JPH07111140B2 - Engine combustion control device - Google Patents
Engine combustion control deviceInfo
- Publication number
- JPH07111140B2 JPH07111140B2 JP60016263A JP1626385A JPH07111140B2 JP H07111140 B2 JPH07111140 B2 JP H07111140B2 JP 60016263 A JP60016263 A JP 60016263A JP 1626385 A JP1626385 A JP 1626385A JP H07111140 B2 JPH07111140 B2 JP H07111140B2
- Authority
- JP
- Japan
- Prior art keywords
- fuel ratio
- air
- combustion
- swirl
- intake
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Fee Related
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/0002—Controlling intake air
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/0002—Controlling intake air
- F02D2041/0015—Controlling intake air for engines with means for controlling swirl or tumble flow, e.g. by using swirl valves
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/40—Engine management systems
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
- Ignition Installations For Internal Combustion Engines (AREA)
Description
【発明の詳細な説明】 （産業上の利用分野） 本発明は騒音やNOx排出量の低減を意図したエンジンの
燃焼制御装置に関する。The present invention relates to a combustion control device for an engine intended to reduce noise and NOx emissions.
（従来の技術） 近時、エンジンの出力性能向上を図る観点から、吸入ス
ワールや点火エネルギの増大を図る試みが行われてい
る。例えば、その１つとして吸入スワールに着目する
と、周知のように、吸入スワールは混合気の希薄化、大
量EGRに伴う燃焼悪化を改善する有効な手段である。し
かし、一般にスワールを強化すると、高速域における吸
入空気量が低下し出力が低下する。そこで、運転条件に
応じてスワールの制御が行われる。(Prior Art) Recently, from the viewpoint of improving the output performance of an engine, attempts have been made to increase intake swirl and ignition energy. For example, if attention is paid to the intake swirl as one of them, as is well known, the intake swirl is an effective means for improving the lean air-fuel mixture and the deterioration of combustion due to a large amount of EGR. However, generally, when the swirl is strengthened, the amount of intake air in the high speed range is reduced and the output is reduced. Therefore, the swirl is controlled according to the operating conditions.
従来のこの種の吸入スワール制御機能を備えたエンジン
の燃焼制御装置としては、例えば特開昭58−28529号公
報に記載されたものがある。この装置はヘリカル形吸気
ポートを２分割して主吸入ポートに吸気管負圧で開閉す
るスワールコントロール弁を設け、軽負荷時はこのスワ
ールコントロール弁を閉じてスワール吸入ポートにより
強力なスワールを発生させて燃焼改善を行う。一方、高
負荷時にはスワールコントロール弁を開いて十分な吸入
空気量を確保し出力の向上を図る。なお、運転条件の判
断は吸入空気量をパラメータとして行っている。A conventional engine combustion control device having this type of intake swirl control function is disclosed in, for example, Japanese Patent Laid-Open No. 58-28529. This device divides the helical intake port into two parts, and installs a swirl control valve in the main intake port that opens and closes with negative pressure in the intake pipe. When the load is light, this swirl control valve is closed to generate a powerful swirl by the swirl intake port. To improve combustion. On the other hand, when the load is high, the swirl control valve is opened to secure a sufficient intake air amount and improve the output. In addition, the determination of the operating conditions is performed using the intake air amount as a parameter.
（発明が解決しようとする問題点） しかしながら、このような従来のエンジンの燃焼制御装
置にあっては、吸入空気量により運転条件を判断してス
ワールコントロール弁を開閉制御する構成となっていた
ため、同一の吸入空気量であっても後述の第５図に示す
ように空燃比によって燃焼速度（図中ではこれを燃焼期
間Ｔで表す）が変わり、この燃焼速度の変化は第６図に
示すようにシリンダ内の最大圧力上昇率（dp/dθ）max
に影響を与える。これは、燃焼速度の変化により燃焼騒
音が影響を受けることを意味している。例えば、同一吸
入空気量という条件下で空燃比がリッチ側に移行したと
き（加速時など）、第５図に示すように燃焼期間Ｔが短
くなって燃焼騒音が大きくなる（第６図参照）。したが
って、単に吸入空気量に基づいて吸入スワールを制御す
るのみでは燃焼騒音の低減を図ることができない。(Problems to be Solved by the Invention) However, in such a conventional combustion control device for an engine, the swirl control valve is configured to be opened and closed by determining the operating condition based on the intake air amount. Even if the intake air amount is the same, as shown in FIG. 5 described later, the combustion speed (which is represented by the combustion period T in the drawing) changes depending on the air-fuel ratio, and the change in the combustion speed is as shown in FIG. Maximum pressure rise rate in cylinder (dp / dθ) max
Affect. This means that the combustion noise is affected by changes in the combustion speed. For example, when the air-fuel ratio shifts to the rich side under the condition of the same intake air amount (during acceleration or the like), the combustion period T becomes short and combustion noise becomes large as shown in FIG. 5 (see FIG. 6). . Therefore, the combustion noise cannot be reduced only by controlling the intake swirl based on the intake air amount.
また、燃焼期間Ｔの変化による影響は騒音に限らず、第
７図に示すようにNOx排出量にも及ぶ。Further, the influence of the change in the combustion period T is not limited to the noise, but also extends to the NOx emission amount as shown in FIG.
（発明の目的） そこで本発明は、加速の程度を加味して設定された目標
空燃比に応じて吸入スワールを制御することにより、加
速時における空燃比の変化に拘らず燃焼速度の均一化を
図って、燃焼騒音やNOxの排出量を低減させることを目
的としている。(Object of the Invention) Therefore, the present invention controls the intake swirl according to the target air-fuel ratio set in consideration of the degree of acceleration, so that the combustion speed is made uniform regardless of the change in the air-fuel ratio during acceleration. The purpose is to reduce combustion noise and NOx emissions.
（発明の構成） 本発明によるエンジンの燃焼制御装置は、その基本概念
図を第１図に示すように、エンジンの回転速度と負荷と
を検出する運転状態検出手段ａと、エンジンの加速操作
を検出する加速操作検出手段ｂと、検出された運転状態
と加速操作量とに応じて目標空燃比を設定する空燃比設
定手段ｃと、目標空燃比の設定値から推定されるエンジ
ンの燃焼速度が所定の範囲に収まるように吸気スワール
の強さもしくは点火エネルギを制御するとともに、目標
空燃比の設定値が増大側に変化したときには、吸気スワ
ールの強さもしくは点火エネルギを増大側に変化させる
一方、目標空燃比の設定値が減少側に変化したときに
は、吸気スワールの強さもしくは点火エネルギを減少側
に変化させる燃焼速度制御手段ｄと、を備えたことを特
徴とするのである。(Structure of the Invention) As shown in the basic conceptual diagram of FIG. 1, an engine combustion control apparatus according to the present invention includes an operating state detection means a for detecting the engine speed and a load, and an engine acceleration operation. The acceleration operation detecting means b for detecting, the air-fuel ratio setting means c for setting the target air-fuel ratio according to the detected operating state and the acceleration operation amount, and the combustion speed of the engine estimated from the set value of the target air-fuel ratio are While controlling the intake swirl strength or the ignition energy so as to be within a predetermined range, when the set value of the target air-fuel ratio changes to the increasing side, while changing the intake swirl strength or the ignition energy to the increasing side, And a combustion speed control means d for changing the intensity of the intake swirl or the ignition energy to the decreasing side when the set value of the target air-fuel ratio changes to the decreasing side. To do.
（実施例） 以下、本発明を図面に基づいて説明する。(Example) Hereinafter, the present invention will be described with reference to the drawings.
第２〜７図は本発明の第１実施例を示す図である。2 to 7 are views showing a first embodiment of the present invention.
まず、構成を説明する。第２図において、１はエンジン
であり、吸入空気はエアクリーナ２より吸気管３を通し
て各気筒に供給され、燃料は噴射信号Siに基づきインジ
ェクタ４により噴射される。気筒内で燃焼した排気は排
気管５を通して触媒コンバータ６に導入され、触媒コン
バータ６内で排気中の有害成分（CO、HC、NOx）を三元
触媒により清浄化して排出される。吸入空気の流量Qaは
エアフローメータ７により検出され、吸気管３内の絞弁
８によって制御される。また、各気筒の吸気ポート近傍
は第３図に詳細に示すように、主吸入ポート9aおよびス
ワール吸入ポート9bに分割され、主吸入ポート9aにはス
ワールコントロール弁10が配設される。スワールコント
ロール弁10はロッド11を介してサーボダイアフラム12に
連結されており、サーボダイアフラム12には切換電磁弁
13により吸気管３内の吸入負圧あるいは大気が択一的に
導かれる。切換電磁弁13には所定条件下で切換信号（燃
焼制御信号）Scが入力されており、切換電磁弁13は切換
信号Scが入力されるとサーボダイアフラム12に吸入負圧
を供給し、切換信号Scの非入力時にはサーボダイアフラ
ム12に大気を供給する。サーボダイアフラム12は負圧に
応動してロッド11を駆動する負圧室を有しており、吸入
負圧が供給されるとロッド11を介してスワールコントロ
ール弁10を閉弁し、大気が供給されるとスワールコント
ロール弁10を開弁する。上記主吸入ポート9a、スワール
吸入ポート9b、スワールコントロール弁10、ロッド11、
サーボダイアフラム12および切換電磁弁13は全体として
燃焼速度可変手段14を構成する。したがって、燃焼速度
可変手段14は切換信号Scが入力されると吸入空気をスワ
ール吸入ポート9bを通して気筒に導き所定の吸入スワー
ルを発生させる。一方、切換信号Scの非入力時には主吸
入ポート9aを開して十分な吸入空気量を確保する。First, the configuration will be described. In FIG. 2, reference numeral 1 denotes an engine, intake air is supplied from an air cleaner 2 to each cylinder through an intake pipe 3, and fuel is injected by an injector 4 based on an injection signal Si. Exhaust gas burned in the cylinders is introduced into the catalytic converter 6 through the exhaust pipe 5, and in the catalytic converter 6, harmful components (CO, HC, NOx) in the exhaust gas are cleaned by a three-way catalyst and discharged. The flow rate Qa of the intake air is detected by the air flow meter 7 and controlled by the throttle valve 8 in the intake pipe 3. As shown in detail in FIG. 3, the vicinity of the intake port of each cylinder is divided into a main intake port 9a and a swirl intake port 9b, and a swirl control valve 10 is arranged in the main intake port 9a. The swirl control valve 10 is connected to a servo diaphragm 12 via a rod 11, and the servo diaphragm 12 has a switching solenoid valve.
The suction negative pressure in the intake pipe 3 or the atmosphere is selectively guided by 13. A switching signal (combustion control signal) Sc is input to the switching solenoid valve 13 under a predetermined condition, and when the switching signal Sc is input, the switching solenoid valve 13 supplies suction negative pressure to the servo diaphragm 12 to switch the switching signal. At the time of not inputting Sc, the atmosphere is supplied to the servo diaphragm 12. The servo diaphragm 12 has a negative pressure chamber that drives the rod 11 in response to negative pressure.When the suction negative pressure is supplied, the swirl control valve 10 is closed via the rod 11 and the atmosphere is supplied. Then, the swirl control valve 10 is opened. The main intake port 9a, swirl intake port 9b, swirl control valve 10, rod 11,
The servo diaphragm 12 and the switching solenoid valve 13 constitute a combustion speed varying means 14 as a whole. Therefore, when the switching signal Sc is input, the combustion speed varying means 14 guides the intake air to the cylinder through the swirl intake port 9b to generate a predetermined intake swirl. On the other hand, when the switching signal Sc is not input, the main intake port 9a is opened to secure a sufficient intake air amount.
絞弁８の開度Cvは絞弁開度センサ20により検出され、エ
ンジン１の回転数Ｎはクランク角センサ21により検出さ
れる。前記エアフロメータ７およびクランク角センサ21
は運転状態検出手段22を構成しており、運転状態検出手
段22および絞弁開度センサ20からの信号はコントロール
ユニット23に入力される。コントロールユニット23はこ
れらのセンサ情報に基づいて空燃比制御および吸入スワ
ール制御（燃焼速度制御）を行うもので、そのブロック
構成図は第４図のように示される。The opening Cv of the throttle valve 8 is detected by the throttle opening sensor 20, and the rotation speed N of the engine 1 is detected by the crank angle sensor 21. The air flow meter 7 and the crank angle sensor 21
Constitutes an operating state detecting means 22, and signals from the operating state detecting means 22 and the throttle valve opening sensor 20 are inputted to the control unit 23. The control unit 23 performs air-fuel ratio control and intake swirl control (combustion speed control) based on these sensor information, and its block diagram is shown in FIG.
第４図において、コントロールユニット23は加速検出回
路24、判別回路25、空燃比制御回路26およびスワール制
御回路（燃焼速度制御手段）27により構成される。加速
検出回路24は絞弁開度Cvに基づいてエンジン１が加速さ
れたか否かを判別し、加速状態にあるとき加速程度に応
じた加速信号Saを出力する。絞弁開度センサ20および加
速検出回路24は加速操作検出手段28を構成する。判別回
路25は吸入空気量Qaと回転数Ｎからエンジン１の運転状
態を判別し、現運転状態に最適な目標空燃比を設定す
る。空燃比制御回路（空燃比設定手段）26は判別回路25
からの出力に基づいて目標空燃比となるように燃量噴射
量を演算するとともに、加速信号Saが入力されると、加
速程度に応じて空燃比を補正するように燃量噴射量を演
算し、噴射信号Siをインジェクタ４に出力する。スワー
ル制御回路27は目標空燃比や加速の有無、程度に応じて
吸入スワールを発生させるか否かを決定し、燃焼速度可
変手段14への切換信号Scの出力を制御する。In FIG. 4, the control unit 23 comprises an acceleration detection circuit 24, a discrimination circuit 25, an air-fuel ratio control circuit 26 and a swirl control circuit (combustion speed control means) 27. The acceleration detection circuit 24 determines whether or not the engine 1 is accelerated on the basis of the throttle valve opening Cv, and outputs an acceleration signal Sa according to the degree of acceleration when in the acceleration state. The throttle valve opening sensor 20 and the acceleration detection circuit 24 constitute acceleration operation detection means 28. The discriminating circuit 25 discriminates the operating state of the engine 1 from the intake air amount Qa and the rotational speed N, and sets the optimum target air-fuel ratio for the present operating state. The air-fuel ratio control circuit (air-fuel ratio setting means) 26 is a discrimination circuit 25.
The fuel injection amount is calculated based on the output from the fuel injection amount so that the target air-fuel ratio is achieved, and when the acceleration signal Sa is input, the fuel injection amount is calculated so as to correct the air-fuel ratio according to the degree of acceleration. , And outputs the injection signal Si to the injector 4. The swirl control circuit 27 determines whether or not to generate an intake swirl according to the target air-fuel ratio, the presence or absence of acceleration, and the degree thereof, and controls the output of the switching signal Sc to the combustion speed varying means 14.
次に作用を説明する。Next, the operation will be described.
近時、実用燃費の向上と排気エミッションの低減とを両
立させるため、定常時には希薄空燃比で、加速領域の一
部または全部には理論空燃比で運転する試みが行われ
る。ところが、このような空燃比制御を吸入スワールを
制御しているエンジンに適用した場合、燃費向上の面で
は相応の効果が得られるものの吸入スワール本来の特長
である燃焼速度を速めるという観点から騒音やNOx排出
量も同時に増大するという面に難点が生ずる。従来は前
者に重点がおかれており、後者の対策が不十分である。Recently, in order to achieve both improvement of practical fuel consumption and reduction of exhaust emission, it is attempted to operate at a lean air-fuel ratio in a steady state and at a theoretical air-fuel ratio in a part or all of the acceleration region. However, when such an air-fuel ratio control is applied to an engine that controls the intake swirl, although a corresponding effect can be obtained in terms of improving fuel efficiency, noise and noise are increased from the viewpoint of increasing the combustion speed, which is the original feature of the intake swirl. A difficulty arises in that NOx emissions also increase at the same time. In the past, the former was emphasized and the latter measures were insufficient.
そこで本実施例では、騒音やNOx排出量の増加は燃焼速
度の過度な増大に起因するという点に着目して、吸入ス
ワール制御の判断パラメータに加速情報を併用し加速時
の空燃比の濃化に伴う燃焼速度の増大を適切に抑制する
ことで、吸入スワール制御の特長を生かしつつ騒音やNO
x排出量を低減している。Therefore, in the present embodiment, focusing on the fact that the increase in noise and NOx emission amount is caused by the excessive increase in the combustion speed, the acceleration parameter is used together with the acceleration information in the determination parameter of the intake swirl control to increase the air-fuel ratio during acceleration. By appropriately suppressing the increase in the combustion speed due to the
x Emissions are being reduced.
すなわち、本実施例のエンジン１にあっても定常時には
希薄空燃比で、加速時には理論空燃比で運転される。い
ま、エンジン１が定常時にあって希薄空燃比で運転され
ているときはスワール制御回路27が吸入スワールを必要
と判断して切換信号Scの出力を停止している。このた
め、燃焼速度可変手段14がスワールコントロール弁10を
閉じて燃焼室内に混合気のスワールを発生させ燃焼速度
を速めて燃焼改善を図っている。この状態を前述した第
５図中に示すと、図中A1〜A2間（例えば、A/F＝22）で
示される。なお、A1は点火時、A2は混合気が90％燃焼し
た時点を表す。したがって、燃焼期間TaはTa＝A1〜A2と
なる。この状態において、加速操作が行われると、空燃
比がA/F＝22から濃化されて理論空燃比（A/F＝14.7）に
移行するとともに、スワール制御回路27から切換信号Sc
が出力されて燃焼速度可変手段14によりスワールコント
ロール10が開かれて吸入スワールの発生が停止される。
これを、第５図に示すと、A1〜A2間から理論空燃比でス
ワールなしの状態、すなわちC1〜C2間（燃焼期間Tc）に
移行するように示される。移行前後の燃焼期間Ta、Tcに
着目すると、TcとTaほぼ等しくなって従来と異なり燃焼
速度の増大が抑制される。したがって、第６、７図に示
す因果関係から、空燃比の変化に拘らず騒音やNOx排出
量を従来に比して大幅に低減することができる。因に、
上記加速状態にあっても吸入スワールを発生させている
と、燃焼期間Tcが第５図に示すB1〜B2間となって燃焼速
度が増大（Tb＜Ta）し、騒音等の増加を招く。That is, even the engine 1 of this embodiment operates at a lean air-fuel ratio during steady state and at a stoichiometric air-fuel ratio during acceleration. Now, when the engine 1 is in a steady state and is operating at a lean air-fuel ratio, the swirl control circuit 27 determines that intake swirl is necessary and stops outputting the switching signal Sc. Therefore, the combustion speed varying means 14 closes the swirl control valve 10 to generate a swirl of the air-fuel mixture in the combustion chamber to accelerate the combustion speed and improve combustion. When this state is shown in FIG. 5 described above, it is indicated by A 1 to A 2 (for example, A / F = 22) in the figure. Note that A 1 represents the time of ignition, and A 2 represents the time when the air-fuel mixture burns 90%. Therefore, the combustion period Ta is Ta = A 1 to A 2 . When the acceleration operation is performed in this state, the air-fuel ratio is enriched from A / F = 22 and shifts to the stoichiometric air-fuel ratio (A / F = 14.7), and the swirl control circuit 27 sends a switching signal Sc.
Is output and the combustion speed varying means 14 opens the swirl control 10 to stop the generation of the intake swirl.
This is shown in FIG. 5 so as to shift from between A 1 and A 2 to a state without a swirl at the stoichiometric air-fuel ratio, that is, between C 1 and C 2 (combustion period Tc). Focusing on the combustion periods Ta and Tc before and after the transition, Tc and Ta become almost equal to each other, and an increase in the combustion speed is suppressed unlike the conventional case. Therefore, from the causal relationship shown in FIGS. 6 and 7, it is possible to significantly reduce noise and NOx emission amount as compared with the conventional case regardless of changes in the air-fuel ratio. By the way,
Even if the intake swirl is generated even in the above acceleration state, the combustion period Tc becomes between B 1 and B 2 shown in FIG. 5, the combustion speed increases (Tb <Ta), and noise increases. Invite.
このように、本実施例によれば、例えば、希薄空燃比に
よる運転が行われているときに加速操作が行われ、空燃
比が理論空燃比もしくはそれよりもリッチ側の空燃比に
変化した場合においても、燃焼騒音が問題にならない適
切な燃焼速度となるように燃焼速度制御手段（上記実施
例中ではスワールコントロール弁）が制御されるため、
燃焼騒音を常に一定のレベル以下に抑えることができ
る。また、もともと燃焼速度が遅く、燃焼の安定性が悪
い希薄空燃比での運転時には、燃焼速度制御手段によっ
て所定の燃焼速度が確保される（例えばスワールを強く
する）ので、希薄空燃比での運転時の燃焼の安定化を図
ることができる。なお、加速時には理論空燃比に限ら
ず、さらにリッチ側に移行させて運転性能との均衡を図
るようにしてもよい。Thus, according to the present embodiment, for example, when the acceleration operation is performed while the operation is performed at the lean air-fuel ratio, and the air-fuel ratio changes to the stoichiometric air-fuel ratio or the air-fuel ratio on the rich side thereof. Also in the above, since the combustion speed control means (the swirl control valve in the above embodiment) is controlled so that the combustion noise becomes an appropriate combustion speed that does not pose a problem,
Combustion noise can always be kept below a certain level. In addition, when operating at a lean air-fuel ratio, which has a low combustion speed and poor combustion stability, a predetermined combustion speed is ensured by the combustion speed control means (for example, the swirl is strengthened), so operation at a lean air-fuel ratio is performed. It is possible to stabilize the combustion at the time. It should be noted that during acceleration, not only the stoichiometric air-fuel ratio, but also the rich side may be shifted to balance with the driving performance.
第８図は本発明の第２実施例を示す図であり、本実施例
はマニアルトランスミッションを備えた車両への適用例
である。FIG. 8 is a diagram showing a second embodiment of the present invention, which is an example of application to a vehicle equipped with a manual transmission.
第８図において、31はコントロールユニットであり、コ
ントロールユニット31は第１実施例に比して新たに判別
回路32が追加して構成される。判別回路32はマニアルト
ランスミッションのギヤ位置を検出する位置センサ33か
らのギヤ位置信号Sgおよび加速信号Saが入力されてお
り、判別回路32はアップシフト時に加速操作が行われる
と加速操作に先立つアップシフト時の空燃比の切換えと
吸入スワールの停止とを要求し、吸入スワールの発生時
は単に加速信号Saに従うように要求する信号を空燃比制
御回路26およびスワール制御回路27に出力する。その他
は、第１実施例と同様で同一番号が付されている。In FIG. 8, reference numeral 31 is a control unit, and the control unit 31 is constructed by newly adding a discrimination circuit 32 as compared with the first embodiment. The discriminating circuit 32 receives the gear position signal Sg and the acceleration signal Sa from the position sensor 33 which detects the gear position of the manual transmission, and the discriminating circuit 32 performs the upshift prior to the acceleration operation when the acceleration operation is performed during the upshift. A request is made to switch the air-fuel ratio and stop the intake swirl at the time, and outputs a signal requesting simply to follow the acceleration signal Sa to the air-fuel ratio control circuit 26 and the swirl control circuit 27 when the intake swirl occurs. Others are the same as those in the first embodiment, and the same numbers are attached.
したがって、本実施例ではアップシフト時に加速操作に
先立って空燃比がリッチ側に移行しその後吸入スワール
が停止されるため、加速時の最初の燃焼速度が速まり、
然る後に燃焼速度の増大が抑制されて加速時の運転性能
を高めつつ騒音やNOx排出量を低減することができる。Therefore, in the present embodiment, since the air-fuel ratio shifts to the rich side and the intake swirl is stopped before the acceleration operation during the upshift, the initial combustion speed during acceleration increases,
After that, the increase of the combustion speed is suppressed, and the noise and NOx emissions can be reduced while improving the driving performance during acceleration.
なお、上記各実施例では運転状態の判断に吸入空気量と
回転数を用いているが、これに限らず、例えば吸入負圧
と回転数を用いてもよく、さらにこれらに空燃比情報
（酸素センサ出力等）やEGR情報を併用するようにして
もよい。In each of the above embodiments, the intake air amount and the rotational speed are used to determine the operating state. However, the present invention is not limited to this. For example, the intake negative pressure and the rotational speed may be used. (Sensor output, etc.) and EGR information may be used together.
また、加速程度の判別は絞弁開度の開き速度に限らず、
例えば吸入負圧の変化に基づいてもよい。Further, the determination of the degree of acceleration is not limited to the opening speed of the throttle opening,
For example, it may be based on a change in suction negative pressure.
さらに、本発明はワイヤードロジック回路に限らずマイ
クロコンピュータを用いてソフトウェアにより実現する
ことも可能である。Further, the present invention is not limited to the wired logic circuit and can be realized by software using a microcomputer.
また、本発明は上記各実施例に示したように吸入スワー
ルを制御して燃焼速度を可変とするものに限らない。例
えば、気筒毎に点火プラグを２個配設した２点着火方式
のエンジンにも適用でき、その場合には２点から１点着
火へ移行することで点火エネルギを変えて燃焼速度を可
変としてもよく、また他の方式で点火エネルギを変化さ
せるものであってもよい。Further, the present invention is not limited to the control of the intake swirl to make the combustion speed variable as shown in each of the above embodiments. For example, it can be applied to a two-point ignition system engine in which two ignition plugs are provided for each cylinder. In that case, the ignition energy can be changed by changing from two-point ignition to one-point ignition to change the combustion speed. Alternatively, the ignition energy may be changed by another method.
（効果） 本発明によれば、加速の程度に加味して設定された目標
空燃比に応じて吸入スワールを制御するので、燃焼速度
の過度な増大を回避することができ、燃焼騒音を常に一
定のレベル以下に抑えることができると共に、NOx排出
量を低減させることができる。(Effect) According to the present invention, since the intake swirl is controlled according to the target air-fuel ratio set in consideration of the degree of acceleration, it is possible to avoid an excessive increase in the combustion speed and always keep the combustion noise constant. It is possible to reduce the amount of NOx emissions to a level below that of the above and to reduce NOx emissions.
第１図は本発明の基本概念図、第２〜７図は本発明の第
１実施例を示す図であり、第２図はその全体構成図、第
３図はその吸気ポート近傍の吸気管を模式的に示す図、
第４図はそのブロック構成図、第５図はその作用を説明
するための空燃比とクランク角度で燃焼期間を表わした
図、第６図はその燃焼期間と最大圧力上昇率との関係を
示す図、第７図はその燃焼期間とNOx排出量との関係を
示す図、第８図は本発明の第２実施例を示すそのブロッ
ク構成図である。 １……エンジン、 22……運転状態検出手段、 26……空燃比制御回路（空燃比設定手段）、 27……スワール制御回路（燃焼速度制御手段）。 28……加速操作検出手段。FIG. 1 is a basic conceptual diagram of the present invention, FIGS. 2 to 7 are diagrams showing a first embodiment of the present invention, FIG. 2 is its overall configuration diagram, and FIG. 3 is an intake pipe near its intake port. A diagram schematically showing
FIG. 4 is a block configuration diagram thereof, FIG. 5 is a diagram showing a combustion period by an air-fuel ratio and a crank angle for explaining its action, and FIG. 6 shows a relationship between the combustion period and a maximum pressure increase rate. FIG. 7 is a diagram showing the relationship between the combustion period and NOx emission amount, and FIG. 8 is a block diagram showing the second embodiment of the present invention. 1 ... Engine, 22 ... Operating state detecting means, 26 ... Air-fuel ratio control circuit (air-fuel ratio setting means), 27 ... Swirl control circuit (combustion speed control means). 28 Accelerating operation detection means.
───────────────────────────────────────────────────── フロントページの続き (51)Int.Cl.6 識別記号 庁内整理番号 ＦＩ 技術表示箇所 Ｆ０２Ｐ 15/08 ３０１ Ｂ ─────────────────────────────────────────────────── ─── Continuation of the front page (51) Int.Cl. 6 Identification code Internal reference number FI technical display area F02P 15/08 301 B
Claims (1)
る運転状態検出手段と、 ｂ）エンジンの加速操作を検出する加速操作検出手段
と、 ｃ）検出された運転状態と加速操作量とに応じて目標空
燃比を設定する空燃比設定手段と、 ｄ）目標空燃比の設定値から推定されるエンジンの燃焼
速度が所定の範囲に収まるように吸気スワールの強さも
しくは点火エネルギを制御するとともに、目標空燃比の
設定値が増大側に変化したときには、吸気スワールの強
さもしくは点火エネルギを増大側に変化させる一方、目
標空燃比の設定値が減少側に変化したときには、吸気ス
ワールの強さもしくは点火エネルギを減少側に変化させ
る燃焼速度制御手段と、を備えたことを特徴とするエン
ジンの燃焼制御装置。1. A) operating condition detection means for detecting engine speed and load; b) acceleration operation detection means for detecting engine acceleration operation; and c) detected operating condition and acceleration operation amount. Air-fuel ratio setting means for setting a target air-fuel ratio in accordance with the above, and d) controlling the intake swirl strength or ignition energy so that the combustion speed of the engine estimated from the set value of the target air-fuel ratio falls within a predetermined range. When the set value of the target air-fuel ratio changes to the increase side, the intake swirl strength or the ignition energy is changed to the increase side, while when the set value of the target air-fuel ratio changes to the decrease side, the intake swirl strength increases. Or a combustion speed control means for changing the ignition energy to a decreasing side, the combustion control device for the engine.
Priority Applications (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP60016263A JPH07111140B2 (en) | 1985-01-29 | 1985-01-29 | Engine combustion control device |
| US06/807,479 US4753200A (en) | 1985-01-29 | 1985-12-10 | Engine combustion control system |
| DE19853544839 DE3544839A1 (en) | 1985-01-29 | 1985-12-18 | CONTROL SYSTEM FOR THE COMBUSTION PROCESS IN AN INTERNAL COMBUSTION ENGINE |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP60016263A JPH07111140B2 (en) | 1985-01-29 | 1985-01-29 | Engine combustion control device |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS61175230A JPS61175230A (en) | 1986-08-06 |
| JPH07111140B2 true JPH07111140B2 (en) | 1995-11-29 |
Family
ID=11911664
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP60016263A Expired - Fee Related JPH07111140B2 (en) | 1985-01-29 | 1985-01-29 | Engine combustion control device |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH07111140B2 (en) |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP6497035B2 (en) * | 2014-11-14 | 2019-04-10 | 日産自動車株式会社 | Control device for internal combustion engine |
Family Cites Families (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5960032A (en) * | 1982-09-30 | 1984-04-05 | Mazda Motor Corp | Intake apparatus for engine |
-
1985
- 1985-01-29 JP JP60016263A patent/JPH07111140B2/en not_active Expired - Fee Related
Also Published As
| Publication number | Publication date |
|---|---|
| JPS61175230A (en) | 1986-08-06 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| US6024069A (en) | Controller for an internal combustion engine | |
| JP3031270B2 (en) | Negative pressure control device for internal combustion engine | |
| JPH10184417A (en) | Control device for in-cylinder injection internal combustion engine | |
| US4753200A (en) | Engine combustion control system | |
| JP4469528B2 (en) | Method for operation of an internal combustion engine | |
| WO1997033082A1 (en) | Device for controlling cylinder fuel injection type internal combustion engine | |
| US6058701A (en) | Exhaust purification apparatus and method for internal combustion engines | |
| EP0926327A2 (en) | Combustion controller for lean burn engines | |
| JPH10176568A (en) | Combustion control device for internal combustion engine | |
| US6173570B1 (en) | Exhaust gas purification device for internal combustion engine | |
| JP3324039B2 (en) | Method for reducing harmful exhaust emissions of gasoline engines operated with lean fuel-air mixtures | |
| JPH08114166A (en) | Engine controller | |
| JPH1193731A (en) | Fuel injection control device for in-cylinder injection internal combustion engine | |
| JP2002047973A (en) | Fuel injection control device for direct injection engine | |
| US6176220B1 (en) | Combustion control device for internal combustion engine | |
| KR20020033769A (en) | Method for Operating an Internal Combustion Engine in Particular in a Motor Vehicle | |
| JP3350187B2 (en) | Air-fuel ratio control device for lean burn engine | |
| KR19990059819A (en) | Fuel control method for acceleration and deceleration of lean combustion engine | |
| JP2003113730A (en) | INTERNAL COMBUSTION ENGINE WITH NOx STORAGE CATALYST, AND COMBUSTION CONTROL METHOD FOR THE SAME | |
| JPH06101484A (en) | Swirl control device for internal combustion engine | |
| JPS63117149A (en) | Fuel injection controller for internal combustion engine | |
| JP4126942B2 (en) | Internal combustion engine control device | |
| EP0982485A2 (en) | Internal combustion engine | |
| JPS61175230A (en) | Combustion control device of engine | |
| US20020179068A1 (en) | Method of operating an internal -combustion engine |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| LAPS | Cancellation because of no payment of annual fees |