EP1479898B1 - Appareil de commande de combustion pour moteur à combustion interne - Google Patents

Appareil de commande de combustion pour moteur à combustion interne Download PDF

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Publication number
EP1479898B1
EP1479898B1 EP20040011991 EP04011991A EP1479898B1 EP 1479898 B1 EP1479898 B1 EP 1479898B1 EP 20040011991 EP20040011991 EP 20040011991 EP 04011991 A EP04011991 A EP 04011991A EP 1479898 B1 EP1479898 B1 EP 1479898B1
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EP
European Patent Office
Prior art keywords
combustion
fuel injection
injection amount
fuel ratio
amount
Prior art date
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Expired - Fee Related
Application number
EP20040011991
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German (de)
English (en)
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EP1479898A3 (fr
EP1479898A2 (fr
Inventor
Tatsumasa Sugiyama
Masato Tsuzuki
Masahiko Ishikawa
Nobuki Kobayashi
Jun Tahara
Hidenaga Kato
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Toyota Industries Corp
Toyota Motor Corp
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Toyota Industries Corp
Toyota Motor Corp
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Publication of EP1479898A2 publication Critical patent/EP1479898A2/fr
Publication of EP1479898A3 publication Critical patent/EP1479898A3/fr
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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
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
    • F02D41/062—Introducing corrections for particular operating conditions for engine starting or warming up for starting
    • F02D41/064—Introducing corrections for particular operating conditions for engine starting or warming up for starting at cold start
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
    • F02D41/1473—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the regulation method
    • F02D41/1475—Regulating the air fuel ratio at a value other than stoichiometry
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/04—Engine intake system parameters
    • F02D2200/0406—Intake manifold pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/06—Fuel or fuel supply system parameters
    • F02D2200/0602—Fuel pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/60—Input parameters for engine control said parameters being related to the driver demands or status
    • F02D2200/602—Pedal position
    • 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
    • F02D41/0002—Controlling intake air
    • F02D41/0007—Controlling intake air for control of turbo-charged or super-charged engines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/18—Circuit arrangements for generating control signals by measuring intake air flow
    • F02D41/187—Circuit arrangements for generating control signals by measuring intake air flow using a hot wire flow sensor

Definitions

  • the present invention relates to a combustion control apparatus for an internal combustion engine for controlling the combustion state of an air fuel mixture in each combustion chamber.
  • a first patent document discloses an internal combustion engine in which low temperature combustion is carried out when the operating condition of the engine is in a low load operating range, and ordinary combustion is carried out when the engine operating condition is in a high load operating range, but when an oxidation catalyst arranged on an exhaust passage is not activated, ordinary combustion is performed so as to suppress the discharge or emission of unburnt hydrocarbons even if the engine operating condition is in the low load operating range.
  • combustion or burning of an air fuel mixture is carried out with an air fuel ratio of a mixture in the combustion chamber being held considerably higher than the stoichiometric air fuel ratio at the time of ordinary combustion, whereas combustion or burning is carried out with the air fuel ratio of the mixture in the combustion chamber being held relatively low at the time of low temperature combustion in which the amount of burnt gas components in the mixture is large with a small proportion of air.
  • the actual fuel injection amount is increased or decreased to an amount of injection fuel corresponding to the required load (hereinafter referred to as "required fuel injection amount"), but when the actual fuel injection amount increases rapidly, there will take place deterioration of driveability resulting from an abrupt increase in the engine torque, generation of combustion noise and misfiring, etc.. Accordingly, in internal combustion engine, the actual fuel injection amount is generally controlled to change gradually even upon a change in the required load.
  • the combustion of a mixture in the combustion chamber when carried out at a low air fuel ratio thereof such as at the time of low temperature combustion, is liable to become unstable in comparison with the case where the combustion of a mixture in the combustion chamber is carried out at a high air fuel ratio of the mixture such as at the time of ordinary combustion, and hence it is necessary to more accurately control the air fuel ratio of the mixture in the combustion chamber so as to obtain stable combustion.
  • an operating range of the engine in which the low air fuel ratio combustion can be carried out in a stable manner is limited to a low load operating range. Therefore, in the internal combustion engines that selectively switch between high air fuel ratio combustion and low air fuel ratio combustion, as stated above, an operating range of the engine in which low air fuel ratio combustion is carried out is decided to be a low load operating range or a part thereof, and hence a high load operating range becomes an operating range of the engine in which high air fuel ratio combustion is carried out.
  • the high air fuel ratio combustion and the low air fuel ratio combustion are selectively switched over based on the number of revolutions of the engine and the actual fuel injection amount. That is, the combustion state in the combustion chamber is switched into the low air fuel ratio combustion when the actual fuel injection amount becomes an amount of injection fuel corresponding to the low load operating range, whereas the combustion state in the combustion chamber is switched into the high air fuel ratio combustion when the actual fuel injection amount becomes an amount of injection fuel corresponding to the high load operating range.
  • the rate of increase of the actual fuel injection amount is made slower at the time of low air fuel ratio combustion than that at the time of high air fuel ratio combustion so as to perform stable combustion, as stated above.
  • the present invention is intended to provide, in an internal combustion engine which selectively switches between high air fuel ratio combustion and low air fuel ratio combustion, a technique which is capable of obtaining stable combustion as well as better acceleration or deceleration performance of the engine.
  • the present invention adopted the following solution. That is, according to the present invention, in a combustion control apparatus for an internal combustion engine in which a combustion state in a combustion chamber is selectively switched between high air fuel ratio combustion and low air fuel ratio combustion, a switching determination parameter for switching the combustion state from the low air fuel ratio combustion into the high air fuel ratio combustion is made to be a required fuel injection amount corresponding to a required load of the engine, and a switching determination parameter for switching the combustion state from the high air fuel ratio combustion into the low air fuel ratio combustion is made to be an actual fuel injection amount which is an amount of fuel to be injected into the combustion chamber each time fuel injection is performed.
  • a combustion control apparatus for an internal combustion engine in which a combustion state in a combustion chamber is selectively switched between high air fuel ratio combustion in which combustion is performed at an air fuel ratio of a mixture in the combustion chamber higher than a predetermined air fuel ratio, and low air fuel ratio combustion in which combustion is performed at an air fuel ratio of the mixture in the combustion chamber lower than or equal to the predetermined air fuel ratio, characterized in that a fuel injection control part is provided which includes a required fuel injection amount calculation part that calculates a required fuel injection amount which is an amount of injection fuel corresponding to a required load of the engine and an actual fuel injection amount calculation part that calculates an actual fuel injection amount which is an amount of fuel to be injected into the combustion chamber each time fuel injection is performed, and the fuel injection control part gradually changes, upon change of the required load, the actual fuel injection amount to the required fuel injection amount, and controls the change speed of the actual fuel injection amount, which is gradually changed when the combustion state is in the low air fuel ratio combustion, to be more gradual than that when
  • the predetermined air fuel ratio is a relatively low air fuel ratio in which when combustion is performed at an air fuel ratio lower than or equal to the predetermined air fuel ratio, combustion is liable to become unstable due to a small amount of air, and hence it is necessary to more accurately control the amount of air and the amount of fuel supplied for the combustion so as to provide good combustion.
  • One example of the predetermined air fuel ratio is an upper limit of the air fuel ratio at the time of low temperature combustion.
  • Another example may be a value between from the neighborhood of the stoichiometric air fuel ratio up to about an air fuel ratio (A/F) of 25. Therefore, the low air fuel ratio combustion is not limited to combustion at an air fuel ratio richer than the stoichiometric air fuel ratio.
  • the actual fuel injection amount is controlled so that it does not become the required fuel injection amount at once but is increased or decreased gradually.
  • the actual fuel injection amount is changed more gradual at the time of low air fuel ratio combustion than at the time of high air fuel ratio combustion. Stated in other words, the actual fuel injection amount changes more quickly at the time of high air fuel ratio combustion than at the time of low air fuel ratio combustion.
  • the operating condition of the engine is in an operating range in which the low air fuel ratio combustion is performed (hereinafter referred to as “low air fuel ratio combustion range”) and the combustion state is in the low air fuel ratio combustion
  • low air fuel ratio combustion range when an request is made for acceleration or deceleration to an operating range in which the high air fuel ratio combustion is performed (hereinafter referred to as “high air fuel ratio combustion range"), the required fuel injection amount immediately becomes an injection fuel amount corresponding to the high air fuel ratio combustion range.
  • a parameter used when the combustion state is switched from the low air fuel ratio combustion into the high air fuel ratio combustion is the required fuel injection amount, so the combustion state is switched into the high air fuel ratio combustion at once.
  • the actual fuel injection amount changes more quickly, making it possible to obtain better acceleration or deceleration performance.
  • a parameter used when the combustion state is switched from the high air fuel ratio combustion into the low air fuel ratio combustion is the actual fuel injection amount. Accordingly, in case where the operating condition of the engine is in the high air fuel ratio combustion range and the combustion state is in the high air fuel ratio combustion, when a request is made for acceleration or deceleration to the low air fuel ratio combustion range, the combustion state is switched into the low air fuel ratio combustion after the actual fuel injection amount has become a fuel injection amount corresponding to the low air fuel ratio combustion range, namely, after the operating condition of the engine has become the low air fuel ratio combustion range. As a result, the combustion state is by no means switched into the low air fuel ratio combustion when the operating condition of the engine is in an operating range in which the low air fuel ratio combustion is difficult to be performed, and hence more stable low air fuel ratio combustion can be carried out.
  • a switching determination parameter for switching the combustion state at the time of a transient operation such as for example acceleration
  • a switching determination parameter for switching the combustion state at the time of a transient operation such as for example deceleration, from the high load operating range into the low load operating range may be made to be the actual fuel injection amount
  • the combustion state is switched into the high air fuel ratio combustion at once when a request is made for acceleration to the high load operating range in which the high air fuel ratio combustion is performed.
  • the actual fuel injection amount changes more quickly, and better acceleration performance can be obtained.
  • the required fuel injection amount calculation part may calculate the required fuel injection amount based on the number of revolutions of the engine and the degree of opening of an accelerator pedal.
  • the fuel injection control part sets a variable fuel amount, which is a fuel injection amount able to be increased or decreased each time fuel injection is carried out when the actual fuel injection amount is gradually changed, separately for the low temperature combustion and the ordinary combustion, respectively, the variable fuel amount is separately set for the high air fuel ratio combustion and the low air fuel ratio combustion, respectively, and the fuel injection control part sets a variable fuel amount at the time of low air fuel ratio combustion to be smaller than a variable fuel amount at the time of high air fuel ratio combustion.
  • the actual fuel injection amount can be controlled to change gradually even when the required load is changed. Also, by setting the variable fuel amount at the time of low air fuel ratio combustion to be smaller than the variable fuel amount at the time of high air fuel ratio combustion, it is possible to control the change rate or speed of the actual fuel injection amount, which is gradually changed at the time of low air fuel ratio combustion, to be more gradual than the change speed of the actual fuel injection amount, which is gradually changed at the time of high air fuel ratio combustion. Accordingly, the air fuel ratio of the mixture in the combustion chamber can be controlled more accurately at the time of low air fuel ratio combustion, thereby making it possible to suppress an increase in the amount of smoke to be emitted and generation of misfiring.
  • the combustion state in the combustion chamber is switched into the high air fuel ratio combustion when the operating condition of the engine is in the high load operating range, and switched into the low air fuel ratio combustion when the operating condition of the engine is in the low load operating range, as stated above.
  • the actual fuel injection amount calculation part compares an actual fuel injection amount, which was calculated upon the last fuel injection and which is added by the variable fuel amount, with the required fuel injection amount, and calculates the value of the small one as a current actual fuel injection amount
  • the actual fuel injection amount calculation part compares the actual fuel injection amount, which was calculated upon the last fuel injection and which is subtracted by the variable fuel amount, with the required fuel injection amount, and calculates the value of the greater one as a current actual fuel injection amount.
  • the actual fuel injection amount is successively increased by the variable fuel amount each time fuel injection is performed until it reaches the required fuel injection amount, whereas when the required load decreases such as upon deceleration for example, the actual fuel injection amount is successively decreased by the variable fuel amount each time fuel injection is performed until it reaches the required fuel injection amount.
  • the actual fuel injection amount upon each fuel injection is calculated in the above manner, a comparison is made between the actual fuel injection amount calculated upon each fuel injection and the required fuel injection amount, and the value of the greater one may be made as a switching determination parameter for switching the combustion state.
  • a switching determination parameter for switching the combustion state at the time of a transient operation from the low load operating range into the high load operating range can be made to be the required fuel injection amount
  • a switching determination parameter for switching the combustion state at the time of a transient operation from the high load operating range into the low load operating range can be made to be the actual fuel injection amount
  • the low air fuel ratio combustion may be the low temperature combustion
  • the high air fuel ratio combustion may be the ordinary combustion
  • the predetermined air fuel ratio be an upper limit of the air fuel ratio at the time of low temperature combustion.
  • an operating range of the engine, in which the combustion state is controlled to be the low temperature combustion is made as a low temperature combustion range
  • an operating range of the engine, in which the combustion state is controlled to be the ordinary combustion is made as an ordinary combustion range.
  • the combustion state is switched from the low temperature combustion into the ordinary combustion when the required fuel injection amount becomes an fuel injection amount corresponding to a threshold between the low temperature combustion range and the ordinary combustion range.
  • the combustion state is switched from the ordinary combustion into the low temperature combustion when the actual fuel injection amount becomes a fuel injection amount corresponding to a threshold between the low temperature combustion range and the ordinary combustion range.
  • an exhaust gas purification catalyst which has a property of gradually accumulating sulfur components in an exhaust gas, disposed on an exhaust passage, in order to raise the temperature of the exhaust gas purification catalyst as well as to make an ambient atmosphere a rich one for the release of the accumulated sulfur components therefrom, combustion is performed at a low air fuel ratio of a mixture in a combustion chamber to lower the air fuel ratio of the exhaust gas, and a reducing agent is further added to the exhaust passage at a location upstream of the exhaust gas purification catalyst (hereinafter this control is referred to as "sulfur poisoning regeneration control").
  • the low air fuel ratio combustion may be combustion in the combustion chamber at the time of the sulfur poisoning regeneration control, or the low temperature combustion may be combustion in the combustion chamber at the time of the sulfur poisoning regeneration control,
  • Fig. 1 is a view that illustrates the schematic construction of an internal combustion engine and its combustion control apparatus according to a first embodiment of the present invention.
  • the internal combustion engine (hereinafter also referred to simply as an engine), generally designated at reference numeral 1 as illustrated in Fig. 1 , is a multi-cylinder diesel engine having four cylinders 2.
  • the engine 1 is provided with fuel injection valves 3, one for each cylinder 2, for directly injecting fuel into a combustion chamber of each cylinder 2.
  • the respective fuel injection valves 3 are connected with an accumulator or common rail 4 that serves to accumulate or pressurized up the fuel to a prescribed pressure.
  • a common rail pressure sensor 4a is mounted on the common rail 4 for generating an electric signal corresponding to the pressure of the fuel in the common rail 4.
  • the common rail 4 is in communication with a fuel pump 6 through a fuel feed pipe 5.
  • the pump 6 is driven to operate by the rotational torque of an output shaft or crankshaft of the engine 1 which serves as a drive source, and a pump pulley 6a mounted on an input shaft of the fuel pump 6 is operatively connected through a belt 7 with a crankshaft pulley 1 a mounted on the crankshaft of the engine 1.
  • the fuel supplied to the common rail 4 by the fuel pump 6 through the fuel feed pipe 5 is accumulated or pressurized up to a predetermined pressure in the common rail 4 and distributed to the fuel injection valves 3 of the respective cylinders 2. Thereafter, when a drive current is applied to the fuel injection valves 3, the fuel injection valves 3 are operated to open so that fuel is injected from the fuel injection valves 3 into the corresponding cylinders 2, respectively.
  • An intake manifold 18 is connected with the engine or engine proper 1 in such a manner that it is in communication with the combustion chambers of the respective cylinders 2 through intake ports (not illustrated), respectively.
  • the intake manifold 18 is connected with an intake pipe 9, on which an air cleaner box 10, an air flow meter 11 for generating an electric signal corresponding to the mass of the intake air flowing in the intake pipe 9, a compressor housing 15a of a centrifugal supercharger (turbocharger) 15, an intercooler 16 and a throttle valve 13 are sequentially mounted in this order from an upstream side of the intake pipe 9.
  • a throttle actuator 14 for driving the throttle valve 13 to open and close is mounted on the throttle valve 13, so that the flow rate of the intake air flowing in the intake pipe 9 is adjusted in accordance with the opening and closing movement of the throttle valve 13.
  • an exhaust manifold 18 is connected with the engine or engine proper 1 in such a manner that it is in communication with the combustion chambers of the respective cylinders 2 through exhaust ports 30, respectively.
  • the exhaust manifold 18 is connected with a turbine housing 15b of the centrifugal supercharger 15. Also, the turbine housing 15b is connected with an exhaust pipe 19. An exhaust gas purification catalyst 20 is disposed on the exhaust pipe 19 which is connected with an unillustrated muffler at a location downstream of the exhaust gas purification catalyst 20.
  • an exhaust gas recirculation device 40 is attached to the internal combustion engine 1 for recirculating a part of the exhaust gas flowing in the exhaust system of the engine 1 into the intake system.
  • the exhaust gas recirculation device 40 includes an exhaust gas recirculation passage (EGR passage) 25 formed to extend from the exhaust manifold 18 through the interior of cylinder heads to a joint portion of the intake manifold 18, an exhaust gas recirculation flow regulation valve (EGR valve ) 26 in the form of an electromagnetic valve or the like for adjusting the flow rate of the exhaust gas flowing in the EGR passage 25 (hereinafter referred to as EGR gas) in proportion to the magnitude of a voltage applied thereto, and an EGR cooler 27 arranged in the EGR passage 25 at a location upstream of the EGR valve 26 for cooling the EGR gas flowing in the EGR passage 25.
  • EGR passage exhaust gas recirculation passage
  • EGR valve exhaust gas recirculation flow regulation valve
  • the exhaust gas recirculation device 40 constructed in this manner, when the EGR valve 26 is opened, a part of the exhaust gas flowing in the exhaust manifold 18 passes through the EGR passage 25 and flows into the joint portion of the intake manifold 18 while being cooled by the EGR cooler 27.
  • the EGR gas flowing into the intake manifold 18 forms into an air fuel mixture while being mixed with fresh air coming from the upstream side of the intake manifold 18, and is distributed to the combustion chambers of each cylinder 2.
  • An electronic control unit (ECU) 35 for controlling the engine 1 is provided in conjunction with the engine 1 as constructed in the above manner.
  • This ECU 35 serves to control the operating conditions of the engine 1 in accordance with the operating state of the vehicle and driver's requirements.
  • Various kinds of sensors such as the common rail pressure sensor 4a, the air flow meter 11, an intake pipe pressure sensor 17 for sensing the pressure of intake air in the intake pipe 9, a crank position sensor 33 for sensing the rotational angle or position of the crankshaft, an accelerator opening sensor 36 for sensing the degree of opening or depression of an accelerator pedal, etc., are connected to the ECU 35 through electric wiring, so that the output signals of these sensors are input to the ECU 35.
  • the fuel injection valves 3, the throttle actuator 14, the EGR valve 26 and the like are also connected to the ECU 35 through electric wiring, so that they can be controlled by the ECU 35.
  • the ECU 35 includes a CPU, a ROM, a RAM and the like, and calculates, for example, the number of revolutions of the engine based on time intervals between pulses in the output signal of the crank position sensor 33, as well as the amount of the intake air supplied to each combustion chamber based on the output signals of the air flow meter 11 and the intake pipe pressure sensor 17.
  • the internal combustion engine 1 operates to selectively switch between a low temperature combustion state (corresponding to the low air fuel ratio combustion according to the present invention), in which the amount of generation of soot is suppressed by making, under the control of the exhaust gas recirculation device 40, the amount of the EGR gas (corresponding to the burnt gas components in the present invention) supplied to each combustion chamber greater than an amount of EGR gas at the time when the amount of generation of soot, which increases in accordance with the increasing amount of the EGR gas supplied to each combustion chamber, becomes maximum in a state of fuel injection timing, at which fuel is injected into each combustion chamber, being fixed, and an ordinary combustion state (corresponding to the high air fuel ratio combustion according to the present invention), in which the EGR gas in each combustion chamber is less than the above-mentioned amount of EGR gas with which the amount of generation of soot becomes maximum.
  • a low temperature combustion state corresponding to the low air fuel ratio combustion according to the present invention
  • a first operating range of the engine in which the low temperature combustion is performed (hereinafter referred to as a low temperature combustion range) and a second operating range of the engine in which the ordinary combustion is performed (hereinafter referred to as an ordinary combustion range) are respectively set based on the number of revolutions and the engine load, and the low temperature combustion range is set in the low load operating range.
  • combustion is carried out at an air fuel ratio of the mixture in each combustion chamber considerably higher than the stoichiometric air fuel ratio, whereas at the time of low temperature combustion in which the amount of EGR gas is large and the amount of intake air is small, as stated above, combustion is carried out at an air fuel ratio of the mixture in each combustion chamber lower than that at the time of ordinary combustion.
  • the actual fuel injection amount is controlled to change gradually to reach the required fuel injection amount so as to avoid generation of defects such as deterioration of driveability due to a rapid change in the engine torque, combustion noise and misfiring, etc..
  • variable amount of injection fuel (hereinafter referred to as a variable fuel amount), which is able to be increased or decreased each time fuel injection is carried out, is set separately for the low temperature combustion and the ordinary combustion, so that the change of the actual fuel injection amount becomes more gradual at the time of the low temperature combustion than at the time of the ordinary combustion. That is, this variable fuel amount is set smaller in the low temperature combustion than in the ordinary combustion, and the amount of injection fuel is controlled in a different manner at the time of low temperature combustion and at the time of ordinary combustion, based on the required fuel injection amount, the variable fuel amount, the number of revolutions of the engine, etc.
  • the required fuel injection amount eqgov inevitably increases at once, as shown by the fuel injection amount indicated at a solid line in Fig. 3 .
  • the actual fuel injection amount eqfin does not immediately become the required fuel injection amount eqgov but gradually increases, as shown by the fuel injection amount indicated at a broken line in Fig. 3 .
  • the combustion state is switched from the low temperature combustion into the ordinary combustion when the actual fuel injection amount eqfin becomes a fuel injection amount (i.e., indicated by an alternate long and short dash line in Fig. 3 ) corresponding to a threshold between the low temperature combustion range and the ordinary combustion range, as shown by the combustion state indicated at a broken line in Fig. 3 .
  • the required fuel injection amount eqgov is used as a determination parameter for switching the combustion state in each combustion chamber from the low temperature combustion into the ordinary combustion.
  • the combustion state in each combustion chamber is switched from the low temperature combustion into the ordinary combustion when the required fuel injection amount eqgov becomes the fuel injection amount corresponding to the threshold between the low temperature combustion range and the ordinary combustion range, as shown by the combustion state indicated at a solid line in Fig. 3 .
  • the combustion state can be switched into the ordinary combustion more early at the time of acceleration.
  • the required fuel injection amount eqgov inevitably decreases at once.
  • the actual fuel injection amount eqfin does not become the required fuel injection amount eqgov at once but gradually decreases, as stated above.
  • the combustion is switched from the ordinary combustion into the low temperature combustion when the actual fuel injection amount eqfin becomes the fuel injection amount corresponding to the threshold between the low temperature combustion range and the ordinary combustion range.
  • a switching determination parameter used when the combustion state is switched from the low temperature combustion into the ordinary combustion namely a switching determination parameter used upon switching of the combustion state during acceleration
  • a switching determination parameter used when the combustion state is switched from the ordinary combustion into the low temperature combustion namely a switching determination parameter used upon switching of the combustion state during deceleration is the actual fuel injection amount eqfin.
  • the combustion state is switched into the ordinary combustion more early so that the actual fuel injection amount can be increased more quickly, thereby making it possible to provide better acceleration performance.
  • the combustion state is switched into the low temperature combustion after the actual fuel injection amount has become a fuel injection amount corresponding to the low temperature combustion range, namely, after the operating condition of the internal combustion engine 1 has been changed into the low temperature combustion range, so that more stable low temperature combustion can be carried out, thus making it possible to suppress the emission of smoke, misfiring and deterioration of combustion noise.
  • the flow chart in Fig. 4 illustrates the combustion state switching control routine according to this embodiment.
  • This combustion state switching control routine is executed by the ECU 35 each time fuel is injected into each combustion chamber, and it is stored in advance in the ROM of the ECU 35.
  • step S101 the ECU 35 detects whether the current combustion state is the low temperature combustion or the ordinary combustion.
  • the combustion state at this time may be detected from the result of the last execution of this routine.
  • step S102 the ECU 35 calculates the required fuel injection amount eqgov based on the number of revolutions N of the engine and the degree of opening D of the accelerator pedal.
  • step S103 the ECU 35 calculates a variable fuel amount ⁇ Q corresponding to the combustion state detected in step S101, and then it advances to step S104.
  • step S104 the degree of opening D of the accelerator pedal increases, i.e., when the vehicle or engine is accelerated, the ECU 35 compares an actual fuel injection amount eqfin', which was calculated when this routine was last executed and which is added by the variable fuel amount ⁇ Q calculated in step S103, with the required fuel injection amount eqgov calculated in step S102, and calculates the value of the small one as a current actual fuel injection amount eqfin.
  • step S104 when in step S104, the degree of opening D of the accelerator pedal decreases, i.e., when the vehicle or engine is decelerated, the ECU 35 compares the actual fuel injection amount eqfin', which was calculated when this routine was last executed and which is subtracted by the variable fuel amount ⁇ Q calculated in step S103, with the required fuel injection amount eqgov calculated in step S102, and calculates the value of the greater one as a current actual fuel injection amount eqfin.
  • the actual fuel injection amount eqfin is successively increased by the variable fuel amount ⁇ Q each time fuel injection is performed until it reaches the required fuel injection amount eqgov.
  • the actual fuel injection amount eqfin is successively decreased by the variable fuel amount ⁇ Q each time fuel injection is performed until it reaches the required fuel injection amount eqgov.
  • step S105 the ECU 35 makes a comparison between the required fuel injection amount eqgov calculated in step S102 and the actual fuel injection amount eqfin calculated in step S104, and calculates the value of the greater one as a determination fuel injection amount eqmdcb, which becomes a combustion state switching determination parameter.
  • step S106 the ECU 35 determines a combustion state into which the current combustion is to be switched, based on the determination fuel injection amount eqmdcb and the number of revolutions N of the engine calculated in step S105, after which the control flow goes to step S107.
  • step S107 the ECU 35 switches the combustion state in each combustion chamber into the combustion state determined in step S106, and then completes the execution of this routine.
  • the determination fuel injection amount eqmdcb at the time of acceleration becomes the required fuel injection amount eqgov
  • the determination fuel injection amount eqmdcb at the time of deceleration becomes the actual fuel injection amount eqfin. That is, at the time of acceleration, the combustion state is switched over by using the required fuel injection amount eqgov as a switching determination parameter, whereas at the time of deceleration, the combustion state is switched over by using the actual fuel injection amount eqfin as a switching determination parameter.
  • broken line arrows (1) and (2) represent the flow of signals from the crank position sensor 33 and the accelerator opening sensor 36 to the ECU 35, respectively, and broken line arrow (3) represents the flow of a signal from the ECU 35 to the fuel injection valves 3.
  • a fuel injection amount control program 101 for calculating the amount of fuel to be injected into each combustion chamber is stored in the ECU 35, and includes a required fuel injection amount calculation program 102 for calculating the required fuel injection amount eqgov and an actual fuel injection amount calculation program 103 for calculating the actual injection fuel amount eqfin.
  • the required injection fuel amount eqgov is calculated based on the number of revolutions N of the engine and the degree of opening D of the accelerator pedal, and by executing the actual fuel injection amount calculation program 103, the actual fuel injection amount eqfin is calculated each time fuel injection is carried out. Also, by executing the fuel injection control program 101, fuel injections by the fuel injection valves 3 are controlled based on the required fuel injection amount eqgov and the actual fuel injection amount eqfin calculated by the calculation programs 102, 103, respectively.
  • the required fuel injection amount calculation program 102 constitutes a required fuel injection amount calculation part according to the present invention
  • the actual fuel injection amount calculation program 103 constitutes an actual fuel injection amount calculation part according to the present invention
  • the fuel injection amount control program 101 constitutes a fuel injection amount control part according to the present invention.
  • the combustion state can be occasionally switched by deceleration from the low temperature combustion into the ordinary combustion, but at such a time, too, the required fuel injection amount is made to be a switching determination parameter used when the combustion state is switched from the low temperature combustion into the ordinary combustion, similar to the above-mentioned case.
  • the actual fuel injection amount can be decreased more quickly at the time of deceleration in which the combustion state is switched from the low temperature combustion into the ordinary combustion. Accordingly, better deceleration performance can be obtained.
  • combustion is selectively switched among the low temperature combustion, the ordinary combustion, and high EGR combustion where the amount of the EGR gas supplied to each combustion chamber by the exhaust gas recirculation device 40 is less than an amount of EGR gas when the amount of soot generated becomes maximum and where the amount of EGR gas becomes substantially maximum among EGR gas amounts in which the amount of soot generated is within an allowable range.
  • the amount of the EGR gas supplied to each combustion chamber is less than that at the time of low temperature combustion, but greater than that at the time of ordinary combustion.
  • the high EGR combustion it is necessary to make the amount of the intake air supplied to each combustion chamber smaller than that at the time of ordinary combustion. Accordingly, it is difficult to perform the high EGR combustion in a stable manner in the high load operating range.
  • the low temperature combustion range is set to be in the low load operating range as in the above-mentioned first embodiment, but a high EGR combustion range, which is an operating range of the engine where the high EGR combustion is performed, is set to be in a medium load operating range, as shown in Fig. 5 .
  • the actual fuel injection amount is controlled to change gradually to reach the required fuel injection amount so as to avoid generation of defects such as deterioration of driveability due to a rapid change in the engine torque, combustion noise and misfiring, etc., as in the case of the above-mentioned first embodiment.
  • variable fuel amount is set separately for the high EGR combustion and the ordinary combustion, respectively, so that the change of the actual fuel injection amount becomes more gradual at the time of high EGR combustion than at the time of ordinary combustion. That is, similar to the low temperature combustion, a variable fuel amount in the high EGR combustion is set to a value smaller than the variable fuel amount in the ordinary combustion.
  • the amount of injection fuel is controlled in a different manner at the time of high EGR combustion and at the time of ordinary combustion, based on the required fuel injection amount, the variable fuel amount, the number of revolutions of the engine, etc.
  • a switching determination parameter used when the combustion state is switched from the high EGR combustion into the ordinary combustion is made to be the required fuel injection amount, as when switched from the low temperature combustion into the ordinary combustion in the first embodiment, whereas a switching determination parameter used when the combustion state is switched from the ordinary combustion into the high EGR combustion is made to be the actual fuel injection amount, as when switched from the ordinary combustion into the low temperature combustion in the first embodiment. That is, a switching determination parameter used for switching the combustion state at the time of acceleration is the actual fuel injection amount, whereas a switching determination parameter used for switching the combustion state at the time of deceleration is the actual fuel injection amount.
  • the combustion state is switched into the ordinary combustion more early so that the actual fuel injection amount can be increased more quickly, thereby making it possible to provide better acceleration performance.
  • the combustion state is switched into the high EGR combustion after the actual fuel injection amount has become a fuel injection amount corresponding to the high EGR combustion range, namely, after the operating condition of the internal combustion engine 1 has been changed into the high EGR combustion range, so that more stable high EGR combustion can be carried out, thus making it possible to suppress the emission of smoke, misfiring and deterioration of combustion noise.
  • the internal combustion engine 1 is a multi-cylinder internal combustion engine
  • the present invention is of course applied to a single-cylinder internal combustion engine having a single cylinder, too.
  • the internal combustion engine which selectively switches between high air fuel ratio combustion and low air fuel ratio combustion, can perform stable combustion and at the same time provide better acceleration or deceleration performance.
  • a combustion control apparatus which serves to enable the engine to perform stable combustion and provide better acceleration or deceleration performance.
  • a switching determination parameter for switching from low air fuel ratio combustion into high air fuel ratio combustion is made to be a required fuel injection amount (eqgov), which is an amount of fuel injected into the combustion chamber corresponding to an engine load required by a driver.
  • a switching determination parameter for switching from the high air fuel ratio combustion into the low air fuel ratio combustion is made to be an actual fuel injection amount (eqfin), which is an amount of fuel injected into the combustion chamber upon each fuel injection.

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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)
  • Combined Controls Of Internal Combustion Engines (AREA)

Claims (12)

  1. Appareil de commande de combustion pour un moteur à combustion interne dans lequel un état de combustion dans une chambre de combustion est commuté de manière sélective entre une combustion à rapport air-carburant élevé dans laquelle la combustion est réalisée à un rapport air-carburant d'un mélange dans ladite chambre de combustion plus élevé qu'un rapport air-carburant prédéterminé, et combustion à rapport air-carburant bas dans laquelle la combustion est réalisée à un rapport air-carburant du mélange dans ladite chambre de combustion inférieur ou égal audit rapport air-carburant prédéterminé, caractérisé en ce que
    une partie de commande d'injection de carburant (101) est prévue, qui comprend une partie de calcul de quantité d'injection de carburant exigée (102) qui calcule une quantité d'injection de carburant exigée (eqgov) qui est une quantité de carburant d'injection correspondant à une charge exigée dudit moteur (1) et une partie de calcul de quantité d'injection de carburant réelle (103) qui calcule une quantité d'injection de carburant réelle (eqfin) qui est une quantité de carburant devant être injectée dans ladite chambre de combustion chaque fois qu'une injection de carburant est réalisée, et ladite partie de commande d'injection de carburant (101) change progressivement, lors d'un changement de ladite charge exigée, ladite quantité d'injection de carburant réelle (eqfin) vers ladite quantité d'injection de carburant exigée (eqgov), et commande la vitesse de changement de ladite quantité d'injection de carburant réelle (eqfin), qui est progressivement changée quand ledit état de combustion est dans ladite combustion à rapport air-carburant bas, afin d'être plus progressive que quand ledit état de combustion est dans ladite combustion à rapport air-carburant élevé,
    un paramètre de détermination de commutation afin de commuter ledit état de combustion de la combustion à rapport air-carburant bas à ladite combustion à rapport air-carburant élevé étant amené à être ladite quantité d'injection de carburant exigée (eqgov), et un paramètre de détermination de commutation afin de commuter ledit état de combustion de ladite combustion à rapport air-carburant élevé à ladite combustion à rapport air-carburant bas étant amené à être ladite quantité d'injection de carburant réelle (eqfin) .
  2. Appareil de commande de combustion pour un moteur à combustion interne selon la revendication 1, caractérisé en ce que
    l'état de combustion dans ladite chambre de combustion est commuté dans ladite combustion à rapport air-carburant élevé quand la condition de fonctionnement dudit moteur à combustion interne (1) est dans une plage de fonctionnement à charge élevée, et commuté dans ladite combustion à rapport air-carburant bas quand la condition de fonctionnement dudit moteur à combustion interne (1) est dans la plage de fonctionnement à faible charge ;
    un paramètre de détermination de commutation afin de commuter ledit état de combustion au moment d'un fonctionnement transitoire de ladite plage de fonctionnement à faible charge à ladite plage de fonctionnement à charge élevée est amené à être ladite quantité d'injection de carburant exigée (eqgov) ; et
    un paramètre de détermination de commutation afin de commuter ledit état de combustion au moment d'un fonctionnement transitoire de ladite plage de fonctionnement à charge élevée à ladite plage de fonctionnement à faible charge est amené à être ladite quantité d'injection de carburant réelle (eqfin).
  3. Appareil de commande de combustion pour un moteur à combustion interne selon la revendication 1 ou 2, caractérisé en ce que ladite partie de calcul de quantité d'injection de carburant exigée (102) calcule ladite quantité d'injection de carburant exigée (eqgov) sur la base du nombre de tours (N) dudit moteur (1) et du degré d'ouverture (D) d'une pédale d'accélérateur.
  4. Appareil de commande de combustion pour un moteur à combustion interne selon la revendication 1 ou 2, caractérisé en ce que ladite partie de commande d'injection de carburant (101) établit une quantité de carburant variable (ΔQ), qui est une quantité d'injection de carburant qui peut être augmentée ou diminuée chaque fois qu'une injection de carburant est réalisée quand ladite quantité d'injection de carburant réelle (eqfin) est progressivement changée, séparément pour ladite combustion à basse température et ladite combustion ordinaire, respectivement, et ladite partie de commande d'injection de carburant (101) établit en outre ladite quantité de carburant variable (ΔQ) au moment d'une combustion à rapport air-carburant bas afin d'être plus petite que ladite quantité de carburant variable (ΔQ) au moment de la combustion à rapport air-carburant élevé.
  5. Appareil de commande de combustion pour un moteur à combustion interne selon la revendication 2, caractérisé en ce que
    ladite partie de commande d'injection de carburant (101) établit une quantité de carburant variable (ΔQ), qui est une quantité d'injection de carburant qui peut être augmentée ou diminuée chaque fois qu'une injection de carburant est réalisée quand ladite quantité d'injection de carburant réelle (eqfin) est progressivement changée, séparément pour ladite combustion à basse température et ladite combustion ordinaire, respectivement, et ladite partie de commande d'injection de carburant (101) établit ladite quantité de carburant variable (ΔQ) au moment de ladite combustion à rapport air-carburant bas afin d'être plus petite que ladite quantité de carburant variable (ΔQ) au moment de ladite combustion à rapport air-carburant élevé ;
    quand ladite charge exigée augmente, ladite partie de calcul de quantité d'injection de carburant réelle (103) compare une quantité d'injection de carburant réelle (eqfin'), qui a été calculée lors de la dernière injection de carburant et qui est ajoutée par ladite quantité de carburant variable (ΔQ), et la quantité d'injection de carburant exigée (eqgov), et calcule la valeur de la petite comme une quantité d'injection de carburant réelle courante (eqfin) ; et
    quand ladite charge exigée diminue, ladite partie de calcul de quantité d'injection de carburant réelle (103) compare la quantité d'injection de carburant réelle (eqfin'), qui a été calculée lors de la dernière injection de carburant et qui est soustraite par ladite quantité de carburant variable (ΔQ), et la quantité d'injection de carburant exigée (eqgov), et calcule la valeur de la plus grande comme une quantité d'injection de carburant réelle courante (eqfin).
  6. Appareil de commande de combustion pour un moteur à combustion interne selon la revendication 5, caractérisé en ce qu'une comparaison est faite entre ladite quantité d'injection de carburant réelle courante (eqfin) et ladite quantité d'injection de carburant exigée (eqgov), et la valeur de la plus grande est amenée à être un paramètre de détermination de commutation afin de commuter ledit état de combustion.
  7. Appareil de commande de combustion pour un moteur à combustion interne selon la revendication 1 ou 2, caractérisé en ce que ledit moteur à combustion interne (1) commute de manière sélective entre une combustion à basse température dans laquelle une génération de suie est supprimée en augmentant la quantité de composants de gaz brûlés dans ladite chambre de combustion davantage que la quantité de composants de gaz brûlés au moment où la quantité de suie générée devient maximum du fait des composants de gaz brûlés dans ladite chambre de combustion qui ont augmenté, et une combustion ordinaire dans laquelle la quantité de composants de gaz non brûlés dans ladite chambre de combustion est plus faible que la quantité de composants de gaz brûlés au moment où la quantité de suie générée devient maximum, et fait de ladite combustion à rapport air-carburant bas ladite combustion à basse température, et ladite combustion à rapport air-carburant élevé ladite combustion ordinaire.
  8. Appareil de commande de combustion pour un moteur à combustion interne selon la revendication 7, caractérisé en ce que ledit rapport air-carburant prédéterminé est une limite supérieure d'un rapport air-carburant au moment de la combustion à basse température.
  9. Appareil de commande de combustion pour un moteur à combustion interne selon la revendication 7, caractérisé en ce que
    une plage de fonctionnement dudit moteur à combustion interne (1) dans laquelle ledit état de combustion est amené à être ladite combustion à basse température est amenée à être une plage de combustion à basse température, et une plage de fonctionnement dudit moteur à combustion interne (1) dans laquelle ledit état de combustion est amené à être ladite combustion ordinaire est amenée à être une plage de combustion ordinaire ; et
    en utilisant ladite quantité d'injection de carburant exigée (eqgov) comme paramètre de détermination de commutation afin de commuter ledit état de combustion de ladite combustion à basse température à ladite combustion ordinaire, ledit état de combustion est commuté de ladite combustion à basse température à ladite combustion ordinaire quand ladite quantité d'injection de carburant exigée (eqgov) devient une quantité d'injection de carburant correspondant à un seuil entre ladite plage de combustion à basse température et ladite plage de combustion ordinaire.
  10. Appareil de commande de combustion pour un moteur à combustion interne selon la revendication 7, caractérisé en ce que
    une plage de fonctionnement dudit moteur à combustion interne (1) dans laquelle ledit état de combustion est amené à être ladite combustion à basse température est amenée à être une plage de combustion à basse température, et une plage de fonctionnement dudit moteur à combustion interne (1) dans laquelle ledit état de combustion est amené à être ladite combustion ordinaire est amenée à être une plage de combustion ordinaire ; et
    en utilisant ladite quantité d'injection de carburant réelle (eqfin) comme paramètre de détermination de commutation afin de commuter ledit état de combustion de ladite combustion ordinaire à ladite combustion à basse température, ledit état de combustion est commuté de ladite combustion ordinaire à ladite combustion à basse température quand ladite quantité d'injection de carburant réelle (eqfin) devient une quantité d'injection de carburant correspondant à un seuil entre ladite plage de combustion à basse température et ladite plage de combustion ordinaire.
  11. Appareil de commande de combustion pour un moteur à combustion interne selon la revendication 1 ou 2, caractérisé en outre par un catalyseur de purification de gaz d'échappement (20) disposé dans un passage d'échappement (19) dudit moteur à combustion interne (1) et ayant une propriété d'accumulation progressive de composants soufrés dans un gaz d'échappement libéré par ledit moteur (1),
    ladite combustion à rapport air-carburant bas étant une combustion qui est réalisée au moment de la commande de régénération d'empoisonnement par le soufre afin de diminuer le rapport air-carburant dudit gaz d'échappement du fait d'une combustion à un rapport air-carburant abaissé du mélange dans ladite chambre de combustion de façon à élever la température dudit catalyseur de purification de gaz d'échappement (20) et à faire d'une atmosphère ambiante une riche pour la libération des composants soufrés accumulés.
  12. Appareil de commande de combustion pour un moteur à combustion interne selon la revendication 7, caractérisé en outre par un catalyseur de purification de gaz d'échappement (20) disposé dans un passage d'échappement (19) dudit moteur à combustion interne (1) et ayant une propriété d'accumulation progressive de composants soufrés dans un gaz d'échappement libéré par ledit moteur (1),
    ladite combustion à basse température étant une combustion qui est réalisée au moment de la commande de régénération d'empoisonnement par le soufre afin de diminuer le rapport air-carburant dudit gaz d'échappement du fait d'une combustion à un rapport air-carburant abaissé du mélange dans ladite chambre de combustion de façon à élever la température dudit catalyseur de purification de gaz d'échappement (20) et à faire d'une atmosphère ambiante une riche pour la libération des composants soufrés accumulés.
EP20040011991 2003-05-22 2004-05-19 Appareil de commande de combustion pour moteur à combustion interne Expired - Fee Related EP1479898B1 (fr)

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US5765533A (en) * 1996-04-18 1998-06-16 Nissan Motor Co., Ltd. Engine air-fuel ratio controller
JP3094974B2 (ja) 1997-09-16 2000-10-03 トヨタ自動車株式会社 圧縮着火式内燃機関
DE69929920D1 (de) * 1998-04-09 2006-04-27 Yamaha Motor Co Ltd Krafstoffeinspritzsteuereinheit für ein Brennkraftmaschine
JP3487192B2 (ja) * 1998-09-03 2004-01-13 トヨタ自動車株式会社 内燃機関の空燃比制御装置

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