JP5375261B2 - Fuel injection control method and fuel injection control device for rotary piston engine - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To improve a response with respect to an abrupt acceleration request as much as possible in a rotary piston engine. <P>SOLUTION: When an abrupt acceleration request having an increase rate of an engine request load larger than a predetermined value is issued (Yes in the determination of a Step S4), the device executes injection control for abrupt acceleration in which fuel is injected by a second fuel injection valve or an increased amount of the fuel from a fuel injection amount set before the abrupt acceleration request is injected by the second fuel injection valve into a compression chamber when an intake operation chamber to which the fuel injected in a fuel injection amount set before the abrupt acceleration request by a first fuel injection valve is supplied is brought into a compression process which is a specific compression operation chamber when an apex seal in a rotor for partitioning the compression operation chamber and the intake operation chamber is situated at a rotor rotation delay side from an injection port of the second fuel injection valve (Step S5). <P>COPYRIGHT: (C)2011,JPO&amp;INPIT

Description

  The present invention belongs to a technical field related to a fuel injection control method and a fuel injection control device for a rotary piston engine, and particularly relates to control when a sudden acceleration request is made.

  Generally, a rotary piston engine is an engine in which a substantially triangular rotor is accommodated in a rotor accommodating chamber formed by disposing side housings on both sides of a rotor housing having a substantially elliptical inner peripheral surface. This rotary piston engine sequentially performs intake, compression, expansion, and exhaust strokes in each working chamber while moving each of the three working chambers partitioned between the rotor and the housing in the circumferential direction as the rotor rotates. (See, for example, Patent Document 1).

  In such a rotary piston engine, it is common to inject fuel from a fuel injection valve attached to an intake port and / or an intake manifold so that the fuel is supplied into a working chamber in an intake stroke.

Further, as shown in Patent Document 1, the second half of the intake stroke is directed from the fuel injection valve arranged near the long axis so as to face the working chamber in the intake stroke, and directed in the direction of the spark plug. At a later timing, the fuel may be supplied into the working chamber in the intake stroke by directly injecting the fuel into the working chamber.
JP-A-6-288249

  However, as described above, in the configuration in which fuel is injected into the intake port or fuel is directly injected into the working chamber in the intake stroke and the fuel is supplied into the working chamber in the intake stroke, the engine required load increases. There is a limit to the response when there is a rapid acceleration request for the rate to exceed a predetermined value, and there is room for improvement. That is, in the above configuration, when the sudden acceleration request is made and the working chamber to which fuel has already been supplied before the sudden acceleration request is in the compression stroke, fuel injection is performed in response to the sudden acceleration request. The amount cannot be increased, and the amount of fuel corresponding to the rapid acceleration request is supplied to the next working chamber (the working chamber in the intake stroke). For this reason, it takes time until the air-fuel mixture in the working chamber supplied with the fuel corresponding to the rapid acceleration request burns, and the response to the rapid acceleration request is reduced. As a result, the occupant of the vehicle equipped with the rotary piston engine is uncomfortable due to the acceleration delay of the vehicle.

  The present invention has been made in view of such a point, and an object of the present invention is to improve the response to a rapid acceleration request in a rotary piston engine as much as possible.

In order to achieve the above object, according to the first aspect of the present invention, a rotor housing having a substantially elliptical trochoidal inner circumferential surface defined by a major axis and a minor axis orthogonal to each other, and a side disposed so as to sandwich the rotor housing A rotor is accommodated in a rotor accommodating chamber defined by a housing to define three working chambers, and the rotor moves in a circumferential direction by rotating the planets around the output shaft while moving the working chambers in the circumferential direction. The rotary piston engine, which is configured to cause the respective strokes of intake, compression, expansion, and exhaust to be sequentially performed in each of the working chambers, is provided in the working chamber in the intake stroke. A first fuel injection valve that injects fuel so that fuel is supplied into a certain intake working chamber; and a compression working chamber that is a working chamber in a compression stroke A second fuel injection valve for directly injecting fuel, and the first fuel injection so that the air-fuel ratio of the air-fuel mixture to be combusted becomes a preset value set in accordance with the operating state of the engine. A step of setting a fuel injection amount by a valve, a step of injecting fuel by the first fuel injection valve by the set fuel injection amount and supplying the fuel into the intake working chamber, and an increase in engine demand load When there is a sudden acceleration request for which the rate is greater than a predetermined value, the first fuel injection valve supplies the fuel injected with the fuel injection amount set before the sudden acceleration request. A compression working chamber when the working chamber is in a compression stroke, wherein an apex seal that partitions the compression working chamber and the intake working chamber in the rotor is on the rotor rotation delay side with respect to the injection port of the second fuel injection valve Special when The compression working chamber, seen including a the steps of injecting fuel by the second fuel injection valve, the rotary piston engine are those with one or more cylinders, the fuel by the second fuel injection valve The specific compression operation chamber to be injected is only the first specific compression operation chamber after the sudden acceleration request in each cylinder when there is a plurality of the one cylinder or a plurality of cylinders .

  In the above fuel injection control method, when there is a sudden acceleration request, even if the fuel injection by the first fuel injection valve has already been completed, the intake working chamber supplied with fuel by the first fuel injection valve is compressed. By injecting fuel into the specific compression operation chamber at the time of the stroke by the second fuel injection valve, the amount of fuel in the specific compression operation chamber is set to an amount corresponding to the rapid acceleration request or to the amount The air-fuel mixture in the specific compression working chamber can be immediately compressed after being compressed as it is. Therefore, the response to the rapid acceleration request can be improved.

Here, in each of the cylinders, in the working chamber following the first specific compression working chamber after the sudden acceleration request, an amount of fuel corresponding to the sudden acceleration request is normally supplied in the intake stroke, so the fuel is injected in the compression stroke. do not have to. Therefore, in order to improve the response to the sudden acceleration request, it is sufficient to inject fuel only into the first specific compression working chamber after the sudden acceleration request, and wasteful fuel injection can be prevented.

In the second invention, a rotor housing chamber defined by a rotor housing having a substantially elliptical trochoidal inner circumferential surface defined by a major axis and a minor axis orthogonal to each other, and a side housing arranged so as to sandwich the rotor housing. In addition, the rotor is accommodated to divide the three working chambers, and by rotating the planets around the output shaft, the rotors move in the circumferential direction, and the intake and compression are performed in the respective working chambers. Intended for a fuel injection control method of a rotary piston engine configured to sequentially perform expansion and exhaust strokes, fuel is supplied to the rotary piston engine in an intake working chamber which is a working chamber in an intake stroke. A first fuel injection valve that injects fuel so that the fuel is injected directly into a compression working chamber that is a working chamber in the compression stroke A fuel injection amount is set by the first fuel injection valve so that the air-fuel ratio of the air-fuel mixture to be combusted is set to a preset value according to the operating state of the engine. A step of injecting fuel with the set fuel injection amount by the first fuel injection valve and supplying the fuel into the intake working chamber; and an increasing rate of the engine required load is larger than a predetermined value. When there is a sudden acceleration request, the first fuel injection valve causes the intake working chamber to which the fuel injected with the fuel injection amount set before the sudden acceleration request is supplied to the compression stroke Specific compression working chamber when the apex seal that partitions the compression working chamber and the intake working chamber in the rotor is on the rotor rotation delay side with respect to the injection port of the second fuel injection valve And the second fuel Wherein the step of injecting fuel by injector, and the rotary piston engine has a plurality of cylinders, the particular compression operation chamber to inject fuel by said second fuel injection valve, in all the cylinders It is assumed that there is only the first specific compression working chamber after the sudden acceleration request.

As a result, as in the first aspect of the invention, it is possible to prevent fuel from being injected unnecessarily while improving the response to the rapid acceleration request.

According to a third aspect , in the second aspect , the specific compression working chamber for injecting fuel by the second fuel injection valve has a plurality of first specific compression working chambers after the sudden acceleration request in all the cylinders. It is assumed that the apex seal is only the specific compression working chamber that first passes through the nozzle hole of the second fuel injection valve among the plurality of specific compression working chambers.

  As a result, wasteful fuel injection can be further prevented while improving the response to the rapid acceleration request.

In the fourth invention, a rotor housing chamber defined by a rotor housing having a substantially elliptical trochoidal inner circumferential surface defined by a major axis and a minor axis perpendicular to each other, and a side housing arranged so as to sandwich the rotor housing. In addition, the rotor is accommodated to divide the three working chambers, and by rotating the planets around the output shaft, the rotors move in the circumferential direction, and the intake and compression are performed in the respective working chambers. Intended for a fuel injection control method of a rotary piston engine configured to sequentially perform expansion and exhaust strokes, fuel is supplied to the rotary piston engine in an intake working chamber which is a working chamber in an intake stroke. A first fuel injection valve that injects fuel so that the fuel is injected directly into a compression working chamber that is a working chamber in the compression stroke And the fuel injection amount by the first and second fuel injection valves so that the air-fuel ratio of the air-fuel mixture to be combusted becomes a preset value set in accordance with the operating state of the engine. A step of setting, a step of injecting fuel with the set fuel injection amount by the first fuel injection valve, and supplying fuel into the intake working chamber; and a fuel injection by the first fuel injection valve The step of injecting fuel with the set fuel injection amount by the second fuel injection valve into the compression working chamber when the intake working chamber to which fuel is supplied becomes the compression stroke, and the increase in the engine required load When there is a sudden acceleration request for which the rate is greater than a predetermined value, the first fuel injection valve supplies the fuel injected with the fuel injection amount set before the sudden acceleration request. Working chamber is compression stroke A compression working chamber when the apex seal that divides the compression working chamber and the intake working chamber in the rotor is on the rotor rotation delay side with respect to the injection port of the second fuel injection valve. the working chamber, said the second fuel injection valve, seen including and a step for injecting the amount of fuel increased than the fuel injection amount set before the abrupt acceleration demand, the rotary piston engine, one or The specific compression working chamber that has a plurality of cylinders and injects fuel by increasing the fuel by the second fuel injection valve is after the sudden acceleration request in each of the one cylinder or each cylinder when there are a plurality of cylinders. Only the first specific compression working chamber of

  According to the present invention, when there is a sudden acceleration request, even if the fuel injection by the first fuel injection valve has already been completed, the intake working chamber to which fuel has been supplied by the first fuel injection valve has become a compression stroke The amount of fuel in the specific compression operation chamber is rapidly increased by injecting an amount of fuel larger than the fuel injection amount set before the sudden acceleration request by the second fuel injection valve into the specific compression operation chamber. The amount corresponding to the acceleration request can be made close to the amount, or the air-fuel mixture in the specific compression working chamber can be burned immediately after being compressed as it is.

  Further, when there is no sudden acceleration request, the injection mode by the first and second fuel injection valves can be changed according to the operating state of the engine. That is, when the engine operating state is in a predetermined high load operating region, fuel injection (intake stroke injection) is performed by the first fuel injection valve. The intake stroke injection cools the intake air by the effect of latent heat of vaporization of the fuel and increases the intake charge efficiency. As a result, the torque is improved in the high load operation region. On the other hand, when the operating state of the engine is in the partial load operation region, intake stroke injection by the first fuel injection valve and fuel injection (compression stroke injection) by the second fuel injection valve are performed. That is, the injection by the first and second fuel injection valves is controlled so that the air-fuel ratio of the air-fuel mixture to be combusted becomes a set value set in advance according to the operating state of the engine. In the intake stroke injection, in addition to the effect of improving the charging efficiency by the intake air cooling, the fuel is injected at a timing much earlier than the ignition timing, so that the vaporization atomization time can be secured for a long time. Therefore, the intake stroke injection by the first fuel injection valve is advantageous in forming an air-fuel mixture with good vaporization atomization. However, the flow of the air-fuel mixture (fuel) is relatively delayed with respect to the rotation of the rotor. As a result, particularly in the partial load operation region, the advance region in the rotor rotation direction becomes lean in the compression working chamber, and the rotor rotation direction This causes inhomogeneities such that the region on the delay side of the region becomes rich. Therefore, the fuel is supplied to the relatively lean region by the compression stroke injection. As a result, the heterogeneity of the air-fuel mixture in the working chamber can be eliminated, and the fuel consumption can be improved by improving the combustion characteristics. Therefore, when there is a sudden acceleration request during operation in the partial load operation region, it is possible to improve the response to the sudden acceleration request while improving the combustion characteristics by increasing the fuel injection amount into the compression working chamber. it can.

Furthermore, the particular compression operation chamber to inject the fuel increased by the second fuel injection valve, with only the first specific compression working chamber after the rapid acceleration request in each of the cylinders when one cylinder or cylinders is more As a result, it is possible to prevent the fuel from being injected unnecessarily while improving the response to the rapid acceleration request.

In the fifth invention, a rotor housing chamber defined by a rotor housing having a substantially elliptical trochoidal inner circumferential surface defined by a major axis and a minor axis orthogonal to each other and a side housing arranged so as to sandwich the rotor housing. In addition, the rotor is accommodated to divide the three working chambers, and by rotating the planets around the output shaft, the rotors move in the circumferential direction, and the intake and compression are performed in the respective working chambers. Intended for a fuel injection control method of a rotary piston engine configured to sequentially perform expansion and exhaust strokes, fuel is supplied to the rotary piston engine in an intake working chamber which is a working chamber in an intake stroke. A first fuel injection valve that injects fuel so that the fuel is injected directly into a compression working chamber that is a working chamber in the compression stroke And the fuel injection amount by the first and second fuel injection valves so that the air-fuel ratio of the air-fuel mixture to be combusted becomes a preset value set in accordance with the operating state of the engine. A step of setting, a step of injecting fuel with the set fuel injection amount by the first fuel injection valve, and supplying fuel into the intake working chamber; and a fuel injection by the first fuel injection valve The step of injecting fuel with the set fuel injection amount by the second fuel injection valve into the compression working chamber when the intake working chamber to which fuel is supplied becomes the compression stroke, and the increase in the engine required load When there is a sudden acceleration request for which the rate is greater than a predetermined value, the first fuel injection valve supplies the fuel injected with the fuel injection amount set before the sudden acceleration request. Working chamber is compression stroke A compression working chamber when the apex seal that divides the compression working chamber and the intake working chamber in the rotor is on the rotor rotation delay side with respect to the injection port of the second fuel injection valve. And a step of injecting an amount of fuel larger than a fuel injection amount set before the sudden acceleration request by the second fuel injection valve into a working chamber, wherein the rotary piston engine includes a plurality of cylinders. It is assumed that the specific compression working chamber in which fuel is increased and injected by the second fuel injection valve is only the first specific compression working chamber after the sudden acceleration request in all the cylinders.

According to the fifth aspect, the same function and effect as the fourth aspect can be obtained.

According to a sixth aspect , in the fifth aspect , the specific compression working chamber that injects fuel by increasing the second fuel injection valve is the first specific compression working chamber after the sudden acceleration request in all the cylinders. When there are a plurality of the specific compression working chambers, it is assumed that the apex seal is only the specific compression working chamber that first passes through the nozzle hole of the second fuel injection valve.

According to the sixth aspect of the invention, the same effect as that of the third aspect of the invention can be obtained.

According to a seventh aspect of the present invention, there is provided a rotor housing chamber defined by a rotor housing having a substantially elliptical trochoidal inner peripheral surface defined by a major axis and a minor axis orthogonal to each other, and a side housing arranged so as to sandwich the rotor housing. In addition, the rotor is accommodated to divide the three working chambers, and by rotating the planets around the output shaft, the rotors move in the circumferential direction, and the intake and compression are performed in the respective working chambers. Further, the invention is a fuel injection control device for a rotary piston engine configured to sequentially perform expansion and exhaust strokes. In this invention, the rotary piston engine is an intake working chamber that is a working chamber in an intake stroke. The first fuel injection valve that injects the fuel so that the fuel is supplied to the fuel, and the fuel is directly injected into the compression working chamber that is the working chamber in the compression stroke The fuel injection control device includes control means for controlling the operation of the first and second fuel injection valves, and the control means is configured to empty an air-fuel mixture to be combusted. The fuel injection amount by the first fuel injection valve is set so that the fuel ratio becomes a preset value according to the operating state of the engine, and the fuel injection amount set by the first fuel injection valve is set. Therefore, when fuel is injected and fuel is supplied into the intake working chamber, and when there is a rapid acceleration request that causes the increase rate of the engine required load to be greater than a predetermined value, the first fuel injection valve The compression working chamber when the intake working chamber supplied with the fuel injected with the fuel injection amount set before the sudden acceleration request enters the compression stroke, and the compression working chamber and the intake operation in the rotor Apex that separates the room Lumpur, above identified compressed working chamber when in the rotor rotational delayed side than the hole of the second fuel injection valve is configured so as to inject fuel by said second fuel injection valve, the rotary piston engine Has one or a plurality of cylinders, and the specific compression working chamber for injecting fuel by the second fuel injection valve has the rapid acceleration in each cylinder when the one cylinder or a plurality of cylinders are present. It shall be only the first specific compression working chamber after the request .

  According to this invention, the same effect as that of the first invention can be obtained.

In the eighth invention, a rotor housing chamber defined by a rotor housing having a substantially elliptical trochoidal inner circumferential surface defined by a major axis and a minor axis orthogonal to each other, and a side housing arranged so as to sandwich the rotor housing. In addition, the rotor is accommodated to divide the three working chambers, and by rotating the planets around the output shaft, the rotors move in the circumferential direction, and the intake and compression are performed in the respective working chambers. Intended for a fuel injection control device of a rotary piston engine configured to sequentially perform expansion and exhaust strokes, the rotary piston engine is supplied with fuel into an intake working chamber which is a working chamber in an intake stroke. A first fuel injection valve that injects fuel so that the fuel is injected directly into a compression working chamber that is a working chamber in the compression stroke And a control means for controlling the operation of the first and second fuel injection valves, wherein the control means determines whether the air-fuel ratio of the air-fuel mixture to be combusted in advance according to the operating state of the engine. A fuel injection amount by the first fuel injection valve is set so as to be a set value, and fuel is injected by the first fuel injection valve by the set fuel injection amount, and the intake working chamber is In the case where there is a sudden acceleration request for supplying the fuel to the engine and the rate of increase of the requested engine load is greater than a predetermined value, the first fuel injection valve sets the fuel injection set before the sudden acceleration request. A compression working chamber when the intake working chamber supplied with fuel injected in an amount reaches a compression stroke, wherein the apex seal that partitions the compression working chamber and the intake working chamber in the rotor is 2 Fuel injection valve nozzle Is also configured to inject fuel by the second fuel injection valve into the specific compression operation chamber when on the rotor rotation delay side, and the rotary piston engine has a plurality of cylinders. It is assumed that the specific compression operation chamber in which fuel is injected by the two fuel injection valves is only the first specific compression operation chamber after the sudden acceleration request in all the cylinders.

According to this invention, the same effect as that of the second invention can be obtained.

In the ninth invention, a rotor housing chamber defined by a rotor housing having a substantially elliptical trochoid inner peripheral surface defined by a major axis and a minor axis orthogonal to each other, and a side housing disposed so as to sandwich the rotor housing. In addition, the rotor is accommodated to divide the three working chambers, and by rotating the planets around the output shaft, the rotors move in the circumferential direction, and the intake and compression are performed in the respective working chambers. Intended for a fuel injection control device of a rotary piston engine configured to sequentially perform expansion and exhaust strokes, the rotary piston engine is supplied with fuel into an intake working chamber which is a working chamber in an intake stroke. A first fuel injection valve that injects fuel so that the fuel is injected directly into a compression working chamber that is a working chamber in the compression stroke And the fuel injection control device comprises control means for controlling the operation of the first and second fuel injection valves, wherein the control means determines that the air-fuel ratio of the air-fuel mixture to be burned is the engine The fuel injection amounts by the first and second fuel injection valves are respectively set so as to be set in advance according to the operation state, and the fuel injection amount set by the first fuel injection valve is The fuel is injected to supply the fuel into the intake working chamber, and the intake working chamber to which the fuel is supplied by the fuel injection by the first fuel injection valve has a compression stroke. When the second fuel injection valve causes the fuel to be injected with the set fuel injection amount, and when there is a rapid acceleration request that causes the increase rate of the engine required load to exceed a predetermined value, the first fuel The injection valve A compression working chamber when the intake working chamber supplied with the fuel injected with the fuel injection amount set before the speed request is in the compression stroke, the compression working chamber and the intake working chamber in the rotor The fuel injection set before the sudden acceleration request by the second fuel injection valve in the specific compression operation chamber when the apex seal that divides is on the rotor rotation delay side with respect to the injection port of the second fuel injection valve The rotary piston engine has one or a plurality of cylinders, and the second fuel injection valve increases the fuel and injects the fuel. The specific compression operation chamber is assumed to be only the first specific compression operation chamber after the sudden acceleration request in each cylinder when there is a plurality of one cylinder or a plurality of cylinders .

According to this invention, the same effect as that of the fourth invention can be obtained.

In a tenth aspect of the invention, a rotor housing chamber defined by a rotor housing having a substantially elliptical trochoid inner peripheral surface defined by a major axis and a minor axis orthogonal to each other, and a side housing arranged so as to sandwich the rotor housing. In addition, the rotor is accommodated to divide the three working chambers, and by rotating the planets around the output shaft, the rotors move in the circumferential direction, and the intake and compression are performed in the respective working chambers. Intended for a fuel injection control device of a rotary piston engine configured to sequentially perform expansion and exhaust strokes, the rotary piston engine is supplied with fuel into an intake working chamber which is a working chamber in an intake stroke. A first fuel injection valve that injects fuel so that the fuel is injected directly into a compression working chamber that is a working chamber in the compression stroke And a control means for controlling the operation of the first and second fuel injection valves. The control means determines whether the air-fuel ratio of the air-fuel mixture to be combusted depends on the operating state of the engine in advance. The fuel injection amounts by the first and second fuel injection valves are set so as to be set values, respectively, and fuel is injected by the first fuel injection valve by the set fuel injection amount, Fuel is supplied into the intake working chamber, and when the intake working chamber to which fuel is supplied by fuel injection by the first fuel injection valve is in the compression stroke, the second fuel injection valve When the fuel is injected with the set fuel injection amount and there is a rapid acceleration request that causes the increase rate of the engine demand load to be larger than a predetermined value, the rapid acceleration is performed by the first fuel injection valve. Set before request A compression working chamber when an intake working chamber to which fuel injected with a fuel injection amount is supplied enters a compression stroke, and an apex seal that partitions the compression working chamber and the intake working chamber in the rotor, The amount of fuel increased by the second fuel injection valve from the fuel injection amount set before the sudden acceleration request is placed in the specific compression operation chamber when the rotor is behind the rotation speed of the rotor from the injection port of the second fuel injection valve. The rotary piston engine has a plurality of cylinders, and the specific compression working chamber for injecting fuel by increasing the second fuel injection valve is provided in all cylinders. Then, it is assumed that only the first specific compression working chamber after the sudden acceleration request is made.

According to this invention, the same effect as that of the fifth invention can be obtained.

As described above, according to the fuel injection control method and the fuel injection control device of the rotary piston engine of the present invention, when there is a sudden acceleration request in which the increase rate of the engine required load is greater than a predetermined value, 1 is a compression working chamber when the intake working chamber to which fuel injected by the fuel injection amount set before the sudden acceleration request is supplied by the one fuel injection valve is in the compression stroke, and the compression in the rotor Fuel is injected by the second fuel injection valve into the specific compression operation chamber when the apex seal that divides the operation chamber and the intake operation chamber is on the rotor rotation delay side with respect to the injection port of the second fuel injection valve, or , the second fuel injection valve, as well as to inject the amount of fuel increased than the fuel injection amount set before the abrupt acceleration demand, to inject fuel by the second fuel injection valve (or The specific compression operation chamber (which is largely injected) is only the first specific compression operation chamber after the rapid acceleration request in each cylinder when there are a plurality of cylinders or a plurality of cylinders, or fuel is supplied by the second fuel injection valve The specific compression working chamber that injects (or injects after increasing) is only the first specific compression working chamber after the sudden acceleration request in all the cylinders, thereby improving the response to the sudden acceleration request In addition, fuel can be prevented from being wasted .

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

  1 and 2 show an example of a rotary piston engine 1 (hereinafter simply referred to as an engine 1) that is a control target of a start control device according to an embodiment of the present invention. The engine 1 is a two-rotor type (two-cylinder engine) having two rotors 2, and two rotor housings 3 on the front side (right side in FIG. 1) and the rear side (left side in FIG. 1) are intermediate. In a state where the housing (side housing) 4 is sandwiched between them, the two side housings 5 are further sandwiched from both sides so as to be integrated. In FIG. 1, a part of the right side (front side) is cut away to show the inside, and the left side (rear side) side housing 5 is also separated to show the inside. Reference numeral X in the figure denotes a rotational axis of the eccentric shaft 6 serving as an output shaft, which is hereinafter simply referred to as a rotational axis X.

  The trochoid inner peripheral surface 3 a drawn by the parallel trochoid curve of each of the rotor housings 3, the inner side surface 5 a of the side housing 5 sandwiching the rotor housing 3 from both sides, and the inner side surfaces 4 a on both sides of the intermediate housing 4, As shown in FIG. 2, a rotor accommodating chamber 31 (cylinder) having a substantially elliptical shape like a bowl when viewed from the direction of the rotation axis X is divided into two sides, a front side and a rear side. One rotor 2 is accommodated in each accommodating chamber 31. Since each rotor accommodating chamber 31 is arranged symmetrically with respect to the intermediate housing 4 and has the same configuration except that the position and phase of the rotor 2 are different, hereinafter, one rotor accommodating chamber 31 is provided. Will be described.

  The rotor 2 is composed of a substantially triangular block body in which the central portion of each side bulges outward as viewed from the direction of the rotation axis X, and three substantially rectangular flank surfaces between the top portions on the outer periphery thereof. 2a. A recess 2b is formed at the center of each flank surface 2a.

  The rotor 2 has apex seals (not shown) at the apexes of the triangles. The apex seals are in sliding contact with the trochoid inner peripheral surface 3a of the rotor housing 3, and the rotor housing 3 has a trochoid inner peripheral surface 3a. Three working chambers 8 are defined in the interior of the rotor accommodating chamber 31 by the inner side surface 4a of the intermediate housing 4, the inner side surface 5a of the side housing 5, and the flank surface 2a of the rotor 2, respectively. Therefore, in the engine 1, the first to third working chambers 8 are formed on the front side, and the fourth to sixth working chambers 8 are formed on the rear side (see FIG. 6). .

  Although illustration is omitted, the rotor 2 includes the intermediate housing 4 and the side housing 5 while the internal gear (rotor gear) provided inside the rotor 2 meshes with the external gear (fixed gear) provided on the side housing 5. Is supported so as to make a planetary rotational movement.

  That is, the rotational motion of the rotor 2 is defined by the meshing of the internal gear and the external gear, and the rotor 2 has an eccentric wheel of the eccentric shaft 6 while the three apex seals are in sliding contact with the trochoid inner peripheral surface 3a of the rotor housing 3, respectively. While rotating around 6a, it revolves around the rotation axis X in the same direction as the rotation (including rotation and revolution, simply referred to as rotation of the rotor 2). The three working chambers 8 move in the circumferential direction during one rotation of the rotor 2, and intake, compression, expansion (combustion), and exhaust strokes are performed in each of them, and the rotational force generated thereby is generated by the rotor. 2 from the eccentric shaft 6. In addition, during one rotation of the rotor 2, the eccentric shaft 6 rotates three times, and during this time, the three working chambers 8 each perform a combustion cycle once. For this reason, one combustion cycle is performed for one rotation of the eccentric shaft 6.

  More specifically, in FIG. 2, the rotor 2 rotates in the clockwise direction as indicated by an arrow, and the rotor accommodating chamber 31 is divided by the long axis Y of the rotor accommodating chamber 31 passing through the rotation axis X. The left side of FIG. 2 is generally an intake and exhaust stroke region, and the right side is a compression and expansion stroke region.

  When attention is paid to the upper left working chamber 8 in FIG. 2, this shows an intake stroke in which an air-fuel mixture is formed by intake air and injected fuel (hereinafter, the working chamber in this state is referred to as an intake working chamber). When the intake working chamber 8 shifts to the compression stroke as the rotor 2 rotates, the air-fuel mixture is compressed therein (hereinafter, the working chamber in this state is also referred to as the compression working chamber 8). After that, as shown in the working chamber 8 shown on the right side of FIG. 2, it is ignited by trailing and leading side ignition plugs 91 and 92, which will be described later, at a predetermined timing from the latter stage of the compression stroke to the expansion stroke. (Hereinafter, the working chamber in this state is also referred to as a compression / expansion working chamber 8). Then, when the exhaust stroke such as the lower left working chamber 8 in FIG. 2 is reached (hereinafter, the working chamber in this state is also referred to as the exhaust working chamber 8), after the combustion gas is exhausted from the exhaust port 10, Returning to the intake stroke again, the above-described strokes are repeated.

  A plurality (three in this embodiment) of intake ports 11, 12, 13 communicate with the intake working chamber 8. That is, the first intake port 11 is opened near the short axis Z on the outer peripheral side of the rotor housing chamber 31 on the inner side surface 4 a of the intermediate housing 4 facing the intake working chamber 8. Further, as shown in FIG. 1, the inner side surface 5 a of the side housing 5 facing the intake working chamber 8 is close to the short axis Z on the outer peripheral side of the rotor accommodating chamber 31 so as to face the first intake port 11. The second intake port 12 and the third intake port 13 are open. For example, in the low rotation range of the engine 1, intake is performed only from the first intake port 11, and when the intake amount becomes insufficient, intake is also performed from the second intake port 12 (medium rotation range), and the intake amount is further insufficient. Then, the intake air is also taken from the third intake port 13 (high rotation range), and the optimum intake flow velocity is maintained even if the intake amount changes, and the entire operation from the low load low rotation to the high load high rotation of the engine 1 is maintained. The air can be efficiently sucked in over the area.

  A plurality (two in this embodiment) of exhaust ports 10 communicate with the exhaust working chamber 8. That is, one exhaust port 10 is opened on the inner side surface 4 a of the intermediate housing 4 facing the exhaust working chamber 8 near the short axis Z on the outer peripheral side of the rotor accommodating chamber 31. As shown in FIG. 1, another exhaust port 10 is opened on the inner surface 5 a of the side housing 5 facing the exhaust working chamber 8 so as to face the exhaust port 10. Thus, the engine 1 employs a so-called side exhaust system, and the opening position and shape of the exhaust port 10 are set so that the intake open timing and the exhaust open timing do not overlap. Yes. As a result, the residual exhaust gas brought into the next stroke is reduced, and as a result, the combustion stability is improved even when the air-fuel mixture is lean.

  A first injector (first fuel injection valve) 15 and a second injector (second fuel injection valve) 16 are attached to the vicinity of the top of the rotor housing 3 corresponding to the long axis Y of the rotor housing 3. Yes. The first injector 15 is disposed facing the intake working chamber 8, and the second injector 16 is disposed facing the compression working chamber 8.

  As shown in FIGS. 2 and 3, the first injector 15 is arranged on the delay side in the rotor rotation direction with respect to the long axis Y, that is, on the left side in FIG. 3. The first injector 15 is configured to inject fuel directly into the intake working chamber 8, and the first injector 15 particularly when viewed from the direction of the rotation axis X shown in FIG. Fuel is injected from the vicinity of the top toward the intake ports 11, 12, 13. The first injector 15 is a multi-hole type having a plurality of injection holes for injecting fuel at the tip thereof. In the present embodiment, the first injector 15 has a total of eight directions (lines D1-1, D1-2, D2-1, and D2 shown in FIG. 3) including four directions in the rotor rotational direction and two directions in the rotor width direction. Eight injection holes are formed so as to inject fuel into (-2, D3-1, D3-2, D4-1, D4-2). The number of nozzle holes of the first injector 15 is not limited to this. In addition, the injection direction of the 1st injector 15 shown in FIG. 3 is an illustration, and is not limited to this.

  As shown in FIGS. 2 and 3, the second injector 16 is disposed with respect to the long axis Y on the advance side in the rotor rotation direction, that is, on the right side in FIG. 3. The second injector 16 is configured to inject fuel directly into the compression working chamber 8, and the second injector 16 particularly when viewed from the direction of the rotation axis X shown in FIG. The fuel is injected in the direction from the vicinity of the top to the trailing spark plug 91. Similarly to the first injector 15, the second injector 16 is a multi-hole type having a plurality of injection holes for injecting fuel at the tip thereof. In the present embodiment, the second injector 16 is The two injection holes are formed so as to inject fuel in one direction and in two directions with respect to the width direction of the rotor. By spraying fuel in two directions (see lines D5-1 and D5-2 shown in FIG. 3) with respect to the width direction of the rotor, it is avoided that the spray directly hits the plug hole of the trailing spark plug 91. Is possible. In addition, the injection direction of the 2nd injector 16 shown in FIG. 3 is an illustration, and is not limited to this. Here, the first and second injectors 15 and 16 may employ the same injector as the main body portion, but may be different from each other only in the plate on which the nozzle hole attached to the tip is formed.

  As shown in FIG. 3, the first and second injectors 15 and 16 are respectively attached to the rotor housing 3 so that their axial directions are parallel to each other. Here, in FIG. 3, the axial centers of the first and second injectors 15 and 16 are arranged so as to have a predetermined angle with respect to the long axis Y, but the first and second injectors are arranged. The angle at which 15 and 16 are disposed is not particularly limited. The arrangement angle of the first and second injectors 15 and 16 may be set as appropriate so that the angle formed between the direction of the fuel injected from the tip and the axis is optimum. Although not shown, first and second injectors 15 and 16 are provided for the two rotor housing chambers 31 on the front side and the rear side, respectively. The first and second injectors 15 and 16 are disposed so as to be parallel to each other. Therefore, in this engine 1, a total of four injectors 15 and 16 are arranged so as to be parallel to each other.

  The first and second injectors 15 and 16 are connected to one pressure accumulator 7, and the pressure accumulator 7 is connected to a high-pressure fuel pump (not shown). The pressure accumulator 7 stores the fuel supplied from the high-pressure fuel pump in a high-pressure state so that the fuel can be supplied to the first and second injectors 15 and 16 at an arbitrary timing. The pressure accumulator 7 includes a first fuel supply pipe 71 and a second fuel supply pipe 72. The first fuel supply pipe 71 has a front side and a rear side so that the first injector 15 attached to the front rotor housing 3 and the second injector 16 attached to the rear rotor housing 3 communicate with each other. The rotor housing 3 is disposed so as to extend in the direction of the rotation axis X (more precisely, a direction inclined by a predetermined angle with respect to the rotation axis X). On the other hand, the second fuel supply pipe 72 is connected to the front side so that the second injector 16 attached to the front rotor housing 3 and the first injector 15 attached to the rear rotor housing 3 communicate with each other. And the rotor housing 3 on the rear side so as to extend in the direction of the rotation axis X (more precisely, the direction inclined with respect to the rotation axis X opposite to the first fuel supply pipe 71 by a predetermined angle). It is arranged. The first and second fuel supply pipes 71 and 72 intersect at a substantially central position in the length direction, and communicate with each other at the intersecting position. Thus, the pressure accumulator 7 is configured to have an X shape when viewed in plan view.

  Each of the first and second fuel supply pipes 71 and 72 has a connecting portion 73 that protrudes downward at each of both end portions thereof and is fitted onto the upper end portion of the first or second injector 15 or 16. Yes. As described above, since the four injectors 15 and 16 are arranged in parallel to each other, the connecting portions 73 are aligned with the injectors 15 and 16, and the connecting portions 73 are connected to the injectors 15 and 16, respectively. If the pressure accumulator 7 is pushed in so as to be fitted on the upper end of the injector, all of the injectors 15 and 16 can be connected to the pressure accumulator 7 at a time.

  In the pressure accumulator 7, a fuel pressure sensor 76 (shown only in FIG. 4) is located at a position where the first and second fuel supply pipes 71, 72 intersect (position where the distances from the four injectors 15, 16 are substantially equal). ) Is attached. The fuel pressure sensor 76 measures the fuel pressure in the accumulator 7, and outputs a measurement signal to a control unit 100 (hereinafter referred to as ECU 100) described later (see FIG. 4). The ECU 100 uses the fuel pressure signal when setting the pulse width (fuel injection signal) supplied to the first and second injectors 15 and 16.

  A trailing side ignition plug 91 and a leading side ignition are respectively provided at a trailing side (delay side) position and a leading side (advance side) position in the rotor rotational direction across the short axis Z at the side portion of the rotor housing 3. A plug 92 is attached. These two spark plugs 91 and 92 face the compression / expansion working chamber 8 and burn the air-fuel mixture in the compression / expansion working chamber 8 (that is, the air-fuel mixture compressed in the compression working chamber 8). Ignite simultaneously or in order of leading and trailing sides. By providing the two spark plugs 91 and 92 in this manner, the combustion speed is increased in the compression / expansion working chamber 8 having a flat shape.

FIG. 4 shows the configuration of the control system of the engine 1. With respect to the ECU 100, an accelerator opening sensor 101 that detects an accelerator opening corresponding to the amount of depression of an accelerator pedal of a vehicle occupant equipped with the engine 1, a vehicle speed sensor 102 that detects a traveling speed of the vehicle, and an eccentric shaft 6 An angle sensor 103 for detecting the rotation angle of the engine 1 (hereinafter referred to as an eccentric angle), a water temperature sensor 105 for detecting the temperature of the cooling water of the engine 1, an air flow sensor 106 for detecting the flow rate of intake air taken into the intake passage, and exhaust gas The linear O ₂ sensor 107 for detecting the oxygen concentration therein and the fuel pressure sensor 76 each output a detection signal. The ECU 100 receives signals from the respective sensors, determines the operating state of the engine 1 based on the input signals, and determines the opening of the electric throttle valve 108 and each operation according to the operating state. The ignition timing by the ignition plugs 91 and 92 in the chamber 8 and the fuel injection amount and fuel injection timing by the first and second injectors 15 and 16 are controlled. Thus, the ECU 100 (more specifically, a fuel injection control unit 100a described later) constitutes a control unit of the fuel injection control device of the present invention that controls the operation of the first and second injectors 15 and 16. Become.

  The ECU 100 includes a fuel injection control unit 100a that controls the fuel injection by controlling the operation of the first and second injectors 15 and 16 when the engine 1 is in operation, and the trailing side and leading when the engine 1 is in operation. An ignition control unit 100b for controlling the operation of the side spark plugs 91 and 92 to control ignition.

  Here, in the engine 1, as shown in the map of FIG. 5, the operation region is divided into a high load operation region and a partial load operation region, and the fuel injection control unit 100 a The operation of the first and second injectors 15 and 16 is controlled so that the fuel injection modes by the first and second injectors 15 and 16 are different from each other. The air-fuel ratio is set to be different between the high load operation region and the partial load operation region. That is, the boundary line between the load operation region and the partial load operation region is determined by the air-fuel ratio. Note that the engine speed, which is the horizontal axis of the map of FIG. 5, is obtained by calculating the rate of change of the eccentric angle detected by the eccentric angle sensor 103 with respect to time.

  Thus, in the partial load operation region, the fuel injection control unit 100a performs the intake stroke injection in which fuel is injected into the working chamber 8 in the intake stroke by the first injector 15 and the operation in the compression stroke by the second injector 16. Both the compression stroke injection for injecting fuel into the chamber 8 are executed, and only the intake stroke injection by the first injector 15 is executed in the high load operation region.

  In addition, the fuel injection control unit 100a controls the fuel injection amount by the first injector 15 in the high load operation region so that the air-fuel ratio of the air-fuel mixture to be combusted becomes a set value set in advance according to the operating state of the engine. In the partial load operation region, the fuel injection amounts by the first and second injectors 15 and 16 are respectively set. The fuel injection control unit 100a causes the first injector 15 to inject fuel with the set fuel injection amount in the high load operation region, and the first and second injectors 15 and 16 in the partial load operation region. The fuel is injected with the set fuel injection amount. In the partial load operation region, the fuel supplied into the working chamber 8 in order to obtain the air-fuel ratio of the above set value is divided and injected by the first and second injectors 15 and 16, and the fuel injection by the first injector 15 is performed. The total amount of the amount and the amount of fuel injected by the second injector 16 is made equal to the amount of fuel to be supplied into the working chamber 8. The ratio between the fuel injection amount by the first injector 15 and the fuel injection amount by the second injector 16 is set in advance. In this embodiment, the fuel injection amount by the first injector 15 is the fuel injection amount by the second injector 16. It is set to be larger than the amount. This is because the intake stroke injection by the first injector 15 is advantageous in forming an air-fuel mixture with good vaporization atomization because fuel is injected at a timing much earlier than the ignition timing. .

  Next, fuel injection control in the fuel injection control unit 100a will be described with reference to the timing chart of FIG. In FIG. 6, the intake stroke injection and the compression stroke injection are described as “intake injection” and “compression injection”, respectively.

  The fuel injection timing (intake stroke injection timing) of the first injector 15 by the fuel injection control unit 100a is the state in which the rotor 2 is in the state shown in FIG. 2, that is, the volume of the compression / expansion working chamber 8 is minimized (on compression) The rotation angle (eccentric angle) on the rotational direction side of the eccentric shaft 6 is set within the range of −450 ° to −330 ° ATDC when the dead point (TDC) is set as a reference (0 °). The rotational position of the rotor 2 at this time is indicated by a two-dot chain line in FIG. This fuel injection timing is a timing at which the kinetic energy of the intake air in the intake working chamber 8 is large and the intake air flow velocity is large, and intense intake flow is formed in the intake working chamber 8. For this reason, the fuel can be efficiently diffused by injecting the fuel toward the intake ports 11, 12, and 13 at this timing. In addition, since this timing is significantly earlier than TDC, it is possible to ensure a long vaporization atomization time. In this way, a relatively large amount of fuel is efficiently diffused by the intake stroke injection by the first injector 15, and an air-fuel mixture with good vaporization atomization is formed by securing a long vaporization atomization time. Further, in the intake stroke injection, the intake air is cooled by the latent heat of vaporization of the fuel, and the charging efficiency can be improved. Thereafter, the working chamber 8 shifts to the compression stroke.

  The fuel injection timing (compression stroke injection timing) of the second injector 16 by the fuel injection control unit 100a is set in the range of −180 ° to −150 ° ATDC in terms of the eccentric angle. The rotational position of the rotor 2 at this time is indicated by a solid line in FIG. 3, which corresponds to the middle stage of the compression stroke. As the working chamber 8 shifts from the intake stroke to the compression stroke, the flow of the air-fuel mixture (fuel) is relatively delayed with respect to the rotation of the rotor 2, and in particular, the fuel injection amount by the first injector 15 is reduced. In the partial load operation region, in the compression / expansion working chamber 8, inhomogeneity occurs such that the region on the advance side in the rotor rotation direction becomes lean and the region on the delay side in the rotor rotation direction becomes rich. On the other hand, as shown by a thick solid line in FIG. 3, fuel is injected in the direction of the spark plug 91 by the second injector 16, so that in the compression working chamber 8 in relation to the rotation angle of the rotor 2. The fuel can be supplied to a relatively lean area. As a result, the lean region in the compression working chamber 8 and the subsequent compression / expansion working chamber 8 is enriched, and the heterogeneity of the air-fuel mixture in the rotor rotation direction can be eliminated.

  Then, after fuel injection is performed by both the first and second injectors 15 and 16 or only by the first injector 15, the ignition control unit 100b includes two ignition plugs 91 on the trailing side and the leading side. 92 are ignited at the predetermined timing, simultaneously or in the order of the leading side and the trailing side.

  In addition, since the compression stroke injection is late with respect to the intake stroke injection, it is difficult to secure a sufficient vaporization atomization time. However, since the amount of fuel injected by the second injector 16 is smaller than the amount of fuel injected by the first injector 15, the disadvantage that the vaporization atomization time is short is minimized and the deterioration of the emission property is suppressed. It is possible.

  When there is a sudden acceleration request in which the increase rate of the engine required load is greater than a predetermined value, the fuel injection control unit 100a refers to the first and second injectors when there is no such sudden acceleration request. The injection control by 15 and 16 is varied. That is, when there is no sudden acceleration request, as described above, in the high load operation region, the first injector 15 causes the fuel injection to be normally performed with a preset fuel injection amount, and in the partial load operation region. The first and second injectors 15 and 16 cause fuel injection to be performed normally with a predetermined fuel injection amount (hereinafter, this injection control when there is no sudden acceleration request is referred to as normal injection control).

  On the other hand, when there is a sudden acceleration request in the high load operation region, the fuel injection control unit 100a is injected by the first injector 15 with the fuel injection amount set before the sudden acceleration request. An apex seal that partitions the compression working chamber 8 and the intake working chamber 8 in the rotor 2 when the intake working chamber 8 to which the fuel is supplied is in the compression stroke is the second injector 16. The fuel is injected by the second injector 16 into the specific compression working chamber 8 when it is on the rotor rotation delay side of the nozzle. The fuel injection amount by the second injector 16 is preferably adjusted so that the amount of fuel in the specific compression working chamber 8 corresponds to the rapid acceleration request, but may be a constant amount.

  In the present embodiment, fuel is injected only into the first specific compression working chamber 8 after the sudden acceleration request in each of the two cylinders, and normal injection control is performed on the working chamber 8 following the specific compression working chamber 8. To do. The fuel may be injected only into the first specific compression working chamber 8 after the sudden acceleration request in all the cylinders. When there are a plurality of first specific compression working chambers 8 after the sudden acceleration request among all the cylinders (usually, when there are three or more cylinders), fuel is injected into the plurality of specific compression working chambers 8. However, the fuel may be injected only into the specific compression working chamber 8 in which the apex seal first passes through the nozzle hole of the second injector 16 among the plurality of specific compression working chambers 8.

  Further, when the sudden acceleration request is made in the partial load operation region, the fuel injection control unit 100a causes the first injector 15 to inject the fuel injected with the fuel injection amount set before the sudden acceleration request. An apex seal that separates the compression working chamber 8 and the intake working chamber 8 in the rotor 2 from the compression working chamber 8 when the supplied intake working chamber 8 is in the compression stroke is a nozzle of the second injector 16. In the specific compression working chamber 8 when the rotor is behind the rotation of the rotor, the second injector 16 causes fuel to be injected in an amount greater than the fuel injection amount set before the sudden acceleration request ( As a result, the ratio of the fuel injection amount by the second injector 16 to the fuel injection amount by the first injector 15 increases, and the fuel injection amount by the second injector 16 increases. If some of who the amount is greater than the fuel injection quantity by the first fuel injector 15). The increase amount of the fuel injection amount by the second injector 16 is preferably adjusted so that the amount of fuel in the specific compression working chamber 8 corresponds to the rapid acceleration request, but may be a constant amount. .

  In this embodiment, in each of the two cylinders, an amount of fuel that is larger than the fuel injection amount set before the sudden acceleration request is injected only into the first specific compression working chamber 8 after the sudden acceleration request. Normal injection control is performed for the working chamber 8 following the specific compression working chamber 8. It should be noted that the fuel injection amount may be increased only for the first specific compression working chamber 8 after the sudden acceleration request in all the cylinders. When there are a plurality of first specific compression working chambers 8 after the sudden acceleration request in all the cylinders (normally, when there are three or more cylinders), the fuel injection amount is increased for the plurality of specific compression working chambers 8. However, the fuel injection amount may be increased only for the specific compression working chamber 8 in which the apex seal first passes through the nozzle hole of the second injector 16 among the plurality of specific compression working chambers 8. Good. Hereinafter, the above-described injection control when there is a sudden acceleration request is referred to as a sudden acceleration injection control.

  The increase rate of the engine required load corresponds to the increase rate dθ / dt of the accelerator opening θ detected by the accelerator opening sensor 101 with respect to time t, and when the value of dθ / dt is larger than the predetermined value A. Suppose that there is a sudden acceleration request. It should be noted that when the opening degree of the throttle valve 108 controlled by the ECU 100 is detected and the rate of increase of the opening degree of the throttle valve 108 with respect to time is larger than a predetermined value, a rapid acceleration request may be made.

  Here, the fuel injection control by the fuel injection control unit 100a will be described with reference to the flowchart of FIG.

  In the first step S1, detection data is input from each sensor, and in the next step S2, the operation region (high load operation region or partial load operation region) of the engine 1 is determined from the map of FIG. The fuel injection amount by the first injector 15 is set in the operation region, and the fuel injection amounts by the first and second injectors 15 and 16 are respectively set in the partial load operation region.

  In the next step S3, an increase rate dθ / dt with respect to the time t of the accelerator opening θ is calculated. In the next step S4, it is determined whether or not dθ / dt is larger than a predetermined value A (that is, a sudden acceleration request is Or not).

  When the determination in step S4 is YES, the process proceeds to step S5, in which the sudden acceleration injection control is performed only in the first specific compression working chamber 8 after the sudden acceleration request in each of the two cylinders, and the next step S6. Thus, the normal injection control is performed on the working chamber 8 following the specific compression working chamber 8, and then the process returns.

  On the other hand, when the determination in step S4 is NO, the process proceeds to step S6 without executing step S5, and the normal injection control is performed (when the second injector 16 injects fuel in the partial load operation region, The fuel is injected with the fuel injection amount set in step S2 of the routine executed previously), and then the process returns.

  Therefore, in the present embodiment, when there is a sudden acceleration request, the sudden acceleration injection control by the fuel injection control unit 100a is performed, so that the response to the sudden acceleration request can be improved. That is, when there is a rapid acceleration request (when the determination in step S4 is YES), the fuel injection by the first injector 15 has already ended in step S6 of the previous routine, but the rapid acceleration injection control Thus, fuel injection (high load operation region) or fuel injection by the second injector 16 is performed on the specific compression working chamber 8 when the intake working chamber 8 into which the fuel is injected by the first injector 15 is in the compression stroke. The amount of fuel is increased (partial load operation region), and the amount of fuel in the specific compression working chamber 8 can be made close to or close to the amount corresponding to the rapid acceleration request. The air-fuel mixture of 8 can be burned immediately after being compressed as it is. As a result, the vehicle is immediately accelerated in response to the rapid acceleration request of the occupant of the vehicle equipped with the engine 1, and the occupant can be prevented from feeling uncomfortable due to the acceleration delay of the vehicle.

Here, in each of the cylinders, the amount of fuel corresponding to the sudden acceleration request is normally supplied in the intake stroke in the working chamber 8 following the first specific compression working chamber 8 after the sudden acceleration request. There is no need to inject fuel or increase the fuel injection amount. Therefore, it is sufficient to inject fuel only into the first specific compression working chamber 8 after the rapid acceleration request or to increase the fuel injection amount. By doing so, the response to the rapid acceleration request is improved. In addition, useless injection of fuel can be prevented .

  In the above-described embodiment, the operation region of the engine 1 is divided into a high load operation region and a partial load operation region, and fuel is injected by the first injector 15 in the high load operation region, and the first in the partial load operation region. In addition, the fuel injection by the second injectors 15 and 16 is performed. However, the fuel injection by the first injector 15 may be performed in the entire operation region of the engine 1, and the first and second injectors 15 and 16 are used. You may make it perform fuel injection. In the case where fuel injection is performed by the first injector 15 in the entire operation region of the engine 1, if there is a sudden acceleration request, as in the case of the sudden acceleration request in the high load operation region in the above embodiment. In the case where fuel injection is performed by the first and second injectors 15 and 16 in the entire operation region of the engine 1, it is the same as in the case where there is a sudden acceleration request in the partial load operation region in the above embodiment. It may be controlled to.

  In the above embodiment, the first fuel injection valve of the present invention is configured by the first injector 15 that directly injects fuel into the working chamber 8 in the intake stroke. Or the first fuel injection valve at both the injector and the first injector 15 for supplying the fuel into the working chamber 8 in the intake stroke via the intake port 11. May be configured. The fuel injection by the injector that injects fuel into the intake port 11 is preferably performed at the opening timing of the intake port 11.

  Furthermore, in the above embodiment, the engine 1 is configured with two cylinders (two rotors 2), but may be configured with one cylinder or three or more cylinders. In the case of one cylinder, it is only necessary to inject fuel or increase the fuel injection amount only into the compression working chamber 8 which is the first in the cylinder after the rapid acceleration request.

  The present invention is useful for a fuel injection control method and a fuel injection control device of a rotary piston engine, and is particularly useful in that the response to a rapid acceleration request can be improved.

It is a perspective view which shows the outline | summary of the rotary piston engine which is a control object of the starting control apparatus which concerns on embodiment of this invention. It is sectional drawing which simplified the one part which shows the principal part of a rotary piston engine. It is a figure which expands and shows the top vicinity in the rotor housing of a rotary piston engine. It is a block diagram which shows the structure of the control system of a rotary piston engine. It is a figure which shows the example of the map of the driving | operation area | region regarding fuel-injection control. It is a timing chart regarding operation of a rotary piston engine. It is a flowchart which shows the fuel-injection control by the fuel control part of ECU.

DESCRIPTION OF SYMBOLS 1 Rotary piston engine 2 Rotor 3 Rotor housing 3a Trochoid inner peripheral surface 4 Intermediate housing (side housing)
5 Side housing 6 Eccentric shaft (output shaft)
8 Working chamber 15 1st injector (1st fuel injection valve)
16 Second injector (second fuel injection valve)
31 Rotor containment chamber (cylinder)
100 ECU (control means)
Y Long axis Z Short axis

Claims (10)

The rotor is housed in a rotor housing chamber defined by a rotor housing having a substantially elliptical trochoid inner peripheral surface defined by a major axis and a minor axis orthogonal to each other and a side housing arranged so as to sandwich the rotor housing. The three working chambers are partitioned, and the rotor rotates in a planetary motion around the output shaft, thereby moving the working chambers in the circumferential direction. In each working chamber, intake, compression, expansion, and exhaust are performed. A fuel injection control method for a rotary piston engine configured to perform strokes in order,
In the above rotary piston engine,
A first fuel injection valve that injects fuel so that fuel is supplied into an intake working chamber that is a working chamber in an intake stroke;
A second fuel injection valve that directly injects fuel into a compression working chamber that is a working chamber in a compression stroke;
In advance,
Setting the fuel injection amount by the first fuel injection valve so that the air-fuel ratio of the air-fuel mixture to be combusted becomes a preset value set in accordance with the operating state of the engine;
Injecting fuel with the set fuel injection amount by the first fuel injection valve and supplying the fuel into the intake working chamber;
When there is a sudden acceleration request in which the rate of increase of the engine requested load is greater than a predetermined value, the fuel injected by the first fuel injection valve with the fuel injection amount set before the sudden acceleration request Is the compression working chamber when the intake working chamber to which the gas is supplied is in the compression stroke, and the apex seal that separates the compression working chamber and the intake working chamber in the rotor from the injection port of the second fuel injection valve Injecting fuel by the second fuel injection valve into the specific compression working chamber when the rotor is also on the rotor rotation delay side,
Only including,
The rotary piston engine has one or more cylinders,
The specific compression working chamber for injecting fuel by the second fuel injection valve is only the first specific compression working chamber after the sudden acceleration request in each cylinder when there is a plurality of the one cylinder or a plurality of cylinders. A fuel injection control method for a rotary piston engine. The rotor is housed in a rotor housing chamber defined by a rotor housing having a substantially elliptical trochoid inner peripheral surface defined by a major axis and a minor axis orthogonal to each other and a side housing arranged so as to sandwich the rotor housing. The three working chambers are partitioned, and the rotor rotates in a planetary motion around the output shaft, thereby moving the working chambers in the circumferential direction. In each working chamber, intake, compression, expansion, and exhaust are performed. A fuel injection control method for a rotary piston engine configured to perform strokes in order,
In the above rotary piston engine,
A first fuel injection valve that injects fuel so that fuel is supplied into an intake working chamber that is a working chamber in an intake stroke;
A second fuel injection valve that directly injects fuel into a compression working chamber that is a working chamber in a compression stroke;
In advance,
Setting the fuel injection amount by the first fuel injection valve so that the air-fuel ratio of the air-fuel mixture to be combusted becomes a preset value set in accordance with the operating state of the engine;
Injecting fuel with the set fuel injection amount by the first fuel injection valve and supplying the fuel into the intake working chamber;
When there is a sudden acceleration request in which the rate of increase of the engine requested load is greater than a predetermined value, the fuel injected by the first fuel injection valve with the fuel injection amount set before the sudden acceleration request Is the compression working chamber when the intake working chamber to which the gas is supplied is in the compression stroke, and the apex seal that separates the compression working chamber and the intake working chamber in the rotor from the injection port of the second fuel injection valve Injecting fuel by the second fuel injection valve into the specific compression working chamber when the rotor is also on the rotor rotation delay side,
Including
The rotary piston engine has a plurality of cylinders,
A fuel injection control method for a rotary piston engine, wherein the specific compression working chamber for injecting fuel by the second fuel injection valve is only the first specific compression working chamber after the sudden acceleration request in all the cylinders. . The fuel injection control method for a rotary piston engine according to claim 2 ,
The specific compression working chamber for injecting fuel by the second fuel injection valve has a plurality of first specific compression working chambers after the sudden acceleration request in all the cylinders. The fuel injection control method for a rotary piston engine, wherein the apex seal is only a specific compression working chamber that first passes through the injection port of the second fuel injection valve. The rotor is housed in a rotor housing chamber defined by a rotor housing having a substantially elliptical trochoid inner peripheral surface defined by a major axis and a minor axis orthogonal to each other and a side housing arranged so as to sandwich the rotor housing. The three working chambers are partitioned, and the rotor rotates in a planetary motion around the output shaft, thereby moving the working chambers in the circumferential direction. In each working chamber, intake, compression, expansion, and exhaust are performed. A fuel injection control method for a rotary piston engine configured to perform strokes in order,
In the above rotary piston engine,
A first fuel injection valve that injects fuel so that fuel is supplied into an intake working chamber that is a working chamber in an intake stroke;
A second fuel injection valve that directly injects fuel into a compression working chamber that is a working chamber in a compression stroke;
In advance,
Setting each of the fuel injection amounts by the first and second fuel injection valves such that the air-fuel ratio of the air-fuel mixture to be combusted becomes a preset value set in accordance with the operating state of the engine;
Injecting fuel with the set fuel injection amount by the first fuel injection valve and supplying the fuel into the intake working chamber;
Fuel is injected by the second fuel injection valve with the set fuel injection amount into the compression working chamber when the intake working chamber supplied with fuel by the fuel injection by the first fuel injection valve is in the compression stroke. Spraying; and
When there is a sudden acceleration request in which the rate of increase of the engine requested load is greater than a predetermined value, the fuel injected by the first fuel injection valve with the fuel injection amount set before the sudden acceleration request Is the compression working chamber when the intake working chamber to which the gas is supplied is in the compression stroke, and the apex seal that separates the compression working chamber and the intake working chamber in the rotor from the injection port of the second fuel injection valve Injecting an amount of fuel larger than the fuel injection amount set before the sudden acceleration request by the second fuel injection valve into the specific compression working chamber when the rotor is on the rotation delay side,
Only including,
The rotary piston engine has one or more cylinders,
The specific compression working chamber that injects fuel by increasing the second fuel injection valve is only the first specific compression working chamber after the sudden acceleration request in each cylinder or a plurality of cylinders. fuel injection control method for a rotary piston engine, characterized in that. The rotor is housed in a rotor housing chamber defined by a rotor housing having a substantially elliptical trochoid inner peripheral surface defined by a major axis and a minor axis orthogonal to each other and a side housing arranged so as to sandwich the rotor housing. The three working chambers are partitioned, and the rotor rotates in a planetary motion around the output shaft, thereby moving the working chambers in the circumferential direction. In each working chamber, intake, compression, expansion, and exhaust are performed. A fuel injection control method for a rotary piston engine configured to perform strokes in order,
In the above rotary piston engine,
A first fuel injection valve that injects fuel so that fuel is supplied into an intake working chamber that is a working chamber in an intake stroke;
A second fuel injection valve that directly injects fuel into a compression working chamber that is a working chamber in a compression stroke;
In advance,
Setting each of the fuel injection amounts by the first and second fuel injection valves such that the air-fuel ratio of the air-fuel mixture to be combusted becomes a preset value set in accordance with the operating state of the engine;
Injecting fuel with the set fuel injection amount by the first fuel injection valve and supplying the fuel into the intake working chamber;
Fuel is injected by the second fuel injection valve with the set fuel injection amount into the compression working chamber when the intake working chamber supplied with fuel by the fuel injection by the first fuel injection valve is in the compression stroke. Spraying; and
When there is a sudden acceleration request in which the rate of increase of the engine requested load is greater than a predetermined value, the fuel injected by the first fuel injection valve with the fuel injection amount set before the sudden acceleration request Is the compression working chamber when the intake working chamber to which the gas is supplied is in the compression stroke, and the apex seal that separates the compression working chamber and the intake working chamber in the rotor from the injection port of the second fuel injection valve Injecting an amount of fuel larger than the fuel injection amount set before the sudden acceleration request by the second fuel injection valve into the specific compression working chamber when the rotor is on the rotation delay side,
Including
The rotary piston engine has a plurality of cylinders,
The specific compression working chamber in which fuel is increased by the second fuel injection valve and injected is only the first specific compression working chamber after the sudden acceleration request among all the cylinders. Injection control method. The fuel injection control method for a rotary piston engine according to claim 5 ,
When there are a plurality of first specific compression operation chambers after the sudden acceleration request in all the cylinders, the specific compression operation chambers that inject fuel by the second fuel injection valve are injected into the plurality of specific compression operation chambers. The fuel injection control method for a rotary piston engine, wherein the apex seal is only a specific compression working chamber that first passes through the injection port of the second fuel injection valve. The rotor is housed in a rotor housing chamber defined by a rotor housing having a substantially elliptical trochoid inner peripheral surface defined by a major axis and a minor axis orthogonal to each other and a side housing arranged so as to sandwich the rotor housing. The three working chambers are partitioned, and the rotor rotates in a planetary motion around the output shaft, thereby moving the working chambers in the circumferential direction. In each working chamber, intake, compression, expansion, and exhaust are performed. A fuel injection control device for a rotary piston engine configured to perform strokes in order,
The rotary piston engine
A first fuel injection valve that injects fuel so that fuel is supplied into an intake working chamber that is a working chamber in an intake stroke;
A second fuel injection valve that directly injects fuel into a compression working chamber that is a working chamber in a compression stroke;
Have
Control means for controlling the operation of the first and second fuel injection valves,
The control means sets the fuel injection amount by the first fuel injection valve so that the air-fuel ratio of the air-fuel mixture to be combusted becomes a preset value set in accordance with the operating state of the engine. The fuel injection valve injects the fuel with the set fuel injection amount to supply the fuel into the intake working chamber, and there is a rapid acceleration request that causes the increase rate of the engine required load to exceed a predetermined value. In this case, it is a compression working chamber when the intake working chamber supplied with the fuel injected by the first fuel injection valve with the fuel injection amount set before the sudden acceleration request is in the compression stroke. Thus, the second fuel injection in the specific compression operation chamber when the apex seal that partitions the compression operation chamber and the intake operation chamber in the rotor is on the rotor rotation delay side with respect to the injection port of the second fuel injection valve. By valve It is configured so as to inject charges,
The rotary piston engine has one or more cylinders,
The specific compression working chamber for injecting fuel by the second fuel injection valve is only the first specific compression working chamber after the sudden acceleration request in each cylinder when there is a plurality of the one cylinder or a plurality of cylinders. A fuel injection control device for a rotary piston engine. The rotor is housed in a rotor housing chamber defined by a rotor housing having a substantially elliptical trochoid inner peripheral surface defined by a major axis and a minor axis orthogonal to each other and a side housing arranged so as to sandwich the rotor housing. The three working chambers are partitioned, and the rotor rotates in a planetary motion around the output shaft, thereby moving the working chambers in the circumferential direction. In each working chamber, intake, compression, expansion, and exhaust are performed. A fuel injection control device for a rotary piston engine configured to perform strokes in order,
The rotary piston engine
A first fuel injection valve that injects fuel so that fuel is supplied into an intake working chamber that is a working chamber in an intake stroke;
A second fuel injection valve that directly injects fuel into a compression working chamber that is a working chamber in a compression stroke;
Have
Control means for controlling the operation of the first and second fuel injection valves,
The control means sets the fuel injection amount by the first fuel injection valve so that the air-fuel ratio of the air-fuel mixture to be combusted becomes a preset value set in accordance with the operating state of the engine. The fuel injection valve injects the fuel with the set fuel injection amount to supply the fuel into the intake working chamber, and there is a rapid acceleration request that causes the increase rate of the engine required load to exceed a predetermined value. In this case, it is a compression working chamber when the intake working chamber supplied with the fuel injected by the first fuel injection valve with the fuel injection amount set before the sudden acceleration request is in the compression stroke. Thus, the second fuel injection in the specific compression operation chamber when the apex seal that partitions the compression operation chamber and the intake operation chamber in the rotor is on the rotor rotation delay side with respect to the injection port of the second fuel injection valve. By valve It is configured so as to inject charges,
The rotary piston engine has a plurality of cylinders,
The fuel injection control device for a rotary piston engine, wherein the specific compression working chamber for injecting fuel by the second fuel injection valve is only the first specific compression working chamber after the sudden acceleration request in all the cylinders. . The rotor is housed in a rotor housing chamber defined by a rotor housing having a substantially elliptical trochoid inner peripheral surface defined by a major axis and a minor axis orthogonal to each other and a side housing arranged so as to sandwich the rotor housing. The three working chambers are partitioned, and the rotor rotates in a planetary motion around the output shaft, thereby moving the working chambers in the circumferential direction. In each working chamber, intake, compression, expansion, and exhaust are performed. A fuel injection control device for a rotary piston engine configured to perform strokes in order,
The rotary piston engine
A first fuel injection valve that injects fuel so that fuel is supplied into an intake working chamber that is a working chamber in an intake stroke;
A second fuel injection valve that directly injects fuel into a compression working chamber that is a working chamber in a compression stroke;
Have
Control means for controlling the operation of the first and second fuel injection valves,
The control means respectively sets the fuel injection amounts by the first and second fuel injection valves so that the air-fuel ratio of the air-fuel mixture to be combusted becomes a preset value set in accordance with the operating state of the engine, The first fuel injection valve injects fuel with the set fuel injection amount, supplies the fuel into the intake working chamber, and intake air to which fuel is supplied by fuel injection by the first fuel injection valve The second fuel injection valve causes fuel to be injected with the set fuel injection amount into the compression working chamber when the working chamber reaches the compression stroke, and the increase rate of the engine required load is higher than a predetermined value. When there is a request for rapid acceleration to increase, the intake air working chamber to which the fuel injected with the fuel injection amount set before the request for sudden acceleration is supplied by the first fuel injection valve becomes a compression stroke. When In the specific compression operation chamber when the apex seal that partitions the compression operation chamber and the intake operation chamber in the rotor is on the rotor rotation delay side with respect to the injection port of the second fuel injection valve, The second fuel injection valve is configured to inject an amount of fuel larger than the fuel injection amount set before the sudden acceleration request ,
The rotary piston engine has one or more cylinders,
The specific compression working chamber that injects fuel by increasing the second fuel injection valve is only the first specific compression working chamber after the sudden acceleration request in each cylinder or a plurality of cylinders. the fuel injection control apparatus for a rotary piston engine, characterized in that. The rotor is housed in a rotor housing chamber defined by a rotor housing having a substantially elliptical trochoid inner peripheral surface defined by a major axis and a minor axis orthogonal to each other and a side housing arranged so as to sandwich the rotor housing. The three working chambers are partitioned, and the rotor rotates in a planetary motion around the output shaft, thereby moving the working chambers in the circumferential direction. In each working chamber, intake, compression, expansion, and exhaust are performed. A fuel injection control device for a rotary piston engine configured to perform strokes in order,
The rotary piston engine
A first fuel injection valve that injects fuel so that fuel is supplied into an intake working chamber that is a working chamber in an intake stroke;
A second fuel injection valve that directly injects fuel into a compression working chamber that is a working chamber in a compression stroke;
Have
Control means for controlling the operation of the first and second fuel injection valves,
The control means respectively sets the fuel injection amounts by the first and second fuel injection valves so that the air-fuel ratio of the air-fuel mixture to be combusted becomes a preset value set in accordance with the operating state of the engine, The first fuel injection valve injects fuel with the set fuel injection amount, supplies the fuel into the intake working chamber, and intake air to which fuel is supplied by fuel injection by the first fuel injection valve The second fuel injection valve causes fuel to be injected with the set fuel injection amount into the compression working chamber when the working chamber reaches the compression stroke, and the increase rate of the engine required load is higher than a predetermined value. When there is a request for rapid acceleration to increase, the intake air working chamber to which the fuel injected with the fuel injection amount set before the request for sudden acceleration is supplied by the first fuel injection valve becomes a compression stroke. When In the specific compression operation chamber when the apex seal that partitions the compression operation chamber and the intake operation chamber in the rotor is on the rotor rotation delay side with respect to the injection port of the second fuel injection valve, The second fuel injection valve is configured to inject an amount of fuel larger than the fuel injection amount set before the sudden acceleration request,
The rotary piston engine has a plurality of cylinders,
The specific compression working chamber in which fuel is increased by the second fuel injection valve and injected is only the first specific compression working chamber after the sudden acceleration request among all the cylinders. Injection control device.

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