Fuel injection control apparatus and method of direct fuel injection-type spark ignition engine

a technology of direct fuel injection and control apparatus, which is applied in the direction of electric control, combustion air/fuel air treatment, speed sensing governor, etc., can solve the problems of inability to purge, the state of combustion in the engine may deteriorate in some cases, and the change of air-fuel ratio (decreased)

Inactive Publication Date: 2002-03-14
TOYOTA JIDOSHA KK
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  • Claims
  • Application Information

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Problems solved by technology

Therefore, if the amount of fuel injected into the engine when the purging is not performed is maintained when the purging is performed, the engine air-fuel ratio changes (decreases), so that the state of combustion in the engine may deteriorate in some cases.
According to the conventional art, the engine capable of performing the stratified charge combustion has a problem that the aforementioned purge cannot be performed during the stratified charge combustion mode.
Thus, the air-fuel ratio of the combustible mixture gas layer would excessively shift to the fuel-rich side, resulting in degraded combustion.
However, despite the design for the localization of fuel vapor in each cylinder and the correction of reducing the amount of fuel injection in accordance with the amount of fuel vapor, the engine of the Japanese Patent Application Laid-Open No. 2000-27716 has a problem of being incapable of completely preventing disturbed stratified charge combustion.
Thus, there is a problem of being incapable of performing fuel injection that is optimal in view of the amount of fuel injection, the engine operation state, etc.
Although the above-described problem is related to the stratified charge combustion, similar problems also occur in conjunction with an engine operation in which fuel is injected into each cylinder during the intake stroke to form a homogeneous mixture gas in the cylinder (homogeneous mixture combustion), and an engine operation in which fuel injection is performed in a divided manner during the intake stroke and during the compression stroke, and in which fuel injected during the compression stroke is stratified in a homogeneous lean mixture formed by the fuel injected during the intake stroke so that the fuel injected during the compression stroke forms a combustible mixture layer around a spark plug in each cylinder (weak stratified charge combustion).
That is, similar problems occur if only one of the fuel injection starting timing and the fuel injection ending timing is changed in accordance with a change in the amount of fuel injection.
More specifically, in direct fuel injection type spark injection engines, the problem of failing to accomplish optimal combustion occurs during not only the stratified charge combustion operation but also the homogeneous mixture combustion operation and the weak stratified charge combustion operation if only the amount of fuel injection is corrected at the time of execution of a purge.
However, since the formation of a mixture of fuel injected during the intake stroke and the formation of a mixture of fu

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  • Fuel injection control apparatus and method of direct fuel injection-type spark ignition engine
  • Fuel injection control apparatus and method of direct fuel injection-type spark ignition engine
  • Fuel injection control apparatus and method of direct fuel injection-type spark ignition engine

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second embodiment

[0114] 2) SECOND EMBODIMENT

[0115] In the first embodiment, the amount .beta. of retardation of the start of fuel injection is directly calculated from the correction factors KNE1 and KKL1. The second embodiment differs from the first embodiment in that a fuel injection start delay time (millisecond) is calculated from the vapor-corresponding value B, and the calculated delay time is converted into a retardation amount .beta. (crank angle). Therefore, the second embodiment makes it possible to set a fuel injection starting timing more precisely.

[0116] FIG. 7 is a flowchart illustrating a fuel injection control operation in accordance with this embodiment. This operation is performed as a routine that is executed by the ECU 30 at every predetermined crank rotation angle.

[0117] In steps 701 to 709 in FIG. 7, a corrected sensor output ratio A, a vapor-corresponding value B and a base fuel injection starting timing INJT are calculated as in the operation illustrated in FIG. 3. The operat...

third embodiment

[0127] 1) THIRD EMBODIMENT

[0128] FIG. 8 is a flowchart illustrating a fuel injection control operation performed during the stratified charge combustion operation. This control operation is executed by the ECU 30 at every predetermined crank angle rotation.

[0129] In this embodiment, a fuel injection control is performed with reference to the fuel injection ending timing. The calculation of the amount of fuel injection and the amount of advancement of the fuel injection ending timing is based on substantially the same concept as in the second embodiment described above in conjunction with the homogeneous mixture combustion.

[0130] In step 801 in FIG. 8, it is determined whether the engine is presently operated in the stratified charge combustion mode. A compression stroke fuel injection control of steps 803 to 823 is performed only if the engine is presently operated in the stratified charge combustion mode. If it is determined in step 801 that the engine is not presently operated in ...

fourth embodiment

[0137] 2) FOURTH EMBODIMENT

[0138] FIG. 9 is a flowchart illustrating a compression stroke fuel injection control that is different from the control operation of the third embodiment.

[0139] The operation illustrated in the flowchart in FIG. 9 is substantially the same as the operation illustrated in FIG. 8, except that in step 921, an actual fuel injection amount TAU2 is set as in TAU2=TAU.

[0140] That is, in this embodiment, the amount of fuel injection is not reduced for correction at the time of execution of the purging whereas the fuel injection ending timing is corrected in accordance with the amount of fuel vapor. In this embodiment, the fuel injection duration remains the same as the base fuel injection duration, and therefore, the fuel injection is advanced as a whole. As a result, injected fuel readily diffuses in each cylinder, so that the rich-side deviation of the air-fuel ratio of stratified mixture can be prevented without a need to correct the amount of fuel injection i...

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Abstract

Fuel vapor is introduced into an intake passage of a direct fuel injection type engine by a fuel vapor purge apparatus. The intake passage is provided with an intake oxygen concentration sensor for detecting the amount of fuel vapor in intake air. An ECU corrects the amount of fuel injection from each direct fuel injection valve in accordance with the amount of fuel vapor detected, and changes the fuel injection starting timing and the fuel injection ending timing in accordance with the amount of fuel vapor.

Description

INCORPORATION BY REFERENCE[0001] The disclosure of Japanese Patent Application No. 2000-278681 filed on Sep. 8, 2000 including the specification, drawings and abstract is incorporated herein by reference in its entirety.[0002] 1. Field of the Invention[0003] The invention relates to an apparatus and a method for controlling fuel injection in an internal combustion engine and, more particularly, to a fuel injection control apparatus and a fuel injection control method for an engine having a direct fuel injection valve for injecting fuel directly into a cylinder.[0004] 2. Description of the Related Art[0005] A widely known evaporated fuel purge apparatus prevents release of evaporated fuel (fuel vapor) from a fuel tank into the atmosphere by temporarily adsorbing fuel vapor from the tank to a canister containing activated carbon or the like and supplying (purging) fuel vapor adsorbed to the activate carbon into an engine intake passage during operation of the engine so that the fuel v...

Claims

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Application Information

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IPC IPC(8): F02M25/08F02B75/12F02D41/00F02D41/02F02D41/30F02D41/34F02D41/40F02D43/00
CPCF02B2075/125F02D41/0042F02D41/0045F02D41/3029F02D41/40Y02T10/44Y02T10/123Y02T10/12Y02T10/40
Inventor MATSUBARA, TAKUJIYOSHIOKA, MAMORU
Owner TOYOTA JIDOSHA KK
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