WO2019017060A1 - Dispositif de commande pour moteur à combustion interne - Google Patents

Dispositif de commande pour moteur à combustion interne Download PDF

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Publication number
WO2019017060A1
WO2019017060A1 PCT/JP2018/018956 JP2018018956W WO2019017060A1 WO 2019017060 A1 WO2019017060 A1 WO 2019017060A1 JP 2018018956 W JP2018018956 W JP 2018018956W WO 2019017060 A1 WO2019017060 A1 WO 2019017060A1
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Prior art keywords
fuel
internal combustion
injection
combustion engine
engine
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PCT/JP2018/018956
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English (en)
Japanese (ja)
Inventor
政弘 山田
沖　秀行
一成 小林
聡文 平星
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本田技研工業株式会社
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Priority to BR112020001029-4A priority Critical patent/BR112020001029A2/pt
Publication of WO2019017060A1 publication Critical patent/WO2019017060A1/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
    • 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
    • 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
    • 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
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D45/00—Electrical control not provided for in groups F02D41/00 - F02D43/00

Definitions

  • the present invention relates to a control device for an internal combustion engine that injects fuel directly into a cylinder using a fuel containing alcohol, and more particularly to a control device that controls the injection timing of fuel in a low temperature state of the internal combustion engine.
  • control device for this type of internal combustion engine, for example, the one described in Patent Document 1 is known.
  • fuel injection control is performed as follows during start-up and within a predetermined period until warm-up after start-up is completed. To be done.
  • the alcohol concentration of the fuel and the cooling water temperature are detected, and when the condition that the alcohol concentration is equal to or higher than the predetermined concentration and the cooling water temperature is equal to or lower than the predetermined temperature is satisfied, it is determined that And compression stroke injection that injects the fuel in the compression stroke while boosting the pressure of the fuel.
  • the above condition is not satisfied, that is, when the alcohol concentration is lower than the predetermined concentration and / or the cooling water temperature is higher than the predetermined temperature, it is determined that the injected fuel is in the easily vaporized state.
  • Intake stroke injection is performed to inject the fuel in the intake stroke without boosting the fuel.
  • the compression stroke injection is performed when the alcohol concentration is equal to or higher than the predetermined concentration and the cooling water temperature is equal to or lower than the predetermined temperature within a predetermined period until warm-up after startup is completed. Be done.
  • a better combustion state can be obtained by performing the intake stroke injection rather than the compression stroke injection even when the above conditions are satisfied after the low temperature start. confirmed.
  • the compression stroke injection since the compression stroke injection is executed as long as the above-mentioned conditions regarding the alcohol concentration and the coolant temperature are satisfied, the good combustion state can not always be obtained, and the combustion fluctuation increases. There is a fear.
  • the present invention has been made to solve such a problem, and a control of an internal combustion engine capable of securing a stable and good combustion state after a low temperature start of the internal combustion engine using a fuel containing alcohol. It aims at providing an apparatus.
  • the invention according to claim 1 is a control device of an internal combustion engine 3 which uses a fuel containing alcohol and injects the fuel directly into the cylinder 3a.
  • Engine temperature parameter acquiring means water temperature sensor 22 for acquiring an engine temperature parameter (engine water temperature TW) representing, alcohol concentration acquiring means (ethanol concentration sensor 24) for acquiring alcohol concentration (ethanol concentration EC) of fuel, and internal combustion engine Load acquiring means (air flow sensor 23) for acquiring the load (intake air amount GAIRCYL) of 3 and fuel according to the acquired engine temperature parameter, alcohol concentration and load of the internal combustion engine 3 after the low temperature start of the internal combustion engine 3;
  • intake stroke injection which injects fuel in the intake stroke, and injection of fuel in the compression stroke That selects one of the compression stroke injection control means for executing (ECU 2, step 9 in FIG. 2, FIG. 6), characterized in that it comprises a, a.
  • This internal combustion engine uses an alcohol-containing fuel and injects the fuel directly into the cylinder. Further, according to the control device of the internal combustion engine, an engine temperature parameter indicating the temperature of the internal combustion engine, the alcohol concentration of the fuel, and the load of the internal combustion engine are obtained. Then, after the low temperature start of the internal combustion engine, according to the acquired engine temperature parameter, alcohol concentration and load of the internal combustion engine, as the fuel injection mode, intake stroke injection that injects fuel in the intake stroke and fuel is injected in the compression stroke. One of the compression stroke injections to be selected is selected and executed.
  • the injection mode in which the more stable combustion state can be obtained among the compression stroke injection and the intake stroke injection is It differs according to the load of the internal combustion engine.
  • the intake stroke injection or the compression stroke injection is selected according to the load of the internal combustion engine together with the engine temperature parameter and the alcohol concentration, so that a stable good combustion state is ensured after low temperature start of the internal combustion engine. be able to.
  • the invention according to claim 2 is the control apparatus for an internal combustion engine according to claim 1, wherein the control means is configured such that the temperature of the internal combustion engine represented by the engine temperature parameter is equal to or lower than a predetermined temperature TJUD and the alcohol concentration EC is a predetermined concentration If the load on the internal combustion engine is above a predetermined value (predetermined amount GAIRJUD) and the load on the internal combustion engine is less than a predetermined value, the intake stroke injection is performed (see FIG. Step 2 in FIG. 6, FIG. 6) is characterized.
  • low temperature high concentration condition Under the condition that the temperature of the internal combustion engine is lower than a predetermined temperature and the alcohol concentration is higher than a predetermined concentration (hereinafter referred to as "low temperature high concentration condition"), when obtaining a stable combustion state, the load of the internal combustion engine is relatively high. While compression stroke injection is suitable, it has been found that intake stroke injection is suitable when the load on the internal combustion engine is relatively low. The reason is estimated as follows.
  • the low temperature of the internal combustion engine makes it difficult for the fuel to vaporize.
  • the load of the internal combustion engine is high under such low temperature and high concentration conditions, the amount of fuel is large, and the degree to which the injected fuel becomes a liquid film on a piston in a low temperature state becomes high. Is further inhibited. If compression stroke injection is performed in such a situation, the fuel is injected at a higher temperature in the cylinder, and as a result, the formation of a liquid film of the fuel is suppressed and the vaporization of the fuel is promoted, resulting in a stable combustion state. Is estimated to be obtained.
  • the second aspect of the present invention is based on the above viewpoints, and performs compression stroke injection when the load of the internal combustion engine is equal to or higher than a predetermined value corresponding to a high load condition under low temperature and high concentration conditions.
  • a predetermined value corresponding to a high load condition under low temperature and high concentration conditions.
  • the intake stroke injection is performed, so that the compression stroke injection or the intake stroke injection can be appropriately selected according to the load of the internal combustion engine, and hence stable and good combustion state can be achieved after cold start of the internal combustion engine. It can be obtained surely.
  • the invention according to claim 3 is the control apparatus for an internal combustion engine according to claim 1 or 2, wherein the fuel injection amount GFUEL is increased when the fuel injection mode is switched from intake stroke injection to compression stroke injection. It is characterized by further comprising injection amount increasing / decreasing means (ECU 2, steps 33 to 35 in FIG. 13) for reducing the fuel injection amount GFUEL when the compression stroke injection is switched to the intake stroke injection.
  • injection amount increasing / decreasing means ECU 2, steps 33 to 35 in FIG. 13
  • the fuel injection timing changes rapidly, so the degree of homogenization of the mixture of the injected fuel and air changes, and the combustion efficiency changes accordingly.
  • the homogenization is insufficient because the generation time of the mixture is short, and local rich and the like in which the fuel is unevenly distributed in the cylinder tends to occur, and the combustion efficiency decreases.
  • the air-fuel ratio becomes substantially lean, leading to a decrease in the output of the internal combustion engine.
  • the fuel injection amount is increased when the fuel injection mode is switched to the compression stroke injection, and the fuel injection amount is decreased when the fuel injection mode is switched to the intake stroke injection. It is possible to properly compensate for the fluctuation of the air-fuel ratio accompanying with the above and secure the required output of the internal combustion engine.
  • the invention according to claim 4 is the control apparatus for an internal combustion engine according to any one of claims 1 to 3, wherein the control means executes compression stroke injection at the time of low temperature start of the internal combustion engine 3 and has a high alcohol concentration. It is characterized in that the fuel injection timing is set to be more retarded (step 4 in FIG. 2, FIGS. 3 to 5).
  • the compression stroke injection is performed, and the fuel injection timing is set more retarded as the alcohol concentration becomes higher.
  • the higher the alcohol concentration that is, the lower the degree of vaporization of the fuel, the more fuel vaporization is promoted by injecting the fuel in a state where the in-cylinder temperature is higher.
  • a stable combustion state can be secured, and low temperature startability can be improved.
  • FIG. 4 is a diagram of the start-up map of FIG. 3; It is a figure which shows the relationship between the ethanol concentration in the low temperature conditions of the starting time map of FIG. 3, and the injection end time. It is a warming up operation map for calculating the injection end time at the time of warming up operation. It is a figure which shows the relationship of the injection timing and the torque of an internal combustion engine in low-temperature heavy load conditions. It is a figure which shows the relationship between ethanol concentration, a combustion fluctuation rate, etc.
  • FIG. 10 is a view similar to FIG. 8 and FIG. 9 when an intake stroke injection and a compression stroke injection are used selectively with a threshold value under the low temperature and high load condition. It is a map at the time of normal operation for calculating the injection end time at the time of normal operation. It is a timing chart which shows the operation example obtained by control processing of FIG. It is a flowchart which shows the correction
  • amendment process of the fuel injection quantity accompanying switching of the injection mode. 14 is a timing chart showing an example of calculation of a fuel correction amount by the correction processing of FIG. 13;
  • FIG. 1 shows an internal combustion engine (hereinafter referred to as "engine") 3 to which the present invention is applied and its control device.
  • the engine 3 is mounted on a vehicle (not shown), and can use a mixture of ethanol and gasoline as a fuel containing alcohol.
  • the engine 3 is, for example, a four-cylinder engine having four cylinders 3a (only one shown).
  • a combustion chamber 3d is formed between a piston 3b and a cylinder head 3c of each cylinder 3a, and a fuel injection valve 4 and an ignition plug 5 are provided in the cylinder head 3c for each cylinder 3a.
  • the fuel is directly injected from the fuel injection valve 4 into the combustion chamber 3d.
  • the fuel injection valve 4 and the ignition plug 5 are electrically connected to the ECU (electronic control unit) 2, and the injection amount and injection timing of the fuel from the fuel injection valve 4 and the ignition timing of the ignition plug 5 It is controlled by the control signal from.
  • a throttle valve 7 is provided in the intake passage 6.
  • the throttle valve 7 has a butterfly valve element 7a and a TH actuator 7b for driving the valve element 7a.
  • the TH actuator 7b is driven by a control signal from the ECU 2, whereby the opening degree of the valve body 7a is controlled, and the amount of air sucked into the cylinder 3a is controlled.
  • the engine 3 is provided with various sensors 21 to 24 shown below, and their detection signals are inputted to the ECU 2.
  • the crank angle sensor 21 outputs a CRK signal as a pulse signal and a TDC signal as the crankshaft 3 e of the engine 3 rotates.
  • the CRK signal is output every predetermined crank angle (for example, 30 °).
  • the ECU 2 calculates the number of revolutions NE of the engine 3 (hereinafter referred to as "the number of engine revolutions") based on the CRK signal.
  • the TDC signal is a signal representing that the piston 3b is in the vicinity of TDC (intake air TDC) at the start of the intake stroke in any of the cylinders 3a, and when the engine 3 has four cylinders, it outputs power at every crank angle 180 °. Be done.
  • the water temperature sensor 22 detects an engine water temperature TW, which is the temperature of cooling water circulating in the cylinder block of the engine 3. Further, the air flow sensor 23 detects the amount of air GAIR flowing through the intake passage 6. The ECU 2 calculates an intake air amount GAIRCYL which is an air amount sucked into each cylinder 3a based on the detection signal.
  • the ethanol concentration sensor 24 is provided in the middle of a fuel passage (not shown) connected to the fuel injection valve 4 and the fuel tank, and detects the ethanol concentration EC of the fuel. Note that, for convenience of explanation, a fuel having an ethanol concentration EC of ⁇ % is appropriately described as "E ⁇ fuel”.
  • the ECU 2 is constituted by a microcomputer including a CPU, a RAM, a ROM, an E2PROM, an I / O interface (all not shown) and the like, and based on the detection signals of the various sensors 21 to 24 described above, Various engine control processes are executed according to the stored control program.
  • the ECU 2 corresponds to the control means and the injection amount increasing and decreasing means.
  • FIG. 2 shows the control processing of the fuel injection timing executed by the ECU 2.
  • the operating state including the time of starting the engine 3 is determined, and the injection end timing EOI is set as the fuel injection timing according to the determined operating state. This process is repeatedly performed in synchronization with the generation of the TDC signal.
  • step 1 it is determined whether the engine 3 is starting.
  • under starting refers to a period from the start of cranking to the time when the engine speed NE completely rises above the predetermined idle speed.
  • step 2 the in-cylinder temperature counter value CT described later is incremented (step 2), and the predetermined engine speed NE is lower than the idle speed. It is determined whether or not it is smaller (step 3). If the answer is YES, the process proceeds to step 4 to execute start control and end the present process.
  • the injection end timing EOI is calculated by searching the startup map shown in FIG. 3 according to the detected engine coolant temperature TW and ethanol concentration EC.
  • the start-up map is obtained by setting the injection end timing EOI with respect to the engine coolant temperature TW and the ethanol concentration EC so as to obtain good startability (for example, the shortest start-up time).
  • the injection end timing EOI is set within the compression stroke regardless of the engine coolant temperature TW and the ethanol concentration EC. That is, at the time of start, compression stroke injection for injecting fuel in the compression stroke is performed. It has been confirmed that, at the time of start-up, regardless of the engine coolant temperature TW and the ethanol concentration EC, a better startability can be obtained in the compression stroke injection than in the intake stroke injection in which the fuel is injected in the intake stroke. It is for.
  • the injection end timing EOI is set to be more retarded as the engine coolant temperature TW is lower. This is because as the engine coolant temperature TW is lower, the fuel is less likely to be vaporized and the combustion state is likely to be deteriorated. Therefore, the fuel is injected with the in-cylinder temperature higher by delaying the injection end timing EOI. This is to promote the vaporization of the fuel.
  • FIG. 5 shows the relationship between the ethanol concentration EC and the injection end timing EOI when the engine coolant temperature TW is at a constant low temperature condition (for example, 0 ° C.) from the start-up map.
  • the injection end timing EOI is set more retarded so as to approach the compression TDC as the ethanol concentration EC is higher. This is because the higher the ethanol concentration EC, the higher the boiling point of the fuel, the less the fuel is vaporized and the combustion state is apt to deteriorate, so the injection end timing EOI is later than in the case of the engine water temperature TW described above. By doing this, the fuel is injected in a state where the in-cylinder temperature is higher to promote the vaporization of the fuel.
  • step 3 when the answer to step 3 is NO, and the engine rotational speed NE ⁇ the predetermined rotational speed NREF holds, the engine rotational speed NE is considered to have risen to some extent, and the process proceeds to step 5 until the start is completed. Transition control is executed, and this processing ends.
  • the injection end timing EOI which has been set within the compression stroke at the time of start-up, is advanced toward the target value within the intake stroke after the start is completed. More specifically, for example, as shown in FIG. 12, in the case of fuel E0 to E64 having a low ethanol concentration EC, since the low temperature startability is high, the injection end timing EOI corresponds to the intake stroke at the start of transition control. It will be instantly changed to the target value within. On the other hand, in the case of E85 fuel or E100 fuel having a high ethanol concentration, since the low temperature startability is low, the injection end timing EOI is gradually changed toward the target value in the intake stroke. Thus, it is possible to smoothly shift the injection end timing EOI to the target value after the start is completed while securing a stable low temperature startability.
  • step 6 when the answer to step 1 is NO and the start of the engine 3 is completed, it is determined whether the engine water temperature TW is lower than a predetermined temperature TJUD (for example, 0 ° C.) (step 6) . If the answer is YES, it is determined that the engine 3 has been cold started, and then the in-cylinder temperature counter value CT is incremented (step 7) as in the case of step 2 and the in-cylinder temperature counter value CT is predetermined. It is determined whether the threshold value CJUD or more (step 8).
  • TJUD for example, 0 ° C.
  • the in-cylinder temperature counter value CT is reset to 0 by an unshown process when the ignition switch is turned on, and is incremented in steps 2 and 7. Therefore, the in-cylinder temperature counter value CT generally indicates the number of combustions of the engine 3 from the start start time, and when the engine 3 is started at low temperature, the increase amount of the in-cylinder temperature by the combustion from the start start time Represent. Therefore, when the answer to step 8 is NO, and the in-cylinder temperature counter value CT has not reached the threshold value CJUD, the in-cylinder temperature does not rise to the temperature corresponding to the completion of the warm-up. If it is determined that the warm-up operation is being performed, the process proceeds to step 9, the warm-up operation control is executed, and the present process is ended.
  • the warm-up operation includes a low-load warm-up idle operation following a low-temperature start and a high-load warm-up drive operation when the vehicle travels.
  • step 8 determines that the warm-up operation has ended, and the process proceeds to step 10 to execute normal operation control. This process ends. Also, when the answer to step 6 is NO and the engine 3 is not cold started, the process proceeds to step 10 to execute normal operation control.
  • the injection end timing EOI is retrieved by searching the warm-up operation map shown in FIG. 6 according to the engine water temperature TW, the ethanol concentration EC, the engine speed NE and the intake air amount GAIRCYL. Calculate This warm-up operation map secures combustion stability during warm-up operation (cold condition) of the engine 3 and suppresses the amount of oil dilution (the amount of ethanol mixed in the engine oil) and the amount of soot generation
  • the injection end timing EOI is set for the above four input parameters from the viewpoint of
  • the engine water temperature TW is lower than a predetermined temperature TJUD (for example, 0 ° C.) corresponding to a low temperature state (low temperature condition), and the predetermined concentration EJUD (for example 75%) corresponding to a high concentration state of ethanol
  • TJUD a predetermined temperature
  • EJUD a predetermined concentration
  • the injection end timing EOI is set within the compression stroke when the above (high concentration condition) and the intake air amount GAIRCYL is equal to or higher than the predetermined amount GAIRJUD corresponding to the high load condition (high load condition).
  • the injection end timing EOI is set within the intake stroke. Is executed.
  • FIG. 7 is obtained when the fuel injection timing is changed from the intake stroke to the compression stroke under the low temperature, high concentration, high load conditions where the engine water temperature TW, the ethanol concentration EC, and the intake air amount GAIRCYL satisfy the above conditions, respectively.
  • the torque (engine torque) TRQ of the engine 3 is illustrated. As shown in the figure, when the intake stroke injection is performed, it can be seen that the engine torque TRQ is 0, the engine 3 is misfired, and a combustion failure occurs.
  • FIGS. 8 and 9 show (a) the combustion fluctuation rate RCC, (b) the amount of generation with respect to the ethanol concentration EC, obtained when the intake stroke injection and the compression stroke injection are respectively performed under the low temperature and high load conditions.
  • the relationship between QS, (c) oil dilution amount (hereinafter referred to as "OD amount”) QOD, and (d) injection end timing EOI is shown.
  • the combustion fluctuation rate RCC is sufficiently smaller than the judgment value RCCJ in the region where the ethanol concentration EC is less than about 85%, while the ethanol concentration EC is In a region larger than about 85%, it rapidly increases and exceeds the judgment value RCCJ.
  • the soot generation amount QS is sufficiently smaller than the judgment value QSJ in the entire region of the ethanol concentration EC.
  • the OD amount QOD may exceed the determination value QODJ in a region where the ethanol concentration EC is larger than about 85%.
  • the combustion fluctuation rate RCC tends to increase slightly in the region where the ethanol concentration EC is larger than about 60%, but the total ethanol concentration EC It is very small in the region and sufficiently below the judgment value RCCJ.
  • the soot generation amount QS is very large in the region where the ethanol concentration EC is smaller than about 60%, and exceeds the judgment value QSJ, whereas it is almost zero in the region larger than about 60%. Further, the OD amount QOD is sufficiently smaller than the judgment value QODJ in the entire region of the ethanol concentration EC.
  • the injection end timing EOI is obtained by searching the normal operation map shown in FIG. 11 according to the engine water temperature TW, the engine speed NE and the intake air amount GAIRCYL. calculate.
  • the injection end timing EOI is set within the intake stroke regardless of the intake air amount GAIRCYL or the like, whereby the intake stroke injection is always performed during the normal operation.
  • FIG. 12 shows an operation example when the engine 3 is started at a low temperature, which is obtained by the control processing of the fuel injection timing of FIG. 2 described above.
  • the start control (step 4) is executed until the engine speed NE reaches the predetermined speed NJUD (t1 to t2). Be done.
  • the injection end timing EOI is set within the compression stroke according to the start-up map of FIG. 3 and compression stroke injection is executed, and the injection end timing EOI is slower as the ethanol concentration EC is higher. It is set on the corner side. Further, the in-cylinder temperature counter value CT is incremented from the start of the start.
  • transition control (step 5) is executed until the start of the engine 3 is completed (t2 to t3).
  • the injection end timing EOI set within the compression stroke in the start control is immediately for E0 to E64 fuel, and gradually for E85 fuel and E100 fuel. Is changed to the target value in the intake stroke after completion of the start.
  • step 9 When starting of the engine 3 is completed, warm-up control (step 9) is executed, and the injection end timing EOI is set according to the warm-up operation map of FIG. In this example, since the low load warm-up idle operation is performed following the completion of the start (t3 to t4), the injection end timing EOI is set within the intake stroke during this period, and the intake stroke injection is executed. .
  • the injection end timing EOI is within the intake stroke.
  • the intake stroke injection is continuously performed with values set according to the engine speed NE, the intake air amount GAIRCYL, and the like.
  • the injection end timing EOI depends on the engine speed NE in the compression stroke and the intake air amount GAIRCYL, etc.
  • the compression stroke injection is performed.
  • the injection end timing EOI is set within the intake stroke according to the normal operation map of FIG. 11, and the intake stroke injection is performed.
  • the injection end timing EOI is held at the value at the end of the warm-up operation control from time t5 to t6, and thereafter, within the intake stroke according to the normal operation map Is changed to the value of (solid line).
  • compression stroke injection is performed, while at least one of the low temperature condition, the high concentration condition and the high load condition is satisfied.
  • perform the intake stroke injection when not, perform the intake stroke injection.
  • the compression stroke injection or the suction stroke injection can be appropriately selected according to the load of the engine 3, and therefore, a stable, good combustion state can be reliably obtained after the engine 3 has been cold started. Further, as shown in FIG. 10, it is possible to sufficiently suppress the soot generation amount QS and the OD amount QOD particularly under the low temperature and high load condition.
  • the compression stroke injection is performed, and the injection end timing EOI is set to be more retarded as the ethanol concentration EC is higher.
  • fuel vaporization is promoted by injecting fuel in a state where the temperature in the cylinder is higher as the degree of vaporization of fuel is lower, so that a stable combustion state according to ethanol concentration EC can be secured.
  • the cold startability can be improved.
  • the present process is for compensating for the fluctuation of the air-fuel ratio accompanying the switching between the compression stroke injection and the intake stroke injection, and is repeatedly executed by the ECU 2 in synchronization with the generation of the TDC signal.
  • step 21 it is judged if the compression stroke injection flag F_FCMP is equal to the previous value F_FCMPZ.
  • the compression stroke injection flag F_FCMP is set to "1" when compression stroke injection is being performed, and is set to "0" when intake stroke injection is being performed, by a process not shown.
  • step 21 If the answer to this step 21 is NO, that is, if the current processing cycle corresponds immediately after the injection mode has switched from one of compression stroke injection and intake stroke injection to the other, correction of the fuel injection amount is to be performed.
  • the fuel amount correction flag F_FCHG is set to "1" (step 22), and a counter value i representing the number of corrections is set to 1 (step 23).
  • the fuel correction amount CGF is set to a predetermined initial value CGINI (step 24), and the process proceeds to step 33 described later.
  • a predetermined value NHLD for example 2
  • step 27 If the answer to step 27 is NO, and the counter value i exceeds the predetermined value NHLD, a value obtained by subtracting the predetermined decrease amount ⁇ GF from the previous fuel correction amount CGF is set as the current fuel correction amount CGF (step 29). Next, it is determined whether the fuel correction amount CGF is larger than 0 (step 30). If the answer is YES, the process proceeds to step 33 as it is.
  • step 30 when the answer to step 30 is NO, and the fuel correction amount CGF becomes 0 or less, the fuel correction amount CGF is set to 0 (step 31), and the fuel injection amount correction is ended.
  • the amount correction flag F_FCHG is set to "0" (step 32), and the process proceeds to step 33.
  • the answer to the step 25 is NO, and in this case, the process proceeds to the step 33.
  • the fuel correction amount CGF is set to a large initial value CGINI at the time of switching of the injection mode as shown in FIG. 14 and during the subsequent (NHLD-1) combustion cycles, After being held at the initial value CGINI, it decreases by a predetermined amount of reduction ⁇ GF every combustion cycle and converges to the value 0.
  • step 33 it is determined whether the compression stroke injection flag F_FCMP is "1". If this answer is YES and the switching of the injection mode this time is the switching from the intake stroke injection to the compression stroke injection, the fuel correction amount CGF calculated as described above is used to calculate the fuel injection amount GFUEL by the following equation (1 ) (Step 34), and the present process ends.
  • GFUEL GBS ⁇ KGF + CGF (1)
  • GBS is a basic value of the fuel injection amount calculated according to the intake air amount GAIRCYL and the engine rotational speed NE
  • KGF is an air-fuel ratio correction coefficient for achieving the target air-fuel ratio
  • engine water temperature TW is a total correction coefficient obtained by mutually multiplying various correction coefficients according to the operating state of the engine 3 including the intake temperature and the like.
  • the fuel injection amount GFUEL is increased by the amount of the fuel correction amount CGF when switching to the compression stroke injection, so the air-fuel ratio fluctuation to the lean side accompanying this switching is appropriately compensated. And the required engine power can be secured.
  • step 35 the fuel injection amount GFUEL is decreased by the amount of the fuel correction amount CGF when switching to the intake stroke injection, so that the fluctuation of the air-fuel ratio to the rich side accompanying this switching is appropriately compensated. And the required engine power can be secured.
  • this invention can be implemented in various aspects, without being limited to the described embodiment.
  • one warm-up operation map (FIG. 6) common to warm-up idle operation and warm-up drive operation is used.
  • a map for driving may be created, and the corresponding map may be used according to the determined driving state.
  • the injection end timing EOI is calculated as the fuel injection timing, the present invention is not limited to this, and for example, the injection start timing may be calculated.
  • the fuel correction amount CGF is calculated, and the fuel injection amount GFUEL is increased or decreased by adding or subtracting the product of the basic value GBS and the total correction coefficient KGF.
  • the fuel injection amount GFUEL is mapped to include the increase / decrease amount corresponding to the fuel correction amount CGF, and the fuel injection amount GFUEL is read directly from the map according to the TDC number from switching of the injection mode and the switching direction. You may do so.
  • the method of calculating the fuel correction amount CGF shown in the embodiment is merely an example, and the configuration of the details can be changed.
  • the engine water temperature TW is used as the engine temperature parameter representing the temperature of the internal combustion engine, but instead, another appropriate parameter, for example, the intake temperature or oil temperature of the engine 3 is used It is also good. Furthermore, in the embodiment, the completion determination of the warm-up operation is performed based on the in-cylinder temperature counter value CT, but instead, it may be performed based on an engine temperature parameter such as the above engine water temperature TW. .
  • the intake air amount GAIRCYL is used as a parameter corresponding to the load of the engine 3, but instead, other appropriate parameters such as a fuel injection amount, a required torque, and an accelerator opening of the vehicle may be used. The degree or the like may be used.
  • the ethanol concentration EC is detected using the ethanol concentration sensor 24, but the operating parameter of the engine 3 having a high correlation with the ethanol concentration EC, for example, the feedback correction amount of the air fuel ratio or the detected air fuel ratio You may acquire by estimation from the magnitude
  • a mixed fuel of ethanol and gasoline is used as the alcohol-containing fuel
  • a mixed fuel of methanol and gasoline may be used.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Oil, Petroleum & Natural Gas (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Abstract

L'invention concerne un dispositif de commande qui est destiné à un moteur à combustion interne utilisant un carburant contenant de l'alcool et qui peut assurer un état de combustion stable et un bon état de combustion après le démarrage à froid du moteur à combustion interne. La présente invention est appliquée à un moteur à combustion interne (3) qui utilise un carburant contenant de l'alcool et qui injecte directement le carburant dans un cylindre (3a). Un dispositif de commande selon la présente invention détecte une température d'eau (TW) de moteur en tant que paramètre de température de moteur indiquant la température du moteur à combustion interne (3), détecte la concentration d'éthanol (EC) dans le carburant, et détecte une quantité d'air d'admission GAIRCYL en tant que charge du moteur à combustion interne (3). Ensuite, après le démarrage à froid du moteur à combustion interne (3), le dispositif de commande sélectionne, en tant que mode d'injection de carburant, l'injection par processus d'admission pour injecter le carburant pendant un processus d'admission ou l'injection par processus de compression pour injecter le carburant pendant un processus de compression, sur la base de la température de l'eau (TW) de moteur détectée, de la concentration d'éthanol (EC) détectée et de la quantité d'air d'admission GAIRCYL détectée, et exécute l'injection sélectionnée (étape 9 dans la FIG. 2, la FIG. 6 et la FIG. 12).
PCT/JP2018/018956 2017-07-18 2018-05-16 Dispositif de commande pour moteur à combustion interne WO2019017060A1 (fr)

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BR112020001029-4A BR112020001029A2 (pt) 2017-07-18 2018-05-16 aparelho de controle para motor de combustão interna

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JP2017-138918 2017-07-18
JP2017138918A JP2020180550A (ja) 2017-07-18 2017-07-18 内燃機関の制御装置

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Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US11428186B2 (en) 2020-02-26 2022-08-30 Clearflame Engines, Inc. Fuel agnostic compression ignition engine
US11674462B2 (en) 2020-07-09 2023-06-13 Clearflame Engines, Inc. Systems and methods of cylinder deactivation in high-temperature mixing-controlled engines
US11952936B1 (en) 2019-05-15 2024-04-09 Clearflame Engines, Inc. Systems and methods for combusting unconventional fuel chemistries in a diesel engine architecture

Citations (3)

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Publication number Priority date Publication date Assignee Title
JP2001082216A (ja) * 1999-09-09 2001-03-27 Toyota Motor Corp 筒内噴射式内燃機関の燃料噴射制御装置
JP2014177882A (ja) * 2013-03-14 2014-09-25 Denso Corp 内燃機関の燃料噴射制御装置
WO2014171093A1 (fr) * 2013-04-15 2014-10-23 マツダ株式会社 Dispositif de commande pour moteur à allumage par étincelles

Patent Citations (3)

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Publication number Priority date Publication date Assignee Title
JP2001082216A (ja) * 1999-09-09 2001-03-27 Toyota Motor Corp 筒内噴射式内燃機関の燃料噴射制御装置
JP2014177882A (ja) * 2013-03-14 2014-09-25 Denso Corp 内燃機関の燃料噴射制御装置
WO2014171093A1 (fr) * 2013-04-15 2014-10-23 マツダ株式会社 Dispositif de commande pour moteur à allumage par étincelles

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US11952936B1 (en) 2019-05-15 2024-04-09 Clearflame Engines, Inc. Systems and methods for combusting unconventional fuel chemistries in a diesel engine architecture
US11428186B2 (en) 2020-02-26 2022-08-30 Clearflame Engines, Inc. Fuel agnostic compression ignition engine
US11952954B2 (en) 2020-02-26 2024-04-09 Clearflame Engines, Inc. Fuel agnostic compression ignition engine
US11959434B2 (en) 2020-02-26 2024-04-16 Clearflame Engines, Inc. Fuel agnostic compression ignition engine
US11976606B2 (en) 2020-02-26 2024-05-07 Clearflame Engines, Inc. Full agnostic compression ignition engine
US11674462B2 (en) 2020-07-09 2023-06-13 Clearflame Engines, Inc. Systems and methods of cylinder deactivation in high-temperature mixing-controlled engines

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