WO2012176746A1 - Dispositif de commande pour moteur à combustion interne du type à injection dans un cylindre - Google Patents

Dispositif de commande pour moteur à combustion interne du type à injection dans un cylindre Download PDF

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Publication number
WO2012176746A1
WO2012176746A1 PCT/JP2012/065560 JP2012065560W WO2012176746A1 WO 2012176746 A1 WO2012176746 A1 WO 2012176746A1 JP 2012065560 W JP2012065560 W JP 2012065560W WO 2012176746 A1 WO2012176746 A1 WO 2012176746A1
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Prior art keywords
injection
internal combustion
combustion engine
fuel
ignition
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PCT/JP2012/065560
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English (en)
Japanese (ja)
Inventor
一浩 押領司
助川　義寛
木原　裕介
岡本　多加志
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日立オートモティブシステムズ株式会社
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Publication of WO2012176746A1 publication Critical patent/WO2012176746A1/fr

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/047—Taking into account fuel evaporation or wall wetting
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
    • F02D41/062—Introducing corrections for particular operating conditions for engine starting or warming up for starting
    • F02D41/064—Introducing corrections for particular operating conditions for engine starting or warming up for starting at cold start
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/18—Circuit arrangements for generating control signals by measuring intake air flow
    • 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
    • F02D41/3011—Controlling fuel injection according to or using specific or several modes of combustion
    • F02D41/3017—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used
    • F02D41/3035—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used a mode being the premixed charge compression-ignition mode
    • F02D41/3041—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used a mode being the premixed charge compression-ignition mode with means for triggering compression ignition, e.g. spark plug
    • 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
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
    • F02D41/402—Multiple injections
    • 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
    • F02D41/34—Controlling fuel injection of the low pressure type with means for controlling injection timing or duration
    • 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
    • Y02T10/40—Engine management systems

Definitions

  • the present invention relates to a control device and a control method for a direct injection internal combustion engine.
  • HC unburned hydrocarbons
  • NOx nitrogen oxides
  • CO carbon monoxide
  • PM particulate matter
  • Patent Document 1 Japanese Patent Laid-Open No. 2008-88875
  • PM is nanometer-sized particles
  • the air-fuel ratio (ratio of air quantity to fuel quantity) locally formed in the engine cylinder is smaller than the theoretical (quantitative) air-fuel ratio (rich mixture).
  • Qi is produced when it burns.
  • a liquid film hereinafter referred to as a fuel liquid film
  • the fuel near the wall cannot be sufficiently diffused and mixed, and a large amount of rich air-fuel mixture is formed near the wall. Since this burns, a large amount of PM is discharged.
  • the present invention has been made in view of such problems, and an object of the present invention is to achieve both early activation of an exhaust catalyst and early increase in engine wall temperature.
  • the present invention provides an air amount detection device that detects and outputs the amount of air flowing into a combustion chamber of an internal combustion engine, a fuel injection device that supplies fuel to the combustion chamber, and a mixture of fuel and air
  • An in-cylinder internal combustion engine that includes an ignition device for igniting air, calculates a total fuel injection amount in one cycle based on an output of the air amount detection device, and performs split injection of fuel in one cycle
  • a control device wherein the first injection for injecting less than half of the total fuel injection amount and an amount corresponding to the difference between the total injection amount and the fuel amount injected in the first injection are And a second injection that is performed at a timing later than the injection of the first and second cylinders, and the ignition control by the ignition device is performed after the second injection and before the compression top dead center of the internal combustion engine.
  • a control device for an internal injection internal combustion engine is provided.
  • a region in which the flame can propagate and a region in which the flame cannot propagate and can self-ignite are formed in the engine cylinder, and the ignition is set before the compression top dead center. It can be burned by propagation and the remaining fuel can be burned by self-ignition. As a result, the combustion period can be extended, and both early activation of the exhaust catalyst and early high temperature of the engine wall can be achieved, and HC, NOx, CO and PM discharged from the engine can be reduced.
  • the block diagram of the engine in a 1st Example The block diagram of ECU in a 1st Example.
  • Explanatory drawing of a flame propagation limit Explanatory drawing of a self-ignition limit.
  • In-cylinder air-fuel mixture state that extends the combustion period by hybrid combustion. Heat generation history when the combustion period is extended by hybrid combustion.
  • the control flowchart in the 1st-3rd Example The flowchart of the injection and ignition control in a 1st Example.
  • Explanatory drawing of cooling water temperature, exhaust temperature, and catalyst temperature Explanatory drawing of the target air fuel ratio of the air-fuel mixture for self-ignition.
  • Explanatory drawing of the relationship between fuel injection quantity and injection pulse width The history of various signal waveforms and heat release rates in the first embodiment.
  • the engine block diagram in the 2nd and 3rd Example The block diagram of ECU in the 2nd and 3rd Example.
  • the flowchart of injection, ignition, and EGR adjustment valve control in a 2nd Example Explanatory drawing of the change of the laminar combustion speed by introduction of external EGR.
  • the flowchart of the injection and ignition control in a 3rd Example History of various signal waveforms and heat generation rates in the third embodiment.
  • FIG. 1 is a configuration diagram of a direct injection internal combustion engine in first and second embodiments of the present invention.
  • the engine 100 is an automobile gasoline engine that performs spark ignition combustion.
  • An air flow sensor 1 for measuring the intake air amount and an electronic control throttle 2 for adjusting the intake flow rate are provided at appropriate positions of the intake pipe 6.
  • the engine 100 is provided with an injector 3 for injecting fuel into a combustion chamber surrounded by the cylinder 7 and the piston 14 and an ignition plug 4 for supplying ignition energy at appropriate positions of the cylinder 7.
  • a variable valve 5 comprising an intake valve 5a and an exhaust valve 5b for adjusting exhaust gas discharged from the cylinder is provided at an appropriate position of each cylinder 7.
  • a three-way catalyst 10 for purifying exhaust and an air-fuel ratio detector, an air-fuel ratio sensor 9 for detecting the air-fuel ratio of the exhaust on the upstream side of the three-way catalyst 10, and an exhaust temperature detector
  • An exhaust temperature sensor 11 that measures the temperature of the exhaust gas upstream of the three-way catalyst 10 is provided at an appropriate position of each exhaust pipe 8.
  • the crankshaft 12 is provided with a crank angle sensor 13 for calculating a rotation angle.
  • a cooling water temperature sensor 15 for measuring the temperature of the engine cooling water is provided.
  • an accelerator opening sensor 16 that detects the accelerator opening is provided.
  • the accelerator opening sensor 16 detects the amount of depression of the accelerator pedal, that is, the accelerator opening.
  • the ECU 20 calculates the required torque based on the output signal of the accelerator opening sensor 16. That is, the accelerator opening sensor 16 is used as a required torque detection sensor that detects a required torque for the engine. Further, the ECU 20 calculates the rotational speed of the engine based on the output signal of the crank angle sensor 13.
  • the ECU 20 optimally calculates main engine operating amounts such as air flow rate, fuel injection amount, ignition timing, and intake / exhaust valve operation amount based on the engine operating state obtained from the outputs of the various sensors.
  • the fuel injection amount calculated by the ECU 20 is converted into a valve opening pulse signal and sent to the injector 3. Further, a spark plug drive signal is sent to the spark plug 4 so as to be ignited at the ignition timing calculated by the ECU 20.
  • the throttle opening calculated by the ECU 20 is sent to the electronic control throttle 2 as a throttle drive signal. Further, it is sent to the variable valve 5 as a variable valve drive signal so that the intake / exhaust valve opens and closes at the opening / closing valve timing of the intake / exhaust valve calculated by the ECU 20.
  • FIG. 2 is a system block diagram showing the configuration of the control device for a direct injection internal combustion engine according to the first to second embodiments of the present invention.
  • the output signals of the air flow sensor 1, the air-fuel ratio sensor 9, the exhaust temperature sensor 11, the crank angle sensor 13, the cooling water temperature sensor 15, and the accelerator opening sensor 16 are input to the input circuit 20a of the ECU 20.
  • the input signal is not limited to these.
  • the input signal of each input sensor is sent to the input port in the input / output port 20b.
  • the value sent to the input / output port 20b is stored in the RAM 20c and processed by the CPU 20e.
  • a control program describing the contents of the arithmetic processing is written in advance in the ROM 20d.
  • the value indicating the operation amount of each actuator calculated in accordance with the control program is stored in the RAM 20c, then sent to the output port in the input / output port 20b, and sent to each actuator via each drive circuit.
  • Each circuit controls the electronic control throttle 2, the injector 3, the spark plug 4, and the variable valve 5 respectively.
  • the device includes the drive circuit in the ECU 20.
  • the present invention is not limited to this, and any of the drive circuits may be provided outside the ECU 20.
  • FIG. 3 is a diagram for explaining the flame propagation limit.
  • An indicator for flame propagation is laminar burning velocity.
  • the laminar burning velocity of hydrocarbon fuel takes a maximum value under a condition (equivalent ratio of about 1.1) that is richer than the stoichiometric mixture ratio, and has a value only in a specific equivalent ratio range. This is because the flame cannot propagate through the air-fuel mixture depending on the equivalence ratio condition.
  • the boundary between the lean side and the rich side within the equivalence ratio range where flame propagation is possible is called the flame propagation limit.
  • the equivalent ratio of the flame propagation limit on the lean side is denoted by ⁇ FL
  • the equivalent ratio of the flame propagation limit on the rich side is denoted by ⁇ FR.
  • ⁇ FL differs depending on the type of fuel, but for hydrocarbon fuels, ⁇ FL is approximately 0.4.
  • the equivalent ratio means an index of fuel concentration.
  • FIG. 4 is a diagram for explaining the self-ignition limit.
  • the ignition delay time is a time from when the fuel and the oxidant are mixed to form an air-fuel mixture until rapid heat generation occurs.
  • the ignition delay time varies depending on the type of fuel and oxidant, pressure, temperature, and equivalence ratio. In general, the ignition delay time is small when the temperature and pressure are large. Also, the ignition delay time becomes the smallest in the vicinity of the equivalent ratio 1, and the ignition delay time becomes longer under the conditions where the equivalent ratio is small and large. Whether or not self-ignition occurs during a specific engine operation can be determined by comparing the engine rotation period and the ignition delay time.
  • the ignition delay time In order to self-ignite, at least the ignition delay time needs to be shorter than the rotation period of the engine.
  • the autoignition limit In particular, the equivalent ratio of the lean condition in which the engine rotation period and the ignition delay time are equivalent is denoted by ⁇ IL.
  • ⁇ IL varies depending on the fuel type, but is about 0.2.
  • the flame propagation limit ⁇ FL and the self-ignition limit ⁇ IL have the following relationship. ⁇ FL> ⁇ IL (1)
  • Fig. 5 shows the state of the air-fuel mixture in the engine cylinder when the combustion period is extended by hybrid combustion.
  • the air-fuel mixture is formed by dividing and injecting fuel into the engine cylinder and controlling the fuel injection amount, target air-fuel ratio, and injection timing of each injection.
  • a flame propagation mixture 200 having an equivalence ratio of ⁇ FL or more is formed around the spark plug 4.
  • a self-ignition mixture 201 having an equivalence ratio of less than ⁇ FL is formed around the flame propagation mixture 200.
  • the reason why the self-ignition mixture 201 is more diffused in the cylinder than the flame propagation mixture 200 is that it is formed by injection prior to the flame propagation mixture 200 in the divided injection. Detailed timing of divided injection will be described later.
  • the flame propagation mixture 200 when the flame propagation mixture 200 is ignited by the spark plug, first, the flame propagates through the flame propagation mixture 200 and the combustion proceeds. Since the equivalent ratio of the self-ignition mixture 201 is less than ⁇ FL, the flame cannot propagate through the self-ignition mixture 201. Due to the heat generated by the combustion of the flame propagation mixture 200, the temperature and pressure in the engine cylinder rise, and the self-ignition mixture 201 self-ignites and burns later than the flame propagation mixture 200. . As a result, the combustion period is prolonged, and it is possible to achieve both an increase in the wall surface temperature and an increase in the catalyst temperature. Thus, the combustion system that causes self-ignition following the flame propagation is called hybrid combustion in the present invention.
  • the heat generation history at this time shows a change having two peak values as shown in FIG. Among these, the peak of the heat generation history in the first half is caused by flame propagation, and the peak of the heat generation history in the second half is caused by self-ignition.
  • step S 1 engine required torque is detected based on the exhaust temperature based on the output of the exhaust temperature sensor 11, based on the output of the coolant temperature sensor 15 based on the output of the coolant temperature sensor 15, and on the output of the accelerator opening sensor 16.
  • step S2 it is determined whether the cooling water temperature is equal to or higher than the determination temperature Tw.
  • the determination temperature Tw is set to 80 ° C. When the cooling water temperature is equal to or higher than the determination temperature Tw, it is determined that the engine is warming up.
  • step S4 the fuel injection device, ignition device, electronic control throttle, and variable valve are controlled based on the warming up condition control recorded in the ROM 20d. To do.
  • step S3 it is determined whether the catalyst temperature estimated based on the detected exhaust gas temperature and cooling water temperature has reached the activation temperature.
  • the catalyst activation temperature is set to 300 ° C. Whether the catalyst has reached the activation temperature can be estimated from a map of exhaust temperature and cooling water temperature as shown in FIG.
  • step S3 If it is determined in step S3 that the catalyst temperature has not reached the activation temperature, the process proceeds to step S5, and the electronic control throttle 2, injector 3, spark plug 4, variable motion is performed based on the cold machine condition control recorded in the ROM 20d. The valve 5 is controlled. If it is determined in step S3 that the catalyst temperature has reached the activation temperature, the process proceeds to step S6, and based on the hybrid combustion control recorded in the ROM 20d, the electronic control throttle 2, injector 3, spark plug 4, variable motion The valve 5 is controlled. In this way, it is detected whether the exhaust catalyst is in an inactive state based on the cooling water temperature of the engine, and if it is in an inactive state, the hybrid combustion is performed. Thereby, both exhaust catalyst temperature rise and engine wall surface temperature rise can be achieved in an inactive state of the exhaust catalyst.
  • step S6 the process of step S6 is demonstrated using FIG.
  • step S60 the throttle opening is determined based on the required torque of the engine, and the throttle is controlled.
  • step S61 the intake air amount Qair is detected based on the signal from the air flow sensor 1.
  • step S62 a target air-fuel ratio (A / F) t is set.
  • the target air-fuel ratio (A / F) t is a target value of the ratio of the amount of air introduced into the engine cylinder and the amount of fuel.
  • 16 is set as an example.
  • step S63 a fuel amount (total injection amount) Qt to be injected in one cycle is calculated based on the intake air amount Qair detected in step S61 and the target air-fuel ratio (A / F) t.
  • the fuel amount Qt injected in one cycle is obtained by the following equation using the target air-fuel ratio (A / F) t and the intake air amount Qair.
  • Qt Qair / (A / F) t (2)
  • step S64 the target air-fuel ratio (A / F) 1 of the self-ignition mixture 201 formed by the first fuel injection in one cycle is set.
  • the self-ignition air-fuel mixture 201 is an air-fuel mixture having a characteristic that combustion by flame propagation is impossible but combustion by self-ignition is possible.
  • the target air-fuel ratio (A / F) 1 of the self-ignition mixture 201 is set using a map. A map of the target air-fuel ratio (A / F) 1 of the self-ignition mixture 201 is shown in FIG.
  • the map for determining the target air-fuel ratio (A / F) 1 is organized by the engine torque and the engine speed, and has a distribution having a smaller value as the engine speed is lower and the required torque is larger.
  • the map is stored in advance in the ROM 20d.
  • the target air-fuel ratio (A / F) 1 of the self-ignition mixture 201 is determined based on the flame propagation limit and the self-ignition limit. For this reason, the values on the map can be freely set to satisfy the following expression. ⁇ FL> (A / F) st / (A / F) 1> ⁇ IL (3)
  • Equation (3) the equivalent ratio ⁇ FL of the flame propagation limit, the equivalent ratio ⁇ IL of the autoignition limit, and (A / F) st are air-fuel ratios in the stoichiometric mixture ratio.
  • (A / F) st is 14.7 when the fuel is gasoline. In this embodiment, gasoline is used as the fuel, so (A / F) st is 14.7.
  • step S65 the injection amount Q1 of the intake stroke is obtained by the following equation using the target air-fuel ratio (A / F) 1 of the self-ignition mixture 201 read in step S64.
  • Q1 Qair / (A / F) 1 (4)
  • step S66 a second injection amount Q2 is obtained from the difference between the total injection amount Qt and the first injection amount Q1.
  • Q2 Qt ⁇ Q1 (5)
  • step S67 the injection timing, the injection pulse width for driving the injector 3 to open the valve, and the ignition timing are set.
  • the first injection start timing is set during the intake stroke so that the self-ignition mixture 201 is sufficiently diffused in the cylinder.
  • the second injection timing can be set in an arbitrary range from the end of the first injection to before the compression top dead center, but in this embodiment, for example, is set to the timing of the compression stroke start.
  • the injection pulse width is determined based on a map in which the relationship between the injection pulse width and the fuel injection amount shown in FIG. 11 is arranged.
  • the injection pulse width corresponding to the injection amounts of Q1 and Q2 is calculated from the map, and the first and second injection pulse widths are determined.
  • the ignition timing is set between the compression completion dead center and the second injection completion timing.
  • step S68 control is performed based on the injection amount and ignition timing determined by the calculation by the ECU from step S61 to step S67.
  • FIG. 12 shows the drive signal waveform of the spray device when operated based on the control of FIGS.
  • the first injection was performed during the intake stroke, and the second injection was performed from the intake bottom dead center.
  • the second injection pulse width t2 is larger than the first injection pulse width t1 from the relationship between the first injection amount Q1 and the second injection amount Q2 so as to satisfy Expression (3).
  • the ignition signal is turned ON to start combustion, so that heat is generated before the compression top dead center.
  • the air-fuel mixture burns by flame propagation and generates heat, and then heat is generated by the occurrence of self-ignition. For this reason, the combustion period is prolonged, and the heat generation rate history has two peaks.
  • the history of heat release rate is calculated from the output value of the sensor that detects the in-cylinder pressure.
  • the amount of fuel injected during one cycle calculated based on the amount of air flowing into the engine cylinder
  • the first injection is performed for less than half of the amount
  • the difference between the total injection amount and the injection amount for the first shot is injected for the second shot
  • ignition is set to be performed before compression top dead center.
  • FIG. 13 is a block diagram of a direct injection internal combustion engine in the second and third embodiments of the present invention.
  • the internal combustion engine of the second and third embodiments is provided with an EGR pipe 17 for returning the exhaust gas to the upstream side of the air flow sensor.
  • An EGR cooler 18 for cooling the exhaust gas is installed in the middle of the EGR pipe 17.
  • the EGR pipe is provided with an EGR adjustment valve 19 for adjusting the amount of exhaust gas returned to the engine.
  • FIG. 14 is a system block diagram showing the configuration of the control device for the direct injection internal combustion engine according to the second and third embodiments.
  • an EGR adjustment valve drive circuit 20k for controlling the EGR adjustment valve 19 calculated by the CPU 20e is provided for controlling the EGR adjustment valve 19, and a knock sensor 21 is provided in the input circuit 20a. This is the point where the signal is input.
  • the ECU 20 includes the drive circuit.
  • the present invention is not limited to this, and any of the drive circuits may be provided in the ECU 20.
  • step S6 determines whether or not knocking has occurred based on the output of the knock sensor 21. If knock does not occur, the process proceeds to step S68a, and controls such as injection and ignition are performed based on the injection timing, injection pulse width, and ignition timing set in step S67. If it is determined in step S68a that knock has occurred, the process proceeds to step S68b, and the EGR valve opening amount is made larger than the current set value.
  • step S68a the flame propagation speed can be reduced by introducing the external EGR as compared with the case where the external EGR is not introduced. As a result, the increase in temperature and pressure in the engine cylinder can be moderated, and knocking can be suppressed.
  • combustion and self-ignition by flame propagation can be achieved by changing the external EGR rate.
  • the combustion due to can be slowed down and the combustion period can be extended.
  • step S67c control is performed based on the flowcharts shown in FIGS.
  • the control content in step S6 is different from the second embodiment.
  • the control in step S6 in the third embodiment will be described with reference to FIG.
  • a new part in the third embodiment is step S67c.
  • step S67c after determining that a knock has occurred based on the output of the knock sensor 21, the second injection timing is set to be retarded from the value set in S67.
  • the injection signal, ignition signal, and heat generation rate based on the control of this embodiment when knocking occurs are as shown in FIG.
  • the injection signal indicated by a broken line is an injection pulse signal in the previous cycle.
  • the second injection since it is determined in step S67b that knocking has occurred, the second injection is advanced.
  • the diffusion time of the fuel injected at the second shot is increased as compared with the original setting. Therefore, the ratio of the flame propagation mixture 200 in the engine cylinder is increased, and the self-ignition mixture 201 is increased. The ratio of can be reduced. As a result, the ratio of the air-fuel mixture combusted by self-ignition is reduced, and knocking can be suppressed.
  • the present embodiment is effective as a means for avoiding knocking during hybrid combustion by injection control.
  • the second injection timing can be advanced compared to before the vibration occurs.
  • the amount of fuel burned by flame propagation increases and the amount of fuel burned by self-ignition decreases.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)

Abstract

Selon l'invention, afin d'équilibrer l'activation précoce d'un catalyseur d'échappement et l'augmentation de température précoce d'une température de surface de paroi de moteur dans un moteur à combustion interne du type à injection dans un cylindre au moment d'un démarrage à froid, ce qui suit est réalisé : moins de la moitié du carburant devant être apporté à une chambre de combustion est injectée pendant une première injection dans l'intervalle d'un cycle calculé sur la base de la quantité d'air circulant dans le cylindre de moteur ; la différence entre la quantité de carburant devant être apporté à la chambre de combustion dans l'intervalle d'un cycle et la quantité injectée pendant la première injection est injectée pendant une seconde injection ; et une partie du carburant est brûlée par propagation de flamme, tandis que le carburant restant est brûlé par auto-allumage, par allumage à l'aide du dispositif d'allumage avant le point mort haut de compression du moteur à combustion interne. En résultat, il est possible d'allonger la période de combustion, et l'équilibre de l'activation précoce du catalyseur d'échappement et de l'augmentation de température précoce de la température de surface de paroi de moteur.
PCT/JP2012/065560 2011-06-24 2012-06-19 Dispositif de commande pour moteur à combustion interne du type à injection dans un cylindre WO2012176746A1 (fr)

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JP2011140062A JP5560237B2 (ja) 2011-06-24 2011-06-24 筒内噴射式内燃機関の制御装置
JP2011-140062 2011-06-24

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JP6195545B2 (ja) * 2014-07-08 2017-09-13 本田技研工業株式会社 内燃機関の制御装置
JP6104302B2 (ja) 2015-03-12 2017-03-29 三菱電機株式会社 車載エンジン制御装置
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