JP2020101134A - Control device for compression ignition engine - Google Patents

Abstract

To suppress combustion noise by proactively correcting the mode of pre-injection when combustion environmental factors vary.SOLUTION: A control device for a compression ignition engine executes pre-injection P1 and main injection P3 so that heat generation characteristics including a first peak HAp and a second peak HBp are obtained, and sets an interval Z between the first peak HAp and the second peak HBp to be such an interval that pressure waves generated by the combustion of fuels through the pre-injection P1 and the main injection P3, respectively, counteract each other. When a catalyst is determined to be not warmed up, the control device increases the retard amount of an intake valve closing timing relative to an intake bottom dead center, increases the injection amount of the pre-injection P1, and increases the advance amount of an injection timing for the pre-injection P1 relative to a compression top dead center, further than when the catalyst is determined to be already warmed up under the same engine load and speed conditions.SELECTED DRAWING: Figure 19

Description

The present invention relates to a control device for a compression ignition type engine that burns fuel injected from an injector into a combustion chamber by compression ignition.

Conventionally, as shown in Patent Document 1 below, in a compression ignition type engine in which fuel injected in multiple times by multi-stage injection is burned by compression ignition, the pressure rise rate of combustion by pre-injection (first fuel injection) It is known to set the interval between the peak of the pressure and the peak of the pressure rise rate of the combustion by the main injection (second fuel injection) to be 1/2 cycle of the frequency band at which the maximum combustion noise pressure level is reached. There is.

According to the technique of Patent Document 1, the pressure wave of the combustion by the pre-injection and the pressure wave of the combustion by the main injection cancel each other, so that the effect of sufficiently reducing the combustion noise can be expected.

JP, 2016-166587, A

Here, when the pre-injection with a premature injection timing is the premixed compression ignition combustion, the ignition occurs between the start of this pre-injection and the ignition of the fuel (combustion is started). There is a time lag called delay. This ignition delay fluctuates due to differences in combustion environment factors such as temperature and pressure inside the combustion chamber. When the ignition delay fluctuates, the peak occurrence timing of the pressure increase rate of combustion by pre-injection (or the peak delay that is the period from the start of pre-injection to the peak occurrence timing) also fluctuates, and as a result, each of pre-injection and main injection Since the interval between the peaks of the pressure rise rate of combustion deviates from the expected one, there is concern that combustion noise will increase.

As a method of coping with the above problem, it is conceivable to correct the injection timing of the main injection in accordance with the fluctuation of the combustion environment factor (the fluctuation of the ignition delay due to it). However, changing the injection timing of the main injection performed at a timing close to the compression top dead center has a large effect on the thermal efficiency and torque, which is not preferable.

The present invention has been made in view of the circumstances as described above, and it is possible to suppress combustion noise by leadingly correcting the pre-injection mode when the combustion environment factor changes. An object of the present invention is to provide a control device for a compression ignition type engine.

As a solution to the above problems, the present invention provides an injector for injecting fuel into a combustion chamber, an intake port and an exhaust port communicating with the combustion chamber, an intake valve for opening and closing the intake port, and a closing timing of the intake valve. A variable valve mechanism capable of at least changing the intake valve closing timing, an exhaust gas purification device for purifying exhaust gas discharged from the combustion chamber through the exhaust port, and fuel injected from the injector in the combustion chamber. A device for controlling a compression ignition type engine that burns by compression ignition, comprising: a fuel injection control unit that controls an injection amount and an injection timing of fuel by the injector; and a warm-up state of a catalyst incorporated in the exhaust gas purification device. A catalyst warm-up determination unit for determining and a valve timing control unit for driving the valve variable mechanism to variably set the intake valve closing timing are provided. Caused by the combustion of the fuel injected by the pre-injection, while causing the injector to perform the pre-injection for injecting the fuel on the corner side and the main injection for injecting the fuel during the combustion of the fuel injected by the pre-injection. The interval between the first peak of the heat release rate and the second peak of the heat release rate due to the combustion of the fuel injected by the main injection is such that the pressure waves generated by the combustion of the fuels of the pre-injection and the main injection are mutually The injection timings of the pre-injection and the main injection are set so that the intervals may cancel each other, and when the catalyst warm-up determination unit determines that the catalyst is not warmed up, the valve timing control unit and the The fuel injection control unit increases the retard angle amount with respect to the intake bottom dead center of the intake valve closing timing as compared with the case where it is determined that the catalyst has been warmed up under the same engine load and the same rotation speed. Controlling the valve variable mechanism, and controlling the injector so that the injection amount of the pre-injection increases and the advance amount of the injection timing of the pre-injection with respect to the compression top dead center increases. (Claim 1).

According to the present invention, the pre-injection and the main injection are performed so that the heat generation characteristics including the first peak and the second peak are obtained, and the interval between the first peak and the second peak is set to the pre-injection and the main injection. Since the pressure waves generated by the combustion of each fuel of the injection cancel each other, the sound pressure level of the combustion noise due to the pre-injection and the main injection can be effectively reduced by mutual interference. It is possible to realize a highly quiet combustion in which the combustion is sufficiently suppressed.

Further, when the catalyst is not warmed up, the retard amount with respect to the intake bottom dead center of the intake valve closing timing is increased and the injection amount of the pre-injection is increased as compared with the case where the catalyst is already warmed up. Since the injection timing is increased and the injection timing of the pre-injection is advanced, both warming up of the catalyst and suppression of combustion noise can be achieved.

That is, when the retard amount with respect to the intake bottom dead center of the intake valve closing timing is increased when the catalyst is not warmed up, the amount of air introduced into the combustion chamber and the effective compression ratio are decreased, and the cylinder pressure and the cylinder gas temperature are reduced. As a result, the combustion becomes slower. As a result, exhaust loss can be increased (exhaust gas temperature can be increased), and catalyst warm-up can be promoted. On the other hand, the decrease in the in-cylinder pressure and the in-cylinder gas temperature due to the retard control of the intake valve closing timing causes the occurrence timing of the first peak to be the target value (that is, the interval to the second peak is the desired interval). Since it is moved to the retard angle side from the time (at which it becomes), there is a concern that this may increase combustion noise. On the other hand, in the present invention, since the injection amount of the pre-injection is increased during the retard control of the intake valve closing timing, it is possible to correct the deviation of the generation timing of the first peak as described above. The interval between the first peak and the second peak can be maintained at the above-mentioned interval that is advantageous in terms of combustion noise. Furthermore, in addition to such correction correction of the pre-injection, the injection timing of the pre-injection is advanced, so that an increase in the peak height (deviation in the increasing direction) which is incidental to the correction of the deviation of the peak occurrence timing is prevented. It can be modified appropriately.

As described above, according to the present invention, even when the intake valve closing timing is retarded (the cylinder pressure and the cylinder gas temperature decrease) due to catalyst warm-up, the first peak and the second peak The distance from the peak can be set within an advantageous distance for combustion noise, and the height of the first peak can be prevented from rising excessively. As a result, it is possible to sufficiently suppress combustion noise and enhance the commercialability of the engine while increasing exhaust loss and promoting warm-up of the catalyst.

Preferably, the advance amount of the injection timing of the pre-injection with respect to the compression top dead center is set to a value such that the fuel injected by the pre-injection is premixed by compression ignition combustion, and the main injection is the main injection. It starts after the occurrence of the first peak due to the premixed compression combustion of the fuel injected by the pre-injection so that the fuel injected by the above-mentioned diffuse combustion.

According to this configuration, the type of combustion by the main injection that causes the second peak is diffusion combustion in which the period from the start of injection to the ignition (the ignition delay period) is difficult to be influenced by environmental factors. The generation timing can be definitely determined from the injection timing of the main injection. Therefore, by adjusting the injection amount/injection timing of the pre-injection while fixing the injection timing of the main injection, the interval between the first peak and the second peak is set to the desired interval (the combustion pressure waves cancel each other out). The noise suppression effect can be stably ensured.

Preferably, when the retard amount of the intake valve closing timing with respect to the intake bottom dead center is increased because the catalyst is not warmed up, the fuel injection control unit controls the intake valve closing timing by the retard angle. The amount of decrease in the in-cylinder pressure and the in-cylinder gas temperature that occurs is estimated, and the deviation from the target of the occurrence timing of the first peak caused by the decrease in the in-cylinder pressure and the in-cylinder gas temperature is estimated, and the estimated deviation is further estimated. The amount of increase in the injection amount of the pre-injection is set so that the above is corrected (claim 3).

More preferably, when the amount of retard angle with respect to intake bottom dead center of the intake valve closing timing is increased because the catalyst is not warmed up, the fuel injection control unit sets the injection amount of the pre-injection set. The deviation of the height of the first peak from the target is estimated based on the amount of increase in the injection amount, and the advance amount of the injection timing of the pre-injection is set so that the estimated deviation is corrected. 4).

According to these configurations, the increase amount and the advance amount of the pre-injection are properly calculated by the calculation so that the generation timing and height of the first peak that can both suppress the combustion noise and accelerate the warming up of the catalyst can be obtained. You can ask.

In the above configuration, more preferably, the fuel injection control unit is configured such that the advance amount of the injection timing of the pre-injection for correcting the height deviation of the first peak is greater than the predetermined crank angle for the pre-injection. When the value is calculated to be a large value that starts on the advance side, the pre-injection is divided into a plurality of times and executed (claim 5 ).

According to this configuration, the fuel injected by the pre-injection is supplied to an appropriate position in the combustion chamber (for example, inside the cavity provided on the crown surface) while the fuel penetration is weakened in a timely manner. By performing the injection divided into two times as the pre-injection, the homogenization of the air-fuel mixture in the combustion chamber can be promoted during the period from the start of injection to the ignition, and the injection timing is advanced. The same effect can be obtained. As a result, it is possible to appropriately correct the deviation of the first peak and achieve both suppression of combustion noise and promotion of catalyst warm-up while realizing clean combustion with a sufficient fuel air utilization ratio. it can.

As described above, according to the control apparatus for the compression ignition type engine of the present invention, when the variation of the combustion environment factor occurs, it is possible to suppress the combustion noise by actively correcting the pre-injection mode. it can.

FIG. 1 is a system diagram of a diesel engine to which the control device according to the present invention is applied. 2(A) is a perspective view of a crown portion of the piston of the diesel engine shown in FIG. 1, and FIG. 2(B) is a perspective view with a cross section of the piston. FIG. 3 is an enlarged view of the piston cross section shown in FIG. FIG. 4 is a cross-sectional view of the piston for explaining the relationship between the crown surface of the piston and the fuel injection axis of the injector. FIG. 5 is a time chart showing the timing of fuel injection and the heat release rate. FIG. 6 is a diagram schematically showing how the air-fuel mixture is generated in the combustion chamber. FIG. 7 is a block diagram showing the control system of the diesel engine. FIG. 8 is a graph showing an example of the target heat generation characteristics. FIG. 9(A) is a schematic diagram showing peaks of the heat release rate generated by each combustion by pre-injection and main injection, and FIG. 9(B) is a schematic diagram for explaining the pressure wave canceling effect. .. FIG. 10 is a diagram showing changes in the operation timing of the intake valve according to the warm-up state of the catalyst. FIG. 11 is a conceptual diagram for explaining combustion environment factors that affect the achievement of the target heat generation characteristics. FIG. 12(A) is a diagram showing a peak delay of pre-combustion due to pre-injection, FIG. 12(B) is a prediction model formula of the peak delay, and FIG. 12(C) is a calibration result of the prediction model formula. It is a figure of the tabular form shown. FIG. 13 is a graph showing the influence of variations in various parameters included in the prediction model formula of FIG. 12 on the peak delay. FIG. 14(A) is a tabular view showing the prediction result of the peak height of the pre-stage combustion, and FIG. 14(B) is a table showing the calibration result of the prediction model. FIG. 15(A) is a schematic diagram showing the influence of the fluctuation of the peak delay on the peak height, and FIG. 15(B) is a schematic diagram showing the influence of the fluctuation of the injection amount on the peak height. FIG. 16 is a flowchart showing an example of fuel injection control. FIG. 17 is a time chart showing changes over time in various state quantities before and after the catalyst warm-up is completed. FIG. 18 is a flow chart showing an example of fuel injection control executed when the catalyst is not warmed up. FIG. 19(A) is a graph showing heat generation characteristics when the injection amount and injection timing of pre-injection are not corrected when the catalyst is not warmed up, and FIG. 19(B) is pre-injection injection. FIG. 19C is a graph showing a heat generation characteristic when only the amount is corrected, and FIG. 19C is a graph showing a heat generation characteristic when both the injection amount and the injection timing of the pre-injection are corrected. FIG. 20(A) is a diagram for explaining a modified example of the embodiment, FIG. 20(A) is a time chart showing an injection pattern when the injection timing of pre-injection has not reached the advance limit, and FIG. 20(B) is 5 is a time chart showing an injection pattern when the injection timing of pre-injection reaches the advance limit.

[Overall engine configuration]
Hereinafter, an embodiment of a control device for a compression ignition type engine according to the present invention will be described in detail with reference to the drawings. FIG. 1 is a system diagram showing an overall configuration of a diesel engine to which a control device according to the present invention is applied. The diesel engine shown in FIG. 1 is a 4-cycle diesel engine mounted on a vehicle as a power source for traveling. The diesel engine has an engine body 1 that has a plurality of cylinders 2 and that is driven by being supplied with a fuel whose main component is light oil, an intake passage 30 through which intake air introduced into the engine body 1 flows, and an engine body 1 An exhaust passage 40 through which exhaust gas discharged from the exhaust gas flows, an EGR device 44 that recirculates a part of the exhaust gas flowing through the exhaust passage 40 to the intake passage 30, and a turbo driven by the exhaust gas passing through the exhaust passage 40. And a supercharger 46.

The engine body 1 has a plurality of cylinders 2 (only one of which is shown in FIG. 1) arranged in a direction perpendicular to the paper surface of FIG. 1, and is driven by the supply of fuel containing light oil as a main component. It is an engine. The engine body 1 includes a cylinder block 3, a cylinder head 4 and a piston 5. The cylinder block 3 has a cylinder liner forming the cylinder 2. The cylinder head 4 is attached to the upper surface of the cylinder block 3 and closes the upper opening of the cylinder 2. The piston 5 is housed in the cylinder 2 so as to be capable of reciprocating sliding movement, and is connected to the crankshaft 7 via a connecting rod 8. The crankshaft 7 rotates about its central axis in response to the reciprocating movement of the piston 5. The structure of the piston 5 will be described in detail later.

A combustion chamber 6 is formed above the piston 5. The combustion chamber 6 is formed by the lower surface of the cylinder head 4 (combustion chamber ceiling surface 6U, see FIGS. 3 and 4), the cylinder 2 and the crown surface 50 of the piston 5. The fuel is supplied to the combustion chamber 6 by injection from an injector 15 described later. The supplied mixture of fuel and air is combusted in the combustion chamber 6, and the piston 5 pushed down by the expansion force of the combustion reciprocates in the vertical direction.

A crank angle sensor SN1 and a water temperature sensor SN2 are attached to the cylinder block 3. The crank angle sensor SN1 detects the rotation angle of the crank shaft 7 (crank angle) and the rotation speed of the crank shaft 7 (engine rotation speed). The water temperature sensor SN2 detects the temperature of the cooling water (engine water temperature) flowing inside the cylinder block 3 and the cylinder head 4.

An intake port 9 and an exhaust port 10 that communicate with the combustion chamber 6 are formed in the cylinder head 4. An intake side opening which is a downstream end of the intake port 9 and an exhaust side opening which is an upstream end of the exhaust port 10 are formed on the lower surface of the cylinder head 4. An intake valve 11 that opens and closes the intake side opening and an exhaust valve 12 that opens and closes the exhaust side opening are attached to the cylinder head 4. Although not shown, the valve type of the engine body 1 is a four-valve type of intake 2 valves×exhaust 2 valves, and two intake ports 9 and two exhaust ports 10 are provided for each cylinder 2. At the same time, two intake valves 11 and two exhaust valves 12 are provided.

The cylinder head 4 is provided with an intake valve operating mechanism 13 and an exhaust valve operating mechanism 14 including a camshaft. The intake valve 11 and the exhaust valve 12 are opened and closed by the valve operating mechanisms 13 and 14 in conjunction with the rotation of the crankshaft 7. The intake side valve mechanism 13 has an intake VVT 13a capable of changing the operation timing of the intake valve 11, and the exhaust side valve mechanism 14 has an exhaust VVT 14a capable of changing the operation timing of the exhaust valve 12. (See Figure 7). In the present embodiment, the intake VVT 13a (exhaust VVT 14a) is a phase-type variable that changes the opening timing and closing timing of the intake valve 11 (exhaust valve 12) simultaneously (by the same amount) by changing the rotational phase of the camshaft. It is a mechanism. The intake VVT 13a corresponds to an example of the "valve variable mechanism" in the present invention.

An injector 15 for injecting fuel into the combustion chamber 6 from the tip portion is attached to the cylinder head 4 for each cylinder 2. The injector 15 is a fuel injection valve that injects the fuel supplied through a fuel supply pipe (not shown) into the combustion chamber 6. The injector 15 is attached to the cylinder head 4 and is formed on the crown surface 50 of the piston 5 so that the tip portion (nozzle 151; FIG. 4) for injecting fuel is located at or near the radial center of the combustion chamber 6. Further, the fuel is injected toward a cavity 5C (FIGS. 2 to 4) described later.

The injector 15 is connected to a common pressure accumulating common rail (not shown) common to all the cylinders 2 via a fuel supply pipe. High-pressure fuel pressurized by a fuel pump (not shown) is stored in the common rail. By supplying the fuel accumulated in the common rail to the injector 15 of each cylinder 2, the fuel is injected into the combustion chamber 6 at a high pressure (for example, about 150 MPa to 250 MPa) from each injector 15.

Although not shown in FIG. 1, a fuel pressure regulator 16 (FIG. 7) for changing the pressure (fuel pressure) of the fuel supplied to the injector 15 is provided between the fuel pump and the common rail. There is. Further, inside the injector 15, an injection pressure sensor SN7 (FIG. 7) that detects an injection pressure that is an injection pressure of fuel from the injector 15 is provided.

The intake passage 30 is connected to one side surface of the cylinder head 4 so as to communicate with the intake port 9. Air (fresh air) taken from the upstream end of the intake passage 30 is introduced into the combustion chamber 6 through the intake passage 30 and the intake port 9. In the intake passage 30, an air cleaner 31, a turbocharger 46, a throttle valve 32, an intercooler 33, and a surge tank 34 are arranged in this order from the upstream side.

The air cleaner 31 removes foreign matter in the intake air to clean the intake air. The throttle valve 32 opens and closes the intake passage 30 in conjunction with a depressing operation of an accelerator (not shown) to adjust the flow rate of intake air in the intake passage 30. The turbocharger 46 sends out the intake air to the downstream side of the intake passage 30 while compressing the intake air. The intercooler 33 cools the intake air compressed by the supercharger 46. The surge tank 34 is a tank disposed immediately upstream of the intake manifold connected to the intake port 9 and provides a space for evenly distributing intake air to the plurality of cylinders 2.

An air flow sensor SN3, an intake air temperature sensor SN4, an intake pressure sensor SN5, and an intake O ₂ sensor SN6 are arranged in the intake passage 30. The air flow sensor SN3 is arranged on the downstream side of the air cleaner 31 and detects the flow rate of intake air passing through the portion. The intake air temperature sensor SN4 is arranged on the downstream side of the intercooler and detects the temperature of the intake air passing through the portion. The intake pressure sensor SN5 and the intake O ₂ sensor SN6 are arranged in the vicinity of the surge tank 34, and detect the pressure of the intake air passing through the portion and the oxygen concentration of the intake air, respectively.

The exhaust passage 40 is connected to the other side surface of the cylinder head 4 so as to communicate with the exhaust port 10. The burnt gas (exhaust gas) generated in the combustion chamber 6 is discharged to the outside of the vehicle through the exhaust port 10 and the exhaust passage 40.

An exhaust O ₂ sensor SN8 is arranged in the exhaust passage 40. The exhaust gas O ₂ sensor SN8 is arranged between the turbocharger 46 and the exhaust gas purification device 41, and detects the oxygen concentration of the exhaust gas passing through the portion.

An exhaust gas purification device 41 is provided in the exhaust passage 40. The exhaust purification device 41 includes an oxidation catalyst 42 that oxidizes harmful components (CO and HC) contained in the exhaust gas to render them harmless, and a DPF (diesel) for collecting particulate matter contained in the exhaust gas. -Particulate filter) 43 is built in. It should be noted that a NOx catalyst that reduces NOx to render it harmless may be further provided at a position downstream of the exhaust purification device 41 in the exhaust passage 40.

The exhaust gas purification device 41 is provided with a catalyst temperature sensor SN9. The catalyst temperature sensor SN9 detects the temperature of the catalyst in the exhaust purification device 41, particularly the temperature of the oxidation catalyst 42 here.

The EGR device 44 includes an EGR passage 44A connecting the exhaust passage 40 and the intake passage 30 and an EGR valve 45 provided in the EGR passage 44A. The EGR valve 45 adjusts the flow rate of exhaust gas (EGR gas) recirculated from the exhaust passage 40 to the intake passage 30 through the EGR passage 44A. The EGR passage 44A connects a portion of the exhaust passage 40 upstream of the turbocharger 46 and a portion of the intake passage 30 between the intercooler 33 and the surge tank 34 to each other. An EGR cooler (not shown) that cools the EGR gas by heat exchange is arranged in the EGR passage 44A.

The turbocharger 46 includes a compressor 47 arranged in the intake passage 30 and a turbine 48 arranged in the exhaust passage 40. The compressor 47 and the turbine 48 are connected by a turbine shaft so as to be integrally rotatable. The turbine 48 receives the energy of the exhaust gas flowing through the exhaust passage 40 and rotates. As the compressor 47 rotates in conjunction with this, the air flowing through the intake passage 30 is compressed (supercharged).

[Detailed structure of piston]
Next, the structure of the piston 5, especially the structure of the crown surface 50 will be described in detail. FIG. 2A is a perspective view mainly showing the upper portion of the piston 5. The piston 5 includes an upper piston head and a skirt portion located on the lower side. In FIG. 2A, the piston head portion having the crown surface 50 on the top surface is shown. FIG. 2B is a perspective view of the piston 5 with a radial cross section. FIG. 3 is an enlarged view of the radial cross section shown in FIG. 2A and 2B, the cylinder axis direction A and the combustion chamber radial direction B are indicated by arrows.

The piston 5 includes a cavity 5C, a peripheral flat surface portion 55, and a side peripheral surface 56. As described above, a part (bottom surface) of the wall surface of the combustion chamber that defines the combustion chamber 6 is formed by the crown surface 50 of the piston 5, and the cavity 5C is provided in this crown surface 50. The cavity 5C is a portion where the crown surface 50 is recessed downward in the cylinder axis direction A, and is a portion which receives fuel injection from the injector 15. The peripheral flat surface portion 55 is an annular flat surface portion that is arranged in a region near the outer peripheral edge of the crown surface 50 in the radial direction B. The cavity 5C is arranged in the central region in the radial direction B of the crown surface 50 excluding the peripheral flat surface portion 55. The side peripheral surface 56 is a surface that is in sliding contact with the inner wall surface of the cylinder 2, and is provided with a plurality of ring grooves into which piston rings (not shown) are fitted.

The cavity 5C includes a first cavity portion 51, a second cavity portion 52, a connecting portion 53, and a mountain portion 54. The first cavity portion 51 is a concave portion arranged in the central region of the crown surface 50 in the radial direction B. The second cavity portion 52 is an annular concave portion that is arranged on the outer peripheral side of the first cavity portion 51 in the crown surface 50. The connecting portion 53 is a portion that connects the first cavity portion 51 and the second cavity portion 52 in the radial direction B. The mountain portion 54 is a mountain-shaped convex portion arranged at the center of the crown surface 50 (first cavity portion 51) in the radial direction B. The mountain portion 54 is provided so as to project at a position directly below the nozzle 151 of the injector 15 (FIG. 4).

The first cavity portion 51 includes a first upper end portion 511, a first bottom portion 512 and a first inner end portion 513. The first upper end portion 511 is at the highest position in the first cavity portion 51 and is continuous with the connecting portion 53. The first bottom portion 512 is the most recessed portion in the first cavity portion 51, which is an annular region in a top view. Even in the entire cavity 5C, the first bottom portion 512 is the deepest portion, and the first cavity portion 51 has a predetermined depth (first depth) in the cylinder axial direction A at the first bottom portion 512. There is. In a top view, the first bottom portion 512 is located closer to the inner side in the radial direction B with respect to the connecting portion 53.

The first upper end 511 and the first bottom 512 are connected by a radial recess 514 that is curved outward in the radial direction B. The radial recessed portion 514 has a portion recessed outward in the radial direction B with respect to the connecting portion 53. The first inner end portion 513 is located at the innermost position in the radial direction in the first cavity portion 51, and is connected to the lower end of the mountain portion 54. The first inner end portion 513 and the first bottom portion 512 are connected by a curved surface gently curved in a skirt shape.

The second cavity portion 52 includes a second inner end portion 521, a second bottom portion 522, a second upper end portion 523, a tapered region 524, and a standing wall region 525. The second inner end portion 521 is located at the innermost position in the radial direction of the second cavity portion 52 and is continuous with the connecting portion 53. The second bottom portion 522 is the most recessed region in the second cavity portion 52. The second cavity portion 52 has a depth in the second bottom portion 522 that is shallower than the first bottom portion 512 in the cylinder axis direction A. That is, the second cavity portion 52 is a concave portion that is located above the first cavity portion 51 in the cylinder axis direction A. The second upper end portion 523 is located at the highest position in the second cavity portion 52 and on the outermost side in the radial direction, and is continuous with the peripheral flat surface portion 55.

The tapered region 524 is a portion that extends from the second inner end portion 521 toward the second bottom portion 522 and has a surface shape that is inclined downward toward the outside in the radial direction. As shown in FIG. 3, the tapered region 524 has an inclination along an inclined line C2 that intersects the horizontal line C1 extending in the radial direction B at an inclination angle α.

The standing wall region 525 is a wall surface formed so as to rise relatively steeply on the outer side in the radial direction with respect to the second bottom portion 522. In the cross-sectional shape in the radial direction B, the wall surface of the second cavity portion 52 is a curved surface curved from the horizontal direction to the upper direction from the second bottom portion 522 to the second upper end portion 523, and the second upper end portion is formed. A portion of the wall near 523, which is close to the vertical wall, is a standing wall region 525. The lower portion of the standing wall region 525 is located inside the radial direction B with respect to the upper end position of the standing wall region 525. This prevents the air-fuel mixture from returning too much to the inside of the combustion chamber 6 in the radial direction B, and performs combustion that also effectively uses the air present in the space (squish space) radially outside the standing wall region 525. It can be done.

In the cross-sectional shape in the radial direction B, the connecting portion 53 has a shape that protrudes inward in the radial direction between the first cavity portion 51 located on the lower side and the second cavity portion 52 located on the upper side. doing. The connecting portion 53 has a lower end portion 531 and a third upper end portion 532 (upper end portion in the cylinder axis direction), and a central portion 533 located in the center between them. The lower end portion 531 is a continuous portion of the first cavity portion 51 with respect to the first upper end portion 511. The third upper end portion 532 is a continuous portion of the second cavity portion 52 with respect to the second inner end portion 521.

In the cylinder axis direction A, the lower end portion 531 is the lowermost portion of the connecting portion 53, and the third upper end portion 532 is the uppermost portion. The tapered region 524 described above is also a region extending from the third upper end portion 532 toward the second bottom portion 522. The second bottom portion 522 is located below the third upper end portion 532. That is, the second cavity portion 52 of the present embodiment does not have a bottom surface that horizontally extends from the third upper end portion 532 to the outside in the radial direction B, in other words, from the third upper end portion 532 to the peripheral flat surface portion. 55 is not connected in a horizontal plane, but has a second bottom portion 522 that is recessed below the third upper end portion 532.

The ridge portion 54 projects upward, but the protrusion height thereof is the same as the height of the third upper end portion 532 of the connecting portion 53, and is at a position recessed from the peripheral flat surface portion 55. The crest portion 54 is located at the center of the circular first cavity portion 51 in a top view, and thus the first cavity portion 51 is in the form of an annular groove formed around the crest portion 54.

[Spatial separation of fuel injection]
Next, the state of fuel injection into the cavity 5C by the injector 15 and the flow of the air-fuel mixture after injection will be described based on FIG. FIG. 4 is a schematic cross-sectional view of the combustion chamber 6, showing the relationship between the crown surface 50 (cavity 5C) and the injection axis AX of the injected fuel 15E injected from the injector 15, and the flow of the air-fuel mixture after injection. Arrows F11, F12, F13, F21, F22, and F23 that schematically represent are shown.

The injector 15 includes a nozzle 151 arranged so as to project downward from the combustion chamber ceiling surface 6U (the lower surface of the cylinder head 4) into the combustion chamber 6. The nozzle 151 has an injection hole 152 for injecting fuel into the combustion chamber 6. Although FIG. 4 shows one injection hole 152, a plurality of injection holes 152 are actually arranged in the circumferential direction of the nozzle 151 at equal pitches. The fuel injected from the injection hole 152 is injected along the injection axis AX in the figure. The injected fuel diffuses with a spray angle θ. FIG. 4 shows an upper diffusion axis AX1 indicating upward diffusion with respect to the ejection axis AX and a lower diffusion axis AX2 indicating downward diffusion. The spray angle θ is an angle formed by the upper diffusion axis AX1 and the lower diffusion axis AX2.

The injection hole 152 can inject fuel toward the connecting portion 53 of the cavity 5C. That is, by injecting the fuel from the injection hole 152 at a predetermined crank angle of the piston 5, the injection axis AX can be directed to the connecting portion 53. FIG. 4 shows the positional relationship between the injection axis AX and the cavity 5C at the predetermined crank angle. The fuel injected from the injection holes 152 mixes with the air in the combustion chamber 6 to form an air-fuel mixture, and then blows against the connecting portion 53.

As shown in FIG. 4, the fuel 15E injected toward the connecting portion 53 along the injection axis AX collides with the connecting portion 53 and then travels toward the first cavity portion 51 (downward) ( It is spatially separated into an arrow F11) and an arrow F21 directed toward the second cavity portion 52 (upward). That is, the fuel injected toward the central portion 533 of the connecting portion 53 is separated into upper and lower parts, and thereafter, while being mixed with the air present in the first and second cavity parts 51 and 52, respectively, the cavity parts 51 and 52 are mixed. , 52 along the surface shape.

Specifically, the air-fuel mixture directed in the direction of arrow F11 (downward) enters the radial recess 514 of the first cavity portion 51 from the lower end portion 531 of the connecting portion 53 and flows downward. Thereafter, the air-fuel mixture changes the flow direction from the downward direction to the inner side in the radial direction B by the curved shape of the radial recess 514, and as shown by the arrow F12, the bottom surface of the first cavity portion 51 having the first bottom portion 512. Flows following the shape. At this time, the air-fuel mixture is mixed with the air in the first cavity portion 51 to dilute the concentration. Due to the presence of the crests 54, the bottom surface of the first cavity portion 51 has a shape that rises toward the center in the radial direction. Therefore, the air-fuel mixture flowing in the direction of the arrow F12 is lifted upward, and finally flows from the combustion chamber ceiling surface 6U toward the radially outer side as shown by the arrow F13. Even during such a flow, the air-fuel mixture mixes with the air remaining in the combustion chamber 6 and becomes a homogeneous and thin air-fuel mixture.

On the other hand, the air-fuel mixture traveling in the direction of arrow F21 (upward) enters the taper region 524 of the second cavity 52 from the third upper end 532 of the connecting portion 53 and heads obliquely downward along the inclination of the taper region 524. .. Then, as indicated by arrow F22, the air-fuel mixture reaches the second bottom portion 522. Here, the tapered region 524 is a surface having an inclination along the injection axis AX. Therefore, the air-fuel mixture can smoothly flow outward in the radial direction. That is, the air-fuel mixture reaches a deep position on the outer side in the radial direction of the combustion chamber 6 due to the presence of the tapered region 524 and the presence of the second bottom 522 in which the third upper end 532 of the connecting portion 53 is also located below. You can

Then, the air-fuel mixture is lifted upward by the rising curved surface between the second bottom portion 522 and the standing wall region 525, and flows from the combustion chamber ceiling surface 6U toward the radially inner side. During the flow indicated by the arrow F22, the air-fuel mixture mixes with the air in the second cavity portion 52 to become a homogeneous and thin air-fuel mixture. Here, since the standing wall region 525 that extends substantially in the vertical direction exists on the outer side in the radial direction of the second bottom portion 522, the injected fuel (fuel mixture) allows the injected fuel (fuel mixture) to form an inner peripheral wall of the cylinder 2 (generally, a liner (not shown)). Is present) is reached. That is, the air-fuel mixture can flow to the vicinity of the radially outer side of the combustion chamber 6 due to the formation of the second bottom portion 522, but the presence of the standing wall region 525 suppresses the interference with the inner peripheral wall of the cylinder 2. Therefore, it is possible to suppress the occurrence of cold loss due to the interference.

Here, the standing wall region 525 has a shape such that the lower portion thereof is located inside the radial direction B with respect to the upper end position. Therefore, the flow indicated by the arrow F22 does not become excessively strong, and the air-fuel mixture can be prevented from returning too far inward in the radial direction B. If the flow of the arrow F22 is too strong, the ratio of the air used for the reaction with the fuel in which the partially combusted air-fuel mixture collides with the fuel before the diffusion of the newly injected fuel sufficiently progresses. That is, the air utilization rate is lowered, and soot is generated. However, the standing wall region 525 of the present embodiment does not have a shape that is hollowed outward in the radial direction, the flow of the arrow F22 is suppressed, and the flow outward in the radial direction B indicated by the arrow F23 is also generated. To do. In particular, in the latter stage of combustion, it may be pulled by the reverse squish flow, and the flow of arrow F23 is likely to occur. Therefore, the air existing in the space radially outside the standing wall region 252 (the squish space on the peripheral flat surface portion 55) can also be effectively used for combustion. As a result, it is possible to suppress the generation of soot and the like, and realize the combustion using the air in the entire combustion chamber 6 with excellent emission properties.

As described above, the fuel injected toward the connecting portion 53 along the injection axis AX collides with the connecting portion 53, is spatially separated, and exists in the spaces of the first and second cavity portions 51 and 52, respectively. By realizing combustion using air (combustion with high air utilization rate), generation of soot and the like can be suppressed during combustion.

[About temporal separation of fuel injection]
In the present embodiment, an example is shown in which, in addition to the above-described spatial separation of fuel injection, the fuel injection is also separated temporally to more effectively use the air in the combustion chamber 6. FIG. 5 is a time chart showing an example of an injection pattern when fuel is injected from the injector 15 into the cavity 5C, and a heat generation characteristic H which is a waveform of a heat generation rate generated by this fuel injection. In the present embodiment, the operating region to which premixed compression ignition combustion (hereinafter referred to as PCI combustion) is applied is predetermined, and the injection pattern shown in FIG. 5 is applied to this PCI combustion. An example of the injection pattern selected during operation in a certain operating region (hereinafter referred to as PCI region) is shown. The fuel injection operation by the injector 15 is controlled by a fuel injection control unit 72 (see FIG. 7) described later. When operating in the PCI region, the fuel injection control unit 72 causes at least the pre-injection P1 with an early injection timing and the main injection P3 with a late injection timing to be executed in each combustion cycle of the engine. Note that FIG. 5 shows an example in which the middle-stage injection P2 is executed between the pre-injection P1 and the main injection P3.

The pre-injection P1 is fuel injection executed at a timing earlier than the compression top dead center (TDC). FIG. 5 shows an example in which the pre-injection P1 is executed within the period from −20° CA to −10° CA. It should be noted that “°CA” represents a crank angle, a negative crank angle is on the advance side of TDC, and a positive crank angle is on the retard side of TDC. The fuel injected by the pre-injection P1 at a timing earlier than TDC is sufficiently mixed with air and then burns by self-ignition (PCI combustion). In other words, the advance amount of the injection timing of the pre-injection P1 with respect to TDC is set to a value such that the fuel injected by the pre-injection P1 undergoes PCI combustion (premixed compression ignition combustion).

The main injection P3 is a fuel injection executed after the ignition of the fuel injected by the pre-injection P1 (during combustion) and at the timing when the piston 5 is located near the compression top dead center (TDC). FIG. 5 shows an example in which the main injection P3 is started at a timing slightly retarded from TDC. More specifically, the start timing of the main injection P3 is formed near the TDC in the peak of the heat release rate caused by the combustion (PCI combustion) of the fuel injected by the pre-injection P1, that is, in the heat release characteristic H of FIG. It is set at the same time as the timing of the occurrence of the peak (corresponding to the first peak HAp in FIG. 9A described later) or at the timing on the delay side. FIG. 5 shows an example in which the main injection P3 is started at a timing slightly retarded from the generation timing of the peak (first peak) of the heat generation rate due to the PCI combustion. The fuel injected during PCI combustion by the main injection P3 reaches self-ignition within a very short time after the start of injection. Combustion based on such main injection P3 is not PCI combustion but diffusion combustion.

In this embodiment, the maximum value of the fuel injection rate is the same in the pre-injection P1 and the main injection P3, but the pre-injection P1 is set to have a longer fuel injection period. That is, in the present embodiment, the injector 15 is controlled so that the injection amount of the pre-injection P1 is larger than the injection amount of the main injection P3 in the PCI region.

The middle-stage injection P2 injects a smaller amount of fuel than either of the injections P1 and P3 between the pre-injection P1 and the main injection P3. The middle-stage injection P2 is executed for the purpose of reducing noise by reducing the valley portion between the peaks in the heat generation characteristic H (valley portion near 2 to 3° CA) as much as possible, but omitting the middle-stage injection P2. It is also possible.

Here, the fuel injection directed to the connecting portion 53 described above is executed during the pre-injection P1. In the main injection P3, after the fuel (mixture) injected in the pre-injection P1 is spatially separated into the lower first cavity portion 51 and the upper second cavity portion 52 as described above, This is an injection that is injected between the upper and lower separated air-fuel mixtures. This point will be described with reference to FIG. FIG. 6 is a diagram schematically showing the state of generation of the air-fuel mixture in the combustion chamber 6 at the timing when the main injection P3 ends.

The fuel injected by the pre-injection P1 is mixed with the air in the combustion chamber 6 to form an air-fuel mixture, and is blown onto the connecting portion 53. As shown in FIG. 6, the air-fuel mixture is separated into a lower air-fuel mixture M11 heading for the first cavity portion 51 and an upper air-fuel mixture M12 heading for the second cavity portion 52 by blowing on the connecting portion 53. .. This is the above-mentioned spatial separation of the air-fuel mixture. In the main injection P3, after the fuel (air mixture) injected in the pre-injection P1 enters the spaces of the first and second cavity parts 51 and 52 and is spatially separated, the two separated air-fuel mixtures are This is an injection performed to form a new air-fuel mixture by utilizing the air remaining in the space between them.

Further description will be added based on FIG. At the execution timing of the main injection P3, the piston 5 is at the position of approximately TDC, so the fuel of the main injection P3 is injected toward a position slightly below the connecting portion 53. The lower mixture M11 and the upper mixture M12 of the pre-injection P1 previously injected into the first cavity portion 51 and the second cavity portion 52, respectively, and are mixed with the air in the respective spaces to be diluted. ing. Immediately before the main injection P3 is started, there is a state in which unused air (air not mixed with fuel) exists between the lower air-fuel mixture M11 and the upper air-fuel mixture M12. The egg shape of the first cavity portion 51 contributes to the formation of such an unused air layer. The injected fuel of the main injection P3 enters between the lower air-fuel mixture M11 and the upper air-fuel mixture M12, and is mixed with the unused air to become the second air-fuel mixture M2. This is the temporal separation of fuel injection. As described above, in the present embodiment, it is possible to realize combustion that effectively utilizes the air existing in the combustion chamber 6 by spatially and temporally separating the fuel injection.

[Control configuration]
FIG. 7 is a block diagram showing a control configuration of the diesel engine system. The engine system of the present embodiment is centrally controlled by the processor 70. The processor 70 is composed of a CPU, ROM, RAM and the like. Detection signals from various sensors mounted on the vehicle are input to the processor 70. In addition to the sensors SN1 to SN9 described above, the vehicle has an accelerator opening sensor SN10 for detecting an accelerator opening which is an opening of an accelerator pedal operated by a driver who drives the vehicle, and a pressure of outside air of the vehicle. An atmospheric pressure sensor SN11 that measures (atmospheric pressure) and an outside air temperature sensor SN12 that measures the temperature (outside air temperature) of the outside air of the vehicle are provided.

The processor 70 includes the crank angle sensor SN1, the water temperature sensor SN2, the air flow sensor SN3, the intake temperature sensor SN4, the intake pressure sensor SN5, the intake O ₂ sensor SN6, the injection pressure sensor SN7, the exhaust O ₂ sensor SN8, and the catalyst temperature sensor SN9. , Accelerator opening sensor SN10, atmospheric pressure sensor SN11, and outside air temperature sensor SN12 are electrically connected. Information detected by these sensors SN1 to SN12, that is, crank angle, engine speed, engine water temperature, intake flow rate, intake temperature, intake pressure, intake oxygen concentration, fuel pressure (injection pressure of injector 15), exhaust oxygen concentration, Information such as the catalyst temperature, accelerator opening, atmospheric pressure, and outside temperature is sequentially input to the processor 70.

The processor 70 controls each part of the engine while performing various determinations and calculations based on the input signals from the sensors SN1 to SN12 and others. That is, the processor 70 is electrically connected to the intake VVT 13a, the exhaust VVT 14a, the injector 15, the fuel pressure regulator 16, the throttle valve 32, the EGR valve 45, and the like, and each of these devices is connected to each of them based on the result of the above calculation. Outputs a control signal.

The processor 70 functionally includes an operating state determination unit 71, a fuel injection control unit 72, a catalyst warm-up determination unit 77, a valve timing control unit 78, and a storage unit 79.

The operating state determination unit 71 determines the operating state of the engine from the engine speed based on the detected value of the crank angle sensor SN1 and the engine load based on the detected value of the accelerator opening sensor SN10 (accelerator pedal opening information). It is a module to do. For example, the operating state determination unit 71 determines whether or not the current engine operating region is the PCI region in which the pre-injection P1 and the main injection P3 described above are executed (premixed compression ignition combustion is executed). To do.

The fuel injection control unit 72 is a control module that controls the fuel injection operation by the injector 15. When the engine is operated in the PCI region, the fuel injection control unit 72 causes the pre-injection P1 for injecting fuel at a predetermined timing before the compression top dead center and the piston 5 to be compressed for each combustion cycle of the engine. The injector 15 is caused to execute a plurality of fuel injections including at least the main injection P3 for injecting fuel at a timing near the top dead center.

Further, the fuel injection control unit 72 functionally includes an injection pattern selection unit 73, a setting unit 74, a prediction unit 75, and a correction unit 76.

The injection pattern selection unit 73 sets the pattern of fuel injection from the injector 15 according to various conditions. At least in the PCI region, the injection pattern selection unit 73 sets a fuel injection pattern including the pre-injection P1 and the main injection P3.

The setting unit 74 sets the injection amount and injection timing of the fuel from the injector 15 according to various conditions. For example, the setting unit 74 controls the injector 15 so that the fuel injection amount increases as the engine load specified from the detection value of the accelerator opening sensor SN10 and the like increases (in other words, the accelerator opening increases). .. That is, under a high load condition with a high accelerator opening, a high output torque is required of the engine. Therefore, the setting unit 74 injects fuel per combustion cycle in order to generate a high amount of heat corresponding to the required torque. The amount (the total amount when the fuel is dividedly injected) is increased.

Further, in the PCI region, the setting unit 74 causes the setting unit 74 to increase the heat generation rate in the combustion chamber 6 associated with the pre-injection P1 and the first peak that is the increase peak in the combustion chamber 6 associated with the main injection P3. The injection amount and injection timing of the fuel from the injector 15 are set so that the target heat generation characteristic including the second peak which is the peak is obtained. FIG. 8 shows an example of the target heat generation characteristic Hs. In the illustrated target heat generation characteristic Hs, the first peak appears near 4° CA and the second peak appears near 8° CA.

Further, the setting unit 74 determines that the peak interval between the time when the first peak occurs and the time when the second peak occurs causes the pressure wave generated due to the combustion of the fuel of the pre-injection P1 and the fuel of the main injection P3. The injection timings of the pre-injection P1 and the main injection P3 are set so that the pressure waves generated due to the combustion of the above-mentioned combustion cancel each other. As a result, the combustion noises generated by the pre-injection P1 and the main injection P3 cancel each other out, and combustion noises such as diesel knock noise can be suppressed to a sufficiently low level. These will be described in detail later.

During operation in the PCI region where at least the pre-injection P1 and the main injection P3 are executed, the fuel ignition timing is mainly controlled by the execution state of the pre-injection P1 in which a relatively large amount of fuel is injected at the earliest timing. .. In other words, in the PCI region, if the mode (injection amount, injection timing) of the pre-injection P1 is determined, the combustion associated with the subsequent fuel injection (middle-stage injection P2 and main injection P3) becomes relatively robust. .. Therefore, in the present embodiment, during the operation in the PCI region, the injection amount and the injection timing of the pre-injection P1 are initiatively adjusted, whereby the height ratio between the first peak and the second peak is set to the target value. The distance between the first peak and the second peak is close to the target value. When the mode of the main injection P3 (injection amount or injection timing) is changed initiatively, the combustion period may shift as a whole, which may affect fuel efficiency and torque.

The predicting unit 75, when operating in the PCI region, sets the injection amount and injection timing of the fuel injection (the pre-injection P1, the main injection P3, etc.) set by the setting unit 74 based on the target heat generation characteristic Hs, and the combustion chamber 6 Based on a predetermined combustion environment factor that affects the combustion of, the process of predicting the heat generation characteristics generated under the current condition is executed. For example, the prediction unit 75, based on the injection amount and injection timing of the pre-injection P1 and the combustion environment factor, the generation timing of the first peak that is the peak of the heat release rate that occurs with the pre-injection P1, and the first The process of predicting the height of the peak (peak value) is executed.

The prediction unit 75 uses a predetermined prediction model formula for this prediction (described later based on FIGS. 12 to 15). The generation timing and height of the first peak can also be adjusted by feedback control based on the detection results of the various sensors SN1 to SN12. However, in feedback control, a diesel knock noise may actually occur, which may give a driver discomfort. Therefore, the prediction unit 75 predicts the generation time and height of the first peak by the feedforward method using the prediction model formula, and also predicts the generation time and height of the first peak and respective target values (that is, target heat generation). The deviation from the generation time and height of the first peak defined by the characteristic Hs is predicted.

The correction unit 76 corrects the injection amount or fuel timing of the pre-injection P1 set by the setting unit 74 based on the generation timing and height of the first peak predicted by the prediction unit 75. That is, the correction unit 76 calculates the predicted value of the generation time and height of the first peak obtained by the prediction unit 75 with reference to the combustion environment factor, and the corresponding value (target value) in the target heat generation characteristic Hs. The injection amount or the fuel timing of the pre-injection P1 is corrected so as to eliminate the deviation. That is, the correction for eliminating the deviation is performed before the diesel knock sound is generated.

The catalyst warm-up determination unit 77 determines the catalyst warm-up state based on the detection value of the catalyst temperature sensor SN9. Specifically, the catalyst warm-up determination unit 77 determines that the temperature of the catalyst (here, the temperature of the oxidation catalyst 42) detected by the catalyst temperature sensor SN9 is a predetermined threshold value (for example, the purification rate of harmful substances is 50% or more). When the temperature is below the threshold value, it is determined that the catalyst has not been warmed up yet.

The valve timing control unit 78 controls the intake VVT 13a and the exhaust VVT 14a according to various conditions such as engine load and rotational speed so that the operation timings of the intake valve 11 and the exhaust valve 12 are appropriate timings according to the engine state. Control the drive.

For example, the valve timing control unit 78 controls the intake VVT 13a so that the operation timing of the intake valve 11 is changed according to the catalyst warm-up state determined by the catalyst warm-up determination unit 77. FIG. 10 is a diagram for explaining this. In this figure, the waveforms IN and IN' show the lift curve of the intake valve 11, IN' (broken line) shows when the catalyst is not warmed up, and IN (solid line) shows the same engine load and rotational speed. Each is shown when the catalyst has been warmed up under the conditions. Further, the waveform EX shows the lift curve of the exhaust valve 12. As shown in FIG. 10, the operation timing (waveform IN′) of the intake valve 11 when the catalyst is not warmed up is the operation when the catalyst is warmed up under the same engine load and rotation speed conditions. It is shifted to the retard side from the timing (waveform IN). As a result, the closing timing of the intake valve 11 (hereinafter, also referred to as the intake valve closing timing) is in the range after the intake bottom dead center (BDC on the right side) when the catalyst is not warmed up and is already warmed up. Is set to the retard angle side with respect to the intake bottom dead center. In other words, the intake valve closing timing is controlled so that the retard angle amount with respect to the intake bottom dead center when the catalyst is not warmed up is larger than that when the catalyst is warmed up.

The reason why the intake valve closing timing is controlled as described above is to increase exhaust loss of the engine and accelerate warm-up (activation) of the catalyst. That is, when the retard amount of the intake valve closing timing with respect to the bottom dead center of the intake valve is increased, the effective compression ratio of the engine body 1 is reduced and the amount of air introduced into the combustion chamber 6 is also reduced. The temperature/pressure of the combustion chamber 6 at the dead point decreases, and the combustion slows down. As a result, the amount of heat that is discharged without being converted into work that pushes down the piston 5, that is, the exhaust loss, increases, so the temperature of the exhaust gas introduced into the catalyst rises, and the warm-up of the catalyst is promoted.

The storage unit 79 stores a prediction model formula used when the prediction unit 75 of the fuel injection control unit 72 performs a predetermined calculation process. The prediction model formula is a formula for predicting the variation of the generation timing and height of the first peak with respect to a target value (specified value by the target heat generation characteristic Hs) based on a predetermined combustion environment factor. The combustion environment factor is derived directly or indirectly from the measurement values of the sensors SN1 to SN12, and for example, the wall surface temperature of the combustion chamber 6, the cylinder pressure, the cylinder gas temperature, the cylinder oxygen concentration. , Injection pressure, etc. are included.

[Two-stage heat generation rate and noise cancellation]
FIG. 9A is a diagram showing a waveform of a heat release rate generated by each combustion of the pre-injection P1 and the main injection P3. In FIG. 9A, the heat generation characteristic H shown in FIG. 5 is shown in a slightly deformed form so that the characteristics of the waveform can be more easily understood.

The heat generation characteristic H is a waveform of the heat generation rate generated by the combustion of the fuel injected by the pre-injection P1 and the waveform of the heat generation rate generated by the combustion of the fuel injected by the main injection P3. And the latter-stage combustion portion HB which is The first-stage combustion portion HA and the second-stage combustion portion HB each have a mountain-shaped waveform, and have a first peak HAp and a second peak HBp with the highest heat release rates at their peaks. Corresponding to the first and second peaks HAp and HBp, two peaks are also generated in the rate of change (rate of increase) of the combustion pressure.

When the peak height XA that is the value (peak value) of the heat release rate at the first peak HAp and the peak height XB that is the value (peak value) of the heat release rate at the second peak HBp are compared, FIG. In the heat generation characteristics illustrated in (A), the height XA of the first peak HAp is smaller than the height XB of the second peak HBp. However, if either the height XA of the first peak HAp or the height XB of the second peak HBp is outstandingly high, combustion noise will increase due to this. Therefore, it is desirable to control the heat generation rates of the front-stage combustion portion HA and the rear-stage combustion portion HB so that the difference between the height XA of the first peak HAp and the height XB of the second peak HBp does not become excessive.

Further, the interval between the occurrence time YA of the first peak HAp and the occurrence time YB of the second peak HBp is referred to as a peak interval Z. This peak interval Z also greatly affects combustion noise. That is, if the peak interval Z is an interval at which the pressure wave (sound wave) resulting from the combustion of the front-stage combustion portion HA and the pressure wave resulting from the combustion of the rear-stage combustion portion HB cancel each other out, it is expressed by the frequency effect. Pressure waves (combustion noise) can be suppressed. This point will be further described with reference to FIG.

FIG. 9B is a schematic diagram for explaining the effect of canceling the pressure wave. In this FIG. 9(B), when the peak interval Z shown in FIG. 9(A) is set to an interval in which the pressure waves resulting from the combustion of each of the pre-stage combustion portion HA and the post-stage combustion portion HB cancel each other out. Each pressure wave of is shown. In FIG. 9(B), if the front pressure wave generated due to the combustion of the front combustion portion HA is EAw and the rear pressure wave generated due to the combustion of the rear combustion portion HB is EBw, these front pressure waves EAw The latter pressure wave EBw and the latter pressure wave EBw are pressure waves generated due to the compression ignition combustion, and the cycle thereof basically has the same value Fw. In this case, assuming that the peak interval Z shown in FIG. 9(A) is set to 1/2 times the period Fw of the preceding pressure wave EAw and the subsequent pressure wave EBw, as shown in FIG. 9(B). , The former stage pressure wave EAw and the latter stage pressure wave EBw have opposite phases and interfere with each other so as to cancel each other, and the amplitude of the combined wave EM is significantly reduced. This is the effect of canceling pressure waves (combustion noise).

The amplitude of the front pressure wave EAw and the amplitude of the rear pressure wave EBw are values corresponding to the heights XA and XB of the first peak HAp and the second peak HBp, and are not necessarily the same. That is, the injection amount/injection timing of the pre-injection P1 and the injection amount/injection timing of the main injection P3 are determined in consideration of various requirements such as fuel consumption and output torque of the engine, and are many. In the case, the height XB of the second peak HBp is set to be slightly larger than the height XA of the first peak HAp (this causes the amplitude of the rear pressure wave EBw to be larger than that of the front pressure wave EAw. Greater than the amplitude). Therefore, even if the above-described measure is taken to set the peak interval Z to 1/2 times the cycle Fw (or a value near it) so that the pressure waves EAw and EBw have opposite phases, FIG. As shown, the amplitude of the synthetic wave EM, which is the pressure waveform after synthesis, does not become zero. However, compared with the case where the peak interval Z is set to a value deviating from 1/2 times the cycle Fw, the effect of reducing the amplitude of the composite wave EM (and thus combustion noise) becomes sufficient.

For example, as in the comparative example shown by the dashed-dotted line waveform in FIG. 9(A), the timing of occurrence of the first peak HAp deviates from the desired one, and as a result, the peak interval Z changes from 1/2 times the period Fw. It is assumed that the values have deviated. In this case, the pre-stage pressure wave EAw and the post-stage pressure wave EBw do not have completely opposite phases, so that the canceling effect of both pressure waves EAw and EBw is diminished, and in some cases the combined wave EM is inversely amplified. I will end up. For example, when the two pressure waves EAw and EBw have the same phase, the combined wave EM has a large amplitude by adding the two pressure waves EAw and EBw. That is, combustion noise increases.

From the above circumstances, in the present embodiment, in order to reduce combustion noise as much as possible, the interval (peak interval Z) between the first peak HAp and the second peak HBp is equal to the front pressure wave EAw and the rear pressure wave EBw. The fuel injection amount and the injection timing of the fuel from the injector 15 are set by the setting unit 74 so that the intervals are canceled by each other (≈1/2×Fw). That is, the setting unit 74 sets the target heat generation characteristic Hs that can exert the effect of canceling the pressure wave (combustion noise), and performs the pre-injection P1 or the main injection so that the combustion that achieves the target heat generation characteristic Hs is performed. The injection amount and injection timing in P3 (especially pre-injection P1) are adjusted.

[About prediction model formula]
Next, a specific example of the prediction model formula used by the prediction unit 75 when operating in the PCI region will be described. FIG. 11 is a diagram for explaining combustion environment factors that affect the achievement of the target heat generation characteristics. It is assumed that the target heat generation characteristic Hs as shown in the upper left of FIG. 11 is stored in the storage unit 79. If the combustion environment factor is within the assumed standard range, the target heat is set by setting the injection amount and injection timing of each fuel injection including the pre-injection P1 and the main injection P3 to a predetermined reference amount and reference timing. Combustion along the generation characteristic Hs can be realized in the combustion chamber 6. Here, the reference amount and reference timing of fuel injection are stored in advance in the storage unit 79 as the injection amount and injection timing that can obtain the target heat generation characteristic Hs when the combustion environment factor is within the standard range. There is. The reference amount and the reference timing are variably set mainly in accordance with the engine load and the engine speed specified by the accelerator opening degree and the like. For example, the reference amount is increased as the accelerator opening (engine load) is increased, and the reference timing is advanced or retarded according to the change in the reference amount.

However, when the combustion environment factor deviates from the standard range, the in-cylinder state quantity of the combustion chamber 6 changes. Even if the reference amount and the reference time are adopted in such a situation, the target heat generation characteristic Hs may not be obtained in some cases. For example, premature ignition or ignition delay may occur as shown in the lower left of FIG. Premature ignition is a case where the pre-combustion portion HA has an excessively high heat release rate as a result of the ignition of the air-fuel mixture becoming earlier than the desired timing. Ignition delay is a case where the ignition of the air-fuel mixture is delayed compared with the intended timing, and as a result, the latter-stage combustion portion HB has an excessively high heat release rate.

As listed in the right column of FIG. 11, the main combustion environment factors that affect the in-cylinder state quantity are the wall temperature of the combustion chamber 6, the in-cylinder pressure, the in-cylinder gas temperature, the in-cylinder oxygen concentration, and the engine speed. Number, fuel injection amount, injection timing, and injection pressure. For example, the wall surface temperature, the in-cylinder pressure, and the in-cylinder gas temperature vary depending on the outside air temperature, the outside air pressure, and the temperature of the engine cooling water. Further, the in-cylinder oxygen concentration varies depending on the amount of EGR gas taken into the combustion chamber 6 and the like. Furthermore, the combustion environment factor may also change due to a transient factor when the operating state changes significantly. The wall surface temperature of the combustion chamber 6 referred to here is the temperature of the inner peripheral wall of the cylinder block 3 that defines the cylinder 2, and the in-cylinder pressure is the pressure of the internal gas of the combustion chamber 6, The in-cylinder gas temperature is the temperature of the internal gas of the combustion chamber 6, and the in-cylinder oxygen concentration is the oxygen concentration of the internal gas of the combustion chamber 6. Further, the internal gas of the combustion chamber 6 is all the gas existing in the combustion chamber 6 before the start of combustion (and after the end of the intake stroke), and in the combustion chamber 6 when EGR is executed. It is a mixed gas of EGR gas and the air introduced into.

FIG. 12 is a diagram for explaining a model formula for predicting the generation timing YA of the first peak HAp of the pre-stage combustion portion HA in the heat generation characteristic H. As shown in FIG. 12(A), the generation timing YA of the first peak HAp is predicted as a “peak delay” which is a period from the start timing of the pre-injection P1 to the generation of the first peak HAp.

FIG. 12B shows the prediction model formula of the peak delay. Here, the influence of variations in various parameters on the peak delay is expressed by an Arrhenius type prediction formula. The right side of this prediction formula is a polynomial having each combustion environment factor listed in the right column of FIG. 11 as a parameter. That is, the peak delay has a predetermined coefficient A and a plurality of fuel injection amounts, injection timings, injection pressures, in-cylinder pressures, in-cylinder gas temperatures, wall surface temperatures, in-cylinder oxygen concentrations, and engine speeds. It is expressed by a polynomial by multiplying items. The coefficient A is an intercept that changes the value on the right side as a whole. The indexes B to I attached to the respective parameters such as the fuel injection amount, the injection timing, etc. indicate the sensitivity of the parameters. A plus sign means proportional and a minus sign means inversely proportional. To have. The engine oil temperature and the like may be added to the above items.

FIG. 12C is a table format showing the calibration result of the prediction model formula, showing the value of the coefficient A and the values of the indexes BI. This result is obtained by a combustion simulation or the like of data of a combustion waveform generated when various parameters such as the fuel injection amount, the injection timing, etc. are variously changed from the initial values, and based on a large number of the obtained data, The relationship between each parameter and the peak delay is specified by multiple regression analysis. It has been confirmed that the predicted result of the peak delay (the crank angle at which the first peak HAp occurs) by this prediction model formula and the actual difference, which is the difference between the measured peak delay and the peak delay, is ±2 deg or less.

FIG. 13 is a graph for explaining the influence of each variation of the injection amount, the injection timing, the in-cylinder pressure, and the in-cylinder gas temperature on the peak delay among the parameters included in the prediction model formula of FIG. In the graph of FIG. 13, the parameter change rate on the horizontal axis is a value representing the change rate with respect to the initial value when the initial value of each parameter is 100, and the peak delay change rate on the vertical axis is the peak. It is a value that represents the rate of change with respect to the initial value when the initial value of the delay (that is, the peak delay obtained when all parameters are initial values) is set to 100. In other words, in the graph of FIG. 13, the fluctuation of each parameter and the fluctuation of the peak delay accompanying it are represented by a dimensionless amount based on each initial value (100). In this case, the injection amount increases (decreases) from the initial value as the value of the horizontal axis becomes larger (smaller) than 100, and the injection timing becomes the initial value as the value of the horizontal axis becomes larger (smaller) than 100. Therefore, the in-cylinder pressure increases (decreases) from the initial value as the value on the horizontal axis becomes larger (smaller) than 100, and the in-cylinder gas temperature becomes the value on the horizontal axis. The larger (smaller) than 100, the higher (lower) the initial value is. Further, regarding the peak delay, the larger (smaller) the value on the vertical axis is, the longer (shorter) the peak delay becomes.

As can be understood from the graph of FIG. 13, the parameters of the injection amount, the injection timing, the in-cylinder pressure, and the in-cylinder gas temperature have the following peak delays provided that the other parameters are constant. Affect.
-The peak delay becomes shorter (longer) as the injection amount increases (decreases).
-The peak delay becomes longer (shorter) as the injection timing advances (retards).
・The peak delay becomes shorter (longer) as the cylinder pressure rises (lowers).
・The peak delay becomes shorter (longer) as the cylinder gas temperature rises (lowers).

Next, a prediction model formula of the height XA of the first peak HAp will be described with reference to FIG. As shown in FIG. 14(A), the height XA of the first peak HAp (hereinafter, also simply referred to as the peak height) is the prediction model formula of the “peak delay” shown in FIG. 12 and the known combustion efficiency prediction. It can be obtained by using an Arrhenius type prediction formula in combination with a model formula. The right side of this prediction formula is a polynomial obtained by multiplying the predetermined coefficient A by a plurality of items corresponding to the above-mentioned parameters of peak delay, combustion efficiency, engine speed, and injection amount. FIG. 14B is a table format showing the calibration result of the prediction model formula of FIG. 14A, showing the value of the coefficient A and the values of the indexes B to E obtained by the multiple regression analysis. ing.

FIG. 15A is a diagram for explaining the influence of the peak delay on the peak height. When the parameters other than the peak delay are constant, the peak height becomes higher as the peak delay becomes shorter. For example, it is assumed that a plurality of fuel injections P11, P12, P13 are executed at different timings and a plurality of heat generations having peaks at certain timings. The fuel injection timing is delayed in the order of P11→P12→P13 (however, the injection amount is constant), and accordingly, the peak delay (the period from the injection start to the peak occurrence) is shortened in the order of P11→P12→P13. To do. In this case, the peak height of the heat release rate generated corresponding to the fuel injection P11 is h1, the peak height of the heat release rate generated corresponding to the fuel injection P12 is h2, and the heat release generated corresponding to the fuel injection P13. Assuming that the peak height of the rate is h3, the peak height increases in the order of h1→h2→h3. In this way, the peak height becomes higher as the peak delay becomes shorter.

FIG. 15B is a diagram for explaining the influence of the fuel injection amount on the peak height. When parameters other than the peak height are constant, the peak height increases as the injection amount increases. For example, it is assumed that a plurality of fuel injections P11, P12, and P13 that bring different injection amounts and a plurality of heat generations having peaks at certain timings. It is assumed that the fuel injection amount increases in the order of P11→P12→P13 (however, the injection timing is constant). In this case, the peak height of the heat release rate generated corresponding to the fuel injection P11 is h1, the peak height of the heat release rate generated corresponding to the fuel injection P12 is h2, and the heat release generated corresponding to the fuel injection P13. Assuming that the peak height of the rate is h3, the peak height increases in the order of h1→h2→h3. Thus, the peak height increases as the fuel injection amount increases.

The prediction model formulas for the peak delay and the peak height (FIGS. 12 and 14) described above are stored in the storage unit 79 in advance. The prediction unit 75 reads the prediction model formula from the storage unit 79, and performs a prediction calculation of the generation time YA and the height XA of the first peak HAp that occurs under the current environmental conditions for each combustion cycle.

[Control flow]
FIG. 16 is a flowchart showing an example of fuel injection control by the processor 70. When the control shown in this flowchart starts, the operating state determination unit 71 of the processor 70, based on the detection values of the sensors SN1 to SN12 shown in FIG. 7 and the like, information regarding the operating region of the engine and the combustion environment factors described above. The environment information corresponding to is acquired (step S1).

Next, the operating state determination unit 71 determines whether or not the current operating region corresponds to the PCI region in which the premixed compression ignition combustion is executed, based on the information regarding the operating region acquired in step S1 (step S2). ). When it does not correspond to the PCI region (NO in step S2), the fuel injection control unit 72 of the processor 70 executes the fuel injection corresponding to another combustion control that is predetermined for the operating region other than the PCI region (step S3). .. That is, the injection pattern selection unit 73 of the fuel injection control unit 72 sets the fuel injection pattern corresponding to another combustion control.

On the other hand, when it corresponds to the PCI region (YES in step S2), the injection pattern selection unit 73 sets the divided injection pattern including the pre-injection P1 and the main injection P3 as illustrated in FIG. 5 (step S4). ).

Next, the setting unit 74 of the fuel injection control unit 72 temporarily sets the injection amount and injection timing of each fuel injection including the pre-injection P1 and the main injection P3 (step S5). The injection amount and injection timing temporarily set here are the reference amount and reference time stored in advance in the storage unit 79 in order to obtain the target heat generation characteristic Hs as illustrated in FIG. 8, for example. As described above, in the storage unit 79, the injection amount and the injection timing that can obtain the target heat generation characteristic Hs when the combustion environment factor is within the standard range are stored in advance as the reference amount and the reference time. There is. The setting unit 74 reads a reference amount and a reference timing suitable for the current accelerator opening (engine load), engine speed, etc. from the storage unit 79, and sets this as a temporary target value of the injection amount and the injection timing. ..

Next, the prediction unit 75 of the fuel injection control unit 72 uses the prediction model formula (FIGS. 12 and 14) stored in the storage unit 79 to calculate the heat from the environment information (combustion environment factor) acquired in step S1. Derive the predictive properties of incidence. Hereinafter, the heat generation characteristic predicted using the prediction model formula in this way is referred to as a predicted heat generation characteristic Hp. Further, the prediction unit 75 compares the predicted heat generation characteristic Hp with the target heat generation characteristic Hs to identify the deviation between the two, that is, the deviation between the prediction and the target in the heat generation rate (step S6).

Next, the correction unit 76 of the fuel injection control unit 72 derives a correction value for correcting the injection amount or injection timing of the pre-injection P1 provisionally set in step S5 so that the deviation specified in step S6 is corrected. Yes (step S7). For example, from the comparison between the predicted heat generation characteristic Hp and the target heat generation characteristic Hs described above, the height XA of the first peak HAp, which is the peak of the heat generation rate of the pre-stage combustion portion HA, is larger or smaller than the target value. It is assumed that the occurrence time YA of the first peak HAp is predicted to be later or earlier than the target value. In this case, the correction unit 76 derives a correction value for correcting the deviation based on the deviation of the peak height XA or the occurrence timing YA for at least one of the injection amount and the injection timing of the pre-injection P1. .. Of course, if the combustion environment factor is within a predetermined correction-free range, the correction unit 76 does not perform the correction.

Next, the setting unit 74 refers to the correction value obtained in step S7, and finally sets the injection amount and injection timing of each fuel injection including the pre-injection P1 and the main injection P3 (step S8). Then, the fuel injection control unit 72 controls the injection operation of the injector 15 so that the injection amount and the injection timing as set as above are realized.

Specifically, in step S8, the setting unit 74 uses the correction value obtained in step S7 for the injection amount or injection timing (that is, the reference amount and reference timing) of the pre-injection P1 provisionally set in step S5. to correct. Here, when the injection amount of the pre-injection P1 is corrected in step S8, the setting unit 74 adjusts the injection amount of the main injection P3 in accordance with the corrected injection amount of the pre-injection P1. Further, when the middle-stage injection P2 is executed between the two injections P1 and P3, the setting unit 74 also adjusts the injection amount of the middle-stage injection P2 as necessary. That is, when the injection amount of the pre-injection P1 is corrected, the setting unit 74 incidentally increases or decreases the injection amount of the fuel injection other than the pre-injection P1, and thereby the fuel injection amount in one cycle (pre-injection The total amount of each fuel injection including P1 and the main injection P3) is maintained.

Through the above-described processing, in step S8, the final injection amount and injection timing of the pre-injection P1 and the main injection P3 (further middle-stage injection P2) are determined. As described above, in the PCI region where multiple injections including the pre-injection P1 and the main injection P3 are performed, if the aspect of the pre-injection P1 is determined, the combustion associated with the subsequent fuel injection is highly robust. Becomes Therefore, in the present embodiment, as described above, the injection amount/injection timing of the pre-injection P1 is initiatively determined, and then the injection amount of the main injection P3 and the like are determined.

[Specific example of correction]
Subsequently, a specific example of the fuel injection control including the above-described correction control will be described with reference to FIGS. Here, particularly, correction control of fuel injection when the catalyst warm-up state changes in the PCI region will be described.

FIG. 17 is a time chart showing changes with time of various state quantities before and after the catalyst warm-up is completed. Time point t1 in this time chart is a time point when the catalyst temperature sensor SN9 detects that the temperature of the catalyst (oxidation catalyst 42) has reached the activation temperature T1 which is a threshold value for determining the completion of warm-up (chart. (A)). As a premise of this time chart, it is assumed that the accelerator opening (engine load) and the rotation speed are the same before and after the time point t1. Therefore, the total injection amount of fuel injected from the injector 15 in one cycle is also constant before and after the time point t1 (chart (c)).

Here, as already described, the intake valve closing timing (closing timing of the intake valve 11) is set to a retard side when the catalyst is not warmed up rather than when the catalyst is warmed up. .. Therefore, when the intake valve closing timing that is set before the time t1 when the catalyst warming up is completed (that is, the catalyst temperature reaches the activation temperature T1) is the pre-warming closing timing V1, The valve closing timing V1 is retarded by ΔV from the post-warming valve closing timing V2 which is the intake valve closing timing set after the time t1 (chart (b)). In the example of FIG. 17, the post-warm closing valve timing V2 is set slightly behind the intake bottom dead center (BDC), and the pre-warm closing valve timing V1 is the post-warm closing valve. The time is set to a time (retarded) farther from the intake bottom dead center than the time V2. In other words, the retard amount of the intake valve closing timing with respect to the intake bottom dead center is when the catalyst is not warmed up (before time t1) when the catalyst is already warmed up (after time t1). Is increased by ΔV.

With the change of the intake valve closing timing before and after the time t1 (the catalyst warm-up completion time) as described above, the injection timing of the pre-injection P1, the injection amount of the pre-injection P1, and the injection amount of the main injection P3 are also changed at the respective times. It is changed after t1. Specifically, the injection timing (injection start timing) of the pre-injection P1 set before time t1 is the pre-warm pre-injection timing Tf1a, and the injection timing (injection start timing) of the pre-injection P1 set after time t1. The post-warming pre-injection timing Tf2a is set. Further, the injection amount of the pre-injection P1 set before the time point t1 is the pre-warm pre-injection amount Qf1a, and the injection amount of the pre-injection P1 set after the time point t1 is the pre-warm pre-injection amount Qf2a. Further, the injection amount of the main injection P3 set before the time point t1 is the pre-warming main injection amount Qf1b, and the injection amount of the main injection P3 set after the time point t1 is the post-warming main injection amount Qf2b. In this case, the pre-warm-up pre-injection timing Tf1a is set to the advance side by ΔTfa with respect to the post-warm-up pre-injection timing Tf2a (chart (d)), and the pre-warm-up pre-injection amount Qf1a is set to the post-warm-up pre-injection. The amount Qf2a is set to be larger than the amount Qf2a by ΔQfa (chart (f)), and the pre-warming main injection amount Qf1b is set to be smaller than the amount Qf2b after warming-up by ΔQfb (chart (g)).

In other words, the advance amount with respect to the compression top dead center (TDC) of the injection timing of the pre-injection P1 when the catalyst is not warmed up (before the time t1) is when the catalyst is already warmed up (after the time t1). The injection amount of the pre-injection P1 when the catalyst is not warmed up is increased more than that, and the injection amount of the main injection P3 when the catalyst is not warmed up is increased than that when the catalyst is already warmed up. , Less than when the catalyst is warmed up.

On the other hand, the injection timing (injection start timing) of the main injection P3 is not changed according to the warm-up state of the catalyst. That is, the injection timing of the main injection P3 is set to a constant timing Tfb before and after the time point t1 (chart (e)).

As described above, the fuel injection control unit 72 changes the modes of the pre-injection P1 and the main injection P3 depending on whether or not the catalyst has been warmed up. FIG. 18 is a flowchart for explaining a specific example of control by the fuel injection control unit 72. The flow chart of FIG. 18 constitutes a part of the processing of steps S6 to S8 in the flow chart of FIG. 16 described above, and is particularly specialized for the control executed when the warm-up is not warmed up. It is expressed as a control flow.

When the control shown in the flowchart of FIG. 18 starts, the catalyst warm-up determination unit 77 of the processor 70 determines whether or not the temperature of the catalyst is lower than the activation temperature T1 based on the detection value of the catalyst temperature sensor SN9, that is, the catalyst. Is determined to be inactive (step S11).

When YES is determined in step S11 and it is confirmed that the catalyst is inactive, that is, the retard control of the intake valve closing timing before the time point t1 in FIG. 17 (the retard amount with respect to the intake bottom dead center is ΔV It is confirmed that the fuel injection control unit 72 of the processor 70 executes the control of increasing the internal pressure and the internal gas temperature of the cylinder based on the retard amount of the intake valve closing timing. The amount of decrease is estimated by calculation (step S12). For example, the fuel injection control unit 72 sets the intake valve closing timing (when the warming-up closing valve timing V2 in FIG. 17 is set when the catalyst is activated under the same engine load and the same engine speed). And the current intake valve closing timing at which the retard amount is increased (corresponding to the pre-warm valve closing timing V1 in FIG. 17) is specified as the retard increase amount ΔV, and the retard increase is performed. The amount of introduced air in the combustion chamber 6 and the amount of decrease in the effective compression ratio caused by the large amount ΔV are estimated. Then, based on the amount of introduced air and the amount of decrease of the effective compression ratio, the amount of decrease of the in-cylinder pressure and the in-cylinder gas temperature is estimated. It is estimated that the lowering amounts of the in-cylinder pressure and the in-cylinder gas temperature increase as the retardation increase amount ΔV of the intake valve closing timing increases.

Next, the prediction unit 75 of the fuel injection control unit 72 uses the peak delay prediction model formula (FIG. 12B) stored in the storage unit 79 to determine the peak heat release rate of the pre-stage combustion portion HA. The deviation that should occur with respect to the generation time YA of the first peak HAp is specified (step S13). That is, the in-cylinder pressure and the in-cylinder gas temperature decrease amount estimated in step S12 are both combustion environment factors that affect the heat generation characteristics (see FIGS. 11 to 13) and are parameters that affect the peak delay. is there. Therefore, the prediction unit 75 obtains the predicted peak delay, and thus the predicted occurrence time of the first peak HAp, by applying the decrease amounts of the cylinder internal pressure and the cylinder internal gas temperature to the peak delay prediction model formula. Then, by comparing the predicted generation time of the first peak HAp with the target generation time of the first peak HAp defined by the target heat generation characteristic Hs stored in the storage unit 79, the difference between them, that is, The deviation between the target and the prediction at the occurrence time YA of the first peak HAp is specified. The target heat generation characteristic Hs stored in the storage unit 79 is predetermined on the assumption that the catalyst has been warmed up. In other words, the target heat generation characteristic Hs used as the comparison reference in the process of step S13 has stopped the execution of the retardation control of the intake valve closing timing while maintaining the conditions such as the engine load and the rotational speed at the current state. This is a heat generation characteristic ideally obtained in this case.

Here, according to FIGS. 12 and 13, when the in-cylinder pressure and the in-cylinder gas temperature decrease due to the retard of the intake valve closing timing, a peak delay (from the start of the pre-injection P1 to the timing YA at which the first peak HAp occurs). Has a greater effect on the in-cylinder gas temperature. Then, the decrease of the in-cylinder gas temperature has the effect of lengthening the peak delay. Therefore, the deviation of the generation time YA of the first peak HAp specified in step S13 is specified as the deviation on the retard side with respect to the target generation time (the generation time of the first peak in the target heat generation characteristic Hs).

Next, the correction unit 76 of the fuel injection control unit 72 uses a correction value for correcting this deviation based on the deviation (deviation on the retard side) of the generation timing YA of the first peak HAp identified in step S13. The increase amount of the injection amount of a certain pre-injection P1 is derived (step S14). As shown in the chart (f) of FIG. 17, this increase amount is obtained if the intake valve closing timing retard control is not executed (that is, the decrease amount of the cylinder pressure/cylinder gas temperature is zero). (In this case), the increase amount ΔQfa with respect to the injection amount is set to such a value that the deviation of the generation timing YA of the first peak HAp decreases to almost zero. This increase amount ΔQfa increases as the deviation of the peak occurrence timing YA increases.

Next, the prediction unit 75 uses the prediction model formula of the peak delay (FIG. 12B) and the prediction model formula of the peak height (FIG. 14A) stored in the storage unit 79 in step S14. The deviation of the height XA of the first peak HAp that should occur when the injection amount of the pre-injection P1 is increased by the obtained increase amount ΔQfa is specified (step S15). That is, as shown in FIGS. 12 to 15, increasing the injection amount of the pre-injection P1 by the increase amount ΔQfa (that is, the change in the injection amount) becomes a factor that changes the peak delay (FIGS. 11 to 11). 13). Further, the fluctuation of the peak delay affects the peak height (see FIGS. 14 and 15). Therefore, the predicting unit 75 applies the increase amount ΔQfa of the injection amount to the prediction model formula of the peak delay (FIG. 12(B)) to obtain the change in the predicted peak delay, and further, the obtained peak delay. Is applied to the prediction model formula of the peak height (FIG. 14(A)) to obtain the predicted height of the first peak HAp. Then, by comparing the predicted height of the first peak HAp with the target height of the first peak HAp defined by the target heat generation characteristic Hs stored in the storage unit 79, the difference between the two, that is, the first The deviation between the target and the prediction at the height XA of the peak HAp is specified.

Here, according to FIGS. 12 and 13, an increase in the fuel injection amount has the effect of shortening the peak delay, and according to FIGS. 14 and 15(A), shortening the peak delay indicates a reduction in peak height. Bring about the action of increasing. Therefore, the deviation of the height XA of the first peak HAp specified in step S15 is specified as the deviation in the increasing direction with respect to the target height (the height of the first peak in the target heat generation characteristic Hs).

Next, the correction unit 76, based on the deviation (deviation in the increasing direction) of the height XA of the first peak HAp identified in step S15, the injection timing of the pre-injection P1 that is a correction value for correcting this deviation. The amount of advance angle of is derived (step S16). As shown in the chart (d) of FIG. 17, the advance amount is set when the intake valve closing timing retard control is not executed (that is, when the in-cylinder pressure/in-cylinder gas temperature decrease amount is zero). (Assuming that it exists), the advance amount ΔTfa with respect to the injection timing is set, and is set to a value such that the deviation of the height XA of the first peak HAp is reduced to almost zero. This advance amount ΔTfa increases as the deviation of the peak height XA increases.

Next, the setting unit 74 of the fuel injection control unit 72 refers to the increase amount ΔQfa and the advance amount ΔTfa derived as the correction values in steps S14 and S16, and finally sets the injection amount and the injection timing of the pre-injection P1. (Step S17). That is, the setting unit 74 adds the final injection amount of the pre-injection P1 to the injection amount obtained by adding the increase amount ΔQfa to the injection amount (that is, the reference amount) of the pre-injection P1 provisionally set in step S5 of FIG. And the injection timing obtained by advancing the injection timing (that is, the reference timing) of the pre-injection P1 provisionally set in step S5 by the advance amount ΔTfa is the final injection timing of the pre-injection P1. To decide.

Next, the setting unit 74 performs the main setting of the injection amount of the main injection P3 based on the injection amount of the pre-injection P1 that is main set in step S17 (step S18). That is, the setting unit 74 sets the injection amount of the main injection P3 so that the total injection amount per cycle including the injection amount of the pre-injection P1 that has been set is the same as that before the pre-injection P1 is increased. To reduce. For example, when the injection amount of the pre-injection P1 is increased by ΔQfa as described above, the injection amount of the main injection P3 is reduced so as to cancel this ΔQfa. When the injection amount of the fuel injection other than the pre-injection P1 and the main injection P3 (for example, the middle-stage injection P2) is not increased or decreased, the decrease amount of the main injection P3 (ΔQfb in FIG. 17) is the same as the increase amount ΔQfa of the pre-injection P1. become.

In step S18, only the injection amount of the main injection P3 is adjusted and the injection timing is not changed. That is, the injection timing (injection start timing) of the main injection P3 is set to a constant timing Tfb (reference timing) regardless of whether or not the retard control of the intake valve closing timing for the catalyst warm-up promotion is executed. It is maintained (chart (e) of FIG. 17).

FIG. 19 is a diagram for explaining a situation in which the deviation between the generation timing YA and the height XA of the first peak HAp is corrected by the correction of the injection amount and the injection timing of the pre-injection P1. Specifically, in FIG. 19A, both the injection amount and the injection timing of the pre-injection P1 are corrected when the catalyst is not warmed up (that is, when the retardation control of the intake valve closing timing is executed). The waveform of the heat generation rate when there is no heat generation characteristic is shown as a heat generation characteristic H″, and in FIG. 19B, the waveform of the heat generation rate when only the correction (increase correction) of the injection amount of the pre-injection P1 is executed is performed. 19C, the waveform of the heat generation rate when the injection timing correction (advance correction) is executed in addition to the correction of the injection amount of the pre-injection P1 is shown as the heat generation characteristic H in FIG. 19(A) to 19(C), in order to emphasize the difference in peak generation timing, the waveform of the heat release rate is shown with the horizontal axis being stretched more than in other figures such as FIG. Showing.

As shown in FIG. 19A, the heat generation characteristic H″ (solid line) obtained when neither the injection amount nor the injection timing of the pre-injection P1 is executed is the target heat generation characteristic Hs (one point) shown for comparison. Similar to the chain line), it has a pre-stage combustion portion HA that accompanies combustion of the fuel injected by the pre-injection P1 and a post-stage combustion portion HB that mainly occurs as a result of combustion of the fuel that is injected by the main injection P3. However, due to the retard control of the intake valve closing timing for warming up the catalyst, the generation timing YA of the first peak HAp, which is the peak of the preceding combustion portion HA of the heat generation characteristic H″, is the target heat generation characteristic Hs. Of the first peak HAps (target peak time). The generation timing of the second peak HBp, which is the peak of the post-combustion portion HB of the heat generation characteristic H″, is almost unchanged from the generation timing of the second peak HBps of the target heat generation characteristic Hs. This is because the portion HB is mainly generated by the diffusion combustion of the main injection P3, and the peak generation timing is mainly controlled by the injection timing of the main injection P3.

Further, comparing the peak heights of the heat generation characteristic H″ and the target heat generation characteristic Hs, the heights XA and XB of the first peak HAp and the second peak HBp in the heat generation characteristic H″ are the target heat generation characteristic, respectively. It is lower than the heights of the first peak HAps and the second peak HBps in Hs. Furthermore, as the peak height decreases, the slope of the heat generation rate rising curve from ignition to the first peak HAp and the slope of the heat generation rate falling curve from the second peak HBp to the end of combustion. Is getting smaller. In other words, combustion is proceeding slowly. This is because the in-cylinder pressure and the in-cylinder temperature decrease due to the retard control of the intake valve closing timing. Such slowing of combustion leads to an increase in exhaust loss, which is advantageous in terms of catalyst warm-up. However, since the peak interval Z, which is the interval between the first peak HAp and the second peak HBp, deviates from the target value, it is disadvantageous in terms of combustion noise.

On the other hand, when the injection amount of the pre-injection P1 is increased by the correction value (increase amount ΔQfa) derived through the processing of steps S13 and S14 of FIG. 18, the heat generation characteristic H shown in FIG. 'Is obtained, and the deviation of the generation timing YA of the first peak HAp from the target is eliminated. That is, the generation time YA of the first peak HAp is advanced and becomes substantially coincident with the generation time of the first peak HAps in the target heat generation characteristic Hs. Note that in FIG. 19B, the injection amount of the main injection P3 is reduced by ΔQfb along with the increase correction of the pre-injection P1, so that the total injection amount per cycle becomes the same amount as in FIG. 19A. It is assumed to be maintained.

However, only with the increase correction of the pre-injection P1 as described above, the height XA of the first peak HAp becomes higher than the height of the first peak HAps of the target heat generation characteristic Hs. This means that a larger amount of heat is generated near the compression top dead center, which in turn reduces exhaust loss. When the exhaust loss is reduced, the catalyst warm-up promoting effect is diminished.

On the other hand, when the injection timing of the pre-injection P1 is advanced by the correction value (advance amount ΔTfa) derived through the processing of steps S15 and S16 of FIG. 18, the heat generation characteristic H shown in FIG. Is obtained, and the deviation of the height XA of the first peak HAp from the target is eliminated. That is, the height XA of the first peak HAp is reduced and becomes substantially equal to the height of the first peak HAps in the target heat generation characteristic Hs. The generation time YA of the first peak HAp hardly changes, and is still substantially coincident with the peak generation time in the target heat generation characteristic Hs.

Due to the effect of reducing the height of the first peak HAp by correcting the injection timing (advancing angle correction) as described above, the amount of heat generated near TDC is reduced. As a result, the exhaust loss increases as compared with the case (heat generation characteristic H′) in FIG. 19B in which only the injection amount is corrected. In addition, the height XB of the second peak HBp is lower than the height of the second peak HBps of the target heat generation characteristic Hs, and the rising curve and the falling curve of the heat generation rate are still gentle. As a result, the effect of increasing exhaust loss, which is comparable to the initial state (heat generation characteristic H″) shown in FIG. 19A, can be obtained. ), the catalyst warm-up can be promoted.

[Effect]
As described above, in the present embodiment, during the operation in the PCI region, the pre-injection P1 and the main injection P3 are performed so that the heat generation characteristics including the first peak HAp and the second peak HBp are obtained, and The interval (peak interval) Z between the first peak HAp and the second peak HBp is such that the pressure waves generated by the combustion of the fuels of the pre-injection P1 and the main injection P3 cancel each other (that is, the period Fw of the pressure wave is approximately Since it is set to 1/2 times, the sound pressure level of combustion noise due to the pre-injection P1 and the main injection P3 can be effectively reduced by mutual interference, and noise such as diesel knock noise is sufficiently suppressed. It is possible to realize highly quiet combustion.

Further, when the catalyst is not warmed up (the temperature of the catalyst is lower than the activation temperature T1), compared to the case where the catalyst is warmed up (the temperature of the catalyst is higher than the activation temperature T1). , The retard amount of the intake valve closing timing with respect to the intake bottom dead center is increased, the injection amount of the pre-injection P1 is increased, and the injection timing of the pre-injection P1 is advanced (before time t1 in FIG. 17). It is possible to achieve both the promotion of catalyst warm-up and the suppression of combustion noise.

That is, when the retard amount with respect to the intake bottom dead center of the intake valve closing timing is increased when the catalyst is not warmed up, the amount of air introduced into the combustion chamber 6 and the effective compression ratio are reduced, and the cylinder pressure and the cylinder gas temperature are reduced. As a result, the combustion becomes slower. As a result, exhaust loss can be increased (exhaust gas temperature can be increased), and catalyst warm-up can be promoted. On the other hand, the decrease of the in-cylinder pressure and the in-cylinder gas temperature due to the retard control of the intake valve closing timing causes the first peak HAp generation timing YA to be a target value (that is, the interval to the second peak HBp is expected. It is moved toward the retarded angle side (see the time period at which the interval becomes) (see FIG. 19(A)), which may increase combustion noise. On the other hand, in the above-described embodiment, since the injection amount of the pre-injection P1 is increased during the retard control of the intake valve closing timing, the deviation of the generation timing YA of the first peak HAp as described above should be corrected. Therefore, the interval Z between the first peak HAp and the second peak HBp can be maintained at the above-described interval that is advantageous in terms of combustion noise (see FIG. 19(B)). Further, in addition to the increase correction of the pre-injection P1 as described above, the injection timing of the pre-injection P1 is advanced, so that the peak height XA incidentally increased by the correction of the deviation of the peak occurrence timing YA (in the increasing direction) Deviation) can be properly corrected (see FIG. 19C).

As described above, according to the above-described embodiment, even when the intake valve closing timing is retarded (the cylinder pressure and the cylinder gas temperature decrease) due to catalyst warm-up, the first peak HAp and It is possible to keep the distance Z from the second peak HBp within an advantageous distance for combustion noise, and prevent the height XA of the first peak HAp from rising excessively. As a result, it is possible to sufficiently suppress combustion noise and enhance the commercialability of the engine while increasing exhaust loss and promoting warm-up of the catalyst.

Further, in the above embodiment, the injection timing of the pre-injection P1 is sufficiently advanced with respect to the compression top dead center so that the fuel injected by the pre-injection P1 undergoes PCI combustion (premixed compression ignition combustion). The start timing of the main injection P3 is set so that the fuel injected by the main injection P3 diffuses and burns, and the first peak HAp (peak due to PCI combustion of the fuel injected by the pre-injection P1) occurs. The timing is set after YA. According to such a configuration, the combustion mode of the main injection P3 that causes the second peak HBp is a diffusion combustion in which the period from the injection start to the ignition (the ignition delay period) is not easily influenced by environmental factors. The generation timing YB of the second peak HBp can be definitely determined from the injection timing of the main injection P3. Therefore, by adjusting the injection amount/injection timing of the pre-injection P1 while fixing the injection timing of the main injection P3, the interval Z between the first peak HAp and the second peak HBp is set to the desired interval (combustion pressure). The waves can be accurately accommodated in a space such that they cancel each other, and the noise suppressing effect can be stably ensured.

Further, in the above-described embodiment, when the retard control of the intake valve closing timing is executed to warm up the catalyst, the amount of decrease in the in-cylinder pressure and the in-cylinder gas temperature caused by the retard of the intake valve closing timing is reduced. At the same time as the estimation, the deviation from the target of the generation timing YA of the first peak HAp caused by the decrease of the cylinder internal pressure and the cylinder internal gas temperature is estimated, and further, the pre-injection P1 is corrected so as to correct the estimated deviation. The increase amount ΔQfa of the injection amount is set. Furthermore, the deviation of the height XA of the first peak HAp from the target is estimated based on the set increase amount ΔQfa, and the injection timing of the pre-injection P1 is corrected so that the estimated deviation is corrected. The advance amount ΔTfa is set. According to such a configuration, the increase amount ΔQfa and the advance angle of the pre-injection P1 are set so that the generation timing YA and the height XA of the first peak HAp that can both suppress the combustion noise and accelerate the warm-up of the catalyst can be obtained. The amount ΔTfa can be properly calculated by calculation.

[Modification]
Although the embodiment of the present invention has been described above, the present invention is not limited to this, and for example, the following modified embodiment can be adopted.

(1) Although not particularly mentioned in the above-mentioned embodiment, when the deviation of the first peak HAp due to the retard control of the intake valve closing timing is relatively large, a preset value for correcting this deviation is set. Since the advance amount ΔTfa of the injection timing of the injection P1 also becomes relatively large, if this is allowed without limit, the fuel injected by the pre-injection P1 will be at an appropriate position in the combustion chamber 6 (that is, inside the cavity C). ) May not be available. Therefore, it is conceivable to change the number of pre-injections P1 depending on the amount of advance angle of the pre-injections P1. 20A and 20B are diagrams for explaining a specific example in the case where this measure is adopted. The crank angle W in this figure is a crank angle that represents the limit (advance limit) of the advance amount of the pre-injection P1 and corresponds to the “predetermined crank angle” according to the present invention.

In the example shown in FIGS. 20A and 20B, the number of injections of the pre-injection P1 is once or depending on the magnitude of the advance amount ΔTfa of the pre-injection P1 calculated based on the deviation of the height XA of the first peak HAp. It is variably set to twice. For example, it is assumed that the advance amount ΔTfa calculated in step S16 of FIG. 18 described above has a relatively small value such that the pre-injection P1 is started after the advance limit W. That is, even if the pre-injection P1 is actually advanced by the calculated advance amount ΔTfa, the start timing of the pre-injection P1 is equal to the advance angle limit W or falls within the timing on the retard side. In this case, as shown in FIG. 20(A), the number of times of pre-injection P1 is the same as in the above embodiment.

On the other hand, it is assumed that the advance amount ΔTfa calculated in step S16 is a large value such that the pre-injection P1 is started on the advance side of the advance limit W. That is, when the pre-injection P1 is actually advanced by the calculated advance amount ΔTfa, the start timing of the pre-injection P1 is further advanced than the advance limit W. In this case, as shown in FIG. 20(B), the number of pre-injections P1 is increased to two while maintaining the start timing of the pre-injections P1 at the advance limit W. As a result, the fuel injected by the pre-injection P1 is supplied to an appropriate position in the combustion chamber 6 (inside the cavity C) while the fuel penetration (penetration force) is weakened twice. By performing the injection of P1 as the pre-injection P1, it is possible to promote the homogenization of the air-fuel mixture in the combustion chamber 6 (mainly the cavity C) during the period from the injection start to the ignition, and it is possible to advance the injection timing. You can get the same effect. As a result, while realizing a clean combustion in which the air utilization rate of the fuel is sufficiently secured, the deviation of the first peak HAp is appropriately corrected to achieve both suppression of combustion noise and acceleration of catalyst warm-up. You can

In the modified example shown in FIGS. 20A and 20B, the number of times the pre-injection P1 is divided is not limited to two and may be three or more. For example, when a large advance amount ΔTfa that exceeds the advance limit W is calculated, the number of divisions may be gradually increased from 2 to 3 as the over amount with respect to the advance limit W increases. Good. Further, in the above modification, when a large advance amount ΔTfa that exceeds the advance limit W is calculated, the pre-injection P1 is divided into a plurality of times while maintaining the start timing of the pre-injection P1 at the advance limit W. However, it is also possible to allow the start timing of the pre-injection P1 to be advanced to a timing slightly advanced from the advance angle limit W in consideration of the reduction in the penetration due to the split injection.

(2) In the above-described embodiment, the warm-up state of the catalyst is determined based on the detection value of the catalyst temperature sensor SN9, but the catalyst temperature is indirectly determined from the detected temperature of the exhaust gas flowing upstream or downstream of the exhaust purification device 41. The warm-up state may be determined.

(3) In the above embodiment, an example in which the pre-injection P1, the middle-stage injection P2, and the main injection P3 are executed as the fuel injection pattern has been shown, but this is an example, and for example, the middle-stage injection P2 may be omitted. Is possible. Alternatively, after-injection for suppressing the generation of soot may be executed after the main injection P3. Further, each of the pre-injection P1 and the main injection P3 may be divided into a plurality of injections.

(4) Although the cavity 5C of the piston 5 that defines the bottom surface of the combustion chamber 6 has the two-stage egg shape shape including the first cavity portion 51 and the second cavity portion 52 in the above embodiment, The fuel injection control of the present invention can be applied to the case where the cavity 5C having a hollow shape other than the two-step egg shape is provided.

6 Combustion chamber 9 Intake port 10 Exhaust port 11 Intake valve 13a Intake VVT (Variable valve mechanism)
15 injector 41 exhaust gas purification device 72 fuel injection control unit 77 catalyst warm-up determination unit 78 valve timing control unit P1 pre-injection P3 main injection ΔQfa (injection amount of pre-injection) increase amount ΔTfa (injection timing of pre-injection) Quantity HAp First peak XA (First peak) Height YA (First peak) Occurrence time HBp Second peak Z Peak interval W Advance angle limit (predetermined crank angle)

Claims (5)

An injector that injects fuel into the combustion chamber, an intake port and an exhaust port that communicate with the combustion chamber, an intake valve that opens and closes the intake port, and a variable valve mechanism that can change at least the intake valve closing timing, which is the closing timing of the intake valve. And a device for controlling a compression ignition engine, which comprises an exhaust gas purification device that purifies exhaust gas discharged from a combustion chamber through an exhaust port, and that burns fuel injected from the injector by compression ignition in the combustion chamber. There
A fuel injection control unit for controlling the amount and timing of fuel injection by the injector;
A catalyst warm-up determination unit that determines the warm-up state of the catalyst built in the exhaust gas purification device,
A valve timing control unit that drives the valve variable mechanism to variably set the intake valve closing timing,
The fuel injection control unit causes the injector to perform pre-injection for injecting fuel on the advance side of the compression top dead center and main injection for injecting fuel during combustion of the fuel injected by the pre-injection. The interval between the first peak of the heat release rate resulting from the combustion of the fuel injected by the pre-injection and the second peak of the heat release rate resulting from the combustion of the fuel injected by the main injection is the pre-injection And the injection timings of the pre-injection and the main injection are set so that the pressure waves generated by the combustion of each fuel of the main injection cancel each other out.
When the catalyst warm-up determination unit determines that the catalyst is not warmed up, the valve timing control unit and the fuel injection control unit cause the catalyst to warm up under the same engine load and rotation speed conditions. As compared with the case where it is determined that the engine is already operated, the valve variable mechanism is controlled so that the retard angle amount of the intake valve closing timing with respect to the intake bottom dead center increases, and the injection amount of the pre-injection increases and A control device for a compression ignition type engine, wherein the injector is controlled so that an advance amount of a pre-injection injection timing with respect to a compression top dead center increases. The control device for the compression ignition type engine according to claim 1,
The advance amount with respect to the compression top dead center of the injection timing of the pre-injection is set to a value such that the fuel injected by the pre-injection undergoes premixed compression ignition combustion,
The main injection is started after the occurrence of the first peak due to premixed compression combustion of the fuel injected by the pre-injection so that the fuel injected by the main injection undergoes diffusion combustion. Control device for compression ignition type engine. The compression ignition engine control device according to claim 1 or 2,
When the retard amount of the intake valve closing timing with respect to the intake bottom dead center is increased because the catalyst is not warmed up, the fuel injection control unit controls the cylinder pressure generated by the retarding of the intake valve closing timing. And the decrease amount of the in-cylinder gas temperature is estimated, and the deviation of the generation timing of the first peak caused by the decrease of the in-cylinder pressure and the in-cylinder gas temperature from the target is estimated, and the estimated deviation is corrected. A control device for a compression ignition type engine, wherein the increase amount of the injection amount of the pre-injection is set so that. The control device for the compression ignition type engine according to claim 3,
When the retard amount of the intake valve closing timing with respect to the intake bottom dead center is increased because the catalyst is not warmed up, the fuel injection control unit sets the increase amount of the set injection amount of the pre-injection. Based on the above, the deviation of the height of the first peak from the target is estimated, and the advance amount of the injection timing of the pre-injection is set so that the estimated deviation is corrected. Ignition engine control device. The control device for the compression ignition type engine according to claim 4,
The fuel injection control unit is configured so that the advance amount of the injection timing of the pre-injection for correcting the deviation of the height of the first peak is started on the advance side of the predetermined crank angle with respect to the pre-injection. The control device for a compression ignition type engine, wherein the pre-injection is divided into a plurality of times and executed when calculated to a large value.

Images