DE102013210296A1 - A system for controlling combustion conditions in a vehicle engine - Google Patents

Abstract

In one system, a unit for increasing fuel delivery in determining that abnormal combustion occurs in at least one cylinder increases an amount of fuel to be delivered into the at least one cylinder as compared to an amount of fuel entering the same cylinder where none abnormal combustion occurs, is to deliver. A vibration determiner determines whether a vibration level of the vehicle has reached a predetermined level. A deactivating unit, in determining that the vibration level of the vehicle has reached the predetermined level while the fuel increase unit increases the amount of fuel to be supplied to the at least one cylinder, prevents the fuel increase unit from increasing the fuel amount in which at least one cylinder is to deliver increased.

Description

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is based on and claims the priority of Japanese Patent Application No. 2012-130089 , filed June 7, 2012, which is fully incorporated herein by reference.

TECHNICAL AREA

The present invention relates to technologies for controlling combustion conditions in internal combustion engines for vehicles, which are simply called engines.

STATE OF THE ART

There are certain technologies for increasing the compression ratio in engines to improve their fuel economy. A high compression ratio in engines can lead to abnormal combustion, such as knocking and pre-ignition. To remedy such a problem, for example, discloses Japanese Patent Application No. H11-36906 a technology that uses a VVT (Variable Valve Timing) mechanism to delay closing control of intake valves of an engine depending on when the knock or ion current flowing through a spark plug is detected. This aims to avoid abnormal combustion in the engine.

If the methods disclosed in patent publication no. H11-36906 However, as disclosed technology is applied to an engine that is controlled under severe operating conditions requiring a high compression ratio and high exhaust gas interference, it may be difficult for the deceleration control of the intake valve to cause abnormal combustion in the engine alone specific environment with a high-temperature coolant and high temperature air intake works, in which the engine may be exposed to heat damage suppressed.

In addition to that disclosed in patent publication no. H11-36906 According to disclosed technology, there is another technology that increases an amount of fuel to be delivered to a cylinder of an engine, where it is determined that knocking or pre-ignition is occurring to cool the interior of the cylinder and thereby eliminate abnormal combustion in the cylinder ,

The Japanese Patent Publication No. 3,382,771 for example, discloses a technology that increases an amount of fuel from a high level to a low level operating in an engine as the speed of the engine rapidly decelerating at full load, that is, WOT (Wide Open Throttle). to deliver. This aims to prevent the occurrence of pre-ignition in the engine.

SUMMARY

However, an increase in the amount of fuel to be supplied into a cylinder of a vehicle engine in which abnormal combustion is detected may increase vibrations of the engine as compared with those of a normally-functioning engine in which abnormal combustion does not occur. These vibrations can be uncomfortable for the occupants of the vehicle.

In view of the circumstances set forth above, one aspect of the present invention aims to provide systems for controlling combustion conditions in a vehicle engine which are designed to overcome the above-mentioned problems.

Specifically, an alternative aspect of the present invention aims to provide such systems, each of which is capable of reducing vibrations of a corresponding vehicle engine due to an increase in an amount of fuel to be delivered into a cylinder of the vehicle engine.

In accordance with an exemplary aspect of the present invention, a system is provided for controlling a combustion condition in at least one cylinder of an internal combustion engine of a vehicle. The system includes an abnormal combustion determiner configured to determine if abnormal combustion occurs in the at least one cylinder. This system includes a fueling augmentation unit configured to determine an amount of fuel to be delivered into the at least one cylinder when determining that abnormal combustion occurs in the at least one cylinder compared to an amount of fuel stored in the at least one cylinder to increase the same cylinder in which no abnormal combustion occurs. The system includes a vibration determiner configured to determine if a level of vibration of the vehicle has reached a predetermined level. The system includes a deactivating unit configured to determine, in determining that the level of vibrations of the vehicle has reached the predetermined level, while increasing the amount of fuel that increases the amount of fuel, the amount of fuel that is to the at least one cylinder is to be delivered increases the unit to increase the fuel supply to prevent to increase the amount of fuel to be delivered into the at least one cylinder.

In a first example of the exemplary aspect of the present invention, the at least one cylinder of the internal combustion engine is composed of a plurality of cylinders in the internal combustion engine, the internal combustion engine having repeated operation cycles, and the abnormal combustion determiner configured to determine that abnormal combustion occurs in a plurality of cylinders Cylinders in the plurality of cylinders, which are called cylinders with abnormal combustion occurs. The fuel increase unit is configured to: sequentially select one of the abnormal combustion cylinders in a given order, and increase the amount of fuel to be supplied into a sequentially selected one of the abnormal combustion cylinders at each operation cycle of the internal combustion engine.

In a second example of the exemplary aspect of the present invention, the at least one of a plurality of cylinders in the internal combustion engine, the vehicle is configured so that each of the plurality of cylinders of the internal combustion engine can be connected to an exhaust manifold, wherein the exhaust manifold with a Exhaust passage is connectably coupled, and a catalyst is disposed in the exhaust passage. The system further includes a fueling reduction unit configured to supply an amount of fuel to be delivered to at least one remaining cylinder in the plurality of cylinders that is not the selected one of the cylinders in which the amount of fuel to be delivered is Increasing the fuel supply is increased so that an air-fuel ratio of the exhaust gases from the plurality of cylinders in the exhaust passage becomes an ideal air-fuel ratio.

In a third example of the exemplary aspect of the present invention, the fueling reduction unit is configured to uniformly reduce the amount of fuel to be supplied to each of the plurality of remaining cylinders when the at least one remaining cylinder in the plurality of cylinders, which is not the selected cylinder, consists of several remaining cylinders thereof.

In a fourth example of the exemplary aspect of the present invention, the at least one cylinder is composed of a plurality of cylinders in the internal combustion engine, the abnormal combustion determiner configured to determine abnormal combustion in a plurality of cylinders called abnormal combustion cylinders , occurs in the majority of cylinders. The system further includes an abnormal combustion level detector configured to detect a level of abnormal combustion in each of the abnormal combustion cylinders. The fuel increase unit is configured to increase the amount of fuel to be supplied into the abnormal combustion cylinders: either in a firing order of the abnormal combustion engine cylinders or in a descending order of the abnormal combustion levels exhausted from detected at the detector of an abnormal combustion level.

In a fifth example of the exemplary aspect of the present invention, the system further includes an abnormal combustion level detector configured to detect an abnormal combustion level in the at least one cylinder. The fuel increase unit is configured to extend a time to increase the amount of fuel to be delivered to the at least one cylinder while the level of abnormal combustion in the at least one cylinder detected by the abnormal combustion level detector becomes, increases.

In a sixth example of the exemplary aspect of the present invention, the system further includes a coolant temperature sensor configured to measure a temperature of a coolant in the internal combustion engine. The fuel increase unit is configured to increase a time for increasing the amount of fuel to be supplied to the at least one cylinder as the temperature of the coolant in the engine increases.

In a seventh example of the exemplary aspect of the present invention, the system further includes an inlet temperature sensor configured to measure a temperature of intake air into the internal combustion engine. The fuel increase unit is configured to increase a time for increasing the amount of fuel to be supplied into the at least one cylinder as the temperature of the intake air increases.

In an eighth example of the exemplary aspect of the present invention, the internal combustion engine has repeated operating cycles, and the fueling increase unit is configured to increase the amount of fuel to be delivered into the at least one cylinder during continuous multiple operating cycles of the internal combustion engine to extend a period of time to increase the amount of fuel to be delivered to the at least one cylinder.

In a ninth example of the exemplary aspect of the present invention, the system further includes an acceleration determiner configured to determine whether acceleration of the vehicle during vehicle travel is less than a predetermined threshold. Upon determining that the acceleration of the vehicle when driving the vehicle is less than the predetermined threshold, the fuel increase unit is configured to avoid increasing the amount of fuel to be delivered into the at least one cylinder.

The system according to the exemplary aspect of the present invention increases an amount of fuel to be delivered to the at least one cylinder in which the abnormal combustion occurrence is determined, thereby increasing latent vaporization heat of fuel therein. This cools the at least one cylinder in which abnormal combustion occurs, resulting in reduction of the duration of abnormal combustion in the at least one cylinder. In addition, the system according to the exemplary aspect of the present invention prevents the reoccurrence of abnormal combustion in the same cylinder.

The system according to the exemplary aspect of the present invention also prevents the determination that the level of the vibrations of the vehicle has reached the predetermined level, while the unit for increasing the fuel supply increases the amount of fuel to be supplied to the at least one cylinder, the unit for increasing the fuel supply to increase the amount of fuel to be supplied to the at least one cylinder. This prevents an increase in the level of vibration of the internal combustion engine due to an increase in fuel supply to the at least one cylinder and therefore prevents the vehicle vibrations from becoming uncomfortable to the occupants of the vehicle.

The system according to the first example of the exemplary aspect of the present invention independently increases an amount of fuel to be supplied to the abnormal combustion cylinders and therefore prevents the air-fuel ratio of exhaust gases from being richer than the ideal air-fuel ratio. This maintains a high level of catalyst conversion efficiency for the exhaust gases.

The system according to the first example of the exemplary aspect of the present invention also increases an amount of fuel to be supplied to the abnormal combustion cylinders independently, thereby increasing the fluctuation of the engine due to the increase in an amount of fuel that is abnormal to the cylinders Combustion is reduced.

The system according to the second example of the exemplary aspect of the present invention enables the catalyst disposed in the exhaust passage of the internal combustion engine to purify the exhaust gases effectively.

The system according to the third example of the exemplary aspect of the present invention prevents the decrease in the fuel amount of the plurality of remaining cylinders from being unbalanced with each other, and therefore prevents an increase in an amount of NOx due to the imbalance in the reduction in the amount of fuel among the plurality of remaining cylinders.

The system according to the fourth example of the exemplary aspect of the present invention increases an amount of fuel to be supplied to the abnormal combustion cylinders: either in the firing order of the abnormal combustion engine cylinders or in the descending order of the abnormal combustion levels.

The system according to the fifth example of the exemplary aspect of the present invention extends the period for increasing the amount of fuel to be supplied to the at least one cylinder while increasing the level of abnormal combustion in the at least one cylinder. This reduces the duration of the abnormal combustion in the at least one cylinder depending on the level of abnormal combustion.

The system according to the sixth example of the exemplary aspect of the present invention prevents the reoccurrence of the next abnormal combustion in the at least one cylinder after the occurrence of the first abnormal combustion.

The system according to the seventh example of the exemplary aspect of the present invention prevents the occurrence of the next abnormal combustion in the at least one cylinder after the occurrence of the first abnormal combustion.

The system according to the eighth example of the exemplary aspect of the present invention concentrates an increase in the at least one cylinder even though there are other cylinders in which the occurrence of abnormal combustion is determined. This reduces the duration of the abnormal combustion in the at least one cylinder as early as possible.

Since the acceleration of the vehicle in the system according to the ninth example of the exemplary aspect of the present invention while the vehicle is running is smaller than the predetermined threshold, it is determined that the vehicle is under driving conditions of the vehicle in which the occupants are the variations in to feel a level of vibrations of the internal combustion engine. Therefore, when the vehicle is running under normal driving conditions, the system according to the ninth example is configured to avoid an increase in the amount of fuel to be supplied to the at least one cylinder. This configuration prevents the vibrations of the internal combustion engine from becoming uncomfortable to the occupants of the vehicle due to an increase in an amount of fuel to be supplied to the at least one cylinder.

BRIEF DESCRIPTION OF THE DRAWINGS

Other aspects of the present invention will become apparent from the following description of embodiments with reference to the accompanying drawings, in which:

1 FIG. 12 is a schematic view illustrating a structural example of a vehicle incorporating a combustion condition control system in an internal combustion engine according to a first embodiment of the present invention; FIG.

2 FIG. 15 is a block diagram schematically showing a structural example of an engine control module incorporated in FIG 1 illustrates, illustrates

3 FIG. 12 is a flowchart schematically illustrating a program for suppressing abnormal combustion that is generated by the engine control module incorporated in FIG 2 is illustrated, is executed

4 FIG. 12 is a block diagram schematically illustrating a structural example of an engine control module according to a second embodiment of the present invention; FIG.

5 FIG. 12 is a flowchart schematically illustrating a program for suppressing abnormal combustion that is generated by the engine control module incorporated in FIG 4 is illustrated, is executed

6 FIG. 10 is a flowchart schematically illustrating an abnormal combustion suppressing program executed by the engine control module according to a third embodiment of the present invention.

DETAILED DESCRIPTION OF THE EMBODIMENT

Embodiments of the present invention will be described below with reference to the accompanying drawings.

First embodiment

A first embodiment of the present invention will be described first.

In the first embodiment, a system for controlling combustion conditions in an internal combustion engine, which is simply called an engine, will be described.

1 schematically illustrates a structural example of a vehicle in which the system for controlling combustion conditions is installed in the engine.

With reference to 1 , represents the reference 1 the engine. The engine 1 consists of a cylinder block, a cylinder head 2 and a cylinder cover 3 , The cylinder head 2 is mounted on the top of the cylinder block. In the cylinder block, a plurality of cylinders is formed. The cylinder cover 3 is on the top of the cylinder head 2 mounted to cover it.

The motor 1 also consists of a piston 4 which is arranged in each of the cylinders for reciprocating. The cylinder head 2 has a bottom surface formed for each cylinder. The space between the head of the piston 4 in each cylinder and the bottom surface of the cylinder head 2 , which corresponds to the cylinder, defines a combustion chamber 5 , The piston 4 which reciprocates in a cylinder is coupled to a crankshaft (not shown) via a connecting rod. This allows converting the reciprocating motion of the piston 4 in the rotational movement of the crankshaft. The rotational movement of the crankshaft serves as the output rotational power of the engine 1 , In this embodiment, the engine is 1 conceived as a four-stroke engine in which the piston 4 four separate strokes, that is, intake, compression, work and exhaust while performing two separate revolutions of the crankshaft.

The reference number 60 provides an engine control module (ECM) 60 for controlling the operations of the engine 1 dar. The ECM 60 For example, it can be operated to control the combustion conditions in the combustion chamber 5 to control each cylinder.

The combustion chamber 5 each cylinder is above an inlet opening with an intake pipe 14 in connection. An inlet valve element 2a is in the cylinder head 2 for each cylinder to open or Closing the inlet opening of the corresponding cylinder arranged. With the intake pipe 14 is an inlet pipe 11 via an electronically controlled throttle body 12 and a surge tank 13 connectable coupled. Air gets through the inlet pipe 11 in the engine 1 introduced. At an upstream side of the inlet pipe 11 is an air purifier 15 arranged to allow air to enter the inlet pipe 11 occurs to filter to remove impurities and the like from the air. The throttle body 12 with electronic control is with a throttle valve 12a provided in the inlet tube 11 downstream of the air purifier 15 and upstream of the intake pipe 14 is provided. The throttle valve 12a is electric with the ECM 60 connected and can be operated to control the amount of air flowing into the intake manifold 14 under the control of the ECM 60 entry. In this embodiment, the inlet pipe form 11 , the throttle body 12 with electronic control, the surge tank 13 and the intake pipe 14 an intake system of the engine 1 ,

The motor 1 also has a fuel injector for each cylinder, which is simply an injector 16 is called. The injector 16 is so in the intake pipe 14 arranged that he is to the combustion chamber 5 directed a corresponding cylinder. With every injector 16 is a fuel supply pipe 17 connectable coupled, and the fuel supply pipe 17 is coupled to a fuel tank (not shown) connectable. Every injector 16 is electric with the ECM 60 connected. Under the control of the ECM 60 , every injector can 16 operated to spray a controlled amount of fuel into the inlet port of a corresponding cylinder at a controlled time.

The combustion chamber 5 Each cylinder is also connected via an exhaust port to an exhaust manifold, that is with the assembly of exhaust pipes 21 , An exhaust valve element 2 B is in the cylinder head 2 for each cylinder for opening or closing the outlet opening of the corresponding cylinder.

With the exhaust manifold 21 is an exhaust passage 22 connectable coupled. In the exhaust passage 22 is a catalytic converter 23 arranged. The catalytic converter 23 has a catalyst 24 and can be operated to exhaust from the engine 1 over the exhaust passage 22 to clean. The exhaust manifold 21 , the exhaust passage 22 and the exhaust gas converter 23 form an exhaust system of the engine 1 ,

The motor 1 also has a variable valve timing (VVT) mechanism. The VVT mechanism has an intake VVT actuator 31 , an exhaust VVT actuator 32 , a first oil control valve 33 and a second oil control valve 34 on.

The intake VVT actuator 31 is mechanically coupled to one end of an intake camshaft (not shown) coupled to the crankshaft. The exhaust VVT actuator 32 is mechanically coupled to one end of an exhaust camshaft (not shown) coupled to the crankshaft.

The intake camshaft is, for example, with cam drive elements for the respective intake valve elements 2a and each of the cam drive elements is designed to be a corresponding one of the intake valve elements 2a to open or close a corresponding intake port based on the rotation of the intake camshaft. Similarly, the exhaust camshaft is, for example, with cam drive elements for the respective exhaust valve elements 2 B and each of the cam drive elements is designed to be a corresponding one of the exhaust valve elements 2 B to drive to open or close a corresponding outlet opening based on the rotation of the exhaust camshaft.

Each of the intake and exhaust VVT actuators 31 and 32 is designed to hydraulically control the rotational phase of a respective intake and exhaust camshaft based on the rotational phase of the crankshaft. The control of the rotational phase of the intake camshaft changes the opening and closing controls of the intake valves. Similarly, the control of the rotational phase of the exhaust camshaft changes the opening and closing controls of the exhaust valves.

Specifically, each of the intake and exhaust VVT actuators 31 and 32 connectable to a hydraulic fluid supply (not shown) via a corresponding one of the first and second oil control valves 33 and 34 coupled. The first and second oil control valves 33 and 34 are each electrical with the ECM 60 connected. The first and second oil control valves 33 and 34 Each is designed to withstand the pressure of the hydraulic fluid coming from the hydraulic fluid supply under the control of the ECM 60 and the pressure-controlled hydraulic fluid to the inlet and outlet VVT actuators, respectively 31 and 32 supply.

The inlet and outlet VVT actuator 31 and 32 are each designed to be based on the pressure of the hydraulic fluid supplied by a corresponding first or second oil control valve 33 and 34 to control the rotational phase of the corresponding intake or exhaust camshaft with respect to the rotational phase of the crankshaft.

The motor 1 also has an ignition coil 6 on, which electrically with spark plugs (not shown) for the respective cylinders and with the ECM 60 connected is. Each of the spark plugs is in the cylinder head 2 arranged to connect to the combustion chamber 5 to steer a corresponding one of the cylinders. The ignition coil 6 can be operated to provide a controlled voltage by the ECM 60 is delivered and increase the voltage applied to each of the spark plugs. Each of the spark plugs can be operated to spark in the combustion chamber 5 to generate a corresponding one of the cylinders based on the applied voltage to initiate the combustion of the air-fuel mixture therein.

The motor 1 has a PCV valve 41 (Positive Crankcase Ventilation - crankcase ventilation), a first Blowbygasrohr 42 and a second blowby gas tube 43 on. The PCV valve 41 is connectable to the crankcase of the engine 1 coupled, and the first Blowbygasrohr 42 is connectable between the PCV valve 41 and the surge tank 13 coupled. The first blowby gas pipe 42 can be operated to blowby gas in the crankcase to the surge tank 13 via the PCV valve 41 and the first blowby gas tube 42 to divert and thereby cause the blowby, in the compression chambers 5 the cylinder to be burned again. The second Blowbygasrohr 42 may be operated to blowblow gas, which has escaped from the crankcase, to the inlet pipe 41 to send back and thereby cause the blowby in the compression chambers 5 the cylinder is burned again.

With reference to 2 The vehicle according to this embodiment has a vehicle speed sensor 51 , a vehicle acceleration sensor, that is, a vehicle G sensor 52 , an engine coolant temperature sensor 53 , an engine speed sensor 54 , an inlet temperature sensor 55 , Knock sensors 56 and an airflow sensor 57 on. The sensors 51 to 57 are electric with the ECM 60 connected.

The vehicle speed sensor 51 can be operated to measure the speed of the vehicle and a signal indicative of the measured speed of the vehicle to the ECM 60 issue.

The vehicle acceleration sensor 52 For example, it is mounted on the floor surface of the cab of the vehicle and can be operated to measure and apply acceleration, including G, and to the ECM 60 output a signal indicating the measured acceleration. The ECM 60 For example, it is capable of obtaining vibrations of the vehicle and the road gradient, that is, the inclination of the vehicle, based on the signal indicative of the measured acceleration.

The engine coolant temperature sensor 53 can be operated to control the temperature of an engine coolant within the engine 1 and a signal indicative of the measured temperature of the engine coolant to the ECM 60 issue.

The engine speed sensor 54 is on the engine 1 attached and can be operated to the speed of the engine 1 to measure, and a signal representing the measured speed of the motor 1 indicating to the ECM 60 issue.

The inlet temperature sensor 55 is at the inlet pipe 11 and can be operated to control the temperature of the intake air in the intake pipe 11 and a signal indicative of the measured temperature of the inlet tube to the ECM 60 issue.

The air flow sensor 57 is at the inlet pipe 11 attached and can be operated to the air flow in the inlet pipe 11 to measure, that is the rate, with which air into the engine 1 through the inlet pipe 11 enters, and a signal indicative of the measured airflow to the ECM 60 issue. In this embodiment, the air flow sensor is located 57 for example in the inlet pipe 11 downstream of the air purifier 15 , and the inlet temperature sensor 55 is located in the inlet pipe 11 downstream of the airflow sensor 57 ,

The knock sensors 56 are in the cylinder block of the engine 1 mounted for the respective cylinders. Each of the knock sensors 56 , which serves as an abnormal combustion level detector, can be operated to measure high-frequency vibrations caused by knocking in one of the cylinders and an electric signal indicative of the vibrations to the ECM 60 issue.

The ECM 60 For example, it is designed as an electronic control unit (ECU) that includes a microcomputer and its peripherals. Specifically, the ECM exists 60 from a CPU, a ROM, a RAM, etc. One or more programs are stored in the ROM; the one or more programs cause the CPU to perform different tasks using the RAM.

The ECM 60 Can be operated to perform the various tasks of controlling the engine 1 as a function of the signals coming from the sensors 51 to 57 be issued. In particular, the ECM 60 be operated to a task of suppressing abnormal Combustion, that is knocking in the engine 1 as a function of the signals carried by the sensors 51 to 57 be issued.

2 Fig. 12 is a block diagram schematically showing a structural example of the ECM 60 to perform the tasks set forth above.

With reference to 2 includes the ECM 60 an accelerator 61 , a determiner of abnormal combustion 62 , a unit for increasing the fuel supply 63 , a unit for disabling the increase 64 and a vehicle vibration determiner 65 , The ECM 60 also includes a storage unit 66 ,

The accelerator 61 can be operated to determine if the vehicle is accelerating. Specifically, the accelerator can 61 operated based on the measured signal received from the vehicle speed sensor 51 is sent to determine whether the rate of change of the vehicle speed, that is, the acceleration of the vehicle while the vehicle is traveling, is equal to or greater than a predetermined first threshold value. In determining that the rate of change of vehicle speed by the vehicle sensor 51 is measured equal to or greater than the first threshold determined by the accelerometer 61 that accelerates the vehicle. The first threshold rate of change of the vehicle speed is previously determined experimentally, empirically, and / or theoretically to allow for determining the acceleration of the vehicle.

The determiner of abnormal combustion 62 can be operated to determine if abnormal combustion in each cylinder of the engine 1 occurs. Specifically, the determiner 62 The abnormal combustion can be operated based on the measured signals from the knock sensors 56 sent to the respective cylinders are sent to determine if abnormal combustion occurs in each of the cylinders. In determining that the level of the measured signal is that of the at least one knock sensor 56 is sent equal to or greater than a predetermined second threshold, determines the abnormal combustion determiner 62 in that abnormal combustion in the at least one cylinder to which the corresponding at least one knock sensor 56 is attached, occurs. The second threshold for the measured signals from the knock sensors 56 are sent to be experimentally, empirically and / or theoretically determined to allow the determination of whether abnormal combustion occurs in each of the cylinders.

The determiner of abnormal combustion 62 can be operated to determine whether abnormal combustion due to pre-ignition or similar detonations in each cylinder of the engine 1 occur.

The unit for increasing the fuel supply 63 can be operated to increase a predetermined amount of fuel from at least one injector 16 to spray into the inlet opening of a corresponding cylinder. Specifically, the unit can increase fuel delivery 63 be operated to at least one injector 16 to control by a predetermined period of time, during which fuel from the at least one injector 16 is sprayed into the inlet opening of a corresponding cylinder, thus increasing an amount of fuel supplied by the at least one injector 16 is sprayed into the inlet opening of a corresponding cylinder.

The unit for deactivating the increase 64 can be operated to the unit for increasing the fuel supply 63 to prevent a fuel supply from at least one injector 16 to increase.

The vehicle vibration determiner 65 may be operated to determine whether a vehicle is oscillating, that is, whether a level of the vibrations of the vehicle has reached a predetermined level. Specifically, the vehicle vibration determiner 65 be operated to:
to determine if the level of the measured signal coming from the vehicle acceleration sensor 52 which represents the acceleration applied thereto is equal to or greater than a predetermined third threshold, or
based on the measured signal received from the vehicle speed sensor 51 is sent to determine whether the rate of change of the engine speed is equal to or greater than a predetermined fourth threshold.

When it is determined that the level of the measured signal received from the vehicle acceleration sensor 52 representing the acceleration applied thereto is sent equal to or greater than the third threshold value determined by the vehicle vibration determiner 65 that the vehicle is swinging. In addition, the vehicle vibration determiner determines 65 if it is determined that the rate of change of the engine speed is equal to or greater than the fourth threshold that the vehicle is oscillating. Both the third and fourth thresholds for corresponding acceleration applied to the vehicle acceleration sensor 52 is applied, as well as the rate of change of the engine speed are previously determined experimentally, empirically and / or theoretically determining whether to allow the vehicle to swing.

As the storage unit 66 a rewriteable memory such as RAM is used.

If from the determiner for abnormal combustion 62 it is determined that abnormal combustion occurs in the at least one cylinder, the abnormal combustion determiner may 62 be operated to in the storage unit 66 Store information that uniquely identifies the at least one cylinder as a cylinder with abnormal combustion. For example, if unique numbers are assigned to the respective cylinders, the abnormal combustion determiner may 62 be operated to in the storage unit 66 to store a unique number that corresponds to the cylinder with abnormal combustion.

3 Fig. 12 schematically illustrates a program for suppressing abnormal combustion generated by the ECM 60 which is configured as above. It should be noted that the ECM 60 For example, the program for suppressing abnormal combustion that is in 3 illustrated, in parallel with other tasks for controlling the engine 1 perform.

With reference to 3 serves the ECM 60 as the accelerator 61 to determine, based on the measured signal, that of the vehicle speed sensor 51 is sent to determine if the vehicle is accelerating, and serves as the determiner of abnormal combustion 62 to be based on the measured signals from the knock sensors 56 in step S1, to determine whether abnormal combustion occurs in each cylinder.

In step S1, the abnormal combustion suppressing program is executed after determining that abnormal combustion in at least one cylinder called an abnormal combustion cylinder while the vehicle is being acceleratedly detected (YES in step S1) proceeds to step S2.

In step S2, the ECM points 60 an abnormal combustion determination flag 1 showing whether abnormal combustion occurs or not. That is, the abnormal combustion determination flag of 1 means abnormal combustion in the engine 1 occurs while the vehicle is accelerating. Then the ECM starts 60 performing the task of suppressing abnormal combustion.

Specifically, the ECM saves 60 in step S3 in the storage unit 66 Information that clearly represents the cylinder with abnormal combustion, such as the unique number of the cylinder with abnormal combustion. In step S3, when it is determined that abnormal combustion occurs in a plurality of cylinders called abnormal combustion cylinders while the vehicle is accelerating in step S1, the ECM stores 60 in the storage unit 66 Information uniquely representing each of the abnormal combustion cylinders, such as the unique number of each of the abnormal combustion cylinders.

Then the ECM serves 60 as the unit for increasing the fuel supply 63 in order, based on the unique information, that is the unique number, on at least one cylinder with abnormal combustion in the storage unit 66 is stored to select a cylinder with abnormal combustion, wherein the air-fuel mixture is provided therein in step S4 as rich. In other words, the ECM looks 60 To do this, add a quantity of fuel to the selected cylinder with abnormal combustion from the corresponding injector 16 is to inject compared to a normal amount of fuel to increase. If the unique information about a single cylinder with abnormal combustion in the storage unit 66 stored, selects the ECM 60 the only cylinder with abnormal combustion.

When parts of the unique information, such as unique numbers, over several cylinders with abnormal combustion in the storage unit 66 stored, selects the ECM 60 On the other hand, in step S4, one of the abnormal combustion cylinders is out. The unit for increasing the fuel supply 63 For example, sequentially selects the plurality of cylinders with abnormal combustion, that is, their unique ones in the storage unit 66 stored numbers, in a firing order of the plurality of cylinders with abnormal combustion, which was provided in advance, from. Specifically, the unit selects to increase fuel delivery 63 First, a cylinder with abnormal combustion from the plurality of cylinders with abnormal combustion; an operating stroke of the selected abnormal combustion cylinder is provided earlier than that of the remaining abnormal combustion cylinders after the abnormal combustion cylinders have been detected.

However, in step S4, the selection of the plurality of abnormally burning cylinders is not limited to the above approaches. The unit for increasing the fuel supply 63 For example, sequentially selects the plurality of abnormal combustion cylinders based on the abnormal combustion levels in the respective cylinders abnormal combustion. In this approach, the higher the level of the measured signal from a knock sensor, the higher the level of abnormal combustion in the corresponding abnormal combustion cylinder 56 is sent, which corresponds to a cylinder with abnormal combustion is. That is, the unit for increasing the fuel supply 63 the multiple cylinders with abnormal combustion in the descending order of the levels of the measured signals received from the knock sensors 56 are sent corresponding to the respective cylinders with abnormal combustion.

Then the ECM serves 60 as the unit for increasing the fuel supply 63 to increase the air-fuel mixture in the abnormal-combustion cylinder selected in step S4 as being to be rich in step S5. Specifically, the unit increases to increase the fuel supply 63 in step S5, fuel supply to the selected abnormal combustion cylinder from the corresponding injector 16 in comparison with a normal amount of fuel required for the same cylinder in which no abnormal combustion occurs.

In addition, the unit increases to increase the fuel supply 63 in step S5, an amount of fuel that enters an abnormal combustion cylinder from a corresponding injector 16 during each operating cycle of the engine 1 is to inject. Specifically, the unit increases to increase the fuel supply 63 a fuel supply to a cylinder with abnormal combustion from a corresponding injector 16 during an operating cycle of the engine 1 while increasing an amount of fuel flowing into the other cylinders with abnormal combustion from the corresponding injectors 16 is injected, is prevented.

In other words, the unit performs to increase the fuel supply 63 in step S5, an increase in an amount of fuel to be injected only into a selected cylinder of abnormal combustion. In this embodiment corresponds to an operating cycle of the engine 1 its four-stroke cycle, in other words two rotations of the crankshaft of the engine 1 ,

Then the ECM serves 60 as a determiner of abnormal combustion 62 to be based on the measured signals from all knock sensors 56 are sent to determine in step S6 whether no abnormal combustion occurs in all cylinders. If it is determined that abnormal combustion does not occur in all the cylinders (YES in step S6), the abnormal combustion suppressing program proceeds to step S8. Otherwise, if it is determined that abnormal combustion occurs in at least one cylinder (NO in step S6), the abnormal combustion suppressing program proceeds to step S7.

In step S7, the ECM is used 60 as the determiner of vehicle vibration 65 , around:
to determine if the level of the measured signal coming from the vehicle acceleration sensor 52 representing the acceleration applied thereto, sent equal to or greater than the third threshold, or
based on the measured signal received from the vehicle speed sensor 54 is sent to determine whether the rate of change of the engine speed is equal to or greater than the fourth threshold.

In determining that the level of the measured signal coming from the vehicle acceleration sensor 52 is less than the third threshold, or that the rate of change of the engine speed is less than the fourth threshold (YES in step S7), the abnormal combustion suppressing program returns to step S4 so that the ECM 60 the operations in steps S4 to S7 are repeated.

Otherwise, the abnormal combustion suppression program is executed when it is determined that the level of the measured signal received from the vehicle acceleration sensor 52 is sent equal to or greater than the third threshold, or that the rate of change of the engine speed is equal to or greater than the fourth threshold (YES in step S7) to step S8 on.

In step S8, the ECM is used 60 as the unit for disabling the increase 64 to the unit for increasing the fuel supply 63 to prevent the air-fuel mixture in the at least one cylinder having abnormal combustion from being rich, in other words, increasing an amount of fuel supplied from at least one injector 16 that corresponds to at least one cylinder with abnormal combustion is to be sprayed. Then point the ECM 60 in step S8, the abnormal combustion determination flag 0 is then terminated, and thereafter, the abnormal combustion suppressing program is terminated.

Below are the operations of the ECM 60 described.

If it is determined that abnormal combustion occurs in at least one cylinder called the at least one abnormal combustion cylinder while the vehicle is accelerating, the ECM indicates 60 the abnormal combustion determination flag 1 to perform the abnormal combustion suppression task; and stores information that uniquely represents the at least one abnormal combustion cylinder, such as a unique number of the at least one abnormal combustion cylinder, in the storage unit 66 (see steps S1 to S3).

The ECM 60 reads the unique information, that is the unique number, over at least one cylinder with abnormal combustion from the storage unit 66 and causes the air-fuel mixture in the at least one abnormal combustion cylinder to be rich (see steps S4 and S5).

If there are multiple cylinders with abnormal combustion, select the ECM 60 sequentially the plurality of abnormal combustion cylinders, that is, their unique number, in descending order of the levels of abnormal combustion in the plurality of abnormal combustion cylinders or the ignition order of the plurality of abnormally combustion cylinders. Then the ECM initiates 60 sequentially that the air-fuel mixtures of the selected cylinders with abnormal combustion are rich.

The ECM 60 further causes the air-fuel mixtures of the abnormal combustion cylinders to be rich until no abnormal combustion occurs in all cylinders or until the level of the vehicle vibrations reaches a predetermined level (see steps S6 and S7).

On the other hand, when it is determined that abnormal combustion does not occur in all cylinders or that the level of vehicle vibrations has reached the predetermined level, the ECM stops 60 the abnormal combustion suppressing task to prevent the air-fuel mixture in at least one of the abnormal combustion cylinders from being rich (see steps S6 to S8). This represents the amount of fuel used by at least one injector 16 that corresponds to at least one abnormal combustion cylinder to be sprayed, to a normal amount of fuel required for the same cylinder at which no abnormal combustion occurs. After that, the ECM points 60 to the abnormal combustion determination flag 0 (see step S8).

As described above, the system is for controlling combustion conditions in the engine 1 according to this embodiment, configured to cause the air-fuel mixture in at least one of the abnormal combustion cylinders to be rich. This configuration increases the latent vaporization heat of the fuel in the at least one abnormal combustion cylinder to thereby cool the at least one abnormal combustion cylinder, resulting in a reduction in the duration of abnormal combustion in the at least one abnormal combustion cylinder.

The system for controlling combustion conditions in the engine 1 According to this embodiment, it is configured to stop the operation to cause the air-fuel mixture in at least one abnormal combustion cylinder to be rich in determining that the level of vehicle vibration has reached a predetermined level. Specifically, the system is configured to stop the process to cause the air-fuel mixture to enter at least one abnormal combustion cylinder in determining that the level of the measured signal received from the vehicle acceleration sensor 52 is less than the third threshold or the rate of change of the engine speed is less than the fourth of the threshold value is bold. This configuration prevents an increase in the level of vibration of the engine 1 due to an increase in the fuel supply in at least one cylinder with abnormal combustion compared to the level of the vibrations of the engine 1 in which no abnormal combustion occurs. This prevents the vehicle vibrations from becoming uncomfortable to the occupants of the vehicle.

The system for controlling combustion conditions in the engine 1 According to this embodiment, it is configured to supply an amount of fuel that is in a cylinder with abnormal combustion from a corresponding injector 16 during an operating cycle of the engine 1 Injecting is to increase while increasing an amount of fuel entering the other cylinder with abnormal combustion from the corresponding injectors 16 be prevented, is prevented.

In other words, the system is configured to perform an increase in an amount of fuel to be injected only into a selected cylinder of abnormal combustion.

This configuration aims to minimize the possibility of reducing the catalytic conversion efficiency for unburned gas components, including HC (hydrocarbon) and CO (carbon monoxide) in the exhaust gases, through the air-fuel ratio in the exhaust gases, which is richer than the ideal air-fuel ratio that is, the stoichiometric ratio corresponding to an air-fuel ratio of 14.7: 1.

The technique disclosed in, for example, patent publication no. 3 382 771 set forth above sets the heightening of one Amount of fuel to be injected into an engine for a preset period of time, such as 5 seconds or approximately to avoid the occurrence of pre-ignition in the engine. Therefore, increasing the fuel supply of the engine during the preset period of time causes the air-fuel ratio in the exhaust gases from the engine to be richer than the ideal air-fuel ratio.

Three-way catalysts are normally used as catalysts for purifying exhaust gases from engines. Such three-way catalysts have features which cause the catalytic conversion of the exhaust gases to be all the better as the air-fuel ratio in the exhaust gases approaches the ideal air-fuel ratio. Due to the features, a three-way catalyst installed in a vehicle to purify exhaust gases from the engine can not efficiently clean the exhaust gases from the engine when the air-fuel ratio in the exhaust gases is richer than the ideal air-fuel ratio.

Therefore, merely increasing an amount of fuel to be injected into the engine as disclosed in Patent Publication No. Hei. 3 382 771 disclosed result in the possibility of insufficient purification of the exhaust gases.

In view of these circumstances, the system is for controlling combustion conditions in the engine 1 According to this embodiment, configured to deliver an amount of fuel that is in an abnormal combustion cylinder from a corresponding injector 16 during an operating cycle of the engine 1 Injecting is to increase while increasing an amount of fuel entering the other cylinder with abnormal combustion from the corresponding injectors 16 is injected, is prevented. This configuration prevents the air-fuel ratio in a part of the exhaust gas that is just in front of the catalyst 24 is located, that is the exhaust passage 22 , is richer than the ideal air-fuel ratio, resulting in a high level of conversion efficiency of the catalyst 24 is maintained for the exhaust gases.

Given the reduction in engine vibration, the system could be used to control combustion conditions in the engine 1 According to this embodiment, at the same time, fuel amounts flowing into all cylinders with abnormal combustion through the respective injectors 16 inject and thereby co-ordinate the levels of performance created in the respective cylinders. This configuration could reduce engine vibration compared to the case where the system increases amounts of fuel to be injected into individually selected cylinders with abnormal combustion at different timings. However, this configuration could run the risk of reducing the conversion efficiency of the catalyst 24 result for the exhaust gases. In view of this aspect, the system according to this embodiment is configured to perform an increase in an amount of fuel to be supplied exclusively to a selected abnormal combustion cylinder while estimating the purifying level of the exhaust gases as compared with the level of engine vibration.

In addition, the ECM 60 in the first embodiment, to determine whether to perform the operation of increasing the fuel supply (see steps S2 to S5) by using the condition whether the acceleration of the vehicle during running of the vehicle is equal to or greater than the predetermined first one Threshold in S1.

More precise is the ECM 60 configured to avoid the operation for increasing the fuel supply when determining that the acceleration of the vehicle during running of the vehicle is less than the predetermined first threshold value (NO in step S1) (see steps S2 to S5), even if in at least a cylinder 16 abnormal combustion occurs.

Since the acceleration of the vehicle while the vehicle is traveling is less than the predetermined first threshold, it is determined that the vehicle is traveling under the driving condition in which the occupants are variations of a vibration level of the engine 1 feel. Therefore, when the vehicle is traveling under the driving condition, avoiding the process of increasing the fuel supply prevents vibrations of the engine 1 Due to the execution of the process of increasing the fuel supply occupants of the vehicle cause discomfort.

Second embodiment

A system for controlling Combustion conditions in the engine 1 According to a second embodiment of the present invention will be described below. In the second embodiment, components identical to those of the first embodiment to which the same reference numerals are assigned are omitted or simplified to avoid a redundant description.

The structure and / or functions of the system for controlling combustion conditions in the engine 1 according to the second embodiment are substantially identical to those of the system for controlling combustion conditions in the engine 1 according to the first embodiment, with the exception of the following aspects. The various aspects are therefore described essentially below.

The system for controlling combustion conditions in the engine 1 According to the second embodiment of the invention, it is configured to deliver an amount of fuel that is in a selected cylinder with abnormal combustion from a corresponding injector 16 is to inject, while a fuel, which is at least one remaining cylinder, which is not the selected cylinder with abnormal combustion, from a corresponding at least one injector 16 is injected, is reduced.

4 Fig. 12 is a block diagram schematically showing a structural example of an ECM 60 for performing the tasks of the second embodiment.

With reference to 4 has the ECM 60 a fuel supply adjustment unit 71 acting as a unit for reducing a fuel supply in addition to the components 61 to 66 serves.

5 Fig. 12 schematically illustrates a program for suppressing abnormal combustion generated by the ECM 60 that is configured according to the second embodiment is executed. It should be noted that the ECM 60 For example, the program for suppressing abnormal combustion that is in 5 illustrated, in parallel with other tasks for controlling the engine 1 perform.

As in 5 1, the abnormal combustion suppressing program according to the second embodiment includes an operation in step S21, after the process in step S5, as compared with the abnormal combustion suppressing program according to the first embodiment shown in FIG 3 is illustrated. Therefore, in the abnormal combustion suppressing program according to the second embodiment, similar steps as in the abnormal combustion suppressing program according to the first embodiment to which like step numbers are assigned are omitted or simplified to avoid redundant description.

In step S21, the ECM is used 60 as the fuel supply adjustment unit 71 to reduce an amount of fuel supplied into at least one remaining cylinder other than the selected abnormal combustion cylinder into which the air-fuel mixture is controlled to be rich in step S5. The at least one remaining cylinder that is not the selected abnormal combustion cylinder for which the air-fuel mixture is controlled to be rich in step S5 includes, for example, at least one other abnormal combustion cylinder and / or at least one normal cylinder in which no abnormal combustion occurs.

For example, the fueling adjustment unit 71 be operated to at least one injector 16 to control, which corresponds to at least one remaining cylinder by a predetermined period of time, during which fuel from the at least one injector 16 is injected into the inlet opening of the at least one remaining cylinder to reduce. This reduces fuel delivery into the inlet port of the at least one remaining cylinder from the corresponding at least one injector 16 ,

Additionally, the fueling adjustment unit 71 be operated to reduce an amount of fuel to be injected into at least one remaining cylinder, so that the air-fuel ratio in a part of the exhaust gas, which is located immediately in front of the catalyst 24 is located, that is the exhaust passage 22 , which becomes stoichiometric ratio corresponding to an air-fuel ratio of 14.7: 1. The fuel supply adjustment unit 71 For example, it may be operated to reduce an amount of fuel to be delivered to at least one remaining cylinder such that the reduced fuel amount delivery is adjusted to an increase in an amount of fuel that is in the selected abnormal combustion cylinder in which the air-fuel mixture is controlled to be rich in step S5.

If there are a plurality of remaining cylinders in addition to the selected abnormal combustion cylinder in which the air-fuel mixture is controlled to be rich in step S5, the fuel supply adjustment unit may 71 to uniformly reduce an amount of fuel to be injected into each of the remaining cylinders so that the decreased fuel amount uniformly for each of the remaining cylinders coincides with an increase in an amount of fuel to be injected into the selected abnormal combustion cylinder which the air-fuel mixture is controlled to be rich in step S5. Since the amount of air entering each cylinder is normally the same, the fueling adjustment unit may be 71 operated to reduce the same amount of fuel to be sprayed in each of the remaining cylinders.

Other structures and functions of the system according to this embodiment are in Essentially identical to those of the system according to the first embodiment.

The system for controlling combustion conditions in the engine 1 According to this embodiment, it is configured to reduce an amount of fuel to be injected into at least one remaining cylinder, which is not the selected abnormal combustion cylinder in which the air-fuel mixture is controlled to be rich, so that the air Fuel mixture in a part of the exhaust gas, located immediately in front of the catalyst 24 is the ideal air-fuel ratio. This configuration allows the catalyst 24 who is in the exhaust passage 22 of the motor 1 contains unburned constituents, including HC and CO, in the exhaust gases from the engine 1 to clean effectively.

The result of causing the air-fuel mixture in the selected abnormal combustion cylinder to be rich results in that the air-fuel mixture in the exhaust gases is at least one remaining cylinder other than the selected abnormal combustion cylinder in which the air Fuel mixture is controlled to be fat, fat gets. The ratio of air to fuel is therefore lower overall in the exhaust gases than the ratio of air to fuel in the ideal air-fuel ratio. That may be the conversion efficiency of the catalyst 24 for the exhaust gases.

In view of this aspect, the system is for controlling combustion conditions in the engine 1 According to the second embodiment, configured to reduce an amount of fuel to be injected into at least one remaining cylinder that is not the selected abnormal combustion cylinder in which the air-fuel mixture is controlled to be rich. That allows the catalyst 24 who is in the exhaust passage 22 of the motor 1 is arranged to effectively clean unburned components, such as HC and CO in the exhaust gases.

When there are a plurality of remaining cylinders besides the selected abnormal combustion cylinder in which the air-fuel mixture is controlled to be rich, the system according to the second embodiment is configured to use the same amount of fuel to be injected into each of the remaining cylinders. such that the reduced fuel amount for each of the remaining cylinders is equal to an increase in an amount of fuel to be injected into the selected abnormal combustion cylinder in which the air-fuel mixture is controlled to be rich. This configuration prevents the decrease in the amount of fuel from the remaining cylinders from being unbalanced, thereby preventing an increase in an amount of NOx due to the imbalance in the reduction in the amount of fuel between the remaining cylinders. The configuration also prevents variations in the power levels provided in the respective remaining cylinders, and therefore prevents an increase in engine speed variations. This makes it possible to prevent the engine vibrations from becoming uncomfortable to the occupants of the vehicle due to an increase in engine speed fluctuations.

Third embodiment

A system for controlling combustion conditions in the engine 1 according to a third embodiment of the present invention will be described below. In the third embodiment, components identical to those of the first or second embodiment to which the same reference numerals are assigned are omitted or simplified to avoid a redundant description.

The structure and / or functions of the system for controlling combustion conditions in the engine 1 according to the third embodiment are substantially identical to those of the system for controlling combustion conditions in the engine 1 according to the second embodiment, with the exception of the following aspects. The various aspects are therefore described essentially below.

The system for controlling combustion conditions in the engine 1 According to the third embodiment, it is configured to determine how the air-fuel mixture in at least one abnormal combustion cylinder may be made to be rich based on the abnormal combustion level in the at least one abnormal combustion cylinder.

6 Fig. 12 schematically illustrates a program for suppressing abnormal combustion generated by the ECM 60 is carried out according to the third embodiment. It should be noted that the ECM 60 For example, the program for suppressing abnormal combustion that is in 6 illustrated, in parallel with other tasks for controlling the engine 1 perform.

As in 6 1, the abnormal combustion suppressing program according to the third embodiment includes processes in steps S41 to S44 after the process in step S3, as compared with the abnormal combustion suppressing program according to FIG second embodiment, in 5 is illustrated. Therefore, in the third embodiment, the same steps as in the abnormal combustion suppressing program according to the first and second embodiments, to which like step numbers are assigned, are omitted or simplified to avoid a redundant description.

With reference to 6 After the process in step S3, the ECM determines 60 in step S41, if there is at least one abnormal combustion cylinder whose abnormal combustion level is equal to or greater than a predetermined fifth threshold value. The fifth threshold for the level of abnormal combustion is determined in advance experimentally, empirically, and / or theoretically to allow the determination of the occurrence of abnormal combustion in each cylinder.

Upon determination that there is at least one cylinder of abnormal combustion whose abnormal combustion level is equal to or greater than the fifth threshold (YES in step S41), the abnormal combustion suppressing program proceeds to step S42. Otherwise, upon determining that there are no abnormal combustion cylinders whose abnormal combustion levels are smaller than the fifth threshold (NO in step S41), the abnormal combustion suppressing program proceeds to step S43.

In step S42, the ECM is used 60 as the unit for increasing the fuel supply 63 in order, based on the unique information, that is the unique number, on at least one cylinder with abnormal combustion in the storage unit 66 is stored, a cylinder with abnormal combustion, the air-fuel mixture is provided therein as bold to select. In step S42, the ECM is used 60 then as the unit for increasing the fuel supply 63 to determine how to cause the air-fuel mixture in the selected abnormal combustion cylinder to be rich, and thereafter the abnormal combustion suppressing program proceeds to step S44 instead of step S5 as set forth above.

If the unique information about a single cylinder with abnormal combustion in the storage unit 66 is stored, the unit selects to increase the fuel supply 63 in step S42, the single cylinder of abnormal combustion.

On the other hand, if parts of the unique information, such as unique numbers, over several cylinders with abnormal combustion in the storage unit 66 are stored, the unit selects to increase the fuel supply 63 the plurality of abnormal combustion cylinders, that is, their unique numbers, descend in order of the levels of abnormal combustion therein.

In step S42, the unit for increasing the fuel supply determines 63 how often the air-fuel mixture in the selected abnormal combustion cylinder is caused to be rich, as information about how to cause the air-fuel mixture in the selected abnormal combustion cylinder to be rich. In other words, the unit determines to increase the fuel supply 63 how often a rich mixture task is performed on the selected abnormal combustion cylinder set forth above as information about how to cause the air-fuel mixture in the selected abnormal combustion cylinder to be rich.

In addition, the unit determines to increase the fuel supply 63 in step S42, whether the rich mixture task is performed continuously or discontinuously for the selected abnormal combustion cylinder.

In step S42, the unit for increasing the fuel supply determines 63 how often to perform the rich mixture task for the selected cylinder with abnormal combustion depending on the level of abnormal combustion in the selected cylinder with abnormal combustion.

Specifically, the unit increases to increase the fuel supply 63 the number of times to perform the rich mixture task for the selected abnormal combustion cylinder with an increase in the level of abnormal combustion in the selected abnormal combustion cylinder.

The unit for increasing the fuel supply 63 may determine how often the rich mixture task for the selected cylinder with abnormal combustion is dependent on the temperature of the engine coolant received from the engine coolant temperature sensor 53 is measured, and / or the temperature of the intake air from the intake air temperature sensor 55 is measured is carried out. Specifically, the unit for increasing the fuel supply 63 Increase the frequency of the rich mixture task for the selected cylinder of abnormal combustion as a function of the temperature of engine coolant received from the engine coolant temperature sensor 53 is measured, and / or the temperature of the intake air from the intake air temperature sensor 55 is measured is carried out.

The phrase "the unit for increasing the fuel supply 63 performs the task for rich mixture for the selected cylinder with abnormal combustion several times "means that the unit to increase the fuel supply 63 causes the air-fuel mixture in the selected abnormal-temperature cylinder to be constantly in operation for a plurality of engine operating cycles 1 Fat is, even if there are several cylinders with abnormal combustion. As described above, corresponds to an operating cycle of the engine 1 its four-stroke cycle, in other words two rotations of the crankshaft of the engine 1 ,

The phrase "the unit for increasing the fuel supply 63 performs the task for rich mixture intermittently several times for the selected cylinder with abnormal combustion "means that the unit for increasing the fuel supply 63 causes the air-fuel mixture in a selected one of the cylinders to be abnormally burned at each operating cycle of the engine 1 is rich until the number (times) that the rich mixture task is performed for each of the abnormal combustion cylinders has reached the specified number.

This allows the unit to increase fuel delivery 63 The task for rich mixture for at least one cylinder with abnormal combustion continuously during several operating cycles of the engine 1 or the rich mixture task for the at least one abnormal combustion cylinder during an engine operating cycle 1 while performing an increase in an amount of fuel to be injected only into the at least one abnormal combustion cylinder.

The unit for increasing the fuel supply 63 For example, it may determine whether the rich mixture task for the selected abnormal combustion cylinder is being performed continuously or intermittently depending on: the level of abnormal combustion in the selected abnormal combustion cylinder, the temperature of the engine coolant measured by the engine coolant temperature sensor 53 , and / or the temperature of the intake air measured from the intake temperature sensor 55 ,

In step S43, the ECM is used 60 as the unit for increasing the fuel supply 63 in order, based on the unique information, that is the unique number, on at least one cylinder with abnormal combustion in the storage unit 66 is stored to select a cylinder with abnormal combustion, the air-fuel mixture is provided therein as rich. In step S43, the ECM is used 60 then as the unit for increasing the fuel supply 63 to determine how to cause the air-fuel mixture in the selected abnormal combustion cylinder to be rich, and thereafter the abnormal combustion suppressing program proceeds to step S44 instead of step S5 as set forth above.

If the unique information about a single cylinder with abnormal combustion in the storage unit 66 is stored, the unit selects to increase the fuel supply 63 in step S42, the single cylinder of abnormal combustion.

On the other hand, if parts of the unique information, such as unique numbers, over several cylinders, with abnormal combustion in the storage unit 66 are stored, the unit selects to increase the fuel supply 63 the plurality of abnormal combustion cylinders, that is, their unique numbers, in the firing order of the plurality of abnormal combustion cylinders. Specifically, the firing order means the order in which the cylinders are to be fired.

In step S43, the unit for increasing the fuel supply determines 63 How to make the air-fuel mixture in the selected cylinder with abnormal combustion to be rich, in the same procedure as the process in step S42.

The unit for increasing the fuel supply 63 determines, for example, how often the rich mixture task for the selected abnormal combustion cylinder as set forth above is performed depending on: the level of abnormal combustion in the selected abnormal combustion cylinder, the temperature of the engine coolant measured by the engine engine coolant temperature sensor 53 , and / or the temperature of the intake air measured from the intake temperature sensor 55 in step S43. In step S43, the unit for increasing the fuel supply determines 63 Whether the task for rich mixture for the selected cylinder with abnormal combustion is continuous or discontinuous for continuous multiple engine operation cycles 1 in the same procedure as the process in step S42 is executed.

In step S44, the ECM is used 60 as the unit for increasing the fuel supply 63 to perform the rich mixture task for an abnormal combustion cylinder selected in step S42 or step S43 in accordance with the information on how to perform the rich mixture task for the selected abnormal combustion cylinder. Specific increases the unit to increase the fuel supply 63 in step S44, fuel supply to an abnormal combustion cylinder from a corresponding injector 16 during an operating cycle of the engine 1 while increasing an amount of fuel flowing into the other cylinders with abnormal combustion from the corresponding injectors 16 is injected, is prevented. In other words, the unit performs to increase the fuel supply 63 in step S44, an increase in an amount of fuel to be injected only into a selected cylinder of abnormal combustion.

Other structures and functions of the system according to this embodiment are substantially identical to those of the system according to the first or second embodiment.

If there are multiple cylinders with abnormal combustion, the system is to control combustion conditions in the engine 1 configured according to this embodiment to:
perform the rich mixture task for the respective abnormal combustion cylinders in the descending order of the abnormal combustion levels in the respective abnormal combustion cylinders or in the ignition order of the abnormal combustion cylinders in accordance with the information, for example, abnormal levels Combustion in the cylinders correlates with abnormal combustion, that is, the information as to whether the rich mixture task is to be performed continuously or discontinuously for each of the abnormal combustion cylinders.

This configuration increases an amount of fuel to be injected into the abnormal combustion cylinders by the duration of the abnormal combustion in the abnormal combustion cylinders in the descending order of the abnormal combustion levels in the abnormal combustion cylinders or in the firing order of the cylinders to reduce the abnormal combustion. This makes it possible to reduce the periods of abnormal combustion in the abnormal combustion cylinders in a correct order of the abnormal combustion cylinders.

In each of the first to third embodiments, the ECM is used 60 and the sensors 51 of 56 as the system for controlling combustion conditions in the engine 1 ,

In the third embodiment, the system is configured to determine the frequency, that is, the number of operating cycles of the engine 1 to solve the rich mixture task for a selected abnormal combustion cylinder depending on the level of abnormal combustion in the selected abnormal combustion cylinder, the temperature of the engine coolant measured by the engine coolant temperature sensor 53 , and / or the temperature of the air inlet, measured from the inlet temperature sensor 55 to execute. However, each of the first to third embodiments is not limited to the configuration that the period for performing the rich mixture task for a selected abnormal combustion cylinder in operation cycles of the engine 1 certainly.

Specifically, the system of any one of the first to third embodiments may be configured to increase the amount of time to increase the duty of the rich mixture for a selected abnormal combustion cylinder with an increase in the level of abnormal combustion in the selected abnormal combustion cylinder , an increase in the temperature of the engine coolant measured by the engine coolant temperature sensor 53 and / or an increase in the temperature of the intake air measured by the intake air temperature sensor 55 ,

In each of the first to third embodiments, the system is for controlling combustion conditions in the engine 1 configured to use the vehicle acceleration sensor 52 and the engine speed sensor 54 to determine whether the level of vehicle vibration due to the engine vibration has reached a predetermined level. However, each of the first to third embodiments is not limited to the configuration. Specifically, the system according to each of the first to third embodiments may be configured to determine whether the level of the vehicle vibration due to the engine vibration has reached a predetermined level by using at least one of the remaining sensors installed in the vehicle and not the vehicle acceleration sensor 52 and the engine speed sensor 54 is.

In each of the first to third embodiments, the system is for controlling combustion conditions in the engine 1 configured to use the vehicle acceleration sensor 52 and the engine speed sensor 54 to determine if the level of vehicle vibrations has reached a predetermined level. However, each of the first to third embodiments is not limited to the configuration. Specifically, the system according to each of the first to third embodiments may be configured to use the vehicle acceleration sensor 52 and the engine speed sensor 54 to determine if the level of vehicle vibrations has reached a predetermined level. This configuration is effective when either the vehicle acceleration sensor 52 or the engine speed sensor 54 is installed in the vehicle.

In each of the first to third embodiments, the system is configured to determine, based on the measured signals, that of the knock sensors 56 are sent to determine whether abnormal combustion occurs in a cylinder, but each of the first to third embodiments is not limited thereto. Specifically, the system according to each of the first to third embodiments may be implemented with an ion current sensor 81 be equipped for each cylinder, as in 2 illustrated is provided. The ion current sensor 81 which is provided for a cylinder, for example, is electrically connected to the ignition coil 6 , the corresponding spark plug and the ECM 60 connected. The ion current sensor 81 For example, it may be operated to provide a sense voltage between the center electrode and the ground electrode of the spark plug via the ignition coil 6 to apply ion currents through the ignition coil 6 during combustion of the air-fuel mixture in the combustion chamber of the cylinder to produce. The ion current sensor 81 can be operated to monitor the generated ion currents and the monitored ion currents to the ECM 60 issue. The ECM 60 is configured to determine whether abnormal combustion, such as knocking and pre-ignition, occurs in the combustion chamber of the cylinder based on the monitored ion currents (see step S1 of FIG 3 ). The ion current sensor 81 can be eliminated from the system when the knock sensors are used to determine if abnormal combustion is occurring in the combustion chamber of the cylinder.

In each of the first to third embodiments, the ECM 60 be configured to the inlet VVT actuators 31 in order to retard the closing control of the intake valve member for at least one abnormal combustion cylinder as compared with a normal closing control of the same intake valve member for the same cylinder in which abnormal combustion does not occur. In this change, the ECM 60 For example, to be configured to:
perform the task of delaying the closing control of the intake valve element for at least one cylinder with abnormal combustion before the rich mixture task is carried out for it in step S5, and
to perform the rich mixture task for the at least one abnormal combustion cylinder only when the task of delaying closing control of the intake valve member for the at least one abnormal combustion cylinder can not sufficiently suppress abnormal combustion in the at least one abnormal combustion cylinder.

Although illustrative embodiments of the present disclosure have been described herein, the present disclosure is not limited to the embodiments described herein, but includes all embodiments that include changes, omissions, combinations (eg, aspects of various embodiments), adjustments, and / or modifications. as one of ordinary skill in the art would appreciate based on the present disclosure. The limitations in the claims must be construed comprehensively based on the language used in the claims, and must not be limited to examples described in the present specification or during the application, which examples are not to be construed as exclusive ,

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• JP 2012-130089 [0001]
• JP 11-36906 [0003, 0004, 0005]
• JP 3382771 [0006, 0106, 0108]

Claims (10)

A system for controlling a combustion condition in at least one cylinder of an internal combustion engine of a vehicle, the system comprising: a determiner of abnormal combustion configured to determine if abnormal combustion occurs in the at least one cylinder; a fuel supply increasing unit for determining, in determining that abnormal combustion occurs in the at least one cylinder, an amount of fuel to be supplied to the at least one cylinder compared to an amount of fuel that is not abnormal in the same cylinder Increase combustion occurs is to increase; a vibration determiner configured to determine whether a vibration level of the vehicle has reached a predetermined level; and a deactivation unit configured to determine, in determining that the vibration level of the vehicle has reached the predetermined level, while the fuel increase unit increases the fuel amount to be supplied into the at least one cylinder, the fuel supply increase unit to prevent increasing the amount of fuel to be delivered into the at least one cylinder. The system of claim 1, wherein the at least one cylinder of the internal combustion engine consists of a plurality of cylinders in the internal combustion engine, the internal combustion engine having repeated operating cycles configured to determine abnormal combustion to determine abnormal combustion in a plurality of cylinders including cylinders abnormal combustion occurs in the plurality of cylinders, and the unit for increasing the fuel amount is configured to: sequentially select one of the cylinders with abnormal combustion in a given order; and to increase the amount of fuel to be supplied to a sequentially selected one of the abnormal combustion cylinders at every operating cycle of the internal combustion engine. The system of claim 1, wherein the at least one cylinder comprises a plurality of cylinders in the internal combustion engine, the vehicle is configured such that each of the plurality of cylinders of the internal combustion engine is connectable to an exhaust manifold, the exhaust manifold being connectably coupled to an exhaust passage, and a catalyst is disposed in the exhaust passage, the system further comprising: a fuel supply decreasing unit configured to supply an amount of fuel to be supplied into at least one remaining cylinder in the plurality of cylinders other than the selected one into which the fuel quantity to be supplied from the fuel supply increasing device is increased, so that an air-fuel ratio of the exhaust gases from the plurality of cylinders in the exhaust gas passage becomes an ideal air-fuel ratio. The system of claim 3, wherein when the at least one remaining cylinder in the plurality of cylinders other than the selected cylinder is a plurality of remaining cylinders thereof that are not the selected one of the cylinders, the fuel supply decreasing unit is configured to operate Reduce the amount of fuel to be delivered in each of the several remaining cylinders evenly. The system of claim 1, wherein the at least one cylinder is comprised of a plurality of cylinders in the internal combustion engine, and the abnormal combustion determiner is configured to determine that abnormal combustion in a plurality of cylinders called abnormal combustion cylinders is in the plural of cylinders, the system further comprising: an abnormal combustion level detector configured to detect a level of abnormal combustion in each of the abnormal combustion cylinders; the fuel increase unit is configured to increase the amount of fuel to be delivered to the abnormal combustion cylinders in either: a firing order of the cylinders with abnormal combustion of the internal combustion engine; or a descending order of the levels of abnormal combustion detected by the abnormal combustion level detector. The system of claim 1, further comprising: an abnormal combustion level detector configured to detect a level of abnormal combustion in the at least one cylinder; wherein the fueling increase unit is configured to increase a time to increase the amount of fuel to be delivered to the at least one cylinder while the level of abnormal combustion in the at least one cylinder detected by the abnormal combustion level detector is detected increases. The system of claim 1, further comprising: a coolant temperature sensor configured to measure a temperature of a coolant in the internal combustion engine, wherein the fueling increase unit is configured to increase a time for increasing the amount of fuel to be supplied to the at least one cylinder as the temperature of the coolant in the engine increases. The system of claim 1, further comprising: an intake temperature sensor configured to measure an intake air temperature in the internal combustion engine, wherein the fuel supply increasing unit is configured to increase a time for increasing an amount of fuel to be supplied to the at least one cylinder as the temperature of the intake air increases. The system of claim 6, wherein the internal combustion engine has repeated operating cycles, and the fueling increase unit is configured to increase the amount of fuel to be delivered into the at least one cylinder during a continuous plurality of operating cycles of the internal combustion engine, thereby increasing the time to increase the amount of fuel to be delivered in the at least one cylinder to extend. The system of claim 1, further comprising: an acceleration determiner configured to determine whether an acceleration of the vehicle while the vehicle is traveling is less than a predetermined threshold, wherein upon determining that the acceleration of the vehicle when driving the vehicle is less than the predetermined threshold, the fuel increase unit is configured to avoid increasing the amount of fuel to be delivered into the at least one cylinder.

Images