JP2022097008A - Engine equipment - Google Patents

Abstract

To suppress deterioration of emission which may occur when a rapid increase in engine load is required and a fuel injection quantity is increased.SOLUTION: An engine device calculates a required injection quantity to be injected from a cylinder injection valve with respect to a required air amount corresponding to an accelerator opening degree and a rotation speed of an engine, and performs control so that at least a part of the required injection quantity is injected from the cylinder injection valve by predetermined end timing of an intake stroke. When a target fuel pressure based on the required air amount and the engine rotation speed is larger than a boostable fuel pressure based on the engine rotation speed, and when fuel injection start timing, which is calculated based on the required injection quantity and the boostable fuel pressure so that a fuel injection in an intake stroke is completed by the predetermined end timing, is before predetermined start timing, the engine device limits the required air amount so that the fuel injection start timing becomes the predetermined start timing or later.SELECTED DRAWING: Figure 2

Description

The present invention relates to an engine device.

Conventionally, as an engine device of this type, an in-cylinder injection valve that injects fuel into the combustion chamber of an engine as an internal combustion engine, a fuel pump that pumps fuel to the in-cylinder injection valve, and fuel to be supplied to the in-cylinder injection valve. In an engine device equipped with a fuel accumulator chamber for storing fuel and a control device for controlling the injection amount from the in-cylinder injection valve, if the injection end timing is after the specified crank angle, the pressure in the fuel accumulator chamber or Those that change at least one of the air fuel ratio or the intake air amount have been proposed (see, for example, Patent Document 1). In this device, the fuel injection end time is optimized and the fuel atomization time is secured by changing the pressure or air-fuel ratio in the fuel accumulator chamber or the intake air amount so that the fuel injection end time reaches a predetermined time. , It is said that the exhaust gas performance can be improved.

Japanese Unexamined Patent Publication No. 2014-190284

Many devices equipped with an engine having an in-cylinder injection valve use rotating parts of the engine as a drive source for a fuel pump that supplies fuel to the in-cylinder injection valve, and the pressure (fuel pressure) of the fuel supplied to the in-cylinder injection valve. ) Corresponds to the engine speed. For this reason, when the engine load is required to increase rapidly and the fuel injection amount becomes large when the engine speed is relatively low, it is necessary to maintain an appropriate fuel injection end time, so that the fuel start time is earlier and the intake stroke When injecting fuel, fuel may adhere to the piston or bore. In this case, particulate matter such as soot is generated due to incomplete combustion of fuel, which worsens emissions.

The main object of the engine device of the present invention is to suppress deterioration of emissions that may occur when a rapid increase in engine load is required and a fuel injection amount becomes large.

The engine device of the present invention has adopted the following means in order to achieve the above-mentioned main object.

The engine device of the present invention
An engine with an in-cylinder injection valve that injects fuel into the cylinder,
A fuel supply device having a high-pressure pump that is driven by the rotation of the engine to pressurize the fuel from the fuel tank and supply it to the high-pressure supply pipe to which the in-cylinder injection valve is connected.
The required injection amount to be injected from the in-cylinder injection valve is calculated for the required air amount according to the accelerator opening and the engine speed, and at least a part of the required injection amount is the predetermined end time of the intake stroke. A control device that controls the injection from the in-cylinder injection valve by
It is an engine device equipped with
When the target fuel pressure based on the required air amount and the engine speed is larger than the boostable fuel pressure that can be boosted based on the engine speed, the control device determines the required injection amount and the boostable fuel pressure. Based on this, when the fuel injection start time calculated so that the fuel injection in the intake stroke is completed by the predetermined start time is earlier than the predetermined start time, the fuel injection start time is set to be after the predetermined start time. To limit the required air volume,
It is characterized by that.

In the engine device of the present invention, the required injection amount to be injected from the in-cylinder injection valve is calculated for the required air amount according to the accelerator opening and the engine rotation speed, and at least a part of the required injection amount is taken in. It is controlled so that the injection is performed from the in-cylinder injection valve by the predetermined end time of the stroke. When the target fuel pressure based on the required air volume and the engine speed is greater than the boostable fuel pressure that can be boosted based on the engine speed, the fuel injection in the intake stroke ends predetermined based on the required injection amount and the boostable fuel pressure. When the fuel injection start time calculated so that the fuel injection is completed by the time is earlier than the predetermined start time, the required air amount is limited so that the fuel injection start time is after the predetermined start time. As a result, it is possible to suppress fuel injection before a predetermined start time. As a result, particulate matter such as soot is generated due to the adhesion of fuel to the piston and the bore, and it is possible to suppress deterioration of emissions.

It is a block diagram which shows the outline of the structure of the engine apparatus 10 as an Example of this invention. It is a flowchart which shows an example of the required air amount guard processing executed by an electronic control unit 70. Explanation showing an example of the first fuel injection timing and the second fuel injection timing when the high-pressure fuel pressure Pfi is relatively high and the required air amount Qa * is relatively small and the fuel is injected in two steps in the intake stroke. It is a figure. Explanation showing an example of the first fuel injection timing and the second fuel injection timing when the high-pressure fuel pressure Pfi is relatively low and the required air amount Qa * is relatively large and the fuel is injected in two steps in the intake stroke. It is a figure. It is explanatory drawing which shows an example of the time change of the required air amount Qa *, the fuel pressure Pfhi *, Pfhi and the fuel injection start time in the comparative example and the Example when the required air amount Qa * suddenly increases.

Next, an embodiment for carrying out the present invention will be described with reference to examples.

FIG. 1 is a configuration diagram showing an outline of the configuration of an engine device 10 as an embodiment of the present invention. As shown in the figure, the engine device 10 of the embodiment includes an engine 12, a fuel supply device 50, and an electronic control unit 70. The engine device 10 is a general vehicle that travels using power from the engine 12, various hybrid vehicles equipped with a motor in addition to the engine 12, and non-moving equipment that operates using the power from the engine 12 (for example,). , Construction equipment, etc.).

The engine 12 is configured as an internal combustion engine that outputs power by four strokes of intake, compression, expansion, and exhaust, using, for example, gasoline or a mixed fuel of gasoline and alcohol as fuel. The engine 12 includes a port injection valve 25 for injecting fuel into an intake port and an in-cylinder injection valve 26 for injecting fuel into the cylinder. By providing the port injection valve 25 and the in-cylinder injection valve 26, the engine 12 can be operated in any one of the port injection mode, the in-cylinder injection mode, and the shared injection mode.

In the port injection mode, the air cleaned by the air cleaner 22 is sucked into the intake pipe 23 to pass through the throttle valve 24, and fuel is injected from the port injection valve 25 to mix the air and the fuel. Then, this air-fuel mixture is sucked into the combustion chamber 29 through the intake valve 28, and is explosively combusted by the electric spark of the spark plug 30. Then, the reciprocating motion of the piston 32 pushed down by the energy generated by the explosive combustion is converted into the rotational motion of the crankshaft 14. In the in-cylinder injection mode, air is sucked into the combustion chamber 29 as in the port injection mode, fuel is injected from the in-cylinder injection valve 26 in the middle of the intake stroke and / or after reaching the compression stroke, and electric sparks are generated by the spark plug 30. Explosive combustion is obtained. In the shared injection mode, when air is sucked into the combustion chamber 29, fuel is injected from the port injection valve 25, fuel is injected from the in-cylinder injection valve 26 in the intake stroke and the compression stroke, and the fuel explodes due to an electric spark from the spark plug 30. It is burned to obtain the rotational movement of the crankshaft 14. These injection modes are switched according to the operating state of the engine 12. The exhaust gas discharged from the combustion chamber 29 to the exhaust pipe 33 via the exhaust valve 31 is a purification catalyst (three elements) that purifies harmful components of carbon monoxide (CO), hydrocarbons (HC), and nitrogen oxides (NOx). It is exhausted to the outside air through the purification device 34 having the catalyst) 34a.

The fuel supply device 50 is configured as a device for supplying the fuel in the fuel tank 51 to the port injection valve 25 and the in-cylinder injection valve 26 of the engine 12. The fuel supply device 50 includes a fuel tank 51, a feed pump (first pump) 52, a low pressure supply pipe (first supply pipe) 53, a check valve 54, a relief flow path 55, and a relief valve 56. A high-pressure pump (second pump) 57 and a high-pressure supply pipe (second supply pipe) 58 are provided.

The feed pump 52 is configured as an electric pump that operates by receiving electric power supplied from a battery (not shown), and is arranged in a fuel tank 51. The feed pump 52 supplies the fuel in the fuel tank 51 to the low pressure supply pipe 53. The low pressure supply pipe 53 is connected to the port injection valve 25. The check valve 54 is provided in the low pressure supply pipe 53, and allows the flow of fuel from the feed pump 52 side to the port injection valve 25 side and regulates the flow of fuel in the reverse direction.

The relief flow path 55 is connected to the low pressure supply pipe 53 and the fuel tank 51. The relief valve 56 is provided in the relief flow path 55 and closes when the fuel pressure in the low pressure supply pipe 53 is less than the threshold value Pflorim, and opens when the fuel pressure in the low pressure supply pipe 53 is equal to or higher than the threshold value Pflorim. When the relief valve 56 is opened, a part of the fuel in the low pressure supply pipe 53 is returned to the fuel tank 51 via the relief flow path 55. In this way, it is possible to prevent the fuel pressure in the low pressure supply pipe 53 from becoming excessive.

The high-pressure pump 57 is driven by power from the engine 12 (in the embodiment, rotation of the intake camshaft that opens and closes the intake valve 28), pressurizes the fuel in the low-pressure supply pipe 53, and supplies the fuel to the high-pressure supply pipe 58. It is configured as. The high-pressure pump 57 is connected to an electromagnetic valve 57a that is connected to the suction port and opens and closes when pressurizing fuel, and is connected to the discharge port to regulate the backflow of fuel and keep the fuel pressure in the high-pressure supply pipe 58. It has a valve 57b and a plunger 57c that operates (moves in the vertical direction in FIG. 1) by the rotation of the engine 12 (rotation of the intake camshaft). During the operation of the engine 12, the high pressure pump 57 sucks the fuel of the low pressure supply pipe 53 when the electromagnetic valve 57a is opened, and is compressed by the plunger 57c when the electromagnetic valve 57a is closed. The fuel supplied to the high-pressure supply pipe 58 is pressurized by intermittently feeding the fuel to the high-pressure supply pipe 58 via the check valve 57b. When the high-pressure pump 57 is driven, the fuel pressure in the low-pressure supply pipe 53 and the fuel pressure (fuel pressure) in the high-pressure supply pipe 58 pulsate according to the rotation of the engine 12 (rotation of the intake camshaft). The high pressure supply pipe 58 is connected to the in-cylinder injection valve 26.

The electronic control unit 70 includes a CPU 71, a ROM 72, a RAM 73, a flash memory 74, and a microcomputer having an input / output port. Signals from various sensors are input to the electronic control unit 70 via the input port. The signals input to the electronic control unit 70 include, for example, a crank angle θcr from the crank position sensor 14a that detects the rotational position of the crankshaft 14 of the engine 12, and a water temperature sensor 40 that detects the temperature of the cooling water of the engine 12. The cooling water temperature Tw from the engine 12 and the oil temperature Toil from the oil temperature sensor 42 that detects the temperature of the lubricating oil of the engine 12 can be mentioned. Cam angles θci and θco from the cam position sensor 44 that detect the rotational position of the intake camshaft that opens and closes the intake valve 28 and the rotational position of the exhaust camshaft that opens and closes the exhaust valve 31 can also be mentioned. The throttle opening TH from the throttle position sensor 24a that detects the position of the throttle valve 24, the intake air amount Qa from the air flow meter 23a attached to the upstream side of the throttle valve 24 of the intake pipe 23, and the throttle of the intake pipe 23. The intake air temperature Ta from the temperature sensor 23t mounted on the upstream side of the valve 24 can also be mentioned. The air-fuel ratio AF from the air-fuel ratio sensor 35 installed on the upstream side of the purification device 34 of the exhaust pipe 33 and the oxygen signal O2 from the oxygen sensor 36 installed on the downstream side of the purification device 34 of the exhaust pipe 33 also. Can be mentioned. The fuel temperature Tftnk from the fuel temperature sensor 51t attached to the fuel tank 51, the rotation speed Nlp of the feed pump 52 from the rotation speed sensor 52a attached to the feed pump 52, and the vicinity of the port injection valve 25 of the low pressure supply pipe 53 ( For example, the low pressure fuel pressure (fuel pressure supplied to the port injection valve 25) Pflo from the fuel pressure sensor 53p attached to the low pressure delivery pipe), and the vicinity of the in-cylinder injection valve 26 of the high pressure supply pipe 58 (for example, the high pressure delivery pipe). High-pressure fuel pressure (pressure of fuel supplied to the in-cylinder injection valve 26) Pfhi from the attached fuel pressure sensor 58p can also be mentioned.

Various control signals are output from the electronic control unit 70 via the output port. The signals output from the electronic control unit 70 include, for example, a control signal to the throttle valve 24 of the engine 12, a control signal to the port injection valve 25, a control signal to the in-cylinder injection valve 26, and a spark plug 30. A control signal can be mentioned. A control signal to the feed pump 52 of the fuel supply device 50 and a control signal to the solenoid valve 57a of the high pressure pump 57 can also be mentioned.

The electronic control unit 70 calculates the rotation speed Ne of the engine 12 based on the crank angle θcr from the crank position sensor 14a. Further, the electronic control unit 70 is actually sucked in one cycle with respect to the load factor (stroke volume per cycle of the engine 12) based on the intake air amount Qa from the air flow meter 23a and the rotation speed Ne of the engine 12. The ratio of the volume of air) KL is calculated. Further, the electronic control unit 70 estimates the temperature Tc of the catalyst 34a of the purification device 34 based on the cooling water temperature Tw from the water temperature sensor 40, the rotation speed Ne of the engine 12, and the load factor KL. In addition, the electronic control unit 70 estimates the fuel temperature Tfhp in the high-pressure pump 57 based on the cooling water temperature Tw, the oil temperature Toil from the oil temperature sensor 42, and the intake air temperature Ta from the temperature sensor 23t.

In the engine device 10 of the embodiment configured in this way, the CPU 71 of the electronic control unit 70 performs intake air amount control, fuel injection control, and ignition control of the engine 12 as operation control of the engine 12, and also performs ignition control of the fuel supply device 50. It controls the feed pump 52 and the high pressure pump 57 (electromagnetic valve 57a). The fuel injection control will be described below when fuel is injected by the in-cylinder injection valve 26.

As the intake air amount control of the engine 12, for example, the required air amount Qa * is set based on the accelerator opening and the rotation speed Ne of the engine 12, and the throttle valve is set so that the intake air amount Qa becomes the required air amount Qa *. The target opening degree TH * of 24 is set, and the throttle valve 24 is controlled using the target opening degree TH *. For fuel injection control of the engine 12, the required injection amount Qf * is set based on the required air amount Qa * and the target air fuel ratio AF *, and the fuel injection time Tf is set based on the required injection amount Qf * and the high-pressure fuel pressure Pfhi. Is set, the fuel injection start time Tst is set so that the fuel injection is completed by the allowable injection end time, and the in-cylinder injection valve 26 is controlled so that the fuel is injected only by the fuel injection time Tf from the fuel injection start time Tst. .. In the ignition control of the engine 12, the target ignition timing Ti * of the spark plug 30 is set based on the rotation speed Ne of the engine 12, the required air amount Qa *, etc., and the spark plug 30 is set using the set target ignition timing Ti *. Control.

Next, the operation of the engine device 10 of the embodiment configured in this way, particularly the operation when the required air amount suddenly increases will be described. FIG. 2 is a flowchart showing an example of the required air amount guard process executed by the electronic control unit 70. This process is repeatedly executed at predetermined time intervals.

When the required air amount guard process is executed, the electronic control unit 70 first calculates the required injection amount Qf * from the required air amount Qa * (step S100). The required injection amount Qf * can be obtained, for example, by dividing the required air amount Qa * by the target air-fuel ratio AF *.

Subsequently, the target fuel pressure Pfi * as the target value of the fuel pressure in the vicinity of the in-cylinder injection valve 26 (high pressure delivery pipe) of the high pressure supply pipe 58 is calculated from the required air amount Qa * and the rotation speed Ne of the engine 12 (step S110). ). In the embodiment, the target fuel pressure Pfi * is stored as a target fuel pressure setting map by obtaining the relationship between the required air amount QA *, the rotation speed Ne of the engine 12 and the target fuel pressure Pfi * in advance, and the required air amount Qa *. And the rotation speed Ne of the engine 12 are given, it is determined by deriving the corresponding target fuel pressure Pfi * from the map.

Next, a boostable fuel pressure Pfup that can be boosted as the fuel pressure in the vicinity of the in-cylinder injection valve 26 (high pressure delivery pipe) of the high pressure supply pipe 58 is calculated from the rotation speed Ne of the engine 12 (step S120). In the embodiment, the boostable fuel pressure Pfup is stored as a map for setting the boostable fuel pressure by obtaining the relationship between the engine 12 rotation speed Ne and the boostable fuel pressure Pfup in advance by experiments or the like, and the engine 12 rotation speed Ne is calculated. Given, it was determined by deriving the corresponding boostable fuel pressure Pfup from the map.

When the target fuel pressure PFhi * and the boostable fuel pressure Pfup are obtained in this way, it is determined whether or not the boostable fuel pressure Pfup is equal to or higher than the target fuel pressure Pfhi * (step S130). When it is determined that the boostable fuel pressure Pfup is equal to or higher than the target fuel pressure Pfi *, it is determined that fuel injection can be executed without any problem, and this process is performed without imposing a limit on the required air amount Qa * (step S170). finish.

When it is determined in step S130 that the boostable fuel pressure Pfup is less than the target fuel pressure Pfi *, the required injection timing start time Tst is calculated from the required injection amount Qf * and the boostable fuel pressure Pfup (step S140). In the embodiment, since the fuel injection is divided into two times in the intake stroke and evenly performed, the start time Tst1 of the first fuel injection is calculated as the required injection time start time Tst. FIG. 3 shows an example of the first fuel injection timing and the second fuel injection timing when the high-pressure fuel pressure Pfi is relatively high and the required air amount Qa * is relatively small and the fuel is injected in two steps in the intake stroke. Shown in. In the figure, Tst1 is the start time of the first fuel injection, Tend is the end time of the first fuel injection, Tst2 is the start time of the second fuel injection, and Tend2 is the start time of the second fuel injection. It's the end time. In the embodiment, since the fuel injection is divided into two times in the intake stroke and evenly performed, a slight interval should be maintained between the end time Tend1 of the first fuel injection and the start time Tst2 of the second fuel injection. The end guard value Tendlim is provided for the end time Tend 1 of the first fuel injection. Therefore, the required injection timing start time Tst is obtained as the start timing Tst1 when the end timing Tend1 of the first fuel injection is guarded by the end guard value Tendlim. The end guard value is set so that the end time of the second fuel injection is also before the ignition timing.

When the required injection timing start time Tst is calculated, it is determined whether or not the required injection timing start time Tst is before the start guard value Tstlim (advance angle side) (step S150). Required injection timing When it is determined that the start timing Tst is after the start guard value Tstlim (on the retard side), it is determined that fuel injection can be executed without any problem, and the required air volume Qa * is not restricted. (Step S170), this process is terminated.

When it is determined in step S150 that the required injection timing start timing Tst is before the start guard value Tstlim (advance angle side), particulate matter such as soot is generated due to incomplete combustion of the fuel, which worsens the emission. It is determined that there is, the required air amount Qa * is limited (step S150), and this process is terminated. FIG. 4 shows an example of the first fuel injection timing and the second fuel injection timing when the high-pressure fuel pressure Pfi is relatively low and the required air amount Qa * is relatively large and the fuel is injected in two steps in the intake stroke. Shown in. When the required injection timing start time Tst is before the start guard value Tstlim (advance angle side), that is, when the start time Tst1 of the first fuel injection in the embodiment is before the start guard value Tstlim (advance angle side), the piston 32 Since the fuel injection is started at a position close to the top dead center, the injected fuel easily adheres to the piston 32 and the bore. Further, when the high-pressure fuel pressure Pfi is low, the degree of atomization of the injected fuel is low, so that the injected fuel is more likely to adhere to the piston 32 and the bore. When the fuel adheres to the piston 32 or the bore, incomplete combustion of the fuel occurs, particulate matter such as soot is generated, and the emission is deteriorated. If the degree of fuel atomization is low, the fuel tends to adhere to the piston 32 and the bore even in the second fuel injection. In the embodiment, in order to avoid such an event, the required air amount Qa * is limited when it is determined that the required injection timing start timing Tst is before the start guard value Tstlim (advance angle side). As a limitation of the required air amount Qa *, for example, the required injection amount Pf * is calculated back from the boostable fuel pressure Pfup so that the required injection timing start time Tst becomes the start guard value Tstlim or later (advance angle side). However, the required air amount Qa * can be obtained by multiplying this by the target air-fuel ratio AF * and imposing a limit on the amount of air.

FIG. 5 shows the required air amount Qa *, fuel pressures Pfi *, Pfhi and fuel injection in a comparative example in which the required air amount guard process is not performed and an embodiment in which the required air amount guard process is performed when the required air amount Qa * suddenly increases. It is explanatory drawing which shows an example of the time change of a start time. In the figure, in "target fuel pressure Pfhi *, high pressure fuel pressure Pfhi", the solid line indicates the target fuel pressure Pfhi *, and the broken line indicates the high pressure fuel pressure Pfhi. In "Required air amount Qa * (Example)", the solid line shows an example and the broken line shows a comparative example. In the comparative example, the increase in the high-pressure fuel pressure Pfhi is delayed with respect to the increase in the target fuel pressure Pfhi * from the time T1 to the time T2 when the required air amount Qa * rapidly increases. Therefore, the required injection timing start time Tst is before the start guard value Tstlim (advance angle side), and the fuel injection start timing Tst1 is on the advance angle side from the start guard value Tstlim. On the other hand, in the embodiment, since the required air amount Qa * is limited from the time T1 to the time T2 when the required air amount Qa * rapidly increases, the degree of increase in the high pressure fuel pressure Pfhi is relative to the increase in the target fuel pressure Pfi *. Although there is a slight delay, the degree of delay is extremely small compared to the comparative example. Therefore, the required injection timing start time Tst is behind the start guard value Tstlim (on the retard side), and the fuel injection start time Tst1 is not on the advance side of the start guard value Tstlim. As a result, it is possible to suppress deterioration of emissions caused by incomplete combustion of fuel and generation of particulate matter such as soot.

In the engine device 10 of the above-described embodiment, the target fuel pressure Pfi * obtained based on the required air amount Qa * and the engine speed Ne is obtained from the boostable fuel pressure Pfup obtained based on the engine speed Ne. When the required injection timing start time Tst obtained based on the required injection amount Qf * and the boostable fuel pressure Pfup is large, when the required injection timing start time Tst is before the start guard value Tstlim (advance angle side), the required injection timing start time Tst is the start guard. The required air amount Qa * is limited so that it is equal to or greater than the value Tstrim. As a result, it is possible to prevent the injected fuel from adhering to the piston 32 and the bore. As a result, deterioration of emissions caused by particulate matter such as soot caused by incomplete combustion of the fuel adhering to the piston 32 and the bore can be suppressed.

In the engine device 10 of the embodiment, as a limitation of the required air amount Qa *, the required injection can be increased so that the required injection timing start timing Tst becomes the start guard value Tstlim or later (advance angle side). The amount Pf * is calculated back and multiplied by the target air-fuel ratio AF * to obtain the required air amount Qa * with a limit, but the required air amount Qa * is reduced by a certain amount. May be the required air volume Qa * with a limit.

In the engine device 10 of the embodiment, the fuel injection is divided into two times in the intake stroke and evenly performed, but the fuel injection may be divided into three or more times in the intake stroke, or may be performed once. good.

In the engine device 10 of the embodiment, the port injection valve 25 and the in-cylinder injection valve 26 are provided, but the port injection valve 25 may not be provided.

The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problem will be described. In the embodiment, the engine 12 corresponds to the "engine", the fuel supply device 50 corresponds to the "fuel supply device", and the electronic control unit 70 corresponds to the "control device".

As for the correspondence between the main elements of the examples and the main elements of the invention described in the column of means for solving the problem, the invention described in the column of means for solving the problems of the examples is carried out. Since it is an example for specifically explaining the mode for solving the problem, the elements of the invention described in the column of means for solving the problem are not limited. That is, the interpretation of the invention described in the column of means for solving the problem should be performed based on the description in the column, and the examples are the inventions described in the column of means for solving the problem. It is just a concrete example.

Although the embodiments for carrying out the present invention have been described above with reference to the embodiments, the present invention is not limited to these embodiments and may be in various embodiments within the scope of the gist of the present invention. Of course it can be done.

The present invention can be used in the manufacturing industry of engine devices and the like.

10 engine unit, 12 engine, 14 crank shaft, 14a crank position sensor, 15 crank position sensor, 22 air cleaner, 23 intake pipe, 23a air flow meter, 23t temperature sensor, 24 throttle valve, 24a throttle position sensor, 25 port injection valve, 26 In-cylinder injection valve, 28 intake valve, 29 combustion chamber, 30 ignition plug, 31 exhaust valve, 32 piston, 33 exhaust pipe, 34 purification device, 34a catalyst, 35 air fuel ratio sensor, 36 oxygen sensor, 40 water temperature sensor, 42 Oil temperature sensor, 44 cam position sensor, 50 fuel supply device, 51, charge tank, 51t fuel temperature sensor, 52 feed pump, 52a rotation speed sensor, 53 low pressure supply pipe, 53p fuel pressure sensor, 54 check valve, 55 relief flow Road, 56 relief valve, 57 high pressure pump, 57a electromagnetic valve, 57b check valve, 57c plunger, 58 high pressure supply pipe, 58p fuel pressure sensor, 70 electronic control unit, 71 CPU, 72 ROM, 73 RAM, 74 flash memory.

Claims (1)

An engine with an in-cylinder injection valve that injects fuel into the cylinder,
A fuel supply device having a high-pressure pump that is driven by the rotation of the engine to pressurize the fuel from the fuel tank and supply it to the high-pressure supply pipe to which the in-cylinder injection valve is connected.
The required injection amount to be injected from the in-cylinder injection valve is calculated for the required air amount according to the accelerator opening and the engine speed, and at least a part of the required injection amount is the predetermined end time of the intake stroke. A control device that controls the injection from the in-cylinder injection valve by
It is an engine device equipped with
When the target fuel pressure based on the required air amount and the engine speed is larger than the boostable fuel pressure that can be boosted based on the engine speed, the control device determines the required injection amount and the boostable fuel pressure. Based on this, when the fuel injection start time calculated so that the fuel injection in the intake stroke is completed by the predetermined start time is earlier than the predetermined start time, the fuel injection start time is set to be after the predetermined start time. To limit the required air volume,
An engine device characterized by that.

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