USRE39137E1 - Control apparatus for cylinder fuel injection internal combustion engines - Google Patents

Control apparatus for cylinder fuel injection internal combustion engines Download PDF

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Publication number
USRE39137E1
USRE39137E1 US09/985,404 US98540498A USRE39137E US RE39137 E1 USRE39137 E1 US RE39137E1 US 98540498 A US98540498 A US 98540498A US RE39137 E USRE39137 E US RE39137E
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United States
Prior art keywords
intake
amount
internal combustion
combustion engine
target
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US09/985,404
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English (en)
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Hitoshi Kamura
Kenjiro Hatayama
Atsuyoshi Kojima
Hiroki Tamura
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Mitsubishi Motors Corp
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Mitsubishi Motors Corp
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    • 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
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
    • F02D41/401—Controlling injection timing
    • 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
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D29/00—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/12—Other methods of operation
    • F02B2075/125—Direct injection in the combustion chamber for spark ignition engines, i.e. not in pre-combustion chamber
    • 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
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D2041/389—Controlling fuel injection of the high pressure type for injecting directly into the cylinder
    • 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
    • Y02T10/12—Improving ICE efficiencies
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

Definitions

  • This invention relates to a control unit for in-cylinder injection internal combustion engine which can select, according to an engine operation state, a compression stroke injection mode for mainly injecting fuel at a compression stroke and an intake stroke injection mode for mainly injecting fuel at an intake stroke; and, in particular, to a control unit for in-cylinder injection internal combustion engine which can optimally correct an intake amount.
  • a throttle valve is installed in an intake passage of an engine such as an internal combustion engine.
  • an intake passage of an engine such as an internal combustion engine.
  • a bypass passage bypassing the throttle-valve-installed portion is formed such that its both end portions communicate with the intake passage, and the bypass passage is equipped with a bypass valve.
  • bypass valve for example, a bypass valve for idle speed control which is used for adjusting the intake amount so that the engine can maintain a predetermined idling rotational speed.
  • the opening degree of the idle speed control bypass valve is appropriately adjusted, while feeding back the engine rotational speed, in order to keep the engine rotational speed at a predetermined idle rotational speed, and independently of the driver's accelerator pedal operation, the intake amount is adjusted so as to maintain the idle rotational speed.
  • a bypass passage for bypassing the throttle-valve-installed portion of the intake passage is formed so as to be used for controlling the air/fuel ratio of the air/fuel mixture supplied to a combustion chamber not only upon idling, and this bypass passage is equipped with a bypass valve [which is referred to as air bypass valve (ABV)] .
  • ABSV air bypass valve
  • Such an air bypass valve can control not only idle speed but also other engine operation states by adjusting the intake amount independently of the throttle valve that is adjusted upon the driver's accelerator pedal operation.
  • the opening degree of these bypass valve is appropriately controlled according to the engine operation state or the like, independently of the throttle valve that is adjusted by the driver's accelerator pedal operation.
  • a target engine rotational speed is set according to cooling water temperature, air conditioner state, shift lever position (in the case of automatic transmission), or the like, and while an actual engine rotational speed is being detected, the opening degree of the bypass valve is adjusted so that the actual engine rotational speed coincides with the target engine rotational speed.
  • an air amount (intake correction amount) to be taken in by the bypass valve is set according to the engine operation state, and the opening of the bypass valve is adjusted to such a degree that this air amount is attained.
  • a relationship between the engine operation state and its corresponding intake correction amount or valve opening degree may be mapped, for example, and the intake correction amount or valve opening degree is set while the engine operation state is caused to correspond to this relationship (map).
  • a motor-driven throttle valve is provided such that the throttle valve is driven by a motor, while a target opening degree of the throttle valve is set on the basis of various correction coefficients set according to the accelerator opening degree and operation state, thus allowing intake adjustment to be effected without using a bypass valve or the like.
  • a fuel injection mode based on a compression stroke (referred to as compression stroke injection mode) can be set.
  • compression stroke injection mode stable burning can be realized in an ultra lean air/fuel ratio state due to stratified combustion utilizing a stratified intake flow formed within the cylinder.
  • the injected fuel can be concentrated in the vicinity of a spark plug; while only the vicinity of the spark plug attains a stable ignition performance as an air/fuel ratio state with good ignitability (i.e., state at a stoichiometric air/fuel ratio or an air/fuel ratio in which fuel is somewhat richer than that in the stoichiometric air/fuel ratio), an ultra-lean air/fuel ratio state is attained as a whole so as to enable driving while greatly saving fuel consumption.
  • an air/fuel ratio state with good ignitability i.e., state at a stoichiometric air/fuel ratio or an air/fuel ratio in which fuel is somewhat richer than that in the stoichiometric air/fuel ratio
  • a fuel injection mode based on an intake stroke (referred to as intake stroke fuel injection mode) can be set.
  • this intake stroke fuel injection mode while the air/fuel ratio state of the whole combustion chamber is being homogenized by premixing the fuel, operation can be performed so as to realize stable ignition and secure flame propagation, thereby attaining a sufficiently high output.
  • Adopted as this intake stroke injection mode are a stoichiometric mode for attaining a higher output while adjusting the air/fuel ratio to the vicinity of a stoichiometric air/fuel ratio and a lean mode for setting the air/fuel ratio leaner than the stoichiometric air/fuel ratio whereby the fuel consumption can be saved.
  • an enriched mode in which the air/fuel ratio is made richer than the stoichiometric air/fuel ratio.
  • Such an in-cylinder injection engine is operated while individual operation modes such as the above-mentioned compression stroke injection mode (compressed lean mode or later lean mode), intake stroke injection stoichiometric mode (stoichiometric mode), intake stroke injection lean mode (intake lean mode or earlier leanmode) intake stroke injection enriched mode (enriched mode), and the like are appropriately selected. These operation modes are considered to be selected according to engine rotational speed and engine load.
  • the compressed lean mode is selected in a region where both engine rotational speed and engine load are low; whereas, as the engine rotational speed or engine load increases therefrom, the intake lean mode, stoichiometric mode, and enriched mode are successively selected in response to the magnitude of increase.
  • the accelerator pedal stepping amount is small, whereby the opening degree of the throttle valve is small.
  • the stratified flow is weakened, thereby making it difficult to effect stable burning. Accordingly, when the throttle valve opening is small and the intake air amount is restricted, it becomes difficult to effect operation in the compressed lean mode.
  • a bypass passage (air bypass passage) bypassing the throttle valve is formed, and the intake amount correction is performed so as to compensate for the air amount restricted by the throttle valve, while controlling a valve (air bypass valve) attached to the air bypass passage.
  • the air/fuel ratio to be controlled varies, and the fuel injection stroke changes, whereby the amount of intake required for obtaining the same torque differs among the operation modes, and the intake vacuum for obtaining the same torque differs among the operation modes as well.
  • control unit for an in-cylinder injection combustion engine which can set an appropriate intake correction amount for each operation mode in the in-cylinder injection internal combustion engine in order to improve the drivability in the in-cylinder injection internal combustion engine.
  • the present invention provides a control unit for an in-cylinder injection internal combustion engine in which fuel is directly injected into a combustion chamber and is adapted to select, according to an operation state of the internal combustion engine, a compression stroke injection mode for mainly injecting fuel at a compression stroke and an intake stroke injection mode for mainly injecting fuel at an intake stroke;
  • the control unit comprising operation state detecting means for detecting an operation state or operation environmental state of the internal combustion engine, intake amount correcting means for changing an amount of intake supplied to the internal combustion engine, intake correction amount setting means for setting, according to a predetermined relationship, the intake correction amount according to the operation state detected by the operation state detecting means, and intake amount correction control means for controlling operation of the intake amount correcting means according to the intake correction amount set by the intake correction amount setting means, wherein the relationship between the operation state and the intake correction amount is set differently between the compression stroke injection mode and the intake stroke injection mode.
  • the intake amount can be appropriately corrected for each of the operation modes such as compression stroke injection mode and intake stroke injection mode in the in-cylinder injection internal combustion engine, thus allowing drivability to improve in the in-cylinder injection internal combustion engine.
  • the intake amount correction control means is configured so as to correct, upon an idling operation of the internal combustion engine, the intake amount according to the above-mentioned relationship between the operation state and the intake correction amount, while the relationship between the operation state and the intake correction amount used upon the idling operation is set differently between the compression stroke injection mode and the intake stroke injection mode.
  • the intake amount can be appropriately corrected upon the idling operation where intake amount correction becomes important, thus allowing the drivability in the in-cylinder injection internal combustion engine to efficiently improve.
  • the intake amount in the compression stroke injection mode when the internal combustion engine is idling be set greater than the intake amount in the intake stroke injection mode when the internal combustion engine is idling.
  • the internal combustion engine further comprises target air/fuel ratio setting means for setting a target air/fuel ratio according to a result of detection of the operation state detecting means, and the target air/fuel ratio set in the compression stroke injection mode is leaner than the target air/fuel ratio set in the intake stroke injection mode.
  • the operation state detecting means the one detecting a rotational speed of the internal combustion engine, the one detecting an accelerator operation state, the one detecting an opening degree of an intake throttle valve, the one detecting a shift state of a transmission coupled to the internal combustion engine, the one detecting an atmospheric pressure, the one detecting operaation state of an accessory directly or indirectly driven by the internal combustion engine, or the one detecting a substantially full close state of the intake throttle valve can be used.
  • the intake correction means corrects a bypass air amount of the intake throttle valve.
  • the internal combustion engine comprises an electrically-driven intake throttle valve, and the intake amount correcting means corrects an opening degree of the intake throttle valve.
  • the operation state is a state of load applied to the internal combustion engine
  • the intake correction amount is set in correlation with an intake opening area which is adjusted in accordance with the state of load.
  • an amount of change in the intake correction amount with respect to a change in the intake opening area be set greater in the compression stroke injection mode than in the intake stroke injection mode.
  • FIG. 1 is a block diagram showing a configuration of a main part of a control unit for in-cylinder injection internal combustion engine as an embodiment of the present invention
  • FIG. 2 is a view for explaining an intake correction amount setting characteristic in the control unit for in-cylinder injection internal combustion engine as an embodiment of the present invention
  • FIG. 3 is a view for explaining an intake correction amount setting characteristic in the control unit for in-cylinder injection internal combustion engine as an embodiment of the present invention
  • FIG. 4 is a view showing a configuration of a main part of an in-cylinder injection internal combustion engine in accordance with an embodiment of the present invention
  • FIG. 5 is a control block diagram showing the in-cylinder injection internal combustion engine in accordance with an embodiment of the present invention.
  • FIG. 6 is a view for explaining operation modes of the in-cylinder injection internal combustion engine in accordance with an embodiment of the present invention.
  • FIGS. 1 to 6 illustrate a control unit for in-cylinder injection internal combustion engine as an embodiment of the present invention.
  • in-cylinder injection engine the in-cylinder injection internal combustion engine
  • FIG. 4 Depicted in FIG. 4 are an engine main body 1 , an intake passage 2 , a throttle-valve-installed section 3 , an air cleaner 4 , a bypass passage (second bypass passage) 5 , and a second air bypass valve (#2ABV) 6 which can adjust the air amount flowing through the bypass passage 5 and function as intake amount correcting means.
  • the intake passage 2 comprises, successively connected from the upstream side, an intake pipe 7 , a surge tank 8 , and an intake manifold 9 .
  • the bypass passage 5 is disposed upstream the surge tank 8 . While the bypass valve 6 is driven by a stepping motor so as to attain a predetermined opening degree, its opening degree may be adjusted by a duty control of a solenoid valve.
  • means 12 is equipped with an idle speed control function and comprises a bypass passage (first bypass passage) 13 and a first air bypass valve (#1ABV) 14 as a bypass valve.
  • the #1ABV 14 is driven by a non-depicted stepping motor and functions as intake amount correcting means.
  • a throttle valve intake throttle valve 15 .
  • an electric-motor-driven valve known as drive-by-wire (DBW) may also be used as the throttle valve 15 .
  • the bypass valve may be omitted, so that the driving of the electric motor is corrected by an extent corresponding to the correction air amount obtained by this bypass valve.
  • first bypass passage 13 and the second bypass passage 5 are connected to the intake passage 2 respectively by their upstream and downstream ends, while bypassing the portion of the intake passage 2 to which the throttle valve 15 is attached.
  • Opening/closing control of each of the second air bypass valve 6 and the first air bypass valve 14 is performed via an electronic control unit (ECU) 16 .
  • ECU electronice control unit
  • an exhaust passage 17 and a combustion chamber 18 are also provided. Opening portions of the intake passage 2 and the exhaust passage 17 with respect to the combustion chamber 18 , i.e., an intake port 2 A and an exhaust port 17 A, are respectively equipped with an intake valve 19 and an exhaust valve 20 .
  • Numeral 21 refers to a fuel injection valve (injector), which is disposed in this engine so as to directly inject fuel into the combustion chamber 18 .
  • a fuel tank 22 Further provided are a fuel tank 22 , fuel supply paths 23 A to 23 E, a low-pressure fuel pump 24 , a high-pressure fuel pump 25 , a low-pressure regulator 26 , a high-pressure regulator 27 , and a delivery pipe 28 ; whereby fuel within the fuel tank 22 is driven by the low-pressure fuel pump 24 and is further pressurized by the high-pressure fuel pump 25 so as to be supplied, in a predetermined high-pressure state, to the injector 21 through the fuel supply paths 23 A and 23 B and the delivery pipe 28 .
  • the fuel pressure emitted from the low-pressure fuel pump 24 is adjusted by the low-pressure regulator 26
  • the fuel pressure pressurized by the high-pressure fuel pump 25 so as to be guided to the delivery pipe 28 is adjusted by the high-pressure regulator 27 .
  • EGR passage exhaust gas recirculation passage
  • EGR valve stepping motor type valve
  • the ECU 16 controls not only the air bypass valves 6 and 14 but also the injector 21 , an ignition coil for a non-depicted spark plug, and the EGR valve, and performs fuel pressure control by means of the high-pressure regulator 27 .
  • an airflow sensor 44 connected to the ECU 16 are an airflow sensor 44 , an intake temperature sensor 36 , a throttle position sensor (TPS) 37 for detecting the throttle opening degree, an idle switch 38 , an air conditioner switch (not depicted), a gear position sensor (not depicted), a vehicle speed sensor (not depicted), a power steering switch (not depicted) for detecting an operation state of a power steering, a starter switch (not depicted), a first cylinder sensor 40 , a crank angle sensor 41 , a water temperature sensor 42 for detecting the temperature of cooling water for the engine, an O 2 sensor 43 for detecting the oxygen concentration in exhaust gas, and the like.
  • TPS throttle position sensor
  • the engine rotational speed can be computed according to the crank angle sensor 41 .
  • an engine rotational speed computing function is implemented within the ECU 16 .
  • the crank angle sensor 14 and this engine rotational speed computing function constitute an engine rotational speed sensor
  • the crank angle sensor 41 is also referred to as engine rotational speed sensor here for convenience.
  • This engine switches, according to its operation state, between pre-mixture burn operation which can be established by uniformly injecting fuel into the fuel combustion chamber 18 and a stratified burn operation which can be established by concentrating the injected fuel around the non-depicted spark plug facing into the combustion chamber 18 .
  • This engine is provided, as engine operation modes, with four fuel injection modes comprising a later lean stratified burn operation mode (later lean mode) in which fuel is injected at a compression stroke so as to perform stratified lean burn, an earlier lean burn operation mode (earlier lean mode) in which fuel is injected at an intake stroke so as to perform pre-mixture burn, a stoichiometric feedback burn operation mode (stoichiometric mode), and an open-loop burn operation mode (stoichiometric mode or enriched mode), as well as a fuel cut mode for stopping (cutting) fuel injection.
  • a later lean stratified burn operation mode (later lean mode) in which fuel is injected at a compression stroke so as to perform stratified lean burn
  • an earlier lean burn operation mode in which fuel is injected at an intake stroke so as to perform pre-mixture burn
  • stoichiometric feedback burn operation mode stoichiometric mode
  • an open-loop burn operation mode stoichio
  • control unit for this in-cylinder injection internal combustion engine By the control unit for this in-cylinder injection internal combustion engine, one of these modes is selected according to an engine operation state, a vehicle driving state, or the like, thus controlling the fuel supply.
  • an engine operation state a vehicle driving state, or the like
  • the fuel injection mode cases where the EGR is actuated and not actuated are set.
  • the enriched operation mode, stoichiometric operation mode, earlier lean mode, and later lean mode are set with respect to engine rotational speed Ne and engine load Pe so as to attain a tendency in terms of region such as that shown in FIG. 6 .
  • the later lean mode can realize the leanest burn (where the air/fuel ratio is on the order of 30 to 40).
  • fuel injection is performed at a stage very close to an ignition timing such as the later stage of a compression stroke, and the fuel is concentrated in the vicinity of the spark plug so as to be partially enriched, while attaining a lean state as a whole. Consequently, economical operation can be performed while ignitability and combustion stability are secured.
  • a sufficient engine output can efficiently be obtained while the air/fuel ratio is kept at the stoichiometric state or in the vicinity thereof according to the output of the O 2 sensor.
  • burning is effected at the stoichiometric air/fuel ratio or an (enriched) air/fuel ratio richer than that, by open-loop control in order to obtain sufficient output upon acceleration, starting, or the like.
  • Such operation modes are selected by a functional section (mode selecting section) 102 disposed within the ECU 16 as shown in FIG. 1 with a regional tendency such as that shown in FIG. 6 according to information (engine rotational speed Ne and engine load Pe) from an operation state detecting means 101 . Then, according to each mode, an air/fuel ratio is set according to the engine operation state, and a fuel injection valve control amount such as fuel injection amount or fuel injection timing is set by a fuel injection valve control means 105 so as to control the fuel injection valve 21 , while an intake amount (intake correction amount) is controlled through the ABV valves 6 and 14 according to thus set air/fuel ratio.
  • a functional section (mode selecting section) 102 disposed within the ECU 16 as shown in FIG. 1 with a regional tendency such as that shown in FIG. 6 according to information (engine rotational speed Ne and engine load Pe) from an operation state detecting means 101 . Then, according to each mode, an air/fuel ratio is set according to the engine operation state, and a fuel injection valve control amount such as
  • the intake correction amount setting means 110 sets the intake correction amount according to the information from the operation state detecting means 101 . Specifically, as shown in FIG. 1 , it takes in not only the engine rotational speed Ne and the engine load Pe determined according to the data detected by the throttle position sensor 37 or a non-depicted accelerator position sensor or the like, but also states of engine operation environments, i.e., data from a shift position sensor 121 for detecting a shift state of the transmission, an atmospheric pressure sensor 122 , an air conditioner switch 123 for detecting an actuation state of the air conditioner as an accessory, a power steering switch 124 for detecting an actuation state of the power steering as an accessory, an idle switch 38 , and the like; and sets the intake correction amount from a map [predetermined relationship (between operation state and intake correction amount)] according to these data.
  • states of engine operation environments i.e., data from a shift position sensor 121 for detecting a shift state of the transmission, an atmospheric pressure sensor 122 , an air conditioner switch 123 for
  • a target engine load Pe (target Pe) is initially set, according to a map, from a throttle opening degree ⁇ th detected by the throttle sensor or the engine rotational speed Ne based on the output of the non-depicted accelerator opening sensor and the information detected by the crank angle sensor (block B 1 )
  • an air-conditioner-related correction amount ⁇ Peac is set from the engine rotational speed Ne according to a map (block B 2 ).
  • a power-steering-related correction amount ⁇ Peps is set from the engine rotational speed Ne according to a map (block B 3 ).
  • an inhibitor-related correction amount ⁇ Peinh is set from the engine rotational speed Ne according to a map (block B 4 ).
  • the target Pe is appropriately corrected.
  • corrected target Pe is appropriately filtered through a switch S 1 (block B 5 ), and a control amount Pos concerning a valve opening degree corresponding to a required air amount (or target intake air amount) Q is set, according to a map, from thus obtained target Pe and the engine rotational speed Ne.
  • maps are provided for three modes, as the engine operation states, comprising the later lean mode that yields the leanest burn, the earlier lean mode that yields the next leanest burn thereto, and an EGR-actuated state in the stoichiometric operation mode; and the required air amount is set only in these modes.
  • a control amount #1ABV valve in this case for a required air amount (or target intake air amount) #1ABVQ based on feedback of the engine rotational speed is set as shown in block B 8 .
  • the functional section for setting the amount corresponding to the required air amount Q, #1ABVQ, through the above-mentioned blocks B 7 and B 8 is equivalent to the required air amount setting means (intake correction amount setting means) 110 .
  • control amount Pos or #1ABVPos setting of the opening position of the air bypass valve 6 or duty cycle (block B 10 ) and setting of the air bypass valve 14 (block B 11 ) are effected, whereby the air bypass valves 6 and 14 are controlled so as to attain predetermined states.
  • the air/fuel ratio is set very high, whereby the intake air amount is quite large in relation to the engine-generated torque. Consequently, the intake amount is corrected in a region where the magnitude of intake vacuum is relatively low.
  • the intake stroke injection mode since operation is performed under the earlier lean mode or stoichiometric mode with a relatively high air/fuel ratio, the intake air amount is not relatively large in relation to the engine-generated torque, whereby the intake amount is corrected in a region where the magnitude of intake vacuum is relatively large.
  • the solid line shown in FIG. 2 indicates intake air amount Q in relation to intake opening area S.
  • the intake air amount control (intake correction amount control) in the compression stroke injection mode (later lean) is performed in a region where the intake opening area S is relatively large
  • the intake air amount control (intake correction amount control) in the intake stroke injection mode is performed in a region where the intake opening area S is relatively small.
  • the intake opening area S corresponds to the engine load state and is determined according to the opening degrees of the throttle valve (intake throttle valve) 15 and the ABVs (intake amount correcting means) 6 and 14 .
  • point X 1 indicates a point where the intake opening area S and the intake air amount Q correspond to each other when engine torque TA is generated in the intake stroke injection mode
  • point X 2 indicates a point where the intake opening area S and the intake air amount Q correspond to each other when engine torque TA substantially the same as that at point X 1 is generated in the compression stroke injection mode.
  • the intake correction amount increases by Q 1 .
  • the intake correction amount increases by Q 2 .
  • This intake correction amount Q 2 is smaller than the intake correction amount Q 1 in the case of the point X 1 .
  • the intake amount control in the intake stroke injection mode is effected in a region where the intake opening area S is relatively small. Since this region is an area where the magnitude of intake vacuum downstream the throttle valve 15 is relatively large, the intake opening area S and the intake air amount Q increase substantially linearly.
  • the intake amount control in the compression stroke injection mode is effected in a region where the intake opening area S is relatively large. Since this region is an area where the magnitude of intake vacuum downstream the throttle valve 15 is relatively small, the intake opening area S and the intake air amount Q deviate from their linear relationship of increase, whereby the intake air amount Q does not increase so much as the intake opening area S increases.
  • the dotted line in FIG. 2 indicates a case where the intake opening area S and the intake air amount Q maintain a linear relationship therebetween.
  • the intake opening area S and the control amount Pos concerning the valve opening degree are substantially in proportion to each other, in order to increase the intake opening area S by a predetermined amount S 1 , it is sufficient for the control amount Pos to be increased by a correction control amount P 1 .
  • an approximate expression of their relationship or the like may be used to compute a correction control amount P 2 from the intake opening area S, and the control amount Pos may be increased by thus computed correction control amount P 2 .
  • different maps may be set respectively for the intake stroke injection mode and the compression stroke injection mode concerning not only the relationship between the engine operation state (engine rotational speed Ne and engine load information Pe in particular) and the control amount Pos, but also correction amounts based on other data, i.e., those from the shift position sensor 121 , atmospheric pressure sensor 122 , air conditioner switch 123 , power steering switch 124 , idle switch 38 , and the like, so as to perform the intake correction control.
  • FIG. 3 shows a state of control for the idle speed Ne effected when the air conditioner switch 123 is turned on from its off state.
  • the corresponding intake amount is adjusted from Q 1 to Q 3 in the case of the earlier lean (intake stroke injection), whereby the idle speed Ne is controlled so as to increase from Ni 1 to Ni 2 .
  • the intake amount is adjusted from Q 2 to Q 4 , whereby the idle speed Ne is controlled so as to increase from Nil to Ni 2 .
  • the intake correction amount control based on the air conditioner switch information, it is preferred that different maps (relationships) be set respectively for the intake stroke injection mode and the compression stroke injection mode.
  • a common intake correction amount may be set among the individual operation modes, and a mode-related coefficient (gain) may be set for each mode, so that thus set intake correction amount is adjusted in terms of gain by its mode-related coefficient, thus setting a final intake correction amount (used for control).
  • an injector driving time Tinj and the injection terminating timing of the injector are set, and based thereon, as the injection starting timing of the injector is counted backward, the injector driving timing is determined.
  • an air/fuel ratio is initially set (block B 12 ), according to a map, from the corrected target Pe after filtering (block B 6 ) and the engine rotational speed Ne.
  • different setting maps are provided for four modes comprising the EGR-actuated state in the later lean mode, EGR-stopped state in the later lean mode, earlier lean mode, and open-loop mode; and the one corresponding to the engine operation mode is selectively used.
  • the injector driving time Tinj is computed (block B 13 ).
  • This injector driving time Tinj is corrected in terms of unequal injector ratios among cylinders (block B 14 ) and dead times among cylinders (block B 15 ).
  • a deceleration injection time TDEC is computed from the target Pe and the engine rotational speed Ne (block B 16 ).
  • the injector driving time Tinj obtained at the block B 13 and the deceleration injection time TDEC the smaller value is selected through a switch S 5 (block B 17 ) and is determined as the injector driving time.
  • the injector driving time is corrected as the intake air amount is corrected, so as to attain a constant air/fuel ratio A/F, thereby preventing exhaust gas performances from deteriorating.
  • the injection terminating timing of the injector is set (block B 18 ), according to a map, from the corrected target Pe after filtering (block B 6 ) and the engine rotational speed Ne.
  • different setting maps are provided for four modes comprising the EGR-actuated state in the later lean mode, EGR-stopped state in the later lean mode, earlier lean mode, and open-loop or stoichiometric feedback operation mode; and the one corresponding to the engine operation mode is selectively used.
  • injection terminating timing is corrected in terms of water temperature so as to yield an injection terminating timing.
  • the ignition timing of the spark plug effected by the ignition coil is set (block B 20 ), according to a map, from the corrected target Pe after filtering (block B 6 ) and the engine rotational speed Ne.
  • different setting maps are provided for five modes comprising the EGR-actuated state in the later lean mode, EGR-stopped state in the later lean mode, earlier lean mode, EGR-actuated state in stoichiometric feedback operation, and EGR-stopped state in open-loop or stoichiometric feedback operation.
  • retard corrections block B 21
  • the flow rate of the EGR is set (block B 22 ), according to a map, from the corrected target Pe after filtering (block B 6 ) and the engine rotational speed Ne.
  • the setting maps are provided for four modes comprising the later lean mode in the D range, later lean mode in the N range, stoichiometric feedback operation mode in the D range, and stoichiometric feedback operation mode in the N range.
  • the control unit for in-cylinder injection internal combustion engine as an embodiment of the present invention sets different maps (relationships between engine operation state and control amount Pos) respectively for the intake stroke injection mode and compression stroke injection mode, and the intake correction amount is controlled on the basis thereof, whereby the intake correction amount can be optimally corrected in each operation mode, thus improving drivability in each operation mode.
  • the intake stroke injection mode and the compression stroke injection mode concerning not only the relationship between the engine operation state (engine rotational speed Ne and engine load information Pe in particular) and the control amount Pos, but also correction amounts based on other data, i.e., those from the shift position sensor 121 , atmospheric pressure sensor 122 , air conditioner switch 123 , power steering switch 124 , idle switch 38 , and the like, so as to perform the intake correction control; the intake correction amount can be optimally corrected in each operation mode, thus improving drivability in each operation mode as well.
  • An appropriate intake amount correction can be effected for each operation mode such as compression stroke injection mode and intake stroke injection mode in an in-cylinder injection internal combustion engine, thus allowing drivability to improve in the in-cylinder injection internal combustion engine. Consequently, the present invention is suitable for an engine for a vehicle such as automobile. It can simultaneously satisfy various requirements for a vehicle engine such as improvement in drivability due to stable burning, reduction of operation cost due to lower fuel consumption, environmental protection due to acceleration of exhaust gas purification, and the like, thus being quite useful.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
US09/985,404 1996-08-28 1997-04-24 Control apparatus for cylinder fuel injection internal combustion engines Expired - Fee Related USRE39137E1 (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
JP22721996 1996-08-28
PCT/JP1997/001441 WO1998009063A1 (fr) 1996-08-28 1997-04-24 Appareil de commande pour moteurs a combustion interne a injection de carburant dans les cylindres
US09/066,437 US5975044A (en) 1996-08-28 1997-04-24 Control apparatus for cylinder fuel injection internal combustion engines

Publications (1)

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USRE39137E1 true USRE39137E1 (en) 2006-06-20

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US09/985,404 Expired - Fee Related USRE39137E1 (en) 1996-08-28 1997-04-24 Control apparatus for cylinder fuel injection internal combustion engines

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US09/066,437 Ceased US5975044A (en) 1996-08-28 1997-04-24 Control apparatus for cylinder fuel injection internal combustion engines

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US (2) US5975044A (de)
JP (1) JP3306871B2 (de)
KR (1) KR100318836B1 (de)
DE (1) DE19780910C2 (de)
SE (1) SE520725C2 (de)
WO (1) WO1998009063A1 (de)

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US20080314673A1 (en) * 2004-02-17 2008-12-25 Delphi Technologies Inc. Throttle disable method and system
US20090093943A1 (en) * 2005-08-26 2009-04-09 Toyota Jidosha Kabushiki Kaisha Fuel pressure control apparatus for an internal combustion engine

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JPH10299486A (ja) * 1997-04-30 1998-11-10 Yamaha Motor Co Ltd 筒内燃料噴射式エンジン
JP3815100B2 (ja) * 1998-02-20 2006-08-30 マツダ株式会社 エンジンの制御装置
DE19813379A1 (de) * 1998-03-26 1999-10-07 Bosch Gmbh Robert Verfahren zum Betreiben einer Brennkraftmaschine insbesondere eines Kraftfahrzeugs
JP4279398B2 (ja) * 1999-04-28 2009-06-17 三菱自動車工業株式会社 筒内噴射型内燃機関
JP2001032739A (ja) * 1999-07-21 2001-02-06 Denso Corp 内燃機関の空燃比制御装置
US6390055B1 (en) * 2000-08-29 2002-05-21 Ford Global Technologies, Inc. Engine mode control
JP4477249B2 (ja) * 2001-02-07 2010-06-09 本田技研工業株式会社 筒内噴射型内燃機関の制御装置
JP4307205B2 (ja) * 2003-09-30 2009-08-05 本田技研工業株式会社 アイドル回転数制御装置
DE202013008389U1 (de) * 2013-09-21 2014-12-22 GM Global Technology Operations LLC (n. d. Gesetzen des Staates Delaware) Steueranordnung zum Steuern einer Brennkraftmaschine eines Kraftfahrzeugs
JP7124518B2 (ja) * 2018-07-26 2022-08-24 マツダ株式会社 圧縮着火式エンジンの制御装置

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* Cited by examiner, † Cited by third party
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US20080314673A1 (en) * 2004-02-17 2008-12-25 Delphi Technologies Inc. Throttle disable method and system
US7699133B2 (en) * 2004-02-17 2010-04-20 Delphi Technologies, Inc. Throttle disable method and system
US20090093943A1 (en) * 2005-08-26 2009-04-09 Toyota Jidosha Kabushiki Kaisha Fuel pressure control apparatus for an internal combustion engine
US7853398B2 (en) * 2005-08-26 2010-12-14 Toyota Jidosha Kabushiki Kaisha Fuel pressure control apparatus for an internal combustion engine

Also Published As

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DE19780910C2 (de) 2002-01-24
KR100318836B1 (ko) 2002-02-19
US5975044A (en) 1999-11-02
DE19780910T1 (de) 1998-10-15
SE9801463D0 (sv) 1998-04-27
KR19990067079A (ko) 1999-08-16
WO1998009063A1 (fr) 1998-03-05
JP3306871B2 (ja) 2002-07-24
SE9801463L (sv) 1998-06-26
SE520725C2 (sv) 2003-08-19

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