CN101365871B - Fuel injection control apparatus and control method of internal combustion engine - Google Patents
Fuel injection control apparatus and control method of internal combustion engine Download PDFInfo
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- CN101365871B CN101365871B CN2007800014642A CN200780001464A CN101365871B CN 101365871 B CN101365871 B CN 101365871B CN 2007800014642 A CN2007800014642 A CN 2007800014642A CN 200780001464 A CN200780001464 A CN 200780001464A CN 101365871 B CN101365871 B CN 101365871B
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- 239000000446 fuel Substances 0.000 title claims abstract description 558
- 238000002347 injection Methods 0.000 title claims abstract description 259
- 239000007924 injection Substances 0.000 title claims abstract description 259
- 238000002485 combustion reaction Methods 0.000 title abstract description 13
- 238000000034 method Methods 0.000 title description 4
- 230000009467 reduction Effects 0.000 claims description 27
- 239000002360 explosive Substances 0.000 claims description 22
- 238000006555 catalytic reaction Methods 0.000 claims description 8
- 230000008439 repair process Effects 0.000 claims description 7
- 239000007921 spray Substances 0.000 description 22
- 239000010802 sludge Substances 0.000 description 11
- 239000002912 waste gas Substances 0.000 description 10
- 238000011144 upstream manufacturing Methods 0.000 description 6
- 239000007789 gas Substances 0.000 description 5
- 239000003921 oil Substances 0.000 description 4
- 238000005507 spraying Methods 0.000 description 4
- 230000003197 catalytic effect Effects 0.000 description 3
- 230000008859 change Effects 0.000 description 3
- 230000001915 proofreading effect Effects 0.000 description 3
- 239000003054 catalyst Substances 0.000 description 2
- 230000008901 benefit Effects 0.000 description 1
- 238000001816 cooling Methods 0.000 description 1
- 239000000498 cooling water Substances 0.000 description 1
- 230000003292 diminished effect Effects 0.000 description 1
- 238000007599 discharging Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 238000011156 evaluation Methods 0.000 description 1
- 238000001704 evaporation Methods 0.000 description 1
- 238000000265 homogenisation Methods 0.000 description 1
- 238000002156 mixing Methods 0.000 description 1
- 239000000203 mixture Substances 0.000 description 1
- 230000008569 process Effects 0.000 description 1
- 230000008929 regeneration Effects 0.000 description 1
- 238000011069 regeneration method Methods 0.000 description 1
- 230000002787 reinforcement Effects 0.000 description 1
- 238000005728 strengthening Methods 0.000 description 1
- 231100000331 toxic Toxicity 0.000 description 1
- 230000002588 toxic effect Effects 0.000 description 1
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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
- F02D41/3094—Controlling fuel injection the fuel injection being effected by at least two different injectors, e.g. one in the intake manifold and one in the cylinder
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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
- F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
- F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
- F02D41/2425—Particular ways of programming the data
- F02D41/2429—Methods of calibrating or learning
- F02D41/2451—Methods of calibrating or learning characterised by what is learned or calibrated
- F02D41/2454—Learning of the air-fuel ratio control
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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)
- Fuel-Injection Apparatus (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
Abstract
A fuel injection correction coefficient for a first fuel injection valve and a second fuel injection valve with respect to a second fuel injection proportion in a second combustion is learned (step 107) in each of learning regions based on the fuel supply amount supplied into a cylinder, by carrying out a first combustion whose fuel injection proportion is set to the second fuel injection proportion, in the operation region of the second combustion (step 106).
Description
Technical field
The present invention relates to the fuel injection control apparatus and the fuel injection control device of explosive motor.
Background technique
Known a kind of explosive motor, it has and injects fuel directly into first Fuelinjection nozzle in the cylinder and inject fuel into second Fuelinjection nozzle in the suction port, and this explosive motor burns by using these two Fuelinjection nozzles to supply fuel to and carrying out in the cylinder evenly.In this explosive motor, usually, during low engine load state, air-fuel ratio is adjusted to the fuel lean side of stoichiometric air-fuel ratio, and during high engine load state, air-fuel ratio is adjusted to stoichiometric air-fuel ratio.During low engine load state, feasible ratio of spraying from the fuel of second Fuelinjection nozzle its objective is the uniformity of the uniform air-fuel mixture of further reinforcement greater than the ratio that the fuel from first Fuelinjection nozzle sprays.During high engine load state, the ratio that feasible ratio of spraying from the fuel of first Fuelinjection nozzle is sprayed greater than the fuel from second Fuelinjection nozzle, its purpose is to reduce cylinder temperature and further strengthens intake efficiency.
If air-fuel ratio is a stoichiometric air-fuel ratio, then combustion temperature uprises, thereby and cylinder temperature is raise, make in cylinder, specifically may form sludge on the spout of first Fuelinjection nozzle of opening.Therefore, the fuel injection that makes first Fuelinjection nozzle helps reducing the spout temperature of first Fuelinjection nozzle greater than the fuel injection of second Fuelinjection nozzle and suppresses to produce sludge on the spout.
In order to control the fuel quantity that supplies in the cylinder exactly, the essential fuel quantity of proofreading and correct from each fuel injection valves inject.Under the situation of aforementioned internal combustion engine, because fuel is always from described two fuel injection valves inject, so be difficult to set different fuel injection correction coefficient for each Fuelinjection nozzle.Therefore, calculate the fuel quantity of effective supply in the cylinder according to the air fuel ratio of the waste gas that detects by air-fuel ratio sensor.Then, based on institute's computing fuel level excessive or not enough with respect to required fuel feed,, learn identical fuel injection correction coefficient at two Fuelinjection nozzles.
First Fuelinjection nozzle when so the fuel injection correction coefficient of study is only to study and the fuel injection between second Fuelinjection nozzle---strictly, the required fuel feed when promptly learning---effectively.Therefore, the correction factor (for example Japanese Patent Application No.JP-A-3-185242) that study is used for each operation range of different fuel injection proportion has been proposed.
Usually, air-fuel ratio sensor can detect the accurate air fuel ratio approaching with stoichiometric air-fuel ratio.Therefore, during the even burning of carrying out with stoichiometric air-fuel ratio, learnt fuel injection correction coefficient at the fuel injection of using at that time.But air-fuel ratio sensor can not detect exactly less than air fuel ratio about 18---for example in order to suppress NO
XThe amount of product and the air fuel ratio that evenly takes place during the burning with rare air fuel ratio---air fuel ratio.Therefore, during rare air fuel ratio is evenly burnt, can not learn accurate fuel injection correction coefficient at the fuel injection of using at that time.In addition, air-fuel ratio sensor can not detect dense air fuel ratio exactly, for example air-fuel ratio is adjusted to the dense side of fuel with the air fuel ratio under the running (back is called " fuel overfeeding ") of carrying out regenerative process, wherein in regenerative process, by from placing the NO of engine exhaust system
XDischarge the NO that stores in the storage and reduction catalyst
XReduce and purify NO
XStorage and reduction catalyst.Therefore, during the fuel overfeeding, can not learn at the accurate fuel injection correction coefficient of fuel injection at that time.
Thereby in rare air fuel ratio evenly during the burning, correction fuel emitted dose exactly makes fuel supply more than aequum in cylinder and NO
XThe amount of product may increase, and makes that perhaps the fuel supply be less than aequum is interior and can not produce required moment of torsion to cylinder.In addition, correction fuel emitted dose exactly during the fuel overfeeding makes NO
XThe regenerative process of storage and reduction catalysis device may be carried out insufficient, perhaps makes may supply with more than regenerative process required fuel and fuel economy to become bad.
Summary of the invention
Purpose of the present invention makes the fuel injection correction coefficient that can learn for second when burning in the fuel injection control apparatus of explosive motor and fuel injection control device thereof, described fuel injection control apparatus comprises second Fuelinjection nozzle that injects fuel into first Fuelinjection nozzle in the cylinder and inject fuel into suction port, and described fuel injection control apparatus supplies fuel in the cylinder by using first Fuelinjection nozzle and second Fuelinjection nozzle, and described fuel injection control apparatus switches between first burning and second burning, the air-fuel ratio of described first burning is near stoichiometric air-fuel ratio, and the fuel injection in first burning between first Fuelinjection nozzle and second Fuelinjection nozzle is first fuel injection, the air-fuel ratio of described second burning is the air fuel ratio of air-fuel ratio that is different from first burning, and the fuel injection between first combustion injection valve and second Fuelinjection nozzle is second fuel injection in second burning.
A first aspect of the present invention relates to a kind of fuel injection control apparatus of explosive motor, described fuel injection control apparatus comprises first Fuelinjection nozzle that injects fuel in the cylinder and second Fuelinjection nozzle that injects fuel in the suction port, and described fuel injection control apparatus supplies fuel in the described cylinder by using described first Fuelinjection nozzle and described second Fuelinjection nozzle, and described fuel injection control apparatus switches between first burning and second burning, the air-fuel ratio of described first burning is first fuel injection near the fuel injection between first Fuelinjection nozzle described in stoichiometric air-fuel ratio and described first burning and described second Fuelinjection nozzle, the air-fuel ratio of described second burning is and the described first different air fuel ratio of air-fuel ratio of burning, and the fuel injection between first Fuelinjection nozzle described in described second burning and described second Fuelinjection nozzle is second fuel injection.In described fuel injection control apparatus, in the operation range of second burning, by carrying out described first burning that fuel injection is set to described second fuel injection, in each study zone, learn the fuel injection correction coefficient at described second aflame described second fuel injection of described first Fuelinjection nozzle and described second Fuelinjection nozzle based on supplying to fuel feed in the described cylinder.
During second burning that can not accurately detect air fuel ratio by air-fuel ratio sensor, can not learn the fuel injection correction coefficient at second aflame second fuel injection of first Fuelinjection nozzle and second Fuelinjection nozzle.Therefore, in the operation range of second burning, spray with the fuel that is set at second fuel injection that was used for for second when burning and to carry out first burning that can accurately detect air fuel ratio, and in each study zone, learn the fuel injection correction coefficient at second aflame second fuel injection of first Fuelinjection nozzle and second Fuelinjection nozzle based on supplying to fuel feed in the cylinder by air-fuel ratio sensor.
Proofread and correct the fuel injection amount of described first Fuelinjection nozzle and described second Fuelinjection nozzle during described second burning with the fuel injection correction coefficient of being learnt, and do not carry out feedback compensation based on the output of described air-fuel ratio sensor.
Based on the fuel feed that supplies in the cylinder---i.e. total fuel feed of first Fuelinjection nozzle and second Fuelinjection nozzle---in each second aflame fuel injection correction coefficient of learning to practise in regional middle school is accurately.Do not carry out feedback compensation by the fuel feed of proofreading and correct first Fuelinjection nozzle and second Fuelinjection nozzle during second burning with the fuel injection correction coefficient learnt, make it possible to during second burning reliably fuel supply with aequum in cylinder based on the output of air-fuel ratio sensor.
When second burning is the burning of carrying out with rare air fuel ratio and when engine temperature is less than or equal to setting temperature in the described operation range of described second burning, by carrying out described first burning that fuel injection is set to described second fuel injection, in each study zone, learn the fuel injection correction coefficient at described second aflame described second fuel injection of described first Fuelinjection nozzle and described second Fuelinjection nozzle based on supplying to described fuel feed in the described cylinder.
Though the combustion temperature of first burning becomes higher relatively, if engine temperature is less than or equal to setting temperature, then cylinder temperature can not be elevated on the spout that causes first Fuelinjection nozzle and produce sludge.In this case, because fuel injection is set at second fuel injection that is suitable for second burning, so, also can on the spout of first Fuelinjection nozzle, not form sludge even the fuel injection of first Fuelinjection nozzle is lower.
When also not learning regional middle school when practising the second burnt fuel injection correction coefficient at each, if engine temperature is higher than setting temperature, then carrying out fuel injection in the operation range of second burning is first burning of first fuel injection.
When engine temperature is higher than setting temperature, if carry out first burning that fuel injection is set to second fuel injection so that learn the second aflame fuel injection correction coefficient in the operation range of second burning, then cylinder temperature further raises and to cause producing sedimentary possibility on the spout of first Fuelinjection nozzle very high.Therefore, at this moment, abandon learning the second aflame fuel injection correction coefficient, and carrying out fuel injection is first burning of first fuel injection, so that suppress to produce sludge on the spout of first Fuelinjection nozzle, and the toxic emission variation that causes that prevents---during second burning, not carry out the accurate correction of fuel feed---owing to carry out second burning.
Description of drawings
According to the description of with reference to the accompanying drawings illustrative embodiments, aforementioned and other target, feature and advantage of the present invention will become obviously, and reference mark identical among the figure is represented components identical, and among the figure:
Fig. 1 illustrates the schematic representation that is equipped with according to the explosive motor of the fuel injection control apparatus of first embodiment of the invention;
Fig. 2 is the flow chart that illustrates by the fuel injection control of carrying out according to the fuel injection control apparatus of first mode of execution;
Fig. 3 is the chart according to the study zone of the use of the flow chart shown in Fig. 2 and 4;
Fig. 4 is the flow chart that illustrates by the fuel injection control of carrying out according to the fuel injection control apparatus of second embodiment of the invention.
Embodiment
Fig. 1 illustrates the schematic representation that is equipped with according to the explosive motor of the fuel injection control apparatus of first embodiment of the invention.Fig. 1 illustrates engine body 1, is set to the shared surge tank of all cylinders 2, connects surge tank 2 and the intake manifold 3 of each cylinder, the gas-entered passageway 4 of surge tank 2 upstreams.Closure 5 is close to surge tank 2 in gas-entered passageway 4 upstream is provided with.The Air flow meter 6 that is used to measure air inflow places the gas-entered passageway 4 of closure 5 upstreams.Air-strainer 7 places the upstream portion of gas-entered passageway 4.
Upstream side NO
XStorage and reduction catalysis device 10 and downstream side three-way catalytic apparatus 11 in series place on the exhaust passage 9 in gas exhaust manifold 8 downstreams that are connected to each cylinder.The air-fuel ratio sensor 12 that can detect the air fuel ratio of waste gas places NO
XThe upstream side of storage and reduction catalysis device 10.The air fuel ratio that can detect waste gas is to be in the dense side of fuel of stoichiometric air-fuel ratio or the downstream side that the lambda sensor of lean side 13 places three-way catalytic apparatus 11.The output of air-fuel ratio sensor 12 is proofreaied and correct based on the output of lambda sensor 13 to the skew of dense side of fuel or lean side.Fig. 1 further illustrates and is used for direct first Fuelinjection nozzle 14 and second Fuelinjection nozzle 15 that is used for to the tuned port injection fuel of each cylinder to each in-cylinder injection fuel.
In this explosive motor, first Fuelinjection nozzle, 14 burner oils of each cylinder during intake stroke, and (the asynchronous injection of air inlet) second Fuelinjection nozzle 15 burner oils during the exhaust stroke before (air inlet is sprayed synchronously) or the intake stroke during the intake stroke etc.In cylinder, form even mixed gas from the fuel of first Fuelinjection nozzle, 14 injections and the fuel that sprays from second Fuelinjection nozzle 15, thereby realized even burning.In the high load side zone of engine load more than or equal to setting load, evenly the air fuel ratio of mixed gas is adjusted to stoichiometric air-fuel ratio (perhaps adjusting to the dense air fuel ratio of the dense side of fuel of being partial to stoichiometric air-fuel ratio a little).In the low load lateral areas territory of engine load less than setting load, evenly the air fuel ratio of mixed gas is adjusted to rare air fuel ratio of the fuel lean side that is in stoichiometric air-fuel ratio, so that suppress fuel consumption.About described rare air fuel ratio, selection 18 or the higher NO of value to suppress to produce
XAmount.In the following description, will be called with the burning that stoichiometric air-fuel ratio carries out " first burning ", and the burning that will carry out with rare air fuel ratio and the burning when overfueling are called " second burning ".
Fuel helps strengthening intake efficiency from first Fuelinjection nozzle 14 to the fuel of cylinder inner direct, because can fully reduce the temperature in the cylinder when evaporating in cylinder.On the other hand, the fuel that sprays from second Fuelinjection nozzle 15 helps fuel homogenization in cylinder, because fuel enters cylinder with air inlet.Therefore, produce first burning of high-engine output,, be preferably the fuel quantity that reduction sprays from second Fuelinjection nozzle 15 and correspondingly increase the fuel quantity that sprays from first Fuelinjection nozzle 14 about each required fuel feed for needs.For example, the fuel injection between first Fuelinjection nozzle 14 and second Fuelinjection nozzle 15 is 7: 3.For not needing to produce the output of very high motor but needs strengthen second of the uniformity of even mixed gas and smooth combustion and burn, about each required fuel feed, be preferably the fuel quantity that reduction sprays from first Fuelinjection nozzle 14 and correspondingly increase the fuel quantity that sprays from second Fuelinjection nozzle 15.For example, the fuel injection between first Fuelinjection nozzle 14 and second Fuelinjection nozzle 15 is 3: 7.
Owing in first burning, also need uniformity, so 30% the spraying of the first burnt fuel delivery volume by second Fuelinjection nozzle 15.On the other hand, for second burning, can expect and to spray all fuel feeds by second Fuelinjection nozzle 15.But, spraying if stop the fuel of first Fuelinjection nozzle 14, the spout that then has opening in cylinder may be blocked owing to produce sludge on the spout.Therefore, for second burning, 30% of fuel feed passes through first Fuelinjection nozzle 14 and sprays.
In addition, in second burning of phase air fuel ratio, it is very high that combustion temperature can not become, so cylinder temperature can not rise very highly.Therefore, about 30% fuel feed sprays on the spout that can suppress first Fuelinjection nozzle 14 by first Fuelinjection nozzle 14 and produces sludge.But in first burning of carrying out with theoretical air-fuel ratio, combustion temperature is very high, and cylinder temperature rises very highly.Therefore, if do not spray about 70% fuel feed, just can not suppress to produce sludge on the spout of first Fuelinjection nozzle 14 by first Fuelinjection nozzle 14.
Simultaneously, in order to control the fuel quantity that supplies in the cylinder exactly, need to proofread and correct fuel quantity from first Fuelinjection nozzle 14 and 15 injections of second Fuelinjection nozzle.But, in as the explosive motor of present embodiment, always under the situation of two injects fuel, be difficult to hold fuel injection amount by first Fuelinjection nozzle 14 and 15 effective supplies of second Fuelinjection nozzle.Therefore, be difficult to set different fuel injection correction coefficient for each Fuelinjection nozzle.Therefore, calculate the fuel feed of effective supply in each cylinder (from first Fuelinjection nozzle 14 with from the summation of the fuel quantity of second Fuelinjection nozzle, 15 injections) according to the air fuel ratio of the waste gas that detects by air-fuel ratio sensor 12.Then, based on fuel feed excessive or not enough with respect to required fuel feed, study is at the identical fuel injection correction coefficient of first Fuelinjection nozzle 14 with second Fuelinjection nozzle 15.
If first Fuelinjection nozzle 14 only can spray 80% of required fuel quantity in this case, and second Fuelinjection nozzle 15 only can spray 90% of required fuel quantity, then the fuel injection correction coefficient of being calculated when fuel injection is 7: 3 is 20/ (14*0.8+6*0.9)=1.20, and the fuel injection correction coefficient of being calculated when fuel injection is 3: 7 is 20/ (6*0.8+14*0.9)=1.15.In the calculating of fuel injection correction coefficient, the value in the aforementioned bracket is based on the natural fuel delivery volume of the actual mixing ratio of the waste gas that air-fuel ratio sensor 12 detects.Thereby if fuel injection proportion varies, then first Fuelinjection nozzle 14 and second Fuelinjection nozzle, 15 shared fuel injection correction coefficient change significantly.In addition, if required fuel feed changes, then fuel injection correction coefficient also changes.
Therefore, can expect burning that each learns to be used for the fuel injection correction coefficient of required fuel feed respectively for first burning and second that fuel injection differs from one another.But in second burning, that is, in the time of can not holding the natural fuel delivery volume of this moment, air-fuel ratio sensor 12 can not detect rare air fuel ratio exactly.Therefore, during second burning,, just can not learn fuel injection correction coefficient if do not take measures.
Fuel injection correction coefficient k2n when the fuel injection control apparatus in the present embodiment can burn according to the study of the flow chart shown in Fig. 2 second.At first in step 101, judge that whether required engine load L is more than or equal to the load L of setting '.Make sure judgement and mean that current operation range is the operation range of first burning of stoichiometric air-fuel ratio in this step, next execution in step 110.In step 110, by multiply by the required basic fuel feed Qb computing fuel delivery volume Q of stoichiometric air-fuel ratio running with the feedback correcting coefficient f of air-fuel ratio sensor 12 and the first fuel injection correction coefficient k1n based on engine load and engine speed etc.Next in step 111, for based on first the burning first fuel injection (for example 7: 3) to cylinder fueling delivery volume Q, set the fuel injection amount of first Fuelinjection nozzle 14 and second Fuelinjection nozzle 15 respectively, and correspondingly carry out first burning.That is, in order to spray basic fuel feed Qb with first fuel injection, the fuel injection amount of first Fuelinjection nozzle 14 and second Fuelinjection nozzle 15 is proofreaied and correct with the first identical fuel injection correction coefficient k1n.Incidentally, the required fuel feed that be fed in the cylinder is basic fuel feed Qb.
In each zone that separates in the scope of basic fuel feed Qb of as shown in Figure 3 first burning, for example the first fuel injection correction coefficient k1n is set in three zones respectively.In first burning, calculate the feedback correcting coefficient f be used for further proofreading and correct the basic fuel feed Qb that proofreaies and correct by the first fuel injection correction coefficient k1n, make the air fuel ratio of the waste gas that detects by air-fuel ratio sensor 12 become and equal stoichiometric air-fuel ratio.Upgrade the first fuel injection correction coefficient k1n when in each zone, turning round, make the calculated feedback correction factor f of institute become and equal " 1 ".
On the other hand, if required engine load L is less than setting load L ', then engine operating region is to carry out the operation range of second burning of rare air fuel ratio, and makes negative judgement in step 101, program advances to step 102.In step 102, judge whether the flag F that resets to " 0 " when engine shutdown is " 1 ".At first, flag F is " 0 ", and therefore makes negative judgement in step 102, and program advances to step 105.In step 105, will directly be set at fuel feed Q based on the required basic fuel feed Qb of stoichiometric air-fuel ratio running that carries out of engine load, engine speed etc.
Though current operation range is carry out required engine load L less than setting load L ' the operation range of second burning, when flag F is not carried out during for " 0 " (i.e. incunabulum after engine start) for air-fuel ratio being adjusted to the reduction correction of the basic fuel feed Qb that rare air fuel ratio should carry out.Next in step 106, for second fuel injection (for example 3: 7) based on second burning supplies to fuel feed Q in each cylinder, set the fuel injection amount of first Fuelinjection nozzle 14 and second Fuelinjection nozzle 15 respectively, and carry out first burning of carrying out with stoichiometric air-fuel ratio.
Next in step 107, calculate natural fuel delivery volume Q ' based on the air fuel ratio that during first burning, detects, and the ratio Qb/Q ' of basic fuel feed Qb and natural fuel delivery volume Q ' is learnt is the second fuel injection correction coefficient k2n with the approaching waste gas of stoichiometric air-fuel ratio by air-fuel ratio sensor 12.As shown in Figure 3, need be in each zone that separates in the scope of basic fuel feed Qb of second burning learn the second fuel injection correction coefficient k2n respectively in---for example five zones---.
In step 108, judge whether to have learnt all five second fuel injection correction coefficient k2n.If in this step, make negative judgement, EOP end of program then, flag F remains " 0 ".Therefore, during the operation range of second burning, execution in step 105 is to the program of step 107 repeatedly.When program repeat was carried out, basic fuel feed Qb was owing to the change of engine load and engine speed changes, thereby learnt the second fuel injection correction coefficient k2n in other zone.Thereby, finally learnt the second fuel injection correction coefficient k2n of All Ranges.Then, in step 108, make sure judgement, and in step 109, flag F is set to " 1 ".
As a result, during the operation range that should carry out second burning, in step 102, make sure judgement.Then in step 103, by be used for air-fuel ratio adjust to rare air fuel ratio reduction correction coefficient a (less than " 1 " on the occasion of) and the required basic fuel feed Qb of stoichiometric air-fuel ratio that multiply by based on engine load, engine speed etc. of the second fuel injection correction coefficient k2n come computing fuel delivery volume Q.Next in step 104, for second fuel injection (for example 3: 7) based on second burning supplies to fuel feed Q in each cylinder, set the fuel injection amount of first Fuelinjection nozzle 14 and second Fuelinjection nozzle 15 respectively, and carry out second burning.Promptly, be used for the second basic fuel feed Qb*a that burns for what spray through reduction correction with second fuel injection, the fuel injection amount of first Fuelinjection nozzle 14 and second Fuelinjection nozzle 15 is not based on the output of air-fuel ratio sensor 12 and carries out feedback compensation, but proofreaies and correct by the second fuel injection correction coefficient k2n.Should be pointed out that at this required fuel feed that should supply in each cylinder is the basic fuel feed Qb*a of reduction correction.In addition, second fuel injection correction coefficient in the corresponding zone of basic fuel feed Qb*a of selection and reduction correction is as the second fuel injection correction coefficient k2n.
Incidentally, during first burning of stoichiometric air-fuel ratio, preferably by three-way catalytic apparatus 11 purifying exhaust airs.On the other hand, during second burning of rare air fuel ratio, the NO in the waste gas
XBe stored in NO
XIn the storage and reduction catalysis device 10.But, NO
XStorage and reduction catalysis device 10 can not unrestrictedly store NO
X, and need be at stored NO
XBut amount reach before the maximum storage volume by discharging stored NO
XCarry out the regenerative process of reduction and purifying and catalyzing device.This regenerative process realizes by the dense side of the air fuel ratio of waste gas being adjusted to stoichiometric air-fuel ratio.For this reason, carry out the fuel overfeeding running of air-fuel ratio being adjusted to the dense air fuel ratio of expectation.
Air-fuel ratio sensor 12 can not detect the dense air fuel ratio that is caused by the fuel overfeeding exactly.Therefore, when the fuel overfeeding, can not carry out feedback compensation to fuel injection amount based on the output of air-fuel ratio sensor 12.The time of carrying out the fuel overfeeding is NO
XThe NO that storage and reduction catalysis device 10 is stored
XEstimator reach time of set amount, and usually during second burning of rare air fuel ratio.In the time will carrying out overfueling, the process of execution in step 103 is to obtain dense air-fuel ratio as follows.That is, by replacing reduction correction coefficient a with incremental correction coefficient b (greater than the value of " 1 ") and multiply by basic fuel feed Qb to come computing fuel delivery volume Q with the second fuel injection correction coefficient k2n.
The fuel overfeeding is based on second fuel injection (for example 3: the 7) operation that fueling is supplied with in each cylinder of second burning in the operation range that carry out second burning.In the fuel overfeeding, correspondingly set the fuel injection amount of first Fuelinjection nozzle 14 and second Fuelinjection nozzle 15, and carry out the burning of carrying out with dense air fuel ratio.Promptly, be used for the basic fuel feed Qb*b that dense air fuel ratio is burnt for what spray through incremental correction with second fuel injection, the fuel injection amount of first Fuelinjection nozzle 14 and second Fuelinjection nozzle 15 is not based on the output of air-fuel ratio sensor 12 and carries out feedback compensation, but proofreaies and correct by the second fuel injection correction coefficient k2n.Should be pointed out that basic fuel feed Qb*b after the required fuel feed that supply in each cylinder is incremental correction at this.In addition, select second fuel injection correction coefficient in the zone corresponding as the second fuel injection correction coefficient k2n with the basic fuel feed Qb*b of incremental correction.Thereby the second fuel injection correction coefficient k2n of study not only can use when second burning of rare air fuel ratio in step 107, and can use when the fuel overfeeding.
In the first embodiment, no matter the fuel injection between first Fuelinjection nozzle 14 and second Fuelinjection nozzle 15 how, the value of fuel injection correction coefficient all changes for every kind of required fuel feed.Though in the first embodiment, second fuel injection of first fuel injection of first burning and second burning differs from one another, even but second the burning air-fuel ratio be not that first fuel injection is identical with second fuel injection under stoichiometric air-fuel ratio and the situation that can not learn fuel injection correction coefficient, the present invention is still effective.
Various details second mode of execution.The hardware configuration of the fuel injection control apparatus of second mode of execution is identical with first mode of execution basically, will omit its description below.Fuel injection correction coefficient k2n when fuel injection control apparatus can burn according to the study of the flow chart shown in Fig. 4 second.Step 101,110 with 111 with first mode of execution in identical, will omit its description below.In addition, correction factor k1n (k1
1To k1
3) and k2n (k2
1To k2
5) also with first mode of execution in identical, will omit its description below.But, owing to carried out in the first embodiment unenforced step 203, so can suitably set value used in the step 203 to second mode of execution.Can also suitably set reduction correction coefficient a and incremental correction coefficient b for second mode of execution.
If in step 101, make sure judgement, judge in step 102 then whether the flag F that resets to " 0 " when engine shutdown is " 1 ".At first, flag F is " 0 ", and therefore makes negative judgement in step 102, and program advances to step 203.In step 203, judge whether the engine temperature T that represents with cooling water temperature etc. is less than or equal to setting temperature T '.If make sure judgement in this step, during the state that for example is right after after engine start, then program advances to step 206.In step 206, required basic fuel feed Qb directly is set at fuel feed Q based on running such as the stoichiometric air-fuel ratio of engine load, engine speed etc.
Though current operation range is carry out required engine load L less than setting load L ' the operation range of second burning, when flag F is " 0 " (i.e. incunabulum after engine start), do not carry out the reduction correction that is used for air-fuel ratio is adjusted to the basic fuel feed Qb of rare air fuel ratio.Next in step 207, for second fuel injection (for example 3: 7) based on second burning supplies to fuel feed Q in each cylinder, set the fuel injection amount of first Fuelinjection nozzle 14 and second Fuelinjection nozzle 15 respectively, and carry out first burning of stoichiometric air-fuel ratio.
Next in step 208, calculate natural fuel delivery volume Q ' based on the air fuel ratio that during first burning, detects, and the ratio Qb/Q ' of basic fuel feed Qb and natural fuel delivery volume Q ' is learnt is the second fuel injection correction coefficient k2n with the approaching waste gas of stoichiometric air-fuel ratio by air-fuel ratio sensor 12.As shown in Figure 3, need be in each zone that separates in the scope of basic fuel feed Qb of second burning, five zones for example, in learn the second fuel injection correction coefficient k2n respectively.
In step 209, judge whether to have learnt all five second fuel injection correction coefficient k2n.If in this step, make negative judgement, EOP end of program then, flag F remains " 0 ".Therefore, during the operation range of second burning, repeated execution of steps 203 is to the program of step 208.When repeating program, basic fuel feed Qb is owing to the change of engine load and engine speed changes, thereby learnt the second fuel injection correction coefficient k2n in other zone.Thereby, finally learnt the second fuel injection correction coefficient k2n of All Ranges.Then, in step 209, make sure judgement, in step 210, flag F is set at " 1 ".
As a result, during the operation range that should carry out second burning, in step 102, make sure judgement.Then in step 204, by be used for air-fuel ratio adjust to rare air fuel ratio reduction correction coefficient a (less than " 1 " on the occasion of) and the required basic fuel feed Qb of stoichiometric air-fuel ratio that multiply by based on engine load, engine speed etc. of the second fuel injection correction coefficient k2n come computing fuel delivery volume Q.Next in step 205, for second fuel injection (for example 3: 7) fueling delivery volume Q in each cylinder based on second burning, set the fuel injection amount of first Fuelinjection nozzle 14 and second Fuelinjection nozzle 15 respectively, and carry out second burning.Promptly, be used for the second basic fuel feed Qb*a that burns for what spray through reduction correction with second fuel injection, the fuel injection amount of first Fuelinjection nozzle 14 and second Fuelinjection nozzle 15 is not based on the output of air-fuel ratio sensor 12 and carries out feedback compensation, but is proofreaied and correct by the second fuel injection correction coefficient k2n.Should be pointed out that basic fuel feed Qb*a after the required fuel feed that should supply in each cylinder is reduction correction at this.In addition, second fuel injection correction coefficient in the corresponding zone of basic fuel feed Qb*a of selection and reduction correction is as the second fuel injection correction coefficient k2n.
In the study second fuel injection correction coefficient k2n (when being labeled as " 0 "), in the operation range that should carry out second burning, carry out first burning that can detect fuel feed by air-fuel ratio sensor 12.Therefore, in this case, combustion temperature is higher than the situation of actual execution second burning.When engine temperature T was less than or equal to setting temperature T ', fuel injection was set to second fuel injection, and the fuel injection of the Fuelinjection nozzle 14 of winning is diminished.Therefore, on the spout of first Fuelinjection nozzle 14, can not obtain the cooling effect that causes by burner oil fully.But, because internal combustion engine temperature T is less than or equal to setting temperature T ', so do not produce sludge to such an extent as to cylinder temperature can not rise on the spout that De Taigao causes first Fuelinjection nozzle 14.
On the other hand, when engine temperature T was higher than setting temperature T ', first burning of carrying out with second fuel injection may cause too high cylinder temperature and cause producing sludge on the spout of first Fuelinjection nozzle 14.Therefore, when engine temperature T is higher than setting temperature T ', even flag F is " 0 ", also make negative evaluation in step 203, next execution in step 110 and 111 is carried out first burning of carrying out with first fuel injection in step 110 and 111.
When using first fuel injection, the fuel injection of first Fuelinjection nozzle 14 is big, even therefore cylinder temperature raises, a large amount of relatively burner oils also is enough to cool off the spout of first Fuelinjection nozzle 14, and therefore can suppress to produce on the spout sludge.During first burning, the feedback correcting coefficient f correction fuel emitted dose that calculates by output based on air-fuel ratio sensor 12.Therefore, can realize good first burning carried out with stoichiometric air-fuel ratio.At this moment, if desired, also can calculate during the operation range of second burning the first fuel injection correction coefficient k1n based on the calculated feedback correction factor f of institute at fuel feed.Incidentally, make NO in execution
XThe correction of the fuel injection amount during the fuel overfeeding of storage and reduction catalysis device 10 regeneration substantially with first mode of execution in identical.
Though in first and second mode of executions, outside the second fuel injection correction coefficient k2n in having learnt all study zones, do not carry out second burning no matter whether reached the operation range of second burning, but, also can carry out second burning of carrying out with second fuel injection in a different manner.That is, when having learnt second fuel injection correction coefficient of learning in the zone, then can in this study zone, carry out second burning of carrying out with second fuel injection by using second fuel injection correction coefficient of being learnt.
Though in first and second mode of executions, learn the regional study zones that provide based on the fuel injection correction coefficient of required fuel feed by first operation range of burning being divided into three study zones and second operation range of burning being divided into five, but the invention is not restricted to this.Strictly speaking, for each required fuel injection amount, the value of the fuel injection correction coefficient that first Fuelinjection nozzle 14 and second Fuelinjection nozzle 15 are common can be different.Therefore, make the study zone become the zone of littler required fuel feed, can make each fuel injection correction coefficient more accurate by each operation range of further division.
In first and second mode of executions, because it is identical with second fuel injection that is used for second burning to be used for the fuel injection of fuel overfeeding, so by using the second fuel injection correction coefficient k2n to proofread and correct the fuel injection amount that is used for the fuel overfeeding at the study of second fuel injection.Certainly, if be used for first Fuelinjection nozzle of fuel overfeeding and the fuel injection between second Fuelinjection nozzle is different from second fuel injection, then the second fuel injection correction coefficient k2n can not be used for the situation of fuel overfeeding.In this case, can also carry out the fuel overfeeding with for example following manner.Promptly, set the fuel injection amount of first Fuelinjection nozzle and second Fuelinjection nozzle based on the fuel injection of the fuel overfeeding in the scope of the fuel feed that is used for the fuel overfeeding, and carry out first burning, in each study zone, learn to be used for the fuel injection correction coefficient of fuel overfeeding based on the fuel feed that requires respectively.In addition, though in first and second mode of executions, after engine start, carry out the study of the second fuel injection correction coefficient k2n immediately, the invention is not restricted to this.Can set the time period of carrying out study in any suitable mode.
Claims (15)
1. the fuel injection control apparatus of an explosive motor, described fuel injection control apparatus comprises first Fuelinjection nozzle (14) that injects fuel in the cylinder and injects fuel into second Fuelinjection nozzle (15) in the suction port, and both supply fuel in the described cylinder described fuel injection control apparatus by using described first Fuelinjection nozzle (14) and described second Fuelinjection nozzle (15), and described fuel injection control apparatus switches between first burning and second burning, the air-fuel ratio of described first burning is first fuel injection near the fuel injection between first Fuelinjection nozzle (14) described in stoichiometric air-fuel ratio and described first burning and described second Fuelinjection nozzle (15), the air-fuel ratio of described second burning is and the described first different air fuel ratio of air-fuel ratio of burning, and the fuel injection described in described second burning between first Fuelinjection nozzle (14) and described second Fuelinjection nozzle (15) is second fuel injection, described fuel injection control apparatus is characterised in that
In the operation range that will carry out described second burning, by carrying out described first burning that fuel injection is set to described second fuel injection, each in the scope of the basic fuel feed (Qb) of described second burning learnt in zone to learn the fuel injection correction coefficient at described second aflame described second fuel injection (k2n) of described first Fuelinjection nozzle (14) and described second Fuelinjection nozzle (15) based on supplying to fuel feed in the described cylinder.
2. fuel injection control apparatus as claimed in claim 1 wherein calculates described fuel injection correction coefficient (k2n) according to the described first required basic fuel feed (Qb) of burning and the natural fuel delivery volume that calculates in the following manner (Q '): calculate described natural fuel delivery volume (Q ') according to carry out output that fuel injection is set to the air-fuel ratio sensor (12) that is provided with in the vent systems of described first of described second fuel injection described explosive motor when burning in the operation range that will carry out described second burning.
3. fuel injection control apparatus as claimed in claim 1 or 2, wherein use the fuel injection correction coefficient of being learnt (k2n) to proofread and correct the fuel injection amount of described first Fuelinjection nozzle (14) and described second Fuelinjection nozzle (15) during described second burning, and do not carry out the feedback compensation of the output of the air-fuel ratio sensor (12) that is provided with in the vent systems based on described explosive motor.
4. fuel injection control apparatus as claimed in claim 3 is wherein learnt regional middle school at all and has been practised described second burning of described fuel injection correction coefficient (k2n) back execution.
5. fuel injection control apparatus as claimed in claim 3 wherein begins in the study zone of having learnt described fuel injection correction coefficient (k2n), carries out described second burning.
6. fuel injection control apparatus as claimed in claim 1 or 2 is wherein carried out described first burning during more than or equal to predetermined value (L ') when the load of described explosive motor.
7. fuel injection control apparatus as claimed in claim 1 or 2, wherein said second burning comprise the burning of carrying out with rare air fuel ratio when the execution during less than predetermined value (L ') of the load of described explosive motor.
8. fuel injection control apparatus as claimed in claim 7, when wherein engine temperature is less than or equal to setting temperature (T ') in the described operation range that will carry out described second burning, by carrying out described first burning that fuel injection is set to described second fuel injection, in each study zone, learn the fuel injection correction coefficient at described second aflame described second fuel injection (k2n) of described first Fuelinjection nozzle (14) and described second Fuelinjection nozzle (15) based on supplying to described fuel feed in the described cylinder.
9. fuel injection control apparatus as claimed in claim 8, wherein when also not learning regional middle school when practising the described second aflame fuel injection correction coefficient (k2n) at each, if described engine temperature is higher than described setting temperature (T '), then carrying out fuel injection in the operation range that will carry out described second burning is described first burning of described first fuel injection.
10. fuel injection control apparatus as claimed in claim 7 wherein carries out reduction correction to the required basic fuel feed (Qb) of described first burning, thereby carries out described second burning.
11. fuel injection control apparatus as claimed in claim 1 or 2, wherein said second burning comprises the burning during the fuel overfeeding, wherein carries out described fuel overfeeding and be the NO that the vent systems that is used for described explosive motor is provided with
XThe regenerative process of storage and reduction catalysis device (10).
12. fuel injection control apparatus as claimed in claim 11 wherein carries out reduction correction to the required basic fuel feed (Qb) of described first burning, thereby carries out described second burning.
13. fuel injection control apparatus as claimed in claim 1 or 2, wherein described first the burning in also from described first Fuelinjection nozzle (14) burner oil.
14. explosive motor fuel injection control device that between first burning and second burning, switches, the air-fuel ratio of described first burning is near stoichiometric air-fuel ratio, and the fuel injection that injects fuel into first Fuelinjection nozzle (14) in the cylinder in described first burning and inject fuel between second Fuelinjection nozzle (15) in the suction port is first fuel injection, air-fuel ratio is the air fuel ratio that is different from the air-fuel ratio of described first burning in described second burning, and the fuel injection described in described second burning between first Fuelinjection nozzle (14) and described second Fuelinjection nozzle (15) is second fuel injection, and described fuel injection control comprises:
Whether the operation range of judging described explosive motor is the operation range (101) that will carry out described second burning;
Judge whether the fuel injection correction coefficient at described second aflame described second fuel injection (k2n) of described first Fuelinjection nozzle (14) and described second Fuelinjection nozzle (15) obtains (108); And
If in the operation range of judging described explosive motor is also not obtain described fuel injection correction coefficient (k2n) in the time of will carrying out the operation range of described second burning, then in the operation range that will carry out described second burning, described fuel injection correction coefficient (k2n) (105,106) is obtained in described first burning that is set to described second fuel injection by the execution fuel injection.
15. the fuel injection control apparatus of an explosive motor comprises:
Inject fuel into first Fuelinjection nozzle (14) in the cylinder;
Inject fuel into second Fuelinjection nozzle (15) in the suction port;
Be arranged on the air-fuel ratio sensor (12) in the vent systems of described explosive motor; And
The control gear that between first burning and second burning, switches, the air-fuel ratio of described first burning is the air fuel ratio of obtaining by described air-fuel ratio sensor (12), and the fuel injection described in described first burning between first Fuelinjection nozzle and described second Fuelinjection nozzle is first fuel injection, the air-fuel ratio of described second burning is the air fuel ratio of not obtaining by described air-fuel ratio sensor (12), and the fuel injection described in described second burning between first Fuelinjection nozzle and described second Fuelinjection nozzle is second fuel injection, described fuel injection control apparatus is characterised in that
Described control gear is in the operation range that will carry out described second burning, by carrying out described first burning that fuel injection is set to described second fuel injection, learn the fuel injection correction coefficient at described second aflame described second fuel injection (k2n) of described first Fuelinjection nozzle and described second Fuelinjection nozzle based on supplying to fuel feed in the described cylinder in each study in the scope of the basic fuel feed (Qb) of described second burning is regional.
Applications Claiming Priority (5)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP053289/2006 | 2006-02-28 | ||
| JP2006053289A JP4432915B2 (en) | 2006-02-28 | 2006-02-28 | Fuel injection control device for internal combustion engine |
| JP051681/2006 | 2006-02-28 | ||
| JP2006051681A JP4337831B2 (en) | 2006-02-28 | 2006-02-28 | Fuel injection control device for internal combustion engine |
| PCT/IB2007/000449 WO2007099425A1 (en) | 2006-02-28 | 2007-02-26 | Fuel injection control apparatus and control method of internal combustion engine |
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| Publication Number | Publication Date |
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| CN101365871A CN101365871A (en) | 2009-02-11 |
| CN101365871B true CN101365871B (en) | 2011-09-28 |
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| CN2007800014642A Expired - Fee Related CN101365871B (en) | 2006-02-28 | 2007-02-26 | Fuel injection control apparatus and control method of internal combustion engine |
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| JP (1) | JP4337831B2 (en) |
| CN (1) | CN101365871B (en) |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE102010003209A1 (en) | 2010-03-24 | 2011-09-29 | Robert Bosch Gmbh | Method and device for adapting adaptation values for the control of injection valves in a multi-injection engine system |
| DE102010038625B4 (en) * | 2010-07-29 | 2017-07-06 | Robert Bosch Gmbh | Method and device for controlling an internal combustion engine |
| JP5951068B1 (en) * | 2015-04-14 | 2016-07-13 | 三菱電機株式会社 | Air-fuel ratio control apparatus and air-fuel ratio control method for internal combustion engine |
| JP6477202B2 (en) * | 2015-04-27 | 2019-03-06 | 三菱自動車工業株式会社 | Engine control device |
| JP6507824B2 (en) | 2015-04-27 | 2019-05-08 | 三菱自動車工業株式会社 | Engine control device |
| KR101775965B1 (en) | 2015-12-04 | 2017-09-07 | 현대오트론 주식회사 | Method and appratus for controlling air fuel ratio in dual injection engine system |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| CN1654797A (en) * | 2004-02-09 | 2005-08-17 | 丰田自动车株式会社 | Control system for internal combustion engine |
| EP1591650A2 (en) * | 2004-04-27 | 2005-11-02 | Toyota Jidosha Kabushiki Kaisha | Apparatus and method for controlling fuel injection in internal combustion engine |
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Patent Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN1654797A (en) * | 2004-02-09 | 2005-08-17 | 丰田自动车株式会社 | Control system for internal combustion engine |
| EP1591650A2 (en) * | 2004-04-27 | 2005-11-02 | Toyota Jidosha Kabushiki Kaisha | Apparatus and method for controlling fuel injection in internal combustion engine |
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| Title |
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| JP特开2005-214015A 2005.08.11 |
| JP特开2005-48730A 2005.02.24 |
Also Published As
| Publication number | Publication date |
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| JP4337831B2 (en) | 2009-09-30 |
| CN101365871A (en) | 2009-02-11 |
| JP2007231754A (en) | 2007-09-13 |
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