JPH11264333A - Control device for cylinder direct fuel injection type internal combustion engine - Google Patents

Control device for cylinder direct fuel injection type internal combustion engine

Info

Publication number
JPH11264333A
JPH11264333A JP10070109A JP7010998A JPH11264333A JP H11264333 A JPH11264333 A JP H11264333A JP 10070109 A JP10070109 A JP 10070109A JP 7010998 A JP7010998 A JP 7010998A JP H11264333 A JPH11264333 A JP H11264333A
Authority
JP
Japan
Prior art keywords
oxygen concentration
exhaust
fuel
injection amount
exhaust gas
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.)
Granted
Application number
JP10070109A
Other languages
Japanese (ja)
Other versions
JP3562300B2 (en
Inventor
Iwao Yoshida
岩雄 吉田
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.)
Nissan Motor Co Ltd
Original Assignee
Nissan 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 Nissan Motor Co Ltd filed Critical Nissan Motor Co Ltd
Priority to JP07010998A priority Critical patent/JP3562300B2/en
Publication of JPH11264333A publication Critical patent/JPH11264333A/en
Application granted granted Critical
Publication of JP3562300B2 publication Critical patent/JP3562300B2/en
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • 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

  • Exhaust Gas After Treatment (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Abstract

PROBLEM TO BE SOLVED: To suppress discharging of toxic substances in exhaust gas during activating a catalyst, improve fuel consumption performance, and early activate the catalyst. SOLUTION: In this control device, specified time T0 is passed from the starting before activating catalyst (S2 to S4). On that condition, an injection amount during an intake process is calculated so as to equalize an air-fuel ratio for combustion to a specified lean air-fuel ratio (S7). Intake process injection for inner cylinder combustion is performed (S8). At the same time, an injection amount in an exhaust process is computed based on density of oxygen in the exhaust gas (S9). Exhaust process injection for activating catalyst is performed (S10).

Description

【発明の詳細な説明】DETAILED DESCRIPTION OF THE INVENTION

【０００１】[0001]

【発明の属する技術分野】本発明は、筒内直接燃料噴射
式内燃機関の制御装置に関し、特に機関排気通路に備え
られる排気浄化用触媒の早期活性化のための制御装置に
関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control device for a direct injection type internal combustion engine, and more particularly to a control device for early activation of an exhaust purification catalyst provided in an engine exhaust passage.

【０００２】[0002]

【従来の技術】従来の筒内直接燃料噴射式内燃機関の触
媒早期活性化のための制御装置として、例えば特開平８
−２９６４８５号公報に示されるものがある。これは、
始動後に排気浄化用触媒を速やか且つ確実に活性化でき
るように、運転状態の判定結果に基づいて、触媒が不活
性状態である場合に、機関の膨張行程以降（例えば排気
行程）に燃料噴射弁を作動させて追加燃料を噴射させる
ものであり、追加燃料の噴射量は、触媒温度（又は冷却
水温度）と機関回転数とに応じて設定している。2. Description of the Related Art As a conventional control device for early activation of a catalyst in an in-cylinder direct fuel injection type internal combustion engine, for example, Japanese Unexamined Patent Application Publication No.
No. 2,296,485. this is,
When the catalyst is in an inactive state based on the determination result of the operating state, the fuel injection valve is provided after the expansion stroke of the engine (for example, the exhaust stroke) so that the exhaust purification catalyst can be quickly and reliably activated after the start. Is operated to inject additional fuel, and the amount of additional fuel to be injected is set in accordance with the catalyst temperature (or cooling water temperature) and the engine speed.

【０００３】[0003]

【発明が解決しようとする課題】しかしながら、このよ
うな従来の筒内直接燃料噴射式内燃機関の制御装置にあ
っては、次のような問題点があった。筒内直接燃料噴射
式内燃機関において、機関冷機状態からの始動及び暖機
過程では、冷却水温度が低いことに伴い、筒内燃焼用に
圧縮行程以前（均質燃焼の場合は吸気行程、成層燃焼の
場合は圧縮行程）に噴射された燃料のうち、かなり多く
が、燃焼室内の壁面（シリンダ、ヘッド、ピストン等）
に付着して残る。これは安定した燃焼を確保しにくいこ
とを示している。このため通常は、冷機始動時及びその
直後において、空燃比をリッチ側に設定して、暖機後の
通常燃料噴射量より余剰な燃料噴射を行っている。よっ
て、このときの排気中の酸素濃度は微量である。However, such a conventional control apparatus for a direct fuel injection type internal combustion engine has the following problems. In an in-cylinder direct fuel injection type internal combustion engine, during the start-up and warm-up processes from the engine cold state, the cooling water temperature is low, so the in-cylinder combustion is performed before the compression stroke (in the case of homogeneous combustion, the intake stroke, stratified combustion). Of the fuel injected in the compression stroke in the case of, a considerable amount is the wall surface (cylinder, head, piston, etc.) in the combustion chamber.
Adhering to remains. This indicates that it is difficult to secure stable combustion. For this reason, the air-fuel ratio is usually set to the rich side at the start of the cold start and immediately thereafter, and the excess fuel injection is performed from the normal fuel injection amount after the warm-up. Therefore, the oxygen concentration in the exhaust at this time is very small.

【０００４】従って、従来の装置では、このような排気
中の酸素濃度が微量である状況下で膨張行程以降に追加
燃料を噴射しているため、排気通路内で十分な酸化反応
が行われず、触媒活性に必要な熱量発生・温度上昇が得
られない。また、酸化反応が緩慢であるのにもかかわら
ず、追加燃料によるリッチ混合気を排気通路内で形成さ
せているため、反応に預からない余剰燃料が触媒後方へ
流れ出て、排気の有害物質の放出と無駄な燃料消費とを
招く。Therefore, in the conventional apparatus, since the additional fuel is injected after the expansion stroke in a situation where the oxygen concentration in the exhaust gas is very small, a sufficient oxidation reaction does not take place in the exhaust passage. The calorific value and temperature rise required for catalytic activity cannot be obtained. In addition, despite the slow oxidation reaction, a rich mixture of additional fuel is formed in the exhaust passage, so excess fuel not deposited in the reaction flows out to the rear of the catalyst, causing harmful substances in the exhaust gas. This results in emissions and wasted fuel consumption.

【０００５】本発明は、このような従来の問題点に鑑
み、圧縮行程以前の主噴射と膨張行程以降の追加噴射と
を、膨張行程以降のいわゆる後燃えの効果が最高効率に
なるように制御して、触媒活性化中の排気の有害物質の
放出と無駄な燃料消費とを改善すると共に、触媒の早期
活性化による排気浄化性能の向上を図ることを目的とす
る。In view of such a conventional problem, the present invention controls the main injection before the compression stroke and the additional injection after the expansion stroke so that the so-called afterburning effect after the expansion stroke becomes the highest efficiency. It is another object of the present invention to improve the emission of harmful substances from the exhaust gas during catalyst activation and wasteful fuel consumption, and to improve the exhaust gas purification performance by early activation of the catalyst.

【０００６】[0006]

【課題を解決するための手段】このため、請求項１に係
る発明では、燃焼室内に臨む燃料噴射弁より圧縮行程以
前（吸気行程又は圧縮行程）に燃料を噴射させる筒内燃
焼用燃料噴射手段を備えると共に、排気通路に排気浄化
用触媒を備える筒内直接燃料噴射式内燃機関において、
図１に示すように、少なくとも始動後で触媒活性化前で
あることを制御条件として判定する制御条件判定手段
と、前記制御条件にて、前記筒内燃焼用燃料噴射手段に
よる圧縮行程以前の燃料噴射量を減少させて燃焼空燃比
を理論空燃比よりリーン化するリーン化手段と、前記制
御条件にて、前記燃料噴射弁より膨張行程以降（膨張行
程又は排気行程）に燃料を噴射させる触媒活性化用燃料
噴射手段と、前記触媒活性化用燃料噴射手段による膨張
行程以降の燃料噴射量を排気中の酸素濃度に応じて変化
させる噴射量可変手段と、を設けたことを特徴とする。According to the present invention, in-cylinder fuel injection means for injecting fuel before the compression stroke (intake stroke or compression stroke) from the fuel injection valve facing the combustion chamber. And a direct fuel injection type internal combustion engine having an exhaust purification catalyst in the exhaust passage.
As shown in FIG. 1, a control condition determining means for determining at least after start-up and before catalyst activation as a control condition, and a fuel before a compression stroke by the in-cylinder fuel injection means under the control condition. Leaning means for decreasing the injection amount to make the combustion air-fuel ratio leaner than the stoichiometric air-fuel ratio, and catalytic activity for injecting fuel from the fuel injection valve after the expansion stroke (expansion stroke or exhaust stroke) under the above control conditions And a fuel injection means for changing the fuel injection amount after the expansion stroke by the catalyst activation fuel injection means according to the oxygen concentration in the exhaust gas.

【０００７】すなわち、始動後の所定の制御条件の成立
により、圧縮行程以前の燃料噴射量を減少させて燃焼空
燃比を理論空燃比よりリーン化することにより、機関か
ら排出されるＨＣの低減を図ると共に、触媒早期活性化
のための後燃え効果促進を目的とする排気中の酸素濃度
を確保する。そして、この状態で膨張行程以降に追加噴
射を行うことにより、排気通路での後燃え効果を発揮さ
せて、触媒の早期活性化を図る。That is, by satisfying predetermined control conditions after the start, the fuel injection amount before the compression stroke is reduced to make the combustion air-fuel ratio leaner than the stoichiometric air-fuel ratio, thereby reducing the HC discharged from the engine. At the same time, the oxygen concentration in the exhaust gas for the purpose of promoting the afterburning effect for the early activation of the catalyst is ensured. In this state, by performing additional injection after the expansion stroke, the afterburning effect in the exhaust passage is exerted, and the catalyst is activated quickly.

【０００８】また、この過程で筒内の壁温が徐々に上昇
することにより燃焼に寄与していなかった壁流燃料の気
化が促進されて排気中の酸素濃度が徐々に低下すること
から、排気中の酸素濃度に応じて膨張行程以降の燃料噴
射量を変化させて、排気中の酸素濃度の低下に伴って膨
張行程以降の燃料噴射量を減少させることにより、後燃
え効果を最高効率に制御し、排気の有害物質の放出と無
駄な燃料消費とを改善する。Further, in this process, the wall temperature in the cylinder gradually rises, so that the vaporization of the wall-flow fuel which has not contributed to the combustion is promoted, and the oxygen concentration in the exhaust gas gradually decreases. Controls the afterburning effect to the maximum efficiency by changing the fuel injection amount after the expansion stroke according to the oxygen concentration in the exhaust and reducing the fuel injection amount after the expansion stroke in accordance with the decrease in the oxygen concentration in the exhaust And improve emission of pollutants and wasteful fuel consumption.

【０００９】請求項２に係る発明では、前記制御条件判
定手段は、始動から所定時間経過したことを制御条件の
１つとすることを特徴とする。請求項３に係る発明で
は、前記リーン化手段は、機関回転数及び吸入空気量に
基づいて所定のリーン空燃比となるように圧縮行程以前
の燃料噴射量を演算するものであることを特徴とする。According to a second aspect of the present invention, the control condition determination means determines that one of the control conditions is that a predetermined time has elapsed from the start. The invention according to claim 3 is characterized in that the leaning means calculates a fuel injection amount before a compression stroke based on an engine speed and an intake air amount so as to attain a predetermined lean air-fuel ratio. I do.

【００１０】請求項４に係る発明では、前記噴射量可変
手段は、排気中の酸素濃度を検出する酸素センサの出力
に基づいて膨張行程以降の燃料噴射量を可変制御するも
のであることを特徴とする。請求項５に係る発明では、
前記噴射量可変手段は、排気中の酸素濃度を推定する酸
素濃度推定手段を有し、該推定手段により推定される排
気中の酸素濃度に基づいて膨張行程以降の燃料噴射量を
可変制御するものであることを特徴とする。According to a fourth aspect of the present invention, the injection amount changing means variably controls the fuel injection amount after the expansion stroke based on the output of an oxygen sensor for detecting the oxygen concentration in the exhaust gas. And In the invention according to claim 5,
The injection amount variable means has an oxygen concentration estimation means for estimating the oxygen concentration in the exhaust gas, and variably controls the fuel injection amount after the expansion stroke based on the oxygen concentration in the exhaust gas estimated by the estimation means. It is characterized by being.

【００１１】請求項６に係る発明では、前記酸素濃度推
定手段は、始動からの経過時間に基づいて仮想筒内壁平
衡温度を推定し、この仮想筒内壁平衡温度と始動時の冷
却水温度とに基づいて排気空燃比を推定し、この排気空
燃比から排気中の酸素濃度を算出するものであることを
特徴とする。請求項７に係る発明では、前記酸素濃度推
定手段は、筒内圧力を検出する筒内圧センサの出力に基
づいて熱発生率を演算し、この熱発生率のピーク値に基
づいて仮想筒内壁平衡温度を推定し、この仮想筒内壁平
衡温度と始動時の冷却水温度に基づいて排気空燃比を推
定し、この排気空燃比から排気中の酸素濃度を算出する
ものであることを特徴とする。In the invention according to claim 6, the oxygen concentration estimating means estimates the virtual cylinder inner wall equilibrium temperature based on the elapsed time from the start, and calculates the virtual cylinder inner wall equilibrium temperature and the cooling water temperature at the start. An exhaust air-fuel ratio is estimated based on the exhaust air-fuel ratio, and an oxygen concentration in the exhaust gas is calculated from the exhaust air-fuel ratio. In the invention according to claim 7, the oxygen concentration estimating means calculates the heat release rate based on the output of the in-cylinder pressure sensor that detects the in-cylinder pressure, and based on the peak value of the heat release rate, the virtual cylinder inner wall equilibrium. The temperature is estimated, the exhaust air-fuel ratio is estimated based on the virtual cylinder inner wall equilibrium temperature and the cooling water temperature at the time of starting, and the oxygen concentration in the exhaust is calculated from the exhaust air-fuel ratio.

【００１２】請求項８に係る発明では、前記酸素濃度推
定手段は、筒内圧力を検出する筒内圧センサの出力に基
づいて熱発生率を演算し、この熱発生率のピーク値に基
づいて排気中の酸素濃度を推定するものであることを特
徴とする。請求項９に係る発明では、前記制御条件判定
手段は、排気中の酸素濃度が所定値以下になったことを
終了条件として判定する終了条件判定手段を有すること
を特徴とする。In the invention according to claim 8, the oxygen concentration estimating means calculates the heat release rate based on the output of the in-cylinder pressure sensor for detecting the in-cylinder pressure, and exhausts the exhaust gas based on the peak value of the heat release rate. It is characterized by estimating the oxygen concentration inside. The invention according to claim 9 is characterized in that the control condition determining means has an end condition determining means for determining that the oxygen concentration in the exhaust gas has become a predetermined value or less as an end condition.

【００１３】請求項１０に係る発明では、前記制御条件
判定手段は、仮想筒内壁平衡温度と冷却水温度とを比較
し、仮想筒内壁平衡温度が冷却水温度とほぼ等しくなる
か上回ったことを終了条件として判定する終了条件判定
手段を有することを特徴とする。請求項１１に係る発明
では、前記制御条件判定手段は、膨張行程以降の燃料噴
射量の変化率が所定値以下となったことを終了条件とし
て判定する終了条件判定手段を有することを特徴とす
る。In the invention according to claim 10, the control condition determining means compares the virtual cylinder inner wall equilibrium temperature with the cooling water temperature, and determines that the virtual cylinder inner wall equilibrium temperature is substantially equal to or exceeds the cooling water temperature. It is characterized by having end condition judging means for judging as an end condition. According to an eleventh aspect of the present invention, the control condition determining means includes an end condition determining means for determining, as an end condition, that a change rate of the fuel injection amount after the expansion stroke has become a predetermined value or less. .

【００１４】[0014]

【発明の効果】請求項１に係る発明によれば、圧縮行程
以前の燃料噴射量のリーン化と膨張行程以降の燃料噴射
量の排気中の酸素濃度に応じた制御とにより、後燃え効
果が最高効率になるように制御して、触媒活性化中の排
気の有害物質の放出と無駄な燃料消費とを改善すると共
に、触媒の早期活性化による排気浄化性能の向上を図る
ことができる。According to the first aspect of the present invention, the afterburning effect can be improved by making the fuel injection amount before the compression stroke lean and controlling the fuel injection amount after the expansion stroke according to the oxygen concentration in the exhaust gas. By controlling to the highest efficiency, emission of harmful substances in exhaust gas during catalyst activation and wasteful fuel consumption can be improved, and exhaust purification performance can be improved by early activation of the catalyst.

【００１５】請求項２に係る発明によれば、始動から所
定時間経過したことを制御条件の１つとすることで、冷
機始動時及びその直後に機関の安定性向上のため空燃比
をリッチ化して、燃焼がある程度安定し、リーン化が可
能となった段階で、制御を開始でき、機関の安定性を損
なうことがない。請求項３に係る発明によれば、機関回
転数及び吸入空気量に基づいて所定のリーン空燃比とな
るように圧縮行程以前の燃料噴射量を演算することで、
簡単に制御できる。According to the second aspect of the present invention, the elapse of a predetermined time from the start is set as one of the control conditions, so that the air-fuel ratio is enriched at the start of the cold start and immediately thereafter to improve the stability of the engine. The control can be started when the combustion is stabilized to some extent and lean operation is possible, and the stability of the engine is not impaired. According to the invention according to claim 3, the fuel injection amount before the compression stroke is calculated based on the engine speed and the intake air amount so as to achieve a predetermined lean air-fuel ratio,
Easy to control.

【００１６】請求項４に係る発明によれば、酸素センサ
の出力に基づいて膨張行程以降の燃料噴射量を可変制御
することで、排気中の酸素濃度の実測による正確な制御
が可能となる。請求項５に係る発明によれば、排気中の
酸素濃度を推定することで、広域型の酸素センサを使用
することなく、安価に実施できる。According to the fourth aspect of the present invention, the fuel injection amount after the expansion stroke is variably controlled based on the output of the oxygen sensor, thereby enabling accurate control based on the actual measurement of the oxygen concentration in the exhaust gas. According to the fifth aspect of the present invention, by estimating the oxygen concentration in the exhaust gas, the operation can be performed at low cost without using a wide-area type oxygen sensor.

【００１７】請求項６に係る発明によれば、始動からの
経過時間に基づいて仮想筒内壁平衡温度を推定し、この
仮想筒内壁平衡温度と始動時の冷却水温度とに基づいて
排気空燃比を推定し、この排気空燃比から排気中の酸素
濃度を算出することで、精度良く排気中の酸素濃度を推
定できる。請求項７に係る発明によれば、筒内圧センサ
の出力に基づいて熱発生率を演算し、この熱発生率のピ
ーク値に基づいて仮想筒内壁平衡温度を推定し、この仮
想筒内壁平衡温度と始動時の冷却水温度とに基づいて排
気空燃比を推定し、この排気空燃比から排気中の酸素濃
度を算出することで、精度良く排気中の酸素濃度を推定
できる。According to the present invention, the virtual cylinder inner wall equilibrium temperature is estimated based on the elapsed time from the start, and the exhaust air-fuel ratio is estimated based on the virtual cylinder inner wall equilibrium temperature and the cooling water temperature at the start. By calculating the oxygen concentration in the exhaust gas from the exhaust air-fuel ratio, the oxygen concentration in the exhaust gas can be accurately estimated. According to the invention according to claim 7, the heat generation rate is calculated based on the output of the in-cylinder pressure sensor, and the virtual cylinder inner wall equilibrium temperature is estimated based on the peak value of the heat generation rate. By estimating the exhaust air-fuel ratio based on the start-up temperature and the cooling water temperature at the time of starting, and calculating the oxygen concentration in the exhaust gas from the exhaust air-fuel ratio, the oxygen concentration in the exhaust gas can be accurately estimated.

【００１８】請求項８に係る発明によれば、筒内圧セン
サの出力に基づいて熱発生率を演算し、この熱発生率の
ピーク値に基づいて排気中の酸素濃度を推定すること
で、精度良く排気中の酸素濃度を推定できる。請求項９
に係る発明によれば、排気中の酸素濃度が所定値以下に
なったときに制御を終了させることで、後燃え効果がな
くなったことを確実にとらえて、それ以降の無駄な制御
を防止することができる。According to the present invention, the heat generation rate is calculated based on the output of the in-cylinder pressure sensor, and the oxygen concentration in the exhaust gas is estimated based on the peak value of the heat generation rate. The oxygen concentration in the exhaust can be estimated well. Claim 9
According to the invention, the control is terminated when the oxygen concentration in the exhaust gas becomes equal to or less than the predetermined value, thereby reliably preventing the afterburning effect from being lost and preventing the useless control thereafter. be able to.

【００１９】請求項１０に係る発明によれば、仮想筒内
壁平衡温度が冷却水温度以上になったときに制御を終了
させることで、後燃え効果がなくなったことを確実にと
らえて、それ以降の無駄な制御を防止することができ
る。請求項１１に係る発明によれば、膨張行程以降の燃
料噴射量の変化率が所定値以下となったときに制御を終
了させることで、後燃え効果がなくなったことを確実に
とらえて、それ以降の無駄な制御を防止することができ
る。According to the tenth aspect of the present invention, the control is terminated when the virtual cylinder inner wall equilibrium temperature becomes equal to or higher than the cooling water temperature. Useless control can be prevented. According to the invention according to claim 11, by ending the control when the change rate of the fuel injection amount after the expansion stroke becomes equal to or less than the predetermined value, it is ensured that the afterburning effect has disappeared, Subsequent useless control can be prevented.

【００２０】[0020]

【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は内燃機関のシステム図であり、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２には、エアクリーナ３から吸気通
路４により、スロットル弁５の制御を受けて、空気が吸
入される。Embodiments of the present invention will be described below. FIG. 2 is a system diagram of the internal combustion engine, which will be described first. Air is sucked into the combustion chamber 2 of each cylinder of the internal combustion engine 1 mounted on the vehicle from the air cleaner 3 by the intake passage 4 under the control of the throttle valve 5.

【００２１】そして、燃焼室２内に燃料（ガソリン）を
直接噴射するように、電磁式の燃料噴射弁６が設けられ
ている。燃料噴射弁６は、後述するエンジンコントロー
ルモジュール（以下ＥＣＭという）１０から機関回転に
同期して通常は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７回りに集中的に層状の混合気を形成
し、ＥＣＭ１０からの点火信号に基づき、点火栓７によ
り点火されて、燃焼（均質燃焼又は成層燃焼）する。An electromagnetic fuel injection valve 6 is provided so as to directly inject fuel (gasoline) into the combustion chamber 2. The fuel injection valve 6 is energized by an injection pulse signal output from an engine control module (hereinafter referred to as ECM) 10 to be described later, usually in the intake stroke or the compression stroke, in synchronization with the engine rotation, and is opened. The fuel adjusted to the pressure 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 7. , And is ignited by the ignition plug 7 based on the ignition signal from the ECM 10 to burn (homogeneous combustion or stratified combustion).

【００２２】機関１からの排気は排気通路８より排出さ
れ、排気通路８には排気浄化用の触媒９が介装されてい
る。ＥＣＭ１０は、ＣＰＵ、ＲＯＭ、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、燃料噴射弁６
及び点火栓７などの作動を制御する。Exhaust gas from the engine 1 is exhausted from an exhaust passage 8, and an exhaust purification catalyst 9 is interposed in the exhaust passage 8. The ECM 10 includes a microcomputer including a CPU, a ROM, a RAM, an A / D converter, an input / output interface, and the like, receives input signals from various sensors, performs arithmetic processing based on the input signals, and performs fuel injection. Valve 6
And the operation of the ignition plug 7 and the like.

【００２３】前記各種センサとしては、機関１のクラン
ク軸又はカム軸回転を検出するクランク角センサ１１が
設けられている。クランク角センサ１１は、気筒数をｎ
とすると、クランク角７２０°／ｎ毎に、予め定めたク
ランク角位置で基準パルス信号を出力すると共に、１〜
２°毎に単位パルス信号を出力するもので、基準パルス
信号の周期などから機関回転数Ｎｅを算出可能である。As the various sensors, there is provided a crank angle sensor 11 for detecting rotation of a crankshaft or a camshaft of the engine 1. The crank angle sensor 11 determines that the number of cylinders is n
Then, at every crank angle 720 ° / n, a reference pulse signal is output at a predetermined crank angle position,
The unit pulse signal is output every 2 °, and the engine speed Ne can be calculated from the period of the reference pulse signal and the like.

【００２４】この他、吸気通路４のスロットル弁５上流
で吸入空気量Ｑａを検出するエアフローメータ１２、ス
ロットル弁５の開度を検出するスロットルセンサ１３
（スロットル弁５の全閉位置でＯＮとなるアイドルスイ
ッチを含む）、機関１の冷却水温度（以下水温という）
ＴＷを検出する水温センサ１４、排気通路８にて排気中
の酸素濃度に応じた信号を出力する酸素センサ１５、筒
内圧力を検出する筒内圧センサ１６、触媒９の温度ＴＣ
を検出する触媒温度センサ１７などが設けられている。In addition, an air flow meter 12 for detecting the intake air amount Qa upstream of the throttle valve 5 in the intake passage 4, and a throttle sensor 13 for detecting the opening of the throttle valve 5
(Including an idle switch that is turned ON when the throttle valve 5 is fully closed), the cooling water temperature of the engine 1 (hereinafter referred to as water temperature)
A water temperature sensor 14 for detecting TW, an oxygen sensor 15 for outputting a signal corresponding to an oxygen concentration in exhaust gas in the exhaust passage 8, an in-cylinder pressure sensor 16 for detecting in-cylinder pressure, and a temperature TC of the catalyst 9.
Is provided with a catalyst temperature sensor 17 for detecting the temperature.

【００２５】次に、本発明においてＥＣＭ１０により行
われる燃料噴射制御について、第１実施形態を示す図３
〜図６のフローチャートにより説明する。尚、以下で
は、圧縮行程以前の筒内燃焼用燃料噴射を吸気行程噴射
とし、膨張行程以降の触媒活性化用燃料噴射を排気行程
噴射として説明する。図３はメインルーチンであり、所
定時間毎に実行される。Next, the fuel injection control performed by the ECM 10 in the present invention will be described with reference to FIG.
This will be described with reference to flowcharts in FIGS. Hereinafter, the fuel injection for in-cylinder combustion before the compression stroke will be referred to as an intake stroke injection, and the fuel injection for catalyst activation after the expansion stroke will be referred to as an exhaust stroke injection. FIG. 3 shows a main routine which is executed at predetermined time intervals.

【００２６】ステップ１（図にはＳ１と記す。以下同
様）では、各種センサからの信号を読込む。尚、始動時
には、このときに水温センサ１４により検出した水温Ｔ
Ｗを、始動時水温ＴＷＳＴとして記憶保持すると共に、
始動からの経過時間Ｔの計測のため、タイマをスタート
させる。ステップ２では、触媒非活性、すなわち触媒温
度センサ１７により検出される触媒温度ＴＣが所定値以
下か否かを判定する。触媒非活性の場合は、ステップ３
へ進む。In step 1 (referred to as S1 in the figure, the same applies hereinafter), signals from various sensors are read. At the time of starting, the water temperature T detected by the water temperature sensor 14 at this time.
W is stored and held as the starting water temperature TWST,
A timer is started to measure the elapsed time T from the start. In step 2, it is determined whether the catalyst is inactive, that is, the catalyst temperature TC detected by the catalyst temperature sensor 17 is equal to or lower than a predetermined value. Step 3 if the catalyst is inactive
Proceed to.

【００２７】ステップ３では、始動後アイドル条件か否
かを判定する。ここで、始動後アイドル条件とは、始動
から所定時間Ｔ１以内（Ｔ≦Ｔ１）で、アイドルスイッ
チＯＮであることとする。始動後アイドル条件の場合
は、ステップ４へ進む。ステップ４では、始動から所定
時間Ｔ０経過した（Ｔ＞Ｔ０）か否かを判定する。この
所定時間Ｔ０は機関冷機状態から始動した場合に燃焼が
ある程度安定するまでの時間であり、Ｔ０＜Ｔ１であ
る。In step 3, it is determined whether or not the engine is in the idling condition after starting. Here, the post-start idle condition means that the idle switch is turned on within a predetermined time T1 (T ≦ T1) from the start. In the case of the idle condition after the start, the process proceeds to step 4. In step 4, it is determined whether a predetermined time T0 has elapsed from the start (T> T0). The predetermined time T0 is a time until the combustion is stabilized to some extent when the engine is started from the engine cold state, and T0 <T1.

【００２８】ステップ２〜４での判定のいずれかで、Ｎ
Ｏの場合は、ステップ６へ進んで通常燃料噴射制御を行
う。従って、冷機始動時及び始動直後は、始動から所定
時間Ｔ０以内であるため、通常燃料噴射制御に従って、
機関の安定性向上のため、燃料噴射量を増量補正して、
図１２に示すように、空燃比（Ａ／Ｆ）を理論空燃比
（ストイキ；λ＝1.0 ）よりリッチ化する。そして、時
間経過と共にリッチ化が終了し、空燃比はストイキに収
束していく。In any of the determinations in steps 2 to 4, N
In the case of O, the routine proceeds to step 6, where normal fuel injection control is performed. Therefore, at the start of the cold and immediately after the start, since it is within the predetermined time T0 from the start, according to the normal fuel injection control,
In order to improve engine stability, increase the amount of fuel injection and correct it.
As shown in FIG. 12, the air-fuel ratio (A / F) is made richer than the stoichiometric air-fuel ratio (stoichiometric; λ = 1.0). Then, the enrichment ends with the passage of time, and the air-fuel ratio converges to stoichiometry.

【００２９】ステップ２〜４での判定の全てで、ＹＥＳ
の場合は、触媒早期活性化制御の制御条件成立として、
ステップ５へ進む。従って、ステップ２〜４の部分が制
御条件判定手段に相当する。このとき、始動からＴ０時
間経過しているので、図１２に示すように、空燃比はス
トイキに収束して、燃焼が安定しており、空燃比のリー
ン化が可能になっている。YES for all of the determinations in steps 2-4
In the case of, the control condition of the catalyst early activation control is satisfied,
Proceed to step 5. Therefore, steps 2 to 4 correspond to control condition determination means. At this time, since the time T0 has elapsed from the start, as shown in FIG. 12, the air-fuel ratio converges to stoichiometry, the combustion is stable, and the air-fuel ratio can be made lean.

【００３０】ステップ５では、排気行程噴射終了フラグ
＝１か否かを判定する。排気行程噴射終了フラグは、始
動時に０に初期化され、終了条件成立により１にセット
されるものであり、最初は０であるので、ステップ７へ
進む。ステップ７では、後述する図４の吸気行程噴射量
演算ルーチンに従って、燃焼空燃比がストイキよりリー
ン化するように、吸気行程噴射量（リーン噴射量）Ｔｉ
Ｌを演算する。この部分がリーン化手段に相当する。In step 5, it is determined whether or not the exhaust stroke injection end flag = 1. The exhaust stroke injection end flag is initialized to 0 at start-up, and is set to 1 when the end condition is satisfied. In step 7, according to the intake stroke injection amount calculation routine of FIG. 4 described later, the intake stroke injection amount (lean injection amount) Ti is set so that the combustion air-fuel ratio becomes leaner than stoichiometric.
Calculate L. This part corresponds to a leaning means.

【００３１】ステップ８では、演算された吸気行程噴射
量ＴｉＬに基づいて、吸気行程にて燃料噴射弁６より燃
料を噴射させる。この部分が筒内燃焼用燃料噴射手段に
相当する。ステップ９では、後述する図５の排気行程噴
射量演算ルーチンに従って、排気中の酸素濃度に応じ
て、排気行程噴射量ＴｉＫを演算する。この部分が噴射
量可変手段に相当する。In step 8, fuel is injected from the fuel injection valve 6 in the intake stroke based on the calculated intake stroke injection amount TiL. This part corresponds to in-cylinder combustion fuel injection means. In step 9, the exhaust stroke injection amount TiK is calculated according to the oxygen concentration in the exhaust gas according to the exhaust stroke injection amount calculation routine of FIG. This portion corresponds to the injection amount changing means.

【００３２】ステップ１０では、演算された排気行程噴
射量ＴｉＫに基づいて、排気行程にて燃料噴射弁６より
燃料を噴射させる。この部分が触媒活性化用燃料噴射手
段に相当する。ステップ１１では、後述する図６の終了
条件判定ルーチンに従って、排気行程噴射終了条件判定
を行い、終了条件が成立すると、排気行程噴射終了フラ
グ＝１にセットする。この部分が終了条件判定手段に相
当する。In step 10, fuel is injected from the fuel injection valve 6 in the exhaust stroke based on the calculated exhaust stroke injection amount TiK. This part corresponds to the catalyst activation fuel injection means. In step 11, the exhaust stroke injection end condition is determined according to the end condition determination routine of FIG. 6 described later, and when the end condition is satisfied, the exhaust stroke injection end flag = 1 is set. This part corresponds to the end condition determining means.

【００３３】終了条件の成立により、排気行程噴射終了
フラグ＝１になると、次回より、ステップ５の判定でス
テップ６の通常燃料噴射制御に移行する。図４の吸気行
程噴射量演算ルーチンについて説明する。ステップ２１
では、クランク角センサ１１からの信号に基づいて算出
される機関回転数Ｎｅを読込む。When the end condition is satisfied and the exhaust stroke injection end flag is set to 1, the routine shifts to the normal fuel injection control of step 6 from the next time according to the judgment of step 5. The intake stroke injection amount calculation routine of FIG. 4 will be described. Step 21
Then, the engine speed Ne calculated based on the signal from the crank angle sensor 11 is read.

【００３４】ステップ２２では、エアフローメータ１２
により検出される吸入空気量Ｑａを読込む。ステップ２
３では、機関回転数Ｎｅと吸入空気量Ｑａとをパラメー
タとして、燃焼空燃比が所定のリーン空燃比（λ＝1.1
程度）になるように、吸気行程噴射量（リーン噴射量）
ＴｉＬを定めたマップを参照し、実際のＮｅ，Ｑａから
吸気行程噴射量（リーン噴射量）ＴｉＬを検索により設
定する。In step 22, the air flow meter 12
Is read. Step 2
3, the combustion air-fuel ratio is set to a predetermined lean air-fuel ratio (λ = 1.1) using the engine speed Ne and the intake air amount Qa as parameters.
Degree), the intake stroke injection amount (lean injection amount)
The intake stroke injection amount (lean injection amount) TiL is set by searching from the actual Ne and Qa with reference to a map in which TiL is determined.

【００３５】このような吸気行程噴射量のリーン設定に
より、機関から排出されるＨＣの低減を図ると共に、触
媒早期活性化のための後燃え効果促進を目的とする排気
中の酸素濃度を確保する。図５の排気行程噴射量演算ル
ーチンについて説明する。ステップ３１では、酸素セン
サ１５が排気中の酸素濃度を広範囲に検出可能な広域型
センサであることを前提として、酸素センサ１５の出力
（排気中の酸素濃度）を読込む。With such a lean setting of the intake stroke injection amount, the amount of HC discharged from the engine is reduced, and the oxygen concentration in the exhaust gas for promoting the afterburning effect for early activation of the catalyst is ensured. . The exhaust stroke injection amount calculation routine of FIG. 5 will be described. In step 31, the output (oxygen concentration in the exhaust gas) of the oxygen sensor 15 is read on the assumption that the oxygen sensor 15 is a wide-area sensor capable of detecting the oxygen concentration in the exhaust gas in a wide range.

【００３６】ステップ３２では、排気中の酸素濃度に応
じて排気行程噴射量ＴｉＫを定めた図１６に示すような
テーブルを参照して、実際の酸素濃度から排気行程噴射
量ＴｉＫを検索により設定する。このようにして、吸気
行程噴射量のリーン設定と同時に、排気行程噴射を行う
ことで、後燃えを促進し、排気温度を上昇させて、触媒
の早期活性化の実現を図る。In step 32, the exhaust stroke injection amount TiK is set by searching from the actual oxygen concentration with reference to a table as shown in FIG. 16 in which the exhaust stroke injection amount TiK is determined according to the oxygen concentration in the exhaust gas. . In this way, by performing the exhaust stroke injection at the same time as the lean setting of the intake stroke injection amount, the afterburning is promoted, the exhaust gas temperature is raised, and the early activation of the catalyst is realized.

【００３７】また、燃焼空燃比が所定のリーン空燃比と
なるように吸気行程噴射量を制御しているにもかかわら
ず、暖機過程では、筒内の壁温が徐々に上昇することに
より（図１３参照）、燃焼に寄与していなかった壁流燃
料の気化が促進され、実際の空燃比は図１２に鎖線で示
すように徐々にリッチ化して（図１４参照）、排気中の
酸素濃度が次第に低下し（図１５参照）、排気行程噴射
量が一定のままでは、後燃え促進の速度が低下してしま
う。In addition, despite the fact that the intake stroke injection amount is controlled so that the combustion air-fuel ratio becomes a predetermined lean air-fuel ratio, the wall temperature in the cylinder gradually increases during the warm-up process ( 13), the vaporization of the wall-flow fuel that has not contributed to the combustion is promoted, and the actual air-fuel ratio gradually becomes rich as shown by a chain line in FIG. 12 (see FIG. 14), and the oxygen concentration in the exhaust gas is increased. Gradually decreases (see FIG. 15), and if the exhaust stroke injection amount remains constant, the afterburning promotion speed decreases.

【００３８】そこで、排気中の酸素濃度に比例させて排
気行程噴射量ＴｉＫを演算することにより（図１６参
照）、時間経過による排気中の酸素濃度の低下に伴っ
て、排気行程噴射量ＴｉＫを徐々に減少させる（図１７
参照）。これにより、後燃え効果を最高効率に制御し、
排気の有害物質の放出と無駄な燃料消費とを改善する。
図６の終了条件判定ルーチンについて説明する。Therefore, by calculating the exhaust stroke injection amount TiK in proportion to the oxygen concentration in the exhaust gas (see FIG. 16), the exhaust stroke injection amount TiK is reduced as the oxygen concentration in the exhaust gas decreases over time. Decrease gradually (Fig. 17
reference). This controls the afterburning effect to the highest efficiency,
Improve emissions of exhaust pollutants and waste fuel consumption.
The termination condition determination routine of FIG. 6 will be described.

【００３９】ステップ４１では、排気中の酸素濃度を読
込む。ステップ４２では、排気中の酸素濃度を所定値
（図１５中の終了条件）と比較し、この結果、酸素濃度
≦所定値の場合に、ステップ４３で排気行程噴射終了フ
ラグ＝１にセットする。このように、排気中の酸素濃度
が所定値以下になった場合は、直ちに制御を終了させる
ことにより、後燃え効率の悪化に伴う未酸化反応による
未燃燃料の放出を防ぐと共に、昇温効率の最適化と燃料
消費の悪化の最小化とを実現する。In step 41, the oxygen concentration in the exhaust gas is read. In step 42, the oxygen concentration in the exhaust gas is compared with a predetermined value (termination condition in FIG. 15). As a result, if the oxygen concentration ≦ the predetermined value, the exhaust stroke injection end flag = 1 is set in step 43. As described above, when the oxygen concentration in the exhaust gas becomes equal to or lower than the predetermined value, the control is immediately terminated to prevent the release of the unburned fuel due to the unoxidized reaction accompanying the deterioration of the afterburning efficiency, and to increase the temperature increasing efficiency. Optimization and minimization of fuel consumption degradation.

【００４０】次に第２実施形態について説明する。この
第２実施形態は、排気行程噴射量の演算を図５のルーチ
ンに代えて図７のルーチンにより行うものである。図７
の排気行程噴射量演算ルーチンについて説明する。ステ
ップ５１では、排気行程噴射量演算の初回（触媒早期活
性化制御の開始時）か否かを判定し、初回の場合は、ス
テップ５２，５３により、排気行程噴射量ＴｉＫを演算
する。Next, a second embodiment will be described. In the second embodiment, the calculation of the exhaust stroke injection amount is performed by the routine of FIG. 7 instead of the routine of FIG. FIG.
The exhaust stroke injection amount calculation routine will be described. In step 51, it is determined whether or not the exhaust stroke injection amount calculation is performed for the first time (at the start of early catalyst activation control). In the case of the first time, the exhaust stroke injection amount TiK is calculated in steps 52 and 53.

【００４１】すなわち、ステップ５２で、吸気行程噴射
量ＴｉＬを読込み、ステップ５３で、吸気行程噴射量Ｔ
ｉＬに応じて排気行程噴射量（初期値）ＴｉＫを定めた
図１８に示すようなテーブルを参照し、実際のＴｉＬか
ら排気行程噴射量（初期値）ＴｉＫを検索により設定す
る。初回以降の場合は、ステップ５４〜５９により、排
気行程噴射量ＴｉＫを演算する。That is, in step 52, the intake stroke injection amount TiL is read, and in step 53, the intake stroke injection amount T
The exhaust stroke injection amount (initial value) TiK is set by searching from the actual TiL with reference to a table as shown in FIG. 18 in which the exhaust stroke injection amount (initial value) TiK is determined according to iL. In the case of the first time or later, the exhaust stroke injection amount TiK is calculated in steps 54 to 59.

【００４２】すなわち、ステップ５４で、始動時水温Ｔ
ＷＳＴを読込み、ステップ５５で、始動からの経過時間
Ｔを読込む。そして、ステップ５６で、始動からの経過
時間Ｔに応じて仮想筒内壁平衡温度ＴＷＦを定めた図１
３に示すようなテーブルを参照し、実際のＴから仮想筒
内壁平衡温度ＴＷＦを推定する。That is, at step 54, the starting water temperature T
The WST is read, and in step 55, the elapsed time T from the start is read. Then, in step 56, the virtual cylinder inner wall equilibrium temperature TWF is determined according to the elapsed time T from the start.
3, the virtual cylinder inner wall equilibrium temperature TWF is estimated from the actual T.

【００４３】そして、ステップ５７で、仮想筒内壁平衡
温度ＴＷＦと始動時水温ＴＷＳＴとに応じて排気空燃比
（以下排気λという）を定めた図１４に示すようなマッ
プを参照し、ＴＷＦ，ＴＷＳＴから排気λを推定する。
そして、ステップ５８で、排気λに応じて排気中の酸素
濃度を定めた図１５に示すようなテーブルを参照し、排
気λから排気中の酸素濃度を算出する。ここで、ステッ
プ５４〜５８の部分が酸素濃度推定手段に相当する。In step 57, TWF, TWST are referred to with reference to a map as shown in FIG. 14 in which the exhaust air-fuel ratio (hereinafter referred to as exhaust λ) is determined according to the virtual cylinder inner wall equilibrium temperature TWF and the starting water temperature TWST. From the exhaust gas λ.
Then, in step 58, the oxygen concentration in the exhaust is calculated from the exhaust λ by referring to a table as shown in FIG. 15 in which the oxygen concentration in the exhaust is determined according to the exhaust λ. Here, the steps 54 to 58 correspond to the oxygen concentration estimating means.

【００４４】そして、ステップ５９で、排気中の酸素濃
度に応じて排気行程噴射量ＴｉＫを定めた図１６に示す
ようなテーブルを参照し、推定された排気中の酸素濃度
から排気行程噴射量ＴｉＫを検索により設定する。この
ように、広域型の酸素センサを使用せず、始動からの経
過時間に基づいて仮想筒内壁平衡温度を推定し、この仮
想筒内壁平衡温度と始動時水温とに基づいて排気λを推
定し、この排気λから排気中の酸素濃度を算出すること
により、排気中の酸素濃度を推定して、用いるのであ
る。Then, in step 59, referring to a table as shown in FIG. 16 in which the exhaust stroke injection amount TiK is determined according to the oxygen concentration in the exhaust gas, the exhaust stroke injection amount TiK is determined from the estimated oxygen concentration in the exhaust gas. Is set by search. As described above, without using the wide-area oxygen sensor, the virtual cylinder inner wall equilibrium temperature is estimated based on the elapsed time from the start, and the exhaust λ is estimated based on the virtual cylinder inner wall equilibrium temperature and the starting water temperature. By calculating the oxygen concentration in the exhaust gas from the exhaust λ, the oxygen concentration in the exhaust gas is estimated and used.

【００４５】次に第３実施形態について説明する。この
第３実施形態は、排気行程噴射量の演算を図５のルーチ
ンに代えて図８のルーチンにより行うものである。図８
の排気行程噴射量演算ルーチンについて説明する。ステ
ップ６１では、筒内圧センサ１６の出力（筒内圧力）を
サンプリングして、図１９に示すような筒内圧力波形を
得る。Next, a third embodiment will be described. In the third embodiment, the calculation of the exhaust stroke injection amount is performed by the routine of FIG. 8 instead of the routine of FIG. FIG.
The exhaust stroke injection amount calculation routine will be described. In step 61, the output (in-cylinder pressure) of the in-cylinder pressure sensor 16 is sampled to obtain an in-cylinder pressure waveform as shown in FIG.

【００４６】ステップ６２では、筒内圧力（波形）に基
づいて筒内での熱発生率を演算し、図２０に示すような
熱発生率波形を得る。ステップ６３では、熱発生率波形
より熱発生率ピーク値を抽出する（図２０参照）。ステ
ップ６４では、熱発生率ピーク値に応じて仮想筒内壁平
衡温度ＴＷＦを定めた図２１に示すようなテーブルを参
照し、熱発生率ピーク値から仮想筒内壁平衡温度ＴＷＦ
を推定する。In step 62, the heat generation rate in the cylinder is calculated based on the cylinder pressure (waveform) to obtain a heat generation rate waveform as shown in FIG. In step 63, a heat release rate peak value is extracted from the heat release rate waveform (see FIG. 20). In step 64, the virtual cylinder inner wall equilibrium temperature TWF is determined according to the heat release rate peak value, and a table as shown in FIG.
Is estimated.

【００４７】ステップ６５では、始動時水温ＴＷＦを読
込む。ステップ６６では、仮想筒内壁平衡温度ＴＷＦと
始動時水温ＴＷＳＴとに応じて排気λを定めた図１４に
示すようなマップを参照し、ＴＷＦ，ＴＷＳＴから排気
λを推定する。ステップ６７では、排気λに応じて排気
中の酸素濃度を定めた図１５に示すようなテーブルを参
照し、排気λから排気中の酸素濃度を算出する。ここ
で、ステップ６１〜６７の部分が酸素濃度推定手段に相
当する。At step 65, the starting water temperature TWF is read. In step 66, the exhaust λ is estimated from TWF and TWST by referring to a map as shown in FIG. 14 in which the exhaust λ is determined according to the virtual cylinder inner wall equilibrium temperature TWF and the starting water temperature TWST. In step 67, the oxygen concentration in the exhaust is calculated from the exhaust λ with reference to a table as shown in FIG. 15 in which the oxygen concentration in the exhaust is determined according to the exhaust λ. Here, the steps 61 to 67 correspond to the oxygen concentration estimating means.

【００４８】ステップ６８では、排気中の酸素濃度に応
じて排気行程噴射量ＴｉＫを定めた図１６に示すような
テーブルを参照し、推定された排気中の酸素濃度から排
気行程噴射量ＴｉＫを検索により設定する。このよう
に、筒内圧センサ１６の出力に基づいて熱発生率を演算
し、この熱発生率のピーク値に基づいて仮想筒内壁平衡
温度を推定し、この仮想筒内壁平衡温度と始動時水温と
に基づいて排気λを推定し、この排気λから排気中の酸
素濃度を算出することにより、排気中の酸素濃度を推定
して、用いるのである。In step 68, the exhaust stroke injection amount TiK is retrieved from the estimated exhaust oxygen concentration with reference to a table as shown in FIG. 16 in which the exhaust stroke injection amount TiK is determined according to the oxygen concentration in the exhaust gas. Set by. Thus, the heat release rate is calculated based on the output of the in-cylinder pressure sensor 16, the virtual cylinder inner wall equilibrium temperature is estimated based on the peak value of the heat release rate, and the virtual cylinder inner wall equilibrium temperature, the starting water temperature and The exhaust gas λ is estimated based on the exhaust gas λ, and the oxygen concentration in the exhaust gas is calculated from the exhaust λ to estimate and use the oxygen concentration in the exhaust gas.

【００４９】次に第４実施形態について説明する。この
第４実施形態は、排気行程噴射量の演算を図５のルーチ
ンに代えて図９のルーチンにより行うものである。図９
の排気行程噴射量演算ルーチンについて説明する。ステ
ップ７１では、筒内圧センサ１６の出力（筒内圧力）を
サンプリングして、図１９に示すような筒内圧力波形を
得る。Next, a fourth embodiment will be described. In the fourth embodiment, the calculation of the exhaust stroke injection amount is performed by the routine of FIG. 9 instead of the routine of FIG. FIG.
The exhaust stroke injection amount calculation routine will be described. In step 71, the output (in-cylinder pressure) of the in-cylinder pressure sensor 16 is sampled to obtain an in-cylinder pressure waveform as shown in FIG.

【００５０】ステップ７２では、筒内圧力（波形）に基
づいて筒内での熱発生率を演算し、図２０に示すような
熱発生率波形を得る。ステップ７３では、熱発生率波形
より熱発生率ピーク値を抽出する（図２０参照）。ステ
ップ７４では、熱発生率ピーク値に応じて排気中の酸素
濃度を定めた図２２に示すようなテーブルを参照し、熱
発生率ピーク値から排気中の酸素濃度を推定する。ここ
で、ステップ７１〜７４の部分が酸素濃度推定手段に相
当する。In step 72, the heat generation rate in the cylinder is calculated based on the cylinder pressure (waveform) to obtain a heat generation rate waveform as shown in FIG. In step 73, a heat release rate peak value is extracted from the heat release rate waveform (see FIG. 20). In step 74, the oxygen concentration in the exhaust gas is estimated from the peak heat generation rate value with reference to a table as shown in FIG. 22 in which the oxygen concentration in the exhaust gas is determined according to the heat release rate peak value. Here, the steps 71 to 74 correspond to the oxygen concentration estimating means.

【００５１】ステップ７５では、排気中の酸素濃度に応
じて排気行程噴射量ＴｉＫを定めた図１６に示すような
テーブルを参照し、推定された排気中の酸素濃度から排
気行程噴射量ＴｉＫを検索により設定する。このよう
に、筒内圧センサ１６の出力に基づいて熱発生率を演算
し、この熱発生率のピーク値に基づいて排気中の酸素濃
度を推定することにより、言い換えれば、筒内の燃焼で
得られた熱発生率から吸気行程中に噴射された燃料量の
うち実燃焼に関わった燃料量を推定し、燃焼後期に排出
される酸素濃度を推定する手法で、排気中の酸素濃度を
推定して、用いるのである。In step 75, the exhaust stroke injection amount TiK is retrieved from the estimated exhaust oxygen concentration with reference to a table as shown in FIG. 16 in which the exhaust stroke injection amount TiK is determined according to the oxygen concentration in the exhaust gas. Set by. As described above, by calculating the heat release rate based on the output of the in-cylinder pressure sensor 16 and estimating the oxygen concentration in the exhaust gas based on the peak value of the heat release rate, in other words, it is obtained by the combustion in the cylinder. Estimate the amount of fuel involved in actual combustion out of the amount of fuel injected during the intake stroke from the heat release rate obtained, and estimate the oxygen concentration in the exhaust gas by estimating the oxygen concentration discharged in the later stage of combustion. And use it.

【００５２】次に第５実施形態について説明する。この
第５実施形態は、排気行程噴射の終了条件の判定を図６
のルーチンに代えて図１０のルーチンにより行うもので
ある。図１０の終了条件判定ルーチンについて説明す
る。ステップ８１では、仮想筒内壁温平衡温度ＴＷＦを
読込む。これは前述の図７又は図８のルーチンにて推定
したものを利用する。Next, a fifth embodiment will be described. In the fifth embodiment, the determination of the end condition of the exhaust stroke injection is performed as shown in FIG.
This is performed by the routine of FIG. 10 instead of the routine of FIG. The termination condition determination routine of FIG. 10 will be described. In step 81, the virtual cylinder inner wall temperature equilibrium temperature TWF is read. This utilizes the one estimated in the routine of FIG. 7 or FIG.

【００５３】ステップ８２では、水温（水温センサ出
力）ＴＷを読込む。ステップ８３では、仮想筒内壁温平
衡温度ＴＷＦと水温ＴＷとを比較し、仮想筒内壁温平衡
温度ＴＷＦが水温ＴＷとほぼ等しくなるか上回ったか
（ＴＷＦ≧ＴＷ）を判定する。この判定の結果、ＴＷＦ
≧ＴＷの場合は、ステップ８４で、排気行程噴射終了フ
ラグ＝１にセットする。At step 82, the water temperature (water temperature sensor output) TW is read. In step 83, the virtual cylinder inner wall temperature equilibrium temperature TWF is compared with the water temperature TW, and it is determined whether the virtual cylinder inner wall temperature equilibrium temperature TWF is substantially equal to or higher than the water temperature TW (TWF ≧ TW). As a result of this determination, TWF
If ≧ TW, at step 84, an exhaust stroke injection end flag = 1 is set.

【００５４】このように、図１３中に終了条件として示
すように、仮想筒内壁平衡温度ＴＷＦが水温ＴＷと同等
となったら、筒内に噴射された燃料の気化が促進し混合
気形成が良好となって酸素濃度が低下し、後燃えの促進
効果がなくなると判断し、排気行程噴射を終了して、通
常燃料噴射制御に即移行するのである。次に第６実施形
態について説明する。As described above, when the virtual cylinder inner wall equilibrium temperature TWF becomes equal to the water temperature TW, as shown as an end condition in FIG. 13, the vaporization of the fuel injected into the cylinder is promoted, and the mixture formation is good. As a result, it is determined that the oxygen concentration is reduced and the effect of promoting afterburning is lost, and the exhaust stroke injection is terminated, and the process immediately shifts to the normal fuel injection control. Next, a sixth embodiment will be described.

【００５５】この第６実施形態は、排気行程噴射の終了
条件の判定を図６のルーチンに代えて図１１のルーチン
により行うものである。図１１の終了条件判定ルーチン
について説明する。ステップ９１では、排気行程噴射量
ＴｉＫの今回値（ＴｉＫn ）を読込み、ステップ９２で
は、排気行程噴射量ＴｉＫの前回値（ＴｉＫn-1 ）を読
込む。In the sixth embodiment, the end condition of the exhaust stroke injection is determined by the routine of FIG. 11 instead of the routine of FIG. The termination condition determination routine of FIG. 11 will be described. In step 91, the current value (TiKn) of the exhaust stroke injection amount TiK is read, and in step 92, the previous value (TiKn-1) of the exhaust stroke injection amount TiK is read.

【００５６】ステップ９３では、排気行程噴射量の今回
値ＴｉＫn と前回値ＴｉＫn-1 とから、排気行程噴射量
の変化率を演算し（次式参照）、該変化率が所定値以下
になったか否かを判定する。 変化率＝（ＴｉＫn-1 −ＴｉＫn ）／ＴｉＫn-1 この判定の結果、変化率≦所定値の場合は、ステップ９
４で、排気行程噴射終了フラグ＝１にセットする。In step 93, the change rate of the exhaust stroke injection amount is calculated from the present value TiKn and the previous value TiKn-1 of the exhaust stroke injection amount (see the following equation). Determine whether or not. Rate of change = (TiKn-1 -TiKn) / TiKn-1 If the result of this determination is that the rate of change≤predetermined value, step 9
In step 4, the exhaust stroke injection end flag is set to "1".

【００５７】このように、図１７中に終了条件として示
すように、排気行程噴射量ＴｉＫの減量演算過程におい
て、変化率（減少率）が所定値以下になった時、後燃え
の促進効果がなくなると判断し、余剰燃料が排出される
こと等を防止するために、即座に排気行程噴射を終了し
て、通常燃料噴射制御へ移行するのである。As described above, as shown as an end condition in FIG. 17, when the rate of change (decrease rate) becomes less than or equal to a predetermined value in the process of decreasing the exhaust stroke injection amount TiK, the effect of promoting afterburning is reduced. When it is determined that the fuel is exhausted, the exhaust stroke injection is immediately terminated in order to prevent the surplus fuel from being discharged, and the process shifts to the normal fuel injection control.

【図面の簡単な説明】[Brief description of the drawings]

【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】 本発明の実施形態を示すシステム図FIG. 2 is a system diagram showing an embodiment of the present invention.

【図３】 メインルーチンのフローチャートFIG. 3 is a flowchart of a main routine.

【図４】 吸気行程噴射量演算ルーチンのフローチャー
トFIG. 4 is a flowchart of an intake stroke injection amount calculation routine;

【図５】 排気行程噴射量演算ルーチンのフローチャー
トFIG. 5 is a flowchart of an exhaust stroke injection amount calculation routine;

【図６】 終了条件判定ルーチンのフローチャートFIG. 6 is a flowchart of an end condition determination routine.

【図７】 第２実施形態の排気行程噴射量演算ルーチン
のフローチャートFIG. 7 is a flowchart of an exhaust stroke injection amount calculation routine according to a second embodiment;

【図８】 第３実施形態の排気行程噴射量演算ルーチン
のフローチャートFIG. 8 is a flowchart of an exhaust stroke injection amount calculation routine according to a third embodiment;

【図９】 第４実施形態の排気行程噴射量演算ルーチン
のフローチャートFIG. 9 is a flowchart of an exhaust stroke injection amount calculation routine according to a fourth embodiment;

【図10】 第５実施形態の終了条件判定ルーチンのフロ
ーチャートFIG. 10 is a flowchart of an end condition determination routine according to the fifth embodiment.

【図11】 第６実施形態の終了条件判定ルーチンのフロ
ーチャートFIG. 11 is a flowchart of an end condition determination routine according to the sixth embodiment.

【図12】 始動後の空燃比制御の様子を示す図FIG. 12 is a diagram showing a state of air-fuel ratio control after starting.

【図13】 始動後の仮想筒内壁平衡温度等の変化の様子
を図[Fig. 13] Fig. 13 illustrates changes in the virtual cylinder inner wall equilibrium temperature, etc. after startup.

【図14】 仮想筒内壁平衡温度と排気λとの関係を示す
図FIG. 14 is a diagram showing the relationship between the virtual cylinder inner wall equilibrium temperature and the exhaust λ.

【図15】 排気λと排気中の酸素濃度との関係を示す図FIG. 15 is a diagram showing a relationship between the exhaust λ and the oxygen concentration in the exhaust.

【図16】 排気中の酸素濃度と排気行程噴射量との関係
を示す図FIG. 16 is a diagram showing a relationship between oxygen concentration in exhaust gas and exhaust stroke injection amount.

【図17】 時間経過による排気行程噴射量の変化の様子
を示す図FIG. 17 is a diagram showing a state of a change in an exhaust stroke injection amount with the passage of time.

【図18】 排気行程噴射量初期値テーブルを示す図FIG. 18 is a diagram showing an exhaust stroke injection amount initial value table.

【図19】 筒内圧力波形を示す図FIG. 19 is a diagram showing an in-cylinder pressure waveform.

【図20】 熱発生率波形を示す図FIG. 20 is a diagram showing a heat release rate waveform.

【図21】 熱発生率ピーク値と仮想筒内壁平衡温度との
関係を示す図FIG. 21 is a diagram showing a relationship between a heat release rate peak value and a virtual cylinder inner wall equilibrium temperature.

【図22】 熱発生率ピーク値と排気中の酸素濃度との関
係を示す図FIG. 22 is a diagram showing a relationship between a peak value of a heat release rate and an oxygen concentration in exhaust gas.

【符号の説明】[Explanation of symbols]

１ 機関 ２ 燃焼室 ４ 吸気通路 ６ 燃料噴射弁 ７ 点火栓 ８ 排気通路 ９ 触媒 １０ ＥＣＭ １１ クランク角センサ １２ エアフローメータ １４ 水温センサ １５ 酸素センサ １６ 筒内圧センサ １７ 触媒温度センサ Reference Signs List 1 engine 2 combustion chamber 4 intake passage 6 fuel injection valve 7 spark plug 8 exhaust passage 9 catalyst 10 ECM 11 crank angle sensor 12 air flow meter 14 water temperature sensor 15 oxygen sensor 16 in-cylinder pressure sensor 17 catalyst temperature sensor

───────────────────────────────────────────────────── フロントページの続き (51)Int.Cl.6 識別記号 ＦＩ Ｆ０２Ｄ 41/06 ３０５ Ｆ０２Ｄ 41/06 ３０５ ３３０ ３３０Ａ 41/34 41/34 Ｇ ＺＡＢ ＺＡＢＨ 45/00 ＺＡＢ 45/00 ＺＡＢ ３１２ ３１２Ｒ ３１２Ｑ ──────────────────────────────────────────────────続 き Continuation of front page (51) Int.Cl. 6 Identification code FI F02D 41/06 305 F02D 41/06 305 330 330 330A 41/34 41/34 G ZAB ZABH 45/00 ZAB 45/00 ZAB 312 312R 312Q

Claims (11)

【特許請求の範囲】[Claims] 【請求項１】燃焼室内に臨む燃料噴射弁より圧縮行程以
前に燃料を噴射させる筒内燃焼用燃料噴射手段を備える
と共に、排気通路に排気浄化用触媒を備える筒内直接燃
料噴射式内燃機関において、 少なくとも始動後で触媒活性化前であることを制御条件
として判定する制御条件判定手段と、 前記制御条件にて、前記筒内燃焼用燃料噴射手段による
圧縮行程以前の燃料噴射量を減少させて燃焼空燃比を理
論空燃比よりリーン化するリーン化手段と、 前記制御条件にて、前記燃料噴射弁より膨張行程以降に
燃料を噴射させる触媒活性化用燃料噴射手段と、 前記触媒活性化用燃料噴射手段による膨張行程以降の燃
料噴射量を排気中の酸素濃度に応じて変化させる噴射量
可変手段と、 を設けたことを特徴とする筒内直接燃料噴射式内燃機関
の制御装置。An in-cylinder direct fuel injection type internal combustion engine having in-cylinder combustion fuel injection means for injecting fuel before a compression stroke from a fuel injection valve facing a combustion chamber and having an exhaust purification catalyst in an exhaust passage. A control condition determining means for determining as a control condition at least after start-up and before activation of the catalyst, and reducing the fuel injection amount before the compression stroke by the in-cylinder fuel injection means under the control condition. Leaning means for making the combustion air-fuel ratio leaner than the stoichiometric air-fuel ratio; fuel-injection means for catalyst activation for injecting fuel from the fuel injector after the expansion stroke under the control conditions; and fuel for catalyst activation Control means for changing the fuel injection amount after the expansion stroke by the injection means in accordance with the oxygen concentration in the exhaust gas. Location. 【請求項２】前記制御条件判定手段は、始動から所定時
間経過したことを制御条件の１つとすることを特徴とす
る請求項１記載の筒内直接燃料噴射式内燃機関の制御装
置。2. A control device for a direct injection type internal combustion engine according to claim 1, wherein said control condition judging means sets one of the control conditions when a predetermined time has elapsed from the start. 【請求項３】前記リーン化手段は、機関回転数及び吸入
空気量に基づいて所定のリーン空燃比となるように圧縮
行程以前の燃料噴射量を演算するものであることを特徴
とする請求項１又は請求項２記載の筒内直接燃料噴射式
内燃機関の制御装置。3. The leaning means calculates a fuel injection amount before a compression stroke so as to attain a predetermined lean air-fuel ratio based on an engine speed and an intake air amount. The control device for a direct injection type internal combustion engine according to claim 1 or 2. 【請求項４】前記噴射量可変手段は、排気中の酸素濃度
を検出する酸素センサの出力に基づいて膨張行程以降の
燃料噴射量を可変制御するものであることを特徴とする
請求項１〜請求項３のいずれか１つに記載の筒内直接燃
料噴射式内燃機関の制御装置。4. An injection amount changing means for variably controlling a fuel injection amount after an expansion stroke based on an output of an oxygen sensor for detecting an oxygen concentration in exhaust gas. The control device for a direct injection type internal combustion engine according to claim 3. 【請求項５】前記噴射量可変手段は、排気中の酸素濃度
を推定する酸素濃度推定手段を有し、該推定手段により
推定される排気中の酸素濃度に基づいて膨張行程以降の
燃料噴射量を可変制御するものであることを特徴とする
請求項１〜請求項３のいずれか１つに記載の筒内直接燃
料噴射式内燃機関の制御装置。5. The fuel injection amount changing means includes an oxygen concentration estimating means for estimating an oxygen concentration in the exhaust gas based on the oxygen concentration in the exhaust gas estimated by the estimating means. The control device for a direct injection type internal combustion engine according to any one of claims 1 to 3, wherein the control device variably controls the internal combustion engine. 【請求項６】前記酸素濃度推定手段は、始動からの経過
時間に基づいて仮想筒内壁平衡温度を推定し、この仮想
筒内壁平衡温度と始動時の冷却水温度とに基づいて排気
空燃比を推定し、この排気空燃比から排気中の酸素濃度
を算出するものであることを特徴とする請求項５記載の
筒内直接燃料噴射式内燃機関の制御装置。6. The oxygen concentration estimating means estimates a virtual cylinder inner wall equilibrium temperature based on an elapsed time from a start, and calculates an exhaust air-fuel ratio based on the virtual cylinder inner wall equilibrium temperature and a cooling water temperature at the start. 6. The control apparatus for a direct injection type internal combustion engine according to claim 5, wherein the control section estimates the oxygen concentration in the exhaust gas from the exhaust air-fuel ratio. 【請求項７】前記酸素濃度推定手段は、筒内圧力を検出
する筒内圧センサの出力に基づいて熱発生率を演算し、
この熱発生率のピーク値に基づいて仮想筒内壁平衡温度
を推定し、この仮想筒内壁平衡温度と始動時の冷却水温
度とに基づいて排気空燃比を推定し、この排気空燃比か
ら排気中の酸素濃度を算出するものであることを特徴と
する請求項５記載の筒内直接燃料噴射式内燃機関の制御
装置。7. The oxygen concentration estimating means calculates a heat generation rate based on an output of an in-cylinder pressure sensor for detecting an in-cylinder pressure,
The virtual cylinder inner wall equilibrium temperature is estimated based on the peak value of the heat release rate, and the exhaust air-fuel ratio is estimated based on the virtual cylinder inner wall equilibrium temperature and the cooling water temperature at the time of starting. 6. The control device for a direct injection type internal combustion engine according to claim 5, wherein the oxygen concentration is calculated. 【請求項８】前記酸素濃度推定手段は、筒内圧力を検出
する筒内圧センサの出力に基づいて熱発生率を演算し、
この熱発生率のピーク値に基づいて排気中の酸素濃度を
推定するものであることを特徴とする請求項５記載の筒
内直接燃料噴射式内燃機関の制御装置。8. The oxygen concentration estimating means calculates a heat generation rate based on an output of an in-cylinder pressure sensor for detecting an in-cylinder pressure,
6. The control device according to claim 5, wherein the control unit estimates the oxygen concentration in the exhaust gas based on the peak value of the heat release rate. 【請求項９】前記制御条件判定手段は、排気中の酸素濃
度が所定値以下になったことを終了条件として判定する
終了条件判定手段を有することを特徴とする請求項１〜
請求項８のいずれか１つ記載の筒内直接燃料噴射式内燃
機関の制御装置。9. The control condition judging means includes end condition judging means for judging that the oxygen concentration in the exhaust gas has become equal to or less than a predetermined value as an end condition.
A control device for a direct injection type internal combustion engine according to claim 8. 【請求項１０】前記制御条件判定手段は、仮想筒内壁平
衡温度と冷却水温度とを比較し、仮想筒内壁平衡温度が
冷却水温度とほぼ等しくなるか上回ったことを終了条件
として判定する終了条件判定手段を有することを特徴と
する請求項１〜請求項８のいずれか１つ記載の筒内直接
燃料噴射式内燃機関の制御装置。10. The control condition determining means compares the virtual cylinder inner wall equilibrium temperature with the cooling water temperature, and determines as an end condition that the virtual cylinder inner wall equilibrium temperature becomes substantially equal to or exceeds the cooling water temperature. 9. The control device for a direct injection type internal combustion engine according to claim 1, further comprising condition determination means. 【請求項１１】前記制御条件判定手段は、膨張行程以降
の燃料噴射量の変化率が所定値以下となったことを終了
条件として判定する終了条件判定手段を有することを特
徴とする請求項１〜請求項８のいずれか１つ記載の筒内
直接燃料噴射式内燃機関の制御装置。11. The control condition determining means includes end condition determining means for determining, as an end condition, that a change rate of a fuel injection amount after an expansion stroke has become a predetermined value or less. The control device for a direct injection type internal combustion engine according to claim 8.
JP07010998A 1998-03-19 1998-03-19 Control device for in-cylinder direct fuel injection internal combustion engine Expired - Lifetime JP3562300B2 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP07010998A JP3562300B2 (en) 1998-03-19 1998-03-19 Control device for in-cylinder direct fuel injection internal combustion engine

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP07010998A JP3562300B2 (en) 1998-03-19 1998-03-19 Control device for in-cylinder direct fuel injection internal combustion engine

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Publication Number Publication Date
JPH11264333A true JPH11264333A (en) 1999-09-28
JP3562300B2 JP3562300B2 (en) 2004-09-08

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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2012176746A1 (en) * 2011-06-24 2012-12-27 日立オートモティブシステムズ株式会社 Control device for cylinder-injection-type internal combustion engine
JP2022014634A (en) * 2020-07-07 2022-01-20 トヨタ自動車株式会社 Engine device

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2012176746A1 (en) * 2011-06-24 2012-12-27 日立オートモティブシステムズ株式会社 Control device for cylinder-injection-type internal combustion engine
JP2013007314A (en) * 2011-06-24 2013-01-10 Hitachi Automotive Systems Ltd Control device for cylinder-injection-type internal combustion engine
JP2022014634A (en) * 2020-07-07 2022-01-20 トヨタ自動車株式会社 Engine device

Also Published As

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