根据 发动机工作条件。 由此，无论燃料喷射模式或燃烧模式如何，始终将发动机燃烧状态始终控制在最佳状态。

公开(公告)号：US20070089710A1

公开(公告)日：2007-04-26

申请号：US10557335

申请日：2005-02-24

申请人： Yoshimasa Watanabe ,  Ichiro Sakata ,  Yoshifumi Wakisaka ,  Yoshihiro Hotta ,  Kiyomi Kawamura ,  Kiyomi Nakakita

发明人： Yoshimasa Watanabe ,  Ichiro Sakata ,  Yoshifumi Wakisaka ,  Yoshihiro Hotta ,  Kiyomi Kawamura ,  Kiyomi Nakakita

IPC分类号： F02M57/02 ,  F02M51/00

CPC分类号： F02M59/105 ,  F02D41/221 ,  F02D41/3836 ,  F02D41/401 ,  F02M47/027 ,  F02M57/025 ,  Y02T10/44

摘要： A pressure boosting unit (110) is provided in each fuel injection valve of an engine (1). A pressure of fuel to be supplied to the fuel injection valve from a common rail (3) is boosted as required. An ECU (20) causes low pressure injection to be performed with the pressure boosting unit 110 being in a non-operated state, and high pressure injection to be performed with the pressure boosting unit (110) being in an operated state, and the pressure of the fuel being maintained at a boosted pressure. Based on the result, the ECU (20) corrects a fuel injection period of the fuel injection valve. Also, after the correction of the fuel injection period is completed, fuel injection is performed before the pressure of the fuel reaches the boosted pressure after the pressure boosting unit starts to be operated. Based on the result, operation starting timing of the pressure boosting unit is adjusted.

摘要翻译： 在发动机（1）的每个燃料喷射阀中设置增压单元（110）。 根据需要提高从共轨（3）向燃料喷射阀供给的燃料的压力。 ECU（20）在升压单元110处于非操作状态时执行低压注入，并且在升压单元（110）处于操作状态下进行高压喷射，并且压力 的燃料保持在增压压力下。 基于该结果，ECU（20）校正燃料喷射阀的燃料喷射期间。 此外，在燃料喷射期间的修正完成之后，在增压单元开始运转之前燃料的压力达到升压之前进行燃料喷射。 基于该结果，调整升压单元的运转开始时刻。

公开(公告)号：US07461634B2

公开(公告)日：2008-12-09

申请号：US10557335

申请日：2005-02-24

申请人： Yoshimasa Watanabe ,  Ichiro Sakata ,  Yoshifumi Wakisaka ,  Yoshihiro Hotta ,  Kiyomi Kawamura ,  Kiyomi Nakakita

发明人： Yoshimasa Watanabe ,  Ichiro Sakata ,  Yoshifumi Wakisaka ,  Yoshihiro Hotta ,  Kiyomi Kawamura ,  Kiyomi Nakakita

IPC分类号： F02M57/02 ,  F02M51/00

CPC分类号： F02M59/105 ,  F02D41/221 ,  F02D41/3836 ,  F02D41/401 ,  F02M47/027 ,  F02M57/025 ,  Y02T10/44

摘要： A pressure boosting unit (110) is provided in each fuel injection valve of an engine (1). A pressure of fuel to be supplied to the fuel injection valve from a common rail (3) is boosted as required. An ECU (20) causes low pressure injection to be performed with the pressure boosting unit 110 being in a non-operated state, and high pressure injection to be performed with the pressure boosting unit (110) being in an operated state, and the pressure of the fuel being maintained at a boosted pressure. Based on the result, the ECU (20) corrects a fuel injection period of the fuel injection valve. Also, after the correction of the fuel injection period is completed, fuel injection is performed before the pressure of the fuel reaches the boosted pressure after the pressure boosting unit starts to be operated. Based on the result, operation starting timing of the pressure boosting unit is adjusted.

摘要翻译： 在发动机（1）的每个燃料喷射阀中设置增压单元（110）。 根据需要提高从共轨（3）向燃料喷射阀供给的燃料的压力。 ECU（20）在升压单元110处于非操作状态时执行低压注入，并且在升压单元（110）处于操作状态下进行高压喷射，并且压力 的燃料保持在增压压力下。 基于该结果，ECU（20）校正燃料喷射阀的燃料喷射期间。 此外，在燃料喷射期间的修正完成之后，在增压单元开始运转之前燃料的压力达到升压之前进行燃料喷射。 基于此，调整升压单元的运转开始时刻。

公开(公告)号：US07208078B2

公开(公告)日：2007-04-24

申请号：US10393167

申请日：2003-03-20

申请人： Walter Weissman ,  John T. Farrell ,  Shizuo Sasaki ,  Kazuhiro Akihama ,  Kiyomi Nakakita

发明人： Walter Weissman ,  John T. Farrell ,  Shizuo Sasaki ,  Kazuhiro Akihama ,  Kiyomi Nakakita

IPC分类号： C10L1/08

CPC分类号： C10L1/08

摘要： The invention is directed to a method and formula for producing a fuel having reduced particulate emissions from an internal combustion engine. The fuel taught herein is characterized as having a cetane number ranging from about 45 to about 65, a T95 distillation property of less than about 370° C., and having NR, AR, cetane number and T95 defined by the relation: PEI=156+Z1×(cetane#−49)+Z2×(NR−14)+Z3×(AR−25)+Z4×(T95−315° C.) Where Z1 ranges from abut 0.67 to about 1.06, Z2 ranges from about 0.9 to about 1.28, Z3 ranges from about 2.54 to about 2.80, Z4 ranges from about 0.1 to about 0.4, NR is a defined correlation of the naphthene rings content in the fuel, and AR is a defined correlation of the aromatic rings content in the fuel.

摘要翻译： 本发明涉及一种用于生产具有减少的来自内燃机的颗粒物排放的燃料的方法和配方。 本文教导的燃料的特征在于具有约45至约65的十六烷值，小于约370℃的T 95 C蒸馏性能，并且具有NR，AR，十六烷值和T 由<？in-line-formula description =“In-line Formulas”end =“lead”？> PEI = 156 + Z <1> 定义的< 十六烷-49）+ Z 2 x（NR-14）+ Z 3 x（AR-25）+ Z 4 x（T 95℃-315℃）<？in-line-formula description =“In-line Formulas”end =“tail”？>其中Z <1> 范围为0.67 至约1.06，Z 2范围为约0.9至约1.28，Z 3 3范围为约2.54至约2.80，Z 4范围为约 0.1至约0.4，NR是燃料中环烷烃环含量的确定相关性，AR是燃料中芳环含量的确定相关性。

公开(公告)号：US20070169748A1

公开(公告)日：2007-07-26

申请号：US10587576

申请日：2005-03-24

申请人： Shigeki Nakayama ,  Koji Kitano ,  Taro Aoyarna ,  Ryo Hasegawa ,  Takashi Koyama ,  Kazuhisa Inagaki ,  Yoshifumi Wakisaka ,  Matsuei Ueda ,  Kiyomi Nakakita

发明人： Shigeki Nakayama ,  Koji Kitano ,  Taro Aoyarna ,  Ryo Hasegawa ,  Takashi Koyama ,  Kazuhisa Inagaki ,  Yoshifumi Wakisaka ,  Matsuei Ueda ,  Kiyomi Nakakita

IPC分类号： F02M7/00 ,  F02D41/00

CPC分类号： F02D35/028 ,  F02D35/02 ,  F02D35/026 ,  F02D41/3035 ,  F02D41/402 ,  F02D2041/1433 ,  Y02T10/128

摘要： A gas-mixture-ignition-time estimation apparatus for an internal combustion engine estimates the temperature of a premixed gas mixture for PCCI combustion (i.e., cylinder interior temperature Tg), while relating it to the angle CA, on the basis of a state quantity of the cylinder interior gas at the time of start of compression (CAin) (heat energy of the cylinder interior gas at the time of start of compression), the amount of a change in the state quantity of the cylinder interior gas attributable to compression in a compression stroke (minute piston work), and the heat generation quantity of a cool flame generated in PCCI combustion prior to autoignition (hot flame) (cool flame heat generation quantity Aqlto). A time when the cylinder interior temperature Tg reaches a predetermined autoignition start temperature Tig is estimated as an autoignition start time (Caig) of the premixed gas mixture related to PCCI combustion. Since the cool flame heat generation quantity Oqlto is taken into consideration, the autoignition start time related to PCCI combustion can be estimated accurately.

摘要翻译： 用于内燃机的气体混合燃烧时间估计装置估计用于PCCI燃烧的预混合气体混合物的温度（即气缸内部温度Tg），同时将其与角度CA相关联，基于状态量 压缩开始时的气缸内部气体（CAin）（压缩开始时的气缸内部气体的热能），由压缩引起的气缸内部气体的状态量的变化量 压缩行程（分钟活塞），以及自燃（热焰）之前的PCCI燃烧产生的冷焰（冷焰产生量Aqlto）的发热量。 气缸内部温度Tg达到预定自燃起始温度Tig的时间被估计为与PCCI燃烧相关的预混合气体混合物的自燃起始时间（Caig）。 由于考虑了冷焰发热量Oqlto，因此可以准确地估计与PCCI燃烧有关的自燃开始时间。

公开(公告)号：US07337766B2

公开(公告)日：2008-03-04

申请号：US10587576

申请日：2005-03-24

申请人： Shigeki Nakayama ,  Koji Kitano ,  Taro Aoyama ,  Ryo Hasegawa ,  Takashi Koyama ,  Kazuhisa Inagaki ,  Yoshifumi Wakisaka ,  Matsuei Ueda ,  Kiyomi Nakakita

发明人： Shigeki Nakayama ,  Koji Kitano ,  Taro Aoyama ,  Ryo Hasegawa ,  Takashi Koyama ,  Kazuhisa Inagaki ,  Yoshifumi Wakisaka ,  Matsuei Ueda ,  Kiyomi Nakakita

IPC分类号： F02M7/00 ,  F02D41/00

CPC分类号： F02D35/028 ,  F02D35/02 ,  F02D35/026 ,  F02D41/3035 ,  F02D41/402 ,  F02D2041/1433 ,  Y02T10/128

摘要： A gas-mixture-ignition-time estimation apparatus for an internal combustion engine estimates the temperature of a premixed gas mixture for PCCI combustion (i.e., cylinder interior temperature Tg), while relating it to the angle CA, on the basis of a state quantity of the cylinder interior gas at the time of start of compression (CAin) (heat energy of the cylinder interior gas at the time of start of compression), the amount of a change in the state quantity of the cylinder interior gas attributable to compression in a compression stroke (minute piston work), and the heat generation quantity of a cool flame generated in PCCI combustion prior to autoignition (hot flame) (cool flame heat generation quantity Aqlto). A time when the cylinder interior temperature Tg reaches a predetermined autoignition start temperature Tig is estimated as an autoignition start time (Caig) of the premixed gas mixture related to PCCI combustion. Since the cool flame heat generation quantity Oqlto is taken into consideration, the autoignition start time related to PCCI combustion can be estimated accurately.

摘要翻译： 用于内燃机的气体混合燃烧时间估计装置估计用于PCCI燃烧的预混合气体混合物的温度（即气缸内部温度Tg），同时将其与角度CA相关联，基于状态量 压缩开始时的气缸内部气体（CAin）（压缩开始时的气缸内部气体的热能），由压缩引起的气缸内部气体的状态量的变化量 压缩行程（分钟活塞），以及自燃（热焰）之前的PCCI燃烧产生的冷焰（冷焰产生量Aqlto）的发热量。 气缸内部温度Tg达到预定自燃起始温度Tig的时间被估计为与PCCI燃烧相关的预混合气体混合物的自燃起始时间（Caig）。 由于考虑了冷焰发热量Oqlto，因此可以准确地估计与PCCI燃烧有关的自燃开始时间。

公开(公告)号：US06854446B2

公开(公告)日：2005-02-15

申请号：US10484104

申请日：2002-07-11

申请人： Kiyomi Kawamura ,  Yoshihiro Hotta ,  Yoshifumi Wakisaka ,  Kiyomi Nakakita

发明人： Kiyomi Kawamura ,  Yoshihiro Hotta ,  Yoshifumi Wakisaka ,  Kiyomi Nakakita

IPC分类号： F02M47/00 ,  F02M39/00 ,  F02M45/00 ,  F02M45/04 ,  F02M47/02 ,  F02M51/00 ,  F02M55/00 ,  F02M55/02 ,  F02M57/02 ,  F02M59/10 ,  F02M59/32 ,  F02M59/34 ,  F02M59/36 ,  F02M59/46 ,  F02M63/00 ,  F02M63/02 ,  F02M7/00

CPC分类号： F02M59/466 ,  F02M39/005 ,  F02M45/04 ,  F02M45/12 ,  F02M47/027 ,  F02M57/025 ,  F02M59/105 ,  F02M59/34 ,  F02M59/366 ,  F02M63/0033 ,  F02M63/0078 ,  F02M63/0225 ,  F02M63/029 ,  F02M2200/04 ,  F02M2200/21

摘要： A fuel injection device is provided which can inject fuel by very high injection pressure and can realize favorable combustion and exhaust characteristics, and moreover, enables performance of fuel injection with arbitrary fuel injection patterns. In the fuel injection device 30, the protrusion 61 is provided at a distal end portion of the piston control valve 60 which is provided at the pressure intensifier 54, can change a practical opening area of the fuel flow path 57 to the cylinder 56 in accordance with movement of the piston control valve 60, and can control inflow amounts of liquid fuel that is flowed into the cylinder 56 by the piston control valve 60 (does orifice control). Thus, control of injection rates and injection pressures of fuel that is injected from the fuel injection nozzle 34 is enabled, and fuel injection patterns can be realized with an extremely high degree of freedom.

摘要翻译： 提供一种能够以非常高的喷射压力喷射燃料并且可以实现良好的燃烧和排气特性的燃料喷射装置，此外，能够以任意的燃料喷射模式执行燃料喷射。 在燃料喷射装置30中，突起61设置在设置在增压器54处的活塞控制阀60的前端部，能够根据燃料流路57向气缸56改变实际的开口面积 通过活塞控制阀60的运动，并且可以通过活塞控制阀60来控制流入到气缸56中的液体燃料的流入量（进行孔口控制）。 因此，能够控制从燃料喷射喷嘴34喷射的燃料的喷射速度和喷射压力，并且能够以极高的自由度实现燃料喷射模式。