Control system for an engine

• US 6,178,943 B1
• Filed: 02/19/1999
• Issued: 01/30/2001
• Est. Priority Date: 02/20/1998
• Status: Expired due to Fees

• Current Assignee: Mazda Motor Corporation
• Original Assignee: Mazda Motor Corporation
• Inventors: Imada, Michihiro, Kuroki, Masayuki, Nishimura, Hirofumi, Tetsuno, Masayuki, Mamiya, Kiyotaka, Taga, Junichi
• Primary Examiner(s): Yuen, Henry C.
• Assistant Examiner(s): Vo, Hieu T.
• Application Number:
  US09/252,809
• Time in Patent Office: 711 Days
• Field of Search: 123/295, 123/305, 123/435, 123/479, 123/480, 123/406.47
• US Class Current: 123/295
• CPC Class Codes: F02D 2041/389 for injecting directly into the cylinder
• CPC Class Codes: F02D 37/02 one of the functions being ignition
• CPC Class Codes: F02D 41/3029 further comprising a homogeneous charge spark-ignited mode
• CPC Class Codes: F02D 41/307 to avoid torque shocks
• CPC Class Codes: Y02T 10/40 Engine management systems

Abstract

An engine control system for a direct injection-spark ignition type of engine determines a target load based on an engine speed and an accelerator pedal travel, determines target air-to-fuel ratio based on an amount of intake air and the target engine load, and determines an amount of fuel injection based on the target air-to-fuel ratio, so as thereby to control engine output torque balancing the target engine load even during a transitional operating state.

Claims

1. An engine control system for an engine equipped with a fuel injector for determining a target air-to-fuel ratio based on target loads established according to engine operating conditions and controlling said fuel injector to deliver fuel according to said target air-to-fuel ratio, said engine control system comprising:

an intake air flow sensor operative to detect actual air charging efficiency;

an engine speed sensor operative to detect an engine speed of said engine;

a accelerator sensor operative to detect an accelerator pedal travel; and

control means for determining a target load based on said engine speed and said accelerator travel, determining a target air-to-fuel ratio based on said actual air charging efficiency and said target load, and determining an amount of fuel injection based on said target air-to-fuel ratio and said actual air charging efficiency.

2. The engine control system as defined in claim 1, wherein said control means controls the engine in a plurality of operation modes which define differently fuel injection timings and are selected according to said target air-to-fuel ratio and determines said fuel injection timing by each said operation mode according to said target load and said engine speed.

3. The engine control system as defined in claim 2, wherein said fuel injector is of a type delivering fuel directly into a combustion chamber of the engine and said control means changes operation of the engine between a stratified charge combustion mode in which said fuel injector deliver fuel in a compression stroke to cause a stratified charge combustion and a homogeneous charge combustion mode in which said fuel injector deliver fuel in an intake stroke to cause a homogeneous charge combustion.

4. The engine control system as defined in claim 1, wherein said control means determines as said target load either one parameter of a virtual air charging efficiency balancing an output torque required for the engine on the assumption that the engine operates with a stoichiometric air-to-fuel ratio and a value corresponding to said virtual charging efficiency and determines said target air-to-fuel ratio based on a ratio of said one parameter to either one parameter of an actual air charging efficiency determined based on said amount of intake air and a value corresponding to said actual air charging efficiency.

5. The engine control system as defined in claim 4, wherein said control means tempers said target air-to-fuel ratio with an improvement ratio of a fuel consumption when said target air-to-fuel ratio is changed toward the lean side from a fuel consumption at a stoichiometric air-to-fuel ratio.

6. The engine control system as defined in claim 1, wherein said control means further determines a target air-to-fuel ratio according to a predetermined relationship between said target load and said engine speed, and determining an eventual target air-to-fuel ratio based on said target air-to-fuel ratio determined based on said amount of intake air and said target load while the engine lasts in a transitional operating state and based on said target air-to-fuel ratio determined according to said predetermined relationship between said target load and said engine speed while the engine lasts in an ordinary operating state.

7. The engine control system as defined in claim 6, wherein said control means corrects an ignition timing according to a difference between said target air-to-fuel ratios for said transitional operating state and said ordinary operating state.

8. The engine control system as defined in claim 1, and further comprising intake air control means for controlling said amount of intake air with which intake air is introduced into an intake line of the engine, wherein said control means determines a control parameter for said intake air control means based on said target load.

9. The engine control system as defined in claim 8, wherein said control means determines as said target load either one parameter of a virtual air charging efficiency balancing an output torque required for the engine on the assumption that the engine operates with a stoichiometric air-to-fuel ratio and a value corresponding to said virtual charging efficiency and determines said target air-to-fuel ratio based on a ratio of said one parameter to either one parameter of an actual air charging efficiency determined based on said amount of intake air and a value corresponding to said actual air charging efficiency.

10. The engine control system as defined in claim 8, wherein said control mean further performs a first-order advance correction of said target load.

11. The engine control system as defined in claim 8, wherein said fuel injector is of a type delivering fuel directly into a combustion chamber of the engine, and said control means changes operation of the engine between a stratified charge combustion mode in which said fuel injector deliver fuel in a compression stroke to cause a stratified charge combustion while an air-to-fuel ratio remains greater than a stoichiometric air-to-fuel ratio and a homogeneous charge combustion mode in which said fuel injector deliver fuel in an intake stroke to cause a homogeneous charge combustion with an air-to-fuel ratio remaining greater than the stoichiometric air-to-fuel ratio, controls an amount of fuel injection so as to change an air-to-fuel ratio greater by a specified value than said stoichiometric air-to-fuel ratio to an air-to-fuel ratio smaller than said stoichiometric air-to-fuel ratio at one stretch during a transition to said stratified charge combustion mode from said homogeneous charge combustion mode, and retarding an ignition timing until an air charging efficiency reaches a value attained in an ordinary operation state from a time at which said air-to-fuel ratio becomes below said stoichiometric air-to-fuel ratio when said transition occurs.

12. The engine control system as defined in claim 11, wherein said control means determines a retardation of said ignition timing according to a difference between target air-to-fuel ratios for a transitional operating state and an ordinary operating state.