JP4123974B2 - Direct-injection spark ignition internal combustion engine - Google Patents

Direct-injection spark ignition internal combustion engine Download PDF

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Publication number
JP4123974B2
JP4123974B2 JP2003051281A JP2003051281A JP4123974B2 JP 4123974 B2 JP4123974 B2 JP 4123974B2 JP 2003051281 A JP2003051281 A JP 2003051281A JP 2003051281 A JP2003051281 A JP 2003051281A JP 4123974 B2 JP4123974 B2 JP 4123974B2
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Japan
Prior art keywords
valve
engine
internal combustion
intake
direct
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JP2004257352A (en
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慎一 岡本
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Nissan Motor Co Ltd
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Nissan Motor Co Ltd
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    • YGENERAL 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
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/10Internal combustion engine [ICE] based vehicles
    • Y02T10/12Improving ICE efficiencies

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  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Combustion Methods Of Internal-Combustion Engines (AREA)

Description

【0001】
【発明の属する技術分野】
本発明は、直噴火花点火式内燃機関に関する。
【0002】
【従来の技術】
従来より、直噴火花点火式内燃機関では、特許文献1に示されるように、燃焼室の側部に配置される燃料噴射弁から2つの吸気弁の間を経由し燃焼室中心部側へ燃料を噴射している。
【0003】
【特許文献1】
特開平11−294208号公報
【0004】
【発明が解決しようとする課題】
しかしながら、圧縮行程にて燃料噴射を行う成層運転モードに対し、吸気行程にて燃料噴射を行う均質運転モードでは、吸気弁がリフトしているため、噴射された燃料の一部が吸気弁と干渉することで、筒内での混合気形成を阻害する結果、機関の冷機・暖機状態に関わらず、筒内に液状燃料が多く存在するようになり、機関から排出される未燃燃料(HC)が多くなるという問題点があった。
【0005】
本発明は、このような従来の問題点に鑑み、吸気行程噴射時に吸気弁と干渉する燃料噴霧を減らして、未燃燃料の排出量を低減することを目的とする。
【0006】
【課題を解決するための手段】
このため、本発明は、片方の吸気弁を閉弁状態で停止可能な可変動弁装置を用い、吸気行程にて燃料噴射を行う運転モードの時に、片方の吸気弁を閉弁状態で停止させる片弁停止を行う構成とする。
また、吸気通路に通路断面積の一部を開閉して筒内流動を制御するエアモーションバルブを用い、機関の冷機時は、前記片弁停止を行う時に、エアモーションバルブを開き、機関の暖機後は、前記片弁停止を行う時に、エアモーションバルブを閉じる構成とする。
【0007】
【発明の効果】
本発明によれば、吸気行程噴射時に、片弁停止を行うことで、その片方の吸気弁には燃料噴霧が干渉しないため、燃料噴霧が干渉する吸気弁が1つとなり、吸気弁と干渉する燃料噴霧を約1/2にすることができるので、未燃燃料の排出量を大幅に低減可能となる。
また、機関の冷機時に片弁停止を行う時は、エアモーションバルブを開いて、開弁動作する吸気弁の弁傘部全体に空気流を吹き付けることで、その弁傘部に燃料を空気流に乗せいて吹き飛ばし、混合気形成に利用することができる。
また、機関の暖機後に片弁停止を行う時は、暖機後は吸気弁温度が高く、気化性が良好なため、エアモーションバルブを閉じて、筒内流動を強化することにより、燃料気化を促進し、より均質な混合気形成を図ることができる。
【0008】
【発明の実施の形態】
以下に本発明の実施の形態を図面に基づいて説明する。
図1は本発明の一実施形態を示す内燃機関の平面レイアウト図、図2は同上内燃機関の要部断面図及びそのA矢視図ある。
【0009】
内燃機関の燃焼室1には、その上面(シリンダヘッド)側の略中央部に点火プラグ2が配置されている。そして、点火プラグ2を囲むように、2本ずつ吸気ポート3A、3B及び排気ポート4A、4Bが開口し、それぞれに吸気弁5A、5B及び排気弁6A、6Bが装着されている。
【0010】
燃料噴射弁7は、燃焼室1の吸気弁5A、5B側の側部に斜め下向きに(シリンダ軸に対して垂直な平面に対して所定角度θだけ傾斜して)配置され、2つの吸気弁5A、5Bの間を経由し燃焼室1中心部側へ燃料を噴射するようになっている。
【0011】
また、吸気ポート3A、3Bは、仕切板8により上下の分割ポートに分割されており、下側の分割ポートの上流側に、これを閉止可能で、閉止時に筒内流動を強化可能なエアモーションバルブ9が設けられている。本実施形態では、特にタンブル流動を強化するようになっているので、エアモーションバルブ9を、タンブル制御弁(TCV)9と称する。
【0012】
この内燃機関での運転モードには、成層運転モードと均質運転モードとがあり、成層運転モードでは、圧縮行程にて燃料噴射を行い、点火プラグ2の周囲に成層化された混合気塊を形成することで、全体としては極めてリーンな空燃比で成層燃焼を行わせる。これに対し、均質運転モードでは、吸気行程にて燃料噴射を行い、燃焼室1の全体に均質な混合気を形成することで、ストイキ又はリーン空燃比での均質燃焼を行わせる。
【0013】
ここで、圧縮行程噴射の場合は、吸気弁5A、5Bは閉じているため、燃料噴霧と吸気弁5A、5Bとの干渉は問題とならないが、吸気行程噴射の場合は、吸気弁5A、5Bがリフトしているため、燃料噴霧と吸気弁5A、5Bとの干渉が問題となる。
【0014】
そこで、本発明では、吸気行程にて燃料噴射を行う運転モード(均質運転モード)の時に、図2に示すように、片方の吸気弁5Aを閉弁状態(0リフト又は微小リフト)で停止させる片弁停止を行い、他方の吸気弁5Bのみの開閉動作により、機関を運転する。
【0015】
これにより、吸気行程噴射時に、燃料噴霧は吸気弁5Aとは干渉せず、吸気弁5Bのみと干渉し、吸気弁5Bのみに噴霧の付着が生じるようになる(図2参照)。従って、燃料噴霧の干渉量(付着量)は単純に1/2となり、未燃燃料(HC)の排出量を大幅に低減することができる。
【0016】
但し、片弁停止を行うと、吸入可能な最大空気量が制約されるので、片弁停止は、必要空気量が比較的少ない低回転・低負荷領域のときに行う(図3参照)。
また、片弁停止状態では、開弁動作する吸気弁5Bへの噴霧の付着を生じるが、このときにタンブル制御弁9を閉じると、空気流が吸気弁5Bの弁傘部の略半分のみに当たるようになり、図2のX部分に付着した噴霧を吹き飛ばすことができない。
【0017】
そこで、片弁停止状態では、タンブル制御弁9を開いて、開弁動作する吸気弁5Bの弁傘部全体に空気流を吹き付けることで、その弁傘部に付着した燃料を空気流に乗せて吹き飛ばし、混合気形成に利用することを可能とする。
【0018】
但し、機関の冷機時と暖機後とを比較すると、暖機後は、吸気弁温度が高く、気化性が良好なため、混合気形成にさほどの支障がない(HC排出量が少ない)ことから、暖機後は、片弁停止を行う時に、タンブル制御弁9を閉じて、筒内流動を強化することにより、燃料気化を促進し、より均質な混合気形成を図ることが、HC低減上得策となる。
【0019】
上記の制御を実現するため、吸気弁5A、5B(少なくとも片方の吸気弁5A)は、可変動弁装置(図4中の10)により、閉弁状態で停止可能としてある。この場合の可変動弁装置としては、カム駆動式で油圧によりカムを切換えることで0リフト(又は微小リフト)を得ることができるもの、偏心カムを用い油圧によりリフト量を任意に変化させることができるもの、あるいは、電磁駆動式で任意のリフト特性を得ることができるものを用いることができる。
【0020】
図4は制御系の構成図であり、点火プラグ2、燃料噴射弁7、タンブル制御弁(TCV)9などと共に、可変動弁装置10の作動を制御するエンジンコントロールユニット(ECU)11に、エンジン回転数Nを検出可能な回転数センサ12、負荷(例えばアクセル開度)Lを検出可能な負荷センサ13、エンジン冷却水温Twを検出可能な水温センサ14の信号を入力してある。
【0021】
図5はECU11にて実行される制御フローであり、均質運転モードにて片弁停止制御及びTCV制御のために実行される。
S1では、各種センサより、エンジン回転数N、負荷L、水温Twなどを読込む。
【0022】
S2では、水温Twを所定値と比較することで、冷機時(Tw≦所定値)か、暖機後(Tw>所定値)かを判別する。
冷機時(Tw≦所定値)の場合は、S3へ進み、片弁停止領域を決定するエンジン回転数及び負荷のしきい値Ns、Lsを、基準値N1、L1に設定する。ここで定められるN1以下、L1以下の領域は、片弁停止状態において吸入可能な最大空気量内で運転可能な領域である。
【0023】
暖機後(Tw>所定値)の場合は、S4へ進み、片弁停止領域を決定するエンジン回転数及び負荷のしきい値Ns、Lsを、前記基準値N1、L1より小さいN2、L2に設定する。当然に、N2<N1、L2<L1である。暖機後は、冷機時に対し、片弁停止領域を、より低回転・低負荷側の領域に縮小するためである。
【0024】
S5では、エンジン回転数Nがしきい値Ns以下で、かつ負荷Lがしきい値Ls以下の低回転・低負荷領域か否かを判定する。
低回転・低負荷領域でない場合は、S6へ進む。
【0025】
S6では、片弁停止を行わず、通常運転(両弁運転)を行う。尚、通常運転時のタンブル制御弁(TCV)の制御はエンジン性能の要求により決める。
低回転・低負荷領域の場合は、S7へ進む。
【0026】
S7では、片弁停止不能状態、すなわち、可変動弁装置への制御用油圧が得られないなどの理由で、片弁停止を実行できないフェイルセーフ時か否かを判定する。
【0027】
片弁停止不能状態でない場合は、S8へ進む。
S8では、片弁停止を行う条件であり、かつ片弁停止可能であるため、片弁停止を行う。燃料噴霧と吸気弁との干渉を抑制して、HC排出量を低減するためである。
【0028】
S8にて片弁停止を行う場合は、S9以降で片弁停止状態に見合ったタンブル制御弁(TCV)の制御を行う。
S9では、S2と同様、冷機時(Tw≦所定値)か、暖機後(Tw>所定値)かを判別する。もちろん、S2での判別結果を記憶保持しておいて、それに従えばよい。
【0029】
冷機時の場合は、S10へ進み、タンブル制御弁(TCV)を開く。詳しくは、タンブル制御弁が開いているか否かを判定し、開いていない場合にタンブル制御弁を開く。開弁動作している吸気弁の弁傘部全体に空気流を吹き付けるためである。
【0030】
暖機後の場合は、S11へ進み、タンブル制御弁(TCV)を閉じる。詳しくは、タンブル制御弁が閉じているか否かを判定し、閉じていない場合にタンブル制御弁を閉じる。暖機後は、筒内流動を強化することで、筒内の均質化を向上させ、燃焼を改善して、未燃HCを減らすことを重視するためである。
【0031】
S7での判定で、片弁停止不能状態、すなわち、可変動弁装置への制御用油圧が得られないなどの理由で、片弁停止を実行できないフェイルセーフ時の場合は、S12へ進み、片弁停止を禁止して、両弁運転を行う。そして、このときは、更に、S13へ進み、機関の冷機・暖機状態に関わらず、タンブル制御弁(TCV)を閉じることで、筒内流動を強化する。燃料噴霧と吸気弁との干渉を防止できないので、筒内流動を強化することにより、燃焼を改善し、未燃HCの低減を図るためである。
【0032】
本実施形態では、機関の暖機後は、冷機時に対し、片弁停止を行う領域を、より低回転・低負荷側の領域に縮小しているが、これは、暖機後は、燃料噴霧が吸気弁と干渉しても雰囲気温度が高く気化が十分可能なため、比較的高回転・高負荷寄りの領域では、片弁停止によるHC低減効果を得るよりも、両弁運転でタンブル制御弁により筒内ガス流動を強化することにより、ミキシング強化により燃焼性能を向上させ、筒内の未燃HCを低減することが有効であるからである。
【0033】
尚、図6には、制御例として、始動→ファーストアイドル→冷機時/低回転・低負荷運転→冷機時/高回転・高負荷運転→暖機後/低回転・低負荷運転→暖機後/高回転・高負荷運転と経過した場合の、片弁停止制御及びTCV制御の様子を示している。尚、この例では油圧式の可変動弁装置を用いることを前提としているため、始動後(油圧上昇後)より片弁停止を開始しているが、電磁式の可変動弁装置であれば、片弁停止を即開始可能である。
【図面の簡単な説明】
【図1】 本発明の一実施形態を示す内燃機関の平面レイアウト図
【図2】 同上内燃機関の要部断面図及びそのA矢視図
【図3】 均質運転モードでの領域別の設定を示す図
【図4】 制御系の構成図
【図5】 制御フローチャート
【図6】 制御タイムチャート
【符号の説明】
1 燃焼室
2 点火プラグ
3A、3B 吸気ポート
4A、4B 排気ポート
5A、5B 吸気弁
6A、6B 排気弁
7 燃料噴射弁
8 仕切板
9 タンブル制御弁(TCV)
10 可変動弁装置
11 エンジンコントロールユニット(ECU)
12 回転数センサ
13 負荷センサ
14 水温センサ
[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a direct injection spark ignition internal combustion engine.
[0002]
[Prior art]
Conventionally, in a direct-injection spark-ignition internal combustion engine, as shown in Patent Document 1, a fuel is injected from a fuel injection valve disposed at a side portion of a combustion chamber to a combustion chamber center side through two intake valves. Is sprayed.
[0003]
[Patent Document 1]
Japanese Patent Laid-Open No. 11-294208
[Problems to be solved by the invention]
However, in the stratified operation mode in which fuel injection is performed in the compression stroke, in the homogeneous operation mode in which fuel injection is performed in the intake stroke, since the intake valve is lifted, a part of the injected fuel interferes with the intake valve. As a result, the mixture formation in the cylinder is inhibited. As a result, a large amount of liquid fuel is present in the cylinder regardless of whether the engine is cold or warm. The unburned fuel (HC) discharged from the engine ) Has increased.
[0005]
The present invention has been made in view of such conventional problems, and an object of the present invention is to reduce the amount of unburned fuel by reducing fuel spray that interferes with the intake valve during intake stroke injection.
[0006]
[Means for Solving the Problems]
For this reason, the present invention uses a variable valve system that can stop one intake valve in the closed state, and stops one intake valve in the closed state in the operation mode in which fuel injection is performed in the intake stroke. It is set as the structure which performs single valve stop.
In addition, an air motion valve that controls the in-cylinder flow by opening and closing a part of the cross-sectional area of the passage in the intake passage is used. When the engine is cold, the air motion valve is opened to stop the warming of the engine. After the machine, the air motion valve is closed when the single valve is stopped.
[0007]
【The invention's effect】
According to the present invention, by stopping the one valve at the time of the intake stroke injection, the fuel spray does not interfere with one of the intake valves, so the intake valve with which the fuel spray interferes becomes one and interferes with the intake valve. Since the fuel spray can be reduced to about ½, the amount of unburned fuel discharged can be greatly reduced.
When stopping the one-valve when the engine is cold, open the air motion valve and blow the air flow to the entire valve head part of the intake valve that opens, so that the fuel flows into the valve head part. It can be put on and blown away and used to form an air-fuel mixture.
Also, when the one-valve stop is performed after the engine is warmed up, the temperature of the intake valve is high and the vaporization is good after warming up, so the fuel vaporization is achieved by closing the air motion valve and enhancing the in-cylinder flow. And a more homogeneous mixture can be formed.
[0008]
DETAILED DESCRIPTION OF THE INVENTION
Embodiments of the present invention will be described below with reference to the drawings.
FIG. 1 is a plan layout view of an internal combustion engine showing an embodiment of the present invention, and FIG.
[0009]
In the combustion chamber 1 of the internal combustion engine, a spark plug 2 is disposed at a substantially central portion on the upper surface (cylinder head) side. Then, two intake ports 3A and 3B and two exhaust ports 4A and 4B are opened so as to surround the spark plug 2, and the intake valves 5A and 5B and the exhaust valves 6A and 6B are mounted respectively.
[0010]
The fuel injection valve 7 is disposed obliquely downward (inclined by a predetermined angle θ with respect to a plane perpendicular to the cylinder axis) on the side of the combustion chamber 1 on the side of the intake valves 5A and 5B. Fuel is injected into the center of the combustion chamber 1 through the space between 5A and 5B.
[0011]
In addition, the intake ports 3A and 3B are divided into upper and lower divided ports by a partition plate 8, and can be closed upstream of the lower divided port, and air motion that can enhance in-cylinder flow when closed A valve 9 is provided. In this embodiment, since the tumble flow is particularly strengthened, the air motion valve 9 is referred to as a tumble control valve (TCV) 9.
[0012]
The operation mode of the internal combustion engine includes a stratified operation mode and a homogeneous operation mode. In the stratified operation mode, fuel injection is performed in the compression stroke, and a stratified mixture is formed around the spark plug 2. As a result, stratified combustion is performed at a very lean air-fuel ratio as a whole. On the other hand, in the homogeneous operation mode, fuel injection is performed in the intake stroke, and a homogeneous air-fuel mixture is formed in the entire combustion chamber 1, thereby performing homogeneous combustion at a stoichiometric or lean air-fuel ratio.
[0013]
Here, in the case of the compression stroke injection, since the intake valves 5A and 5B are closed, the interference between the fuel spray and the intake valves 5A and 5B does not matter, but in the case of the intake stroke injection, the intake valves 5A and 5B. Therefore, the interference between the fuel spray and the intake valves 5A and 5B becomes a problem.
[0014]
Therefore, in the present invention, during the operation mode (homogeneous operation mode) in which fuel injection is performed in the intake stroke, as shown in FIG. 2, one intake valve 5A is stopped in a closed state (0 lift or minute lift). The single valve is stopped, and the engine is operated by the opening / closing operation of only the other intake valve 5B.
[0015]
Thus, during the intake stroke injection, the fuel spray does not interfere with the intake valve 5A but interferes with only the intake valve 5B, and the spray adheres only to the intake valve 5B (see FIG. 2). Therefore, the fuel spray interference amount (attachment amount) is simply halved, and the amount of unburned fuel (HC) discharged can be greatly reduced.
[0016]
However, if the single valve is stopped, the maximum amount of air that can be sucked is restricted, so the single valve is stopped when the required air amount is relatively low and in a low rotation / low load region (see FIG. 3).
Further, in the one-valve stop state, spray adheres to the intake valve 5B that opens, but when the tumble control valve 9 is closed at this time, the air flow hits only about half of the valve head portion of the intake valve 5B. Thus, the spray adhering to the portion X in FIG. 2 cannot be blown off.
[0017]
Therefore, in the one-valve stop state, the tumble control valve 9 is opened, and the air flow is blown to the entire valve head portion of the intake valve 5B that opens, so that the fuel attached to the valve head portion is put on the air flow. It can be blown away and used for air-fuel mixture formation.
[0018]
However, when the engine is cold and after warming up, after warming up, the intake valve temperature is high and the vaporization is good, so there is no significant problem in the formation of the air-fuel mixture (HC emissions are low). Therefore, after warming up, when the one-valve stop is performed, the tumble control valve 9 is closed to enhance the in-cylinder flow, thereby promoting fuel vaporization and forming a more homogeneous air-fuel mixture. This is a good idea.
[0019]
In order to realize the above control, the intake valves 5A and 5B (at least one of the intake valves 5A) can be stopped in a closed state by a variable valve gear (10 in FIG. 4). As the variable valve device in this case, a cam-driven type that can obtain 0 lift (or minute lift) by switching the cam by hydraulic pressure, or using an eccentric cam to arbitrarily change the lift amount by hydraulic pressure. What can be used, or what can obtain arbitrary lift characteristics with an electromagnetic drive type can be used.
[0020]
FIG. 4 is a block diagram of the control system. The engine control unit (ECU) 11 that controls the operation of the variable valve gear 10 together with the ignition plug 2, the fuel injection valve 7, the tumble control valve (TCV) 9, and the like is connected to the engine. Signals of a rotation speed sensor 12 capable of detecting the rotation speed N, a load sensor 13 capable of detecting a load (for example, accelerator opening) L, and a water temperature sensor 14 capable of detecting the engine cooling water temperature Tw are input.
[0021]
FIG. 5 is a control flow executed by the ECU 11 and is executed for the one-valve stop control and the TCV control in the homogeneous operation mode.
In S1, engine speed N, load L, water temperature Tw, etc. are read from various sensors.
[0022]
In S2, the water temperature Tw is compared with a predetermined value to determine whether it is cold (Tw ≦ predetermined value) or after warming up (Tw> predetermined value).
When the engine is cold (Tw ≦ predetermined value), the process proceeds to S3, and the engine speed and load threshold values Ns and Ls for determining the one-valve stop region are set to the reference values N1 and L1. The region below N1 and below L1 defined here is a region that can be operated within the maximum amount of air that can be sucked in the one-valve stop state.
[0023]
After warm-up (Tw> predetermined value), the process proceeds to S4, and the engine speed and load threshold values Ns and Ls for determining the one-valve stop region are set to N2 and L2 smaller than the reference values N1 and L1. Set. Naturally, N2 <N1 and L2 <L1. This is because after the warm-up, the one-valve stop area is reduced to an area on the low-rotation / low-load side with respect to the cold-time.
[0024]
In S5, it is determined whether or not the engine speed N is a low rotation / low load region where the engine speed N is equal to or less than the threshold value Ns and the load L is equal to or less than the threshold value Ls.
If it is not the low rotation / low load region, the process proceeds to S6.
[0025]
In S6, the single operation is not stopped and the normal operation (both valve operation) is performed. The control of the tumble control valve (TCV) during normal operation is determined according to the engine performance requirements.
In the case of the low rotation / low load region, the process proceeds to S7.
[0026]
In S7, it is determined whether or not the one-valve stop is impossible, that is, the fail-safe time during which the one-valve stop cannot be executed because the control hydraulic pressure to the variable valve operating device cannot be obtained.
[0027]
If the one-valve stop is not possible, the process proceeds to S8.
In S8, the one-valve stop condition is satisfied and the one-valve stop is possible, so the one-valve stop is performed. This is to reduce the HC emission amount by suppressing the interference between the fuel spray and the intake valve.
[0028]
When the single valve is stopped in S8, the tumble control valve (TCV) corresponding to the single valve stopped state is controlled in S9 and thereafter.
In S9, as in S2, it is determined whether the engine is cold (Tw ≦ predetermined value) or after warming up (Tw> predetermined value). Of course, the determination result at S2 may be stored and retained.
[0029]
If it is cold, proceed to S10 and open the tumble control valve (TCV). Specifically, it is determined whether or not the tumble control valve is open. If the tumble control valve is not open, the tumble control valve is opened. This is because an air flow is blown to the entire valve head portion of the intake valve that is opening.
[0030]
In the case of warming up, the process proceeds to S11 and the tumble control valve (TCV) is closed. Specifically, it is determined whether or not the tumble control valve is closed. If the tumble control valve is not closed, the tumble control valve is closed. This is because after warming up, in-cylinder flow is strengthened to improve homogenization in the cylinder, improve combustion, and reduce unburned HC.
[0031]
If it is determined in S7 that the one-valve cannot be stopped because the one-valve cannot be stopped, that is, the control hydraulic pressure to the variable valve operating device cannot be obtained, the process proceeds to S12. Prohibit valve stop and perform double valve operation. At this time, the process further proceeds to S13, and the in-cylinder flow is strengthened by closing the tumble control valve (TCV) regardless of whether the engine is cold or warm. This is because interference between the fuel spray and the intake valve cannot be prevented, so that in-cylinder flow is enhanced to improve combustion and reduce unburned HC.
[0032]
In this embodiment, after the engine is warmed up, the area where the single valve is stopped is reduced to the area on the low rotation / low load side when the engine is cold. Because the ambient temperature is high and vaporization is possible even if it interferes with the intake valve, the tumble control valve is operated with both valves rather than obtaining the effect of reducing HC by stopping one valve in a relatively high rotation / high load area. This is because it is effective to improve the combustion performance by enhancing the mixing and to reduce the unburned HC in the cylinder by enhancing the in-cylinder gas flow.
[0033]
In FIG. 6, as an example of control, start → first idle → cooling / low rotation / low load operation → cold / high rotation / high load operation → after warming up / low rotation / low load operation → after warming up / The state of single valve stop control and TCV control when high rotation / high load operation has elapsed is shown. In this example, since it is assumed that a hydraulic variable valve device is used, the one-valve stop is started after the start (after the hydraulic pressure is increased), but if it is an electromagnetic variable valve device, Single valve stop can be started immediately.
[Brief description of the drawings]
FIG. 1 is a plan layout view of an internal combustion engine showing an embodiment of the present invention. FIG. 2 is a cross-sectional view of an essential part of the internal combustion engine and a view taken along arrow A. FIG. Figure [Figure 4] Configuration diagram of the control system [Figure 5] Control flow chart [Figure 6] Control time chart [Explanation of symbols]
DESCRIPTION OF SYMBOLS 1 Combustion chamber 2 Spark plug 3A, 3B Intake port 4A, 4B Exhaust port 5A, 5B Intake valve 6A, 6B Exhaust valve 7 Fuel injection valve 8 Partition plate 9 Tumble control valve (TCV)
10 Variable valve gear 11 Engine control unit (ECU)
12 Rotational speed sensor 13 Load sensor 14 Water temperature sensor

Claims (5)

燃焼室の側部に配置される燃料噴射弁から2つの吸気弁の間を経由し燃焼室中心部側へ燃料を噴射する直噴火花点火式内燃機関において、
片方の吸気弁を閉弁状態で停止可能な可変動弁装置を備え、吸気行程にて燃料噴射を行う運転モードの時に、片方の吸気弁を閉弁状態で停止させる片弁停止を行う一方、
機関の冷機・暖機状態を判別する手段を備えると共に、吸気通路に通路断面積の一部を開閉して筒内流動を制御するエアモーションバルブを備え、機関の冷機時は、前記片弁停止を行う時に、エアモーションバルブを開き、機関の暖機後は、前記片弁停止を行う時に、エアモーションバルブを閉じることを特徴とする直噴火花点火式内燃機関。
In a direct-injection spark-ignition internal combustion engine that injects fuel from a fuel injection valve disposed on the side of the combustion chamber to the center of the combustion chamber via two intake valves,
While equipped with a variable valve system that can stop one intake valve in the closed state, and in the operation mode in which fuel injection is performed in the intake stroke, while performing one valve stop to stop one intake valve in the closed state ,
A means for determining whether the engine is cold or warm, and an air motion valve that controls the in-cylinder flow by opening and closing a part of the cross-sectional area of the passage in the intake passage. A direct-injection spark ignition internal combustion engine characterized in that when the engine is warmed, the air motion valve is opened, and after the engine is warmed up, the air motion valve is closed when the single valve is stopped .
前記片弁停止を行う条件にて、前記片弁停止を実行できないフェイルセーフ時は、前記片弁停止を禁止すると共に、機関の冷機・暖機状態に関わらず、前記エアモーションバルブを閉じることを特徴とする請求項1記載の直噴火花点火式内燃機関。When fail-safe is not possible under the condition of stopping the single valve, the single valve stop is prohibited and the air motion valve is closed regardless of whether the engine is cold or warm. The direct-injection spark-ignition internal combustion engine according to claim 1, 前記片弁停止は、所定の低回転・低負荷領域の時にのみ行うことを特徴とする請求項1又は請求項2記載の直噴火花点火式内燃機関。 3. The direct injection spark ignition type internal combustion engine according to claim 1 , wherein the one-valve stop is performed only in a predetermined low rotation / low load region. 前記片弁停止を行う領域は、前記片弁停止状態で吸入できる最大空気量内で運転可能な領域であることを特徴とする請求項3記載の直噴火花点火式内燃機関。4. The direct injection spark ignition type internal combustion engine according to claim 3 , wherein the region where the single valve is stopped is a region which can be operated within a maximum amount of air which can be sucked in the single valve stopped state. 機関の冷機・暖機状態を判別する手段を備え、機関の暖機後は、冷機時に対し、前記片弁停止を行う領域を、より低回転・低負荷側の領域に縮小することを特徴とする請求項3又は請求項4記載の直噴火花点火式内燃機関。The engine is provided with a means for determining whether the engine is cold or warm, and after the engine is warmed, the area where the one-valve stop is reduced to a lower rotation / low load side area when the engine is cold. The direct-injection spark-ignition internal combustion engine according to claim 3 or 4 .
JP2003051281A 2003-02-27 2003-02-27 Direct-injection spark ignition internal combustion engine Expired - Fee Related JP4123974B2 (en)

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