WO1996036802A1 - Dispositif de commande pour moteurs a combustion interne a injection et a allumage par etincelle - Google Patents
Dispositif de commande pour moteurs a combustion interne a injection et a allumage par etincelle Download PDFInfo
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- WO1996036802A1 WO1996036802A1 PCT/JP1996/001285 JP9601285W WO9636802A1 WO 1996036802 A1 WO1996036802 A1 WO 1996036802A1 JP 9601285 W JP9601285 W JP 9601285W WO 9636802 A1 WO9636802 A1 WO 9636802A1
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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
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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
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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
- F02D37/00—Non-electrical conjoint control of two or more functions of engines, not otherwise provided for
- F02D37/02—Non-electrical conjoint control of two or more functions of engines, not otherwise provided for one of the functions being ignition
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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
- F02D41/3011—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
- F02D41/3023—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used a mode being the stratified charge spark-ignited mode
- F02D41/3029—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used a mode being the stratified charge spark-ignited mode further comprising a homogeneous charge spark-ignited mode
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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
- F02D41/3011—Controlling fuel injection according to or using specific or several modes of combustion
- F02D41/3064—Controlling fuel injection according to or using specific or several modes of combustion with special control during transition between modes
-
- 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
- F02D41/345—Controlling injection timing
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- 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
- F02D41/401—Controlling injection timing
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B2275/00—Other engines, components or details, not provided for in other groups of this subclass
- F02B2275/18—DOHC [Double overhead camshaft]
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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
- F02D41/38—Controlling fuel injection of the high pressure type
- F02D2041/389—Controlling fuel injection of the high pressure type for injecting directly into the cylinder
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2250/00—Engine control related to specific problems or objectives
- F02D2250/18—Control of the engine output torque
- F02D2250/21—Control of the engine output torque during a transition between engine operation modes or states
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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
- F02D41/3011—Controlling fuel injection according to or using specific or several modes of combustion
- F02D41/3064—Controlling fuel injection according to or using specific or several modes of combustion with special control during transition between modes
- F02D41/307—Controlling fuel injection according to or using specific or several modes of combustion with special control during transition between modes to avoid torque shocks
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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
- F02D41/38—Controlling fuel injection of the high pressure type
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/40—Engine management systems
Definitions
- the present invention relates to a control device for controlling an output of a direct injection type spark ignition type internal combustion engine mounted on a vehicle or the like.
- in-cylinder injection gasoline engines that employ in-cylinder injection types that inject fuel directly into the combustion chambers instead of injection types.
- the in-cylinder gasoline engine locally supplies an air-fuel mixture near the stoichiometric air-fuel ratio to the surroundings of the ignition plug and to the cavity provided in the piston. As a whole, ignition is possible even with a lean air-fuel ratio. As a result, the amount of CO and HC emissions is reduced, and the fuel efficiency during idling and steady driving is significantly improved. Further, the in-cylinder injection gasoline engine has a very good acceleration / deceleration response because there is no delay in fuel transfer by the intake pipe when increasing or decreasing the fuel injection amount.
- the injection mode is selected in the previous period, and fuel is injected into the cavities at the beginning of the intake stroke, and the mixture is collected in the cavities to stabilize combustion.
- a relatively dense mixture is formed around the ignition plug by injecting a small amount of fuel into the cavity later in the compression stroke, and ignition and combustion are performed. It is more stable.
- fuel is injected outside the cavity during the intake stroke to form a mixture having a uniform air-fuel ratio in the combustion chamber. As a result, it is possible to burn the same amount of fuel as that of the intake pipe injection type, and the required output during starting and acceleration is secured.
- the in-cylinder gasoline engine proposed above In the first injection mode, it is possible to set the overall air-fuel ratio to an extremely large value. Therefore, by supplying a large amount of fresh air from the passage that bypasses the throttle valve or by recirculating a large amount of exhaust gas (hereinafter, referred to as EGR), It enables lean combustion during low-load operation such as idle, reducing the emission of harmful exhaust gas components and improving fuel efficiency.
- EGR exhaust gas
- the overall air-fuel ratio in the late injection mode is set to an extremely large value (for example, 22 to 40).
- the rich side air-fuel ratio in the engine operable range is limited to a value of about 20 to 22. If the overall air-fuel ratio is made richer than this limit value, litchi misfire may occur or smoke may be generated. Then, it is necessary to switch the control mode from the latter-stage injection mode with such air-fuel ratio constraint conditions to the earlier-stage injection mode that performs uniform mixed combustion, which is optimal for acceleration. In such a case, there is a problem that the air-fuel ratio changes discontinuously at the time of mode switching, which causes a shock and impairs driver spirit.
- An object of the present invention is to cause misfire and smoke emission and deteriorate exhaust gas characteristics and fuel efficiency when the fuel injection mode is switched between the late injection mode and the previous injection mode.
- the present invention relates to a cylinder injection type spark ignition type internal combustion engine control device for injecting fuel directly into a combustion chamber of the internal combustion engine, Operating state detecting means for detecting the operating state of the engine; and a first injection mode for injecting fuel mainly in the intake stroke, or An injection mode setting means for setting a second injection mode for injecting fuel in the compression stroke, and at least one parameter that affects the combustion state in the combustion chamber.
- a combustion parameter setting means for setting a value suitable for the injection mode set by the injection mode setting means; and an injection mode set by the injection mode setting means.
- Injection mode switching request is determined according to the change
- the parameter value is adjusted to the injection mode before switching from the parameter value before switching from the parameter value before switching to the injection mode after switching.
- a combustion parameter setting means for switching to a lame setting value; and a combustion parameter setting means for setting the combustion parameter setting value, and responding to the injection mode switching request.
- combustion state control means for controlling the combustion state of the internal combustion engine based on the parameter set value switched by the combustion parameter switching means. And.
- the parameters affecting the combustion state include a target air-fuel ratio correction coefficient, a fuel injection end timing, a fuel injection amount, an ignition timing, a volumetric efficiency, and the internal combustion engine.
- the amount of exhaust gas that is recirculated to the intake system is at least one.
- the target air-fuel ratio correction coefficient, the fuel injection end timing, the fuel injection amount, the ignition timing, the volume efficiency Change the value of one or more parameters related to combustion, such as the amount of recirculated exhaust gas, from the parameter value before mode switching to the parameter value after mode switching.
- the engine combustion state control suitable for the injection mode switching can be appropriately performed, and the shock by the injection mode switching can be performed. Can be reduced or prevented.
- by performing fuel injection in the first injection mode it is possible to prevent the formation of an excessively rich air-fuel mixture in the vicinity of the ignition plug and to achieve the optimum air-fuel ratio mixing.
- the required engine output can be ensured even during acceleration operation or medium-high load, and fuel injection by the second injection mode is performed.
- an air-fuel mixture with an optimal air-fuel ratio is locally supplied to the vicinity of the ignition plug to ignite an extremely lean air-fuel mixture as a whole, and exhaust gas characteristics and fuel consumption characteristics during low-load operation Can be improved.
- a first air-fuel ratio state is formed in the internal combustion engine.
- the combustion parameter setting unit, the combustion parameter setting unit, and the combustion state control unit operate.
- the second injection mode is set by the injection mode setting means, the second air-fuel ratio state, which is leaner than the first air-fuel ratio state, is changed to the internal combustion engine.
- the parameter setting means, the combustion parameter setting means, and the combustion state control means operate so as to be formed in the engine.
- an optimal mixture according to the engine operation state is supplied to the engine.
- the engine output can be increased.
- a fuel-lean mixture is supplied to the engine, so that exhaust gas characteristics and fuel efficiency can be improved.
- the first injection mode includes a first sub-injection mode.
- the injection mode setting means When the first sub-injection mode is set by the injection mode setting means, the stoichiometric air-fuel ratio state as the first air-fuel ratio state is formed in the internal combustion engine.
- the combustion parameter setting unit, the combustion parameter switching unit, and the combustion state control unit operate.
- the air-fuel ratio feedback control based on the oxygen concentration in the exhaust gas can be appropriately performed.
- the first injection mode includes a second sub-injection mode.
- the fuel is leaner than the stoichiometric air-fuel ratio state in the first air-fuel ratio state and more fuel-rich than the second air-fuel ratio state.
- the combustion parameter setting unit, the combustion parameter setting unit, and the combustion state control unit are configured so that a proper air-fuel ratio state is formed in the internal combustion engine. Operate .
- the engine operation state is matched.
- Gas characteristics and fuel consumption characteristics can be improved.
- the combustion parameter overnight switching means switches between the injection mode before switching and the injection mode after switching.
- the parameter value is switched from the overnight parameter value before the mode switching to the parameter value after the mode switching at a timing corresponding to the above.
- the parameter overnight value switching can be performed at a timing suitable for the injection mode switching, and during the injection mode switching.
- Parameter can be optimized, and the shot can be reduced and prevented by switching the injection mode.
- the combustion parameter switching means changes the parameter value over a predetermined period. Keep the value of the previous parameter overnight.
- the power can be changed immediately in response to the injection mode switching request. Lame overnight Shock that can occur when changing can be prevented.
- the combustion parameter setting means changes the parameter setting value from the parameter setting value before mode switching. After the mode change, the parameter is suddenly changed to the overnight value.
- the combustion parameter changeover means changes the parameter set value from the parameter set value before the mode switching to the mode.
- the parameter value is suddenly changed to an intermediate parameter value between the parameter value before switching and the parameter value after the mode switching, and then the parameter value is changed to the intermediate parameter value.
- the parameter value is gradually changed from the parameter value to the parameter value.
- the combustion parameter overnight switching means changes the parameter overnight value from the parameter value before mode switching to the above-mentioned parameter value.
- the parameter is gradually changed toward an intermediate parameter value between the parameter value before the mode switching and the parameter value after the mode switching, and then the parameter is changed.
- the parameter value is suddenly changed from the intermediate parameter value to the parameter value after the mode is switched.
- the combustion parameter changeover means switches the parameter change value from the parameter value before the mode change to the mode changeover. Later, gradually change toward the overnight value. According to these preferred embodiments, the conflicting problems of preventing a shock due to parameter changeover and preventing a delay in response to an injection mode changeover request can be appropriately solved.
- the combustion parameter switching means gradually changes the parameter value from the parameter value before the mode switching to the parameter value after the mode switching. . More preferably, when the request for switching the injection mode is determined, the combustion parameter switching means changes the parameter value to the parameter before the mode switching. The value is gradually changed from the evening value toward the intermediate parameter value between the parameter value before the mode switching and the parameter value after the mode switching. Then, the parameter value is suddenly changed from the intermediate parameter value to the post-mode switching parameter value.
- the combustion is performed.
- the parameter switching means abruptly changes the parameter value from the parameter value before the mode switching to the parameter value after the mode switching.
- the conflicting problems of preventing shock due to parameter changeover and preventing delay in response to the injection mode switching request can be appropriately solved. it can .
- the control device includes a request for switching the injection mode and a type of switching the injection mode in response to a change in the injection mode set by the injection mode setting means.
- the combustion parameter overnight switching means is evening illumination corresponding to the type of injection mode switching represented by the switching determination flag set by the determination flag setting means, Switching from the parameter value before the mode switching to the parameter value after the mode switching.
- the parameter overnight value can be switched at a timing suitable for the injection mode switching. Shock can be reduced and prevented by switching the mode.
- the combustion parameter / night setting means has first correction coefficient setting means for setting a first correction coefficient associated with the switching of the parameter / night value.
- the first correction coefficient is set to a first set value at the start of the injection mode switching when the injection mode switching request is determined by the mode switching determining means, and thereafter, Changes to the second set value at the completion of injection mode switching.
- the first correction coefficient as a control index in the parameter overnight switching, one of the parameters during the parameter evening switching is obtained.
- the above parameter values can be optimized, and the shock associated with switching the injection mode can be reduced.
- the combustion parameter changeover means is configured to change the parameter when the first correction coefficient changes from the first set value to the second set value. The value changes suddenly from the parameter value before the mode change to the parameter value after the mode change. Let it.
- the parameter value in response to the mode switching request immediately Switching can be performed, and responsiveness can be improved.
- the combustion parameter overnight switching means controls a parameter affecting the combustion state.
- the parameter value of a particular parameter is changed to match the injection mode before switching from the specific parameter value before switching to the injection mode after switching. Yes After changing the mode, the parameter is gradually changed to a specific parameter value at a predetermined change rate.
- the value of a specific parameter for example, a target air-fuel ratio correction coefficient
- a target air-fuel ratio correction coefficient for example, a target air-fuel ratio correction coefficient
- the combustion parameter changeover means may be configured to determine whether the combustion state is affected by a value of a specific parameter set out of the lame setting and a preset reference value. And a parameter comparing / discriminating means for comparing the parameter value with the parameter value based on the discrimination result of the parameter comparing / discriminating means. After the mode has been switched from the overnight value, it switches to the parameter overnight value.
- the target air-fuel ratio correction coefficient value is changed to respond to the mode switching request.
- the engine output can be increased with good responsiveness, and when the target air-fuel ratio correction coefficient value reaches the reference value, the target air-fuel ratio correction coefficient value and at least one other
- the value of the parameter for example, ignition timing
- the injection mode can be improved while improving various characteristics such as engine output. Shock caused by switching the mode can be prevented.
- the combustion parameter overnight switching means determines that the value of the specific parameter overnight is equal to or less than the reference value to the parameter overnight comparison determining means.
- the parameter value is held as the parameter value before the mode change, and the value of the specific parameter is set to the reference value.
- the parameter overnight value is changed from the parameter overnight value before the mode switching to the mode. After changing the mode, suddenly change to the parameter value.
- the combustion parameter / night switching means determines that the value of the specific parameter is equal to or less than the reference value by the parameter / night comparison determining means.
- the parameter value is held at the parameter value before the mode change, and the parameter value is determined by the parameter value comparing / determining means.
- the parameter value is changed from the parameter value before the mode change to the parameter value before the mode change.
- the parameter value is suddenly changed to an intermediate parameter value between the parameter values, and then the parameter value is changed from the intermediate parameter value to the intermediate parameter value after the mode is switched.
- the combustion parameter changing means may gradually change the parameter toward the parameter set value, or the combustion parameter set switching means may set the first correction coefficient from the first set value to the second set value. If it is determined that the value of the specific parameter has not reached the reference value by the parameter comparison / determination means during the change to the first correction, As the coefficient changes, the parameter value is gradually changed from the parameter value before the mode switching to the parameter value after the mode switching at a predetermined change rate, and Also, the parameter comparison / determination means determines that the value of the specific parameter has reached the reference value. In this case, the parameter value is changed between the parameter value before the mode switching and the parameter value after the mode switching. The parameter changes suddenly from the parameter set value to the parameter set value after the mode is switched.
- the combustion parameter switching means has a second correction coefficient setting means for setting a second correction coefficient represented by a function of the first correction coefficient, and
- the specific parameter is determined.
- the value of the parameter is changed from the specific parameter value before switching that matches the injection mode before the mode switching to the specific parameter value after switching that matches the injection mode after switching.
- the second correction coefficient is set to a third set value at the start of injection mode switching after the determination of the injection mode switching request while gradually changing the injection mode switching request at a predetermined change rate.
- the second correction coefficient is changed from the third set value to the fourth set value at the completion of the injection mode switching.
- the second correction coefficient is changed during the switching of the value of the specific parameter.
- the value of one or more other parameters that are related to the first and second correction factors and that are not specific to one parameter can be varied, whereby the characteristics of the error down di-in to the teeth, such as the loss of cormorants this injection mode one de switching smoothly done that c even if the
- the mode is changed by changing the value of the target air-fuel ratio correction coefficient, which is a specific parameter.
- the engine output is increased with good response to the mode switching request, and the other parameter values are changed to match the change of the specific parameter value (for example, The engine output can be properly adjusted by retarding the ignition timing, and the required engine output can be obtained, while preventing a shock due to the injection mode switching.
- the specific parameter includes at least a target air-fuel ratio correction coefficient.
- the combustion parameter overnight switching means is a tentative target air-fuel ratio correction coefficient setting means for setting a value of the tentative target air-fuel ratio correction coefficient used for obtaining the target air-fuel ratio correction coefficient. And comparing the value of the provisional target air-fuel ratio correction coefficient with the reference value by the parameter overnight comparison / determination means. Based on the result, the value of the target air-fuel ratio correction coefficient is switched from a correction coefficient value suitable for the injection mode before switching to a correction coefficient value suitable for the injection mode after switching.
- the injection mode can be smoothly switched by changing the value of the target air-fuel ratio correction coefficient, which is a specific parameter, at an appropriate timing. .
- a first mode switching state file representing an injection mode switching request from the second injection mode to the first injection mode determined by the mode switching determining means.
- the combustion parameter switching means sets the tentative target air-fuel ratio correction coefficient as the first correction coefficient changes. Is gradually changed from the second air-fuel ratio correction coefficient value suitable for the second injection mode to the first air-fuel ratio correction coefficient value suitable for the first injection mode.
- the value of the target air-fuel ratio correction coefficient is obtained. Is replaced by the value of the provisional target air-fuel ratio correction coefficient.
- the value of the target air-fuel ratio correction coefficient is changed between the second air-fuel ratio correction coefficient value and the first air-fuel ratio correction coefficient value.
- the intermediate air-fuel ratio correction coefficient value is suddenly changed to the first air-fuel ratio correction coefficient value.
- the reference value for example, the limit value of the rich misfire in the second injection mode
- the reference value is reduced to the reference value.
- the temporary sky that has not reached
- the fuel ratio correction coefficient value as the target air-fuel ratio correction coefficient value
- the output can be increased, and when the provisional air-fuel ratio correction coefficient value has reached the reference value, the target air-fuel ratio correction coefficient value can be substantially switched, and the injection mode can be obtained while obtaining the required engine output. Shock caused by switching the mode can be prevented.
- the parameters include a fuel injection end time and an ignition timing.
- the combustion parameter switching means includes: The respective values of the injection end timing and the ignition timing are held at the second injection end timing value and the second ignition timing value that are compatible with the second injection mode.
- the combustion parameter switching means sets the fuel injection end timing from the second injection end timing value.
- the value of the ignition timing is suddenly changed to a first injection end timing value suitable for the first injection mode, and the value of the ignition timing is adapted to the second ignition timing value and the first injection mode.
- a sudden change to the intermediate ignition timing value between the intermediate ignition timing value and the intermediate correction timing value and gradually changes from the intermediate ignition timing value to the first ignition timing value as the first correction coefficient changes.
- the fuel injection end timing value and the ignition timing value can be switched at an appropriate timing, and the injection mode can be switched smoothly. , Smoke and misfire can be prevented.
- the mode switching determination means is used.
- the determined second mode switching state flag indicating the injection mode switching request from the first injection mode to the second injection mode is set by the determination flag setting means.
- the value of the provisional air-fuel ratio correction coefficient is changed from the intermediate air-fuel ratio correction coefficient value to a second air-fuel ratio correction coefficient value suitable for the second injection mode. If the parameter comparison / determination means determines that the value of the provisional air-fuel ratio correction coefficient exceeds the reference value during the gradual change in the direction, The combustion parameter switching means is configured to perform the target air-fuel ratio correction.
- the number is held at a first air-fuel ratio correction coefficient value suitable for the first injection mode, and when it is determined that the value of the temporary air-fuel ratio correction coefficient is equal to or smaller than the reference value, it is determined that:
- the combustion parameter overnight switching means is configured to change the target air-fuel ratio correction coefficient from the first air-fuel ratio correction coefficient value to the first air-fuel ratio correction coefficient value and the second injection mode. 2 The value is suddenly changed to an intermediate air-fuel ratio correction coefficient value between the air-fuel ratio correction coefficient values, and then the value of the target air-fuel ratio correction coefficient is replaced with the temporary target air-fuel ratio correction coefficient.
- the value of the target air-fuel ratio correction coefficient is set to a value that conforms to the first injection mode.
- Injection mode can be changed smoothly by changing the value to a value suitable for the second injection mode at an appropriate timing.
- the combustion parameters include a fuel injection end timing and an ignition timing.
- the combustion parameter switching means includes: The value of the injection end timing is maintained at the first injection end timing value conforming to the first injection mode, and the ignition timing is adapted to the first injection mode as the first correction coefficient changes.
- the first ignition timing value is gradually changed from the first ignition timing value to the second ignition timing value suitable for the second injection mode. Further, when it is determined that the provisional air-fuel ratio correction coefficient is equal to or less than the reference value, the combustion parameter overnight switching means determines the fuel injection end time from the first injection end time value. The second injection mode is suddenly changed to the second injection end timing value suitable for the second injection mode, and the ignition timing is changed from a middle ignition timing value between the first ignition timing value and the second ignition timing value. The value is suddenly changed to the second ignition timing value.
- the values of the fuel injection end timing and the ignition timing are changed to the change of the target air-fuel ratio correction coefficient value. Injection mode switching can be performed smoothly by changing to match.
- FIG. 1 is a schematic configuration diagram showing one embodiment of an engine control device according to the present invention.
- FIG. 2 is a longitudinal sectional view of the in-cylinder injection gasoline engine according to the embodiment
- FIG. 3 shows the average effective pressure Pe in the engine cylinder and the engine rotation.
- the embodiment is defined according to the number Ne and indicates the latter-stage injection lean operation region, the earlier-stage injection lean operation region, the former-stage injection stoichiometric feedback operation region, and the like.
- FIG. 4 is an explanatory diagram showing a fuel injection mode in a late injection mode in the embodiment.
- FIG. 5 is an explanatory diagram showing a fuel injection mode in the previous injection mode in the embodiment.
- Figure 6 calculates the target average effective pressure P e, the target air-fuel ratio correction coefficient value Kaf, the fuel injection end period T end, the basic ignition timing 0 B, the valve opening egr of the EGR valve 45, etc. Block diagram showing steps
- Fig. 7 shows the schematic configuration of the target average effective pressure calculation map 70c in Fig. 6, and shows the relationship between the valve opening 0th of the throttle valve 28 and the engine speed Ne.
- FIG. 8 shows a schematic configuration of the target average effective pressure calculation map 70 r of FIG. 6, and is calculated based on the intake pipe pressure Pb and the engine speed Ne. Diagram for explaining the target mean effective pressure P e,
- Fig. 9 shows the configuration of a map used in late lean mode control to calculate the volumetric efficiency Ev according to the target average effective pressure Pe and the engine speed Ne.
- Fig. 10 shows the configuration of a map used in the first injection mode control to calculate the volumetric efficiency Ev according to the intake pipe pressure Pb and the engine speed Ne.
- FIG. 11 shows the target air-fuel ratio correction coefficient value calculation map of Fig. 6.
- FIG. 7 is a diagram showing a schematic configuration of 0 j and explaining a target air-fuel ratio correction coefficient value Kaf calculated according to the target average effective pressure Pe and the engine speed Ne.
- FIG. 12 shows a schematic configuration of the ignition timing setting means 7 On of FIG. 6, and the basic ignition timing ⁇ B calculated according to the target average effective pressure Pe and the engine speed Ne.
- FIG. 13 shows a schematic configuration of the EGR setting means 7 Op in FIG. 6, and is calculated according to the target average effective pressure Pe and the engine speed Ne.
- Fig. 14 shows a part of the flow chart of the combustion parameter setting routine for setting the combustion parameter setting values.
- FIG 15 shows the other part of the combustion parameter setting routine, following the flowchart in Figure 14;
- FIG 16 shows another part of the combustion parameter setting routine, following the flowchart in Figure 15
- FIG 17 shows the other part of the combustion parameter setting routine, following the flowchart in Figure 16;
- Figure 18 shows the other part of the combustion parameter setting routine, following the flowchart in Figure 17
- FIG 19 shows the other part of the combustion parameter setting routine, following the flowchart in Figure 15
- FIG 20 shows the other part of the combustion parameter setting routine, following the flowchart in Figure 19,
- Figure 21 shows the other part of the combustion parameter setting routine, following the flowchart in Figure 19
- Fig. 22 shows the remaining part of the combustion parameter setting routine, following the flowchart in Fig. 19,
- FIG. 23 shows a part of the timing chart of the timing chart executed by the ECU 70 every time a clock pulse of a predetermined period is generated.
- Figure 24 shows the remainder of the timer-tin flow chart, following the flow chart in Figure 23.
- FIG. 25 shows a flow chart of the crank interrupt routine executed by the ECU 70 every time the predetermined crank angle position of the engine 1 is detected.
- FIG. 26 is a diagram for explaining various tailing coefficient values used in the mode switching control and set according to the control mode switching mode.
- Fig. 27 is a timing chart showing the time change of various control variables and combustion parameters during the mode switching control between the late lean mode and the S-FZB mode.
- Fig. 28 is a timing chart showing the time change of various control variables and combustion parameter values during the mode switching control between the late lean mode and the early lean mode.
- Fig. 29 is a timing chart showing the change over time of various control variables and combustion parameters during the mode transition control between the lean mode and the S-FZB mode. It is.
- FIGS. 1 and 2 denotes an in-cylinder in-cylinder in-cylinder in-cylinder gasoline engine (hereinafter simply referred to as an engine) for an automobile.
- EGR devices are designed exclusively for in-cylinder injection.
- an electromagnetic fuel injection valve 4 is attached to the cylinder head 2 of the engine 1 together with the ignition plug 3 for each cylinder, and the combustion Fuel is directly injected into the chamber 5.
- the top surface of the piston 7 that slides back and forth in the cylinder 6 has a hemispherical shape near the top dead center where the fuel spray from the fuel injection valve 4 reaches.
- Cavity 8 is formed (Fig. 2).
- the theoretical compression ratio of the engine 1 is set to be higher (about 12 in this embodiment) than that of the intake pipe injection type.
- the valve mechanism employs a DOHC 4-valve system.
- the intake and exhaust valves 9 and 10 should be driven above the cylinder head 2, and the intake camshaft should be driven.
- the foot 11 and the exhaust side camshaft 12 are rotatably held.
- An intake port 13 is formed in the cylinder head 2 in a substantially upright direction so as to allow a space between both camshafts 11 and 12 to be removed.
- the intake air flow that has passed through the intake port 13 generates a reverse tumble flow described later in the combustion chamber 5.
- the exhaust port 14 is formed in a substantially horizontal direction like a normal engine, but a large-diameter EGR port 15 (not shown in FIG. 2) branches diagonally. are doing .
- 16 is a water temperature sensor for detecting the cooling water temperature TW
- 17 is a predetermined crank position of each cylinder (5 ° in this embodiment).
- BTDC and 75 ° BTDC is a crank angle sensor that outputs a crank angle signal SGT
- 19 is an ignition coil that outputs a high voltage to the ignition plug 3. is there .
- a cylinder discrimination sensor (not shown) that outputs a cylinder discrimination signal SGC is provided. Then, the crank angle signal SGT is determined for each cylinder.
- the intake port 13 is connected to an air cleaner 22, a throttle body 23, and a status panel via an intake manifold 21 having a surge tank 20.
- An intake pipe 25 equipped with an evening ISCV (idle speed control valve) 24 is connected.
- the intake pipe 25 is provided with a large-diameter air bypass pipe 26 that bypasses the throttle body 23 and introduces intake air into the intake manifold 21.
- this line 26 is provided with a linear solenoid type large-sized ABV (air noise path) 27.
- the air bypass pipe 26 has a flow passage area similar to that of the intake pipe 25. When the ABV 27 is fully opened, the amount of intake air required in the low to medium speed range of the engine 1 is sufficient. Is now available for distribution.
- ISCV24 has a smaller flow area than ABV27, and ISCV24 is used for adjusting the intake air amount with high accuracy.
- the throttle body 23 has a throttle opening and closing of the flow path, together with a free-running throttle knob 28, and a throttle opening between the valve and the valve 28.
- Throttle sensor 29 to detect the throttle valve, and an idle switch to detect the throttle valve fully closed state. 30 and are provided.
- 31 is a boost pressure (MAP: Manifold Absolute Pressure) sensor for detecting the intake pipe pressure Pb, which is connected to the surge tank 20.
- MAP Manifold Absolute Pressure
- a three-way catalyst 42 and a muffler are connected to the exhaust port 14 via an exhaust manifold 41 to which an O 2 sensor 40 is attached. Equipped exhaust pipe 43 is connected.
- the EGR port 15 is a large-diameter EGR pipe.
- the fuel tank 50 is installed at the rear of the vehicle body (not shown). Then, the fuel stored in the fuel tank 50 is sucked up by the electric low-pressure fuel pump 51, and is passed through the low-pressure feed pipe 52 to the engine. Sent to one side.
- the fuel pressure in the low pressure feed pipe 52 is relatively low (in this embodiment, 3.0 mm) by the first fuel pressure regulator 54 interposed in the return pipe 53. kg / mm 2, hereinafter referred to as low fuel pressure).
- the fuel supplied to the engine 1 side is supplied to the high-pressure feed pipe 56 and the high-pressure feed pipe 56 by the high-pressure fuel pump 55 attached to the cylinder head 2. Barino ,.
- the fuel is supplied to each fuel injection valve 4 through the eves 57 and.
- the high-pressure fuel pump 55 is a swash plate axial piston type, driven by the exhaust side camshaft 12, and the engine 1. Discharge pressure of 50 kg / mm2 or more during idle operation To cause.
- the fuel pressure in the delivery pipe 57 is relatively high due to the second fuel regula- ter 59 installed in the return pipe 58 (in this embodiment, the fuel pressure in the delivery pipe 57 is relatively high).
- 50 kg / mm 2 hereinafter referred to as high fuel pressure).
- reference numeral 60 denotes an electromagnetic fuel pressure switching valve mounted on the second fuel pressure regulator 59, which refuels the fuel in the ON state and delivers the delivery pressure.
- Reference numeral 61 denotes a return pipe for returning the fuel after lubrication and cooling of the high-pressure fuel pump 55 to the fuel tank 50.
- An ECU (Electronic Control Unit) 70 is installed in the passenger compartment.
- the ECU 70 is used to store input / output devices (not shown), control programs, control maps, and the like (not shown). It is equipped with a storage device (ROM, RAM, nonvolatile RAM, etc.), a central processing unit (CPU), a timer counter, etc., and performs comprehensive control of the engine 1. ing .
- Switches that is, air switches (AZC'SW) 33, power steering switches (P / S SW) 34, and inhibitor switches (I ⁇ ⁇ ⁇ SW) 35 are connected to each other (see Fig. 6), and each detection signal is supplied to the ECU 70.
- a number of switches and sensors are connected to the input side.
- Various warning lights and equipment are connected to the output side. ing.
- the ECU 70 determines the ignition timing, the amount of EGR gas introduction, etc., including the fuel injection mode and fuel injection amount, based on the input signals from the various sensors and switches described above. Then, the drive of the fuel injection valve 4, the ignition coil 19, the EGR knob 45 and the like is controlled.
- the ECU 70 operates alone, or in cooperation with the corresponding elements of the above-described various elements, to operate the operating state detecting means, the injection mode setting means, and the combustion parameters.
- Overnight setting means, combustion parameter switching means, combustion state control means, mode switching determining means, judgment flag setting means, first correction coefficient setting means, parameter overnight comparing and determining means, 2 Functions as correction coefficient setting means and provisional target air-fuel ratio correction coefficient setting means.
- the ECU 70 turns on the low-pressure fuel pump 51 and the fuel pressure switching valve 60 and turns on the fuel injection valve. Supply low fuel pressure fuel to 4. This is because when the engine 1 is stopped or cranked, the high-pressure fuel pump 55 is completely or incompletely operated, so that the low-pressure fuel pump 5 is not operated. This is because the fuel injection amount must be determined based on the discharge pressure of No. 1 and the valve opening time of the fuel injection valve 4.
- the engine 1 is cranked by Sermo overnight (not shown), and the ECU 7 is simultaneously operated.
- the fuel injection control by 0 is started.
- the ECU 70 selects the first injection mode (first injection mode). Then, the fuel is injected so as to obtain a relatively rich air-fuel ratio. This is because the fuel vaporization rate is low when the engine is cold, and misfires and unburned fuel (HC) emissions cannot be avoided if the injection is performed in the late injection mode (that is, the compression stroke). You.
- the ECU 70 closes the ABV 27 at the time of starting, so that the intake air to the combustion chamber 5 is supplied from the gap of the throttle valve 28 or the ISCV 24 power. It should be noted that ISCV 24 and ABV 27 are centrally managed by the ECU 70. Depending on the required amount of intake air (bypass) that bypasses the throttle valve 28. The respective valve opening amounts are determined.
- the high-pressure fuel pump 55 starts the rated discharge operation, and the ECU 70 turns off the fuel pressure switching valve 60. Then, the fuel of high fuel pressure is supplied to the fuel injection valve 4. In this case, the fuel injection amount is determined based on the high fuel pressure and the opening time of the fuel injection valve 4 as a matter of course. Until the cooling water temperature TW rises to a predetermined value, the ECU 70 selects the previous injection mode and injects fuel as in the case of starting, and the ABV 27 continues to operate. To close. In addition, the control of the idle speed in response to the increase or decrease of the load on auxiliary equipment such as an air conditioner is similar to the intake pipe injection type. Performed).
- the ECU 70 responds to the output voltage of the 02 sensor 40 by the air-fuel ratio feedback. Control of hazardous exhaust gas components It is purified by the catalyst 42. As described above, when the engine is cold, fuel injection control is performed in substantially the same manner as in the intake pipe injection type.However, since fuel droplets do not adhere to the wall of the intake pipe 13, the control response And accuracy will be higher.
- the ECU 70 calculates the effective pressure in the cylinder (target average effective pressure) Pe obtained from the intake pipe pressure Pb and the throttle opening TH. Based on the engine speed Ne and the engine rotation speed Ne, the current fuel injection control area is searched from the fuel injection control map shown in FIG. 3, and the fuel injection mode and the fuel injection amount are determined to determine the fuel injection mode. In addition to driving valve 4, it also performs valve opening control of ABV 27 and EGR valve 45.
- the engine load is represented by the horizontal boundary line between the early injection lean region and the late injection lean region in Fig. 3. Since the engine 1 is operated in the late-injection lean region below the load (injection mode set load) below which the engine is operating, the ECU 70 operates in the late-injection mode (this is called the late-lean mode). ) And open the ABV 27 and the EGR solenoid 40 according to the operating condition so that a lean air-fuel ratio (about 20 to 40 in this embodiment) is achieved. Inject fuel. At this point, as the vaporization rate of the fuel increases, the intake air flowing into the intake port 13 as shown in Fig.
- the fuel spray injected from the injection valve 4 has to reach the ignition plug 3 by riding the reverse tumble flow described above.
- the fuel must evaporate by the time it reaches the ignition point to form an air-fuel mixture that is easy to ignite.
- a so-called rich misfire occurs locally in the vicinity of ignition plug 3 and a so-called rich misfire occurs, while it becomes 40 or more.
- a misfire occurs beyond the lean limit, and the average air-fuel ratio is set so as to be in the range of 20 to 40. In this case, the mode is switched to the earlier injection mode described later.
- the pre-injection lean area or the stoichiometric feedback shown in Fig. 3 The ECU 70 operates in the lean mode or the S-F / B mode in the previous period because it is in the range (the stoichiometric air-fuel ratio feedback control range, which is also called the S-FZB range). Mode (these two modes and the open loop control mode described later) Mode is collectively referred to as the previous injection mode), and fuel is injected to achieve a predetermined air-fuel ratio.
- the valve opening amount and the fuel injection amount of the ABV 27 are controlled so that the air-fuel ratio is relatively lean (about 20 to 23 in this embodiment).
- the S-FZB mode it controls the opening and closing of the 8827 and £ 0 length valve 45, and also controls the air-fuel ratio feed knock control according to the output voltage of the ⁇ 2 sensor 40. Go. Also in this case, as shown in FIG. 5, since the intake air flowing from the intake port 13 forms the reverse tumble flow 80, it is necessary to adjust the fuel injection start timing or the end timing. Even in the early-stage injection lean region, ignition is possible even with a lean air-fuel ratio due to the effect of turbulence due to the reverse tumble.
- the ECU 70 opens the EGR valve 45 even in the previous injection lean range and introduces an appropriate amount of EGR gas into the combustion chamber 5 to achieve a lean air-fuel ratio. NOX generated by the operation is greatly reduced. In the S—FZB region, a relatively high compression ratio provides a larger output, and harmful exhaust gas components are purified by the three-way catalyst 42.
- the open loop control area shown in Fig. 3 is assumed. Therefore, the ECU 70 selects the first injection mode, closes the ABV 27, and closes the throttle. Fuel is injected to achieve a relatively rich air-fuel ratio in accordance with the tor opening and the engine rotation speed Ne. In this case, the compression ratio is high, the intake flow forms a reverse tumble flow 80, and the intake port 13 is substantially upright with respect to the combustion chamber 5. Because you are, because high not output even Tsu by the inertia effect is further c are obtained, et al., Overrun operation during medium or high speed traveling ing fuel mosquitoes tools preparative zone in FIG. 3, ECU 7 0 is Stop fuel injection completely. As a result, the fuel consumption is improved and, at the same time, the emission of harmful exhaust gas components is reduced. The fuel cut is immediately stopped when the engine rotation speed Ne decreases below the return rotation speed or when the driver depresses the accelerator pedal.
- a parameter set value that is set based on the target average effective pressure information and affects the combustion state in the engine combustion chamber, that is, the value of the fuel injection valve 4.
- the procedure for setting the valve opening time T inj, the ignition timing T ig, the opening amount L egr of the EGR valve 45, etc. will be explained, and between the latter lean mode and S — FZB mode, and the former lean mode and S — The control procedure when switching between FZB modes and between early lean mode and late lean mode will be explained as an example.
- FIG. 14 is a block diagram showing a procedure for calculating the valve opening degree Legr and the like.
- FIG. 14 or FIG. 25 shows a state in which the engine control mode is determined and the mode is shifted to that mode. It is a flowchart showing the control procedure for the control and the control procedure in that mode. Therefore, the engine control procedure of the present invention will be sequentially described following this flowchart.
- the combustion parameters shown in Fig. 14 or Fig. 22 The setting routine is executed each time the ECU 70 detects a predetermined crank angle position of each cylinder by the ECU 70.
- the ECU 70 determines and sets the control mode in step S1 or step S8 shown in FIG.
- the details of the control in the control mode to be executed have been outlined with reference to FIG. 3 and will not be described in detail.However, the details are omitted based on the detection information from various sensors and switches.
- the control mode to be executed is determined. For example, if the late lean mode is determined in step S1 (if the determination result in step S1 is affirmative (Yes)), then step S1 is performed. In step S2, various control flags and control variables are set so that the control in the late lean mode is executed. Also, if the previous lean mode is determined in step S5 (if the determination result in step S5 is positive), the previous lean mode is determined in step S6. Various control flags and control variables are set in order to execute the control by.
- step S4 After setting the control flags for the late lean mode and the early lean mode in step S2 and step S6, the ECU 70 sets Perform step S4 to determine whether Engine 1 is accelerating.
- Whether the engine 1 is accelerating or not is determined by the difference between the previous value and the current value of the throttle valve opening 0 th detected by the throttle sensor 29 (time (Change rate) ⁇ 0 and deviation between the previous value and the current value of the engine speed Ne detected by the crank angle sensor 17 (time change rate of the engine speed) It is determined based on ⁇ N. That is, the deviation ⁇ 0 or ⁇ N is If each of the predetermined discrimination values (h, ⁇ ) is exceeded, it is determined that the vehicle is accelerating. After the vehicle is once determined to be accelerating, the deviation ⁇ 0 or ⁇ ⁇ is determined by the respective predetermined discrimination values ( ⁇ — If ⁇ , ⁇ - ⁇ ), the acceleration is judged to be completed.
- ( ⁇ , ⁇ ) is a minute value for providing a hysteresis characteristic to stabilize control, and these values are all appropriate values including 0. Can also be set.
- step S8 If the determination result is affirmative in step S4 and it is determined that engine 1 is accelerating, the process proceeds to step S8, and the S-F / / mode is performed.
- the set various control flags and control variables are changed to those by the S-F node mode.
- the step S8 is repeatedly executed to perform the acceleration control.
- the acceleration control method in this S-F node mode is not particularly limited, and a conventional acceleration control method can be used.
- step S4 If the determination result of step S4 is negative (No), that is, if the acceleration state of engine 1 is not detected or it is determined that the acceleration is completed, the step is performed.
- the control flags and the like set in S2 or step S6 are not changed, and the control is performed in the determined mode.
- Step SI and Step S5 are No
- the previous mode is S—FZB mode
- Step S8 Set various control flags and control variables of FZB mode.
- tering coefficients Kl, ⁇ 2, KS, and KL described later are set, respectively.
- mode transition also called injection mode transition request
- one of the above tailing coefficients corresponds to the mode of mode transition.
- Set the tailing factor to the value 0.
- the tailing coefficient KL is reset to the value 0.
- step S10 in FIG. 15, controls the transition of each mode and the control thereof. Execute the control in the mode.
- FIGS. 27 to 29, are timing charts showing the time change of various control parameter values.
- the ECU 70 determines in step S10 whether the current engine operation state corresponds to the latter mode or the earlier mode. Is determined.
- the latter term means the latter term lean mode
- the earlier term mode includes the earlier term lean mode and the SB mode. Since the current operation mode of the engine 1 is the late lean mode as described above, the operation proceeds from step S10 to step S12, and the engine is operated.
- the ECU 70 executes the target average effective time previously stored in the storage device described above. From the pressure map 70, the throttle valve opening 0 th detected by the throttle sensor 29 and the crank angle sensor 17 and the engine The target average effective pressure Pe corresponding to the rotational speed Ne is calculated.
- Figure 7 shows the details of the target average effective pressure map, and shows the output required by the driver according to the throttle valve opening 0th and the engine speed Ne.
- the corresponding target average effective pressure Peij is mapped and stored in the storage device of the ECU 70.
- Each of these data is set experimentally for target mean effective pressure information (for example, net mean effective pressure) that is easy to collect in engine bench tests. Value.
- the ECU 70 uses this map, for example, using the well-known four-point interpolation method. Accordingly, the optimum target average effective pressure Pe corresponding to the detected throttle valve opening 0 th and the engine speed Ne is calculated.
- the target The net mean effective pressure Pe was used as the mean effective pressure information, but various things are used if there is no particular difference in data collection in the engine bench test. It can be the indicated mean effective pressure or net output.
- the storage device of the ECU 70 includes various load devices that act as a mechanical and electrical load on the engine 1 during operation, such as air conditioners, power steering devices, and transmissions.
- Output compensating maps 70d to 70f (Fig. 6) for detecting the operation of these load devices from the switches 33 to 35 (Fig. 6).
- the target average effective pressure correction value corresponding to the engine speed Ne is output by the ON signal. These correction values are added to the target average effective pressure Pe obtained from the map 70c by the adder 70g, and the values are corrected.
- the data of the target average effective pressure Pe calculated in this way is filtered by the first-order lag filter 7 Oh, and the combustion parameters are reduced. It is sent to the target air-fuel ratio correction factor numerical value Kaf calculation map 70 j as the setting means.
- the reason for providing the first-order lag element (filter) 70 h is that when in-cylinder fuel injection is performed, a change in the injection amount immediately appears as a change in the output or the like.
- the throttle valve opening 0 th used for determining the fuel injection amount is detection information that can be detected without delay compared to the detection of the intake air amount, etc., and the detected valve opening If the fuel injection amount corresponding to 0th is immediately supplied to the engine 1, There is a risk of impairing the driver's privacy.
- the details of the target air-fuel ratio correction coefficient value calculation map 70 j are shown in Fig. 11, and multiple maps are prepared for each mode and for the presence or absence of EGR, etc.
- the details of each map are experimentally set in advance according to the target average effective pressure Pe and the engine speed Ne, as in the case shown in Fig. 7. And stored in the storage device described above.
- the ECU 70 calculates the target average effective pressure P e and the engine speed N e input to the calculation map 70 j.
- the corresponding target air-fuel ratio correction coefficient value Kaf is calculated and used for the calculation of the valve opening time described later.
- the volumetric efficiency calculating means 7 Ok according to the target average effective pressure Pe and the engine rotation speed Ne that are filtered by the first-order lag as described above.
- the volumetric efficiency EV value is calculated.
- FIG. 9 shows the volumetric efficiency map used in the late lean mode control, and the volumetric efficiency map value shown in this map is similar to that shown in FIG. It is experimentally set in advance in accordance with the target average effective pressure Pe and the engine rotation speed Ne, and is stored in the above-described storage device.
- the target air-fuel ratio correction coefficient value Kaf and the volumetric efficiency Ev obtained as described above are applied to the following equation (F1), and the fuel injection is performed at the timing described later.
- K g is a gain correction coefficient of the injection valve 4
- T DEC is an invalid time correction value, which is set according to the target average effective pressure Pe and the engine speed Ne.
- K is a conversion coefficient for converting the fuel amount into the valve opening time, and is a constant.
- Kaf is set according to the engine operation state.
- the expression (F1) is applied not only in the late lean mode control but also in other modes.
- the air-fuel ratio correction coefficient value Kaf is set by the method described later when the mode is switched between the later-described lean mode and the S-F / B mode.
- the value is set according to the output voltage of the O 2 sensor 40, and in other modes, the value is set to the optimum value for that mode.
- E V volumetric efficiency
- the volumetric efficiency E v used for calculating the valve opening time T inj in the above equation (F1) is supplied to each combustion chamber 5 and is calculated per unit intake stroke (per cylinder). This is an index related to the amount of oxygen that can be involved in combustion.Similar indices include charging efficiency and intake efficiency. These indices are used instead of volumetric efficiency ⁇ V. It can also be used.
- the value obtained from the volumetric efficiency E v and the intake pipe pressure P b is the unit intake stroke It is related to the amount of intake air per unit.
- the directly determined unit intake stroke per intake stroke (AZN) can be used.
- the data of the valve opening time T inj calculated in this way is sent to an injector drive circuit (not shown) that drives the fuel injection valve 4 at a predetermined timing. .
- the ECU 70 sets the target at the injection end timing setting means (combustion parameter overnight setting means) 70 m shown in FIG. According to the average effective pressure Pe and the engine speed Ne, an injection end timing Tend suitable for the control mode currently selected is set. If the end timing of the fuel injection in the late lean mode is delayed, a period for the injected fuel spray to evaporate sufficiently is not secured, and black smoke is generated. Conversely, if it is too early, the injected fuel may collide with the cylinder wall, for example, and an optimal mixture may not be formed, which may cause a misfire.
- the injection end time T end is experimentally set to an optimum value in advance for each control mode or in accordance with the presence or absence of EGR, etc., and is mapped. .
- the data of the injection end timing T end set according to the target average effective pressure Pe and the like is further corrected by the engine water temperature, etc., and the above-mentioned injector drive is performed. Supplied to the circuit.
- Injector drive circuit supplies The injection start timing is calculated based on the data of the calculated injection end timing T end and the valve opening time T inj, and when the calculated injection start timing comes, the valve opening time of the fuel injection valve 4 of the cylinder to be injected is calculated.
- the drive signal is output over a period corresponding to T inj.
- the ignition timing Tig is calculated by ECU70 based on the following equation (F2).
- the basic ignition timing 0 B in the above equation is calculated by the ignition timing setting means (combustion parameter setting means) 7 On in FIG. Is calculated.
- the ignition timing setting means 7 On has a plurality of basic ignition timing setting maps for each mode and for each operation state such as the presence or absence of EGR. Yes.
- the target average effective pressure set according to the throttle valve opening 0th with the target average effective pressure map 70c described above
- the data of Pe is supplied to the ignition timing setting means 70 n, and the basic ignition timing 0 B corresponding to the target average effective pressure Pe and the engine speed Ne is set to the latter period. Calculated from the map for open mode.
- various types of retard amounts are included in the transition between the late lean mode and S-F / B mode.
- the transition correction values R 1 (K) and R 2 ( ⁇ ) at the time of transition are set to the value 0 except at the time of transition.
- the ignition timing during the late lean mode control is set at the time when the optimal mixture reaches the ignition plug 3, and this set timing becomes the optimal ignition timing.
- the data of the ignition timing T ig set as described above is supplied to the ignition coil drive circuit (not shown), and the drive circuit corresponds to the set ignition timing T ig. At this point, a high voltage is applied to the ignition plug 3 of the cylinder to be ignited to ignite
- the valve opening 6 of the EGR knob 45 is calculated by the EGR amount setting means (combustion parameter setting means) 7 Op in FIG.
- the EGR amount setting means 70 P is provided for each operation mode in which exhaust gas is to be recirculated and for the selected position of the transmission (D range or N range). It has multiple EGR valve opening map according to the requirements.
- the target average effective pressure Pe set according to the throttle valve opening 0 th in the target average effective pressure map 70 c described above.
- the first-order lag filter and the ring processing are not performed for the data of the target data, and the data of the set target average effective pressure Pe is simply set to the mouth-to-pass filter and the value of 70 q is applied.
- the target average effective pressure P e and e emissions di emissions rotation 'number N e and response Ji valve opening L egr to this is, for late rie Nmo de Calculated from the map.
- the target average set in the target average effective pressure map 70c The data of the effective pressure Pe is supplied to the EGR amount setting means 70 p without delay.
- the data of the valve opening degree L egr calculated as described above is supplied to an EGR drive circuit (not shown) after performing correction such as engine water temperature correction, and is supplied to the valve opening degree L egr.
- the valve drive signal corresponding to egr is output to the EGR valve 45.
- step S12 in FIG. 15 when the calculation of the various combustion parameters and the like has been completed as described above, the process proceeds to step S20 in FIG. 16.
- the process proceeds to step S20 in FIG. 16.
- the tailing coefficient K1 has a value of 1.0 when the transition to the late lean mode has been completed.
- the engine is controlled by the late lean mode after the complete transition, so the terrain coefficient K1 is set to a value of 1.0. Therefore, your child prepare for the result of the discrimination at stearyl-up S 2 0 since ing to Y es, the transition to the late mode or we the previous mode proceed to scan STEP S 2 1 No.
- the initial values of the control variables for the transition are set, and various correction coefficient values calculated in the above step S12 and used in the current latter-stage lean mode control It stores the Kaf, combustion parameter values Tig, Tend, EV, target average effective pressure Pe, and the like.
- the control variables for the transition include the invalid period counter Td2 and the boost pressure delay counter CNT2, and the former counter Td2 is set as the target value as the initial value.
- a value ⁇ , 2 (Ne, Pe) set according to the average effective pressure Pe and the engine speed Ne is set, and the value is set in the latter counter CNT2.
- XN 2 is set. Note that the initial value of the control variable
- the stored values such as the quantization and the correction coefficient value Kaf are updated to new values every time this step S21 is executed.
- step S21 When the setting of the initial values of the control variables and the like in step S21 is completed, the process proceeds to step S22, where the late injection set routine is executed, and the fuel injection control and ignition described above are performed. Various controls such as timing control and EGR amount control are performed.
- step S8 in FIG. 14 described above the teling coefficient K 2 is set to a value 0 as shown in FIG. 26 (t0 in FIG. 27). Time).
- the ECU 70 determines the previous mode in step S10 of FIG. 15, executes step S14, and executes the above-described step S14.
- various kinds of combustion parameter values Pe, Kaf, Tig, Tend, Legr, Ev, etc. are calculated.
- the switching switches 70a and 70b shown in FIG. 6 are switched to the first mode side at the timing described later, and the target average effective pressure Pe is set to the first level. 2 Calculated by the calculated map, the target average effective pressure map 7Or.
- the engine load required by the driver substantially corresponds to the intake pipe pressure Pb, as in the normal intake pipe injection type.
- the pipe pressure P b itself has a first-order lag element. Therefore, unlike the case where the target average effective pressure Pe is set at the throttle valve opening of 0th, the first-order lag processing is not required, and this intake pipe pressure Pb is Target average effective pressure P Used to set e.
- the data of the intake pipe pressure Pb detected by the boost sensor 31 is supplied to the target average effective pressure map 70r, and this intake pipe pressure Pb
- the target average effective pressure Pe corresponding to the engine speed Ne and the engine speed Ne is calculated.
- the method of calculating the target average effective pressure Pe is the same as in the case of the target average effective pressure map 70c, and this map 70r has the same structure as shown in Fig. 8.
- a map similar to the one shown in Fig. 7 is prepared as many as necessary according to the engine operation status such as the presence or absence of EGR.
- the amount of fresh air intake air detected by the air flow sensor may be used instead of the intake pipe pressure Pb.
- the volumetric efficiency EV of the amount of air sucked by the engine 1 is obtained based on the intake pipe pressure Pb or the amount of fresh air intake air detected by the airflow sensor, and the obtained volumetric efficiency is obtained. It is also possible to calculate the target average effective pressure P e according to the EV and the engine speed N e.
- the target average effective pressure Pe data is stored in the target air-fuel ratio correction coefficient value calculation map 70 j, the injection end timing setting means 70 m, and the ignition timing.
- the target A / F, Tend, Tig, and Legr are supplied to the setting means 70n and the EGR amount setting means 70p, respectively, and a map corresponding to the operating state is used.
- the data of the intake pipe pressure Pb detected by the boost sensor 31 is also supplied to the volumetric efficiency calculating means 70k, and the volumetric efficiency Ev is also shown in FIG. 10 and FIG.
- the intake pipe pressure detection Pb and the engine speed Ne The volumetric efficiency EV corresponding to is calculated.
- the volumetric efficiency E v may be calculated using the amount of fresh air intake air detected by the air flow sensor instead of the intake pipe pressure P b. Good.
- step S50 when the calculation of various combustion parameter values and the like is completed as described above, the step in FIG. Proceed to S50.
- this step it is determined whether or not the tailing coefficient K2 has a value of 1.0.
- this tailing coefficient K2 is set to the value 0 since it is immediately after the request to shift to the late lean mode. Therefore, the determination result of step S50 is No, and the steps from step S51 onward are executed to execute S—F / B from the late-restart mode. Perform transition processing to mode.
- the tailing coefficient K 2 has a value of 1.0 when the transition process is completed. Until that time, the tailing coefficient K 2 is determined by a timer routine shown in FIGS. 23 and 24 described later. A transition process according to the coefficient value K2 is continued until the minute value ⁇ K2 smaller than the value 1.0 is sequentially added and the tailing coefficient value K2 reaches the value 1.0. Is done.
- FIGS. 23 and 24 show the flowchart of the evening routine executed by a clock pulse having a predetermined period generated by the built-in clock of the ECU 70. It shows that the various tailing coefficient values K1, K2, KL and KS depend on the clock pulse. It shows the steps that are counted up.
- step S110 or step S113 the counting up of the tering coefficient K1 is performed.
- a predetermined minute value ⁇ K1 smaller than the value 1.0 is added to the coefficient value K1 (step S110), and the coefficient value K1 is compared with the value 1.0 (step S110). If the value is larger than 1.0, the coefficient K 1 is reset to the value 1.0 in step S 113, and then the coefficient value is set.
- step S 112 If K 1 is equal to or less than 1.0, the process proceeds from step S 112 to step S 114. As described above, once the teering coefficient value K1 is reset to the value 0, the minute value ⁇ K1 is added every time this routine is executed, and the addition is performed. If the value reaches the value 1.0, it will be held at that value.
- tailing coefficient value K2 does not correspond to step S114 or step S117.
- the coefficient values KL and KS are also counted up in step S118 or step S122, and step S1 is performed in the same manner. They are counted in steps 2 1 or 2 1, respectively.
- the minute values ⁇ K 1, ⁇ K 2, etc. to be added to each coefficient value determine the required length of the mode transition control period.
- each tailing coefficient is used. It is set to a different value every time. However, these minute values can be set to the same value as each other.
- step S51 it is determined whether or not the count value of the invalid period count Td2 is 0, that is, the count is invalid. It is determined whether or not the invalid period corresponding to the initial value f 2 (Ne, Pe) of T d 2 has elapsed.
- the initial value f 2 (N e, P e) of T d2 is set by executing the above-described step S 21 in FIG. 16, and this value is set immediately after the mode change request.
- the count value Td2 at the time when the step S51 is executed is equal to the initial value f2 (Ne, Pe).
- step S51 the result of the determination in step S51 is negative, and the process proceeds to step S52, in which the predetermined value ⁇ Td2 is subtracted from the counter value Td2. 5 Set the numerical value K2 to 0 in Brasser in step 3 again. Then, these steps S52 and S53 are repeatedly executed until the above-mentioned invalid period elapses, during which the tailing coefficient value K2 is kept at the value 0. It will be.
- the tailing coefficient K2 and the ineffective period counter Td2 are both used to avoid a sudden change in the in-cylinder combustion state at the time of mode transition and to reduce the driver It aims to improve.
- the ECU 70 executes steps S55 and S57, and calculates the provisional target air-fuel ratio correction coefficient Kaft and the volumetric efficiency EV by the following equation (F3), Each is calculated by (F4).
- Kaft (1 -K2) * Kaf + K2 * Kaf ... (F3)
- Kaf and Ev ' are the target air-fuel ratio correction coefficient value and the volume efficiency that were calculated last during the late lean mode control, and are shown in FIG.
- the values were stored as the Kaf value and the EV 'value at the time of the last execution of step S21.
- the Kaf and EV of the last term on the right side of each equation are set respectively during execution of S-FZB mode control, and Kaf The value is a value set according to the output value of 02 sensor 40.
- the tentative target air-fuel ratio correction coefficient value Kaft and the volumetric efficiency value EV are calculated in the previous period during the period when the coefficient value K2 is 0 (invalid period from time to to tl shown in Fig. 27).
- the coefficient value is kept at the value set last in the late lean mode control, and the coefficient value K2 is maintained while the coefficient value K2 increases from 0 to 1.0. Is set to the value set by the weighting according to, and when the coefficient value K 2 reaches the value 1.0, it is set to the value calculated for the S-FZB mode control. .
- the target air-fuel ratio correction coefficient value Kaf changes as described later, and the volumetric efficiency Ev is calculated as shown in FIG. As shown in Fig. 7, the value gradually changes linearly from time 11 to time t4, and is kept at the value calculated by the S-FB mode after time t4. That is.
- step S60 of FIG. 20 the ECU 70 determines that the boost pressure delay counter CNT2 has reached the value 0 by the countdown processing described below. Determine whether the countdown has occurred. If the boost pressure delay counter value CNT 2 has not yet been counted down to the value 0 (the determination result in step S60 is negative), step S 6 Execute 1 to rewrite the target average effective pressure Pe to the value Pe ', and change the value set last during the late lean control to the predetermined This is the period from the time point to to the time point t2 shown in Fig. 27).
- Initial value XN The period corresponding to 2 is set in relation to the delay in the rise of the boost pressure with respect to the opening operation of the throttle valve 28. Set for the specified number of strokes of gin 1. The switching of the map for calculating the target average effective pressure Pe is delayed by the boost pressure delay counter value CNT2.
- the count value of CNT 2 is calculated by the crank interrupt routine that is executed each time the specified crank angle position of each cylinder is detected, as shown in Fig. 25. , The value 1 is counted down.
- the power values of the power terminals CNT1 and CNT3 are similarly counted down to one.
- step S60 in FIG. 20 If the determination result of step S60 in FIG. 20 is affirmative (when the boost pressure delay period has elapsed), the target average effective pressure in FIG. 6 will be used in the subsequent S—FZB mode control. The value calculated from the map 70 will be used (after t2 in Fig. 27).
- step S62 it is determined whether or not the target target air-fuel ratio correction coefficient value Kaft calculated by the above equation (F3) is smaller than the value Xaf.
- the discrimination value X af is calculated in the engine combustion chamber 5 when the engine is controlled in the late lean mode using the target air-fuel ratio correction coefficient value Kaf of this value. This is a value at which the risk of a litchi misfire occurs, which is equivalent to approximately 20 (the theoretical air-fuel ratio of 14.7) in terms of the overall air-fuel ratio. That is, if the target air-fuel ratio correction coefficient value Kaf is smaller than the value Xaf, the engine output is adjusted by adjusting the fuel injection amount in the late lean mode.
- the target target air-fuel ratio correction coefficient value Kaft reaches the value Xaf (until time t3 shown in Fig. 27), the target air-fuel ratio correction coefficient value Kaf Is set to a value corresponding to the Tering coefficient K 2, that is, a provisional target air-fuel ratio correction coefficient value Kaft (step S 63). Then, in order to continue executing the late lean mode control, the ignition timing T ig is held at the last value T ig ′ set in the late lean mode (step S6). 4), the fuel injection end period T end is also held at the last value T end 'set in the late lean mode (step S65).
- step S22 of FIG. 16 After resetting each combustion parameter value in this way, the above-described step S22 of FIG. 16 is executed, and the energy in the late lean mode is set. Engine control is performed.
- the determination result of step S62 becomes negative, and Skip to Step S63 or Step S65, and go to Step S66.
- the target air-fuel ratio correction coefficient value Kaf and the fuel injection end period Tend are the earliest provisional target air-fuel ratio correction coefficient value Kaft and the last calculated in the late lean mode processing.
- the value calculated by the S — FZB mode is used as it is, without being rewritten to the value T end ′ of. In this case, it can be determined from the change in the correction coefficient value at time t3 in Fig. 27.
- the target air-fuel ratio correction coefficient value Kaf suddenly changes to a suitable value corresponding to a value near the stoichiometric air-fuel ratio in the S-FZB mode, and at this point in time, To shift to S-F / B mode. That is, when the air-fuel ratio reaches a value (approximately 20) corresponding to the Litz misfire limit X af value in the late lean mode control, the air-fuel ratio falls between the value 20 and the stoichiometric air-fuel ratio. Rather than gradually changing, it is suddenly changed to near the stoichiometric air-fuel ratio in the S-FZB mode. Along with this, the fuel injection end period T end is also changed to a value suitable for S-FZB mode control (at time t3 in Fig. 27).
- step S66 the current engine operation state corresponds to either the previous term lean mode included in the previous mode or the S-F / B mode included in the previous mode. Is determined, and different engine control is performed according to the determination result.
- step S67 is executed, and the ignition timing Tig is calculated by the following equation ( Replaced by the value calculated by F5).
- R2 (K2) is the amount of retard set to prevent a sudden change in the engine output due to the mode transition.
- the ignition timing Tig changes as shown from the time point t3 to the time point t4 in FIG. You. By controlling the ignition timing Tig in this way, a sudden increase in output due to the start of the s-F / B mode control is prevented.
- step S48 in FIG. 18 is executed, and engine control is performed in the previous injection mode.
- Step S58 it is determined whether the first-period mode control should be performed in the first-period lean mode or the S-FB mode, and a different control is performed according to the determination result. Is executed. Subsequently, when the S—FB mode is determined, the ECU 70 proceeds to step S70 in FIG. 21 and shifts to the second-stage lean mode control or the first-stage lean mode. Prepare for transition to single-handed control.
- the control variables for the migration include the invalid period counter Td1 and the EGR delay counter CNT1, and the former counter T dl has the target average effective pressure P
- the value f 2 (N e, P e) set in accordance with e and the engine speed N e is set to the value XN 1 as the initial value in the latter power sensor CNT 1. It is set.
- control in the S-FZB mode is repeated, and step S70 is repeated. Each time it is executed, it is updated to a new value.
- step S70 When the initial values of the control variables and the like are set in step S70, the process proceeds to step S72, in which the lean mode is changed from the previous term lean mode to S-F / B mode. It is determined whether or not the tailing coefficient value KL used in the transition control is 1.0. Now that the transition to the S-FZB mode has been completed and the control of that mode has been performed, the coefficient value KL is 1.0, and the control jumps over step S73. Proceed to step S74. In step S74, the count value of an EGR delay counter CNT3 described later is determined. This count C N T 3 is always counted down by the crank interrupt routine shown in Fig. 25 described above.
- step S74 the determination result in step S74 is also negative, and the process skips step S75. Then, the process proceeds to step S48 in FIG. 18 described above, and the control in the previous injection mode is executed. Steps S73 and S75 will be described in the later-described transition control from the lean mode to the S-FZB mode.
- step S 1 in FIG. 14 if the engine operation in the late lean region is determined during the S—FZB mode control (at time 16 in FIG. 27), Tering coefficient in S2 Kl is set to the value 0. Then, in step S10 in FIG. 15, a request to shift to the late mode was determined, and in step S12 described above, calculation of various combustion parameters and the like was performed. Thereafter, step S20 of FIG. 16 is performed to determine whether K1 is equal to the value 1.0. Immediately after the late lean mode is determined, since the tailing coefficient value K1 is the value 0 as described above, the determination result of step S20 is negative, and the Execute the steps from step S24 to execute the transition process from S-FZB mode to the late lean mode.
- the telecommunication coefficient K1 has a value of 1.0 when the transfer processing is completed, but until then, the timer multiplication shown in FIGS. 23 and 24 described above has been repeated. In this case, a small value ⁇ K 1 smaller than the value 1.0 is sequentially added, and the coefficient value K 1 is maintained until the tailing coefficient value K 1 reaches the value 1.0. The corresponding migration process is performed.
- step S24 it is determined whether the invalid period counter Td1 has a value of 0, that is, corresponds to the initial value f1 (Ne, Pe) of the counter Tdl. It is determined whether the invalidation period has elapsed.
- the initial value fl (N e, P e) of the counter T dl depends on the execution of the above-described step S70 in FIG.
- the count value Td1 at the time when this step S24 is executed immediately after the mode transition is set to the initial value f1 (N e , P e). Accordingly, the result of the determination in step S24 is negative, and the process proceeds to step S25, in which the predetermined value ⁇ dl is subtracted from the count value Tdl.
- Tailing coefficient value K in step S26 Reset 1 to value 0. Then, these steps S 25 and S 26 are repeatedly executed until the above-mentioned invalid period elapses (from time t6 to time t7 in FIG. 27). The tailing coefficient value K 1 will be kept at the value 0.
- the ECU 70 executes step S28 and step S30 in FIG. 17 to calculate the provisional target air-fuel ratio correction coefficient value Kaft and the volumetric efficiency EV by the following equation. Computed by (F6) and (F7) respectively.
- Kaft (1 -K1) * Kaf + K1 * Kaf ... (F6)
- K af and E v ′ are the target air-fuel ratio correction coefficient values and the volume efficiency calculated last in the S—FZB mode control, and represent the step S 70 in FIG. 21 described above. They were stored as the Kaf value and EV 'value at the time of the last execution. The Kaf and EV in the last term on the right side of each equation are used in the latter lean mode processing. These are calculated values.
- the value of the target air-fuel ratio correction coefficient Kaft and the volumetric efficiency value EV becomes: It is set to a value set by weighting according to the value K1, and when the coefficient value K1 reaches the value 1.0, it is set to a value calculated by the late lean mode. This will be.
- the tailing coefficient value K1 is As shown in FIG.
- the target air-fuel ratio correction coefficient value Kaf at the time of the mode change changes as described later, and the volumetric efficiency EV changes from the time t7 to the time tlO in FIG. As shown, the value gradually changes linearly, and after 110, the value is held at the value calculated by the late lean mode.
- the ECU 70 proceeds to step S31 in FIG. 17 and determines whether or not the EGR delay counter CNT1 has counted down to the value 0.
- the counter CNT 1 is provided for the purpose of delaying the EGR control in the late lean mode, so that the S-FZB mode power is used to introduce a large amount of EGR. Prevents excessive EGR status during transition control to lean mode. If the EGR delay count value CNT1 has not yet been counted down to the value 0, execute step S32 to open the valve of the EGR knob 45.
- legr is rewritten to the value Legr ', and the value set last in the S-FZB mode control is maintained for a predetermined period (a period corresponding to the initial value XN1 of the counter, as shown in FIG. 27). (period from time t6 to time t9).
- the period corresponding to the initial value X N 1 is set in consideration of delaying the shift of the EGR amount to a value suitable for the late lean mode.
- step S31 If the determination result of step S31 is affirmative (when the EGR delay period has elapsed), the aforementioned step S32 is skipped, and the subsequent lean mode control is performed. For this, the value calculated by the EGR amount setting means 70 p in FIG. 6 will be used (after point 19 in FIG. 27).
- step S34 it is determined whether or not the provisional target air-fuel ratio correction coefficient value Kaft calculated by the above equation (F6) is smaller than the value Xaf. As described in step S62 of FIG. 20, this discrimination value X af is a value at which misfire occurs if the fuel is rich in the late lean mode, that is, the air-fuel ratio.
- the target air-fuel ratio correction coefficient value Kaf is smaller than the value Xaf, the engine output is controlled by adjusting the fuel injection amount in the late lean mode. This means that it is possible, and the determination in step S34 determines whether or not it is OK to start the late lean mode. If the target air-fuel ratio correction coefficient value Kaf is equal to or larger than the value Xaf, the S-FB mode control is continuously executed.
- step S34 determines whether the provisional target air-fuel ratio correction coefficient value Kaft reaches the value Xaf (from time t7 to time t8 shown in Fig. 27).
- the ECU 70 rewrites the injection end period T end to the last value T end 'calculated in the S-FZB mode processing in step S 40 in FIG. 18). , And keep this value.
- the transition request determination is performed. It is determined whether or not the correction coefficient value Kaf set and stored immediately before is smaller than the value 1.0.
- the correction coefficient Kaf is always set to a value smaller than 1.0. If the determination result in step S42 is negative, that is, if the control mode before the determination of the shift request is the S-F / B mode, step S46 is performed. In this case, the target air-fuel ratio correction coefficient value Kaf is held at the value Kaf 'immediately before the shift request is determined. Then, the adjustment of the engine output by continuously executing the S-FZB mode control is controlled by the ignition timing, and the process proceeds to step S47. Then, the ignition timing Tig is replaced with a value calculated by the following equation (F5).
- R1 (K1) is the amount of retardation (second correction coefficient) set to prevent the output from changing suddenly when the mode is changed.
- the tailing coefficient value (first correction coefficient) is set to a value such that the retardation gradually increases as a function of K1. Is set, and set to the maximum retard amount at time t8. Then, when the transition to the late lean mode is completed (after time t8 in FIG. 27), R 1 (K1) is set to the retard amount 0. In this way, as the timing for shifting to the late lean mode (at time t8 in FIG. 27) approaches, the amount of ignition timing retard is increased and the engine is increased. Adjust the output to prevent sudden output changes due to the start of late lean mode control.
- step S48 is executed, and engine control is performed in the first injection mode.
- step S42 of FIG. 18 the control mode before the transfer request was determined was the previous lean mode. If the judgment is made (if the judgment result is affirmative), the ECU 70 executes steps S43 and S44, but both steps S43 and S44 are executed in the previous period. This is executed at the time of transition from the lean mode to the late lean mode, and details thereof will be described later.
- step S34 in FIG. 17 if the tailing coefficient value K1 increases and the provisional target air-fuel ratio correction coefficient value Kaft falls below the discrimination value Xaf, The determination result of step S34 in FIG. 17 is affirmative, and the steps S40, S46, and S47 described above are not performed, and the steps are performed. Proceed to S36.
- the target air-fuel ratio correction coefficient value Kaf corresponds to the value near the stoichiometric air-fuel ratio in the S-FZB mode.
- the value changes from a value suitable for that mode to a value that is suitable for the late lean mode and does not cause a risk of misfiring in a step at a stretch.
- Move to clean mode That is, the engine output gradually adjusted by the ignition timing adjustment during the mode transition control can be obtained at the air-fuel ratio of about 20 at the limit misfire limit in the late lean mode control.
- the target air-fuel ratio is suddenly changed to the limit misfire limit air-fuel ratio in the late lean mode.
- the injection end period T end and the ignition timing T ig are also changed to values suitable for the late lean mode control (at time t8 in FIG. 27).
- step S22 in FIG. 16 is executed, and engine control is performed in the late lean mode.
- step S20 in FIG. 16 The determination result in step S20 in FIG. 16 described above is affirmative (Yes).
- the engine in the second lean mode is set in step S22. Control is performed, and steps S21 and S22 are repeatedly executed.
- step S6 When the engine operation state changes and there is a request to shift from the late lean mode to the early lean mode, the engine stops at step S6 in FIG. 14 described above.
- the coefficient K 2 is set to the value 0 as shown in Figure 26 (at time t20 in Figure 28).
- ECU 70 determines the previous mode in step S10 of FIG. 15 and then executes step S14 to execute S-FZB as described above.
- various combustion parameters P e, K af, T ig, T end, Legr, E v, etc. are calculated.
- the target average effective pressure Pe corresponds to the intake pipe pressure Pb and the engine speed Ne based on the target average effective pressure map 70r, which is the second calculation map. It is calculated as follows.
- the data of the target average effective pressure Pe is used as the target air-fuel ratio calculation map 70 j, the injection end timing setting means 70 m, the ignition
- the target A / F, Tend, Tig are supplied to the timing setting means 70 n and the EGR amount setting means 7 Op, respectively, using a map corresponding to the operating state of the lean mode in the previous term.
- Legr is calculated.
- Ev is calculated based on the target average effective pressure Pe data.
- step S50 the process proceeds to step S50 in FIG. 19, and the teiling coefficient ⁇ 2 has a value of 1.0. Determine whether or not.
- this tailing coefficient ⁇ 2 is set to a value of 0 immediately after the request for the transition to the previous term lean mode, and accordingly, the stepping factor is set to 0.
- the determination result of S50 is ⁇ , and the process from step S51 is executed to perform the transition process from the latter lean mode to the earlier lean mode. .
- step S51 whether the invalid period count Td2 is equal to 0 is determined in the same manner as in the case of the transition control from the late lean mode card to the S—FZ ⁇ mode. That is, it is determined whether or not the invalid period corresponding to the initial value f 2 (N e, P e) of the counter ⁇ d2 has elapsed.
- Initial value of T d2 f 2 (N e, Pe) are set by the execution of step S21 in FIG. 16 described above, and immediately after the mode change request, the initial value f2 (Ne, Pe) is set. be equivalent to. Accordingly, the determination result of step S51 is negative, and the flow advances to step S52 to subtract the predetermined value ATd2 from the force counter value Td2.
- step 53 the teling coefficient value ⁇ 2 is reset to the value 0, and these steps S52 and 53 are performed during the invalid period (at time t20 shown in FIG. 28). This is repeated until the time from the time t21 to the time t21 elapses, during which time the tailing coefficient value K 2 is kept at the value 0.
- the target air-fuel ratio correction coefficient value Kaft and the volumetric efficiency value EV are the previous values during the period when the coefficient value K2 is 0 (ineffective period from t20 to t21 shown in Fig. 28). In other words, it is held at the value calculated last in the late lean mode processing, and when the value of the coefficient value K 2 increases, it is set to a value set by weighting according to the K 2 value When the coefficient value K 2 reaches the value 1.0, the coefficient value is set to the value calculated by the lean mode processing in the previous period.
- the target air-fuel ratio correction coefficient value Kaf and the volumetric efficiency Ev at the time of the mode transition are calculated as shown in FIG.
- the value gradually changes linearly from the time point to the time point t24, and after the time point t24, the value is maintained at the value calculated by the lean mode in the previous period.
- the ECU 70 determines the boost pressure delay count value CNT 2 in the above-described step S60 of FIG. 20 and determines the boost pressure delay count value CNT 2. If has not yet been counted down to the value 0 (the determination result of step S60 is negative), execute step S61 to execute the target average effective pressure.
- step S60 If the determination result of step S60 is affirmative (when the boost pressure delay period has elapsed), the target average effective pressure map shown in FIG. 6 is used in the subsequent lean mode control. The value calculated from step 70r will be used (after t22 in Fig. 27).
- step S62 it is determined whether or not the target target air-fuel ratio correction coefficient value Kaft calculated by the above equation (F3) is smaller than the value Xaf. If the target air-fuel ratio correction coefficient value Kaf is smaller than the value Xaf, the target air-fuel ratio correction coefficient value Kaft reaches the value Xaf (until t23 shown in Fig. 28). ), The target air-fuel ratio correction coefficient value Kaf is set to a value corresponding to the tailing coefficient K2, that is, the provisional target air-fuel ratio correction coefficient value Kaft (step S63). Then, in order to execute the late lean mode control, the ignition timing T ig is set according to the latter lean mode. The calculated last value Tig 'is held (step S64), and the injection end period Tend is also held at the last value Tend' calculated by the late lean mode. (Step S65).
- step S22 in FIG. 16 After resetting each combustion parameter value in this way, the above-described step S22 in FIG. 16 is executed, and the engine control in the late injection mode is performed. Done.
- the transition control from the late lean mode to the S-FZB mode is the same as the transition control from the late lean mode to the previous lean mode.
- the control different from the shift control to the S-FZB mode is performed as follows. Be executed.
- the air-fuel ratio is set to a value that is leaner than the stoichiometric air-fuel ratio and richer than the rich misfire limit value in the second lean mode. can do . Therefore, the engine output can be controlled by adjusting the air-fuel ratio, and a sudden change in the output at the time of transition can be prevented. Then, if the provisional target air-fuel ratio correction coefficient value Kaft exceeds the discrimination value Xaf, and the discrimination result in step S62 becomes negative, the process proceeds to step S66.
- steps S68 and S69 are executed, and the target air-fuel ratio correction coefficient value Kaf and the ignition timing T ig is calculated.
- the target air-fuel ratio correction coefficient value Kaf is rewritten to the above-mentioned provisional target air-fuel ratio correction coefficient value Kaft, and the ignition timing Tig is replaced with a value calculated by the following equation (F9). . Therefore, the target air-fuel ratio correction coefficient value Kaf is Even if the provisional target air-fuel ratio correction coefficient value Kaft exceeds the aforementioned discrimination value Xaf, the value is set to a value corresponding to the tailing coefficient value K2, and gradually increases as shown in Fig. 28. When the K2 value reaches the value 1.0, it shifts to the value calculated by the lean mode in the previous term.
- the retard amount R 2 (K2) used for the transition control to the S-FZB mode is not set, and the ignition timing T ig is set to the tail. It is set to a value corresponding to the coefficient K 2.
- the ignition timing Tig changes suddenly at time t23, and thereafter gradually changes toward a value suitable for the first-half lean mode control, and at time t24. After that, when the transition to the previous term lean mode is completed, it is set to the value calculated in the previous term lean mode.
- the injection end period Tend is set to the previous term because the above-described step S65 is not executed.
- the value calculated in the mode processing is used as it is.
- the previous term lean mode control is executed when the target target air-fuel ratio correction coefficient value Kaft exceeds the discrimination value Xaf. in injection end time T end is shifted immediately to the value calculated by the previous period rie Nmo de (hereinafter t23 time point of FIG. 28), the ignition timing T i g is te one Li in g coefficient values K According to 2 And gradually increase (between t23 and t24 in Fig. 28).
- step S48 in FIG. 18 is executed, and the engine control is performed in the previous injection mode. .
- Step S58 is executed.
- Preparations for the transition include setting the initial values of the control variables for the transition, and various correction factors Kaf and combustion parameter values Tig and Tend calculated in the current control mode. , EV, target average effective pressure Pe, etc. are stored.
- the control variables for the transition include the invalid period counter T dl and the EGR delay counter CNT 3 described later.
- the value f 1 (N e, P e) set according to the pressure Pe and the engine rotation speed Ne is set to the initial value XN 3 for the latter counter CNT 3, respectively. Is set.
- Each of these transition control variables, etc. has a new value each time the control in the previous-period lean mode is repeated and step S80 is repeated and executed. Will be updated to.
- the EGR delay used in the transition control from the S-FNOB mode to the late lean mode described above is used.
- the initial value of CNT1 is not set.
- step S82 the transition control from S-FB mode power to the previous lean mode is performed. It is determined whether or not the tailing coefficient value KS to be used is the value 1.0. Since the transition to the previous term lean mode has now been completed and the control in the previous term lean mode is being performed, the coefficient value KS is 1.0 and the step S84 Then, the process proceeds to step S48 in FIG. 18 described above, skipping S86 and S86, and the control in the previous injection mode is executed. The skipped steps S84 and S86 are executed during the transition control from S-FZB mode to the previous term lean mode, and the details thereof will be described later.
- step S1 in FIG. 14 If it is determined in step S1 in FIG. 14 that the engine operation state has changed during the first-half lean mode control and a request to shift to the second-half lean mode has been made ( At time t25 in FIG. 28), the value 0 is set to the tailing coefficient K1 in step S2. If it is determined in step S10 of FIG. 15 that the current engine operation state corresponds to the late mode, the above-described step S12 is executed. After calculation of various combustion parameter values and the like, it is determined in step S20 in FIG. 16 whether or not K1 is equal to the value 1.0. Immediately after the late lean mode is determined, the tailing coefficient value K1 is 0, so the result of the determination in step S20 is negative, and the step Step S24 and subsequent steps are executed to perform the transition processing from the first lean mode to the second lean mode.
- step S24 it is determined whether or not the invalid period counter Td1 is ⁇ 0, that is, the invalid period corresponding to the initial value f1 (Ne, Pe) of the counter Tdl is determined. Determine if it has elapsed.
- the initial value f 1 (N e, P e) of the countdown time T dl is obtained by executing the above-described step S80 in FIG. 22 during the lean mode control immediately before the transition.
- the count value Td1 at the time when this step S24 is executed immediately after the mode transition is set to the initial value f1 (N e , P e).
- step S24 determines whether the result of the determination in step S24 is negative, and the process proceeds to step S25, in which the predetermined value ⁇ dl is subtracted from the count value Tdl.
- step S26 reset the tailing coefficient value K1 to the value 0. Then, these steps S25 and S26 are repeatedly executed until the above-mentioned invalid period elapses (until t26 in FIG. 28). The ring coefficient value K 1 will be held at the value 0.
- the ECU 70 executes step S28 and step S30 in FIG. 17 to obtain the provisional target air-fuel ratio correction coefficient value Kaft and the volumetric efficiency EV.
- the preceding equations (F6) and (F7) are the target air-fuel ratio correction coefficient value and the volumetric efficiency, respectively, that were calculated last in the lean mode processing in the previous period.
- the last execution of step S80 in FIG. 22 was performed, the values were stored as the Kaf value and the EV 'value. It is a thing.
- the target target air-fuel ratio correction coefficient value Kaft and the volumetric efficiency value EV are calculated during the period when the coefficient value K1 is 0 (the invalid period from t25 to t26 shown in Fig. 28). ),
- the previous value that is, the value calculated last for the lean mode control in the previous period, is held, and when the coefficient value K1 increases, the weight is set according to the K1 value.
- the coefficient value K1 reaches the value 1.0, it is set to the value set during the late lean mode control. Due to the above-described change in the tailing coefficient value K1, the target air-fuel ratio correction coefficient value Kaf and the volumetric efficiency EV at the time of the mode transition are changed from time t26 to time t29 in Fig. 28.
- the value gradually changes linearly as shown between the time points, and after time t29, the value is maintained at the value set by the late lean mode processing.
- step S31 of FIG. 17 the ECU 70 determines whether the EGR delay counter CNT1 has counted down to the value 0 or not. .
- This countdown CNT 1 is provided to delay the EGR control in the late lean mode, so that a large amount of EGR is introduced from the early lean mode. Prevents excessive EGR during transition control to lean mode. If the EGR delay counter value CNT1 has not yet been counted down to the value 0, execute step S32 to execute the valve opening of the EGR knob 45. Rewrite Legr to the value Legr ', and change the last value set during the previous lean mode control to a predetermined period (the period corresponding to the initial value XN1 of the counter.
- step S31 Period from t25 to t28 shown in Hold immediately after.
- the period corresponding to the initial value XN 1 is set in consideration of delaying the transition of the EGR amount to a value suitable for the late lean mode. If the determination result of step S31 is affirmative (when the EGR delay period has elapsed), the above-described step S32 is skipped, and the subsequent lean mode is performed.
- the value calculated by the EGR amount setting means 7 Op in FIG. 6 is used for control (after t28 in FIG. 28).
- step S34 it is determined whether or not the provisional target air-fuel ratio correction coefficient value K aft calculated by the previous equation (F6) is smaller than the value X af, and a later-stage reset is performed. Determine if it is OK to start the run mode. If the determination result in step S34 is negative and the target air-fuel ratio correction coefficient value Kaf is equal to or larger than the value Xaf, the lean mode control is continuously executed in the previous period. In other words, the period during which the determination result of step S34 is negative, that is, until the target target air-fuel ratio correction coefficient value Kaft reaches the value Xaf (from time t26 shown in FIG. 28). From time t27 to t27), in step S40 in Fig.
- the ECU 70 calculates the injection end period Tend as the last value calculated using the previous term lean mode. Rewrite to T end 'and keep this value (the period from 26 o'clock to t27 shown in Fig. 28). In order to determine whether the control mode before the transfer request was determined was the previous lean mode or the S-FZB mode, immediately before the transfer request determination. It is determined whether or not the correction correction coefficient value Kaf set and stored in is smaller than the value 1.0.
- step S42 Since transition from the previous lean mode is under control, The current discrimination result of step S42 is affirmative, and in step S43, the target air-fuel ratio correction coefficient value Kaf is rewritten to the provisional target air-fuel ratio correction coefficient value Kaft. Is Then, the ignition time Tig is replaced with a value calculated by the following equation (F10) according to the tailing coefficient value. As a result, the target air-fuel ratio correction coefficient value Kaf and the ignition timing Tig correspond to the tailing coefficient value K1, as shown from the time point t26 to the time point t27 in Fig. 28. Change gradually.
- the amount of R1 (K1) was set to prevent the output from changing suddenly during the shift. F10) does not include the retard amount R1 (K1).
- the output control is performed by adjusting the air-fuel ratio, and accordingly, the amount of return R 1 ( ⁇ 1) is reduced. There is no need for such correction, and the ignition timing T ig is set to a value corresponding to the tailing coefficient value 1.
- step S48 is executed, and engine control is performed in the previous injection mode.
- step S34 in FIG. 17 the determination result in step S34 in FIG. 17 is affirmative. Therefore, the process proceeds to step S36 without executing steps S40 and S44 described above.
- step S22 in FIG. 16 is executed, and engine control is performed in the late injection mode.
- step S 20 When the teering coefficient value K1 gradually increases to reach the value 1.0, the transition to the late lean mode is completed, and the steps shown in FIG.
- the determination result in S 20 is affirmative (Yes), and after performing the preparation for shifting to the first-half mode control in step S 21, the operation proceeds to step S 2.
- the engine control is performed in the second injection mode of step 2, and thereafter, steps S21 and S22 are repeatedly executed.
- the teling coefficient KL is set to the value 0 as shown in FIG. 26 in step S8 of FIG. 14 described above (see FIG. 26). (At time t30 in Fig. 29).
- the ECU 70 determines the previous mode in step S10 of FIG. 15 and then proceeds to step S14 to execute the various combustion paths described above.
- the lame values Pe, Kaf, Tig, Tend, Legr, Ev, etc. are calculated.
- step S50 determines whether or not the tailing coefficient K2 has a value of 1.0. .
- This tailing coefficient value K 2 is a harm that has a value of 1.0 because this loop is a loop immediately after the request for transition from the previous lean mode to the S-F / B mode. Then, the determination result of step S50 becomes affirmative, and the process proceeds to step S58.
- the ECU 70 proceeds to step S70 in FIG. Prepare for transition to lean mode control or transition to lean mode control in the previous term. Then, after preparing for the migration, proceed to step S72.
- step S72 Is negative, and in step S73, the volumetric efficiency Ev is calculated based on the following equation (F11).
- the above equation (F11) is similar to the above equation (F4), and E v ′ is the last calculated volume efficiency in the lean mode control in the previous period. This is the value that was stored as the value Ev 'when the last execution of step S80 was performed. E V in the last term on the right side of the above equation is the value calculated in this S-FZB mode processing.
- the volumetric efficiency value EV is set to a value set by weighting according to the KL value when the value of the coefficient value KL increases.
- the coefficient value KL reaches the value 1.0, it is set to the value calculated by the S-F-NOB mode processing. Due to the above-described change in the tailing coefficient value KL, the volumetric efficiency EV at the time of the mode transition gradually increases linearly as shown from the time point t30 to the time t32 in FIG. The value is changed, and after t32, the value is held at the value calculated by the S-F / B mode.
- step S74 of FIG. 21 the ECU 70 determines whether or not the EGR delay count CNT 3 has counted down to the value 0 in step S74 of FIG. .
- the counter CNT 3 is designed to delay the EGR control in the S-FZB mode, so that the control at the time of the mode transition is stabilized. It is planned.
- the counter value CNT 3 is reset to the initial value XN 3 in step S80 of FIG. 22 described above.
- the crank angle sensor 17 detects a predetermined crank angle position, it is reset and the routine of the interrupt routine shown in Figure 25 is executed. Step S100 has been executed and power down has been performed.
- step S74 If the determination result in step S74 is negative, that is, if the EGR delay period (the period corresponding to the initial value XN3 shown from the time t30 to the time t31 in FIG. 29) has not elapsed.
- the valve opening Legr of the EGR knob 45 is set to the previous value, that is, the value Legr 'at the time of the previous lean mode control executed immediately before the determination of the shift to the S-FZB mode. .
- This value Legr ' is stored and updated each time step S80 in FIG. 22 described above is executed. It is new.
- the determination result in step S74 is positive, that is, when the period corresponding to the initial value XN3 has elapsed (after point 31 in FIG. 29), the valve opening Legr is changed to the S—FZB mode.
- the value thus calculated is set, and the valve opening of the EGR valve 45 is controlled based on the set valve opening egr.
- the transition from the previous lean mode to the S-FZB mode is a transition in the same previous injection mode, and the map for calculating the target average effective pressure P e is as follows. The same map is used (see Figure 29).
- the target air-fuel ratio correction coefficient value Kaf, the fuel injection end period Tend, and the ignition timing Tig are Immediately at time t30 when the mode change request is determined, the values are switched to the values calculated by the S-FZB mode (see Fig. 29).
- step S48 in FIG. 18 described above the control in the previous injection mode is executed.
- step S6 the ECU 70 changes the tailing coefficient value KS by executing step S6 in FIG. 14 and the control rule shown in FIG. 26. Set to the value 0 according to.
- step S50 the calculation of various combustion parameters and the like is performed in step S14. Proceed to step S50 in FIG.
- step S50 Determines whether the tailing coefficient value K 2 is equal to 1.0 or not. This time, the loop has determined a request to shift from the S-F ⁇ ⁇ mode to the previous lean mode.
- step S58 it is determined that the control in the previous lean mode is requested, and the step S80 in FIG. 22 is executed.
- step S80 as described above, the initial values of the control variables for the transition are set in preparation for the transition to the late rein-mode control or the transition to S-FZB mode control. , And various correction coefficient values Kaf, combustion parameter values Tig, Tend, EV, target average effective pressure Pe, and the like calculated in the current control mode are stored.
- step S82 is used at the time of controlling the transition from the S-FZB mode to the previous lean mode. Determines whether the numerical value KS is 1.0 or not. The loop this time is immediately after the request to shift to the lean mode in the previous term is determined, and the tailing coefficient value KS has just been set to the value 0. The judgment result of S82 is negative. If the determination result of step S82 is negative, ECU 70 repeatedly executes steps S84 and S86, and executes step S84. In step S84, the volumetric efficiency Ev is calculated based on the following equation (F12).
- Ev (1 -KS) * Ev '+ KS * Ev ... (F12)
- the above equation (F12) is similar to the above equations (F11) and (F4).
- E v ′ is the volume efficiency finally calculated in the S—FZB mode
- E v ′ is the value obtained when the above-described step S 70 of FIG. 21 is executed last.
- v 'It is memorized as a value.
- E v in the last term on the right side of the above equation is the value calculated by the lean mode processing in the previous term.
- the volumetric efficiency value EV is set to a value set by weighting according to the KS value when the value of the coefficient value KS increases, and when the coefficient KS reaches the value 1.0, the lean mode in the previous term is set. It will be set to the value calculated by the processing. Due to the above-described change in the tailing coefficient value KS, the volumetric efficiency E v at the time of the mode transition changes during the period in which the tailing coefficient value KS changes from the value 0 to the value 1.0. Over time, the value gradually changes linearly as shown from the time point t34 to the time point t35 in Fig. 29, and after the time point t35, the value changes to the value calculated by the lean mode in the previous period. Will be retained.
- K af K af
- the tailing coefficient value KS is changed from the value 0 to the value 1.0.
- the target air-fuel ratio correction coefficient value The Kaf, ignition timing Tig, and fuel injection end timing Tend are switched to the values in the previous lean mode, at which point the transition to the previous lean mode control is completed. Become .
- the transition control from the S-FZB mode to the previous lean mode requires the combustion parameters to be monitored from the standpoint of preventing switching shocks.
- the change may be made gradually according to the coefficient value.However, if it is made to change gradually, the exhaust gas characteristics (particularly, NOX emission) may be deteriorated at the time of switching.
- the volumetric efficiency EV By changing the volumetric efficiency EV gradually, switching shocks are prevented, and when the volumetric efficiency EV reaches a value suitable for the lean mode in the previous term (tape).
- the target air-fuel ratio correction coefficient value Kaf, the ignition timing Tig, and the fuel injection end timing Tend are values that match the S-FZB mode. To the value that fits the lean mode in the previous period, REDUCE the generation to a minimum.
- the valve opening degree Legr of the EGR valve 45 is set to the previous term lean mode simultaneously with the judgment of the mode transition request. It is set to the calculated value (see time t34 in Fig. 29).
- S-F / B mode control in which the air-fuel ratio is controlled close to the stoichiometric air-fuel ratio, the emission of nitrogen oxides N ⁇ X is suppressed by the three-way catalyst 42 shown in Fig. 1. Is higher than the stoichiometric air-fuel ratio.
- the ECU 70 proceeds to step S48 in FIG. 18 and executes the process in the previous injection mode. Execute engine control.
- the map for calculating the target average effective pressure Pe is apparent from the comparison of the evening imaging charts shown in FIGS. 27 and 29.
- an invalid period (period corresponding to XN2) is provided to reduce the response delay of the intake pipe pressure Pb.
- S-FZB mode or the previous lean mode the mode transition was determined. The switch is made immediately at the point when it is done.
- a large amount of exhaust gas and bypass air is supplied to engine 1 by opening EGR valve 45 and ABV 27, resulting in an extremely large overall air-fuel ratio.
- At least one of the parameters that affect the combustion state in the combustion chamber must be at least one of the values that match the pre-switching mode, depending on the engine operating state.
- the switching shock is effectively prevented by changing to a value suitable for the post-switching mode with timing according to the mode before and after the switching.
- Fuel injection is performed in the first mode (previous mode) to ensure operating performance that requires engine output, such as acceleration operation and medium-high load, while the second mode (Late mode) Inject fuel to improve exhaust gas characteristics and fuel efficiency during low load operation.
- the parameter value is switched when a predetermined period has elapsed from the time of the mode switching request, thereby accurately preventing a switching shock.
- the specific parameter value at the time of mode switching is set to a value suitable for the mode before switching from a value suitable for the mode before switching based on the provisional correction coefficient value. While gradually changing at a predetermined change rate during the period, the other corrections are made according to the provisional correction coefficient value.
- the switching timing of other parameter values can be made to correspond to the change of the specific parameter overnight value. Accurate and control-free control is realized more easily.
- An accurate switching control is performed by changing the temporary correction coefficient value from the first predetermined value to the second predetermined value.
- the period required for the change from the first predetermined value to the second predetermined value is set according to the mode before and after the switching, and fine switching control is performed.
- the fuel injection amount that has the greatest effect on the combustion state in the combustion chamber is selected as a specific parameter, and the timing is determined by the temporary correction factor. Switch the fuel injection amount with to prevent a switching shock.
- the fuel injection amount is reduced until the temporary correction coefficient value reaches the reference value (for example, the rich misfire limit value).
- the coefficient value reaches the reference value, it is suddenly changed to a value suitable for the first sub mode.
- the provisional correction coefficient value reaches the litchi misfire limit value
- control of the engine in the second mode may cause a misfire. Therefore, the control is shifted to the first sub mode.
- the fuel injection amount is set to a value suitable for the first sub mode until the provisional correction coefficient value reaches the reference value.
- the provisional correction coefficient value reaches the reference value, the intermediate value corresponding to the provisional correction coefficient value between the value conforming to the first sub-mode and the value conforming to the second mode. After that, the value gradually changes from the intermediate value to the value suitable for the second mode after switching according to the provisional correction coefficient value.
- the fuel injection end timing is adjusted to the mode before switching Switch from the value that changes to the value that matches the mode after switching.
- the fuel injection end timing is switched at a timing associated with the fuel injection amount by the provisional correction coefficient value.
- the ignition timing is maintained at a value suitable for the second mode until the temporary correction coefficient value reaches the reference value, and the temporary correction coefficient value is set to the reference value.
- the value is switched to an intermediate value corresponding to the provisional correction coefficient value between the value conforming to the second mode and the value conforming to the first mode, and thereafter, the intermediate value is changed. Gradually switch to a value that matches the first mode.
- the ignition timing is changed from the value conforming to the first mode to the second mode until the provisional correction coefficient value reaches the reference value.
- the value is gradually changed in accordance with the provisional correction coefficient value toward a suitable value, and is switched to a value suitable for the second mode when the provisional correction coefficient value reaches the reference value.
- the ignition timing is always set to the optimum value, and therefore, combustion can be performed even in an extremely lean air-fuel ratio state, and the ignition timing is advanced.
- the engine output will decrease even if it is retarded.
- the ignition timing is adjusted to adjust the engine output. It is not possible.
- the engine output can be adjusted by adjusting the ignition timing.
- the engine output is increased by setting the air-fuel ratio to a value richer than the value set in the second mode, and the engine output is increased. Adjust engine output by angle control.
- the correction retard amount is changed from the second mode (the operation state in which the air-fuel ratio is set extremely lean) to the first sub-mode (the state in which the air-fuel ratio is operated at substantially the stoichiometric air-fuel ratio).
- the provisional correction coefficient value reaches the reference value, set it to the maximum lead value, and then, from the maximum return value, move toward 0 according to the provisional correction coefficient value. Gradually decrease.
- the ignition timing is further corrected by this correction retard amount to prevent a switching shock.
- the correction retard amount is gradually increased from 0 in accordance with the temporary correction coefficient value, and the temporary correction coefficient value is increased.
- the reference value set to the maximum retard value, and then set to zero.
- the ignition timing is further corrected based on the correction retard amount, and the engine output of the first sub-mode is gradually limited by the ignition timing retard control, and the second Switch to mode smoothly.
- the effective intake parameter value is set during the mode switching between the first mode and the second mode. Is gradually changed from a value suitable for the mode before switching to a value suitable for the mode after switching according to the provisional correction coefficient value. As a result, the effective intake parameter value is set according to the provisional correction coefficient value. Shifting the combustion state in the combustion chamber smoothly in accordance with the fuel injection amount to prevent switching shock.
- the exhaust gas circulation Switch when switching from the first sub-mode to the second sub-mode, from the viewpoint of improving exhaust gas characteristics (especially NOX), the exhaust gas circulation Switch to a value that matches the second submode.
- the mode is changed from the first sub mode (engine operation at approximately stoichiometric air-fuel ratio) to the second mode in which a large amount of exhaust gas is recirculated for the purpose of improving exhaust gas characteristics.
- the exhaust gas amount is changed to the second mode after a lapse of a predetermined period from the mode switching point in order to prevent the exhaust gas circulation amount at the time of the mode transition from being excessive and the switching shock to be prevented. Switch to a value that conforms to.
- the fuel injection amount is changed to a value (appropriate to the first sub-mode until the provisional correction coefficient value reaches the second predetermined value).
- the second sub-mode is adapted. Switch to the value (the value corresponding to the lean air-fuel ratio). For example, if the fuel injection amount is set based on the value of the effective intake parameter, the effective intake parameter value will be changed while the mode is switched between the first sub mode and the second sub mode.
- the value is gradually changed from a value suitable for the mode before switching to a value suitable for the mode after switching according to the temporary correction coefficient value, and the temporary correction coefficient value is changed to the second predetermined value.
- the fuel injection amount is switched from a value suitable for the first sub-mode to a value suitable for the second sub-mode.
- the fuel injection end timing or the ignition is performed during switching from the first sub mode to the second sub mode.
- the timing value is maintained at a value that conforms to the first sub-mode, and when the temporary correction coefficient value reaches the second predetermined value, the second Switch to a value that matches the sub mode.
- the exhaust gas circulation amount when the exhaust gas circulation amount is included in the parameter set value, the exhaust gas circulation amount is reduced when there is a request for switching from the first sub-mode to the second sub-mode. Switch to a value that matches the second submode. Since a response delay occurs until the exhaust gas circulation amount reaches a value suitable for the second sub mode, the exhaust gas Gas recirculation is performed simultaneously with mode switching from the viewpoint of improving exhaust gas characteristics (especially, NO x).
- the driver When switching from the second sub-mode to the first sub-mode is requested, the driver often intends to accelerate, and wishes to increase the engine output quickly. Yes. Therefore, when there is a request to switch from the second sub-mode to the first sub-mode, the fuel injection amount is switched to a value suitable for the first sub-mode. If the parameter value includes the fuel injection end timing or the ignition timing, the point at which there is a request to switch from the second sub-mode to the first sub-mode Use to switch each parameter value to a value suitable for the first sub mode. On the other hand, if the parameter value includes the exhaust gas circulation amount, it is assumed that the predetermined period has elapsed since the request for switching from the second sub mode to the first sub mode. In addition, the exhaust gas circulation amount is switched to a value suitable for the first sub mode, and the control at the time of the mode transition is stabilized.
- the mode is forcibly switched to the first mode to improve the responsiveness during acceleration.
- the mode is switched from the first mode to a required mode to improve the exhaust gas characteristics and the fuel consumption characteristics.
Description
Claims
Priority Applications (4)
Application Number | Priority Date | Filing Date | Title |
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DE19680474T DE19680474B4 (de) | 1995-05-16 | 1996-05-15 | Steuervorrichtung für einen Ottomotor mit Direkteinspritzung |
US08/765,924 US5960765A (en) | 1995-05-16 | 1996-05-15 | Control device for cylinder-injection and spark-ignition type internal combustion engines |
KR1019970700289A KR100205511B1 (ko) | 1995-05-16 | 1996-05-15 | 기통내분사형 불꽃점화식 내연엔진의 제어장치 |
SE9700098A SE520407C2 (sv) | 1995-05-16 | 1997-01-15 | Styranordning för en direktinsprutad, tändstiftsförsedd förbränningsmotor |
Applications Claiming Priority (2)
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JP14123195A JP3152106B2 (ja) | 1995-05-16 | 1995-05-16 | 筒内噴射型火花点火式内燃エンジンの制御装置 |
JP7/141231 | 1995-05-16 |
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WO1996036802A1 true WO1996036802A1 (fr) | 1996-11-21 |
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PCT/JP1996/001285 WO1996036802A1 (fr) | 1995-05-16 | 1996-05-15 | Dispositif de commande pour moteurs a combustion interne a injection et a allumage par etincelle |
Country Status (6)
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US (1) | US5960765A (ja) |
JP (1) | JP3152106B2 (ja) |
KR (1) | KR100205511B1 (ja) |
DE (1) | DE19680474B4 (ja) |
SE (1) | SE520407C2 (ja) |
WO (1) | WO1996036802A1 (ja) |
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KR100309859B1 (ko) * | 1997-06-03 | 2001-12-17 | 하나와 요시카즈 | 토크제어기를구비한엔진 |
US6167863B1 (en) | 1997-06-03 | 2001-01-02 | Nissan Motor Co., Ltd. | Engine with torque control |
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EP0889221A3 (en) * | 1997-07-04 | 2000-06-28 | Nissan Motor Company, Limited | Control system for internal combustion engine |
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US6161530A (en) * | 1997-07-04 | 2000-12-19 | Nissan Motor Co., Ltd. | Control system for internal combustion engine |
US6178945B1 (en) | 1997-07-04 | 2001-01-30 | Nissan Motor Co., Ltd. | Control system for internal combustion engine |
KR100308223B1 (ko) * | 1997-07-04 | 2001-12-17 | 하나와 요시카즈 | 내연기관용제어시스템 |
EP0890738A3 (en) * | 1997-07-08 | 2000-06-14 | Nissan Motor Company, Limited | Ignition and combustion control in internal combustion engine |
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EP0893596A2 (en) * | 1997-07-23 | 1999-01-27 | Nissan Motor Company, Limited | In-cylinder injection spark-ignition internal combustion engine |
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EP0893593A3 (en) * | 1997-07-25 | 2000-06-21 | Hitachi, Ltd. | Control apparatus for use in internal combustion engine performing stratified charge combustion |
EP0903485A3 (en) * | 1997-09-18 | 2000-08-30 | Toyota Jidosha Kabushiki Kaisha | Apparatus and method for controlling direct injection engines |
EP0916829B1 (de) * | 1997-11-13 | 2006-03-01 | DaimlerChrysler AG | Verfahren zum Betreiben eines Dieselmotors |
EP0922847A3 (en) * | 1997-12-09 | 2000-09-20 | Nissan Motor Co., Ltd. | Apparatus for controlling internal combustion engine |
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Also Published As
Publication number | Publication date |
---|---|
SE9700098L (sv) | 1997-03-14 |
KR100205511B1 (ko) | 1999-07-01 |
DE19680474B4 (de) | 2007-01-18 |
DE19680474T1 (de) | 1997-06-05 |
SE520407C2 (sv) | 2003-07-08 |
US5960765A (en) | 1999-10-05 |
KR970704959A (ko) | 1997-09-06 |
JP3152106B2 (ja) | 2001-04-03 |
JPH08312396A (ja) | 1996-11-26 |
SE9700098D0 (sv) | 1997-01-15 |
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