JP5195383B2 - In-cylinder direct injection spark ignition internal combustion engine - Google Patents

Description

  The present invention relates to a direct injection type spark ignition internal combustion engine.

For example, in Patent Document 1, the total amount of fuel that can be completely burned with the amount of intake air per combustion cycle is divided into two injections directly into the combustion chamber, and the second fuel injection performed in the compression stroke is performed. An internal combustion engine that performs stratified stoichiometric combustion by forming a stratified air-fuel mixture in the vicinity of a spark plug by being reflected by a cavity formed on a piston crown surface is disclosed.
Japanese Patent Laid-Open No. 2002-130024

  However, when stratified stoichiometric combustion is performed in an internal combustion engine as disclosed in Patent Document 1, the air-fuel mixture diffuses in the combustion chamber as the ignition timing is retarded, and the air-fuel mixture around the spark plug becomes lean. There is a problem that the combustion stability deteriorates.

Therefore, the direct injection type spark ignition internal combustion engine of the present invention performs fuel injection twice during one combustion cycle, and the fuel injected in the second fuel injection reaches the spark plug at the ignition timing. Then, the second fuel injection is performed toward the cavity formed on the piston crown surface at a timing preceding the ignition timing by a predetermined period, and ignition is performed in a state where a two-stage stratified mixture is formed around the ignition plug in the combustion chamber. In the case of retarded combustion, when the ignition timing is relatively retarded to suppress rotational fluctuation during the retarded combustion, the injection ratio of the second fuel injection is made relatively larger than that during normal retarded combustion, and 2 When the fuel injection start timing of the second fuel injection is relatively advanced and the ignition timing is relatively advanced to suppress rotational fluctuation during the retard combustion, the normal retard is used. With relatively smaller injection ratio of the second fuel injection as compared to shrink upon, it is characterized by relatively retarding the second fuel injection fuel injection start timing of.

  According to the present invention, even during retard combustion, the second fuel injection amount can be increased or decreased according to the ignition timing, and as a result, further retarding of the ignition timing is possible while ensuring combustion stability. Further exhaust gas temperature increase and HC reduction by afterburning can be realized.

  Hereinafter, an embodiment of the present invention will be described in detail with reference to the drawings.

  FIG. 1 is a configuration explanatory view showing a system configuration of a direct injection type spark ignition internal combustion engine to which the present invention is applied.

  An intake passage 4 is connected to the combustion chamber 3 formed by the piston 2 of the internal combustion engine 1 via an intake valve (not shown), and an exhaust passage 5 is connected via an exhaust valve (not shown). Has been. An air flow meter 6 for detecting the amount of intake air is disposed in the intake passage 4, and an electronically controlled throttle valve 7 whose opening degree is controlled via an actuator 8 by a control signal is disposed. A catalyst converter 10 for purifying exhaust gas is disposed in the exhaust passage 5, and air-fuel ratio sensors 11 and 12 are provided on the upstream side and the downstream side, respectively. Further, the air-fuel ratio sensor 11 on the upstream side is provided. Is provided with an exhaust gas temperature sensor 13 for detecting the exhaust gas temperature at the inlet side of the catalytic converter 10.

  A spark plug 14 is disposed at the central top of the combustion chamber 3. A fuel injection valve 15 that directly injects fuel into the combustion chamber 3 is disposed on the side of the combustion chamber 3 on the intake passage 4 side. The fuel that has been regulated to a predetermined pressure by the high-pressure fuel pump 16 and the pressure regulator 17 is supplied to the fuel injection valve 15 via a high-pressure fuel passage 18. Therefore, when the fuel injection valve 15 of each cylinder is opened by the control pulse, an amount of fuel corresponding to the valve opening period is injected. Reference numeral 19 denotes a fuel pressure sensor that detects the fuel pressure, and reference numeral 20 denotes a low-pressure fuel pump that sends fuel to the high-pressure fuel pump 16.

  Further, the internal combustion engine 1 is provided with a water temperature sensor 21 for detecting the engine cooling water temperature and a crank angle sensor 22 for detecting a crank angle. Further, an accelerator opening sensor 23 is provided for detecting the amount of depression of the accelerator pedal by the driver.

  The fuel injection amount, injection timing, ignition timing, and the like of the internal combustion engine 1 are controlled by the control unit 25. The control unit 25 receives detection signals from the various sensors described above. The control unit 25 determines the combustion method, that is, the homogeneous combustion or the stratified combustion, in accordance with the engine operating conditions detected by these input signals, and according to this, the electronic control throttle valve 7 is opened. The fuel injection timing and fuel injection amount of the fuel injection valve 15, the ignition timing of the spark plug 14, and the like are controlled.

  After completion of warm-up, normal stratified combustion operation or homogeneous combustion operation is performed. For example, in a predetermined region on the low speed and low load side, as normal stratified combustion operation, fuel injection is performed at an appropriate time in the compression stroke, and ignition is performed at a time before the compression top dead center. The fuel spray is collected in a layered manner in the vicinity of the spark plug 14, thereby realizing, for example, stratified combustion with a lean air-fuel ratio. Further, in a predetermined region on the high speed and high load side, as normal homogeneous combustion operation, fuel injection is performed during the intake stroke, and ignition is performed in the vicinity of the MBT point before the compression top dead center. In this case, the fuel becomes a homogeneous mixture in the cylinder.

  In the present invention, at the time of cold start of the internal combustion engine 1 where early temperature rise of the catalytic converter 10 is required, the fuel required in one combustion cycle is twice in one combustion cycle so that the exhaust temperature becomes high. The injection is performed separately, and the retarded combustion is performed with the ignition timing set after the compression top dead center. Hereinafter, the retarded combustion will be described in detail.

  As shown in FIG. 2, the retarded combustion in the present embodiment is preceded by a predetermined period from the ignition timing so that the fuel injected in the second fuel injection in one combustion cycle reaches the spark plug 14 at the ignition timing. The fuel is injected for the second time during the compression stroke toward the cavity formed on the piston crown at the timing, and ignited in a state where a two-stage stratified mixture is formed around the spark plug 14 in the combustion chamber 3 It is. Therefore, at the time of retard combustion, the injection ratio between the first fuel injection and the second fuel injection is changed according to the fuel injection timing and ignition timing of the second fuel injection.

  That is, during normal retarded combustion, combustion stability is established and the second fuel injection timing (IT2) at which the ignition timing can be retarded most, and the first fuel path injection and the second fuel injection in one combustion cycle A division ratio which is an injection ratio with fuel path injection is set. As shown in FIGS. 2 and 3, when the ignition timing is changed from an idle speed control request (a request for setting the engine speed of the internal combustion engine as the target engine speed) during normal retarded combustion, this ignition timing is used. Is changed in accordance with the change in the injection ratio (division ratio) of the second fuel injection amount, the fuel injection period of the second fuel injection is changed in accordance with the change in the injection ratio, and the second fuel injection is changed. The second fuel injection timing (IT2) is changed so that the center of the fuel injection period is a fixed time.

  More specifically, when the ignition timing is further retarded than during normal retarded combustion, the injection ratio of the second fuel injection amount is increased (the division ratio is increased) and the second fuel injection period is lengthened. The injection start timing (IT2start) of the second fuel injection is advanced by an amount relative to the injection start timing (IT2start) of the second fuel injection during normal retarded combustion. On the other hand, when the ignition timing is advanced from that during normal retarded combustion, the injection ratio of the second fuel injection amount is decreased (division ratio is decreased) and the second fuel injection period is shortened. The injection start timing (IT2start) of the second fuel injection is retarded with respect to the injection start timing (IT2start) of the second fuel injection during normal retarded combustion.

  Further, in the transition from the retarded combustion to the homogeneous combustion in which fuel injection is performed once in one combustion cycle, fuel injection is performed twice in one combustion cycle and the injection timing of the second fuel injection is The injection ratio is changed so that the second fuel injection amount decreases as the interval from the ignition timing becomes shorter.

  FIG. 4 shows a timing chart at the time of retarded combustion. As indicated by a broken line in FIG. 4, when the injection ratio (division ratio) at the time of retarded combustion is fixed to a constant value, the ignition timing cannot be changed from the combustion stability limit. Also, when shifting from retarded combustion to homogeneous combustion, as shown by the broken line in FIG. 4, if the second fuel injection amount at the time of retarded combustion is set to be increased from the ignition timing retard request, the ignition timing is set. When the angle is advanced, there is a problem that the fuel injection amount decreases and reaches the minimum flow rate limit (Qmin) of the fuel injection valve.

  However, in the present embodiment, as described above, when the ignition timing is further retarded than during normal retarded combustion, the injection ratio of the second fuel injection amount is set as shown by the solid line in FIG. By increasing (increasing the split ratio), the injection start timing (IT2start) of the second fuel injection is changed to the injection start timing (IT2start) of the second fuel injection in the normal retarded combustion without impairing the combustion stability. It can be advanced with respect to. Then, when the ignition timing is advanced from that during normal retarded combustion, as shown by the one-dot chain line in FIG. 4, the injection ratio is decreased (division ratio is decreased), thereby impairing combustion stability. Without delay, the injection start timing (IT2start) of the second fuel injection can be retarded with respect to the injection start timing (IT2start) of the second fuel injection during normal retarded combustion.

  That is, even when there is a request for changing the ignition timing in order to suppress the rotational fluctuation of the internal combustion engine during the retarded combustion, the injection ratio depends on the injection start timing and ignition timing of the second fuel injection in one cycle. By changing the above, it is possible to make the spray contact with the cavity by the second fuel injection the same condition, and to prevent the deterioration of the combustion stability due to the change of the fuel injection period of the second fuel injection Can do.

  Further, since the amount of fuel injection for the second time can be increased or decreased according to the retard of the ignition timing, the retard of the ignition timing can be further increased as compared with the case where the injection ratio is made constant, and the further increase in the amount of afterburning. Exhaust temperature rise and further HC reduction can be realized.

  In a transition from such retarded combustion to homogeneous combustion in which fuel injection is performed once in one combustion cycle, fuel injection is performed twice in one combustion cycle and the injection timing of the second fuel injection is Since the injection ratio is changed so that the second fuel injection amount decreases as the interval from the ignition timing becomes shorter, the ignition timing can be set without deteriorating the combustion stability during the retard combustion, the homogeneous combustion, and the transient time. It can be changed.

  FIG. 5 is a flowchart showing a control flow during retarded combustion in the present embodiment.

  In S1, it is determined whether or not retarded combustion is being performed. If retarded combustion has already been performed, the process proceeds to S4, and if retarded combustion has not been performed, the process proceeds to S2.

  In S2, it is determined whether or not the execution conditions for retarded combustion are satisfied. For example, it is determined that the conditions for performing the retarded combustion are satisfied at the time of cold start when the temperature of the catalytic converter 10 is lower than a predetermined temperature set in advance.

  In S3, when performing retarded combustion in which fuel injection is performed twice during one combustion cycle, a division ratio that is an injection ratio between the first fuel injection and the second fuel injection is set. That is, the division ratio during normal retarded combustion is set.

  In S4, it is determined whether or not the condition for switching to homogeneous combustion is satisfied. If the condition for switching to homogeneous combustion is satisfied, the process proceeds to S5. As a condition for switching to homogeneous combustion, for example, when the temperature of the catalytic converter 10 rises to the catalyst activation temperature (when the catalyst warm-up is completed), it is determined that the condition for switching to homogeneous combustion is satisfied.

  In S5, the ignition timing is advanced by a predetermined amount toward the ignition timing when performing homogeneous combustion while maintaining the number of fuel injections in one combustion cycle at two. Then, the shorter the interval between the injection timing and the ignition timing of the second fuel injection, the smaller the second fuel injection amount in the first combustion cycle, and the second fuel injection amount in the first combustion cycle and the second fuel injection amount. The fuel injection ratio (split ratio) is changed.

  In S6, it is determined whether or not the ignition timing has been advanced to an ignition timing at which the combustion is switched to homogeneous combustion. If the ignition timing has been advanced, the process proceeds to S7, and if not, the process proceeds to S5.

  In S7, the combustion method is switched to homogeneous combustion.

  On the other hand, if it is determined in S4 that the condition for switching to homogeneous combustion is not satisfied, the process proceeds to S8.

  In S8, it is determined whether or not there is a request for changing the ignition timing from an idle speed control request (a request for setting the engine speed of the internal combustion engine to the target engine speed), and a request for changing the ignition timing is made during execution of retarded combustion. If there is, the process proceeds to S9.

  In S9, in accordance with the request for changing the ignition timing, the ignition timing is changed from the ignition timing at the time of normal retarded combustion, and the injection ratio (split ratio) of the second fuel injection amount is changed in accordance with the change in the ignition timing. The fuel injection period of the second fuel injection is changed in accordance with the change of the injection ratio, and the second fuel injection timing (IT2) is set so that the center of the fuel injection period of the second fuel injection becomes a fixed time. To change.

  In S10, it is determined whether or not a request for changing the ignition timing has been completed from an idle speed control request (a request for setting the engine speed of the internal combustion engine as the target engine speed), and the request for changing the ignition timing has not been completed. In step S9, if the ignition timing change request has been completed, the ignition timing is returned to the ignition timing at the time of normal retarded combustion, the normal retarded combustion is resumed, and the current routine is ended.

  The technical ideas of the present invention that can be grasped from the above-described embodiments will be listed together with their effects.

  (1) A fuel injection valve that directly injects fuel into the cylinder and an ignition plug are provided, and the injected fuel can be reflected by a cavity formed on the piston crown surface to form a stratified mixture near the ignition plug. An in-cylinder direct injection spark ignition internal combustion engine that performs retarded combustion with the ignition timing set after compression top dead center in a predetermined operating state, and in the case of retarded combustion, fuel injection is performed twice during one combustion cycle. And the second fuel injection toward the cavity formed on the piston crown surface at a timing preceding the ignition timing by a predetermined period so that the fuel injected in the second fuel injection reaches the spark plug at the ignition timing In the in-cylinder direct injection spark ignition internal combustion engine that ignites in a state where a two-stage stratified mixture is formed around the spark plug in the combustion chamber, the second time during the retarded combustion Fuel injection timing of the fuel injection and in accordance with the ignition timing, change the injection ratio between the first fuel injection and second fuel injection. This makes it possible to increase or decrease the amount of fuel injection for the second time according to the retard of the ignition timing, and further retard the ignition timing while ensuring the combustion stability. Can be realized.

  (2) In the in-cylinder direct injection spark ignition internal combustion engine according to (1), during a transition between the retarded combustion and the homogeneous combustion in which fuel injection is performed once during one combustion cycle, The fuel injection is performed twice, and the injection ratio is changed so that the second fuel injection amount decreases as the interval between the injection timing of the second fuel injection and the ignition timing becomes shorter. This makes it possible to change the ignition timing without deteriorating the combustion stability during the retard combustion, the homogeneous combustion, and the transition.

  (3) In the direct injection type spark ignition internal combustion engine according to (1) or (2), when the fuel injection period of the second fuel injection is changed in accordance with the change of the injection ratio, 2 The injection start timing of the second fuel injection is set so that the center of the fuel injection period of the second fuel injection is a fixed timing. As a result, even if the fuel injection period of the second fuel injection is changed in accordance with the change of the injection ratio, it is possible to set the same condition for the spray hitting the cavity by the second fuel injection. It is possible to prevent the deterioration of the combustion stability accompanying the change of the fuel injection period of the injection.

BRIEF DESCRIPTION OF THE DRAWINGS The structure explanatory drawing which shows the system structure of the whole internal combustion engine which concerns on this invention. Explanatory drawing which showed typically the mode of the change of the injection ratio according to the fuel injection timing and ignition timing of the 2nd fuel injection at the time of retarded combustion. Explanatory drawing which showed typically the correlation with the fuel-injection time of the 2nd fuel-injection at the time of retarded combustion, and an injection ratio. Timing chart for retarded combustion. The flowchart which shows the flow of control at the time of retarded combustion.

Explanation of symbols

3 ... Combustion chamber 14 ... Spark plug 15 ... Fuel injection valve 25 ... Control unit

Claims (3)

A fuel injection valve for directly injecting fuel into the cylinder and an ignition plug are provided, and the injected fuel can be reflected by a cavity formed on the piston crown surface to form a stratified mixture near the ignition plug. A cylinder direct injection spark ignition internal combustion engine that performs retarded combustion with the ignition timing set after compression top dead center when in operation,
When the retard combustion performs fuel injection twice during one combustion cycle, and as the fuel injected by the second fuel injection to reach the ignition plug in the ignition timing, the piston at a predetermined time prior to the timing from the ignition timing In a cylinder direct injection spark ignition internal combustion engine that performs a second fuel injection toward a cavity formed on a crown surface and ignites in a state where a two-stage stratified mixture is formed around a spark plug in a combustion chamber,
When the ignition timing is relatively retarded to suppress rotational fluctuation during the retarded combustion, the injection ratio of the second fuel injection is made relatively larger than that during normal retarded combustion, and the second fuel injection is performed. Relatively advance the fuel injection start time of
When the ignition timing is relatively advanced in order to suppress rotational fluctuation during the retard combustion, the injection ratio of the second fuel injection is made relatively smaller than that during normal retard combustion, and the second fuel is injected. An in-cylinder direct injection type spark ignition internal combustion engine characterized by relatively retarding a fuel injection start timing of injection. In the transition from the retarded combustion to the homogeneous combustion in which the fuel injection is performed once in one combustion cycle, the fuel injection is performed twice in one combustion cycle and the ignition timing is advanced so that the ignition timing of the homogeneous combustion is increased. The in- cylinder direct injection spark according to claim 1, characterized in that the injection ratio between the first fuel injection amount and the second fuel injection amount is changed so that the second fuel injection amount decreases as the fuel injection amount approaches. Ignition internal combustion engine. When changing the ignition timing to suppress rotational fluctuation during the retarded combustion, the injection start timing of the second fuel injection is set so that the center of the fuel injection period of the second fuel injection is a constant timing. The in-cylinder direct injection spark ignition internal combustion engine according to claim 1 or 2.

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