WO2011111147A1 - 内燃機関の燃料噴射装置 - Google Patents
内燃機関の燃料噴射装置 Download PDFInfo
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- WO2011111147A1 WO2011111147A1 PCT/JP2010/053767 JP2010053767W WO2011111147A1 WO 2011111147 A1 WO2011111147 A1 WO 2011111147A1 JP 2010053767 W JP2010053767 W JP 2010053767W WO 2011111147 A1 WO2011111147 A1 WO 2011111147A1
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- fuel
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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
- F02M43/00—Fuel-injection apparatus operating simultaneously on two or more fuels, or on a liquid fuel and another liquid, e.g. the other liquid being an anti-knock additive
- F02M43/04—Injectors peculiar thereto
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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
- F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
- F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
- F02D19/0602—Control of components of the fuel supply system
- F02D19/0605—Control of components of the fuel supply system to adjust the fuel pressure or temperature
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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
- F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
- F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
- F02D19/0602—Control of components of the fuel supply system
- F02D19/0607—Control of components of the fuel supply system to adjust the fuel mass or volume flow
- F02D19/061—Control of components of the fuel supply system to adjust the fuel mass or volume flow by controlling fuel injectors
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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
- F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
- F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
- F02D19/0626—Measuring or estimating parameters related to the fuel supply system
- F02D19/0628—Determining the fuel pressure, temperature or flow, the fuel tank fill level or a valve position
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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
- F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
- F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
- F02D19/0663—Details on the fuel supply system, e.g. tanks, valves, pipes, pumps, rails, injectors or mixers
- F02D19/0668—Treating or cleaning means; Fuel filters
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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
- F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
- F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
- F02D19/0663—Details on the fuel supply system, e.g. tanks, valves, pipes, pumps, rails, injectors or mixers
- F02D19/0686—Injectors
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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
- F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
- F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
- F02D19/08—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed simultaneously using pluralities of fuels
- F02D19/082—Premixed fuels, i.e. emulsions or blends
- F02D19/084—Blends of gasoline and alcohols, e.g. E85
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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
- F02M61/00—Fuel-injectors not provided for in groups F02M39/00 - F02M57/00 or F02M67/00
- F02M61/16—Details not provided for in, or of interest apart from, the apparatus of groups F02M61/02 - F02M61/14
- F02M61/166—Selection of particular materials
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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
- F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
- F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
- F02D19/08—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed simultaneously using pluralities of fuels
- F02D19/082—Premixed fuels, i.e. emulsions or blends
- F02D19/085—Control based on the fuel type or composition
- F02D19/087—Control based on the fuel type or composition with determination of densities, viscosities, composition, concentration or mixture ratios of fuels
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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
- F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
- F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
- F02D19/08—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed simultaneously using pluralities of fuels
- F02D19/082—Premixed fuels, i.e. emulsions or blends
- F02D19/085—Control based on the fuel type or composition
- F02D19/087—Control based on the fuel type or composition with determination of densities, viscosities, composition, concentration or mixture ratios of fuels
- F02D19/088—Control based on the fuel type or composition with determination of densities, viscosities, composition, concentration or mixture ratios of fuels by estimation, i.e. without using direct measurements of a corresponding sensor
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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
- F02M2200/00—Details of fuel-injection apparatus, not otherwise provided for
- F02M2200/40—Fuel-injection apparatus with fuel accumulators, e.g. a fuel injector having an integrated fuel accumulator
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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
- F02M2200/00—Details of fuel-injection apparatus, not otherwise provided for
- F02M2200/95—Fuel injection apparatus operating on particular fuels, e.g. biodiesel, ethanol, mixed fuels
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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
- Y02T10/30—Use of alternative fuels, e.g. biofuels
Definitions
- the present invention relates to a fuel injection device for an internal combustion engine.
- FIG. 9 is a diagram showing the relationship between the distillation rate and temperature of E80 (80% ethanol mixed fuel), E20 (ethanol 20% mixed fuel), and E0 (gasoline 100%). Since gasoline is composed of multiple components and contains low boiling components, it has excellent vaporization characteristics even at low temperatures. On the other hand, since alcohol is a single component, its boiling point is determined and its boiling point is high (about 78 ° C. in the case of ethanol). For this reason, as can be seen from FIG. 9, a mixed fuel having a high alcohol concentration, such as E80, has a drawback that it is extremely difficult to vaporize at a temperature lower than the boiling point of the alcohol. In the case of a mixed fuel having a relatively low alcohol concentration, such as E20, vaporization may be easier than in the case of 100% gasoline due to an azeotropic phenomenon.
- Japanese Patent Application Laid-Open No. 2008-248840 in an engine supplied with a mixed fuel of gasoline and ethanol, water is added to a fuel tank in which the mixed fuel is stored, and ethanol water is separated and extracted from the mixed fuel.
- An internal combustion engine in which alcohol water is injected into an intake port during a load operation is disclosed.
- This internal combustion engine includes a main tank that communicates with a gasoline injection valve and a subtank that communicates with an ethanol water injection valve. Residual fuel (gasoline) after water addition is used as a main tank, and separated ethanol water is used as a subtank. Each tank is supposed to store. According to this internal combustion engine, gasoline or ethanol water can be injected at a desired timing, so that the above problem can be solved.
- the present invention has been made in order to solve the above-described problems, and in an internal combustion engine using a mixed fuel of gasoline and alcohol, it is possible to suppress an emission deterioration when using the mixed fuel with a simple configuration.
- An object of the present invention is to provide a fuel injection device for an internal combustion engine.
- a first invention is a fuel injection device for an internal combustion engine,
- a fuel injector having a tip portion in which an internal space for storing fuel and an injection port for injecting fuel are formed, and an alcohol component in a mixed fuel of gasoline and alcohol can be selectively adsorbed in the internal space.
- the adsorbent has a characteristic that the amount of adsorbed alcohol decreases when the fuel pressure is low, and the amount of adsorbed alcohol increases when the fuel pressure is high, Determination means for determining whether or not there is a request for lowering the alcohol concentration of the fuel injected from the fuel injector (hereinafter referred to as a second alcohol concentration) below the first alcohol concentration; Control means for controlling the fuel pressure to a predetermined high fuel pressure when it is determined that the request is present; An adsorption amount estimating means for estimating an alcohol adsorption amount adsorbed on the adsorbent based on a fuel pressure; Correction means for correcting the deviation of the air-fuel ratio of the internal combustion engine based on the alcohol adsorption amount; It is characterized by providing.
- the adsorption amount estimation means estimates the alcohol adsorption amount based on a fuel pressure and a fuel temperature in the internal space.
- the correction means includes A concentration estimating means for estimating the second alcohol concentration based on the alcohol adsorption amount; A change in the air-fuel ratio corresponding to a decrease in the second alcohol concentration with respect to the first alcohol concentration is corrected by increasing or decreasing the injection amount.
- the concentration estimation means estimates the second alcohol concentration based on the alcohol adsorption amount and the first alcohol concentration.
- the determination means includes means for acquiring a water temperature of the internal combustion engine, and determines that the request is present when the water temperature is lower than a predetermined value.
- a sixth invention is any one of the first to fifth inventions, The determination means determines that the request is present when the internal combustion engine is started.
- a seventh invention is the invention according to any one of the first to sixth inventions, Saturation determination means for determining that the alcohol adsorption amount has reached a saturation amount; A limiting unit that limits execution of the correction unit when the saturation is determined; Is further provided.
- an adsorbent capable of selectively adsorbing an alcohol component in a mixed fuel of gasoline and alcohol is installed in the internal space at the tip. For this reason, according to the fuel injector of the present invention, the alcohol concentration of the injected fuel can be immediately reduced when necessary (for example, during cold start). As a result, the above-described effect can be obtained without providing a fuel injector dedicated to alcohol, so that the fuel supply system can be simplified, and cost and weight can be reduced.
- the internal combustion engine executes air-fuel ratio control based on the alcohol concentration (first alcohol concentration) of the mixed fuel supplied to the fuel injector. For this reason, when the alcohol concentration (second alcohol concentration) of the fuel injected from the fuel injector is lower than the first alcohol concentration, the air-fuel ratio of the internal combustion engine deviates from the control target air-fuel ratio. Further, when the alcohol concentration of the mixed fuel changes, the theoretical air-fuel ratio of the mixed fuel also changes.
- the air-fuel ratio deviation of the internal combustion engine is corrected based on the amount of alcohol adsorbed on the adsorbent. For this reason, according to this invention, even if it is a case where an alcohol component is made to adsorb
- the amount of alcohol adsorbed on the adsorbent has a correlation with the fuel pressure and fuel temperature in the internal space where the adsorbent is installed. Therefore, according to the present invention, the alcohol adsorption amount can be accurately estimated based on these state quantities.
- the change in the air-fuel ratio due to the decrease in the second alcohol concentration is corrected by the increase or decrease in the fuel injection amount. Therefore, according to the present invention, the air-fuel ratio of the internal combustion engine can be controlled to the control target air-fuel ratio even when the alcohol component is adsorbed on the adsorbent.
- the second alcohol concentration is estimated based on the estimated adsorption amount and the first alcohol concentration.
- the amount of alcohol adsorbed on the adsorbent is an amount determined by the fuel pressure and the fuel temperature, and does not depend on the first alcohol concentration. For this reason, the rate of decrease in the second alcohol concentration increases as the first alcohol concentration decreases. For this reason, according to the present invention, the second alcohol concentration can be accurately estimated by considering the first alcohol concentration.
- the water temperature of the internal combustion engine is lower than the predetermined value, it is determined that there is a request to make the second alcohol concentration lower than the first alcohol concentration. Alcohol has poor vaporization characteristics at low temperatures. For this reason, according to the present invention, it is possible to effectively suppress a situation in which a large amount of unburned alcohol is discharged at a low temperature and HC emission deteriorates.
- the sixth invention when the internal combustion engine is started, it is determined that there is a request to make the second alcohol concentration lower than the first alcohol concentration.
- a larger amount of injection is required than during normal operation. For this reason, according to this invention, the situation where HC emission deteriorates can be effectively suppressed by injecting a large amount of fuel mixture with high alcohol concentration.
- the seventh invention when the amount of alcohol adsorbed on the adsorbent reaches the saturation amount, the correction of the injection amount is limited. After the adsorption amount is saturated, the second alcohol concentration does not become lower than the first alcohol concentration. For this reason, according to the present invention, it is possible to effectively avoid a situation in which emissions are deteriorated due to execution of unnecessary correction.
- Embodiment 1 of this invention It is a figure for demonstrating the system configuration
- FIG. 1 is a diagram for explaining a system configuration according to the first embodiment of the present invention.
- the system of the present embodiment includes an internal combustion engine 10.
- the internal combustion engine 10 is used as a power source of a vehicle, for example.
- the internal combustion engine 10 of this embodiment shall be an in-line 4 cylinder type, the number of cylinders and cylinder arrangement
- positioning of an internal combustion engine in this invention are not specifically limited.
- FIG. 1 shows a cross section of one cylinder of the internal combustion engine 10.
- the internal combustion engine 10 can be operated with gasoline as fuel, and can also be operated with a fuel obtained by mixing alcohol such as ethanol or methanol and gasoline (hereinafter also referred to as “alcohol mixed fuel” or “mixed fuel”). It is a thing.
- the alcohol-mixed fuel can be used from a low concentration (for example, about several percent) to a high concentration (for example, 80% or more) of the alcohol component (ratio of the alcohol component).
- An intake passage 12 and an exhaust passage 14 are connected to the internal combustion engine 10.
- An air flow meter 16 that detects the amount of intake air is disposed in the intake passage 12.
- a throttle valve 18 is disposed downstream of the air flow meter 16. The opening degree of the throttle valve 18 is adjusted by the operation of the throttle motor 20.
- a throttle position sensor 22 for detecting the opening degree of the throttle valve 18 is disposed in the vicinity of the throttle valve 18.
- a catalyst 15 for purifying exhaust gas is installed in the exhaust passage 14.
- a fuel injector 26 for injecting fuel into the intake port 11 is disposed in each cylinder of the internal combustion engine 10.
- Each cylinder of the internal combustion engine 10 is further provided with an intake valve 28, a spark plug 30 and an exhaust valve 32.
- a crank angle sensor 38 capable of detecting a rotation angle (crank angle) of the crankshaft 36 is installed in the vicinity of the crankshaft 36 of the internal combustion engine 10.
- the crank angle sensor 38 can detect the crank angle and the engine speed of the internal combustion engine 10.
- the system of the present embodiment includes an accelerator position sensor 24 that detects the amount of depression of an accelerator pedal in a driver's seat of a vehicle on which the internal combustion engine 10 is mounted, a water temperature sensor 42 that detects a cooling water temperature of the internal combustion engine 10, and an internal combustion engine.
- a starter 44 having an electric motor that rotationally drives the crankshaft 36 when the engine 10 is started, a fuel pump 46, a fuel property sensor 48, a fuel pressure sensor 60, a fuel temperature sensor 62, and an ECU (Electronic Control Unit) 50 And.
- Various sensors and actuators including those described above are electrically connected to the ECU 50.
- FIG. 2 is a diagram schematically showing a fuel system for supplying fuel to the internal combustion engine 10.
- the system of this embodiment includes a fuel tank 52.
- the fuel tank 52 is connected to a delivery pipe 56 via a fuel supply passage 54.
- a fuel pump 46 for pressurizing the fuel is installed in the middle of the fuel supply passage 54.
- the installation location of the fuel pump 46 is not limited to this.
- the fuel pump 46 may be installed in the fuel tank 52.
- a fuel pressure sensor 60 for detecting the fuel pressure and a fuel temperature sensor 62 for detecting the temperature of the fuel are installed on the downstream side of the fuel pump 46.
- the fuel stored in the fuel tank 52 is pressurized by the fuel pump 46 and sent to the delivery pipe 56 through the fuel supply passage 54. Then, fuel is distributed to the fuel injectors 26 of the respective cylinders by the delivery pipe 56.
- the fuel pump 46 is configured such that the fuel pressure can be adjusted to a pressure commanded from the ECU 50 and sent to the delivery pipe 56. That is, in the system of the present embodiment, the fuel pressure inside the fuel injector 26 (that is, the fuel injection pressure) can be adjusted by the fuel pump 46.
- the alcohol concentration of the fuel supplied to the fuel injector 26, that is, the fuel stored in the fuel tank 52 depends on the alcohol concentration of the fuel selected by the user for refueling. Increase or decrease.
- the alcohol concentration of the fuel in the tank can be detected by the fuel property sensor 48 provided in the middle of the fuel supply passage 54.
- the fuel property sensor 48 for example, a sensor that detects the alcohol concentration by measuring the dielectric constant, refractive index, etc. of the fuel can be used.
- the installation position of the fuel property sensor 48 is not limited to the illustrated configuration.
- the fuel property sensor 48 may be installed in the fuel tank 52 or the delivery pipe 56.
- the method for detecting the alcohol concentration of the fuel in the tank is not limited to the method using the fuel property sensor 48.
- the alcohol concentration of the fuel may be detected (estimated) from the learned value in the air-fuel ratio feedback control. That is, since the value of the theoretical air-fuel ratio is different between gasoline and alcohol, the value of the theoretical air-fuel ratio of the alcohol mixed fuel differs depending on the alcohol concentration. Therefore, the alcohol concentration of the fuel in the tank is detected (estimated) based on the value of the theoretical air-fuel ratio learned by feeding back a signal from an air-fuel ratio sensor (not shown) provided in the exhaust passage 14. Is possible.
- FIG. 3 is an enlarged cross-sectional view of the tip portion of the fuel injector 26 provided in the internal combustion engine 10 of the present embodiment.
- the fuel injector 26 has a tip 261.
- the tip 261 is formed with an injection port 262 for injecting fuel and an internal space 263 for storing the fuel (filled with fuel).
- a needle valve 264 as an injection valve is inserted into the internal space 263.
- the injection port 262 is opened and closed by this needle valve 264.
- a plunger 265 is integrally provided on the proximal end side of the needle valve 264.
- a solenoid coil 266 is installed around the plunger 265.
- the solenoid coil 266 When the solenoid coil 266 is energized, the plunger 265 is attracted by the solenoid coil 266, and the plunger 265 and the needle valve 264 move to the proximal end side, thereby opening the injection port 262. Thereby, the fuel in the internal space 263 is injected from the injection port 262. When the energization of the solenoid coil 266 is cut off, the plunger 265 and the needle valve 264 are returned to their original positions by the biasing force of a spring (not shown), the injection port 262 is closed, and the injection is stopped.
- the fuel pressure in the internal space 263 of the fuel injector 26 (hereinafter also simply referred to as “fuel pressure”) can be controlled from low pressure to high pressure by a command from the ECU 50 to the fuel pump 46 as described above.
- An adsorbent 58 is installed in the internal space 263 of the tip 261 of the fuel injector 26.
- the adsorbent 58 is disposed in a cylindrical shape along the inner periphery of the internal space 263. That is, the adsorbent 58 is disposed so as to surround the outer peripheral side of the needle valve 264.
- an adsorbent 58 having a property capable of selectively adsorbing an alcohol component in the alcohol mixed fuel is selected.
- a constituent material of such an adsorbent 58 a highly hydrophilic porous body having molecular-level pores capable of taking in alcohol molecules can be used, and typically, zeolite is preferably used.
- zeolites those having a strong polarity are particularly preferable.
- a highly polar zeolite it is possible to reliably select and adsorb strongly polar alcohol molecules from the fuel containing the gasoline component.
- the pore size and the like differ depending on the skeleton structure of the porous material used as the adsorbent 58 (for zeolite, A type, Y type, X type, etc.), it depends on the size of the target alcohol molecule.
- A-type zeolite can be used particularly preferably.
- Embodiment 1 (Alcohol adsorption / desorption in adsorbent)
- the adsorbent 58 has a small amount of alcohol adsorbed on the adsorbent 58 (hereinafter referred to as “alcohol adsorbing amount”) when the surrounding fuel pressure is low, and an alcohol adsorbing amount becomes large when the fuel pressure is high. It has the characteristic.
- the alcohol concentration of the fuel injected from the fuel injector 26 is controlled by controlling the amount of alcohol adsorbed on the adsorbent 58 using this characteristic, so that the fuel supplied to the fuel injector 26 (that is, the fuel concentration) It is possible to make it lower than the alcohol concentration of the fuel in the tank.
- the alcohol component in the mixed fuel in the internal space 263 is selectively adsorbed by the adsorbent 58. For this reason, the alcohol concentration of the mixed fuel in the internal space 263 increases and the gasoline concentration increases. Therefore, by injecting the fuel from the fuel injector 26 with the fuel pressure being increased, the alcohol concentration of the fuel injected from the fuel injector 26 can be made lower than the alcohol concentration of the fuel in the tank.
- FIG. 4 is a diagram showing the relationship between the fuel pressure and the amount of alcohol adsorbed by the adsorbent 58.
- the alcohol adsorption amount decreases when the fuel pressure is low, and the alcohol adsorption amount increases when the fuel pressure is high.
- the alcohol adsorption amount has hysteresis with respect to the history of the fuel pressure. That is, the change in the amount of alcohol adsorbed in the process of adsorbing the alcohol on the adsorbent 58 by increasing the fuel pressure from low pressure to high pressure is represented by the curve on the right side in FIG. 4, and the fuel pressure is decreased from high pressure to low pressure.
- the change in the amount of adsorbed alcohol in the process of desorbing alcohol from the adsorbent 58 is represented by the left curve in FIG.
- the ECU 50 changes the fuel pressure in the internal space 263 of the fuel injector 26 by switching the set pressure value of the fuel pump 46 between a low pressure and a high pressure, thereby controlling the adsorption of alcohol to the adsorbent 58 or the adsorption
- the desorption of alcohol from the material 58 can be controlled.
- the alcohol adsorption amount of the adsorbent 58 is saturated when the fuel pressure rises to P2 in FIG. For this reason, when adsorbing alcohol on the adsorbent 58, the fuel pressure is preferably set to P2 or higher. Thereby, the alcohol adsorption capacity of the adsorbent 58 can be fully extracted.
- alcohol can be adsorbed to the adsorbent 58 at a fuel pressure equal to or higher than P1 in FIG. For this reason, when adsorbing alcohol on the adsorbent 58, the fuel pressure may be increased to at least a value higher than P1.
- FIG. 5 is a diagram for explaining the relationship between the alcohol concentration and the required injection amount at start-up.
- the required injection amount at start-up increases as the alcohol concentration increases. More specifically, the required injection amount increases rapidly from the vicinity where the alcohol concentration becomes 50 to 60%. In particular, this tendency remarkably appears at a low temperature of 10 ° C. or lower. For this reason, when the internal combustion engine 10 is cold-started, a large amount of high-concentration alcohol fuel is injected, and deterioration of HC emission due to discharge of unburned alcohol becomes a problem.
- the above function is used to control the alcohol concentration of the fuel injected from the fuel injector 26 to be lower than the alcohol concentration of the fuel in the tank. It was decided to.
- the fuel having a lower alcohol concentration and higher gasoline concentration than the fuel in the tank (hereinafter referred to as “alcohol concentration-reducing fuel”). Can be injected from the fuel injector 26. For this reason, good startability with good fuel can be obtained, and the amount of HC emissions into the atmosphere can be sufficiently reduced.
- the alcohol concentration-reduced fuel can be generated in the internal space 263 located immediately before the injection port 262. Therefore, the alcohol concentration-reduced fuel can be injected from the initial injection at the start. it can.
- the alcohol concentration-reducing fuel is generated at a position on the front side of the fuel injector 26 (for example, the delivery pipe 56), at least until the fuel in the fuel injector 26 is replaced with the alcohol concentration-reducing fuel. The alcohol concentration-reducing fuel cannot be injected unless the fuel injection is repeated.
- the ability to inject alcohol concentration-reducing fuel from the initial injection at start-up is extremely effective for reducing HC emissions into the atmosphere for the following reasons.
- the catalyst 15 is not warmed by the exhaust gas and is not activated.
- the HC discharged from the internal combustion engine 10 is not purified by the catalyst 15 but is directly discharged into the atmosphere.
- exhaust gas begins to flow into the catalyst 15, the temperature of the catalyst 15 rises, and catalytic activity begins to be expressed, so HC begins to be purified by the catalyst 15.
- the amount of HC discharged from the internal combustion engine 10 is reduced within the first few cycles when the temperature of the catalyst 15 has not risen. It is extremely important to do this.
- the alcohol concentration-reducing fuel can be injected from the initial injection at the time of start-up, so that the amount of the alcohol component flowing into the exhaust passage 14 without being burned can be surely reduced. . For this reason, the amount of HC discharged into the atmosphere at the time of cold start can be reduced extremely effectively.
- the adsorbent 58 cannot adsorb alcohol any more. Therefore, after the internal combustion engine 10 is started, fuel injection from the fuel injector 26 is repeated, whereby the alcohol concentration of the injected fuel returns to the original concentration, that is, the alcohol concentration of the fuel in the tank. However, until then, the temperature of the catalyst 15 rises and the activity is expressed, and HC begins to be purified by the catalyst 15. Therefore, the discharge of HC into the atmosphere is sufficiently suppressed. Further, since the temperature of the internal combustion engine 10 rises until the alcohol concentration of the fuel injected from the fuel injector 26 returns to the original concentration, vaporization of the alcohol component is promoted. For this reason, the deterioration of the operational stability of the internal combustion engine 10 after starting can be sufficiently suppressed.
- the air-fuel ratio correction control is executed. More specifically, the concentration of the alcohol concentration-reduced fuel injected from the fuel injector 26 is estimated, and the injection amount is corrected to increase or decrease so that the air-fuel ratio of the internal combustion engine 10 becomes the control target air-fuel ratio according to the concentration. I decided to. As a result, excessive fuel supply can be avoided, and deterioration of HC emissions due to discharge of unburned alcohol can be effectively suppressed.
- FIG. 6 is a flowchart of a routine executed by the ECU 50 in the present embodiment in order to realize the air-fuel ratio correction described above.
- the routine shown in FIG. 6 it is first determined whether or not the starter signal is ON (step 100). As a result, when it is determined that the starter signal is not ON, this routine is immediately terminated. On the other hand, if it is determined in step 100 that the starter signal is ON, it is determined that the internal combustion engine 10 is being started, the process proceeds to the next step, and the internal combustion engine at the start detected by the water temperature sensor 42 is detected. The coolant temperature Tw of the engine 10 is acquired (step 102).
- the alcohol concentration ROH Tank of the fuel in the tank is acquired (step 104).
- the alcohol concentration of the fuel in the tank detected by the fuel property sensor 48 is acquired.
- step 106 if it is determined in step 106 that the cooling water temperature Tw ⁇ predetermined value A is established, it is determined that the internal combustion engine 10 is cold-started, the process proceeds to the next step, and the alcohol concentration ROH Tank is set. Is greater than a predetermined value B (step 108). As a result, if the alcohol concentration ROH Tank > predetermined value B is not established, the startability deteriorates or HC is discharged into the atmosphere without reducing the alcohol concentration of the fuel in the tank. It is determined that there is no fear, and this routine is immediately terminated.
- step 110 the required fuel pressure at the time is acquired and set (step 110).
- the required fuel pressure at the time of start-up is the fuel pressure for reducing the alcohol concentration of fuel injected from the fuel injector 26 (hereinafter referred to as “injected fuel”), in other words, the alcohol A high fuel pressure (hereinafter referred to as “high fuel pressure”) to be adsorbed by the adsorbent 58 is set.
- the basic injection amount at the start is calculated (step 112). Specifically, the injection amount for controlling the air-fuel ratio of the internal combustion engine 10 to the control target air-fuel ratio is calculated based on the alcohol concentration ROH Tank of the fuel in the tank obtained in step 104 above.
- the amount of alcohol adsorbed on the adsorbent 58 is calculated based on the volume of the internal space 263, the fuel temperature, and the fuel pressure (step 114).
- the ECU 50 stores a map that defines the relationship between the alcohol adsorption amount, the volume of the internal space 263, the fuel temperature, and the fuel pressure.
- the current state of the internal space 263, that is, the alcohol desorption amount corresponding to the fuel pressure and the fuel temperature detected by the fuel pressure sensor 60 and the fuel temperature sensor 62 is estimated. Is done.
- FIG. 7 is a view for explaining the relationship between the alcohol concentration ROH Tank of the fuel in the tank and the alcohol concentration ROH Inj of the injected fuel.
- the change amount (reduction amount) of the alcohol concentration ROH Inj of the injected fuel is larger. This is because the alcohol adsorption amount is basically constant regardless of the alcohol concentration of the fuel in the tank if the temperature and pressure in the internal space 263 are the same.
- the ECU 50 stores the relationship between ROH Inj and ROH Tank for each alcohol adsorption amount.
- the alcohol concentration ROH Tank of the fuel in the tank calculated in Step 104 and the alcohol concentration ROH of the injected fuel corresponding to the alcohol adsorption amount calculated in Step 114 are used. Inj is calculated.
- the corrected injection amount at the start is calculated (step 118). Specifically, the basic injection amount is corrected so that the air-fuel ratio of the internal combustion engine 10 becomes the control target air-fuel ratio when the alcohol concentration-reduced fuel having the concentration calculated in step 116 is injected.
- a fuel injection process is performed (step 120). Specifically, the alcohol concentration-reduced fuel is injected from the fuel injector 26 based on the starting correction injection amount calculated in step 118.
- step 122 it is determined whether or not the start determination flag is ON (step 122). As a result, when it is determined that the start determination flag is not yet ON, it is determined that it is still necessary to inject the alcohol-concentration-reduced fuel, and the process of step 120 is performed again. On the other hand, if it is determined in step 122 that the start determination flag is ON, it is determined that there is no risk that the emissions will deteriorate even if the fuel in the tank is used as it is because the internal combustion engine 10 has been warmed up. This routine is then terminated.
- the injection amount is corrected at the cold start when the alcohol-reduced fuel is injected, but the execution time of such correction is not limited to this. That is, for example, even when the fuel pressure is changed to a high fuel pressure due to other control requirements, the alcohol concentration of the injected fuel is reduced by the function of the adsorbent 58. Therefore, even when the internal combustion engine 10 is not cold started, it is preferable to perform correction control of the injection amount when the fuel pressure is changed to a high fuel pressure. Thereby, since the air fuel ratio of the internal combustion engine 10 can be controlled to the control target air fuel ratio, it is possible to effectively suppress the deterioration of the emission.
- the fuel pressure and the fuel temperature detected by the fuel pressure sensor 60 and the fuel temperature sensor 62 are used when estimating the amount of adsorbed alcohol.
- the value is not limited to these detected values. That is, the set fuel pressure may be substituted for the fuel pressure in the internal space 263, or these state quantities may be estimated by other known methods.
- the alcohol concentration ROH Tank of the fuel in the tank is the “first alcohol concentration” in the first invention
- the alcohol concentration ROH Inj of the injected fuel is the “first alcohol concentration” in the first invention.
- the “determination means” in the first invention executes the process of step 110, so that the process in the first invention is executed.
- the “control means” executes the process of step 114
- the “adsorption amount estimation means” of the first invention executes the process of step 120, thereby correcting the “correction” in the first invention.
- Each means is realized.
- the “concentration estimation means” in the third aspect of the present invention is realized by the ECU 50 executing the processing of step 116.
- the ECU 50 executes the process of step 102, so that the “means for obtaining the water temperature” in the fifth aspect of the invention executes the process of step 106.
- the “determination means” in the fourth aspect of the invention is realized.
- the “determining means” according to the sixth aspect of the present invention is realized by the ECU 50 executing the processing of step 100 described above.
- FIG. 8 Features of Embodiment 2
- the system of the present embodiment can be realized by causing the ECU 50 to execute a routine shown in FIG. 8 to be described later using the hardware configuration shown in FIG.
- the adsorbent 58 cannot adsorb alcohol any more. Therefore, after the internal combustion engine 10 is started, fuel injection from the fuel injector 26 is repeated, whereby the alcohol concentration of the injected fuel returns to the original concentration, that is, the alcohol concentration of the fuel in the tank. For this reason, in the injection amount correction in the first embodiment described above, if the alcohol adsorption amount of the adsorbent 58 is saturated before the start determination flag is determined to be ON, the injection amount correction is executed, so that the empty amount is reversed. Deviation occurs in the fuel ratio.
- the above-described injection amount correction is prohibited. As a result, it is possible to effectively avoid a situation in which emissions are deteriorated due to unnecessary correction.
- FIG. 8 is a flowchart of a routine executed by the ECU 50 in the present embodiment in order to realize the above-described function.
- processing similar to steps 100 to 118 in the routine shown in FIG. 6 is executed.
- step 119 it is determined whether or not the injection amount correction execution flag is ON.
- the initial value of the injection amount correction execution flag is set to ON. For this reason, next, the routine proceeds to step 120, where the fuel injection processing based on the startup correction injection amount is performed.
- step 122 it is determined whether or not the start determination flag is ON. As a result, when it is determined that the start determination flag is ON, it is determined that the internal combustion engine 10 has been warmed up, so that it is determined that there is no risk of deterioration even if the fuel in the tank is used as it is. The routine is terminated.
- step 122 determines whether the start determination flag is not yet ON, it is determined that the internal combustion engine 10 is not yet warmed up, and the routine proceeds to the next step, where the fuel pressure sensor 60 and the fuel The fuel pressure and fuel temperature of the fuel in the tank detected by the temperature sensor 62 are acquired (step 124). Next, the amount of alcohol adsorbed on the adsorbent 58 is estimated based on the volume of the internal space 263, the fuel pressure and the fuel temperature acquired in step 124 (step 126).
- Step 128) it is determined whether or not the estimated adsorption amount acquired in step 126 is smaller than a predetermined value C (step 128).
- a predetermined value C a preset value is taken as a threshold value for determining whether or not the alcohol adsorption amount of the adsorbent 58 is saturated.
- the process proceeds to the next step, and the injection amount correction flag is set to ON. (Step 130).
- the process proceeds to the next step, and the injection amount correction flag is set to OFF (step 132). .
- step 119 it is determined whether or not the correction amount determination flag is ON.
- the fuel injection process in step 120 is executed again.
- step 119 it is determined that the injection amount correction flag is OFF, it is determined that a deviation occurs in the air-fuel ratio when the fuel injection process based on the correction injection amount at start is executed, and this routine Ends promptly.
- the injection amount correction control that is executed when the internal combustion engine 10 is cold-started is prohibited. Thereby, it is possible to effectively avoid the deterioration of the emission due to the execution of unnecessary correction.
- the fuel pressure and the fuel temperature are acquired based on the sensor output, but the acquisition method of these values is not limited to this. That is, as long as the pressure and temperature of the fuel in the internal space 263 of the fuel injector 26 can be acquired, it may be estimated from other state quantities, required values of the internal combustion engine 10, and the like.
- the ECU 50 executes the process of step 128, so that the “saturation determination means” in the seventh aspect of the invention executes the process of step 119.
- the “restricting means” in the seventh invention is realized respectively.
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Abstract
Description
燃料を貯留する内部空間と燃料を噴射する噴射口とが形成された先端部を有する燃料インジェクタと、前記内部空間に設置され、ガソリンとアルコールとの混合燃料中のアルコール成分を選択的に吸着可能な吸着材と、を有し、前記燃料インジェクタに供給される混合燃料のアルコール濃度(以下、第1のアルコール濃度)に基づいて、内燃機関の空燃比が制御目標空燃比になるように、前記燃料インジェクタからの噴射量を制御する内燃機関の燃料噴射装置において、
前記吸着材は、燃料圧力が低いときにはアルコール吸着量が小さくなり、燃料圧力が高いときにはアルコール吸着量が大きくなる特性を有し、
前記燃料インジェクタから噴射される燃料のアルコール濃度(以下、第2のアルコール濃度)を、前記第1のアルコール濃度よりも低くする要求の有無を判定する判定手段と、
前記要求があると判定された場合に、燃料圧力を所定の高燃圧に制御する制御手段と、
燃料圧力に基づいて、前記吸着材に吸着されるアルコール吸着量を推定する吸着量推定手段と、
前記アルコール吸着量に基づいて、前記内燃機関の空燃比のズレを補正する補正手段と、
を備えることを特徴とする。
前記吸着量推定手段は、前記内部空間内の燃料圧力および燃料温度に基づいて、前記アルコール吸着量を推定することを特徴とする。
前記補正手段は、
前記アルコール吸着量に基づいて、前記第2のアルコール濃度を推定する濃度推定手段を含み、
前記第1のアルコール濃度に対する前記第2のアルコール濃度の低下分に相当する空燃比の変化を、前記噴射量の増減により補正することを特徴とする。
前記濃度推定手段は、前記アルコール吸着量および前記第1のアルコール濃度に基づいて、前記第2のアルコール濃度を推定することを特徴とする。
前記判定手段は、前記内燃機関の水温を取得する手段を含み、前記水温が所定値よりも低い場合に、前記要求があると判定することを特徴とする。
前記判定手段は、前記内燃機関の始動時に前記要求があると判定することを特徴とする。
前記アルコール吸着量が飽和量に達したことを判定する飽和判定手段と、
前記飽和が判定された場合に、前記補正手段の実行を制限する制限手段と、
を更に備えることを特徴とする。
[実施の形態1の構成]
図1は、本発明の実施の形態1のシステム構成を説明するための図である。図1に示すように、本実施形態のシステムは、内燃機関10を備えている。内燃機関10は、例えば車両の動力源として用いられる。本実施形態の内燃機関10は、直列4気筒型であるものとするが、本発明における内燃機関の気筒数および気筒配置は特に限定されるものではない。図1には、内燃機関10の一つの気筒の断面が示されている。
(吸着材におけるアルコール吸着・脱離動作)
吸着材58は、周囲の燃料圧力が低いときには、吸着材58に吸着されるアルコールの量(以下、「アルコール吸着量」と称する)が小さくなり、燃料圧力が高いときには、アルコール吸着量が大きくなるという特性を有している。本実施形態によれば、この特性を利用して吸着材58へのアルコール吸着量を制御することにより、燃料インジェクタ26から噴射される燃料のアルコール濃度を、燃料インジェクタ26に供給された燃料(すなわちタンク内燃料)のアルコール濃度よりも低くすることが可能である。すなわち、アルコール吸着量が小さい低圧状態から、アルコール吸着量が大きい高圧状態へと燃料圧力を上昇させると、内部空間263にある混合燃料中のアルコール成分が選択的に吸着材58に吸着される。このため、内部空間263にある混合燃料は、そのアルコール濃度が低下するとともに、ガソリン濃度が高まる。従って、燃料圧力を高圧にして燃料インジェクタ26から燃料を噴射することにより、燃料インジェクタ26から噴射される燃料のアルコール濃度をタンク内燃料のアルコール濃度より低くすることができる。
次に、図5を参照して、内燃機関10の冷間始動時動作におけるアルコール濃度低減制御ついて説明する。図5は、アルコール濃度と始動時の要求噴射量との関係を説明するための図である。この図に示すとおり、常温以下(25℃以下)の温度域においては、アルコール濃度が高濃度であるほど始動時の要求噴射量が増加する。より具体的には、アルコール濃度が50~60%となる付近から要求噴射量が急激に増加する。特に、10℃以下となる低温下においては、この傾向が顕著に現れる。このため、内燃機関10の冷間始動時においては、高濃度のアルコール燃料が多量に噴射されてしまい、未燃アルコールの排出によるHCエミッションの悪化が問題となる。
次に、本実施の形態1の特徴的動作について説明する。上述したとおり、本実施の形態の装置では、内燃機関10の冷間始動時に、燃料インジェクタ26から噴射される燃料のアルコール濃度が、タンク内燃料のアルコール濃度よりも低くなるように制御することとしている。しかしながら、当該アルコール濃度低減制御が実行されると、内燃機関10の空燃比にズレが生じてしまう。すなわち、内燃機関10では、タンク内燃料が燃料インジェクタ26から噴射されることを前提に、燃料噴射量を決定している。このため、燃料インジェクタ26からアルコール濃度低減燃料が噴射されると、該内燃機関10の空燃比にズレが生じてしまう。
次に、図6を参照して、本実施の形態の具体的処理について説明する。図6は、上述した空燃比補正を実現するために本実施形態においてECU50が実行するルーチンのフローチャートである。図6に示すルーチンでは、先ず、スターター信号がONか否かが判定される(ステップ100)。その結果、スターター信号がONでないと判断された場合には、本ルーチンが速やかに終了される。一方、上記ステップ100において、スターター信号がONと判定された場合には、内燃機関10の始動時であると判断されて、次のステップに移行し、水温センサ42により検出される始動時の内燃機関10の冷却水温Twが取得される(ステップ102)。
[実施の形態2の特徴]
次に、図8を参照して、本発明の実施の形態2について説明する。本実施の形態のシステムは、図1に示すハードウェア構成を用いて、ECU50に後述する図8に示すルーチンを実行させることにより実現することができる。
次に、図8を参照して、本実施の形態の具体的処理について説明する。図8は、上述した機能を実現するために本実施形態においてECU50が実行するルーチンのフローチャートである。図8に示すルーチンでは、先ず、図6に示すルーチンにおけるステップ100~118と同様の処理が実行される。
11 吸気ポート
12 吸気通路
14 排気通路
15 触媒
16 エアフローメータ
18 スロットル弁
24 アクセルポジションセンサ
26 燃料インジェクタ
261 先端部
262 噴射口
263 内部空間
264 ニードル弁
265 プランジャ
266 ソレノイドコイル
28 吸気弁
30 点火プラグ
32 排気弁
42 水温センサ
50 ECU
52 燃料タンク
54 燃料供給通路
56 デリバリパイプ
58 吸着材
60 燃料圧力センサ
62 燃料温度センサ
Claims (7)
- 燃料を貯留する内部空間と燃料を噴射する噴射口とが形成された先端部を有する燃料インジェクタと、前記内部空間に設置され、ガソリンとアルコールとの混合燃料中のアルコール成分を選択的に吸着可能な吸着材と、を有し、前記燃料インジェクタに供給される混合燃料のアルコール濃度(以下、第1のアルコール濃度)に基づいて、内燃機関の空燃比が制御目標空燃比になるように、前記燃料インジェクタからの噴射量を制御する内燃機関の燃料噴射装置において、
前記吸着材は、燃料圧力が低いときにはアルコール吸着量が小さくなり、燃料圧力が高いときにはアルコール吸着量が大きくなる特性を有し、
前記燃料インジェクタから噴射される燃料のアルコール濃度(以下、第2のアルコール濃度)を、前記第1のアルコール濃度よりも低くする要求の有無を判定する判定手段と、
前記要求があると判定された場合に、燃料圧力を所定の高燃圧に制御する制御手段と、
前記吸着材に吸着されるアルコール吸着量を推定する吸着量推定手段と、
前記アルコール吸着量に基づいて、前記内燃機関の空燃比のズレを補正する補正手段と、
を備えることを特徴とする内燃機関の燃料噴射装置。 - 前記吸着量推定手段は、前記内部空間内の燃料圧力および燃料温度に基づいて、前記アルコール吸着量を推定することを特徴とする請求項1記載の内燃機関の燃料噴射装置。
- 前記補正手段は、
前記アルコール吸着量に基づいて、前記第2のアルコール濃度を推定する濃度推定手段を含み、
前記第1のアルコール濃度に対する前記第2のアルコール濃度の低下分に相当する空燃比の変化を、前記噴射量の増減により補正することを特徴とする請求項1または2記載の内燃機関の燃料噴射装置。 - 前記濃度推定手段は、前記アルコール吸着量および前記第1のアルコール濃度に基づいて、前記第2のアルコール濃度を推定することを特徴とする請求項3記載の内燃機関の燃料噴射装置。
- 前記判定手段は、前記内燃機関の水温を取得する手段を含み、前記水温が所定値よりも低い場合に、前記要求があると判定することを特徴とする請求項1乃至4の何れか1項記載の内燃機関の燃料噴射装置。
- 前記判定手段は、前記内燃機関の始動時に前記要求があると判定することを特徴とする請求項1乃至5の何れか1項記載の内燃機関の燃料噴射装置。
- 前記アルコール吸着量が飽和量に達したことを判定する飽和判定手段と、
前記飽和が判定された場合に、前記補正手段の実行を制限する制限手段と、
を更に備えることを特徴とする請求項1乃至6のいずれか1項記載の内燃機関の燃料噴射装置。
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US13/505,666 US8521404B2 (en) | 2010-03-08 | 2010-03-08 | Fuel injection apparatus for internal combustion engine |
BR112012022479-4A BR112012022479B1 (pt) | 2010-03-08 | 2010-03-08 | Aparelho de injeção de combustível para motor à combustão interna |
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DE102008024955B3 (de) * | 2008-05-23 | 2009-12-24 | Continental Automotive Gmbh | Verfahren zur Erkennung einer Fehlfunktion eines Raildrucksensors bei einem Common Rail-Einspritzsystem |
EP2865868A4 (en) * | 2012-06-25 | 2016-01-13 | Toyota Motor Co Ltd | CONTROL DEVICE FOR INTERNAL COMBUSTION ENGINE |
JP6044457B2 (ja) * | 2013-05-30 | 2016-12-14 | トヨタ自動車株式会社 | 内燃機関の燃料噴射制御装置 |
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JP2008088941A (ja) * | 2006-10-04 | 2008-04-17 | Toyota Motor Corp | アルコール混合燃料エンジンの制御装置 |
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JP2008248840A (ja) | 2007-03-30 | 2008-10-16 | Mitsubishi Motors Corp | 内燃機関 |
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BR112012022483B1 (pt) * | 2010-03-08 | 2020-12-15 | Toyota Jidosha Kabushiki Kaisha | Aparelho de injeção de combustível para motor de combustão interna |
WO2011111150A1 (ja) * | 2010-03-08 | 2011-09-15 | トヨタ自動車株式会社 | 内燃機関の燃料噴射装置 |
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- 2010-03-08 WO PCT/JP2010/053767 patent/WO2011111147A1/ja active Application Filing
- 2010-03-08 US US13/505,666 patent/US8521404B2/en active Active
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JP2008088941A (ja) * | 2006-10-04 | 2008-04-17 | Toyota Motor Corp | アルコール混合燃料エンジンの制御装置 |
JP2008106623A (ja) * | 2006-10-23 | 2008-05-08 | Denso Corp | 内燃機関の燃料供給装置および燃料供給制御装置 |
JP2009036151A (ja) * | 2007-08-03 | 2009-02-19 | Nissan Motor Co Ltd | 内燃機関の始動装置 |
JP2009281330A (ja) * | 2008-05-23 | 2009-12-03 | Toyota Motor Corp | ハイブリッド車両 |
Also Published As
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JP5218695B2 (ja) | 2013-06-26 |
BR112012022479A2 (pt) | 2016-07-19 |
US20120227720A1 (en) | 2012-09-13 |
US8521404B2 (en) | 2013-08-27 |
JPWO2011111147A1 (ja) | 2013-06-27 |
BR112012022479B1 (pt) | 2020-08-04 |
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