• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:

    公开号:SE534009C2
    申请号:SE0950485
    申请日:2008-03-14
    公开日:2011-03-29
    发明作者:Taichi Nishimura
    申请人:Toyota Motor Co Ltd；
    IPC主号:
    专利说明:

    534 009 2 when the alcohol concentration is low. The ignition setting is hereby controlled in an appropriate manner when the engine speed is low. The output and fuel economy can therefore be improved without causing knocking.
    When refueling, the fuel delivered for refilling does not always have the same alcohol concentration. For example. For example, an alcohol fuel with a lower alcohol concentration than the alcohol fuel remaining in the fuel tank can be added during refilling. In such a case, the octane number drops suddenly. Since Japanese Patent Specification no. 5-33748 describes that the ignition setting is set in relation to the detected alcohol concentration, it takes some time to detect the alcohol concentration. Therefore, if an alcohol fuel with a lower alcohol concentration is added during refilling, the ignition setting can be fl postponed until the detection of alcohol concentration is completed and until knocking occurs.
    SUMMARY OF THE INVENTION The object of the present invention is to demonstrate a control device and a control method for an internal combustion engine with which the frequency of knocking can be reduced.
    A control device for an internal combustion engine according to an aspect of the present invention includes a sensor intended to detect information regarding refueling of a fuel tank, as well as an operating unit. The operating unit controls the ignition timing in accordance with the information regarding refilling of the fuel tank.
    With the configuration described above, the ignition time is controlled based on the information about refilling the fuel tank. For example. the ignition time is delayed when the backfill increases, namely when the fuel supplied for the backfill increases. In this way, the knocking can be made less frequent even if the octane number is suddenly lowered when the refueling with alcohol fuel is performed. Thereby, the frequency of knocking can be reduced.
    Preferably, the information regarding backfilling consists of a backfill value. The operating unit controls the ignition setting in relation to the refill value.
    With the configuration described above, the ignition setting is controlled in accordance with the refill value. Thereby, the ignition setting can be controlled in relation to a change in the octane number of the alcohol fuel.
    Preferably, the operating unit controls so that the ignition time is delayed the larger the backfill is. 534 003 With the configuration described above, the ignition time is delayed more the larger the refill. Consequently, the ignition setting is delayed to a greater extent in cases where a reduction in the octane number is large. Thereby, the risk of knocking can be reduced.
    An internal combustion engine control device according to another aspect of the present invention is an internal combustion engine control device provided with a first fuel injection mechanism for injecting fuel into a cylinder and a second fuel injection mechanism for injecting fuel into an intake duct. This control device includes a sensor for detecting information regarding the refilling of a fuel tank and an operating unit. The drive unit controls the relationship between an injection volume via the first fuel injection mechanism and an injection volume via the second injection mechanism, in relation to the information relating to the refilling of the fuel tank.
    With the above-described configuration, the ratio between the volume of fuel injected into the cylinder and the volume of fuel injected into the injection channel is controlled, in accordance with the information about refilling the fuel tank. For example, when the refill volume is larger, the proportion of the volume of fuel injected into the cylinder is made higher.
    The temperature on the inside of the cylinder can thereby be lowered. Therefore, the risk of knocking can be reduced even if the octane number suddenly drops when refilling with alcohol fuel. Consequently, the frequency of knocking can be reduced.
    Preferably, the refilling information consists of a refill volume. The drive controls the relationship between the injection volume via the first injection mechanism and the injection volume via the second fuel injection mechanism, in relation to the refill volume.
    With the configuration described above, the ratio between the volume of fuel injected into the cylinder and the volume of fuel injected into the injection channel is controlled in relation to the refill volume. In this way, the ratio between the volume of fuel injected into the cylinder and the volume of fuel injected into the injection channel can be controlled in relation to a change in the octane number of the alcohol fuel.
    Preferably, the drive unit controls the relationship so that the ratio of the injection volume via the first fuel injection mechanism is higher when the refill volume is greater. 534 009 4 With the configuration described above, the ratio of the volume of fuel injected into the cylinder is made higher when the refill volume is greater. Thus, the temperature on the inside of the cylinder can be lowered to a great extent in case a lowering of the octane number is expected to be high.
    Consequently, the risk of knocking can be reduced.
    Preferably, the first fuel injection mechanism is a cylinder injector. The second fuel purge mechanism is an intake duct injector.
    With the above-described configuration, the frequency of knocking can be reduced for an internal combustion engine where a cylinder injector constitutes a first fuel injection mechanism and an intake duct injector constitutes a second fuel injection mechanism and both are separately arranged for fuel injection.
    Description of the drawings Figure 1 is a schematic block diagram of an engine system.
    Figure 2 is a diagram showing a DI ratio for a hot engine running and stored in an engine ECU.
    Figure 3 is a diagram showing a D1 ratio for a cold motor and stored in a motor ECU.
    Figure 4 is a block diagram of a motor ECU.
    Figure 5 is a flow chart showing a control structure for a program executed by a motor ECU.
    Preferred Embodiments In the following, various embodiments of the present invention will be described with reference to the drawings. In the following description, the same reference numerals are used for similar components. These components are named the same way and work in the same way. Therefore, a detailed description will not be repeated for these.
    Figure 1 schematically shows a block diagram of an engine system controlled by an engine ECU (electronic control unit) which is a control device for an internal combustion engine in accordance with an embodiment variant of the present invention. Figure 1 shows a four-cylinder in-line engine for gasoline, but the present invention is not limited to such an engine, but is useful for various types of engines such as V6 engines and Vß engines. 534 009 The engine 10 is an internal combustion engine powered by an alcohol-based fuel containing alcohol (ethanol). As shown in Figure 1, the engine 10 comprises four cylinders 112 and each cylinder 112 is connected via a channel in an intake pipe 20 to a common equalization container 30. The equalization container 30 is connected via an inlet pipe 40 to an air purifier 50. In the inlet pipe 40, a Air flow meter 42 and a throttle valve 70 driven by an electric motor 60. The opening position of the throttle valve 70 is controlled independently by an accelerator pedal 100, based on an output signal from the engine ECU 300. Each cylinder 112 is connected to a common exhaust manifold 80, and the exhaust manifold 80 is coupled to a three way catalyst 90.
    Arranged for each cylinder 112 is a cylinder injector 110 for injecting fuel into the cylinder, and an intake duct injector 120 for injecting fuel into an intake port and / or intake duct. These injectors 110, 120 are each controlled based on an output signal from the engine ECU 300. Furthermore, each cylinder injector 110 is connected to a common fuel pipe 130 and the fuel pipe 130 is connected to a motor high pressure fuel pump 150 via a non-return valve 140 which allows a in the direction of the fuel pipe 130. While the present embodiment is described for an internal combustion engine having two separate types of injectors, the present invention is not limited to such an internal combustion engine.
    For example, the internal combustion engine may have an injector that has both capacities, both cylinder injection and intake duct injection.
    As shown in Figure 1, the outlet side of the high pressure fuel pump 150 is connected via an electromagnetic overflow valve 152 to the inlet side of the high pressure fuel pump 150.
    As the degree of opening of the solenoid overflow valve 152 decreases, the volume of fuel delivered from the high pressure fuel pump 150 to the fuel pipe 130 increases.
    When the solenoid overflow valve 152 is fully open, the fuel from the high pressure fuel pump 150 to the fuel pipe 130 is stopped. The solenoid overflow valve 152 is controlled based on an output signal from the engine ECU 300.
    Each intake duct injector 120 is connected to a common low pressure side of the fuel pipe 160 and the fuel pipe 160 and the high pressure fuel pump 150 are connected via a common fuel pressure regulator 170 to an electrically powered low pressure fuel pump 180.
    Further, the low pressure fuel pump 180 is connected via a fuel filter 190 to a fuel tank 200. The fuel pressure regulator 170 is arranged to return a portion of the fuel discharged from the low pressure fuel pump 180 to the fuel tank 200 when the pressure of the effluent fuel from the low pressure 180 fuel fuel is higher. In this way, the pressure of the fuel supplied to the intake duct injector 120 and the pressure 534 009 6 of the fuel supplied to the high pressure fuel pump 150 are prevented from rising higher than the fuel pressure limit value described above.
    A lubrication system for the engine 10 is arranged to comprise an oil container designed as a part of the crankcase and a lubricating oil supply device. The lubricating oil supply device includes components such as an oil pump, a filter, and an oil spray device.
    The lubricating oil in the oil tank is sucked up by the oil pump via a filter and fed to the oil spraying mechanism. For the lubrication between the piston and the inner peripheral surface of the cylinder (the bore), the lubricating oil is supplied to the oil spraying mechanism from the mechanism to the inner peripheral surface of the cylinder. Then, as the piston is reciprocated, the lubricating oil drips from the inner peripheral surface of the cylinder and finally returns to the oil pan. The dripping lubricating oil is mixed with the lubricating oil in the oil pan and then re-supplied for lubricating the engine 10. The lubricating oil supplied to the inner peripheral surface of the cylinder for lubricating the piston has an increased temperature due to the heat from combustion in the engine 10 and then returned to the oil pan. .
    The motor ECU 300 is arranged to use a digital computer and comprises a ROM (Read Only Memory) 320, a RAM (Random Access Memory) 330, a CPU (Central Processing Unit) 340, an input 350, and an output 360. connected to each other via a two-way bus 310.
    The air flow meter 42 generates an output signal proportional to the volume of supply air, and the output signal from the air flow meter 42 generates an input signal via an A / D converter 370 to the input 350. Connected to the motor 10 is a liquid temperature sensor 380 which generates an output signal. 380 is the input signal via an A / D converter 390 to the input 350.
    Connected to the fuel pipe 130 is a fuel pressure sensor 400 which generates an output signal proportional to the fuel pressure in the fuel pipe 130 and the output signal from the fuel pressure sensor 400 is input via an A / D converter 410 to the inlet 350. The exhaust manifold 80 is arranged upstream of the 90 an output signal proportional to the oxygen concentration in the exhaust gases and the output signal from the air fuel ratio sensor 420 form an input signal via an A / D converter 430 to the inlet 350.
    The air fuel ratio sensor 420 in the engine system of the present invention is a full range air flow sensor (linear air fuel sensor) which generates an output signal proportional to the air fuel ratio of an air fuel mixture combusted in the engine 10. As the air fuel sensor 420 may be used, the air-fuel ratio of the air-fuel mixture combusted in the engine 10 is fat or lean with respect to the stoichiometric air-fuel ratio. In the present embodiment, the engine ECU 300 calculates a feedback correction value for the total fuel injection volume based on an output signal of the air-fuel ratio sensor 420. In the case of a predetermined input ratio is satisfied, a input value is calculated as an input value. ) for the feedback correction value. In the present embodiment, the feedback correction value is calculated to be greater for a lean air-fuel ratio (leaner than the stoichiometric air-fuel ratio).
    The feedback correction value can be calculated according to known technology and therefore this is not described in more detail here.
    The learned value is calculated, in a case where a predetermined learning ratio is satisfied by adding or subtracting an updated value determined based on a diagram, to or from a previously calculated experienced value. The predetermined learning situation refers to a situation where, for example, the mean value of the feedback correction value (mean value: central value for control) is less is a limit value (1) or greater than a limit value (2) (limit value (2)> limit value (1)).
    For an excessively larger fuel injection value (such as an actual volume is greater than a target fuel injection volume), the learned value is calculated to be smaller. In contrast, the learned value is calculated to be greater for an insufficient fuel injection volume (since an actual fuel injection volume is less than a target fuel injection volume). The learned value can be calculated in a manner according to known technology and is therefore not described in more detail here.
    The fuel injection volume is corrected based on the feedback correction value and the learned value. In particular, the fuel injection volume is corrected to become larger when the feedback volume and the learned value are larger. When the feedback volume and the learned value are smaller, the fuel injection volume is corrected to become smaller. In the present embodiment, the correction volume of the fuel injection volume is calculated as the sum of the feedback correction volume and the learned value.
    In the present embodiment, the concentration of alcohol in the fuel is detected (calculated) based on the learned value of the recirculated correction volume. For example, 534 ÜÜS 8, the alcohol concentration is detected according to a diagram that uses the learned value and the temperature of the engine coolant as parameters. The method for detecting the alcohol concentration is not limited to the one described above.
    The accelerator pedal 100 is connected to an accelerator pedal position sensor 440 which generates an output signal proportional to the depression of the accelerator pedal 100. The output signal from the accelerator pedal position sensor 440 generates an input signal via an AID converter 450 to the input 350. An engine speed sensor 460 generates an output 350. The ROM 320 of the engine ECU 300 stores in advance, in the form of a diagram, values for fuel injection volume determined in relation to the operating situation (such as the value of intake air) based on the engine load factor and the engine speed obtained by the above-described the accelerator pedal position sensor 440 and the engine speed sensor 460, as well as the correction volume based on the engine coolant temperature.
    Further, a sensor (fuel sensor) 470 is connected to the input 350 which generates a signal indicating a remaining volume of alcohol fuel in the fuel tank 200. Instead of supplying the output signal from the sensor 470 to the input 350, the sensor 470 can form an input signal via an ECU different from engine -ECU'n 300.
    Referring to Figures 2 and 3, diagrams will now be described showing the fuel injection ratio (hereinafter also referred to as "D1 ratio r"), namely the ratio of fuel injection between the cylinder injector 110 and the intake duct injector 120. The fuel injection ratio is an information associated with the operating mode of diagrams are stored in the ROM 320i motor ECU 300.
    Figure 2 shows a diagram of a hot engine 10, and Figure 3 shows a diagram of a cold engine.
    As shown in Figures 2 and 3, the horizontal axis represents the speed of the engine 10 and the vertical axis shows the load factor, the figures showing the fuel injection ratio of the cylinder injector 110 as the D1 ratio r expressed as a percentage.
    As shown in Figures 2 and 3, the ratio r1 is set for each operating range determined by the speed and load factor of the motor 10. "Dl ratio r = 100%" refers to an area where the fuel is only injected via the cylinder injector 110, and "Dl ratio r = 0%" refers to an area where the fuel is only injected via the intake duct injector 120.
    "Dl ratio r is different from 0%", "Dl ratio r is different from 100%" and "0% is less than Dl ratio r is less than 100%" refer to an area where fuel is injected by both the cylinder injector 110 and Intake duct injector 120. In general, the cylinder injector 534 G09 9 110 helps to enhance the output signal performance while the intake duct injector 120 helps to homogenize the air fuel mixture. These injectors, of two different types and with different characteristics, are used separately or together depending on the speed and load factor of the engine 10 so that only a homogeneous combustion is performed in case the engine 10 is in a normal operating mode (a heated catalytic mode while idling is considered as an example of a non-nominal operating mode).
    Furthermore, as shown in Figures 2 and 3, the relationship r between the cylinder injector 110 and the intake manifold injector 120 is defined separately for the heated position and the cold position.
    The diagrams determined to have different control ranges for the cylinder injector 110 and the intake duct injector 120 based on different temperatures of the engine 10 are used to detect the temperature of the engine 10. When the temperature of the engine 10 is equal to or higher than a predetermined temperature purge value, the diagram in Figure 2 is selected for hot mode, and otherwise the diagram in fi gur 3 is selected for the cold mode. Based on each selected diagram, the cylinder injector 110 and / or the intake duct injector 120 are controlled relative to the speed and load factor of the engine 10. In the present embodiment, the fuel injection volume is determined from the cylinder injector 110 and the fuel injection volume is based on the intake duct injector. becomes equal to a desired fuel injection volume.
    A description will be given below for the speed and load factor of the engine 10 set in 2 guras 2 and 3. l fi gur 2, NE (1) has been set to 2500 to 2700 rpm, KL (1) has been set to 30 to 50% and KL (2) has been set at 60 to 90%. In Figure 3, NE (3) has been set to 2900 to 3100 rpm. Namely, there is a relationship where NE (1) is smaller than NE (3).
    NE (2) in clock 2 and KL (3) and KL (4) in clock 3 are also set appropriately.
    A comparison between figur 2 and 3 shows that NE (3) in the diagram for cold engine shown in figur 3 is higher than NE (1) in the diagram for hot engine shown in figur 2. This means that the control area of the intake manifold injector 120 is expanded towards a higher engine speed range when the temperature of the engine 10 is lower. Especially if the engine 10 is cold, precipitates are unlikely to accumulate in the injection ports of the cylinder injector 110 (even if fuel is not injected from the cylinder injector 110). Therefore, the area where fuel is injected is expanded by using intake duct injectors 120 so that homogeneity can be improved. 534 G09 Based on a comparison between fi gures 2 and 3, it appears that the "DI ratio r = 100%" is applied in the area where the engine 10 speed is NE (1) or higher in the hot engine diagram, and the area where the engine 10 speed is NE (3 ) or higher in the cold engine diagram.As for the load factor, “Dl ratio r = 100%” is applied in the area where the load factor is KL (2) or greater in the hot engine diagram and the area where the load factor is KL (4) or greater in the diagram This means that only the cylinder injector 110 is used in a predetermined high engine speed range, and that only the cylinder injector 110 is used in a predetermined high engine load range.In the high speed range and in the high load range, the speed and load of the engine 10 are high and a relatively large volume of intake air is supplied, which means that the air-fuel mixture already becomes homogeneous, even if fuel is only injected with the help of the cylinder injector 10. Consequently, fuel injected via the cylinder injector 110 into the combustion chamber is vaporized under the action of latent heat (via uptake of heat from the combustion chamber). As a result, the temperature of the air-fuel mixture drops at the end of the compression, so that the incidence of anti-knocking is improved. Furthermore, the fate efficiency was improved as the temperature in the combustion chamber drops and a higher power development can be expected.
    According to the hot engine diagram shown in Figure 2, only the cylinder injector 110 is used when the load factor is KL (1) or less. This means that the cylinder injector 110 is only used in a predetermined low load range when the temperature of the engine 10 is high. In the hot state, where the engine 10 is thus won, it is likely that precipitates will accumulate in the injection port of the cylinder injector 110. However, the temperature at the injection port can be lowered by injecting fuel with the cylinder injector 110, whereby precipitates can be prevented from accumulating. Furthermore, a minimal fuel injection volume from the cylinder injector 110 can be ensured to prevent the cylinder injector 110 from becoming clogged. Therefore, only the cylinder injector 110 is used in the above range.
    As can be seen from a comparison between fi clocks 2 and 3, only the diagram for cold engine in Figure 3 includes a range of "DI ratio r = 0%". This means that only the intake duct injector 120 is used in a predetermined low load range (KL (3) or lower) when the temperature of the motor 10 is low. In the area, the engine 10 is cold and the load on the engine 10 is low and the intake air volume is small, whereby the fuel is less likely to be distributed. In such an area, it is difficult to ensure the advantageous combustion with the fuel injection from the cylinder injector 110. Furthermore, the high output power is generated unnecessarily by using the cylinder injector 110, especially in the low load and low speed range. Accordingly, only the intake duct injector 120 is used without the use of the cylinder injector 110.
    Furthermore, the cylinder injector 110 is controlled in such a way that layered charge combustion takes place in a different operating mode than the normal operating mode or when the catalyst is heated while the engine 10 is idling (non-normal operating mode). By ensuring that layered charge combustion occurs during the heating phase of the catalyst, the heating of the catalyst is promoted and the exhaust emissions are improved.
    With reference to Figure 4, functions of the motor ECU 300, which is a control device according to the present exemplary embodiment, will be described. The functions described below can be implemented using hardware or implemented using software.
    The engine ECU 300 includes a refill volume detection unit 500, an ignition timing control unit 502 and a proportional control unit 504. The refill volume detection unit 500 detects a refill volume of the alcohol fuel, namely an increase in the volume of alcohol fuel, based on a signal transmitter 4.
    The ignition control unit 502 controls the ignition setting based on the refill volume of the alcohol fuel. In the present exemplary embodiment, the ignition time is controlled in such a way that the ignition time is further delayed when the refilling volume of alcohol fuel is higher.
    The method for controlling the ignition time is not limited to the method described above.
    The proportional control unit 504 controls the D1 ratio in relation to the refill volume of the alcohol fuel. In the present embodiment, the D1 ratio r is controlled in such a way that the DI ratio r increases when the refill volume of the alcohol fuel is higher. In particular, the ratio r is corrected in such a way that the proportion of the fuel injection volume from the cylinder injector 110 becomes higher when the refill volume of alcohol fuel is higher. The method for controlling the DI ratio r is not limited to the method described above.
    Referring to Figure 5, a control structure for a program executed by the motor ECU 300 which is a control device according to the present exemplary embodiment will be described. The program described below is stored, for example, in ROM 320. The program executed by the motor ECU 300 can be distributed in the market in the form of a storage medium such as CD (Compac Disc) or DVD (Digital Versatile Disc). 5313 ÜÜH 12 In the method step (hereinafter "method step" is abbreviated as "S") 100, the engine EC 300 determines whether refilling with the alcohol fuel is performed, namely whether the alcohol fuel in the fuel tank 200 drops, based on a signal transmitted from the sensor 470. When refilling with alcohol fuel is performed ("Yes" in S100), the process proceeds to S110, otherwise ("No" in S100) the process proceeds to S500.
    In S110, the engine ECU 300 detects the refill volume (increase in volume) of the alcohol fuel, based on a signal transmitted by the sensor 470. In the S120, the engine ECU 300 determines whether the detection of the alcohol concentration has been completed. For example, it is determined that detection of the alcohol concentration is complete in cases where the volume change of the alcohol concentration detected by using a learned value for a feedback correction volume is continuously less than a limit value for a predetermined time, or longer. The method for determining whether the detection of the alcohol concentration is complete is not limited to the method described above. When alcohol concentration detection is complete ("Yes" in S120), the process proceeds to S500. In another case ("No" in S120), the process proceeds to S130. In S130, the motor ECU 300 determines whether the operating mode of motor 10 is a mode that could cause knocking, for example, in the case where the motor speed and load factor each have a value within a knock range that is determined as a range that can cause knocking, it is determined that the operating position of the motor 10 is in a position that can cause knocking.The method for determining whether the operating position is in a position that can cause knocking is not limited to the above When the operating mode of the motor is in a position that can cause knocking ("Yes" in S130), the process continues to S140, otherwise ("No" in S130) the process continues to S500.l S140 determines the motor ECU 300 whether the DI ratio r, denoted according to the diagram in Figures 2 and 3 and as described above, is greater than 0% and less than 100%, when the D1 ratio r is greater than 0% and less than 100% ("Yes"). in S140) continues process to the S150. Otherwise ("No" in S140) the process continues to S400.
    In S150, the motor ECU 300 determines whether the load factor of the motor 10 is equal to or greater than a certain limit value. When the load factor of motor 10 is equal to or greater than the limit value ("Yes" in S150), the process proceeds to S200. Otherwise ("No" in S150), the process proceeds to S300. 535! G53 13 In S200, the motor ECU 'delays. n 300 ignition time in relation to the refill volume of the alcohol fuel and increases the DI ratio in relation to the refill volume of the alcohol fuel.
    In the S300, the engine ECU 300 DI increases the ratio r in relation to the refill volume of the alcohol fuel. In the S400, the engine ECU 300 delays the ignition time in relation to the refill volume of the alcohol fuel.
    In the S500, the engine ECU 300 controls the ignition time and the D1 ratio r in a normal way.
    In particular, the engine ECU 300 controls the ignition time and controls the DI ratio r without using the refill volume of the alcohol fuel.
    A description will be given here for the operation of the motor ECU 300, which is a control device according to the present exemplary embodiment, based on the structure and flow charts described above.
    When refilling with alcohol fuel ("Yes" in S100), the refill volume of the alcohol fuel is detected (S110). When refilling with alcohol fuel, the octane number can change in relation to the refill volume of the alcohol fuel due to a difference between the alcohol concentration of the alcohol fuel If the octane number suddenly drops, the frequency of knocking may increase.
    When the detection of the alcohol concentration is completed, knocking can be suppressed by setting the ignition time to some time suitable for the alcohol concentration. However, it takes some time to complete the detection of the alcohol concentration. After refilling with alcohol fuel, therefore, some time period may occur where the ignition time can not be set to a time suitable for the current alcohol concentration.
    Accordingly, it is determined whether the operating mode of the engine 10 is in a position that can cause knocking (S130) when detection of the alcohol concentration is not yet completed ("No" in S120) .When the operating mode of the motor 10 is in a position that can cause knocking ("Yes"). "In S130) determines whether the DI ratio r as determined according to the diagram, shown in Figures 2 and 3 and described above, is greater than 0% and less than 100% (S140). 534 ÜÜÜ 14 When the DI ratio r is greater than 0 % and less than 100% ("Yes" in S140) determines whether the load factor of the motor 10 is equal to or greater than the limit value (S150) When the load factor of the motor 10 is equal to or greater than the limit value ("Yes" in S150) is considered engine position as most likely to cause knocking.
    In this case, the ignition time is delayed in relation to the refill volume for the alcohol fuel and the DI ratio r is increased in relation to the refill volume for the alcohol fuel (S200).
    As a result, the combustion temperature of the air-fuel mixture, namely the mixture of alcohol fuel and air, can be lowered and the inside of the cylinder can be cooled by the alcohol fuel which is injected directly into the cylinder. In this way, the risk of knocking can be reduced.
    When the load factor of the engine 10 is less than the limit value ("No" in the S150), the risk of knocking can be reduced without delaying the ignition time. In this case, the D1 ratio is increased in relation to the refill volume of the alcohol fuel (S300). In this way, the inside of the cylinder can be cooled by the alcohol fuel which is injected directly into the cylinder. In this way, the risk of knocking can be reduced.
    When the DI ratio r is 0% or 100% ("No" in S140), the DI ratio r cannot be increased, therefore the ignition time is delayed in relation to the refill volume of the alcohol fuel (S400).
    Hereby the combustion temperature of the air-fuel mixture, namely the mixture of alcohol fuel and air, can be lowered. In this way, the risk of knocking can be reduced.
    When the operating mode of the engine 10 is in a position that can cause knocking ("No" in S130), it is unnecessary to try to reduce the risk of knocking. Furthermore, an ignition time suitable for the alcohol concentration can be set to suppress knocking when the detection of the alcohol concentration is completed ("Yes" in S120). In these cases the ignition time and DI ratio are controlled normally without using the refueling volume of the alcohol fuel (S500). .
    As can be seen from the above, the engine ECU, which is a control device according to the present exemplary embodiment, is used to delay the ignition time or to increase the DI ratio r in relation to the refill volume of the alcohol fuel. Consequently, the combustion temperature of the mixture of alcohol fuel and air can be reduced and the inside of the cylinder can be cooled by means of the alcohol fuel which is injected directly into the cylinder. In this way, the risk of knocking can be reduced. 53-11 D09 l instead of delaying the ignition time or increasing the DI ratio in relation to the refill volume for alcohol fuel, the ignition time can be delayed or the D1 ratio r is increased in relation to any value having a correlation with the refill volume of the alcohol fuel as the distance the vehicle travels the time of the previous refueling with alcohol fuel to the time of the last refueling with alcohol fuel.
    Furthermore, the ignition time can be delayed or the DI ratio r can be increased in relation to the remaining volume of alcohol fuel before refueling. Alternatively, the ignition time can be delayed or the DI ratio r increased relative to any value that has a correlation with a change value of the octane number such as the ratio between the remaining volume of alcohol fuel before refueling and the refueling volume of alcohol fuel. In this case, the ignition time can be further delayed, or the ratio r can be further increased, when the refilling volume of alcohol fuel is larger relative to the considerable volume of alcohol fuel before refilling. Especially in the case where the existing volume of alcohol fuel is small before refilling, the ignition time can be delayed or the DI ratio r increased even if the refilling volume of alcohol fuel is small.
    Incidentally, the ignition time can be delayed or the D1 ratio r can be increased when it is assumed that refilling with the alcohol fuel is completed as a certain time after the fuel cap has been opened. It should be noted that the embodiments described above have been performed by way of illustration only and are not to be construed as limiting. The intention is that the scope of protection of the present invention is defined by the claims and not by the description and includes all changes and variations that are equivalent to the claims.
    权利要求:
    Claims (6)
    [1]
    An internal combustion engine control device comprising a cylinder injector (110) for injecting fuel into a cylinder and an intake channel injector (120) for injecting fuel into an intake duct, and using an alcohol fuel, characterized in that the control device comprises a sensor (470) for detecting information regarding refilling of a fuel tank (200), and an operating unit (300) controlling a relationship between an injection volume from said cylinder injector (110) and an injection volume from said intake duct injector (120), in relation to a refilling volume of said fuel tank ( 200).
    [2]
    Control device for an internal combustion engine according to claim 1, characterized in that said operating unit (300) controls the ratio so that the proportion of the injection volume via said cylinder injector (110) becomes higher when the refill volume is larger.
    [3]
    Control device according to claim 1, characterized in that said operating unit (300) controls the ignition time so that the ignition time is further delayed when the refill volume is larger.
    [4]
    Control method for an internal combustion engine provided with a cylinder injector (110) for injecting fuel into a cylinder and an intake duct injector (120) for injecting fuel into an intake duct, and using an alcohol fuel, characterized by the method steps of detecting information regarding refilling of a fuel tank (200), and controlling the relationship between an injection volume from said cylinder injector (110) and an injection volume from said intake duct injector (120) relative to a refill volume of said fuel tank (200).
    [5]
    Nozzle method according to claim 4, wherein the step of controlling the relationship between an injection volume from said cylinder injector (110) and an injection volume from said intake duct injector (120) is characterized by the further method step controlling the ratio so that the ratio of the injection volume from said cylinder injector ( 110) becomes larger when the refill volume is larger. 53-4 ÜÜÜ 17
    [6]
    Control method according to claim 4, characterized by the further method step of controlling the ignition time so that the ignition time is further delayed when the refill volume is larger.
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    JP4595952B2|2010-12-08|
    US20100145596A1|2010-06-10|
    SE0950485L|2009-10-14|
    JP2008223735A|2008-09-25|
    WO2008111689A1|2008-09-18|
    US8150599B2|2012-04-03|
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    法律状态:
    2016-11-01| NUG| Patent has lapsed|
    优先权:
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    JP2007067202A|JP4595952B2|2007-03-15|2007-03-15|Control device for internal combustion engine, control method, program for realizing the method, and recording medium recording the program|
    PCT/JP2008/055194|WO2008111689A1|2007-03-15|2008-03-14|Controller and control method of internal combustion engine|
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