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WO2006129840A1 - Moteur diesel et son procede de commande - Google Patents

Moteur diesel et son procede de commande Download PDF

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Publication number
WO2006129840A1
WO2006129840A1 PCT/JP2006/311177 JP2006311177W WO2006129840A1 WO 2006129840 A1 WO2006129840 A1 WO 2006129840A1 JP 2006311177 W JP2006311177 W JP 2006311177W WO 2006129840 A1 WO2006129840 A1 WO 2006129840A1
Authority
WO
WIPO (PCT)
Prior art keywords
combustion chamber
exhaust gas
diesel engine
amount
egr device
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/JP2006/311177
Other languages
English (en)
Japanese (ja)
Inventor
Kunio Hasegawa
Hajime Fujita
Katsumasa Kurachi
Koji Matsubara
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Daihatsu Motor Co Ltd
Original Assignee
Daihatsu Motor Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Daihatsu Motor Co Ltd filed Critical Daihatsu Motor Co Ltd
Publication of WO2006129840A1 publication Critical patent/WO2006129840A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D41/0047—Controlling exhaust gas recirculation [EGR]
    • F02D41/0065—Specific aspects of external EGR control
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D41/0047—Controlling exhaust gas recirculation [EGR]
    • F02D41/006—Controlling exhaust gas recirculation [EGR] using internal EGR
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D41/0047—Controlling exhaust gas recirculation [EGR]
    • F02D41/005—Controlling exhaust gas recirculation [EGR] according to engine operating conditions
    • F02D41/0057—Specific combustion modes
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

Definitions

  • the present invention relates to a diesel engine such as a two-cycle or four-cycle engine and a control method thereof.
  • a diesel engine such as a two-cycle or four-cycle engine and a control method thereof.
  • BACKGROUND ART Generally, in a diesel engine, in order to suppress the generation of NO X, an exhaust path from a combustion chamber and an intake path to the combustion chamber are connected via an exhaust gas recirculation path to discharge from the combustion chamber. A part of the exhaust gas is recirculated into the combustion chamber through the exhaust gas recirculation passage. This is called an external EGR (Exhaust Gas Recirculation) device.
  • EGR exhaust Gas Recirculation
  • Patent Document 1 Japanese Patent Application Laid-Open No. 11-36 9 2 3
  • Patent Document 1 Japanese Patent Application Laid-Open No. 11-36 9 2 3
  • Patent Document 1 Japanese Patent Application Laid-Open No. 11-36 9 2 3
  • Patent Document 1 Japanese Patent Application Laid-Open No. 11-36 9 2 3
  • Patent Document 1 is that when the temperature of the fuel and the surrounding gas in the combustion chamber is lower than a certain temperature, By stopping the growth of hydrocarbons in the middle before reaching soot, soot is no longer generated, and when the temperature is so low, the amount of NO x generated is very small. It is based on the principle.
  • Patent Document 1 the state in which the amount of soot and N0 X generated can be reduced is considered only once from the combustion chamber, regardless of the exhaust gas remaining in the combustion chamber. A part of the exhaust gas discharged is returned to the combustion chamber again by the external EGR device.
  • a large amount of exhaust gas must be recirculated into the combustion chamber by the external EGR device. The exhaust gas recirculated from the external EGR device to the combustion chamber is rapidly reduced in temperature when it is once exhausted from the combustion chamber, and its activity is low.
  • the present invention is that the exhaust gas remaining in the combustion chamber without being exhausted from the combustion chamber after being combusted in the combustion chamber is high in temperature and contains a radical component and has high activity. Paying attention to this technical problem, it is important to use this residual exhaust gas to reliably eliminate the problems of the prior art, that is, the occurrence of misfire when the amount of inert gas in the combustion chamber is increased. To do.
  • claim 1 of the present invention comprises: a combustion chamber for burning fuel; an intake passage that communicates with the combustion chamber and supplies gas to the combustion chamber An exhaust gas recirculation passage communicating with the combustion chamber, and an external EGR device for recirculating at least part of the exhaust gas exhausted from the combustion chamber to the combustion chamber via the exhaust gas recirculation passage; An internal EGR device that increases residual exhaust gas remaining in the combustion chamber after burning the fuel in the chamber; and a low-temperature combustion region in which the amount of inert gas in the combustion chamber is increased and the amount of soot generated exceeds a peak
  • the control device includes an exhaust gas recirculated to the combustion chamber and a control device that adjusts the amount of residual exhaust gas by controlling the external EGR device and the internal EGR device.
  • a second aspect of the present invention is the diesel engine according to the first aspect, wherein the control device determines a ratio of residual exhaust gas to exhaust gas recirculated into the combustion chamber by the external EGR device. It is characterized by controlling to 1/8.
  • Claim 3 of the present invention is the diesel engine according to claim 1 or 2, wherein the control device includes at least an idling operation in an entire operation range of the diesel engine. The internal EGR is controlled to increase the residual exhaust gas in the combustion chamber.
  • the control device is configured to reduce the amount of exhaust gas recirculated to the combustion chamber in a region before reaching the low temperature combustion region.
  • the external EGR device is controlled so that the amount of the inert gas corresponding to the amount of the inert gas in the low temperature combustion region increases at a stroke.
  • the diesel engine in the diesel engine according to any one of the first to third aspects, is a two-cycle diesel engine provided with a scavenging compressor, and the internal EGR device includes the scavenging gas. The feature is that the scavenging pressure for the scavenging port by the compressor is reduced.
  • a sixth aspect of the present invention is the diesel engine according to any one of the first to fifth aspects, further comprising an EGR cooler in the exhaust gas recirculation passage.
  • Claim 7 of the present invention is the diesel engine according to any one of claims 1 to 4 and 6, wherein the diesel engine is a four-cycle diesel engine, and the four-cycle diesel engine is provided in the combustion chamber. It is characterized by having first exhaust valve control means for controlling the timing of closing the exhaust valve so that the exhaust gas remains in the combustion chamber.
  • Claim 8 of the present invention is the diesel engine according to any one of claims 1 to 4 and 6, wherein the diesel engine is a four-cycle diesel engine, and the four-cycle diesel engine is provided in the combustion chamber.
  • a second exhaust valve control means is provided for controlling the timing of closing the exhaust valve so that the exhaust gas discharged from the exhaust port is sucked back into the combustion chamber upon intake.
  • a ninth aspect of the present invention provides the diesel engine according to any one of the first to fourth and sixth aspects, wherein the four-cycle diesel engine is configured to exhaust the exhaust gas discharged from the intake port from the intake valve of the combustion chamber. Suction again into the combustion chamber during intake It is characterized by having an intake valve control means for controlling the opening time to return.
  • Claim 10 of the present invention is the diesel engine according to any one of claims 7 to 9, wherein at least one of the first exhaust valve control means, the second exhaust valve control means, and the intake valve control means. Both are characterized by the inclusion of two.
  • Claim 11 of the present invention comprises: a combustion chamber that burns fuel; an intake passage that communicates with the combustion chamber and supplies gas to the combustion chamber; an exhaust gas recirculation passage that communicates with the combustion chamber; An external EGR device having an exhaust gas return passage for returning at least a portion of the exhaust gas exhausted from the chamber to the combustion chamber via the exhaust gas return passage; and after the fuel is burned in the combustion chamber,
  • a diesel engine control method comprising an internal EGR device for increasing residual exhaust gas remaining in a combustion chamber, wherein the amount of inert gas in the combustion chamber is increased by the external EGR device, and the amount of soot generated peaks
  • the amount of exhaust gas recirculated to the combustion chamber and the amount of residual exhaust gas is adjusted by controlling the external EGR device and the internal EGR device in a low temperature combustion region exceeding There.
  • the above-mentioned prior art has a low-temperature combustion state in which the amount of inert gas in the combustion chamber is larger than the amount of inert gas at which the amount of soot peaks, regardless of the exhaust gas remaining in the combustion chamber.
  • the amount of exhaust gas produced by the external EGR device is gradually increased by the amount of soot generated.
  • the amount of exhaust gas recirculated into the combustion chamber by the external EGR device must be significantly increased until the peak is reached.
  • the amount of inert gas before the amount of soot reaches a peak due to an increase in the amount of inert gas.
  • the external EGR device secures the exhaust gas recirculated into the combustion chamber while the amount of inert gas in the case where the amount of soot generation is larger than the peak amount of inert gas. In this way, it is ensured by both the exhaust gas recirculated into the combustion chamber at the internal combustion chamber and the residual exhaust gas increased by the internal EGR device, so that it is recirculated into the combustion chamber by the external EGR device.
  • the amount of exhaust gas can be reduced by the amount of residual exhaust gas increased by the internal EGR device.
  • the residual exhaust gas remaining in the combustion chamber without being discharged from the combustion chamber has a higher temperature and contains more radical components than the exhaust gas recirculated to the combustion chamber by the external EGR device.
  • the ignition and combustion of the fuel can be greatly accelerated by increasing the residual exhaust gas volume with the internal EGR device. Therefore, according to the present invention, in a diesel engine, in order to suppress the generation of soot and NO x to a small amount, the amount of inert gas in the combustion chamber is larger than the amount of inert gas at which the generation amount of soot reaches a peak. If this happens, the risk of misfire can be reliably reduced. In addition, by reducing the risk of misfire, the amount of exhaust gas and residual exhaust gas recirculated to the combustion chamber can be increased by this amount, so that the generation of soot and NOX can be further suppressed, and the exhaust gas A high level of cleanliness can be achieved.
  • the ratio of the residual exhaust gas increasing in the internal EGR device to the exhaust gas recirculating into the combustion chamber in the external EGR device is 1/16 to 1 Z8. It is preferable to configure the settings. If it is less than 1 16, the amount of residual exhaust gas that increases in the internal EGR device is small, so that the ignition and combustion promotion of fuel by the exhaust gas remaining in the combustion chamber can be effectively achieved. In addition, when the value exceeds 1 Z 8, the amount of residual exhaust gas that increases in the internal EGR device increases, so the combustion temperature in the combustion chamber becomes too high and soot generation increases. It will be.
  • the combustion is performed at a lean leaner than the stoichiometric air-fuel ratio in the entire operation region, so that the low load including at least idling operation in the entire operation region is achieved.
  • the temperature of the exhaust gas in the low-speed operation region is lower than the other operation regions due to excess air for lean combustion, and as a result, a catalytic exhaust gas purification device installed in the exhaust path Because the temperature in the chamber does not rise, there is a problem that the exhaust gas purification efficiency is low.
  • This problem that is, that the purification efficiency of the catalytic exhaust gas purification device is low in the low-load / low-rotation operation region including idling operation, is that the exhaust gas is exhausted into the combustion chamber by the external EGR device as in the previous technology. This can be improved by reducing the amount of excess air that is inhaled by increasing the amount of exhaust gas recirculation, but on the other hand, the ignition / combustibility of the fuel becomes unstable.
  • the amount of the soot generated is larger than the amount of the inert gas at which the soot generation peak, the amount of the inert gas that is recirculated into the combustion chamber by the external EGR device and It is configured to ensure that both the exhaust gas increased by the internal EGR device and the residual exhaust gas increase in the low-load / low-rotation operation region including at least idling operation in the entire operation region of the diesel engine.
  • the ignition and combustibility of the fuel can be reliably promoted in a state where the generation of soot in the low load / low rotation operation region including the idling operation is reliably suppressed.
  • the temperature of the exhaust gas purification device can be increased.
  • the cleaner can be achieved.
  • the amount of soot generated gradually increases. In the period before reaching the peak, the amount of soot generated increases to the amount of the inert gas when the amount of the generated inert gas is larger than the peak amount of the inert gas. In the process of gradually increasing the amount of exhaust gas recirculated to the combustion chamber by an external EGR device, the amount of soot generated reaches its peak.
  • the amount of inert gas until the amount of soot reaches a peak due to the increase in the amount of inert gas is secured from the state in which the exhaust gas recirculated into the combustion chamber is secured by the external EGR device.
  • the amount of soot generated is larger than the amount of inert gas that makes a peak, the amount of inert gas is increased by the exhaust gas recirculated into the combustion chamber by the external EGR device and the internal EGR device.
  • the diesel engine is a two-cycle diesel engine provided with a scavenging compressor, and the internal EGR device is provided in the scavenging compressor. It is proposed that the scavenging pressure be lowered.
  • the residual exhaust gas that should remain in the combustion chamber during the combustion of fuel is the exhaust gas from the previous combustion.
  • the timing for closing the exhaust valve of the combustion chamber so as to leave the exhaust gas in the combustion chamber is controlled.
  • FIG. 1 is a graph showing the relationship between the amount of soot generated and the external EGR rate in an internal combustion engine.
  • FIG. 2 is an overall view showing an embodiment of the present invention.
  • reference numeral 1 denotes a diesel engine having at least two cylinders, and the diesel engine 1 includes a scavenging compressor 2 that is driven to rotate by the diesel engine 1.
  • a scavenging compressor 2 By supplying air compressed by a scavenging compressor to a scavenging port (not shown) in each cylinder, scavenging in each cylinder is performed.
  • This scavenging compressor may be provided in an air intake passage 8 from an air cleaner 7 to be described later, as shown by a two-dot chain line in FIG.
  • Reference numeral 3 denotes an exhaust turbocharger that is formed by directly connecting an exhaust turbine 3 a and a blower compressor 3 b.
  • the exhaust turbocharger 3 has an diesel exhaust bin 3 a at the inlet of the diesel turbocharger 3 a.
  • An exhaust passage 4 from an exhaust manifold 1a in the engine 1 is connected to an exhaust passage 5 to the atmosphere at an outlet of the exhaust turbine 3a, and a catalyst is placed in the middle of the exhaust passage 5 to the atmosphere.
  • An exhaust gas purification device 6 of the type is provided.
  • the air intake passage 8 from the air cleaner 7 is on the suction side of the blower compressor 3 b of the exhaust turbocharger 3, and the air intake passage 9 to the scavenging compressor 2 is on the discharge side.
  • a throttle valve 10 for controlling the intake air is provided in the middle of the air intake passage 8, and an in-cooler 11 is provided in the middle of the intake passage 9. .
  • the exhaust passage 5 to the atmosphere and the intake passage 9 are connected via an exhaust gas recirculation passage 12 that guides a part of the exhaust gas in the exhaust passage ⁇ to the intake passage 9.
  • An exhaust gas recirculation control valve 1 3 and an EGR cooler 14 are provided in the middle of the exhaust gas recirculation passage 1 2.
  • the intake passage 9 is provided with a bypass passage 16 connecting the upstream side and the downstream side of the scavenging compressor 2, and a bypass flow control valve 17 is provided in the middle of the bypass passage 16.
  • bypass flow rate control valve 17 When the bypass flow rate control valve 17 is opened, a part of the air is compressed by the scavenging compressor 2 and returned to the suction side of the scavenging compressor 2, so that the scavenging The scavenging air pressure is reduced to a certain level, and the scavenging air pressure is further reduced when the opening of the bypass flow control valve 17 is further increased.
  • these bypass passage 16 and bypass flow control valve 17 constitute an internal ⁇ GR device 18.
  • Reference numeral 19 designates the exhaust gas recirculation control valve 13 and the bypass by using signals from the opening sensor 20 and the rotation sensor 21 and the like in the diesel engine 1 as inputs. It is a controller for opening and closing the flow control valve 17 as described below.
  • the controller 19 is configured to perform exhaust gas recirculation in the external EGR device 15 in all other operating areas of the diesel engine 1 except for the low load / low speed operating area including idling operation.
  • the control valve 13 is opened, and a part of the exhaust gas in the exhaust passage 5 is recirculated to the intake passage 9 via the exhaust gas recirculation passage 12 and eventually into the combustion chamber in each cylinder.
  • the opening force of the bypass flow rate control valve 17 in the internal EGR device 18 is increased, and the scavenging compressor Part of the air compressed in step 2
  • the scavenging air pressure for the scavenging port in each cylinder is lowered, and this scavenging air pressure is lowered, thereby reducing the scavenging efficiency in each cylinder and remaining in the combustion chamber.
  • the amount of exhaust gas is larger than the amount of residual exhaust gas in the case of a normal diesel engine.
  • the amount is controlled so as to be secured by both the exhaust gas recirculated into the combustion chamber by the external EGR device 15 and the residual exhaust gas increasing by the internal EGR device 18. .
  • the inert gas in the case where the amount of soot generation is larger than the peak inactive gas amount is controlled so as to be secured by both the exhaust gas recirculated into the combustion chamber by the external EGR device 15 and the residual exhaust gas increasing by the internal EGR device 18.
  • the amount is ensured by both the exhaust gas recirculated into the combustion chamber by the external EGR device 15 and the residual exhaust gas that increases by the internal EGR device 18.
  • the amount of exhaust gas returned to the combustion chamber by the device 15 can be reduced by the amount of residual exhaust gas increased by the internal EGR device 18.
  • the residual exhaust gas remaining in the combustion chamber without being discharged from the combustion chamber is higher in temperature than the exhaust gas recirculated to the combustion chamber by the external EGR device 15 and contains a radical component. Because it contains a large amount and is rich in activity, it is possible to promote the ignition and combustion of fuel by increasing the amount of residual exhaust gas with the internal EGR device 18.
  • the time from the previous combustion to the next combustion is as short as about half that of the four-cycle diesel engine. Can be minimized by the reduction of radical components in the residual exhaust gas. In other words, exhaust gas having higher activity than that of a four-cycle diesel engine remains. Therefore, the above-mentioned effects can be achieved, and further acceleration of fuel ignition / combustion can be achieved.
  • the controller 19 operates the external EGR device 15 and the internal EGR device 18 simultaneously in a low load / low rotation operation region including idling operation,
  • the ratio of the residual exhaust gas that increases in the internal EGR device 1 8 to the exhaust gas recirculated into the combustion chamber in the EGR device 15 is regulated to 1 Z 16 to 1/8.
  • the controller 19 increases the amount of exhaust gas recirculated to the combustion chamber by the external EGR device 15, and the amount of soot generated gradually increases as the amount of inert gas in the combustion chamber increases. For example, when the amount of the above-mentioned generation is greater than the peak amount of inert gas at the time point A 1 on the upper right in curve A in Fig. 1, The active gas amount is configured to increase all at once, for example, to the amount of inert gas at point A 2 on the lower right side of curve A in Fig. 1.
  • the internal EGR device for increasing the residual exhaust gas remaining in the combustion chamber includes
  • (i). Means to increase the residual exhaust gas in the combustion chamber more than in the case of a normal diesel engine by making the timing of closing the exhaust valve early until the exhaust gas remains in the combustion chamber. (First exhaust valve control means). (ii). By delaying the timing of closing the exhaust valve until the exhaust gas discharged from the exhaust port is sucked back into the combustion chamber during intake, the residual exhaust gas in the combustion chamber Means to increase more (second exhaust valve control means).
  • the controller 19 can also serve as the first exhaust valve control means, the second exhaust valve control means, and the intake valve control means. If the two-cycle diesel engine is a Uniflow type equipped with an exhaust valve at the top of the combustion chamber, instead of decreasing the scavenging pressure as described above, or at the same time, the exhaust valve It is possible to increase the residual exhaust gas remaining in the combustion chamber by making the closing time earlier. Industrial applicability
  • the diesel engine of the present invention can reliably eliminate the occurrence of misfire when the amount of inert gas in the combustion chamber is increased.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Exhaust-Gas Circulating Devices (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)

Abstract

La présente invention concerne un moteur diesel pourvu d’un dispositif de RGE externe (15) et d’un dispositif de RGE interne (18), ledit dispositif de RGE externe (15) faisant circuler les gaz d’échappement de l’intérieur d’une chambre de combustion vers la chambre de combustion et ledit dispositif de RGE interne (18) augmentant les gaz d’échappement résiduels demeurant dans la chambre de combustion. La quantité de gaz inertes dans la chambre de combustion est augmentée jusqu’à un niveau supérieur au niveau pour lequel la quantité de suie produite est maximale, ce qui est réalisé à la fois par le dispositif de RGE externe (15) et le dispositif de RGE interne (18).
PCT/JP2006/311177 2005-05-31 2006-05-30 Moteur diesel et son procede de commande Ceased WO2006129840A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2005-158335 2005-05-31
JP2005158335A JP2006336466A (ja) 2005-05-31 2005-05-31 ディーゼル機関

Publications (1)

Publication Number Publication Date
WO2006129840A1 true WO2006129840A1 (fr) 2006-12-07

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PCT/JP2006/311177 Ceased WO2006129840A1 (fr) 2005-05-31 2006-05-30 Moteur diesel et son procede de commande

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WO (1) WO2006129840A1 (fr)

Families Citing this family (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP5169439B2 (ja) * 2008-04-24 2013-03-27 株式会社デンソー 内燃機関制御装置及び内燃機関制御システム
JP5136699B2 (ja) 2010-05-10 2013-02-06 トヨタ自動車株式会社 内燃機関の制御装置
US8662029B2 (en) * 2010-11-23 2014-03-04 Etagen, Inc. High-efficiency linear combustion engine
JP6043112B2 (ja) * 2012-07-18 2016-12-14 川崎重工業株式会社 ユニフロー式２ストロークエンジン
JP5965234B2 (ja) * 2012-07-18 2016-08-03 川崎重工業株式会社 ユニフロー式２ストロークエンジン
DK3404237T3 (da) * 2017-05-15 2021-04-26 Winterthur Gas & Diesel Ag Fremgangsmåde til drift af en stor dieselmotor samt stor dieselmotor

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH03246361A (ja) * 1990-02-21 1991-11-01 Mazda Motor Corp ディーゼルエンジンの排気ガス還流制御装置
JPH10252487A (ja) * 1997-03-11 1998-09-22 Shuichi Kitamura バイパス弁付２サイクルディーゼル機関
JPH11200839A (ja) * 1998-01-09 1999-07-27 Toyota Motor Corp 圧縮着火式内燃機関
JP2000179408A (ja) * 1998-12-16 2000-06-27 Toyota Motor Corp 内燃機関
JP2004144089A (ja) * 2002-10-22 2004-05-20 Avl List Gmbh 直噴式ディーゼル機関の運転方法及びこの方法を実施するディーゼル機関
JP2005061323A (ja) * 2003-08-13 2005-03-10 Honda Motor Co Ltd 圧縮着火内燃機関の制御装置

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH03246361A (ja) * 1990-02-21 1991-11-01 Mazda Motor Corp ディーゼルエンジンの排気ガス還流制御装置
JPH10252487A (ja) * 1997-03-11 1998-09-22 Shuichi Kitamura バイパス弁付２サイクルディーゼル機関
JPH11200839A (ja) * 1998-01-09 1999-07-27 Toyota Motor Corp 圧縮着火式内燃機関
JP2000179408A (ja) * 1998-12-16 2000-06-27 Toyota Motor Corp 内燃機関
JP2004144089A (ja) * 2002-10-22 2004-05-20 Avl List Gmbh 直噴式ディーゼル機関の運転方法及びこの方法を実施するディーゼル機関
JP2005061323A (ja) * 2003-08-13 2005-03-10 Honda Motor Co Ltd 圧縮着火内燃機関の制御装置

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