Method for controlling a spark-ignition direct-injection internal combustion engine at low loads
A spark-ignition direct-injection internal combustion engine is controlled at low loads through split fuel injections and spark discharges including one injection and spark during a negative valve overlap period and another injection and spark during a compression phase of the engine cycle.
1. Method for controlling a spark ignition direct injection engine configured to control intake and exhaust valves at low loads, the method comprising:
monitoring engine operating conditions and operator inputs;
controlling the intake and exhaust valves to achieve a negative valve overlap period;
determining desired fuel mass injections for first, second, and third fuel injection events of an engine cycle;
executing the first fuel injection event and discharging a first spark during a recompression phase of the negative valve overlap period;
selectively executing the second fuel injection event during an intake phase of the engine cycle; and
executing the third fuel injection event and discharging a second spark during a compression phase of the engine cycle.
2. The method of claim 1 , further comprising:
determining a desired fuel mass burned during the recompression phase of the negative valve overlap period based upon a predetermined relationship between NOx emissions and fuel mass burned during the recompression phase of the negative valve overlap period; and
determining the desired fuel mass injection for the first fuel injection event based upon the desired fuel mass burned during the recompression phase of the negative valve overlap period.
3. The method of claim 2 , wherein the desired fuel mass burned during the recompression phase of the negative valve overlap period corresponds to a predetermined NOx emissions threshold.
4. The method of claim 3 , further comprising determining a timing for the first fuel injection event based upon the desired fuel mass burned during the recompression phase of the engine cycle.
5. The method of claim 1 , further comprising:
determining a desired fuel mass burned during the compression phase of the engine cycle based upon a predetermined relationship between combustion stability and fuel mass burned during the compression phase of the engine cycle; and
determining the desired fuel mass injection for the third fuel injection event based upon the desired fuel mass burned during the compression phase of the engine cycle.
6. The method of claim 5 , wherein the desired fuel mass burned during the compression phase of the engine cycle corresponds to a predetermined combustion stability threshold.
7. The method of claim 6 , further comprising determining a timing for the third fuel injection event based upon the desired fuel mass burned during the compression phase of the engine cycle.
8. The method of claim 6 , further comprising determining a timing for discharging the second spark based upon the desired fuel mass burned during the compression phase of the engine cycle.
9. The method of claim 1 , wherein determining the desired fuel mass for the second fuel injection event comprises:
determining a total fuel mass for the engine cycle;
determining the desired fuel mass injection for the first fuel injection event based upon a desired fuel mass burned during the recompression phase of the negative valve overlap period;
determining the desired fuel mass injection for the third fuel injection event based upon the desired fuel mass burned during the compression phase of the engine cycle; and
determining the desired fuel mass injection for the second fuel injection event as the difference between the total fuel mass for the engine cycle and the sum of the desired fuel mass injections for the first and third fuel injection events.
10. The method of claim 1 , wherein the engine operating conditions comprise engine speed and load and cylinder temperature and pressure.
11. The method of claim 1 , further comprising determining a timing for the second fuel injection event based upon a minimum net specific fuel consumption.
12. Method for controlling a spark ignition direct injection engine configured to control intake and exhaust valves at low loads, the method comprising:
monitoring engine operating conditions and operator inputs;
controlling the intake and exhaust valves to achieve a negative valve overlap period;
determining a total fuel mass for an engine cycle based upon the engine operating conditions and the operator inputs, said total fuel mass consisting of equal first, second, and third quantities of fuel;
executing a first fuel injection event comprising injecting said first quantity of fuel and discharging a first spark during a recompression phase of the negative valve overlap period;
executing a second fuel injection event comprising injecting said second quantity of fuel during an intake phase of the engine cycle; and
executing a third fuel injection event comprising injecting said third quantity of fuel and discharging a second spark during a compression phase of the engine cycle.
13. The method of claim 12 , further comprising:
determining a timing for the third fuel injection event based upon combustion stability.
14. The method of claim 12 , further comprising:
determining a timing for discharging the second spark based upon combustion stability.
15. The method of claim 12 , further comprising:
determining a timing for the first fuel injection event based upon a desired fuel mass burned during the recompression phase of the negative valve overlap period.
16. The method of claim 12 , further comprising:
determining a timing for the second fuel injection event based upon a maximum net specific fuel consumption.
17. Method for controlling a spark ignition direct injection engine including controllable intake and exhaust valves, the method comprising:
controlling the intake and exhaust valves to achieve a negative overlap period;
executing a first fuel injection event and discharging a first spark during a recompression phase of the negative valve overlap period and subsequently executing a second fuel injection event and discharging a second spark during a compression phase; and
wherein the first fuel injection event comprises a first fuel mass sufficient to achieve a desired fuel mass burn corresponding to a preferred level of NOx emissions and the second fuel injection event comprises a second fuel mass sufficient to achieve a preferred level of combustion stability.
18. The method of claim 17 , wherein the preferred level of NOx emissions is a predetermined maximum NOx emissions threshold.
19. The method of claim 17 , wherein the preferred level of combustion stability is a minimum combustion stability threshold.