WO2011016136A1 - 火花点火式内燃機関 - Google Patents
火花点火式内燃機関 Download PDFInfo
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- WO2011016136A1 WO2011016136A1 PCT/JP2009/064043 JP2009064043W WO2011016136A1 WO 2011016136 A1 WO2011016136 A1 WO 2011016136A1 JP 2009064043 W JP2009064043 W JP 2009064043W WO 2011016136 A1 WO2011016136 A1 WO 2011016136A1
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- Prior art keywords
- fuel injection
- valve
- fuel
- intake
- injection valve
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
- F02M35/10—Air intakes; Induction systems
- F02M35/1015—Air intakes; Induction systems characterised by the engine type
- F02M35/10177—Engines having multiple fuel injectors or carburettors per cylinder
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
- F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
- F02D13/0203—Variable control of intake and exhaust valves
- F02D13/0207—Variable control of intake and exhaust valves changing valve lift or valve lift and timing
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
- F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
- F02D13/0257—Independent control of two or more intake or exhaust valves respectively, i.e. one of two intake valves remains closed or is opened partially while the other is fully opened
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
- F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
- F02D13/0261—Controlling the valve overlap
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/30—Controlling fuel injection
- F02D41/3094—Controlling fuel injection the fuel injection being effected by at least two different injectors, e.g. one in the intake manifold and one in the cylinder
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/30—Controlling fuel injection
- F02D41/32—Controlling fuel injection of the low pressure type
- F02D41/36—Controlling fuel injection of the low pressure type with means for controlling distribution
- F02D41/365—Controlling fuel injection of the low pressure type with means for controlling distribution with means for controlling timing and distribution
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
- F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
- F02M26/17—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories in relation to the intake system
- F02M26/20—Feeding recirculated exhaust gases directly into the combustion chambers or into the intake runners
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
- F02M35/10—Air intakes; Induction systems
- F02M35/104—Intake manifolds
- F02M35/108—Intake manifolds with primary and secondary intake passages
- F02M35/1085—Intake manifolds with primary and secondary intake passages the combustion chamber having multiple intake valves
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
- F02P15/00—Electric spark ignition having characteristics not provided for in, or of interest apart from, groups F02P1/00 - F02P13/00 and combined with layout of ignition circuits
- F02P15/08—Electric spark ignition having characteristics not provided for in, or of interest apart from, groups F02P1/00 - F02P13/00 and combined with layout of ignition circuits having multiple-spark ignition, i.e. ignition occurring simultaneously at different places in one engine cylinder or in two or more separate engine cylinders
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B23/00—Other engines characterised by special shape or construction of combustion chambers to improve operation
- F02B23/08—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition
- F02B2023/085—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition using several spark plugs per cylinder
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
Definitions
- the present invention relates to a spark ignition internal combustion engine that sparks and ignites an air-fuel mixture in a combustion chamber.
- Patent Document 1 A spark ignition internal combustion engine is known (Patent Document 1).
- Patent Documents 2 to 4 exist as prior art documents related to the present invention.
- JP 2008-255866 A Japanese Patent Laid-Open No. 2006-9660 Japanese Patent Laid-Open No. 5-288095 JP 2007-23971 A
- the burned gas region mainly containing EGR gas in the combustion chamber corresponds to the intake port into which EGR gas is introduced.
- an air-fuel mixture region mainly containing the fuel air-fuel mixture is formed corresponding to the other intake port. Since these regions are stratified in the combustion chamber, mixing of the EGR gas and the fuel mixture can be avoided as much as possible. Thereby, since the combustion deterioration accompanying the introduction of EGR gas can be suppressed, the introduction limit amount of EGR gas can be expanded, and the fuel efficiency can be improved.
- the internal combustion engine of Patent Document 1 injects fuel from each fuel injection valve when EGR gas is introduced, but only from the fuel injection valve provided in the intake port on the side where EGR gas is not introduced when EGR gas introduction is stopped. Fuel is being injected. Therefore, when EGR gas is introduced, fuel necessary for setting the target air-fuel ratio is unevenly distributed in the mixture region, and the mixture region may be locally rich. When a locally rich region is generated in the combustion chamber, oxygen shortage occurs in that region, and there is a problem in that emissions of carbon monoxide, unburned hydrocarbons, and the like increase.
- the present invention provides a spark ignition type internal combustion engine that can suppress the mixture region from becoming locally rich when the mixture region and burned gas region are stratified in the combustion chamber. With the goal.
- the spark ignition internal combustion engine of the present invention includes a first intake port and a second intake port that open to a combustion chamber, ignition means for supplying a spark to the combustion chamber, and a first fuel provided in the first intake port.
- An injection amount calculating means for calculating a sum of fuel injection amounts to be injected by each of the valves, and an injection ratio of the fuel injected by each of the first fuel injection valve and the second fuel injection valve with respect to the total; Injection ratio determining means for performing the injection Injection control means for controlling each of the first fuel injection valve and the second fuel injection valve based on the calculation result of the calculation means and the determination result of the injection ratio determination means, and the injection ratio determination means includes: When the air-fuel mixture region and the burned gas region are formed in the combustion chamber, the first fuel injection valve and the first fuel injection valve according to an EGR rate that is a ratio of burned gas to the gas filled in the combustion chamber Each injection ratio of the first fuel injection valve and the second fuel injection valve is determined so that fuel is injected from each of the second fuel injection valves.
- the injection ratio determining means is configured to increase the injection ratio of the first fuel injection valve in accordance with an increase in the EGR rate. You may determine each injection ratio of an injection valve. Since the relationship in which one of the injection ratios of the first fuel injection valve and the second fuel injection valve is determined when the other is determined is established, the injection ratio of the first fuel injection valve increases as the EGR rate increases. Accordingly, the injection ratio of the second fuel injection valve is reduced.
- the injection ratio of the second fuel injection valve decreases as the EGR rate increases, so the oxygen concentration in the burned gas region accompanying the increase in the EGR rate
- the amount of fuel supplied to the burned gas region decreases in accordance with the decrease in the amount of fuel.
- How much the injection ratio of each fuel injection valve is changed with respect to the change of the EGR rate can be appropriately determined. For example, by associating the EGR rate with the injection rate of each fuel injection valve so that the emission amount of carbon monoxide, unburned hydrocarbon, etc. is minimized, the injection rate of each fuel injection valve according to the EGR rate is optimized. It is possible to Such optimization can be realized using known methods such as actual machine testing and simulation.
- external EGR means for introducing a part of burned gas taken out from the exhaust passage into the second intake port in a limited manner may be provided.
- the external EGR means the following preferable first to fifth aspects may be included.
- an oxygen concentration sensor capable of detecting the air-fuel ratio of burned gas in the exhaust passage, and an EGR execution mode for introducing burned gas into the second intake port by the external EGR means Based on the detection result of the oxygen concentration sensor so that combustion by the target air-fuel ratio is realized when the EGR inhibition mode is executed.
- the fuel is injected only from the first fuel injection valve, and the correlation between the fuel injection amount of the first fuel injection valve and the intake air amount or the intake pressure when the combustion by the target air-fuel ratio is realized is specified.
- Characteristic acquisition means, and the injection control means is based on the correlation that the characteristic acquisition means specifies the fuel injection amount of the first fuel injection valve when the EGR execution mode is executed. While determining Te may change the injection quantity of the second fuel injection valve based on the detection result of the oxygen concentration sensor as combustion is achieved by the target air-fuel ratio.
- the fuel injection valve changes its injection characteristics such as the injection rate in accordance with the period of use, the command value of the fuel injection amount (injection period) given to the fuel injection valve and the fuel injection amount actually injected There is a gap between them. It is difficult to directly know the fuel injection amount actually injected from the fuel injection valve. At present, the fuel injection amount can only be indirectly confirmed from the air-fuel ratio in the exhaust passage. Under such circumstances, the total fuel injection amount injected by each fuel injection valve can be grasped, but the fuel injection amount actually injected by each fuel injection valve cannot be grasped individually. Therefore, when fuel is divided by the first fuel injection valve and the second fuel injection valve, feedback control cannot be individually performed for each fuel injection valve.
- the correlation between the fuel injection amount of the first fuel injection valve and the intake air amount or the intake pressure when the target air-fuel ratio is realized is specified at the time of executing the EGR prohibition mode, and at the time of the EGR execution mode
- the fuel injection of the second fuel injection valve is based on the detection result of the oxygen concentration sensor so that the target air-fuel ratio is realized. The amount is changing.
- the injection control means may control the second fuel injection valve such that a fuel injection timing by the second fuel injection valve changes according to a load.
- the injection timing by the second fuel injection valve changes according to the load, the mixture region and the burned gas region can be stratified in the combustion chamber in a wide operation region.
- it further comprises a first intake valve that opens and closes the first intake port and a second intake valve that opens and closes the second intake port, and the injection control means is configured to output the load when the load is a predetermined value or more.
- the second fuel injection valve may be controlled such that fuel is injected by the second fuel injection valve in the first half of the intake stroke in which the first intake valve and the second intake valve are opened. . Since combustion in the burned gas region is delayed as compared with the mixture region, knocking is more likely to occur in the burned gas region than in the mixture region when the load is equal to or greater than a predetermined value.
- the intake amount from the second intake port becomes the intake amount from the first intake port. More flow difference occurs. When this flow rate difference occurs, the boundary between the gas mixture region and the burned gas region is likely to collapse, and the stratification level of these regions may be lowered. Therefore, by operating the first intake valve and the second intake valve, respectively, the amount of gas supplied to the combustion chamber via the first intake port and the combustion via the second intake port And a valve operating means capable of making the amount of gas supplied to the chamber different from each other, wherein the valve operating means is configured such that the fuel is injected by the second fuel injection valve in the first half of the intake stroke.
- the first intake valve and the second intake valve may be operated so that the amount of gas passing through one intake port is larger than the amount of gas passing through the second intake port.
- each intake valve is operated in a direction to cancel the flow rate difference that may occur when the burned gas region is cooled, so that the flow rate difference is corrected to suppress a decrease in the stratification level. The occurrence of knocking can be prevented while maintaining the above.
- the second fuel injection valve may be controlled such that fuel is injected by the second combustion injection valve before the two intake valves are opened. Since combustion in the burned gas region is delayed as compared with the mixture region, unburned hydrocarbons are likely to be generated in the burned gas region when the load is a predetermined value or less. Therefore, by injecting fuel with the second fuel injection valve before the second intake valve opens, the fuel receives heat from the wall surface of the second intake port and evaporates, so that the gas in the high temperature state enters the combustion chamber. It is captured. Thereby, since it becomes easy to maintain a burnt gas area
- a first intake valve that opens and closes the first intake port, and a second intake valve that opens and closes the second intake port, and the injection control means includes: The first fuel injection valve and the second fuel are injected so that fuel is injected from each of the first fuel injection valve and the second fuel injection valve during an intake stroke in which the second intake valve opens.
- the injection valve may be controlled. In this case, fuel is vaporized by injecting fuel from each fuel injection valve during the intake stroke, and the temperature in the combustion chamber can be lowered. Thereby, both suppression of knocking and improvement of filling efficiency can be achieved.
- the second fuel injection valve is provided so that the fuel is injected by the second fuel injection valve in the second half of the valve opening period of the second intake valve during idle operation. May be controlled. In this case, the vaporization of the fuel proceeds in the burned gas region even after the second intake valve is closed. As a result, the temperature of the burned gas region decreases and contracts, and the boundary with the mixture region shifts from the center of the combustion chamber to the burned gas region side, so the spark plug disposed at the center of the combustion chamber is mixed with the mixture. Located in the area.
- ignition can be performed in an air-fuel mixture region where the concentration of burned gas is low during idle operation with poor ignitability, thus improving ignition performance during idle operation, which tends to be reduced by placing a spark plug in the center of the combustion chamber. it can.
- a first spark plug disposed in the combustion chamber so as to be biased toward the first intake port, and the combustion chamber so as to be biased toward the second intake port.
- the first ignition plug is disposed so that the ignition by the second ignition plug is performed earlier than the ignition by the first ignition plug when the load is equal to or greater than a predetermined value.
- An ignition control means for controlling the plug and the second spark plug may be further provided.
- the burned gas region has poor ignitability compared to the mixture region and combustion is delayed. Therefore, when the load is equal to or higher than the predetermined value, the ignition by the second spark plug is performed earlier than the ignition by the first spark plug, so that the combustion in the burned gas region can be started earlier than the combustion in the mixture region. .
- a first spark plug disposed in the combustion chamber so as to be biased toward the first intake port, and the combustion chamber so as to be biased toward the second intake port.
- the first ignition plug is disposed so that the ignition by the second ignition plug is performed later than the ignition by the first ignition plug when the load is a predetermined value or less.
- An ignition control means for controlling the plug and the second spark plug may be further provided. If the load is below a predetermined value and the temperature in the combustion chamber is low, misfire may occur in the burned gas region.
- the pressure and temperature of the burned gas region can be increased using flame propagation formed by the combustion of the preceding gas mixture region, and the second spark plug is in a state where the pressure and temperature are increased. Can be ignited. Thereby, the ignitability of the burned gas region can be improved.
- a first spark plug disposed in the combustion chamber so as to be biased toward the first intake port, and the combustion chamber so as to be biased toward the second intake port.
- a second spark plug disposed at a position where the ignition by the second spark plug is slower than the ignition by the first spark plug when the rotational speed is equal to or lower than a predetermined value and the load is equal to or higher than the predetermined value.
- ignition control means for controlling the first spark plug and the second spark plug so that ignition by the second spark plug is performed a plurality of times.
- the flame propagation speed in the burned gas region is lower than the flame propagation rate in the gas mixture region because the burned gas concentration is high.
- the fuel mixture can be moved to the burned gas region side.
- the unburned air-fuel mixture that has moved to the burned gas region due to combustion in the air-fuel mixture region can be sequentially ignited by a plurality of times of ignition by the second spark plug, the combustion speed can be increased. Thereby, occurrence of knocking can be suppressed.
- the internal combustion engine further includes a first intake valve that opens and closes the first intake port, and a second intake valve that opens and closes the second intake port.
- An ignition plug is provided in the combustion chamber so as to be biased toward the intake port side.
- the stratification means only the second intake valve is opened in the latter half of the exhaust stroke so that the existing combustion chamber has already been opened.
- an internal EGR means capable of forming the mixture region and the burned gas region in the combustion chamber by guiding the fuel gas to the second intake port. According to this aspect, ignition in the air-fuel mixture region can be reliably performed by the spark plug, and self-ignition can be promoted using the high-temperature burned gas contained in the burned gas region in the second half of combustion. Therefore, it is possible to suppress the discharge of unburned hydrocarbons.
- the internal EGR means is used as the stratification means, the following preferred first to fourth aspects may be included.
- the internal EGR means opens only the second intake valve in the latter half of the exhaust stroke and guides the burned gas in the combustion chamber to the second intake port, thereby bringing the internal EGR means into the combustion chamber.
- a stratified state forming an air-fuel mixture region and the burned gas region, and operating each of the first intake valve and the second intake valve in the combustion chamber of the air-fuel mixture region and the burned gas region.
- the non-stratified state that restricts the formation of the fuel can be switched alternately, and the injection ratio determining means determines that the respective injection ratios of the first fuel injection valve and the second fuel injection valve are the stratified state and the non-stratified state.
- the combustion temperature can be raised by combustion under the non-stratified state, and the high-temperature burned gas obtained thereby can be included in the burned gas region in the stratified state of the next cycle. Therefore, even when the load is low and the temperature required for self-ignition in the burned gas region cannot be obtained, the high temperature obtained in the non-stratified state of the previous cycle can be obtained by alternately repeating the stratified state and the non-stratified state.
- the burned gas in the next cycle to promote self-ignition of the burned gas region, the emission of unburned hydrocarbons can be reduced.
- the injection control means sets the second fuel injection valve in the second half of the intake stroke in which the first intake valve and the second intake valve are opened.
- the second fuel injection valve may be controlled so that fuel is injected.
- the temperature of the burned gas region can be lowered by the latent heat of vaporization of the fuel injected in the second half of the intake stroke.
- the injection control means uses the second combustion injection valve for fuel after the second intake valve is opened and before the first intake valve is opened when the load is equal to or less than a predetermined value.
- the second fuel injection valve may be controlled so that is injected.
- the temperature of the burned gas is relatively high.
- the fuel is exposed to a high-temperature burned gas and reformed into a property that facilitates combustion. Thereby, the stable self-ignition can be obtained in the burned gas region.
- the internal EGR means reduces the lift amount when only the second intake valve is opened in the latter half of the exhaust stroke when the load is high compared to when the load is low.
- the burned gas may be guided to the second intake port. Since the temperature of burned gas is higher when the load is high than when the load is low, self-ignition easily occurs in a high load situation, and noise may be a problem.
- the second intake port is throttled when the load is high compared to when the load is low, the flow rate of the burned gas flowing backward through the second intake port is faster than when the load is low. Therefore, since heat transfer to the second intake port is promoted, the temperature of burned gas can be lowered. Thereby, since self-ignition in the burned gas area becomes slow, noise can be suppressed.
- the schematic diagram which showed the internal combustion engine of FIG. 1 from the direction of arrow II. 2 is a flowchart showing an example of a control routine for operation control performed on the internal combustion engine of FIG. 1.
- the flowchart which showed an example of the routine of the normal control defined by step S4 of FIG. 4 is a flowchart showing an example of an EGR control routine defined in step S5 of FIG. 3.
- FIG. 20 is a flowchart showing an example of a control routine for operation control performed on the internal combustion engine of FIG. 19.
- FIG. 20 The flowchart which showed an example of the control routine of EGR control defined by step S82 of FIG.
- FIG. 1 is a top view schematically showing a main part of a spark ignition type internal combustion engine according to the first embodiment of the present invention
- FIG. 2 is a schematic sectional view showing the internal combustion engine of FIG. 1 from the front.
- the internal combustion engine 1A is configured as a spark ignition type 4-cycle internal combustion engine that can be mounted on a vehicle (not shown) as a driving power source.
- the internal combustion engine 1A includes a plurality (one in the figure) of cylinders 2.
- the cylinder 2 is formed in a cylinder block 3, and the upper part of the cylinder 2 is closed by a cylinder head 4.
- a piston 5 is provided in the cylinder 2 so as to freely reciprocate.
- the combustion chamber 6 of the internal combustion engine 1 ⁇ / b> A is formed as a space surrounded by the inner peripheral surface of the cylinder 2, the ceiling surface of the cylinder 2, and the top surface of the piston 5.
- the cylinder 2 is connected to an intake passage 9 and an exhaust passage 10 respectively.
- the intake passage 9 includes a first intake port 11 and a second intake port 12 formed in the cylinder head 4 so as to open to the combustion chamber 6.
- the cylinder head 4 is provided with a first intake valve 13 that opens and closes the first intake port 11 and a second intake valve 14 that opens and closes the second intake port 12.
- the intake valves 13 and 14 are driven to open and close by a valve operating mechanism 15 as valve operating means, and the valve operating mechanism 15 independently controls the valve opening characteristics such as the valve lift amount and valve timing of the intake valves 13 and 14. Can be changed. Since the valve operating mechanism 15 may be the same as a known one, a detailed description of the structure is omitted.
- a throttle valve 16 for adjusting the air amount is provided on the upstream side of the intake ports 11 and 12.
- Each operation of the valve operating mechanism 15 and the throttle valve 16 is controlled by an engine control unit (ECU) 17 configured as a computer for controlling the operating state of the internal combustion engine 1A.
- ECU engine control unit
- the exhaust passage 10 includes two exhaust ports 18 that open to the top surface of the combustion chamber 6. Each exhaust port 18 is opened and closed by an exhaust valve 19. The exhaust valve 19 is driven to open and close by a valve mechanism (not shown). Although not shown, the exhaust passage 10 is provided with a three-way catalyst, and the exhaust gas, which is burned gas flowing through the exhaust passage 10, is purified by the three-way catalyst.
- the cylinder head 4 is provided with a spark plug 20 disposed in the center of the combustion chamber 6 so that the tip thereof faces the ceiling surface of the combustion chamber 6. Further, a first fuel injection valve 21 provided in the first intake port 11 and a second fuel injection valve 22 provided in the second intake port 12 are respectively attached to the cylinder head 4. Each operation of the spark plug 20, the first fuel injection valve 21, and the second fuel injection valve 22 is controlled by the ECU 17 executing a predetermined control program while referring to signals from various sensors.
- the sensors related to the present invention include a crank angle sensor 23 that outputs a signal corresponding to the engine speed (rotational speed), an air flow meter 24 that outputs a signal corresponding to the amount of intake air taken into the combustion chamber 6, and an intake air
- An intake pressure sensor 25 that outputs a signal corresponding to the pressure in the passage 6, an accelerator opening sensor 26 that outputs a signal corresponding to an opening of an accelerator pedal (not shown), and a signal corresponding to the air-fuel ratio of the exhaust gas are output.
- An oxygen concentration sensor 27 is provided. The oxygen concentration sensor 27 outputs a rich signal indicating that the air-fuel ratio is on the rich side and a lean signal indicating that the air-fuel ratio is on the lean side with the theoretical air-fuel ratio as the center. However, as the oxygen concentration sensor 27, a sensor that outputs a signal that linearly responds to a change in the air-fuel ratio can be used.
- the internal combustion engine 1A is provided with an EGR device 30 as external EGR means for recirculating the exhaust gas flowing through the exhaust passage 10 to the intake system.
- the EGR device 30 includes an EGR passage 31 that connects the exhaust passage 10 and the second intake port 12, an EGR valve 32 that opens and closes the EGR passage 31, and an EGR cooler 33 that is provided in the EGR passage 31.
- the EGR passage 31 can introduce a part of the exhaust gas extracted from the exhaust passage 10 into the second intake port 12 in a limited manner as external EGR gas.
- the EGR passage 31 is opened by the EGR valve 32 of the EGR device 30 and the external EGR gas G1 is introduced into the second intake port 12 in a limited manner.
- the fuel mixture is introduced into the combustion chamber 6 via the first intake port 11, while the external EGR gas G 1 is introduced along with the fuel mixture via the second intake port 12.
- the mixture region A mainly containing the fuel mixture is on the first intake port 11 side, and the burned gas region B containing the external EGR gas G ⁇ b> 1 as burned gas is in the second intake air.
- Each is formed on the port 12 side.
- the EGR device 30 can stratify the air-fuel mixture region A and the burned gas region B into the combustion chamber 6 by introducing the external EGR gas G1 only into the second intake port 12, the EGR device 30 is stratified according to the present invention. Functions as a means.
- the boundary P between the regions A and B extends so as to cross the center of the combustion chamber 6. In practice, the boundary P is not visually recognizable as shown in the figure, but this boundary P has a technical significance as a position where the concentration distribution of burned gas changes significantly.
- FIG. 3 is a flowchart illustrating an example of a control routine for operation control executed by the ECU 17.
- a program of this routine is held in a storage device such as a ROM that the ECU 17 has, and is read out in a timely manner and repeatedly executed at predetermined intervals.
- step S1 it is determined whether or not a condition (EGR execution condition) for returning a part of the exhaust gas to the intake system is satisfied.
- EGR execution condition A well-known standard is applied as a standard for whether or not exhaust gas recirculation is permitted.
- the process proceeds to step S5, and EGR control is executed. That is, the EGR execution mode is executed.
- the routine proceeds to step S2, where the EGR valve 32 of the EGR device 30 is closed to block the inflow of exhaust gas to the intake system. As a result, the introduction of exhaust gas into the intake system is prohibited, and the EGR inhibition mode is executed.
- step S3 it is determined whether or not the execution condition of the process for grasping the secular change of the injection characteristic of the first fuel injection valve 21 (injection valve characteristic acquisition process) is satisfied. Details of this processing will be described later.
- the execution condition is determined based on the operation time so that the injection valve characteristic acquisition process is performed at a predetermined frequency. For example, the success or failure of the execution condition can be determined based on whether or not the integrated value of the operation time has reached a predetermined value. If the execution condition is satisfied, the process proceeds to step S6, and the process is performed. If the execution condition is not satisfied, the process proceeds to step S4 to perform normal control. Thereafter, the routine of FIG. 3 ends.
- FIG. 4 shows an example of a normal control routine defined in step S4 of FIG.
- various operation parameters used for control are acquired.
- representative ones include the engine speed, the intake air amount, the intake pressure, and the accelerator opening. These operating parameters are acquired based on the output signals of the various sensors 23 to 26 described above.
- step S12 the opening (throttle opening) of the throttle valve 16 is determined based on the accelerator opening, the engine speed, etc. acquired in step S11.
- a total fuel injection amount that is the sum of the fuel injection amounts of the fuel injection valves 21 and 22 is determined based on the current intake air amount so that combustion is performed at the target air-fuel ratio. Since the method for determining the total fuel injection amount is the same as a known method, the description thereof is omitted.
- the injection ratios of the fuel injection valves 21 and 22 with respect to the total fuel injection amount are set to 50%. Accordingly, in step S14, the fuel injection amount of the first fuel injection valve 21 is determined by multiplying the total fuel injection amount by the injection ratio of the first fuel injection valve 21. On the other hand, in step S15, the fuel injection amount of the second fuel injection valve 22 is determined by multiplying the total fuel injection amount by the injection ratio of the second fuel injection valve 22.
- step 16 the output value of the oxygen concentration sensor 27 is obtained, and it is grasped whether the air-fuel ratio is richer or leaner than the theoretical air-fuel ratio that is the target air-fuel ratio.
- step S17 the fuel injection amounts of the fuel injection valves 21 and 22 determined in steps S14 and S15 are feedback-corrected in a direction to eliminate the deviation from the target air-fuel ratio grasped in step S16.
- the correction amount per time in this process can be determined as appropriate.
- each fuel injection valve 21, 22 is operated so that the fuel of the fuel injection amount corrected in step S17 is injected from each fuel injection valve 21, 22. Specifically, the fuel injection valves 21 and 22 are opened for an injection period corresponding to each fuel injection amount. In the normal control, the injection timings of the fuel injection valves 21 and 22 are set simultaneously.
- an optimal ignition timing is determined according to the operating state of the internal combustion engine 1A. This ignition timing determination method is also the same as a known method.
- the spark plug 20 is operated so that a spark is generated from the spark plug 20 at the ignition timing determined in step S19. Thereafter, the routine returns to the routine of FIG. 3 which is the main routine.
- FIG. 5 shows an example of an EGR control routine defined in step S5 of FIG.
- various operation parameters used for the control are acquired as in step S11 of FIG. 4 described above.
- step S ⁇ b> 22 an EGR rate that is a ratio of burned gas to the gas filled in the combustion chamber 6 is determined.
- the EGR rate is determined in accordance with the operating state grasped based on the various operating parameters acquired in step S11, but the specific method for setting the EGR rate is the same as a well-known method, and thus the description thereof is omitted.
- Steps S23 and S24 the respective opening degrees of the throttle valve 16 and the EGR valve 32 are determined so that the EGR rate determined in Step S22 is realized.
- the total fuel injection amount is determined based on the current intake air amount so that the combustion with the target air-fuel ratio is performed.
- step S26 a correction map that is sequentially updated in the above-described injection valve characteristic acquisition process is read so that the total fuel injection amount becomes a value reflecting the secular change of the injection characteristic of the first fuel injection valve 21, and the correction is performed.
- the total fuel injection amount determined in step S25 is corrected based on the map.
- the correlation between the fuel injection amount of the first fuel injection valve 21 and the intake air amount when combustion by the target air-fuel ratio is realized is specified, and the correction map is sequentially determined. It has been updated. Therefore, by performing the correction based on the correction map, the secular change of the injection characteristic of the first fuel injection valve 21 can be reflected in the fuel injection amount.
- step S27 the injection ratios of the first fuel injection valve 21 and the second fuel injection valve 22 are determined.
- the injection ratio is determined so that the injection ratio of the first fuel injection valve 21 increases as the EGR rate increases, in other words, the injection ratio of the second fuel injection valve 22 decreases as the EGR rate increases.
- the injection ratios of the fuel injection valves 21 and 22 are determined using an injection ratio determination map having a tendency as shown in FIG. As is apparent from this figure, the injection ratio of the first fuel injection valve 21 is set to 50% when the EGR rate is 0, and is set to increase linearly as the EGR rate increases.
- the injection ratio of the second fuel injection valve 22 decreases as the EGR rate increases, so that the burned gas is adjusted in accordance with the decrease in the oxygen concentration in the burned gas region B (see FIG. 1) as the EGR rate increases.
- the amount of fuel supplied to the gas region B decreases. Therefore, it is possible to reduce the uneven distribution of fuel in the mixture region A while preventing the fuel supply to the burned gas region B from becoming excessive. By mitigating such uneven distribution, it is possible to suppress the mixture region A from becoming locally rich. Therefore, compared with the case where fuel is supplied only to the mixture region A, discharge of carbon monoxide, unburned hydrocarbons, and the like The amount can be reduced.
- the injection ratios of the fuel injection valves 21 and 22 are changed with respect to the change in the EGR rate can be appropriately determined. For example, by associating the EGR rate with the injection ratios of the fuel injection valves 21 and 22 so as to minimize the emission amount of carbon monoxide, unburned hydrocarbons, etc., each fuel injection valve 21 corresponding to the EGR rate, It is possible to optimize the injection ratio of 22. Such optimization can be realized using known methods such as actual machine testing and simulation.
- step S28 the fuel injection amount of the first fuel injection valve 21 is determined.
- This fuel injection amount is determined by multiplying the total fuel injection amount corrected in step S26 by the injection ratio of the first fuel injection valve 21 determined in step S27.
- the fuel injection amount of the first fuel injection valve 21 is calculated based on the total fuel injection amount corrected based on the correction map reflecting the secular change of the first fuel injection valve 21. Therefore, as a result, the fuel injection amount of the first fuel injection valve 21 is determined by using the correlation between the fuel injection amount and the intake air amount described in the correction map.
- step S29 the fuel injection amount of the second fuel injection valve 22 is obtained by multiplying the total fuel injection amount before correction determined in step S25 by the injection ratio of the second fuel injection valve 22 determined in step S27. To decide.
- step S30 the output value of the oxygen concentration sensor 27 is acquired, and it is determined whether the air-fuel ratio is richer or leaner than the stoichiometric air-fuel ratio that is the target air-fuel ratio.
- step S31 the fuel injection amount of the second fuel injection valve 22 determined in step S29 is feedback-corrected in a direction to eliminate the deviation from the target air-fuel ratio grasped in step S30. The correction amount per time in this process can be determined as appropriate.
- step S32 it is determined whether or not the load on the internal combustion engine 1A is a high load equal to or higher than a predetermined value. If the load is not high, the process proceeds to step S33. If the load is high, the process proceeds to step S34.
- step S33 the fuel injection amount determined in step S28 is injected from the first fuel injection valve 21, and the fuel injection amount corrected in step S31 is injected from the second fuel injection valve 22, respectively.
- the fuel injection valves 21 and 22 are operated. In this case, the injection timings of the fuel injection valves 21 and 22 are set at the same time and immediately before the intake valves 13 and 14 are opened.
- step S34 the valve operating mechanism 15 is operated so that the amount of gas passing through the first intake port 11 is larger than the amount of gas passing through the second intake port 12, and the valve opening characteristics of the intake valves 13 and 14 are set. A difference.
- the opening time area of the first intake valve 13 is made larger than the opening time area of the second intake valve 14. What is necessary is just to provide a difference in the valve opening characteristic. Since the opening time area is specified by the working angle and the valve lift, both the working angle and the valve lift may be different between the first intake valve 13 and the second intake valve 14, or the working angle or the valve lift may be different. Any one of these may be made different between the first intake valve 13 and the second intake valve 14.
- step S35 the second fuel injection valve 22 is controlled so that fuel is injected from the second fuel injection valve 22 in the first half of the intake stroke in which the first intake valve 13 and the second intake valve 14 are opened. Since combustion in the burned gas region B shown in FIG. 1 is delayed as compared with the mixture region A, knocking is more likely to occur in the burned gas region B than in the mixture region A at high loads. Therefore, fuel is vaporized in the burned gas region B by injecting fuel from the second fuel injection valve 22 in the first half of the intake stroke in step S35, and the burned gas region B is cooled. The occurrence of knocking in can be suppressed. Thereby, since the fuel increase for suppression of knocking becomes unnecessary, a fuel consumption can be improved.
- step S36 an optimal ignition timing is determined according to the operating state of the internal combustion engine 1A.
- This ignition timing determination method is also the same as a known method.
- step S37 the spark plug 20 is operated so that a spark is generated from the spark plug 20 at the ignition timing determined in step S36. Thereafter, the routine returns to the routine of FIG. 3 which is the main routine.
- FIG. 6 shows an example of a routine for the injection valve characteristic acquisition process defined in step S6 of FIG.
- step S41 various operation parameters used for the process are acquired in the same manner as the processes described above.
- step S42 the throttle opening is determined based on the operation parameters such as the accelerator opening and the engine speed acquired in step S41.
- step S43 a total fuel injection amount that is the sum of the fuel injection amounts of the fuel injection valves 21 and 22 is determined based on the current intake air amount so that the combustion with the target air-fuel ratio is performed.
- the total fuel injection amount is the fuel injection amount of the first fuel injection valve 21. Means.
- step S44 the output value of the oxygen concentration sensor 27 is obtained, and it is grasped whether the air-fuel ratio is richer or leaner than the theoretical air-fuel ratio that is the target air-fuel ratio.
- step S45 the fuel injection amount determined in step S43 is feedback-corrected in a direction to eliminate the deviation from the target air-fuel ratio grasped in step S44.
- the corrected fuel injection amount in step S43 can be regarded as the fuel injection amount when combustion at the target air-fuel ratio is realized. Therefore, in step S46, the corrected fuel injection amount and the current intake air amount are stored in association with each other in the correction map shown in FIG.
- the correction map is sequentially updated by repeating the process of step S46, the fuel injection amount and intake air amount of the first fuel injection valve 21 reflecting the secular change of the injection characteristics of the first fuel injection valve 21 are obtained. Are identified.
- the correlation between the intake pressure and the fuel injection amount of the first fuel injection valve 21 is stored in the correction map instead of the intake air amount, and step S26 of the above EGR control of FIG.
- the total fuel injection amount can be corrected based on the correction map.
- the fuel injection amount of the first fuel injection valve can be determined using the correlation between the fuel injection amount of the first fuel injection valve 21 and the intake pressure described in the correction map.
- step S47 the first fuel injection valve 21 is operated so that the fuel of the fuel injection amount corrected in step S45 is injected from the first fuel injection valve 21.
- step S48 an optimal ignition timing is determined according to the operating state of the internal combustion engine 1A. This ignition timing determination method is also the same as a known method.
- step S49 the spark plug 20 is operated so that a spark is generated from the spark plug 20 at the ignition timing determined in step S48. Thereafter, the routine returns to the routine of FIG. 3 which is the main routine.
- each of the first fuel injection valve 21 and the second fuel injection valve 22 according to the EGR rate. Fuel is injected from. As a result, fuel is supplied not only to the air-fuel mixture region A but also to the burned gas region B, so that uneven distribution of fuel in the air-fuel mixture region A is alleviated. Accordingly, since the mixture region A can be prevented from being locally rich, the amount of carbon monoxide, unburned hydrocarbons, and the like can be reduced compared to a mode in which fuel is supplied only to the mixture region A. it can.
- the ECU 17 executes step S28 to step S28 through step S25 in FIG. 5 as injection amount calculation means according to the present invention, and step S27 as injection ratio determination means according to the present invention.
- the control routine of FIG. 6 is performed as the injection control means according to the present invention by executing S31, Step S33, and Step S35, and the EGR control means according to the present invention by executing Step S1 and Step S2 of FIG.
- Each function functions as a characteristic acquisition unit according to the present invention.
- FIG. 9 is a flowchart showing an example of a control routine of EGR control according to the second embodiment. In FIG. 9, the same processes as those in FIG.
- the second mode is characterized by control of the fuel injection timing of the second fuel injection valve 22 when the load is a low load equal to or less than a predetermined value. That is, in step S50 of FIG. 9, it is determined whether or not the load is low. If it is not low, the process proceeds to step S33, and if it is low, the process proceeds to step S51.
- step S51 the second fuel injection valve 22 is controlled so that fuel is injected from the second fuel injection valve 22 before the second intake valve 14 is opened. Note that the fuel injection timing from the first fuel injection valve 21 is the same as that at times other than low load. Since combustion in the burned gas region B is delayed as compared with the mixture region A, unburned hydrocarbons are likely to be generated in the burned gas region B at low loads.
- the ECU 17 functions as an injection control unit according to the present invention by executing step S51 of FIG.
- the fuel injection by the second fuel injection valve 22 can be performed in two steps, before the opening of the second intake valve 14 and the first half of the intake stroke.
- the lower the load is, the larger the first fuel injection amount is than the second fuel injection amount, and these injection ratios can be changed according to the magnitude of the load. That is, the injection ratio of the former and the latter is changed from 1: 0 to 0: 1 according to the load.
- FIG. 10 is a flowchart showing an example of a control routine of EGR control according to the third embodiment. In FIG. 10, the same processes as those in FIG.
- the third mode is characterized by control of the fuel injection timing of each fuel injection valve 21 and 22 at the full load which is the limit value of the load. That is, in step S52 of FIG. 10, it is determined whether or not the load is full load. If it is not full load, the process proceeds to step S33. If it is full load, the process proceeds to step S53.
- step S53 the fuel injection valves 21 and 22 are controlled so that fuel is injected from the first fuel injection valve 21 and the second fuel injection valve 22 during the intake stroke. According to this form, fuel is vaporized by injecting fuel from each fuel injection valve during the intake stroke, and the temperature in the combustion chamber can be lowered. Thereby, both suppression of knocking and improvement of filling efficiency can be achieved.
- the ECU 17 functions as an injection control unit according to the present invention by executing step S53 of FIG.
- FIG. 11 is a flowchart showing an example of a control routine of EGR control according to the fourth embodiment.
- FIG. 12 is an explanatory diagram for explaining the operation of the fourth embodiment. In FIG. 11, the same processes as those in FIG.
- the fourth mode is characterized by control of the fuel injection timing of the second fuel injection valve 22 during idle operation with a very low load. That is, in step S54 of FIG. 11, it is determined whether or not the engine is in idle operation. If it is not in idle operation, the process proceeds to step S33, and if it is in idle operation, the process proceeds to step S55.
- step S55 the second fuel injection valve 22 is controlled so that fuel is injected by the second fuel injection valve 22 in the second half of the opening period of the second intake valve 14. According to this embodiment, the vaporization of the fuel proceeds in the burned gas region B even after the second intake valve 14 is closed. As a result, the temperature of the burned gas region B decreases and contracts. Therefore, as shown in FIG.
- the boundary P with the air-fuel mixture region A shifts from the center of the combustion chamber 6 to the burned gas region B, so that the spark plug 20 disposed at the center of the combustion chamber 6 is mixed with the air-fuel mixture.
- region A Located in region A. Therefore, since ignition can be performed in the air-fuel mixture region A where the concentration of burned gas is low during idle operation with poor ignitability, ignition during idle operation, which tends to decrease due to the placement of the spark plug 20 in the center of the combustion chamber 6, is performed. Performance can be improved.
- the ECU 17 functions as an injection control unit according to the present invention by executing step S55 of FIG.
- FIG. 13 is a top view schematically showing the main part of the spark ignition type internal combustion engine according to the fifth embodiment.
- FIG. 14 is a flowchart showing an example of a control routine of EGR control according to the fifth embodiment.
- the internal combustion engine 1B according to the fifth embodiment is the same as the internal combustion engine 1A according to the first embodiment except for the number and position of the spark plugs.
- the control according to the fifth embodiment is common to the first embodiment except that the control content of the EGR control is different. In the following, description of common parts with the first embodiment is omitted.
- the internal combustion engine 1B has, as ignition means, a first spark plug 20A disposed in the combustion chamber 6 so as to be biased toward the first intake port 11 and a combustion chamber 6 so as to be biased toward the second intake port 12.
- a second spark plug 20B is provided.
- the fifth mode is characterized in controlling the ignition timing of each spark plug 20A, 20B during EGR control. That is, in step S56 of FIG. 14, it is determined whether or not the load is other than a low load, that is, when the load is medium or high, and if it is not a medium or high load, the process proceeds to step S57.
- step S57 the ignition timing of each spark plug 20A, 20B is determined according to the operating state of the internal combustion engine 1B.
- the method for determining the ignition timing is the same as the known method, but here, the ignition timings of the spark plugs 20A and 20B are set simultaneously.
- step S58 the ignition timing of each spark plug 20A, 20B is determined so that the second spark plug 20B is ignited earlier than the first spark plug 20A.
- the specific ignition timing of each of the spark plugs 20A and 20B may be appropriately determined according to the operating state of the internal combustion engine 1B within a range in which the timing relationship is maintained.
- each spark plug 20A, 20B is operated such that a spark is generated from each spark plug 20A, 20B at the ignition timing determined in step S57 or step S58.
- the burned gas region B shown in FIG. 13 has poor ignitability compared to the air-fuel mixture region A and combustion is delayed
- ignition by the second spark plug 20B is performed when the load is medium to high. Since the ignition is performed earlier than the ignition by the first spark plug 20B, the combustion in the burned gas region B can be started earlier than the combustion in the mixture region A. As a result, the combustion period of the burned gas region B where unburned hydrocarbons are likely to be generated can be sufficiently ensured, so that the discharge of unburned hydrocarbons can be reduced.
- the ECU 17 functions as an ignition control unit according to the present invention by executing step S58 and step S59 of FIG.
- FIG. 15 is a flowchart showing an example of a control routine of EGR control according to the sixth embodiment.
- FIG. 16 is an explanatory diagram for explaining the operation of the sixth embodiment. In FIG. 15, the same processes as those in FIG.
- the sixth embodiment is characterized by controlling the ignition timing of each spark plug 20A, 20B when the load is a low load of a predetermined value or less. That is, in step S60 of FIG. 15, it is determined whether or not the load is low. If not, the process proceeds to step S57, and if the load is low, the process proceeds to step S61. In step S61, the ignition timing of each spark plug 20A, 20B is determined so that the ignition of the second spark plug 20B is performed later (later) than the ignition of the first spark plug 20A. In subsequent step S59, each spark plug 20A, 20B is operated such that a spark is generated from each spark plug 20A, 20B at the ignition timing determined in step S57 or step S61.
- the boundary P moves to the burned gas region B by the flame propagation formed by the combustion in the preceding air-fuel mixture region A. Therefore, the pressure and temperature of the burned gas region B can be increased using the flame propagation, and the second spark plug 20B can be ignited with the increased pressure and temperature. Thereby, the ignitability of the burned gas region B can be improved.
- the ECU 17 functions as an ignition control unit according to the present invention by executing steps S61 and S59 of FIG.
- FIG. 17 is a flowchart showing an example of a control routine of EGR control according to the seventh embodiment.
- FIG. 18 is an explanatory diagram for explaining the operation of the seventh embodiment. In FIG. 17, the same processes as those in FIG.
- the seventh mode is characterized by controlling the ignition timing of each spark plug 20A, 20B when the engine speed is less than a predetermined value and the load is lower than a predetermined value at a low rotation and low load. That is, in step S62 of FIG. 17, it is determined whether or not a low rotation and low load is reached. If it is not a low rotation and low load, the process proceeds to step S57, and if a low rotation and low load, the process proceeds to step S63. In step S63, the ignition timing of each spark plug 20A, 20B is determined to be once for the first spark plug 20A and twice for the second spark plug 20B. The ignition timing of the first spark plug 20A and the first ignition timing of the second spark plug 20B may be set simultaneously or may be different from each other.
- the first ignition timing of the second spark plug 20B may be delayed from the ignition timing of the first spark plug 20A.
- each spark plug 20A, 20B is operated so that a spark is generated from each spark plug 20A, 20B at the ignition timing determined in step S57 or step S63.
- the number of times of ignition of the second spark plug 20B can be three or more.
- the flame propagation speed in the burned gas region B is slower than the flame propagation speed in the mixture region A because the burned gas concentration is high.
- the unburned gas mixture can be moved to the burned gas region B side by utilizing the flame propagation formed by the combustion of the gas mixture region B.
- the unburned air-fuel mixture that has moved to the burned gas region B due to the combustion in the air-fuel mixture region A can be sequentially ignited by a plurality of times of ignition by the second spark plug 20B. That is, as shown in FIG. 18, the flame propagation F21 obtained by the first ignition of the second spark plug 20B is moved outward in the radial direction of the combustion chamber 6 by the flame propagation F1 on the mixture region A side.
- FIG. 19 is a top view schematically showing the main part of the spark ignition type internal combustion engine according to the eighth embodiment. Note that, in FIG. 19, the same reference numerals are assigned to configurations common to the first embodiment.
- the internal combustion engine 1C is arranged in the combustion chamber 6 so that a spark plug 40 as ignition means is biased toward the first intake port 11 side. Further, when introducing the burned gas into the combustion chamber 6, the internal combustion engine 1 ⁇ / b> C guides the burned gas to be discharged from the combustion chamber 6 to the second intake port 12 in the exhaust stroke, and then transfers the burned gas to the internal EGR.
- the gas G2 is introduced into the combustion chamber 6.
- an air-fuel mixture region A is formed in the combustion chamber 6 on the first intake port 11 side, and a burned gas region is formed on the second intake port 12 side.
- the mixture region A and the burned gas region B are stratified (stratified state).
- the internal combustion engine 1C can reliably perform ignition in the mixture region A with the spark plug 40, and uses high-temperature burned gas contained in the burned gas region B in the second half of combustion. Can encourage self-ignition. For this reason, discharge
- This internal EGR is realized by operating the valve operating mechanism 15 so that the second intake valve 14 opens in the second half of the exhaust stroke while the first intake valve 13 is closed.
- FIG. 20 is an explanatory view schematically showing lift curves of the intake valves 13 and 14 when the internal EGR is performed. As is apparent from this figure, when the internal EGR is performed, the second intake valve 14 opens in the second half of the exhaust stroke, and the first intake valve 13 opens after the exhaust stroke. The intake valves 13 and 14 are simultaneously closed. In other words, in the illustrated case, a phase difference is given to the opening timing of the intake valves 13 and 14.
- FIG. 21 is an explanatory view schematically showing lift curves of the intake valves 13 and 14 when the implementation of the internal EGR is prohibited. As is apparent from this figure, when the internal EGR is prohibited, the intake valves 13 and 14 open after the exhaust stroke and close at the same time. In the case of FIG. 21, since there is no valve overlap, the flow of burned gas into the combustion chamber 6 is completely blocked.
- the valve mechanism 15 can be switched between a stratified state and a non-stratified state by operating the intake valves 13 and 14, and thus corresponds to the internal EGR means according to the present invention, and Since the valve mechanism 15 can achieve stratification by performing internal EGR, it also functions as stratification means according to the present invention.
- the lift amount of each intake valve 13, 14 is larger than that of the first intake valve 13, but the lift amount of each intake valve 13, 14 is shown. May be the same.
- FIG. 22 is a flowchart showing an example of a control routine for operation control executed by the ECU 17.
- a program of this routine is held in a storage device such as a ROM that the ECU 17 has, and is read out in a timely manner and repeatedly executed at predetermined intervals.
- step S81 the success or failure of the EGR execution condition described in the first embodiment is determined. If the EGR execution condition is satisfied, the process proceeds to step S82 to execute EGR control. On the other hand, if the EGR execution condition is not satisfied, the process proceeds to step S83 and normal control is executed. Thereafter, the routine of FIG. 22 ends.
- the normal control is a control for carrying out the operation in a state where the burned gas is not contained in the combustion chamber 6 and is the same as the operation control of the conventional internal combustion engine, and thus detailed description thereof is omitted.
- FIG. 23 shows an example of a control routine for EGR control defined in step S82 of FIG.
- step S91 the various operation parameters used for control are acquired similarly to each said form.
- step S92 an EGR rate corresponding to the operating state is determined.
- step S93 the throttle opening is determined based on the operation parameters such as the accelerator opening and the intake pressure acquired in step S91.
- step S94 the total fuel injection amount is determined according to the intake air amount so that the theoretical air-fuel ratio which is the target air-fuel ratio is realized.
- step S95 the valve opening characteristics of the intake valves 13 and 14 are determined so that the inside of the combustion chamber 6 has the EGR rate determined in step S92 based on parameters such as the intake pressure. Specifically, the opening timing and the lift amount of the second intake valve 14 that opens during the exhaust stroke are determined so that the EGR rate determined in step S92 is realized, and the first intake valve 13 is Thus, a valve opening characteristic different from that of the second intake valve 14 is set (see FIG. 20). Further, the lift amount of the second intake valve 14 when the valve is opened in the second half of the exhaust stroke is changed according to the load. That is, the lift amount is determined to be smaller when the load is high than when the load is low.
- the second intake port 12 is throttled when the load is high compared to when the load is low, so that the amount of burned gas that flows backward through the second intake port 12 is reduced.
- the flow rate is faster than when the load is low. Therefore, since heat transfer to the second intake port 12 is promoted, the temperature of the burned gas can be lowered. Thereby, since the self-ignition in the burned gas region B becomes slow, noise can be suppressed.
- step S96 the injection ratios of the first fuel injection valve 21 and the second fuel injection valve 22 are determined.
- the injection ratio is determined using the injection ratio determination map shown in FIG. 7 as in the first embodiment.
- step S97 the fuel injection amount of the first fuel injection valve 21 is determined by multiplying the total fuel injection amount determined in step S94 by the injection ratio of the first fuel injection valve 21 determined in step S96.
- step S98 the fuel injection amount of the second fuel injection valve 22 is determined by multiplying the total fuel injection amount determined in step S94 by the injection ratio of the second fuel injection valve 22 determined in step S96.
- step S99 each fuel injection valve 21 and 22 is operated so that the fuel injection amount of fuel determined in step S97 and step S98, respectively, is injected in a timely manner.
- step S100 an ignition timing suitable for the operating state of the internal combustion engine 1C is determined.
- step S101 the spark plug 40 is operated so that a spark is generated from the spark plug 40 at the ignition timing. Thereafter, the routine returns to the routine of FIG. 22 which is the main routine.
- the ECU 17 executes steps S97 to S99 as an injection amount calculating means by executing step S94 in FIG. 23 and as an injection ratio determining means according to the present invention by executing step S96. Therefore, each functions as an injection control means according to the present invention.
- FIG. 24 is a flowchart showing an example of a control routine of EGR control according to the ninth embodiment. In FIG. 24, the same processes as those in FIG.
- the ninth mode is characterized in that the operation is performed while alternately switching the stratified state and the non-stratified state described above for each cycle. That is, in step S105 in FIG. 24, it is determined whether or not a condition for performing the switching operation is satisfied.
- the switching operation execution condition may be appropriately determined according to the operation state. When the switching operation execution condition is not satisfied, the process proceeds to step S95, and the operation in the stratified state is performed as in the eighth embodiment. On the other hand, when the switching operation execution condition is satisfied, the process proceeds to step S106, and it is determined whether or not the operation in the previous cycle is due to the stratification state. If the operation in the stratified state is not performed in the previous cycle, it means that the operation in the non-stratified state has been performed in the previous cycle.
- step S95 to perform the operation in the stratified state in the next cycle.
- step S107 to perform the operation in the non-stratified state in the next cycle.
- step S107 the valve operating mechanism 15 is controlled so that introduction of burned gas into the combustion chamber 6 is restricted.
- the non-stratified state is realized by controlling the valve mechanism 15 so that the opening timing of the intake valves 13 and 14 is after the exhaust stroke (see FIG. 21).
- step S108 it determines so that the injection ratio of each fuel injection valve 21 and 22 may become equal, and the fuel injection amount of each fuel injection valve 21 and 22 is determined in step S97 and step S98 after that.
- fuel is evenly injected from the fuel injection valves 21 and 22 during operation by non-stratification, so that the uniformity of the fuel concentration in the combustion chamber 6 can be improved.
- the injection ratios of the fuel injection valves 21 and 22 are different between the stratified state and the non-stratified state.
- the combustion temperature can be raised by combustion under the non-stratified state, and the high-temperature burned gas obtained thereby can be included in the burned gas region B in the stratified state of the next cycle. . Therefore, even when the load is low and the temperature required for self-ignition in the burned gas region B cannot be obtained, the high temperature obtained in the non-stratified state of the previous cycle by alternately repeating the stratified state and the non-stratified state This burned gas can be used in the next cycle to promote self-ignition of the burned gas region B.
- the ECU 17 functions as an injection ratio determining means according to the present invention by executing Step S95, Step S96, and Steps S106 to S108 of FIG.
- FIG. 25 is a flowchart showing an example of a control routine of EGR control according to the tenth embodiment. In FIG. 25, the same processes as those in FIG.
- the tenth mode is characterized by controlling the injection timing of each fuel injection valve 21 and 22 when the load is higher than a predetermined value. That is, in step S109 in FIG. 25, it is determined whether or not the load is high. If not, the process proceeds to step S99. If the load is high, the process proceeds to step S110. In step S110, the fuel injection valves 21 and 22 are operated so that the fuel injection by the first fuel injection valve 21 is performed in the first half of the intake stroke and the fuel injection by the second fuel injection valve 22 is performed in the second half of the intake stroke.
- the temperature of the burned gas region B can be lowered by the latent heat of vaporization of the fuel injected from the second fuel injection valve 22 in the latter half of the intake stroke.
- the ECU 17 functions as an injection control unit according to the present invention by executing Step S109 and Step S110 of FIG.
- FIG. 26 is a flowchart showing an example of a control routine for EGR control according to the eleventh embodiment. In FIG. 26, the same processes as those in FIG.
- the eleventh mode is characterized by controlling the injection timing of each fuel injection valve 21 and 22 when the load is lower than a predetermined value. That is, in step S111 in FIG. 26, it is determined whether or not the load is low. If not, the process proceeds to step S99. If not, the process proceeds to step S112. In step S112, the second fuel injection valve 22 is operated so that fuel is injected by the second combustion injection valve 22 after the second intake valve 14 is opened and before the first intake valve 13 is opened. Note that the injection timing of the first fuel injection valve 21 is determined in the same manner as in the normal time. During the period after the second intake valve 14 is opened and before the first intake valve 13 is opened, the temperature of the burned gas is relatively high. By injecting fuel from the second fuel injection valve 22 in this situation, the fuel is exposed to high-temperature burned gas and reformed into a property that facilitates combustion. Thereby, stable self-ignition can be obtained in the burned gas region B.
- the present invention is not limited to the above embodiments, and can be implemented in various forms within the scope of the gist of the present invention.
- the position at which the exhaust is extracted from the exhaust passage 10 is arbitrary.
- exhaust gas may be taken out from the downstream side of an exhaust purification device such as a three-way catalyst provided in the exhaust passage 10 and introduced into the second intake port 12 as external EGR gas. Further, it is optional to provide a cooling means for cooling the external EGR gas.
- the target EGR rate is calculated in step S92 of FIGS. 23 to 26, and the injection ratio is determined based on the EGR rate in step S96.
- the ratio can be determined based on the intake pressure. Since the intake pressure correlates with the EGR rate, by determining the injection ratio of each fuel injection valve 21 and 22 using the intake pressure as a parameter, as a result, the injection ratio of each fuel injection valve 21 and 22 is determined according to the EGR rate. And the injection ratio of the first fuel injection valve 21 is determined so as to increase as the EGR rate increases.
- the ninth embodiment differs from the case of FIG. 21 in that the amount of burned gas introduced into the combustion chamber 6 is less than that in the stratified state. It is also possible to set the valve opening timings of the intake valves 13 and 14 simultaneously in the latter half of the exhaust stroke so that a lap is formed. In this case, since the burned gas is introduced into the combustion chamber 6 from the intake ports 11 and 12 substantially uniformly, the stratification is limited, and thus the non-stratified state is included. Therefore, it is possible to implement the present invention by changing the ninth mode to a mode for switching between the non-stratified state and the stratified state.
- Valve mechanism (valve means, internal EGR means, stratification means) 17 Engine control unit (ECU, injection amount calculation means, injection ratio determination means, injection control means, EGR control means, characteristic acquisition means) 20 Spark plug (ignition means) 20A First spark plug (ignition means) 20B Second spark plug (ignition means) 21 First fuel injection valve 22 Second fuel injection valve 23 Oxygen concentration sensor 30 EGR device (external EGR means, stratification means) 40 Spark plug A Mixture area B Burned gas area
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Abstract
Description
図1は本発明の第1の形態に係る火花点火式内燃機関の要部を模式的に示した上面図であり、図2は図1の内燃機関を正面から示した断面模式図である。内燃機関1Aは不図示の車両に走行用動力源として搭載可能な火花点火式の4サイクル内燃機関として構成されている。内燃機関1Aは複数(図では1つ)のシリンダ2を備えている。シリンダ2はシリンダブロック3に形成されており、シリンダ2の上部はシリンダヘッド4にて塞がれている。シリンダ2にはピストン5が往復運動自在に設けられている。内燃機関1Aの燃焼室6はシリンダ2の内周面、シリンダ2の天井面及びピストン5の頂面に囲まれた空間として形成されている。
図4は図3のステップS4で定義された通常制御のルーチンの一例を示している。ステップS11においては、制御に用いる各種の運転パラメータを取得する。これらのパラメータのうち、代表的なものとしては機関回転数、吸入空気量、吸気圧、アクセル開度等がある。これらの運転パラメータは上述した各種センサ23~26の出力信号に基づいて取得される。
図5は図3のステップS5で定義されたEGR制御のルーチンの一例を示している。ステップS21においては、上述した図4のステップS11と同様に、制御に用いる各種の運転パラメータを取得する。次に、ステップS22において、燃焼室6に満たされるガスに占める既燃ガスの割合であるEGR率を決定する。このEGR率はステップS11で取得した各種運転パラメータに基づいて把握される運転状態に応じて定められるが、EGR率の具体的な設定方法は周知の方法と同じであるので説明を省略する。
図6は図3のステップS6で定義された噴射弁特性取得処理のルーチンの一例を示している。ステップS41においては、上述した各処理と同様に、処理に用いる各種の運転パラメータを取得する。ステップS42では、ステップS41で取得したアクセル開度や機関回転数等の運転パラメータに基づいてスロットル開度を決定する。続くステップS43では、目標空燃比による燃焼が行われるように、現在の吸入空気量に基づいて各燃料噴射弁21、22の燃料噴射量の合計である総燃料噴射量を決定する。図6の処理では、第1燃料噴射弁21の噴射特性を把握するために第1燃料噴射弁21のみから燃料を噴射させるので、この総燃料噴射量は第1燃料噴射弁21の燃料噴射量を意味する。
次に、本発明の第2の形態を図9を参照しながら説明する。第2の形態はEGR制御の制御内容が相違する点を除いて第1の形態と共通する。従って、以下においては、第1の形態との共通部分の説明を省略する。図9は第2の形態に係るEGR制御の制御ルーチンの一例を示したフローチャートである。図9において図5と同一の処理については同一の符号を付して説明を省略する。
次に、本発明の第3の形態を図10を参照しながら説明する。第3の形態はEGR制御の制御内容が相違する点を除いて第1の形態と共通する。従って、以下においては、第1の形態との共通部分の説明を省略する。図10は第3の形態に係るEGR制御の制御ルーチンの一例を示したフローチャートである。図10において図5と同一の処理については同一の符号を付して説明を省略する。
次に、本発明の第4の形態を図11及び図12を参照しながら説明する。第4の形態はEGR制御の制御内容が相違する点を除いて第1の形態と共通する。従って、以下においては、第1の形態との共通部分の説明を省略する。図11は第4の形態に係るEGR制御の制御ルーチンの一例を示したフローチャートである。図12は第4の形態の作用を説明する説明図である。図11において図5と同一の処理については同一の符号を付して説明を省略する。
次に、本発明の第5の形態を図13及び図14を参照しながら説明する。図13は第5の形態に係る火花点火式内燃機関の要部を模式的に示した上面図である。図14は第5の形態に係るEGR制御の制御ルーチンの一例を示したフローチャートである。図13から明らかなように、第5の形態に係る内燃機関1Bは、点火プラグの数及び位置を除いて第1の形態に係る内燃機関1Aと同一である。また、第5の形態に係る制御は、EGR制御の制御内容が相違する点を除いて第1の形態と共通する。以下においては、第1の形態との共通部分の説明を省略する。
次に、本発明の第6の形態を図15及び図16を参照しながら説明する。第6の形態はEGR制御の制御内容が相違する点を除いて第5の形態と共通する。従って、以下においては、第5の形態との共通部分の説明を省略する。図15は第6の形態に係るEGR制御の制御ルーチンの一例を示したフローチャートである。図16は第6の形態の作用を説明する説明図である。図15において図14と同一の処理については同一の符号を付して説明を省略する。
次に、本発明の第7の形態を図17及び図18を参照しながら説明する。第7の形態はEGR制御の制御内容が相違する点を除いて第5の形態と共通する。従って、以下においては、第5の形態との共通部分の説明を省略する。図17は第7の形態に係るEGR制御の制御ルーチンの一例を示したフローチャートである。図18は第7の形態の作用を説明する説明図である。図17において図14と同一処理については同一の符号を付して説明を省略する。
次に、本発明の第8の形態を図19~図23を参照しながら説明する。図19は第8の形態に係る火花点火式内燃機関の要部を模式的に示した上面図である。なお、図19において、第1の形態と共通する構成には同一の参照符号が付されている。
次に、本発明の第9の形態を図24を参照しながら説明する。第9の形態はEGR制御の制御内容が相違する点を除いて第8の形態と共通する。従って、以下においては、第8の形態との共通部分の説明を省略する。図24は第9の形態に係るEGR制御の制御ルーチンの一例を示したフローチャートである。図24において図23と同一の処理については同一の符号を付して説明を省略する。
次に、本発明の第10の形態を図25を参照しながら説明する。第10の形態はEGR制御の制御内容が相違する点を除いて第8の形態と共通する。従って、以下においては、第8の形態との共通部分の説明を省略する。図25は第10の形態に係るEGR制御の制御ルーチンの一例を示したフローチャートである。図25において図23と同一の処理については同一の符号を付して説明を省略する。
次に、本発明の第11の形態を図26を参照しながら説明する。第11の形態はEGR制御の制御内容が相違する点を除いて第8の形態と共通する。従って、以下においては、第8の形態との共通部分の説明を省略する。図26は第11の形態に係るEGR制御の制御ルーチンの一例を示したフローチャートである。図26において図23と同一の処理については同一の符号を付して説明を省略する。
6 燃焼室
10 排気通路
11 第1吸気ポート
12 第2吸気ポート
13 第1吸気弁
14 第2吸気弁
15 動弁機構(動弁手段、内部EGR手段、成層化手段)
17 エンジンコントロールユニット(ECU、噴射量算出手段、噴射割合決定手段、噴射制御手段、EGR制御手段、特性取得手段)
20 点火プラグ(点火手段)
20A 第1点火プラグ(点火手段)
20B 第2点火プラグ(点火手段)
21 第1燃料噴射弁
22 第2燃料噴射弁
23 酸素濃度センサ
30 EGR装置(外部EGR手段、成層化手段)
40 点火プラグ
A 混合気領域
B 既燃ガス領域
Claims (18)
- 燃焼室に開口する第1吸気ポート及び第2吸気ポートと、前記燃焼室に火花を供給する点火手段と、前記第1吸気ポートに設けられた第1燃料噴射弁と、前記第2吸気ポートに設けられた第2燃料噴射弁と、前記燃焼室内に、前記第1吸気ポート側に位置して燃料混合気が主に含まれる混合気領域と前記第2吸気ポート側に位置して既燃ガスが含まれる既燃ガス領域とを形成可能な成層化手段と、目標空燃比による燃焼が実現されるように前記第1燃料噴射弁及び前記第2燃料噴射弁のそれぞれにて噴射されるべき燃料噴射量の合計を算出する噴射量算出手段と、前記第1燃料噴射弁及び前記第2燃料噴射弁のそれぞれが噴射する燃料の前記合計に対する噴射割合を決定する噴射割合決定手段と、前記噴射量算出手段の算出結果及び前記噴射割合決定手段の決定結果に基づいて前記第1燃料噴射弁及び前記第2燃料噴射弁のそれぞれを制御する噴射制御手段と、を備え、
前記噴射割合決定手段は、前記燃焼室内に前記混合気領域と前記既燃ガス領域とが形成される場合に、前記燃焼室に満たされるガスに占める既燃ガスの割合であるEGR率に応じて前記第1燃料噴射弁及び前記第2燃料噴射弁のそれぞれから燃料が噴射されるように、前記第1燃料噴射弁及び前記第2燃料噴射弁のそれぞれの噴射割合を決定する、火花点火式内燃機関。 - 前記噴射割合決定手段は、前記EGR率の上昇に応じて前記第1燃料噴射弁の噴射割合が高まるように、前記第1燃料噴射弁及び前記第2燃料噴射弁のそれぞれの噴射割合を決定する、請求項1に記載の内燃機関。
- 前記成層化手段として、排気通路から取り出した既燃ガスの一部を前記第2吸気ポートに限定的に導入する外部EGR手段が設けられている、請求項1又は2に記載の内燃機関。
- 前記排気通路内の既燃ガスの空燃比を検出可能な酸素濃度センサと、前記外部EGR手段による前記第2吸気ポートへの既燃ガスの導入を実施するEGR実施モードとその導入を禁止するEGR禁止モードとを選択的に実行させるEGR制御手段と、前記EGR禁止モードの実行時に前記目標空燃比による燃焼が実現されるように前記酸素濃度センサの検出結果に基づいて前記第1燃料噴射弁のみから燃料を噴射させて、前記目標空燃比による燃焼が実現された際の前記第1燃料噴射弁の燃料噴射量と吸入空気量又は吸気圧との相関関係を特定する特性取得手段と、を備え、
前記噴射制御手段は、前記EGR実施モードの実行時に、前記第1燃料噴射弁の燃料噴射量を前記特性取得手段が特定した前記相関関係に基づいて決定する一方で、前記目標空燃比による燃焼が実現されるように前記酸素濃度センサの検出結果に基づいて前記第2燃料噴射弁の噴射量を変化させる、請求項3に記載の内燃機関。 - 前記噴射制御手段は、前記第2燃料噴射弁による燃料噴射時期が負荷に応じて変化するように、前記第2燃料噴射弁を制御する、請求項3に記載の内燃機関。
- 前記第1吸気ポートを開閉する第1吸気弁と、前記第2吸気ポートを開閉する第2吸気弁とを更に備え、
前記噴射制御手段は、負荷が所定値以上の時において、前記第1吸気弁及び前記第2吸気弁がそれぞれ開弁する吸気行程の前半に前記第2燃料噴射弁にて燃料が噴射されるように、前記第2燃料噴射弁を制御する、請求項5に記載の内燃機関。 - 前記第1吸気弁及び前記第2吸気弁をそれぞれ操作することにより、前記第1吸気ポートを経由して前記燃焼室に供給されるガス量と前記第2吸気ポートを経由して前記燃焼室に供給されるガス量とを相違させることができる動弁手段を更に備え、
前記動弁手段は、吸気行程の前半に前記第2燃料噴射弁にて燃料が噴射される場合に、前記第1吸気ポートを経由するガス量が前記第2吸気ポートを経由するガス量よりも多くなるように、前記第1吸気弁及び前記第2吸気弁をそれぞれ操作する、請求項6に記載の内燃機関。 - 前記第1吸気ポートを開閉する第1吸気弁と、前記第2吸気ポートを開閉する第2吸気弁とを更に備え、
前記噴射制御手段は、負荷が所定値以下の時において、前記第2吸気弁が開弁する前に前記第2燃焼噴射弁にて燃料が噴射されるように、前記第2燃料噴射弁を制御する、請求項5に記載の内燃機関。 - 前記第1吸気ポートを開閉する第1吸気弁と、前記第2吸気ポートを開閉する第2吸気弁とを更に備え、
前記噴射制御手段は、全負荷時において、前記第1吸気弁及び前記第2吸気弁がそれぞれ開弁する吸気行程中に前記第1燃料噴射弁及び前記第2燃料噴射弁のそれぞれにて燃料が噴射されるように、前記第1燃料噴射弁及び前記第2燃料噴射弁を制御する、請求項5に記載の内燃機関。 - 前記第1吸気ポートを開閉する第1吸気弁と、前記第2吸気ポートを開閉する第2吸気弁とを更に備え、
前記点火手段として、前記燃焼室の中央に配置された点火プラグが設けられており、
前記噴射制御手段は、アイドル運転時において、前記第2吸気弁の開弁期間の後半に前記第2燃料噴射弁にて燃料が噴射されるように、前記第2燃料噴射弁を制御する、請求項5に記載の内燃機関。 - 前記点火手段として、前記第1吸気ポート側に偏るようにして前記燃焼室に配置された第1点火プラグと、前記第2吸気ポート側に偏るようにして前記燃焼室に配置された第2点火プラグとが設けられており、
負荷が所定値以上の時において、前記第2点火プラグによる点火が第1点火プラグによる点火よりも早く行われるように、前記第1点火プラグ及び前記第2点火プラグを制御する点火制御手段を更に備える、請求項3に記載の内燃機関。 - 前記点火手段として、前記第1吸気ポート側に偏るようにして前記燃焼室に配置された第1点火プラグと、前記第2吸気ポート側に偏るようにして前記燃焼室に配置された第2点火プラグとが設けられており、
負荷が所定値以下の時において、前記第2点火プラグによる点火が第1点火プラグによる点火よりも遅く行われるように、前記第1点火プラグ及び前記第2点火プラグを制御する点火制御手段を更に備える、請求項3に記載の内燃機関。 - 前記点火手段として、前記第1吸気ポート側に偏るようにして前記燃焼室に配置された第1点火プラグと、前記第2吸気ポート側に偏るようにして前記燃焼室に配置された第2点火プラグとが設けられており、
回転数が所定値以下で、負荷が所定値以上の時において、前記第2点火プラグによる点火が第1点火プラグによる点火よりも遅く行われ、かつ前記第2点火プラグによる点火が複数回行われるように、前記第1点火プラグ及び前記第2点火プラグを制御する点火制御手段を更に備える、請求項3に記載の内燃機関。 - 前記第1吸気ポートを開閉する第1吸気弁と、前記第2吸気ポートを開閉する第2吸気弁とを更に備え、
前記点火手段として、前記第1吸気ポート側に偏るようにして前記燃焼室に配置された点火プラグが設けられており、
前記成層化手段として、排気行程の後半に前記第2吸気弁のみを開弁させて前記燃焼室内の既燃ガスを第2吸気ポートに導くことにより前記燃焼室内に前記混合気領域と前記既燃ガス領域とを形成できる内部EGR手段が設けられている、請求項1又は2に記載の内燃機関。 - 前記内部EGR手段は、排気行程の後半に前記第2吸気弁のみを開弁させて前記燃焼室内の既燃ガスを第2吸気ポートに導くことにより前記燃焼室内に前記混合気領域と前記既燃ガス領域とを形成する成層状態と、前記第1吸気弁及び前記第2吸気弁のそれぞれを操作することにより前記混合気領域及び前記既燃ガス領域の前記燃焼室内での形成を制限する非成層状態とを交互に切り替えることができ、
前記噴射割合決定手段は、前記第1燃料噴射弁及び前記第2燃料噴射弁のそれぞれの噴射割合が前記成層状態と前記非成層状態との間で異なるように、前記第1燃料噴射弁及び前記第2燃料噴射弁のそれぞれの噴射割合を決定する、請求項14に記載の内燃機関。 - 前記噴射制御手段は、負荷が所定値以上の時において、前記第1吸気弁及び前記第2吸気弁がそれぞれ開弁する吸気行程の後半に前記第2燃料噴射弁にて燃料が噴射されるように、前記第2燃料噴射弁を制御する、請求項14に記載の内燃機関。
- 前記噴射制御手段は、負荷が所定値以下の時において、前記第2吸気弁の開弁後かつ第1吸気弁の開弁前に前記第2燃焼噴射弁にて燃料が噴射されるように、前記第2燃料噴射弁を制御する、請求項14に記載の内燃機関。
- 前記内部EGR手段は、排気行程の後半に前記第2吸気弁のみを開弁させる際のリフト量を負荷が高い場合は低い場合に比べて小さくすることにより前記燃焼室内の既燃ガスを第2吸気ポートに導く、請求項14に記載の内燃機関。
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JPWO2011016136A1 (ja) | 2013-01-10 |
JP5136692B2 (ja) | 2013-02-06 |
US20120125289A1 (en) | 2012-05-24 |
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CN102575608B (zh) | 2014-10-15 |
US9222449B2 (en) | 2015-12-29 |
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