JP2000018071A - Fuel injection controller of internal combustion engine - Google Patents
Fuel injection controller of internal combustion engineInfo
- Publication number
- JP2000018071A JP2000018071A JP10184829A JP18482998A JP2000018071A JP 2000018071 A JP2000018071 A JP 2000018071A JP 10184829 A JP10184829 A JP 10184829A JP 18482998 A JP18482998 A JP 18482998A JP 2000018071 A JP2000018071 A JP 2000018071A
- Authority
- JP
- Japan
- Prior art keywords
- fuel injection
- injection valve
- fuel
- injection
- timing
- 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.)
- Pending
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
- F02D41/30—Controlling fuel injection
- F02D41/3094—Controlling fuel injection the fuel injection being effected by at least two different injectors, e.g. one in the intake manifold and one in the cylinder
-
- 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
- F02D41/30—Controlling fuel injection
- F02D41/32—Controlling fuel injection of the low pressure type
- F02D41/34—Controlling fuel injection of the low pressure type with means for controlling injection timing or duration
- F02D41/345—Controlling injection timing
-
- 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
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Fuel-Injection Apparatus (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
Abstract
Description
【0001】[0001]
【発明の属する技術分野】本発明は、各気筒毎に燃焼室
内に直接燃料を噴射する主燃料噴射弁を備える直噴火花
点火式内燃機関において、前記主燃料噴射弁とは別に、
全気筒共通に吸気マニホールド内に燃料を噴射可能な補
助燃料噴射弁を設け、所定の運転条件にて、機関への燃
料供給を主燃料噴射弁と補助燃料噴射弁とに分担させる
場合の燃料噴射制御装置に関する。BACKGROUND OF THE INVENTION The present invention relates to a direct injection spark ignition type internal combustion engine having a main fuel injection valve for directly injecting fuel into a combustion chamber for each cylinder.
An auxiliary fuel injection valve capable of injecting fuel into the intake manifold common to all cylinders is provided, and fuel injection is performed when fuel supply to the engine is shared between the main fuel injection valve and the auxiliary fuel injection valve under predetermined operating conditions. It relates to a control device.
【0002】[0002]
【従来の技術】近年、直噴火花点火式内燃機関が注目さ
れており、このものでは、機関運転条件に応じて、燃焼
方式を切換制御、すなわち、吸気行程にて燃料を噴射す
ることにより、燃焼室内に燃料を拡散させ均質の混合気
を形成して行う均質燃焼と、圧縮行程にて燃料を噴射す
ることにより、点火栓回りに集中的に層状の混合気を形
成して行う成層燃焼とに切換制御するのが一般的である
(特開昭59−37236号公報参照)。2. Description of the Related Art In recent years, a direct injection spark ignition type internal combustion engine has attracted attention. In this type, a combustion system is switched according to engine operating conditions, that is, by injecting fuel in an intake stroke. Homogeneous combustion, in which fuel is diffused into the combustion chamber to form a homogeneous mixture, and stratified combustion, in which fuel is injected in the compression stroke to form a layered mixture intensively around the spark plug, (See JP-A-59-37236).
【0003】[0003]
【発明が解決しようとする課題】ところで、このような
直噴火花点火式内燃機関において、各気筒毎に燃焼室内
に直接燃料を噴射する主燃料噴射弁とは別に、全気筒共
通に吸気マニホールド内に燃料を噴射可能な補助燃料噴
射弁を設け、所定の運転条件(少なくとも均質燃焼時)
にて補助燃料噴射弁を作動させて、機関への燃料供給を
主燃料噴射弁と補助燃料噴射弁とに分担させることが考
えられている。Incidentally, in such a direct injection spark ignition type internal combustion engine, apart from the main fuel injection valve which injects fuel directly into the combustion chamber for each cylinder, the intake manifold is common to all cylinders. Auxiliary fuel injection valve capable of injecting fuel is provided at predetermined operating conditions (at least during homogeneous combustion)
It has been considered that the auxiliary fuel injection valve is operated so that the fuel supply to the engine is shared between the main fuel injection valve and the auxiliary fuel injection valve.
【0004】これは、次のような効果を狙ったものであ
る。 (1)高回転・高負荷に代表される燃料噴射量不足領域
の解消 (2)均質吸気による燃焼の改善(高回転・高負荷領域
では、筒内噴射から点火までの時間(気化時間)が短く
なるため、予め吸気通路内で均質化(均質混合気化)さ
れた燃料を供給し、筒内の均質化を図る) (3)吸気冷却による体積効率の向上(吸気通路内で気
化潜熱を奪い、吸入効率を向上させる)。[0004] This aims at the following effects. (1) Elimination of the region of insufficient fuel injection represented by high rotation and high load (2) Improvement of combustion by homogeneous intake (in the high rotation and high load region, the time from in-cylinder injection to ignition (evaporation time) (3) Improve the volumetric efficiency by cooling the intake air (takes latent heat of vaporization in the intake passage because the fuel is shortened, so that the fuel homogenized (homogenized mixture and vaporized) in the intake passage is supplied in advance to homogenize the cylinder) , Improve inhalation efficiency).
【0005】しかしながら、補助燃料噴射弁を吸気マニ
ホールドのコレクタ入口側に配置して、1回の噴射で全
気筒分の燃料を噴射する場合(機関2回転に1回噴射す
る場合)、必ずしも各気筒に均一に燃料を分配できず、
気筒間の空燃比バラツキが大きくなって、排気性能の悪
化を招いたり、機関の安定性が損なわれることがあっ
た。[0005] However, when the auxiliary fuel injection valve is arranged on the collector inlet side of the intake manifold to inject fuel for all cylinders in one injection (injection once for every two revolutions of the engine), it is not always necessary to use each cylinder. Cannot distribute fuel evenly,
In some cases, the air-fuel ratio variation between the cylinders increases, leading to deterioration of the exhaust performance and impairment of the stability of the engine.
【0006】本発明は、このような実状に鑑み、補助燃
料噴射弁からの噴射燃料を各気筒へできるだけ均一に分
配できるようにして、気筒間の空燃比バラツキを低減す
ることを目的とする。The present invention has been made in view of the above circumstances, and has as its object to reduce the variation in air-fuel ratio between cylinders by distributing the injected fuel from the auxiliary fuel injection valve to each cylinder as uniformly as possible.
【0007】[0007]
【課題を解決するための手段】このため、本発明では、
図1に示すように、各気筒毎に燃焼室内に直接燃料を噴
射する主燃料噴射弁を備える直噴火花点火式内燃機関の
燃料噴射制御装置であって、前記主燃料噴射弁とは別
に、全気筒共通に吸気マニホールド内に燃料を噴射可能
な補助燃料噴射弁を設けると共に、所定の運転条件にて
補助燃料噴射弁を作動させて、機関への燃料供給を主燃
料噴射弁と補助燃料噴射弁とに分担させる切換制御手段
を設けたものにおいて、前記補助燃料噴射弁を吸気マニ
ホールドのコレクタ入口側に配置して、1回の噴射で全
気筒分の燃料を噴射するように構成する一方、前記補助
燃料噴射弁の噴射時期を機関回転速度に応じて可変設定
する噴射時期可変設定手段を設けたことを特徴とする
(請求項1)。Therefore, in the present invention,
As shown in FIG. 1, a fuel injection control device for a direct injection spark ignition type internal combustion engine including a main fuel injection valve for directly injecting fuel into a combustion chamber for each cylinder, separately from the main fuel injection valve, An auxiliary fuel injection valve capable of injecting fuel into the intake manifold is provided for all cylinders, and the auxiliary fuel injection valve is operated under predetermined operating conditions to supply fuel to the engine with the main fuel injection valve and the auxiliary fuel injection valve. In the apparatus provided with the switching control means for sharing with the valve, the auxiliary fuel injection valve is arranged on the collector inlet side of the intake manifold, and the fuel for all cylinders is injected by one injection, An injection timing variable setting means for variably setting an injection timing of the auxiliary fuel injection valve according to an engine rotation speed is provided (claim 1).
【0008】より具体的には、前記噴射時期可変設定手
段は、低回転側で噴射時期を遅らせ、高回転側で噴射時
期を進めるものであることを特徴とする(請求項2)。
本発明者らの実験によれば、機関回転速度毎に気筒間の
空燃比バラツキが変化するが、補助燃料噴射弁の噴射時
期を選ぶことで、気筒間の空燃比バラツキを最小にする
ことができる。この事実に鑑み、補助燃料噴射弁の噴射
時期を機関回転速度に応じて可変設定することで、補助
燃料噴射弁からの噴射燃料を各気筒へできるだけ均一に
分配できるようにして、気筒間の空燃比バラツキを低減
するのである。More specifically, the variable injection timing setting means delays the injection timing on the low rotation speed side and advances the injection timing on the high rotation speed side.
According to the experiments of the present inventors, the air-fuel ratio variation between the cylinders changes for each engine speed, but by selecting the injection timing of the auxiliary fuel injection valve, it is possible to minimize the air-fuel ratio variation between the cylinders. it can. In view of this fact, by setting the injection timing of the auxiliary fuel injection valve variably according to the engine speed, the fuel injected from the auxiliary fuel injection valve can be distributed as uniformly as possible to each cylinder, and the air space between the cylinders is reduced. It reduces the fuel ratio variation.
【0009】[0009]
【発明の効果】本発明によれば、補助燃料噴射弁の噴射
時期を機関回転速度に応じて可変設定、特に、低回転側
で噴射時期を遅らせ、高回転側で噴射時期を進めること
で、補助燃料噴射弁からの噴射燃料を各気筒へ比較的均
一に分配でき、これにより気筒間の空燃比バラツキを低
減し、もって排気性能及び安定性等の向上を図ることが
できるという効果が得られる。According to the present invention, the injection timing of the auxiliary fuel injection valve is variably set in accordance with the engine rotational speed. In particular, the injection timing is delayed on the low rotation side and advanced on the high rotation side. The fuel injected from the auxiliary fuel injection valve can be relatively uniformly distributed to the cylinders, thereby reducing the variation in the air-fuel ratio between the cylinders and thereby improving the exhaust performance and stability. .
【0010】[0010]
【発明の実施の形態】以下に本発明の実施の形態につい
て説明する。図2は一実施形態を示す4気筒内燃機関の
システム図である。先ず、これについて説明する。車両
に搭載される内燃機関1の各気筒の燃焼室には、スロッ
トル弁2の制御を受けて、吸気マニホールド3(コレク
タ3a及び分岐管3b)より、空気が吸入される。Embodiments of the present invention will be described below. FIG. 2 is a system diagram of a four-cylinder internal combustion engine showing one embodiment. First, this will be described. Under the control of the throttle valve 2, air is sucked into the combustion chamber of each cylinder of the internal combustion engine 1 mounted on the vehicle from the intake manifold 3 (collector 3a and branch pipe 3b).
【0011】そして、各気筒毎に、燃焼室内に燃料(ガ
ソリン)を直接噴射するように、電磁式の主燃料噴射弁
4が設けられている。また、全気筒共通に、吸気マニホ
ールド3のコレクタ3a入口側に、電磁式の補助燃料噴
射弁5が設けられている。尚、この補助燃料噴射弁5
は、4気筒の場合、第5弁とも呼ばれる。An electromagnetic main fuel injection valve 4 is provided for each cylinder so as to directly inject fuel (gasoline) into the combustion chamber. In addition, an electromagnetic auxiliary fuel injection valve 5 is provided on the inlet side of the collector 3a of the intake manifold 3 for all cylinders. The auxiliary fuel injection valve 5
Is also referred to as a fifth valve in the case of four cylinders.
【0012】主燃料噴射弁4は、コントロールユニット
6から機関回転に同期して各気筒の吸気行程又は圧縮行
程にて出力される噴射パルス信号によりソレノイドに通
電されて開弁し、所定の高圧力に調圧された燃料を噴射
するようになっている。そして、噴射された燃料は、吸
気行程噴射の場合は燃焼室内に拡散して均質な混合気を
形成し、また圧縮行程噴射の場合は点火栓回りに集中的
に層状の混合気を形成し、点火栓により点火されて、燃
焼(均質燃焼又は成層燃焼)する。The main fuel injection valve 4 is energized by a solenoid by an injection pulse signal output from the control unit 6 in the intake stroke or the compression stroke of each cylinder in synchronization with the engine rotation, and is opened to a predetermined high pressure. The fuel whose pressure has been adjusted is injected. The injected fuel diffuses into the combustion chamber in the case of the intake stroke injection to form a homogeneous mixture, and in the case of the compression stroke injection, forms a layered mixture intensively around the spark plug, It is ignited by the spark plug and burns (homogeneous combustion or stratified combustion).
【0013】補助燃料噴射弁5は、均質燃焼時の特定領
域で、又は成層燃焼と均質燃焼との切換えに同期して均
質燃焼時に、コントロールユニット6から機関2回転に
1回出力される噴射パルス信号によりソレノイドに通電
されて開弁し、所定の低圧力に調圧された燃料を噴射す
るようになっている。そして、噴射された燃料は吸気マ
ニホールド3内である程度均質化して、各気筒へ分配さ
れる。The auxiliary fuel injection valve 5 is an injection pulse output once every two revolutions of the engine from the control unit 6 in a specific region during homogeneous combustion or during homogeneous combustion in synchronization with switching between stratified combustion and homogeneous combustion. The solenoid is energized by a signal to open the valve and inject fuel adjusted to a predetermined low pressure. The injected fuel is homogenized to some extent in the intake manifold 3 and distributed to each cylinder.
【0014】尚、主燃料噴射弁4及び補助燃料噴射弁5
への燃料供給系は、燃料タンク7内の燃料を吸入吐出す
る低圧燃料ポンプ8と、低圧燃料ポンプ8の吐出側圧力
を調圧する低圧レギュレータ9と、低圧燃料ポンプ8か
らの燃料を更に加圧する高圧燃料ポンプ10と、高圧燃
料ポンプの吐出側圧力を調圧する高圧レギュレータ11
とを含んで構成され、高圧レギュレータ11により調圧
された高圧燃料を燃料ギャラリ12を介して主燃料噴射
弁4に供給し、低圧レギュレータ9により調圧された低
圧燃料を補助燃料噴射弁5に供給するようになってい
る。The main fuel injection valve 4 and the auxiliary fuel injection valve 5
A low-pressure fuel pump 8 that sucks and discharges the fuel in the fuel tank 7, a low-pressure regulator 9 that regulates the discharge pressure of the low-pressure fuel pump 8, and further pressurizes the fuel from the low-pressure fuel pump 8. A high-pressure fuel pump 10 and a high-pressure regulator 11 for regulating the discharge pressure of the high-pressure fuel pump
And supplies the high-pressure fuel regulated by the high-pressure regulator 11 to the main fuel injection valve 4 through the fuel gallery 12, and supplies the low-pressure fuel regulated by the low-pressure regulator 9 to the auxiliary fuel injection valve 5. Supply.
【0015】コントロールユニット6は、CPU、RO
M、RAM、A/D変換器及び入出力インターフェイス
等を含んで構成されるマイクロコンピュータを備え、各
種センサからの入力信号を受け、これに基づいて演算処
理して、主燃料噴射弁4及び補助燃料噴射弁5などの作
動を制御する。前記各種センサについては図示を省略し
たが、機関1のクランク軸又はカム軸回転を検出し、こ
れにより機関回転速度Neを検出可能なクランク角セン
サ、スロットル弁2上流で吸入空気量Qaを検出するエ
アフローメータ、スロットル弁2の開度Tvoを検出す
るスロットルセンサ、機関1の冷却水温Twを検出する
水温センサなどが設けられている。The control unit 6 includes a CPU, an RO,
A microcomputer including an M, a RAM, an A / D converter, an input / output interface, and the like is provided. The microcomputer receives input signals from various sensors, performs arithmetic processing based on the signals, and performs processing based on the input signals. The operation of the fuel injection valve 5 and the like is controlled. Although the various sensors are not shown, the crankshaft or camshaft rotation of the engine 1 is detected, whereby a crank angle sensor capable of detecting the engine rotation speed Ne and the intake air amount Qa upstream of the throttle valve 2 are detected. An air flow meter, a throttle sensor for detecting an opening degree Tvo of the throttle valve 2, a water temperature sensor for detecting a cooling water temperature Tw of the engine 1, and the like are provided.
【0016】次に、コントロールユニット6により行わ
れる燃料噴射制御について、図3及び図4のフローチャ
ートにより説明する。図3は燃料噴射制御ルーチンであ
り、所定時間毎(又は所定回転毎)に実行される。本ル
ーチンが切換制御手段に相当する。ステップ1(図には
S1と記す。以下同様)では、機関運転条件に基づい
て、機関が必要とする1気筒(1燃焼)当たりの燃料噴
射量QFを演算する。具体的には、機関運転条件より均
質燃焼又は成層燃焼に設定し、吸入空気量Qa及び機関
回転速度Neに基づいて、目標空燃比(均質燃焼の場合
は一般にストイキ、成層燃焼の場合はリーン)となるよ
うに、要求燃料噴射量QFを演算する。Next, the fuel injection control performed by the control unit 6 will be described with reference to the flowcharts of FIGS. FIG. 3 shows a fuel injection control routine, which is executed every predetermined time (or every predetermined rotation). This routine corresponds to the switching control means. In step 1 (referred to as S1 in the figure, the same applies hereinafter), a fuel injection amount QF per cylinder (one combustion) required by the engine is calculated based on the engine operating conditions. Specifically, the engine operation conditions are set to homogeneous combustion or stratified combustion, and based on the intake air amount Qa and the engine speed Ne, the target air-fuel ratio (generally stoichiometric for homogeneous combustion, lean for stratified combustion) The required fuel injection amount QF is calculated so that
【0017】ステップ2では、補助燃料噴射弁の作動域
(ON域)か否かを判定し、ON域の場合は、ステップ
3へ進む。ステップ3では、主燃料噴射弁と補助燃料噴
射弁との分担率(補助燃料噴射弁側の分担率)Pを設定
する。この分担率Pは機関の負荷によって可変とすると
よい。In step 2, it is determined whether or not it is within the operating range (ON range) of the auxiliary fuel injection valve. In step 3, the sharing ratio P between the main fuel injection valve and the auxiliary fuel injection valve (the sharing ratio on the auxiliary fuel injection valve side) is set. This sharing ratio P may be variable depending on the load of the engine.
【0018】ステップ4では、次式により、要求燃料噴
射量QFに分担率Pを乗じて、補助燃料噴射弁の燃料噴
射量QF5 を演算する。 QF5 =4×QF×P 4倍しているのは、補助燃料噴射弁は2回転に1回噴
射、すなわち全気筒(4気筒)分を1回で噴射する設定
としているからである。In step 4, the required fuel injection amount QF is multiplied by the sharing ratio P to calculate the fuel injection amount QF5 of the auxiliary fuel injection valve according to the following equation. QF5 = 4.times.QF.times.P is multiplied by 4 because the auxiliary fuel injection valve is set to inject once every two rotations, that is, to inject once for all cylinders (four cylinders).
【0019】ステップ5では、演算された補助燃料噴射
弁の燃料噴射量QF5 を燃料圧力(低圧レギュレータの
設定圧力)を考慮して噴射パルス幅(噴射時間)に変換
し、所定のレジスタにセットする。これにより、後述す
る図4の補助燃料噴射弁の噴射時期可変設定ルーチンに
より設定された噴射時期になると、この噴射パルス幅の
信号で補助燃料噴射弁が駆動されて、吸気マニホールド
内に燃料噴射がなされる。In step 5, the calculated fuel injection amount QF5 of the auxiliary fuel injection valve is converted into an injection pulse width (injection time) in consideration of the fuel pressure (set pressure of the low pressure regulator) and set in a predetermined register. . Accordingly, when the injection timing set by the injection timing variable setting routine of the auxiliary fuel injection valve shown in FIG. 4 described later is reached, the auxiliary fuel injection valve is driven by the signal of the injection pulse width, and the fuel is injected into the intake manifold. Done.
【0020】ステップ6では、次式により、要求燃料噴
射量QFに主燃料噴射弁側の分担率(1−P)を乗じ
て、主燃料噴射弁の燃料噴射量QF1-4 を演算する。 QF1-4 =QF×(1−P) そして、ステップ8へ進む。ステップ8では、演算され
た主燃料噴射弁の燃料噴射量QF1-4 を燃料圧力(高圧
レギュレータの設定圧力)を考慮して噴射パルス幅(噴
射時間)に変換し、所定のレジスタにセットする。これ
により、主燃料噴射弁の所定の噴射時期になると、この
噴射パルス幅の信号で主燃料噴射弁が駆動されて、燃焼
室内に直接燃料噴射がなされる。In step 6, the required fuel injection amount QF is multiplied by the share ratio (1-P) of the main fuel injection valve by the following equation to calculate the fuel injection amount QF1-4 of the main fuel injection valve. QF1-4 = QF × (1-P) Then, the process proceeds to step 8. In step 8, the calculated fuel injection amount QF1-4 of the main fuel injection valve is converted into an injection pulse width (injection time) in consideration of the fuel pressure (set pressure of the high-pressure regulator) and set in a predetermined register. Thus, at a predetermined injection timing of the main fuel injection valve, the signal of this injection pulse width drives the main fuel injection valve, and fuel is injected directly into the combustion chamber.
【0021】補助燃料噴射弁のOFF域の場合は、ステ
ップ7へ進む。この場合は主燃料噴射弁のみで燃料噴射
を行う。ステップ7では、次式により、要求燃料噴射量
QFをそのまま主燃料噴射弁の燃料噴射量QF1-4 とす
る。 QF1-4 =QF そして、ステップ8へ進む。If the auxiliary fuel injection valve is in the OFF region, the process proceeds to step S7. In this case, fuel injection is performed only by the main fuel injection valve. In step 7, the required fuel injection amount QF is directly used as the fuel injection amount QF1-4 of the main fuel injection valve by the following equation. QF1-4 = QF Then, the process proceeds to step 8.
【0022】ステップ8では、前述のように、演算され
た主燃料噴射弁の燃料噴射量QF1-4 を燃料圧力を考慮
して噴射パルス幅に変換し、所定のレジスタにセットす
る。これにより、主燃料噴射弁の所定の噴射時期になる
と、この噴射パルス幅の信号で主燃料噴射弁が駆動され
て、燃焼室内に直接燃料噴射がなされる。図4は補助燃
料噴射弁の噴射時期可変設定ルーチンであり、所定時間
毎(又は所定回転毎)に実行される。本ルーチンが噴射
時期可変設定手段に相当する。In step 8, as described above, the calculated fuel injection amount QF1-4 of the main fuel injection valve is converted into an injection pulse width in consideration of the fuel pressure and set in a predetermined register. Thus, at a predetermined injection timing of the main fuel injection valve, the signal of this injection pulse width drives the main fuel injection valve, and fuel is injected directly into the combustion chamber. FIG. 4 shows an injection timing variable setting routine of the auxiliary fuel injection valve, which is executed at every predetermined time (or every predetermined rotation). This routine corresponds to injection timing variable setting means.
【0023】ステップ11では、補助燃料噴射弁の作動
域(ON域)か否かを判定し、ON域の場合のみ、ステ
ップ12へ進む。ステップ12では、機関回転速度Ne
を読込み、予め機関回転速度Neに応じて補助燃料噴射
弁の噴射時期を定めた図5に示すようなテーブルを参照
して、補助燃料噴射弁の噴射時期を設定する。具体的に
は、低回転側で噴射時期を遅らせ、高回転側で噴射時期
を進める。In step 11, it is determined whether or not it is in the operating range (ON range) of the auxiliary fuel injection valve. In step 12, the engine speed Ne
Is read, and the injection timing of the auxiliary fuel injection valve is set with reference to a table as shown in FIG. 5 in which the injection timing of the auxiliary fuel injection valve is determined in advance according to the engine speed Ne. Specifically, the injection timing is delayed on the low rotation side, and the injection timing is advanced on the high rotation side.
【0024】次に補助燃料噴射弁の最適噴射時期につい
て説明する。尚、本例は、4気筒で、図2に示すよう
に、吸気マニホールド3のコレクタ3aにおける流れ方
向で、最下流側より分岐している分岐管3bが#1気筒
に対応し、最上流側より分岐している分岐管3bが#4
気筒に対応する。また、点火順序は#1→#3→#4→
#2である。Next, the optimum injection timing of the auxiliary fuel injection valve will be described. In this example, as shown in FIG. 2, a branch pipe 3b branching from the most downstream side in the flow direction in the collector 3a of the intake manifold 3 corresponds to the # 1 cylinder, and has four cylinders, as shown in FIG. The branch pipe 3b that is more branched is # 4
Corresponds to cylinder. The ignition order is # 1 → # 3 → # 4 →
# 2.
【0025】図6は、6000rpm、5000rp
m、4000rpm、2000rpmの機関回転速度N
e毎に、補助燃料噴射弁の噴射時期(噴射開始時期)
を、クランク角−180deg(#1気筒吸気TD
C)、0deg(#3気筒吸気TDC)、180deg
(#4気筒吸気TDC)、360deg(#2気筒吸気
TDC)などに設定して、それぞれの設定での、気筒間
の空燃比バラツキを見るために、#1〜#4気筒のCO
排出量(%)を測定した結果を示したものである。FIG. 6 shows 6000 rpm and 5000 rpm
m, 4000rpm, 2000rpm engine speed N
Injection timing (injection start timing) of the auxiliary fuel injection valve for each e
With the crank angle of -180 deg (# 1 cylinder intake TD
C), 0 deg (# 3 cylinder intake TDC), 180 deg
(# 4 cylinder intake TDC), 360 deg (# 2 cylinder intake TDC), etc., to see the air-fuel ratio variation between cylinders at each setting,
It shows the result of measuring the emission (%).
【0026】この結果から、6000rpmでは、噴射
時期を180deg(#4気筒吸気TDC)に設定した
場合に、気筒間のCO排出量(%)のバラツキが最も小
さくなる。5000rpmでは、噴射時期を360de
g(#2気筒吸気TDC)に設定した場合に、気筒間の
CO排出量(%)のバラツキが最も小さくなる。400
0rpmでは、噴射時期を450deg(#2気筒吸気
TDCと#1気筒吸気TDCとの間)に設定した場合
に、気筒間のCO排出量(%)のバラツキが最も小さく
なる。2000rpmでは、噴射時期を−180deg
(=540deg;#1気筒吸気TDC)に設定した場
合に、気筒間のCO排出量(%)のバラツキが最も小さ
くなる。From these results, at 6000 rpm, when the injection timing is set to 180 deg (# 4 cylinder intake TDC), the variation in the CO emission (%) between the cylinders is minimized. At 5000 rpm, the injection timing is 360 de
When g (# 2 cylinder intake TDC) is set, the variation in the CO emission (%) between the cylinders becomes the smallest. 400
At 0 rpm, when the injection timing is set to 450 deg (between the # 2 cylinder intake TDC and the # 1 cylinder intake TDC), the variation in the CO emission (%) between the cylinders is minimized. At 2000 rpm, the injection timing is -180 deg.
(= 540 deg; # 1 cylinder intake TDC), the variation in the CO emission (%) between the cylinders is minimized.
【0027】従って、高回転側で噴射時期を進め、低回
転側で噴射時期を遅らせるのがよいことがわかる。図7
は、図6のような実験結果を基に、噴射時期(クランク
角)を横軸、機関回転速度Neを縦軸とするマップ上
に、気筒間のCO排出量のバラツキΔCO(%)を等高
線で示したものである。図中はΔCO=1%のライ
ン、はΔCO=2%のライン、・・・、はΔCO=
7%のラインである。Accordingly, it is understood that it is better to advance the injection timing on the high rotation side and delay the injection timing on the low rotation side. FIG.
Is based on the experimental results as shown in FIG. 6, and the variation ΔCO (%) of the CO emission between cylinders is plotted on a map with the injection timing (crank angle) on the horizontal axis and the engine speed Ne on the vertical axis. It is shown by. In the figure, a line of ΔCO = 1%, a line of ΔCO = 2%,...
7% line.
【0028】従って、このマップを基に、機関回転速度
Ne毎に、噴射時期(噴射開始時期)をΔCOが最も小
さくなる時期に設定するのがよい。具体的には、各機関
回転速度Neでの噴射期間を図中にハッチングで示すよ
うに、6000rpmでは、噴射開始時期を180de
g(=−540deg;#4気筒吸気TDC)付近に設
定する。5000rpmでは、噴射開始時期を−360
deg(#2気筒吸気TDC)付近に設定する。400
0rpmでは、噴射開始時期を−270deg(#2気
筒吸気TDCと#1吸気気筒TDCとの間)付近に設定
する。2000rpmでは、噴射開始時期を−180d
eg(#1気筒吸気TDC)付近に設定する。Therefore, based on this map, it is preferable to set the injection timing (injection start timing) to a timing at which ΔCO becomes the minimum for each engine speed Ne. More specifically, as shown by hatching in the injection period at each engine speed Ne, the injection start timing is set to 180 de at 6000 rpm.
g (= -540 deg; # 4 cylinder intake TDC). At 5000 rpm, the injection start timing is set to -360.
deg (# 2 cylinder intake TDC). 400
At 0 rpm, the injection start timing is set near -270 deg (between the # 2 intake cylinder TDC and the # 1 intake cylinder TDC). At 2000 rpm, the injection start timing is set to -180d
eg (# 1 cylinder intake TDC).
【図1】 本発明の構成を示す機能ブロック図FIG. 1 is a functional block diagram showing a configuration of the present invention.
【図2】 本発明の一実施形態を示す内燃機関のシステ
ム図FIG. 2 is a system diagram of an internal combustion engine showing an embodiment of the present invention.
【図3】 燃料噴射制御ルーチンのフローチャートFIG. 3 is a flowchart of a fuel injection control routine.
【図4】 補助燃料噴射弁の噴射時期可変設定ルーチン
のフローチャートFIG. 4 is a flowchart of an injection timing variable setting routine of an auxiliary fuel injection valve;
【図5】 補助燃料噴射弁の噴射時期テーブルを示す図FIG. 5 is a diagram showing an injection timing table of an auxiliary fuel injection valve;
【図6】 機関回転速度毎の噴射時期による各気筒のC
O排出量を示す図FIG. 6 shows C of each cylinder according to the injection timing for each engine speed.
Diagram showing O emissions
【図7】 CO排出量のバラツキマップを示す図FIG. 7 is a diagram showing a variation map of CO emissions.
1 内燃機関 2 スロットル弁 3 吸気マニホールド 4 主燃料噴射弁 5 補助燃料噴射弁 6 コントロールユニット Reference Signs List 1 internal combustion engine 2 throttle valve 3 intake manifold 4 main fuel injection valve 5 auxiliary fuel injection valve 6 control unit
フロントページの続き Fターム(参考) 3G066 AA02 AA05 AB02 BA16 BA21 CD26 CE22 CE29 DA04 DA09 DB12 DB13 DC04 DC05 DC09 DC14 DC24 3G301 HA04 HA16 JA01 JA05 KA24 KA25 LB04 LB07 MA01 MA19 MA23 NC02 ND01 NE11 NE12 NE15 PA01Z PA11Z PD01Z PD03A PE01Z PE03Z PE08ZContinued on front page F term (reference) 3G066 AA02 AA05 AB02 BA16 BA21 CD26 CE22 CE29 DA04 DA09 DB12 DB13 DC04 DC05 DC09 DC14 DC24 3G301 HA04 HA16 JA01 JA05 KA24 KA25 LB04 LB07 MA01 MA19 MA23 NC02 ND01 NE11 NE12 NE15 PA01Z PA03ZPD01 PE08Z
Claims (2)
主燃料噴射弁を備える直噴火花点火式内燃機関の燃料噴
射制御装置であって、前記主燃料噴射弁とは別に、全気
筒共通に吸気マニホールド内に燃料を噴射可能な補助燃
料噴射弁を設けると共に、所定の運転条件にて補助燃料
噴射弁を作動させて、機関への燃料供給を主燃料噴射弁
と補助燃料噴射弁とに分担させる切換制御手段を設けた
ものにおいて、 前記補助燃料噴射弁を吸気マニホールドのコレクタ入口
側に配置して、1回の噴射で全気筒分の燃料を噴射する
ように構成する一方、 前記補助燃料噴射弁の噴射時期を機関回転速度に応じて
可変設定する噴射時期可変設定手段を設けたことを特徴
とする内燃機関の燃料噴射制御装置。1. A fuel injection control device for a direct injection spark ignition type internal combustion engine having a main fuel injection valve for injecting fuel directly into a combustion chamber for each cylinder, wherein all the cylinders are provided separately from the main fuel injection valve. An auxiliary fuel injection valve capable of injecting fuel is provided in the intake manifold in common, and the auxiliary fuel injection valve is operated under predetermined operating conditions to supply fuel to the engine with the main fuel injection valve and the auxiliary fuel injection valve. The auxiliary fuel injection valve is arranged on the collector inlet side of the intake manifold to inject fuel for all cylinders in one injection, A fuel injection control device for an internal combustion engine, comprising: injection timing variable setting means for variably setting an injection timing of a fuel injection valve according to an engine rotation speed.
噴射時期を遅らせ、高回転側で噴射時期を進めるもので
あることを特徴とする請求項1記載の内燃機関の燃料噴
射制御装置。2. The fuel injection control device for an internal combustion engine according to claim 1, wherein said variable injection timing setting means delays the injection timing on a low rotation speed side and advances the injection timing on a high rotation speed side. .
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP10184829A JP2000018071A (en) | 1998-06-30 | 1998-06-30 | Fuel injection controller of internal combustion engine |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP10184829A JP2000018071A (en) | 1998-06-30 | 1998-06-30 | Fuel injection controller of internal combustion engine |
Publications (1)
Publication Number | Publication Date |
---|---|
JP2000018071A true JP2000018071A (en) | 2000-01-18 |
Family
ID=16160039
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
JP10184829A Pending JP2000018071A (en) | 1998-06-30 | 1998-06-30 | Fuel injection controller of internal combustion engine |
Country Status (1)
Country | Link |
---|---|
JP (1) | JP2000018071A (en) |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP2012202373A (en) * | 2011-03-28 | 2012-10-22 | Toyota Motor Corp | Inter-cylinder air-fuel ratio variation abnormality detection apparatus |
-
1998
- 1998-06-30 JP JP10184829A patent/JP2000018071A/en active Pending
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP2012202373A (en) * | 2011-03-28 | 2012-10-22 | Toyota Motor Corp | Inter-cylinder air-fuel ratio variation abnormality detection apparatus |
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