Internal Combustion Engine Control Device Split Injection Timing
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Solution Overview
Problem
The combustibility of internal combustion engines is degraded due to variations in fuel spray diffusion caused by changes in the rotational speed of the output shaft, which affect the timing of fuel injection and ignition, leading to inconsistent combustion states.
Innovation Solution
A control device for internal combustion engines that implements split injections and sets a constant time interval between the final split injection and ignition timing, using a crank angle position and rotation speed to ensure proper fuel spray diffusion around the ignition position, regardless of fuel pressure variations.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Productivity
If fuel injection timing is adjusted to maintain optimal combustion, then combustion efficiency is improved, but the control complexity increases due to multiple injection timings and fuel pressure variations
Solution Approach 1:
The fuel injection process is segmented into multiple injection events (first injection and second injection) with different timings and durations. The control device manages these segmented injections by calculating specific injection timings based on fuel pressure regions, thereby maintaining combustion efficiency while managing complexity through structured segmentation.
Solution Approach 2:
The control device changes injection parameters (timing, duration) based on detected fuel pressure regions. By identifying which fuel pressure region the current pressure falls into, the system adjusts injection parameters dynamically, optimizing combustion efficiency across varying operating conditions without requiring overly complex control logic.
2Reliability
If split injections are implemented for multiple times in one combustion cycle, then fuel spray diffusion and combustibility are improved, but the device complexity increases
Solution Approach 1:
The injection process is divided into multiple split injections within one combustion cycle. Each split injection is controlled with specific timings and durations that are calculated based on the detected fuel pressure region, enabling improved fuel spray diffusion and combustibility while managing control complexity through systematic segmentation.
Solution Approach 2:
The control device dynamically adjusts injection timing and duration based on real-time fuel pressure detection. By determining the fuel pressure region and calculating corresponding injection parameters, the system adapts the split injection strategy to current operating conditions, optimizing combustibility without requiring fixed complex control logic.
3Productivity
If the time interval between final split injection and ignition timing is varied to optimize combustion, then combustion quality is improved, but the consistency of combustion state deteriorates due to rotational speed variations
Solution Approach 1:
The control device changes the time interval parameter between final split injection and ignition timing based on detected fuel pressure regions. By establishing corresponding time intervals for each fuel pressure region, the system maintains consistent combustion conditions despite variations in rotational speed, thereby improving both combustion quality and consistency.
Solution Approach 2:
The control device uses feedback from fuel pressure detection to adjust the time interval between injection and ignition. By continuously monitoring fuel pressure and adjusting timing parameters accordingly, the system compensates for rotational speed variations and maintains consistent combustion state, improving overall combustion reliability.
Data Source
AI summary
An ECU causes an injector to implement multiple split injections during a combustion cycle and to implement a final split injection among the split injections in the latter half of the compression stroke. The ECU further sets a time interval between the injection timing for the final split injection and the ignition timing of an ignition plug at a constant time in a region in which the fuel pressure is the same. Then, the ECU sets a crank angle position based on the time interval and a rotational speed of an output shaft.