WO2020059176A1 - Dispositif et procédé de commande d'injection de combustible - Google Patents

Dispositif et procédé de commande d'injection de combustible Download PDF

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Publication number
WO2020059176A1
WO2020059176A1 PCT/JP2019/010005 JP2019010005W WO2020059176A1 WO 2020059176 A1 WO2020059176 A1 WO 2020059176A1 JP 2019010005 W JP2019010005 W JP 2019010005W WO 2020059176 A1 WO2020059176 A1 WO 2020059176A1
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WIPO (PCT)
Prior art keywords
fuel injection
fuel
injection valve
injection
intake
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PCT/JP2019/010005
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English (en)
Japanese (ja)
Inventor
吉辰 中村
村井　淳
高輔 神田
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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 WO2020059176A1 publication Critical patent/WO2020059176A1/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
    • F02D41/30—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
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M69/00—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel
    • 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
    • F02M69/00—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel
    • F02M69/04—Injectors peculiar thereto
    • 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 fuel injection control device and a fuel injection control method for controlling port injection of a fuel injection valve provided at each of a plurality of intake ports in each cylinder of a port injection type internal combustion engine.
  • the fuel injected from the first and second fuel injection valves may be atomized and reduced in fuel penetration to make the fuel spray easier to carry on the flow of intake air. Conceivable.
  • the fuel spray from the first fuel injection valve is less inclined toward the flow direction of the intake air as the intake air amount decreases, so that the fuel spray proceeds in a direction closer to the injection direction and easily adheres to the port bottom wall.
  • the flow direction component of the intake air in the momentum due to the injection tends to increase, so that the inertial collision at the curved portion of the intake port increases.
  • a situation occurs in which fuel easily adheres to the port wall both when the intake air amount increases and when the intake air amount decreases, so that it may not be possible to sufficiently improve the fuel efficiency of the internal combustion engine.
  • the present invention has been made in view of the above problems, and improves the fuel efficiency of a port injection type internal combustion engine in which fuel injection valves provided for each of a plurality of intake ports have mutually different fuel injection directivities. It is an object to provide a fuel injection control device and a fuel injection control method.
  • a fuel injection control device and a fuel injection control method control port injection of a fuel injection control valve provided in each of a plurality of intake ports in each cylinder of an internal combustion engine.
  • Directivity of fuel injection between a first fuel injection valve provided in some of the first intake ports and a second fuel injection valve provided in a second intake port other than the first intake port. are different from each other, based on the directivity of fuel injection of the first fuel injection valve and the second fuel injection valve and the intake air amount of the internal combustion engine or a physical quantity related to the intake air amount, the first fuel injection valve and the second fuel injection valve
  • the injection sharing ratio of the fuel injection valve is set.
  • the fuel-injection valve provided for each of several intake ports has the fuel-efficiency improvement effect of the port injection type internal combustion engine which has mutually different fuel injection directivity. Can be improved.
  • FIG. 1 is a system diagram illustrating an example of an internal combustion engine to which a fuel injection control device is applied.
  • FIG. 2 is an explanatory diagram schematically showing an arrangement of fuel injection valves in the internal combustion engine of FIG. 1.
  • It is a block diagram showing an example of an internal configuration of a fuel injection control device.
  • It is explanatory drawing which shows an example of the fuel injection direction of a fuel injection valve, (a) is a 1st fuel injection valve, (b) is a 2nd fuel injection valve.
  • FIG. 4 is an explanatory diagram showing a fuel attachment ratio of first and second intake ports.
  • FIG. 4 is an explanatory diagram showing injection sharing rates of first and second fuel injection valves.
  • 5 is a flowchart illustrating an example of a fuel injection control process.
  • FIG. 4 is an explanatory diagram showing a first example of fuel injection timing.
  • FIG. 9 is an explanatory diagram showing a second example of the fuel injection timing.
  • FIG. 5 is an explanatory diagram showing a method for estimating an intake air amount.
  • FIG. 3 is an explanatory diagram illustrating directivity of fuel injection of a fuel injection valve.
  • FIG. 1 is a system diagram showing an example of a vehicular internal combustion engine to which the fuel injection control device of the present invention is applied
  • FIG. 2 is an explanatory diagram schematically showing the arrangement of fuel injection valves in the internal combustion engine of FIG. It is.
  • the internal combustion engine 10 is a four-cycle port injection type internal combustion engine that performs fuel injection into an intake port.
  • the port injection type internal combustion engine from the viewpoint of improving fuel efficiency, it is conceivable to improve the in-cylinder direct injection rate and the in-cylinder homogeneity of the fuel injected from the fuel injection valve. Therefore, in the internal combustion engine 10, the fuel injected from the fuel injection valve is atomized and reduced in fuel penetration, and the fuel spray is carried on the flow of intake air. For this reason, in the internal combustion engine 10, the fuel injection of the required injection amount is shared between the two fuel injection valves so that a fuel injection valve having an injection hole whose diameter is reduced at least in response to atomization of the fuel spray can be used. Let me.
  • an intake pipe 12 for sucking air is branched and connected to a first intake port 14 and a second intake port 16 on the downstream side, and both downstream ends of the first intake port 14 and the second intake port 16 are independent.
  • An intake valve 20 is arranged at each of the intake ports 14 and 16.
  • the intake valve 20 reciprocates in the opening direction of the intake ports 14 and 16 in conjunction with the rotation of a crankshaft (not shown, the same applies hereinafter) of the internal combustion engine 10, so that the intake ports 14 and 16 are predetermined by the umbrella portion 20 a. Open and close at the timing.
  • the first intake port 14 and the second intake port 16 have substantially the same shape as each other, and the intake air diverted from the intake pipe 12 to the intake ports 14, 16 has substantially the same flow rate as each other.
  • Both upstream ends of the two independent first exhaust ports 22 and the second exhaust ports 24 are open to the cylinder 18, and the first exhaust ports 22 and the second exhaust ports 24 are joined on the downstream side to form an exhaust pipe (not shown). ).
  • An exhaust valve 26 is disposed in each of the exhaust ports 22 and 24. The exhaust valve 26 reciprocates in the opening direction of the exhaust ports 22 and 24 in conjunction with the rotation of the crankshaft of the internal combustion engine 10. Open and close 24.
  • the internal combustion engine 10 includes a first fuel injection valve 28 that injects fuel into the first intake port 14 and a second fuel injection valve 30 that injects fuel into the second intake port 16.
  • the fuel injection valves 28 and 30 are attached, for example, in the vicinity of the corresponding one of the intake ports 14 and 16 or on the intake pipe 12.
  • the fuel injection valves 28 and 30 are electromagnetic fuel injection valves that are opened by fully lifting the valve body by the magnetic attraction force of the electromagnetic coil, become fully open, and become fully closed by the disappearance of the magnetic attraction force. As described above, since the fuel injection amount per one fuel injection valve can be reduced by using the two fuel injection valves 28 and 30, a fuel injection valve having a small diameter injection hole can be used.
  • the fuel injection valves 28 and 30 can have various atomization promoting means for atomizing the fuel injected from them.
  • the fuel injection valves 28 and 30 generate a swirl flow in the fuel while the fuel is flowing from the valve body to the injection hole, and as a result, the injected fuel A swirling chamber or groove for generating a swirling flow is formed.
  • a main injection hole and a sub injection hole are formed in each of the fuel injection valves 28 and 30, and the fuel injected from the main injection hole and the sub injection hole are formed. It is configured to promote atomization by colliding fuel injected from the holes.
  • the atomization promoting means is not limited to the one provided in the fuel injection valves 28 and 30, and may be provided separately from the fuel injection valves 28 and 30.
  • the internal combustion engine 10 is provided with a fluid injection valve having a function of injecting a fluid such as air, separately from the fuel injection valves 28 and 30.
  • the injected fuel is atomized by the shear force between the fuel injected from the fuel injection valves 28 and 30 and the fluid injected from the fluid injection valves.
  • the fuel (gasoline) in the fuel tank 32 is pumped to the fuel injection valves 28 and 30 by a fuel pump 34, and the supply pressure of the fuel depends on the discharge amount (motor rotation speed) of the fuel pump 34.
  • the target pressure is controlled to the target pressure corresponding to the low penetration spray. Since the opening degree when the fuel injection valves 28 and 30 are opened is constant (fully open), the fuel injection amount of the fuel injection valves 28 and 30 is opened by keeping the fuel supply pressure constant. Is proportional to the injection period which is a period from the start of fuel injection to the end of fuel injection by valve closing.
  • the fuel injected from the fuel injection valves 28 and 30 into the intake ports 14 and 16 respectively flows into the combustion chamber 36 in the cylinder 18 together with the intake air by lowering the piston 38 when the intake valve 20 is opened. It is sucked.
  • the fuel and air sucked into the combustion chamber 36 are compressed by the rise of the piston 38 with the intake valve 20 and the exhaust valve 26 closed, and are ignited and burned by spark ignition of the spark plug 40.
  • the exhaust gas after combustion in the combustion chamber 36 is discharged from the first exhaust port 22 and the second exhaust port 24 by opening the exhaust valve 26.
  • the fuel injection valves 28 and 30, the fuel pump 34, and the spark plug 40 are driven and controlled by an engine control unit (hereinafter, referred to as "ECU") 42.
  • the ECU 42 has a processor 42A such as a CPU (Central Processing Unit) or an MPU (Micro Processing Unit).
  • the ECU 42 has a nonvolatile memory 42B such as a flash ROM (Read Only Memory), a volatile memory 42C such as a RAM (Random Access Memory), and an input / output unit 42D serving as an interface with an external device.
  • the processor 42A, the non-volatile memory 42B, the volatile memory 42C, and the input / output unit 42D are communicably connected by a communication bus 42E.
  • the processor 42A executes the control program by reading the control program stored in the nonvolatile memory 42B into the volatile memory 42C.
  • the input / output unit 42D inputs output signals of various sensors to detect the operating state of the internal combustion engine 10.
  • a crank angle sensor 44 outputs a rotation pulse signal S NE synchronized with the rotation of the crank shaft of the internal combustion engine 10.
  • the water temperature sensor 46 outputs a temperature detection signal STW indicating the temperature of the cooling water of the internal combustion engine 10.
  • Air flow sensor 48 outputs a detected flow rate signal S Q indicating an intake air amount of the internal combustion engine 10.
  • the processor 42A controls the driving of the fuel injection valves 28 and 30, the fuel pump 34, and the ignition plug 40 based on the operating state of the internal combustion engine 10 by executing the control program.
  • the ECU 42 constitutes a fuel injection control device that controls the fuel injection of the fuel injection valves 28 and 30 as one function of the control device of the internal combustion engine 10.
  • the ECU 42 as the fuel injection control device opens the valve bodies of the fuel injection valves 28 and 30 by outputting an injection pulse signal (instruction signal) with the injection period of the fuel injection valves 28 and 30 being the injection pulse width. Control timing and duration.
  • FIG. 4 shows an example of the fuel injection direction of the fuel injection valves 28 and 30.
  • the umbrella portion 20a of the intake valve 20 is indicated by a dotted line, but other portions are omitted.
  • FIGS. 5 and 6 show the same applies to FIGS. 5 and 6 below.
  • the fuel injection valves 28 and 30 inject fuel toward the downstream in the intake ports 14 and 16, respectively, but the fuel injection valves 28 and 30 have different fuel injection directivities.
  • the first fuel injection valve 28 extends from the position of the injection port 28 a facing the first intake port 14 to the port bottom wall 14 a on the opposite side across the internal space of the first intake port 14. It is arranged so as to inject fuel.
  • the central axis along the traveling direction of the fuel spray formed when the first fuel injection valve 28 thus arranged injects fuel in a no-intake state is referred to as an injection axis X1, and the injection axis X1 is defined as the first axis.
  • the fuel injection direction of the fuel injection valve 28 is assumed.
  • the second fuel injection valve 30 extends from the position of the injection port 30 a facing the inside of the second intake port 16 with the head of the intake valve 20 sandwiching the internal space of the second intake port 16. It is arranged to inject fuel toward 20a.
  • the central axis along the traveling direction of the fuel spray formed when the second fuel injection valve 30 arranged as described above injects fuel in a no-intake state is referred to as an injection axis X2, and the injection axis X2 is defined as the second axis.
  • the fuel injection direction of the fuel injection valve 30 is assumed.
  • FIG. 5 schematically shows a fuel spray state at a low intake air amount where the intake air amount of the internal combustion engine 10 is relatively small.
  • the fuel spray from the first fuel injection valve 28 collides with the intake air and is deviated in the flow direction of the intake air.
  • FIG. 5A when fuel is sprayed from the first fuel injection valve 28 at a low intake air amount, the deviation in the flow direction of the intake air is small. For this reason, the fuel spray from the first fuel injection valve 28 proceeds in a direction close to the injection axis X1 and easily adheres to the port bottom wall 14a.
  • the fuel spray from the second fuel injection valve 30 has a larger flow direction component of the intake air in the momentum due to the injection as compared to the fuel spray from the first fuel injection valve 28.
  • the flow direction component of the intake air in the momentum due to the injection hardly increases. Therefore, in the fuel spray from the second fuel injection valve 30, inertial collision due to the momentum of the fuel spray hardly occurs on the curved wall 16a where the second intake port 16 is curved.
  • FIG. 6 schematically shows a fuel spray state at a high intake air amount where the intake air amount of the internal combustion engine 10 is relatively large.
  • FIG. 6A in the case of the fuel spray from the first fuel injection valve 28 with a high intake air amount, the deviation in the flow direction of the intake air is large, so that it is easy to ride on the flow of the intake air.
  • FIG. 6B in the fuel spray from the second fuel injection valve 30 at a high intake air amount, the flow direction component of the intake air in the momentum due to the injection tends to increase. Therefore, in the fuel spray from the second fuel injection valve 30, an inertial collision due to the momentum of the fuel spray easily occurs on the curved wall 16a.
  • FIG. 7 schematically shows the fuel adhesion ratio of the intake ports 14 and 16 with respect to the intake air amount of the internal combustion engine 10.
  • the fuel adhesion ratio [%] of the intake port 14 is calculated based on the sum (total fuel adhesion amount) of the fuel adhesion amount of the intake ports 14 and 16 when the fuel injection valves 28 and 30 inject the fuel with the same injection amount.
  • 4 shows the ratio of the amount of fuel attached to the intake port 14. The same applies to the fuel adhesion ratio [%] of the intake port 16. Therefore, for an arbitrary intake air amount, the sum of the fuel adhesion ratio of the first intake port 14 and the fuel adhesion ratio of the second intake port 16 is 100 [%]. It is assumed that the fuel adhesion ratio is substantially constant at an arbitrary intake air amount even if the total fuel injection amount of the fuel injection valves 28 and 30 changes within the control range in the fuel injection control of the ECU 42.
  • the fuel adhesion ratio of the first intake port 14 increases, and as shown in FIG. Accordingly, the fuel adhesion ratio of the second intake port 16 decreases.
  • the fuel adhesion ratio of the first intake port 14 decreases, and the fuel adhesion ratio of the second intake port 16 increases accordingly. That is, the fuel is concentrated on one of the intake ports 14 and 16 depending on the amount of intake air.
  • the total amount of fuel deposition on the intake ports 14 and 16 significantly increases. This means that at least the in-cylinder in-cylinder rate is improved to contradict the purpose of improving the fuel efficiency of the internal combustion engine 10.
  • FIG. 8 shows the injection sharing ratio of the fuel injection valves 28 and 30 with respect to the intake air amount of the internal combustion engine 10.
  • the injection share ratio [%] of the first fuel injection valve 28 is such that the first fuel injection valve 28 of the total fuel injection amount of the fuel injected by the fuel injection valves 28 and 30 into the cylinder 18 in one combustion cycle. This is the ratio of the fuel injection amount to be performed.
  • the injection sharing ratio of the fuel injection valves 28 and 30 is set as follows in consideration of the fuel adhesion ratio of FIG. That is, as shown in FIG. 8, as the intake air amount decreases, the injection sharing ratio of the first fuel injection valve 28 decreases, and accordingly, as shown in FIG. The injection sharing ratio of the second fuel injection valve 30 is increased. On the other hand, as shown in FIG. 8, in order to suppress the adhesion of fuel concentrated on the second intake port 16, as the intake air amount increases, the injection sharing ratio of the first fuel injection valve 28 increases, and accordingly, The injection sharing ratio of the second fuel injection valve 30 is reduced.
  • the injection share ratio of the fuel injection valves 28 and 30 for each intake air amount can be set based on the fuel adhesion ratio of the intake ports 14 and 16 at the corresponding intake air amount.
  • the injection share ratio of the first fuel injection valve 28 and the fuel adhesion ratio of the second intake port 16 are set to the same or similar values for each intake air amount, and the second fuel injection valve 30
  • the injection sharing ratio of the fuel injection valve 30 may be set.
  • the injection share ratio of the first fuel injection valve 28 and the injection share ratio of the second fuel injection valve 30 are at least 100 [%]: 0 [%] or 0 [%]: 100 [%]. It is not set. This is because if one of the fuel injection valves 28 and 30 has an injection sharing ratio of 100 [%], uneven distribution of the fuel spray occurs in the cylinder 18 and the in-cylinder homogeneity may be significantly reduced. is there. In other words, the injection sharing ratio of the fuel injection valves 28 and 30 needs to be set within a range that does not significantly reduce the in-cylinder homogeneity.
  • FIG. 9 shows an example of a fuel injection control process that the processor 42A of the ECU 42 repeatedly executes as a subroutine of the control process of the internal combustion engine 10 when the power is supplied to the ECU 42 by turning on the ignition switch.
  • Step S101 (in the figure abbreviated as "S101".
  • the processor 42A is configured to detect the engine speed NE based on the rotation pulse signal S NE, the intake air amount based on the detected flow rate signal S Q Q is detected.
  • step S102 the processor 42A calculates the total fuel injection amount of the fuel injected by the fuel injection valves 28 and 30 into the cylinder 18 in one combustion cycle, based on the engine speed NE and the intake air amount Q. Then, the processor 42A obtains an injection period corresponding to the calculated total fuel injection amount as a pulse width of the injection pulse signal (required injection amount TIBASE).
  • the required injection amount TIBASE is calculated based on the basic injection pulse width (basic fuel injection amount) TP, and the basic injection pulse width TP is calculated based on the engine speed NE and the intake air amount Q detected in step S101.
  • the basic injection pulse width TP is set, for example, by referring to a basic injection pulse width map that associates the basic injection pulse width with the engine speed and the intake air amount.
  • the basic injection pulse width map is obtained in advance by an experiment or a simulation, and is stored in the nonvolatile memory 42B or the like.
  • the processor 42A Each time the processor 42A detects the engine rotation speed NE and the intake air amount Q, the processor 42A refers to the basic injection pulse width map to determine the basic injection pulse width corresponding to the engine rotation speed NE and the intake air amount Q. Set as TP. If the detected engine speed NE and intake air amount Q do not correspond to the engine speed and intake air amount stored in the basic injection pulse width map, they correspond to the engine speed NE and intake air amount Q.
  • the basic injection pulse width may be calculated using a known interpolation technique. This can be applied similarly when referring to other maps below.
  • step S103 the processor 42A sets the injection sharing ratio TI1RATIO [%] of the first fuel injection valve 28. Specifically, the processor 42A quantifies the relationship between the intake air amount and the injection sharing ratio of the fuel injection valves 28 and 30 in FIG. 8 in advance by experiment or simulation or the like, and stores the relationship in the nonvolatile memory 42B in advance. Refer to the share ratio map. Then, the processor 42A sets the injection sharing ratio of the first fuel injection valve 28 corresponding to the intake air amount Q detected in step S101 as the injection sharing ratio TI1RATIO in the injection sharing ratio map.
  • step S104 the processor 42A sets the injection sharing ratio TI2RATIO [%] of the second fuel injection valve 30. Since the sum of the two injection sharing ratios of the fuel injection valves 28 and 30 at an arbitrary intake air amount is 100 [%], the processor 42A subtracts the injection sharing ratio TI1RATIO calculated in step S103 from 100 [%]. To set the injection sharing ratio TI2RATIO. Alternatively, the processor 42A may set the injection sharing ratio TI2RATIO corresponding to the intake air amount Q with reference to the injection sharing ratio map.
  • step S105 the processor 42A calculates the fuel injection amount TI1 of the first fuel injection valve 28 as in the following equation based on the required injection amount TIBASE and the injection sharing ratio TI1RATIO of the first fuel injection valve 28.
  • the fuel injection amount TI1 corresponds to an injection period of the first fuel injection valve 28, and is reflected as a pulse width of an injection pulse signal for the first fuel injection valve 28.
  • the injection share ratio TI1RATIO of the first fuel injection valve 28 is reflected as the ratio of the pulse width of the injection pulse signal to the first fuel injection valve 28 among the pulse widths of the injection pulse signal indicating the required injection amount TIBASE.
  • You. TI1 TIBASE ⁇ TI1RATIO / 100
  • step S106 the processor 42A calculates the fuel injection amount TI2 of the second fuel injection valve 30 based on the required injection amount TIBASE and the injection sharing ratio TI2RATIO of the second fuel injection valve 30, as in the following equation.
  • the fuel injection amount TI2 corresponds to an injection period of the second fuel injection valve 30, and is reflected as a pulse width of an injection pulse signal for the second fuel injection valve 30.
  • the injection sharing ratio TI2RATIO of the second fuel injection amount 30 is reflected as a ratio of the pulse width of the injection pulse signal to the second fuel injection valve 30 in the pulse width of the injection pulse signal indicating the required injection amount TIBASE.
  • You. TI2 TIBASE ⁇ TI2RATIO / 100
  • step S107 the processor 42A determines whether there is a need to cut off fuel (fuel cut request) at the request of the driver or the vehicle. If it is determined that there is a fuel cut request (YES), the processor 42A returns the process to step S101. If it is determined that there is no fuel cut request (NO), the process proceeds to step S108.
  • fuel cut request fuel cut request
  • step S108 the processor 42A causes the first fuel injection valve 28 to perform fuel injection based on the fuel injection amount TI1, and causes the second fuel injection valve 30 to perform fuel injection based on the fuel injection amount TI2.
  • the processor 42A causes the fuel injection valves 28, 30 to perform the fuel injection based on the calculated fuel injection amount.
  • the timing at which the fuel injection valves 28, 30 perform the fuel injection is as follows. It is set according to the example or the second example.
  • FIG. 10 shows a first example of the fuel injection timing of the fuel injection valves 28 and 30.
  • the opening degree of the intake valve 20 and the exhaust valve 26, the fuel injection timing of the fuel injection valves 28 and 30 at a low intake air amount, the fuel injection valve 28 at a high intake air amount, The fuel injection timing of 30 is shown with respect to the crank angle.
  • the injection period (corresponding to the fuel injection amount TI2) of the second fuel injection valve 30 is longer than the injection period (corresponding to the fuel injection amount TI1) of the first fuel injection valve 28.
  • the injection period of the second fuel injection amount 30 is shorter than the injection period of the first fuel injection amount 28.
  • the fuel spray in which the fuel injected from the fuel injection valves 28 and 30 is atomized and the penetration is reduced.
  • the fuel spray is carried on the flow of the intake air. Therefore, the injection period (TI1, TI2) of the fuel injection valves 28, 30 is included in the intake stroke from the opening of the intake valve 20 to the closing of the intake valve (from IVO to IVC), that is, the fuel injection valve 28, It is desirable to synchronize the thirty injection periods with the intake stroke.
  • the fuel spray and the fresh air are biased in the cylinder 18. It may flow in and reduce the homogeneity in the cylinder. Therefore, in the fuel injection valves 28 and 30, while the one fuel injection valve having a relatively long injection period is performing fuel injection, the other fuel injection valve having a relatively short injection period performs fuel injection. Is desirable. If the injection periods of the fuel injection valves 28 and 30 are the same, it is preferable that the injection start timing and the injection end timing match each other.
  • the injection end timing IE for ending the fuel injection in the fuel injection valves 28 and 30 is made common in the intake stroke.
  • the injection start timing IS for starting the fuel injection may be set to a timing retroactive to the injection end timing IE according to the injection period (corresponding to TI1 and TI2).
  • the injection end timing IE may be set so that the injection start timing IS falls within the intake stroke when the injection period of one of the fuel injection valves 28 and 30 is maximized.
  • FIG. 11 shows a second example of the fuel injection timing of the fuel injection valves 28 and 30.
  • the flow velocity V of the intake ports 14, 16 is added to FIG.
  • the piston 38 descends in conjunction with the rotation of the crankshaft to take in fresh air.
  • the flow velocity V of the intake air at the intake ports 14 and 16 is, for example, the maximum opening degree of the intake valve 20 (the fully open state). ) May be maximum in the relatively first half of the intake stroke.
  • the fuel injection valves 28 and 30 are supplied to the fuel injection valves 28 and 30 in a high flow velocity range where the flow velocity V of the intake air is equal to or higher than the predetermined flow velocity Vth.
  • Fuel injection can be performed.
  • the injection start timing IS and the injection end timing IE are set on the condition that the injection period of the fuel injection valves 28 and 30 is included in the high flow velocity range in addition to the setting conditions of the first example.
  • the flow velocity V of the intake air can be detected based on a value obtained by dividing the intake air amount Q by the sectional area of the intake pipe 12 or the intake ports 14 and 16 or by a flow velocity detection sensor.
  • the fuel spray from the first fuel injection valve 28 tends to adhere to the port bottom wall 14a as the intake air amount decreases, so that the injection sharing ratio of the first fuel injection valve 28 decreases. By doing so, the fuel adhesion to the port bottom wall 14a is reduced.
  • the required injection amount is secured by increasing the injection sharing ratio of the second fuel injection valve 30 according to the decrease of the injection sharing ratio of the first fuel injection valve 28. Further, the fuel spray from the second fuel injection valve 30 is more likely to adhere to the curved wall 16a as the intake air amount increases, so that the fuel injection ratio of the second fuel injection valve 30 is reduced to the curved wall 16a. Reduces fuel adhesion.
  • the required injection amount is secured by increasing the injection sharing ratio of the first fuel injection valve 28 according to the decrease of the injection sharing ratio of the second fuel injection valve 30.
  • it is possible to suppress an increase in the total amount of fuel attached to the intake ports 14 and 16, and it is possible to sufficiently improve the fuel efficiency of the internal combustion engine 10 by improving the in-cylinder direct injection rate and the in-cylinder homogeneity of the injected fuel. Become.
  • the intake air quantity Q which had been detected from the flow rate detection signal S Q of the air flow sensor 48, instead of this, it is possible to estimate the operating state of the internal combustion engine 10.
  • a load and rotation speed of the internal combustion engine 10 and an intake air amount are associated with each other in advance by experiments, simulations, and the like, and an intake air amount estimation map stored in the nonvolatile memory 42B is used.
  • the intake air amount Q can be estimated.
  • the processor 42A detects the load LDATA and the engine speed NE of the internal combustion engine 10
  • the processor 42A refers to the intake air amount estimation map and sets the intake air amount corresponding to the load LDATA and the engine speed NE as the intake air amount Q. presume.
  • the load of the internal combustion engine 10 can be detected based on a state quantity closely related to the generated torque of the internal combustion engine 10, such as, for example, a suction negative pressure, a supercharging pressure, and an accelerator opening. Therefore, the processor 42A determines the fuel injection valves 28, 30 based on the physical quantities (for example, the load and the engine rotation speed of the internal combustion engine 10) related to the intake air amount and the directivity of the fuel injection of the fuel injection valves 28, 30. Can be set.
  • the fuel injection amount of each of the fuel injection valves 28 and 30 has been described as being proportional to the injection period, assuming that the fuel supply pressure and the opening degree of the fuel injection valves 28 and 30 are constant. .
  • the fuel injection amounts of the fuel injection valves 28 and 30 per unit time may be adjusted.
  • the injection sharing ratio TI1RATIO and the injection sharing ratio TI2RATIO are reflected in a combination of each fuel injection amount per unit time and each injection period.
  • the lift amount of each valve body of each of the fuel injection valves 28 and 30 is changed linearly so that each opening degree of each of the fuel injection valves 28 and 30 can be controlled. Adjust each fuel injection amount per hour. Further, the injection periods of the fuel injection valves 28 and 30 are set to be equal to each other, and the fuel supply pressure is controlled to be constant. In this case, the injection share ratio TI1RATIO and the injection share ratio TI2RATIO are reflected in each fuel injection amount per unit time of the fuel injection valves 28 and 30, that is, the opening degree (lift amount of the valve body).
  • the injection period of the first fuel injection valve 28 and the injection period of the second fuel injection valve 30 it is desirable to make the injection start and end timings coincide in the intake stroke from the viewpoint of improving in-cylinder homogeneity.
  • the injection periods of the fuel injection valves 28 and 30 cannot reflect the respective injection sharing ratios of the fuel injection valves 28 and 30 only by the opening degree, for example, the fuel injection amounts of the fuel injection valves 28 and 30 are significantly different from each other. In such a case, they may be set differently.
  • the injection start timing IS is set after the injection end timing IE is made common in the injection periods of the fuel injection valves 28 and 30.
  • the injection start timing IS and the injection end timing IE may be set such that a predetermined timing (crank angle) during the intake stroke is at the center of the injection period.
  • a predetermined timing (crank angle) during the intake stroke is at the center of the injection period.
  • the timing (crank angle) at which the flow velocity in the intake ports 14 and 16 becomes maximum is determined by the injection period of the fuel injection valves 28 and 30.
  • the injection start timing IS and the injection end timing IE may be set so as to be at the center.
  • the processor 42A causes the fuel injection valves 28 and 30 to inject fuel in synchronization with the intake stroke. However, this does not exclude injection of fuel over the intake stroke and the preceding exhaust stroke. Absent. For example, the fuel injection amount TI1 of the first fuel injection valve 28 is increased as the intake air amount Q is increased. However, when the intake stroke time becomes shorter as the engine speed NE increases, the fuel of the fuel injection amount TI1 is taken in. It is possible that the injection cannot be performed only by the stroke. In this case, the processor 42A can cause the first fuel injection valve 28 to inject fuel over the exhaust stroke and the intake stroke.
  • the injection share ratio TI1RATIO of the first fuel injection valve 28 may be reduced and corrected according to the injection period in the exhaust stroke. Further, the injection share ratio TI2RATIO of the second fuel injection valve 30 may be increased and corrected in accordance with the decrease correction of the injection share ratio TI1RATIO of the first fuel injection valve 28.
  • the injection axis X1 is set as the fuel injection direction of the first fuel injection valve 28 as shown in FIG. 4A
  • the injection axis X2 is set as the fuel injection direction of the second fuel injection valve 30 in FIG.
  • the settings were as shown in (b).
  • the directivity of the fuel injection of the fuel injection valves 28 and 30 is not limited to those shown in FIGS. That is, as shown in FIG. 13, the flow of the intake air is larger when the fuel injection direction (injection axis X1) of the first fuel injection valve 28 is compared with the fuel injection direction (injection axis X2) of the second fuel injection valve 30. What is necessary is just to deviate greatly from the direction. Thus, it is only necessary that the fuel attachment ratios of the intake ports 14 and 16 be different from each other so as to reverse as the intake air amount increases (decreases).
  • the number of the intake ports is two, but it is not excluded that the number is three or more.
  • the first fuel injection valve provided in each of some of the three or more intake ports of the first intake port and the second fuel provided in each of the second intake ports other than the first intake port The directivity of the fuel injection differs from the injection valve.
  • the ECU 42 controls the first fuel injection valve and the second fuel injection valve based on the directivity of fuel injection of the first fuel injection valve and the second fuel injection valve and the physical quantity related to the intake air amount of the internal combustion engine. Set each injection sharing ratio. Thereby, the same effect as in the above-described embodiment can be obtained.
  • 2nd Fuel injection valve, 30a injection hole, 42: ECU, 42A: processor, 48: air flow sensor, X1: injection axis of the first fuel injection fuel, X2: injection axis of the second fuel injection valve, Q: intake air amount, NE: engine rotation speed, LDATA: load, TI1RATIO: injection sharing ratio of the first fuel injection valve, TI2RATIO: injection sharing ratio of the second fuel injection valve, TI1: fuel injection amount of the first fuel injection valve, TI2: second Fuel injection amount of fuel injection valve, IS: injection start timing, IE: injection end timing

Landscapes

  • 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)
  • Fuel-Injection Apparatus (AREA)

Abstract

Selon l'invention, un moteur à combustion interne de type à injection par orifice est pourvu d'une soupape d'injection de carburant pour chacun d'une pluralité d'orifices d'admission formés dans chaque cylindre. Une orientation d'injection de carburant diffère entre les premières soupapes d'injection de carburant de chaque premier orifice d'admission, qui constituent certains de la pluralité d'orifices d'admission, et les secondes soupapes d'injection de carburant de chaque second orifice d'admission, qui sont les orifices d'admission autres que les premiers orifices d'admission. Un dispositif de commande d'injection de carburant établit un rapport d'attribution d'injection pour les premières soupapes d'injection de carburant et un rapport d'attribution d'injection pour les secondes soupapes d'injection de carburant sur la base des caractéristiques de direction d'injection de carburant des premières soupapes d'injection de carburant et des secondes soupapes d'injection de carburant, et d'une quantité physique relative à une quantité d'air d'admission du moteur à combustion interne. Une quantité d'injection de carburant des premières soupapes d'injection de carburant et une quantité d'injection de carburant des secondes soupapes d'injection de carburant sont calculées au moyen des rapports d'attribution d'injection des première et seconde soupapes d'injection de carburant et d'une quantité d'injection de demande.
PCT/JP2019/010005 2018-09-18 2019-03-12 Dispositif et procédé de commande d'injection de combustible WO2020059176A1 (fr)

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP4215742A4 (fr) * 2020-09-17 2024-10-02 Hitachi Astemo Ltd Moteur à combustion interne et soupape d'injection de carburant

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JPS6328289B2 (fr) * 1978-11-20 1988-06-08 Matsushita Electric Ind Co Ltd
JP2003262175A (ja) * 2002-03-07 2003-09-19 Nissan Motor Co Ltd 内燃機関
JP2007327498A (ja) * 2007-08-10 2007-12-20 Toyota Motor Corp 内燃機関の燃料噴射制御装置
JP2008163824A (ja) * 2006-12-28 2008-07-17 Toyota Motor Corp 内燃機関の吸気流制御装置
JP2012047145A (ja) * 2010-08-30 2012-03-08 Mitsubishi Motors Corp 内燃機関の燃料噴射制御装置
JP2015212532A (ja) * 2014-05-07 2015-11-26 日立オートモティブシステムズ株式会社 内燃機関の制御装置
JP2016020686A (ja) * 2014-06-19 2016-02-04 トヨタ自動車株式会社 過給機付き内燃機関

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Publication number Priority date Publication date Assignee Title
JPS6328289B2 (fr) * 1978-11-20 1988-06-08 Matsushita Electric Ind Co Ltd
JP2003262175A (ja) * 2002-03-07 2003-09-19 Nissan Motor Co Ltd 内燃機関
JP2008163824A (ja) * 2006-12-28 2008-07-17 Toyota Motor Corp 内燃機関の吸気流制御装置
JP2007327498A (ja) * 2007-08-10 2007-12-20 Toyota Motor Corp 内燃機関の燃料噴射制御装置
JP2012047145A (ja) * 2010-08-30 2012-03-08 Mitsubishi Motors Corp 内燃機関の燃料噴射制御装置
JP2015212532A (ja) * 2014-05-07 2015-11-26 日立オートモティブシステムズ株式会社 内燃機関の制御装置
JP2016020686A (ja) * 2014-06-19 2016-02-04 トヨタ自動車株式会社 過給機付き内燃機関

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP4215742A4 (fr) * 2020-09-17 2024-10-02 Hitachi Astemo Ltd Moteur à combustion interne et soupape d'injection de carburant

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