CONTROL APPARATUS FOR A CYLINDER DIRECT-INJECTION INTERNAL COMBUSTION ENGINE

• US 20110005496A1
• Filed: 02/19/2009
• Published: 01/13/2011
• Est. Priority Date: 03/03/2008
• Status: Active Grant

• Current Assignee: Nissan Motor Co., Ltd.
• Original Assignee: Nissan Motor Co., Ltd.
• Inventors: Tanaka, Daisuke, Hiraya, Koji, Shigemoto, Shunsuke, Tsuchida, Hirofumi
• Granted Patent: US 8,627,789 B2
• Time in Patent Office: Days
• US Class Current: 123/48.B
• CPC Class Codes: F02D 15/02 by alteration or displacement of piston stroke
• CPC Class Codes: F02D 35/027 using knock sensors
• CPC Class Codes: F02D 39/06 for engines adding the fuel substantially at the end of compression stroke
• CPC Class Codes: F02D 39/08 for engines adding the fuel substantially before compression stroke
• CPC Class Codes: F02D 41/047 Taking into account fuel evaporation or wall wetting; special correction after fuel cut-off F02D41/126
• CPC Class Codes: F02D 41/10 for acceleration
• CPC Class Codes: F02D 41/3023 a mode being the stratified charge spark-ignited mode
• CPC Class Codes: F02D 41/3029 further comprising a homogeneous charge spark-ignited mode
• CPC Class Codes: F02D 41/401 Controlling injection timing F02D41/402 takes precedence
• CPC Class Codes: F02D 41/402 Multiple injections
• CPC Class Codes: Y02T 10/40 Engine management systems

Abstract

A control apparatus is provided for a four stroke cylinder direct-injection internal combustion engine having a cylinder and a piston disposed within the cylinder. The control apparatus includes a variable compression ratio mechanism for variably controlling the engine compression ratio by changing the top dead center position of the piston and a fuel injection device for injecting fuel directly into the cylinder. When the actual compression ratio of the engine is higher than a target compression ratio, the variable compression ratio mechanism reduces the compression ratio, and in accordance with the reduction in the compression ratio, the fuel injecting device injects an intake fuel injection amount in the intake stroke and a compression fuel injection amount in the compression stroke, and the timing for starting the fuel injection in the compression stroke is retarded.

Claims

1. A control apparatus for a four stroke cylinder direct-injection internal combustion engine having a cylinder and a piston disposed within the cylinder, the control apparatus comprising:

a variable compression ratio mechanism for variably controlling the engine compression ratio by changing the top dead center position of the piston;

a fuel injection device for injecting fuel directly into the cylinder; and

a controller for controlling the fuel injection device and the variable compression ratio mechanism;

wherein when the actual compression ratio of the internal combustion engine is higher than a target compression ratio, the controller causes the variable compression ratio mechanism to reduce the compression ratio, and in accordance with the reduction in the compression ratio the controller controls the fuel injection device to inject an intake fuel injection amount in the intake stroke and a compression fuel injection amount in the compression stroke, and retards the timing for starting the fuel injection in the compression stroke.

2. The control apparatus according to claim 1,

wherein the controller limits the intake fuel injection amount to an intake stroke injection upper limit amount that is smaller than a pre-ignition intake fuel injection amount;

and

wherein the controller limits the compression fuel injection amount to a compression stroke injection upper limit amount that can be injected prior to a time point in the compression stroke corresponding to a smoke limit.

3. The control apparatus according to claim 2, wherein when the sum of the intake fuel injection amount and the compression fuel injection amount is smaller than a target fuel injection amount, the controller causes the fuel injection device to perform an additional fuel injection that is independent of the fuel injection in the intake stroke and the fuel injection in the compression stroke by injecting near intake bottom dead center of the piston an amount of fuel equivalent to the difference between the target injection amount and the sum of the intake fuel injection amount and the compression fuel injection amount.

4. The control apparatus according to claim 2, wherein when the sum of the intake fuel injection amount and the compression fuel injection amount is smaller than a target fuel injection amount, the controller causes the fuel injection device to inject at a retarded timing in the expansion stroke an additional amount of fuel equivalent to the difference between the target injection amount and the sum of intake fuel injection amount and the compression fuel injection amount.

5. The control apparatus according to claim 2,

wherein the controller determines a basic fuel injection amount corresponding to an engine load;

wherein when the sum of the intake stroke injection upper limit and the compression stroke upper injection limit is smaller than the basic fuel injection amount, the controller sets the intake fuel injection amount as the intake stroke injection upper limit amount and the compression fuel injection amount as the compression stroke injection upper limit amount;

wherein when an air-fuel ratio based on the basic fuel injection amount is equal to or richer than a stoichiometric air-fuel ratio, the controller causes the fuel injection device to perform an additional fuel injection that is independent of the fuel injection in the intake stroke and the fuel injection in the compression stroke by injecting near intake bottom dead center of the piston an amount of fuel equivalent to the difference between the basic fuel injection amount and the sum of the intake fuel injection amount and the compression fuel injection amount; and

wherein when the air-fuel ratio based on the basic fuel injection amount is leaner than the stoichiometric air-fuel ratio, the controller causes the fuel injection device to inject at a retarded timing in the expansion stroke an amount of fuel equivalent to the difference between the basic fuel injection amount and an amount of fuel for making the air-fuel ratio equal to the stoichiometric air-fuel ratio.

6. The control apparatus according to claim 2,

wherein the controller determines a basic fuel injection amount corresponding to an engine load;

wherein when the sum of the intake stroke injection upper limit and the compression stroke upper injection limit is smaller than the basic fuel injection amount, the controller sets the intake fuel injection amount as the intake stroke injection upper limit amount and the compression fuel injection amount as the compression stroke injection upper limit amount;

wherein when an air-fuel ratio based on the basic fuel injection amount is equal to or richer than a stoichiometric air-fuel ratio, the controller causes the fuel injection device to perform an additional fuel injection that is independent of the fuel injection in the intake stroke and the fuel injection in the compression stroke by injecting near intake bottom dead center of the piston an amount of fuel equivalent to the difference between the basic fuel injection amount and the sum of the intake fuel injection amount and the compression fuel injection amount; and

wherein when the air-fuel ratio based on the basic fuel injection amount is leaner than the stoichiometric air-fuel ratio, the controller causes the fuel injection device to inject at a retarded timing in the expansion stroke an additional amount of fuel for making the air-fuel ratio equal to the stoichiometric air-fuel ratio.

7. The control apparatus according to claim 5, wherein when the basic fuel injection amount is determined to greater than the amount of fuel for making the air-fuel ratio equal to the stoichiometric ratio, the controller limits the basic injection amount to be equal to the amount of fuel for making the air-fuel ratio equal to the stoichiometric air-fuel ratio.

8. The control apparatus according to claim 2,

wherein the controller determines a basic fuel injection amount corresponding to an engine load;

wherein when the sum of the intake stroke injection upper limit amount and the compression stroke injection upper limit amount is greater than or equal to the basic fuel injection amount, the controller sets the intake fuel injection amount as the intake stroke injection upper limit amount;

wherein when an air-fuel ratio based on the basic fuel injection amount is equal to or richer than a stoichiometric air-fuel ratio, the controller sets the compression fuel injection amount as the difference between the basic fuel injection amount and the intake fuel injection amount; and

wherein when the air-fuel ratio based on the basic fuel injection amount is leaner than the stoichiometric air-fuel ratio, the controller sets the compression fuel injection amount as the difference between an additional amount of fuel for making the air-fuel ratio equal to the stoichiometric air-fuel ratio and the intake fuel injection amount.

9. The control apparatus according to claim 1,

wherein the controller determines a basic fuel injection amount corresponding to an engine load;

wherein when an air-fuel ratio based on the basic fuel injection amount is leaner than a stoichiometric air-fuel ratio, the controller sets the intake fuel injection amount to be equal to the basic fuel injection amount and the compression fuel injection amount to be equal to the difference between the amount of fuel required for a stoichiometric air-fuel ratio and the basic fuel injection; and

wherein when an air-fuel ratio based on the basic fuel injection amount is equal to or richer than a stoichiometric air-fuel ratio, the controller limits the basic injection amount to be equal to the amount of fuel required for a stoichiometric air-fuel ratio, and sets the intake fuel injection amount to be equal to the basic injection amount and the compression injection amount to be zero.

10. The control apparatus according to claim 1,

wherein when the actual compression ratio is equal to or greater than a predetermined compression ratio at which abnormal combustion may occur, the controller determines an intake stroke injection upper limit amount and a compression stroke injection upper limit amount;

and

wherein when the sum of the intake stroke injection upper limit amount and the compression stroke injection upper limit amount is greater than a basic fuel injection amount corresponding to an engine load,

the intake fuel injection amount is set to be equal to the intake stroke injection upper limit amount, and

when the basic fuel injection amount is less than an injection amount for making an air-fuel ratio equal to a stoichiometric air-fuel ratio, the compression fuel injection amount is set to be equal to the difference between the injection amount for making the air-fuel ratio equal to the stoichiometric air-fuel ratio and the intake fuel injection amount, and when the basic fuel injection amount is equal to or greater than the injection amount for making the air-fuel ratio equal to the stoichiometric air-fuel ratio, the compression fuel injection amount is set to be equal to the difference between the basic fuel injection amount and the intake fuel injection amount.

11. The control apparatus according to claim 1,

wherein when the actual compression ratio is equal to or greater than a predetermined compression ratio at which abnormal combustion may occur, the controller determines an intake stroke injection upper limit amount and a compression stroke injection upper limit amount;

and

wherein when the sum of the intake stroke injection upper limit amount and the compression stroke injection upper limit amount is not greater that a basic fuel injection amount corresponding to an engine load,

the intake fuel injection amount is set to be equal to the intake stroke injection upper limit amount,

the compression fuel injection amount is set to be equal to the compression stroke injection upper limit amount, and

when the basic fuel injection amount is less than an injection amount for making an air-fuel ratio equal to a stoichiometric air-fuel ratio, an expansion fuel injection amount equal to the difference between the injection amount for making the air-fuel ratio equal to the stoichiometric air-fuel ratio and the sum of the intake fuel injection amount and the compression fuel injection amount is injected at a retarded timing in the expansion stroke, and when the basic fuel injection amount is equal to or greater than the injection amount for making the air-fuel ratio equal to the stoichiometric air-fuel ratio, a separate additional intake fuel injection amount equal to the difference between the basic fuel injection amount and the sum of the intake fuel injection amount and the compression fuel injection amount is injected near intake bottom dead center of the piston.

12. The control apparatus according to claim 1,

wherein when the actual compression ratio is less than a predetermined compression ratio at which abnormal combustion may occur, the intake fuel injection amount is set to be a basic fuel injection amount corresponding to an engine load and the compression fuel injection amount is set to be zero;

and

wherein when the basic fuel injection amount is less than an injection amount for making an air-fuel ratio equal to a stoichiometric air-fuel ratio, an expansion fuel injection amount equal to the difference between the injection amount for making the air-fuel ratio equal to the stoichiometric air-fuel ratio and the sum of the intake fuel injection amount and the compression fuel injection amount is injected at a retarded timing in the expansion stroke.

13. A method for controlling fuel injection in a four stroke cylinder direct-injection internal combustion engine having a cylinder and a piston disposed within the cylinder, the method comprising:

when the actual compression ratio of the internal combustion engine is higher than a target compression ratio, reducing the compression ratio, and in accordance with the reduction in the compression ratio injecting an intake fuel injection amount in the intake stroke and a compression fuel injection amount in the compression stroke, and retarding the timing for starting the fuel injection in the compression stroke.

14. The method according to claim 13, further comprising:

limiting the intake fuel injection amount to an intake stroke injection upper limit amount that is smaller than a pre-ignition intake fuel injection amount; and

limiting the compression fuel injection amount to a compression stroke injection upper limit amount that can be injected prior to a time point in the compression stroke corresponding to a smoke limit.

15. The method according to claim 14, further comprising:

when the sum of the intake fuel injection amount and the compression fuel injection amount is smaller than a target fuel injection amount, independently injecting an additional fuel injection amount near intake bottom dead center of the piston equivalent to the difference between the target injection amount and the sum of the intake fuel injection amount and the compression fuel injection amount.

16. The method according to claim 14, further comprising:

when the sum of the intake fuel injection amount and the compression fuel injection amount is smaller than a target fuel injection amount, injecting at a retarded timing in the expansion stroke an additional amount of fuel equivalent to the difference between the target injection amount and the sum of intake fuel injection amount and the compression fuel injection amount.

17. The method according to claim 14, further comprising:

determining a basic fuel injection amount corresponding to an engine load;

when the sum of the intake stroke injection upper limit and the compression stroke upper injection limit is smaller than the basic fuel injection amount, setting the intake fuel injection amount as the intake stroke injection upper limit amount and the compression fuel injection amount as the compression stroke injection upper limit amount;

when an air-fuel ratio based on the basic fuel injection amount is equal to or richer than a stoichiometric air-fuel ratio, independently injecting an additional fuel injection amount near intake bottom dead center of the piston equivalent to the difference between the basic fuel injection amount and the sum of the intake fuel injection amount and the compression fuel injection amount; and

when the air-fuel ratio based on the basic fuel injection amount is leaner than the stoichiometric air-fuel ratio, injecting at a retarded timing in the expansion stroke an additional amount of fuel equivalent to the difference between the basic fuel injection amount and an amount of fuel for making the air-fuel ratio equal to the stoichiometric air-fuel ratio.

18. The method according to claim 14, further comprising:

determining a basic fuel injection amount corresponding to an engine load;

when the sum of the intake stroke injection upper limit and the compression stroke upper injection limit is smaller than the basic fuel injection amount, setting the intake fuel injection amount as the intake stroke injection upper limit amount and the compression fuel injection amount as the compression stroke injection upper limit amount;

when an air-fuel ratio based on the basic fuel injection amount is equal to or richer than a stoichiometric air-fuel ratio, independently injecting an additional fuel injection amount near intake bottom dead center of the piston equivalent to the difference between the basic fuel injection amount and the sum of the intake fuel injection amount and the compression fuel injection amount; and

when the air-fuel ratio based on the basic fuel injection amount is leaner than the stoichiometric air-fuel ratio, injecting at a retarded timing in the expansion stroke an additional amount of fuel for making the air-fuel ratio equal to the stoichiometric air-fuel ratio.

19. The method according to claim 17, further comprising:

when the basic fuel injection amount is determined to be greater than the amount of fuel for making the air-fuel ratio equal to the stoichiometric ratio, limiting the basic injection amount to be equal to the amount of fuel for making the air-fuel ratio equal to the stoichiometric air-fuel ratio.

20. A control apparatus for a four stroke cylinder direct-injection internal combustion engine having a cylinder and a piston disposed within the cylinder, the control apparatus comprising:

variable compression ratio means for variably controlling the engine compression ratio by changing the top dead center position of the piston;

fuel injection means for injecting fuel directly into the cylinder; and

control means for controlling the fuel injection means and the variable compression ratio means;

wherein when the actual compression ratio of the internal combustion engine is higher than a target compression ratio, the variable compression ratio means reduces the compression ratio, and in accordance with the reduction in the compression ratio the fuel injecting means injects an intake fuel injection amount in the intake stroke and a compression fuel injection amount in the compression stroke, and the control means retards the timing for starting the fuel injection in the compression stroke.