Control system for a direct injection spark ignition engine

Abstract: An engine control system for a direct injection-spark ignition type of engine which is equipped with a fuel injector for spraying fuel directly into a combustion chamber, an exhaust system having a lean NOx conversion catalyst for lowering an emission level of nitrogen oxides (NOx) in exhaust gas and an exhaust gas recirculation system divides a given amount of fuel into two parts which are intermittently delivered through early and late split injection respectively in a suction stroke and controls a fuel injector such that a midpoint between points at which the early and late split injection are timed respectively to start is before a midpoint of a suction stroke and the exhaust gas recirculation system admits exhaust gas partly into an intake air stream while the engine is in a lean homogeneous charge zone.

Description: The invention relates to an engine control system for a direct injection-spark ignition type of engine, and, in particular, to a direct injection-spark ignition engine control system which controls a fuel injection timing when the engine operates with an air-fuel ratio higher than a stoichiometric air-fuel ratio, that is to say with λ > 1. Engine control system of this type incorporate in an exhaust line a NOx adsorbing type of lean NOx conversion catalyst which, on one hand, adsorbs NOx in the exhaust gas while the air-fuel mixture is λ > 1 and, on the other hand, desorbs or releases the NOx into exhaust gas for catalysing reduction of the NOx while the air-fuel mixture is λ < 1. As is known from, for example, International Patent Application WO93/07363, such an engine control system controls the engine to operate with an enriched mixture under accelerating conditions or full loading operating conditions and with a lean mixture under the remaining operating conditions, so as to improve fuel consumption. An engine control system for a direct injection-spark ignition type of engine known from, for example, Japanese Unexamined Patent Publication 7-119507 controls the engine to cause stratified charge combustion in a lower engine loading zone and homogeneous charge combustion in a high engine loading zone. While the engine operates with lower speeds in the high loading zone, a given amount of fuel is delivered in two steps through early and late split injection in a suction stroke, so as to diffuse a first half of fuel sprayed through the early split injection in the combustion chamber before the end of a suction stroke and the second half of fuel in the combustion chamber with its volume increased, This prevents a generation of rich or dense mixture over the top of a piston in a subsequent compression stroke that generally occurs when a given amount of fuel is sprayed all at once through non-split injection, which is desirable to prevent generation of smoke. Another engine control system for a direct injection-spark ignition engine co-operates with a fuel injector which is direct to face the top of a piston and energised to spray a small amount of fuel preparatorily at the beginning of a suction stroke when the engine causes knocking. The fuel partly sticks to the top wall of the piston on a side of an intake port and bounces off the piston wall toward the intake port to cool the piston head and the combustion chamber on the intake port side with the heat of vaporisation of the fuel. Such an engine control system is known from, for example, Japanese Unexamined Patent Publication 7-217478. In addition, European Patent Application EP-A-0 611 432 discloses an apparatus for and method of controlling an internal combustion engine that is equipped with an exhaust gas r4cicrulation means and fuel injection control means for performing fuel injection in two parts in the earlier half of an intake stroke and the later half of the intake stroke, respectively, in the zone of higher engine loadings. Further, WO96/22457 discloses an exhaust gas cleaning method for internal combustion engine tat performs fuel injection in both intake stroke and compression stroke while the NOx conversion catalyst release NOx. Although the lean NOx conversion catalyst described in the International Patent Application WO93/07363 lowers the emission level of NOx even while a fuel mixture is lean, NOx conversion performance of the lean NOx conversion catalyst is inferior to that of a three-way catalyst in a condition in which a stoichiometric fuel mixture is burnt and is not always satisfactorily. In view of this circumstances, it is desirable to restrain formation of NOx during lean mixture combustion by making a fuel mixture more leaner. Further, although fuel consumption is improved even more as a fuel mixture is made leaner, if the fuel mixture is lean in excess, the engine encounters sharp aggravation of fuel combustion, which always results in a problem of lean limits that affects drivability. Concerning this point, it is assumed that even the engine described in International Patent Application WO93/07363 which is operated with homogeneous charge combustion even when a fuel mixture is lean or the engine described in Japanese Unexamined Patent Publication 7-119507 which is operated with homogeneous charge combustion and stratified charge combustion changed from one to another according to operating conditions is operated with lean homogeneous charge combustion in a middle engine loading zone. Since the homogeneous charge combustion does not permit a high lean limit, if the air-fuel ratio is controlled to be under the lean limit, it is hard to improve fuel consumption and lower the emission level of NOx sufficiently. The invention provides an engine control system for a direct injection-spark ignition type of engine which is equipped with a fuel injector for spraying fuel directly into a combustion chamber, an exhaust system having a lean NOx conversion catalyst for lowering an emission level of nitrogen oxides in exhaust gas at an air-fuel ratio of λ > 1 for controlling the engine to make stratified charge combustion in a zone of lower engine loadings and homogeneous charge combustion in a zone other than said lower engine loading zone, engine operating condition monitoring means for monitoring engine operating conditions; and fuel injection control means for dividing a given amount of fuel into two parts which are intermittently delivered through early and late split injection respectively, in an intake stroke of the piston, characterised in that while said fuel said engine is operating in a zone other than said lower engine loading zone and in which air fuel ratio is λ >1, controlling said fuel injector so that a midpoint between points at which said early and late split injection are timed respectively to start is before a midpoint of an intake stroke of said piston, that is to say, at a crank angle of 90°. With the engine control system, while a part of fuel delivered through the early split injection is diffused sufficiently homogeneously in the combustion chamber whose volume increases as the piston moves down before the late split injection is started, another part of fuel subsequently delivered through the late split injection is diffused and made homogeneous in the combustion chamber whose volume has sufficiently increased. That is, the split injection makes a fuel mixture homogeneous in the entire combustion chamber without enhancing penetrating force so high. On condition that a given amount of fuel has to be injected within an entire suction stroke, the early split injection can be timed to start at a point at which the piston moves down at a relatively high speed, which is accompanied by generation of a strong intake air stream, accelerating accomplishment of a homogeneous distribution of fuel mixture and evaporation of fuel. The early and late split injection is off as one whole to the early side of a suction stroke and, in consequence, fuel delivered through the late split injection sticks to a cylinder wall near when the piston reaches its bottom-dead-centre (at the end of a suction stroke), so as to evade tardy accomplishment of a homogeneous distribution of fuel mixture. In addition, there is certainly provided a long period of time allowed for a fuel mixture to evaporate before spark ignition of the fuel mixture, which is always desirable for acceleration of fuel evaporation. These effects mutually affect one another to provide an even more homogeneous distribution of fuel and significantly increase the combustion velocity of fuel mixture due to accelerated evaporation and shortened combustion time. In consequence, the lean limit of air-fuel ratio is greatly expanded with an effect of improving specific fuel consumption and lowering the emission level of NOx. In the above embodiments, the late split injection is desirably timed to start at a point in one of first and middle divisions of three approximately equal divisions of a suction stroke. Further, the late split injection is desirably timed to end at a point in either one of the first and middle divisions while the engine is monitored to operate in a lower engine speed zone. In these instances, since the time necessary for an engine output shaft to make one revolution is relatively shortened, it is practically impossible to time the late split injection to end at a point in either one of the first and middle divisions of a suction stroke. The midpoint of the late split injection may be timed to be at a point before the midpoint of a suction stroke at which the cylinder piston attains a maximum down speed. In this instance, the piston moving down at its maximum speed creates a strong intake air stream with an effect of diffusing fuel sprayed through the late split injection and homogeneously distributing fuel in the combustion chamber. Further, the midpoint of the late split injection may be timed to be at a point before the midpoint of a suction stroke at which the cylinder piston attains a maximum down speed. In this instance, the piston moving down at its maximum speed creates a strong intake air stream due to which fuel sprayed through the late split injection is homogeneously distributed in the combustion chamber. The engine control system may further cooperate with an exhaust gas recirculation system to admit exhaust gas into an intake air stream introduced into the engine while the split injection is made. Because of the improved combustibility of fuel due to the split injection, a large amount of exhaust gas can be recirculated into the combustion chamber, providing a drop in pumping loss sufficiently to lower specific fuel consumption. Further, the engine control system may incorporate an air stream control means operative to create an air stream in the combustion chamber so as to accelerate accomplishment of a homogeneous with an effect of improving combustion stability. Delivering a given amount of fuel in two substantially equal parts in a suction stroke provides a sufficiently long time for the fuel injector to open, which prevents aggravation of fuel evaporation due to operation of the fuel injector. The fuel injector may be of a type having a spray angle greater than 45?. The invention will now be described further, by way of example, with reference to the accompanying drawings, in which: Figure 1 is a schematic illustration of an engine control system in accordance with an embodiment of the invention; Figure 2 is a diagrammatic illustrating a map of fuel injection control zones for warm engine operation; Figure 3 is a diagrammatic illustrating a map of fuel injection control zones for warm engine operation; Figure 4 is a diagrammatic illustrating a map of exhaust gas recirculation control zone; Figures 5(A) through 5(D) are a flow chart illustrating a sequence routine of fuel injection control for a microcomputer of an engine control unit; Figure 6 is a time chart of fuel injection for various engine operating zones; Figures 7(A) and 7(B) are graphs showing specific fuel consumption and Pi coefficient variation with respect to later fuel injection timing, respectively; Figure 8 is another time chart of fuel injection for various engine operating zones; Figure 9(A) through 9(C) are graphical illustrations showing the amount of NOx formation, specific fuel consumption and Pi coefficient variation with respect to air-fuel ratio; Figure 10 is a diagrammatic illustrating a variation of the map of fuel injection control zones for warm engine operation shown in Figure 2; and Figure 11 is a diagrammatic illustrating another variation of the map of fuel injection control zones for warm engine operation shown in Figure 2. The term "NOx conversion" as used throughout the specification shall mean and refer to a reduction in the NOx content of exhaust gas due such as to NOx adsorption on a NOx adsorption type of catalyst and reduction of NOx to N2 and O2 by a NOx reduction type of catalyst, and the term "lean NOx conversion catalyst" as used throughout the specification shall mean and refer to the type controlling or lowering an emission level of nitrogen oxides (NOx) in a lean exhaust gas whose air-fuel ratio is λ > 1. Because a direct injection-spark ignition type of gasoline engine is well known, the present description will be directed in particular to elements forming part of, or cooperating directly with, an engine control system in accordance with the present invention. It is to be understood that elements not specifically shown or described can take various forms well known to those skilled in the automobile art. Referring to the drawings in detail and, in particular, to Figure 1 showing an engine control system in accordance with an embodiment of the invention, a fuel direct injection type of multiple cylinder engine 1 equipped with exhaust gas recirculation system, which is controlled by the engine control system, is comprised of a cylinder block 3 provided with cylinder bores 2 (only one of which is shown) in which pistons 5 can slide and a cylinder head 4 mounted on the cylinder block 3. A combustion chamber 6 is formed in the cylinder by the top of the piston 5, a lower wall of the cylinder head 4 and the cylinder bore 2. Two intake ports 12 (only one of which is shown) and one exhaust port 13 are opened into the combustion chamber 6, and are opened and shut at a predetermined timing by intake valves 8 and an exhaust valve 9, respectively. A fuel injector 14 is installed into the cylinder head 4 such that a spray of fuel is directly charged into the combustion chamber 6 from the side. The piston 5 at its top cavity (not shown) traps fuel sprayed in a later half of a compression stroke to form a stratum of relatively dense air-fuel mixture near the spark plug 10, so as thereby to form a stratified charge of air-fuel mixture in the combustion chamber 6. The fuel injector 14 is of a type having a spray angle greater than approximately 45? for forming a wide and homogeneous distribution of fuel in the combustion chamber 6. A spark plug 10 is installed in the cylinder head 4 such that electrodes of the spark plug 10 are placed down into the combustion chamber 6 and aligned with the vertical centre line of the cylinder and connected to an ignition circuit 11 to ignite an air-fuel mixture in the combustion engine. A fuel line 15, through which the fuel is delivered to the fuel injector 14 from a fuel tank 16 is equipped with two fuel pumps, namely a low pressure fuel pump 17 disposed in the fuel tank 16 and a high pressure fuel pump 18 disposed the outside of the fuel tank 16. The fuel line 15 between the fuel pumps 17 and 18 is further equipped with a low pressure regulator 19 and a fuel filter 20 positioned in this order from the side of fuel tank 16. A fuel return line 22 equipped with a high pressure regulator 21 is connected to the fuel line 15 between a point after the high pressure fuel pump 18 and a point before the fuel filter 20. Fuel is drawn up from the fuel tank 16 by the low pressure pump 17, regulated in pressure by the low pressure regulator 19, and then multiplied in pressurised by the high pressure fuel. pump 18 to the fuel injector 14. The high pressurised fuel is partly delivered to the fuel injector 14 and partly returned through the return fuel line 22. The high pressure regulator 21 regulates a return fuel quantity so as to optimise the pressurised fuel in pressure level directed to the fuel injector 14. An intake line 25 has an air cleaner 26 at the upstream end and an intake manifold at the downstream end which is independently connected to the intake ports 12 of the cylinder. An intake valve 8 is provided in each intake port 12 and an air stream control valve 30 is provided either one of the intake ports 12 only. The air stream control valve 30, which may be of an actuator operated type, causes an air stream to be admitted into the combustion chamber 6 through only the other intake port 12 while it closes, which results in forming, for example, a swirl of intake air abundant in tumble components in a direction of the vertical axis of the cylinder. The intake line 25 is provided with a heat sensing type of air-flow sensor 27, an electrically controlled throttle valve 28 and a surge tank 29 in order from the upstream end. The throttle valve 28 is not controlled directly by an accelerator pedal but indirectly by an accelerator pedal through an actuator (not shown). An exhaust line 31 through which exhaust gas are discharged into the atmosphere is provided with an oxygen sensor (which is hereafter referred to as an O2 sensor) 32, a three-way catalyst 33 and a NOx adsorption type of lean NOx conversion catalyst 34 (which may otherwise be of a NOx reduction type) in order from the upstream end. The O2 sensor 32 monitors the oxygen concentration of exhaust gas based on which an air-fuel ratio is determined and provides an output sharply changing on opposite sides of a stoichiometric air-fuel ratio. Each of the catalysts 33 and 34 is of a type using a cordierite honeycomb block coated with a catalytic material which allows exhaust gas to flow through. The three-way catalyst 33 significantly lowers emission levels of hydrocarbons (HC) and carbon monoxide (CO). The lean NOx conversion catalyst 34 adsorbs NOx in exhaust gas even when the air-fuel ratio is λ > 1 as well as lowering emission levels of HC and CO. These three-way catalyst 33 and lean NOx conversion catalyst 34 may be replaced in position with each other. Further, when the lean NOx conversion catalyst 34 is of a double layer type that has a NOx adsorption catalytic layer and a NOx reduction catalytic layer, it is not always necessary to use the three-way catalytic converter. An exhaust gas recirculation (EGR) system 37 is provided to admit exhaust gas partly into the intake line 25. The exhaust gas recirculation (EGR) system 37 has a recirculation line extending from the exhaust line 31 upstream the O2 sensor 32 to the intake line 25 between the throttle valve 28 and the surge tank 29, and an electrically operated exhaust gas recirculation (EGR) valve 39 installed to the recirculation line 38 in a position close to the intake line'25. The amount of exhaust gas that is recirculated through the recirculation line 38 can be controlled by the EGR valve 39. This EGR valve 39 is designed to admit carefully controlled amounts of exhaust gas into the intake air stream. Operation of the ignition circuit 11, the fuel injector 14, the high pressure regulator 21, the actuator of the throttle valve 28, the air stream control valve 30, the EGR valve and other electrically operated elements are controlled by a control unit 41 comprising a microcomputer MC. Various signals are transferred to the control unit 41 from at least the air-flow sensor 27, the O2 sensor 32, an accelerator position sensor 42 which detects accelerator positions as engine loading, a crank angle sensor 43 which monitors angles of rotation of a crankshaft 7 of the engine as an engine speed of rotation, a temperature sensor 44 which monitors the temperature of engine cooling water to determine whether the engine 1 is in a cold condition, under a warming up, or in a warm condition, a position sensor (not shown) incorporated in the EGR valve 39 which monitors a valve lift of the EGR valve 39, and an engine starter (not shown). The fuel injector 14 is pulsed to open by energising a solenoid according to a pulse width. The control unit 41 constantly monitors engine speed, load, throttle position, exhaust, temperature, etc to control the pulse width according to a fuel injection control map. Figures 2 and 3 show fuel charge control maps with engine speed and loading as parameters for warm engine operations and cold engine operations, respectively, which define a lean fuel charge zone in which the engine is charged with an air-fuel mixture of λ > 1 and an enriched fuel charge zone in which the engine is charged with an air-fuel mixture richer than a stoichiometric mixture and, in another aspect, a non-split injection zone in which a given amount of fuel is delivered all at once and a split injection zone in which a given amount of fuel is delivered through in two steps or through two split injection. Specifically, the fuel charge control map shown in Figure 2 used while the engine is in a warm condition defines five fuel charge control zones, namely a lean stratified charge zone (I), a lean homogeneous charge zone (II), and an enriched homogeneous charge zones (III) - (V). In the lean stratified charge zone (I) which is defined for lower engine loadings and lower to middle engine speeds, a given amount of fuel is sprayed all at once to cause lean stratified charge combustion immediately before an ignition timing at which the spark plug 10 is fired in a compression stroke. In the lean homogeneous charge zone (II) which is defined for lower to middle engine loadings and lower to middle engine speeds, a given amount of fuel is divided into two parts and sprayed in two steps in a suction stroke to cause lean homogeneous charge combustion. In the enriched homogeneous charge zone (III) which is defined for higher engine loadings and higher engine speeds, a given amount of fuel is divided into two parts and sprayed in two steps in a suction stroke to cause enriched homogeneous charge combustion. In the enriched homogeneous charge zone (IV) which is defined for higher engine loadings and higher engine speeds, a given amount of fuel is sprayed all at once in a suction stroke to cause enriched homogeneous charge combustion. In the enriched homogeneous charge zone (V) which is defined for lower engine loadings and middle to higher engine speeds, a given amount of fuel is sprayed all at once in a suction stroke to cause enriched homogeneous charge combustion. All these zones (I) - (V) are established so as not to overlap one another. The fuel charge control map shown in Figure 3 used while the engine is in a cold condition defines three enriched homogeneous charge zones (A), (B) and (C). In the enriched homogeneous charge zone (A) which is defined for middle to higher engine loadings and lower to higher engine speeds, a given amount of fuel is divided into two parts and sprayed in two steps in a suction stroke to cause enriched homogeneous charge combustion. In both enriched homogeneous charge zone (B) which is defined for lower engine loadings and lower to higher engine speeds and the enriched homogeneous charge zone (C) which is defined for higher engine loadings and higher engine speeds, a given amount of fuel is sprayed all at once in a suction stroke to cause enriched homogeneous charge combustion. These three zones (A) - (C) are established so as not to overlap one another. While the engine operates in any one of the engine control zones (II), (III) and (A) shaded in Figures 2 and 3 in which split injection is made in a suction stroke, the EGR system 37 is actuated to admit amounts of exhaust gas controlled by the EGR valve 39 into the intake air stream. The exhaust gas recirculation (EGR) rate, which refers to a rate of the amount of exhaust gas that is recirculated relative to the amount of exhaust gas that is produced resulting from combustion varies according to engine operating zones up to 10 to 40 %. While the engine is still in a cold condition in the enriched homogeneous charge zone (A), the exhaust gas recirculation may be made only when the temperature of cooling water is higher than a specified value of, for example, 45°C. As shown in Figure 4, the EGR zone covers the lean stratified charge zone (I), the lean homogeneous charge zone (II) and the enriched homogeneous charge zone (III) excepting a higher engine loading region for warm conditions, and the enriched homogeneous charge zone (A) excepting a higher engine loading region for cold conditions. Figures 5(A) through 5(D) show a flow chart illustrating a sequence routine of fuel charge control. As shown, when the flow chart logic commences and control proceeds directly to a function block at step S101 where signals Ne, Tv, Qa, Tw and Ss representative of various control factors such as engine speed, accelerator position, intake air quantity, cooling water temperature and a starter signal respectively are read into the control unit 41. Subsequently, a decision is made at step S102 as to whether the engine 1 starts. When there is an occurrence of a starter signal Ss and the engine speed Ne is lower than a specified speed, an engine start is ascertained. When the answer is affirmative, an injection pulse width TaK at the engine start is calculated at step S103. The given amount of fuel is divided into two parts for early fuel injection and later fuel injection made in an intake stroke according to a split ratio represented by a split factor c (1 > 0). For this purpose, the injection pulse width TaK is divided into two split injection pulse widths TaK1 which is expressed by c x TaK and TaK2 which is expressed by (1 - c) x TaK at step S104. At the beginning of engine operation, a given amount of fuel is neither sprayed in non-split suction stroke injection nor in non-split compression stroke injection, and simultaneously both non-split suction stroke injection pulse width TaK3 and non-spilt compression stroke injection pulse width TaD are set to 0 (zero). Thereafter, split injection timings s1 and s2 for the early and later fuel injection are determined, respectively, at step S105. As shown in Figure 6, the early and late split injection timings s1 and s2 are predetermined. That is, the early split injection timing s1 for the early fuel injection is dictated by an angle of rotation of the crankshaft 7 in an early half of a suction stroke and, more specifically, at a crank angle 45 to 50 degrees before top-dead-centre in a suction stroke, and the late split injection is timed to start at a point or timing s2 in a later half of the suction stroke and, more specifically, at a crank angle 100 to 120 degrees after top-dead-centre in the suction stroke. After the determination of early and late split injection timings s1 and s2 at step S105, a decision is made at step S117 as to whether it is the early split injection timing s1 for the early fuel injection. After waiting up to the early split injection timing s1 at step S117, the fuel injector 14 is pulsed to open to deliver the amount of fuel depending upon the early split injection pulse width TaK1 at step S118. Similarly, a decision is subsequently made at step S119 as to whether it is the late split injection timing s2 for the later fuel injection. After waiting up to the late split injection timing s2 at step S119, the fuel injector 14 is pulsed to open to deliver the amount of fuel depending upon the late split injection pulse width TaK2 at step S120. After a conclusion of the late split injection at step S120, the flow chart logic returns to restart the sequence routine. On the other hand, when the answer to the decision as to engine start made at step S102 is negative, another decision is made at step S106 as to whether the cooling water temperature Tw is higher than a specified value Two, i.e. whether the engine 1 is in a warm condition. When the answer is affirmative, then, still another decision is made at step S107 as to whether the engine operating condition is in the lean stratified charge zone (I) for lower engine loadings and middle to higher engine speeds of the fuel charge control map for warm engine operation shown in Figure 2. When the engine operating condition, or the engine loading and speed, is in the lean stratified charge zone (I), a non-split compression stroke injection pulse width TaD for the lean stratified charge combustion is calculated at step S108. In the lean stratified charge zone (I), neither split injection nor non-split suction stroke fuel injection is made, both split injection pulse widths Tak1 and Tak2 and non-split suction stroke injection pulse width TaK3 are set to 0 (zero) at step S109. Thereafter, a non-split compression stroke injection timing s3 is determined at step S110. As shown by (a) in Figure 6, the non-split compression stroke injection timing s3 is predetermined. That is, the non-split compression stroke injection timing s3 is set in a later half of a compression stroke. Subsequently, a decision is made at step S111 as to whether it is the injection timing s3 for the non-split compression stroke injection. After waiting up to the non-split compression stroke injection timing s3 at step S111, the fuel injector 14 is pulsed to open to deliver the amount of fuel depending upon the non-split compression stroke injection width TaD at step S112. After a conclusion of the non-split compression stroke injection, the flow chart logic returns to restart the sequence routine. When the answer to the decision as to engine operating condition made at step S107 is negative, another decision is subsequently made at step S113 as to whether the engine operating condition is in the lean homogeneous charge zone (II) for lower engine loadings and lower to middle engine speeds of the fuel charge control map for warm engine operation shown in Figure 2. When the engine operating condition, or the engine loading and speed, is in the lean homogeneous charge zone (II), an injection pulse width TaK for lean homogeneous charge combustion is calculated at step S114. The given amount of fuel is divided into two parts for early fuel injection and later fuel injection made in a suction stroke according to a split ratio represented by a split factor a (1 > 0) at step S115. The injection pulse width TaK is divided into an early split injection pulse width TaK1 which is expressed by a x TaK and a late split injection pulse width TaK2 which is expressed by (1 - a) x TaK. In the lean homogeneous charge zone (II) the given amount of fuel is neither sprayed in non-split suction stroke injection nor in non-split compression stroke injection and consequently both non-split suction stroke injection pulse width TaK3 and non-spilt compression stroke injection pulse width TaD are set to 0 (zero). Thereafter, early and late split injection timings s1 and s2 are determined as shown by (b) in Figure 6 at step S116, After waiting up to the early split injection timing s1 at step S117, the fuel injector 14 is pulsed to open to deliver the amount of fuel depending upon the early split injection pulse width TaK1 at step S118. Similarly, after waiting up to the late split injection timing s2 at step S119, the fuel injector 14 is pulsed to open to deliver the amount of fuel depending upon the late split injection pulse width TaK2 at step S120. After a conclusion of the late split injection at step S120, the flow chart logic returns to restart the sequence routine. When the engine operating condition is out of the lean homogeneous charge zone (II), another decision is subsequently made at step S121 as to whether the engine operating condition is in the enriched homogeneous charge zone (III) for middle to higher engine loadings and lower to higher engine speeds of the fuel charge control map for warm engine operation shown in Figure 2. When the engine operating condition, or the engine loading and speed, is in the enriched homogeneous charge zone (III), an injection pulse width TaK for enriched homogeneous charge combustion is calculated at step S122. The given amount of fuel is divided into two early fuel injection and later fuel injection made in a suction stroke according to a split ratio represented by a split factor b (1 > 0) at step S123. The injection pulse width TaK is divided into an early split injection pulse width TaK1 which is expressed by b x TaK and a late split injection pulse width TaK2 which is expressed by (1 - b) x TaK. In the enriched homogeneous charge zone (III) the given amount of fuel is sprayed neither in non-split suction stroke injection nor in non-split compression stroke injection and consequently both non-split suction stroke injection pulse width TaK3 and non-spilt compression stroke injection pulse width TaD are set to 0 (zero). In the same manner as in the lean homogeneous charge zone (II), early and late split injection timings s1 and s2 are determined as shown by (b) in Figure 6 at step S124. After waiting up to the early split injection timing s1 at step S117, the fuel injector 14 is pulsed to open to deliver the amount of fuel depending upon the early split injection pulse width TaK1 at step S118. Similarly, after waiting up to the late split injection timing s2 at step S119, the fuel injector 14 is pulsed to open to deliver the amount of fuel depending upon the late split injection pulse width TaK2 at step S120. After a conclusion of the late split injection at step S120, the flow chart logic returns to restart the sequence routine. When the answer to the decision as to the enriched homogeneous charge combustion is negative, this indicates that the engine operating condition is in either the enriched homogeneous charge zone (IV) for higher engine loadings and higher engine speeds or the enriched homogeneous charge zone (V) for lower engine loadings and middle to higher engine speeds, then, an injection pulse width TaK for enriched homogeneous charge combustion is calculated at step S126. In the zone (IV) or (V), the given amount of fuel is sprayed all at once in a suction stroke, the injection pulse width TaK is employed as a non-split suction stroke injection pulse width TaK3 at step S127. Simultaneously, both split injection pulse widths Tak1 and Tak2 and non-split compression stroke injection pulse width TaD are set to 0 (zero). Thereafter, a non-split suction stroke injection timing s4 is determined at step S128. As shown (c) in Figure 6, the non-split suction stroke injection timing s4 is predetermined. That is, the non-split suction stroke injection timing s4 is set such that the non-split suction stroke injection is started at approximately the midpoint of a suction stroke. Subsequently, after waiting up to the non-split suction stroke injection timing s4 at step S129, the fuel injector 14 is pulsed to open to deliver the amount of fuel depending upon the non-split suction stroke injection width TaK3 at step S130. After a conclusion of the non-split suction stroke injection, the flow chart logic returns to restart the sequence routine. Further, when the answer to the decision as to cooling water temperature Tw made at step S106 is negative, this indicates that the engine 1 is still in a cold condition, then, another decision is subsequently made at step S125 as to whether the engine operating condition is in the enriched homogeneous charge zone (A) for middle to middle to higher engine loadings of the fuel charge control map for cold engine operation shown in Figure 3. When the engine operating condition, or the engine loading and speed, is in the enriched homogeneous charge zone (A), steps S122-S124 and S117 through S120 are taken to cause early and late split injection in a suction stroke to deliver the given amounts of fuel depending upon the early and late split injection pulse widths TaK1 and TaK2. On the other hand, when the answer to the decision as to engine operating condition made at step S125 is negative, this indicates that the engine operating condition is either the enriched homogeneous charge zone (B) for lower engine loadings or the enriched homogeneous charge zone (C) for higher engine loadings and higher engine speeds, then, a given amount of fuel is sprayed in non-split suction stroke injection. An injection pulse width TaK for enriched homogeneous charge combustion is calculated at step S126 and is employed as a non-split suction stroke injection pulse width TaK3 at step S127. Simultaneously, both split injection pulse widths Tak1 and Tak2 and non-split compression stroke injection pulse width TaD are set to 0 (zero). After waiting up to the non-split suction stroke injection timing s4 at step S129, the fuel injector 14 is pulsed to open to deliver the amount of fuel depending upon the non-split suction stroke injection width TaK3 at step S130. After a conclusion of the non-split suction stroke injection, the flow chart logic returns to restart the sequence routine. In the engine operation control system according to the above embodiment, the midpoint m between the early and late split injection timings s1 and s2 is put before the midpoint M of a suction stroke which is at a crank angle of 90? after top-dead-centre. Each injection pulse split factor a, b, c is set approximately 0.5, which divides a given amount of fuel into two exact halves for early and later fuel injection. In operation of the engine control system according to the above embodiment of the invention, after an engine start, a given amount of fuel is divided into two parts and sprayed through early and late split injection in a suction stroke as shown (b) in Figure 6. During idling after the engine start, while the engine 1 is monitored to be still in a cold condition in which the cooling water temperature Tw is lower than the specified value Two and in the enriched homogeneous charge zone (B) for lower engine loadings or the enriched homogeneous charge zone (C) for higher engine loadings and higher engine speeds, a given amount of fuel is sprayed all at once in a suction stroke as shown by (c) in Figure 6. Further, during in cold engine operation, when the engine 1 operates in the enriched homogeneous charge zone (A) for middle to higher engine loadings, a given amount of fuel is divided into two parts and sprayed through early and late split injection in a suction stroke as shown (b) in Figure 6. After the cooling water temperature Tw reaches the specified value Two, or the engine has warmed up, a given amount of fuel is divided into two parts and sprayed through early and late split injection in a suction stroke as shown by (b) in Figure 6 when the engine 1 operates in the lean homogeneous charge zone (II) for lower to middle engine loadings and lower to middle engine speeds or in the enriched homogeneous charge zone (III) for middle to higher engine loadings. On the other hand, a given amount of fuel is sprayed all at once in a compression stroke as shown by (a) in Figure 6 when the engine 1 operates in the lean stratified charge zone (I) for lower engine loadings and lower to middle engine speeds or in a suction stroke as shown by (c) in Figure 6 when the engine 1 operates in the enriched homogeneous charge zone (IV) for higher engine loadings and higher engine speeds or in the enriched homogeneous charge zone (V) for lower engine loadings and middle to higher engine speeds. Further, while the engine operates in the zone in which a given amount of fuel is sprayed through early and late split injection in a suction stroke, i.e. in any one of the enriched homogeneous charge zone (A), the lean homogeneous charge zone (II) and the enriched homogeneous charge zone (III), the EGR valve 39 is actuated to admit exhaust gas in the exhaust line 31 partly into an intake air stream in the intake line 25. Practically, the exhaust gas recirculation (EGR) rate is significantly low while the engine operates with higher loadings in the enriched homogeneous charge zone (A) and the enriched homogeneous charge zone (III). The EGR valve 39 may be shut in the higher loading zone as shown in Figure 4. When a given amount of fuel is divided into two parts and sprayed in two steps through early and late split injection in a suction stroke, the part of fuel sprayed through the early split injection is sufficiently homogeneously diffused in the combustion chamber 6 with an increase in volume of the combustion chamber 6 following a down stroke of the piston 5 with absence of fuel injection before the late split injection. Subsequently, the part of fuel splayed through the late split injection is diffused, so as to provide a homogeneous distribution of air-fuel mixture in the combustion chamber 6. In this manner, the fuel distribution is homogenised in the combustion chamber without enhancing penetrating force of a spray of fuel. Since the midpoint m between the early and late split injection timings s1 and s2 is put at the midpoint M of a suction stroke, even under the condition that a given amount of fuel has to be sprayed in two steps before the end of a suction stroke, the early split injection can be made correspondingly at a point of time at which the piston 5 attains a relatively high down speed and in consequence causes an intake air stream to flow with a high velocity, accelerating accomplishment of both homogeneous distribution and evaporation of fuel. Further, the early and late split injection which are shifted as one whole a little to the early side of a suction stroke prevents or significantly reduces sticking of sprayed fuel through the late split injection to the side wall of the cylinder bore 2 when the piston 5 reaches near bottom-dead-centre or at the end of a suction stroke, which is always desirable for a homogeneous distribution of fuel in the combustion chamber 6. In particular, since a spray of fuel has penetration force which is not so high as was previously described, problems resulting from fuel stuck to the cylinder wall do not occur. Furthermore, there is provided a long time before fuel ignition for which fuel is allowed to be sprayed and evaporate. The acceleration of accomplishment of a homogeneous distribution and evaporation of fuel is significantly enhanced by a rise in the temperature of intake air due to exhaust gas recirculation. Furthermore, while an air stream is admitted into the combustion chamber 6 through only one intake port 12 other than the intake port 12 with the air stream control valve 30 installed therein, a swirl of intake air is created in the combustion chamber 6, accelerating a homogeneous distribution of fuel with an effect of improving evaporation of the fuel. These effects mutually affect one another to increase the combustion velocity of fuel and decrease a combustion time, so as to significantly improve the combustion stability. In order to empirically demonstrate the extent of the improvement of combustibility, measurements of combustion stability and changes in specific fuel consumption of an engine were made in such a manner that, while a given amount of fuel was divided into two substantially equal parts for early and late split injection, the early split injection was fixedly timed to start at a point or timing s1 an early half of a suction stroke and the late split injection was timed to start at a point s2 changing in a period of time lying between a suction stroke and a subsequent compression stroke. The result of measurements is shown in Figures 7(A) and 7(B). As shown in Figures 7(A) and 7(B) showing the coefficient variation of indicated mean effective pressure (Pi coefficient variation) and specific fuel consumption, it is proved that, as the early split injection timing s1 is advanced, the Pi coefficient variation and the specific fuel consumption lower. In more detail, when the early split injection is timed to start at a point s1 before reaching a crank angle of 120? after top-dead centre in an exhaust stroke, i.e. at a point in an early-to-middle division of a suction stroke, both Pi coefficient variation and specific fuel consumption are reduced more as compared to the case where a given amount of fuel is sprayed through non-split injection. That is, the combustion stability and specific fuel consumption are improved. The Pi coefficient variation and the specific fuel consumption are reduced as the late split injection timing s2 is advanced. Accordingly, in a zone where the given amount of fuel, and hence a injection pulse width, is small such as a zone for low engine loadings and low engine speeds, the combustion stability and specific fuel consumption are even more improved when the late split injection is advanced so as to be brought to an end before an crank angle of 120? after top-dead centre. As shown in Figure 8, when the midpoint of a late split injection period is put at a point, for example at a crank angle of 86? after top-dead centre, where the piston 5 attains the highest lowering speed before the midpoint M of a suction stroke, the late split injection is made in a condition where the piston 5 moves down with the highest speed with an effect of causing an intake air stream to enter with the highest speed, a spray of fuel through the late split injection is homogeneously distributed in the combustion chamber 6 by the intake air stream, which provides more enhanced improvement of the combustion stability and specific fuel consumption. According to the engine control system described above, in the lean homogeneous charge zone (II) for lower to middle engine loadings where the air-fuel ratio is high, the combustion stability is greatly improved by the split injection, expanding largely the lean limit. In consequence, the air-fuel ratio is made more higher as compared to the prior art engine control system and the specific fuel consumption and the emission level of NOx are further lowered. More specifically, in the case where the non-split injection is made, as shown by a double dotted line in Figure 9(C), when altering the air-fuel ratio higher while the engine 1 operates in the homogeneous charge combustion zone, the Pi coefficient variation sharply rises due to aggravation of combustion when the air-fuel ratio (A/F) is higher than approximately 23 to 25. It is apparent that the sharp rise in Pi coefficient variation is accompanied by aggravation of the specific fuel consumption. When taking account of variations in practical fuel injection among engines due to variations in properties of fuel injectors, it is necessary to control the air-fuel ratio with a margin so as not to exceed the lean limit. Accordingly, a target air-fuel ratio (A/F) has no choice but to be set to approximately 21. In other words, the non-split injection provides only unsatisfactory improvement of specific fuel consumption and an insufficient reduction in formation of NOx. Contrary to the non-split injection, as shown by a solid line in Figure 9(C), the split injection made in a suction stroke permits the lean limit of air-fuel ratio (A/F) to be expanded to approximately 25 to 27. Accordingly, even when taking account of variations in practical fuel injection, it is possible to set a target air-fuel ratio (A/F) to approximately 23, which provides satisfactory improvement of specific fuel consumption and an sufficient reduction in formation of NOx in the lean homogeneous charge zone (II). Figure 10 shows a fuel charge control map for cold engine operation which is similar to that shown in Figure 2 but has an enriched homogeneous charge zone (IV) is expanded above an enriched homogeneous charge zone (III). When using the fuel charge control map in the fuel charge control shown in Figures 5(A) through 5(D), the exhaust gas recirculation control is executed while the engine operates in the EGR zone shown in Figure 4 which covers the lean stratified charge zone (I), the lean homogeneous charge zone (II) and the enriched homogeneous charge zone (III). Figure 11 shows a fuel charge control map for cold engine operation which is suitably used for fuel charge control of a direct injection-spark ignition engine of a type which does not have a stratified charge combustion feature. As shown in Figure 11, the fuel charge control map is similar to that shown in Figure 10 but, while having no lean stratified charge zone (I), defines an enriched homogeneous charge zone (V) lying over possible engine speeds in which non-split injection is made. This type of direct injection-spark ignition engine has no necessity of having a piston formed with a top cavity and provides a reduction in heat loss consequently.

Claims: An engine control system for a direct injection-spark ignition type of engine which is equipped with a fuel injector (14) for spraying fuel directly into a combustion chamber (6), an exhaust system (31) having a lean NOx conversion catalyst (34) for lowering an emission level of nitrogen oxides in exhaust gas at an air-fuel ratio of λ > 1 for controlling the engine to make stratified charge combustion in a zone of lower engine loadings and homogeneous charge combustion in a zone other than said lower engine loading zone, engine operating condition monitoring means (27) for monitoring engine operating conditions; and fuel injection control means for dividing a given amount of fuel into two parts which are intermittently delivered through early and late split injection respectively, in an intake stroke of the piston (5), characterised in that while said fuel said engine is operating in a zone other than said lower engine loading zone and in which air fuel ratio is λ >1, controlling said fuel injector so that a midpoint between points at which said early and late split injection are timed respectively to start is before a midpoint of an intake stroke of said piston (5), that is to say, at a crank angle of 90°. An engine control system as claimed in claim 1, wherein said late split injection is timed to start at a point in one of first and middle divisions of three substantially equal divisions of an intake stroke of said piston. An engine control system as claimed in claim 1 or 2, wherein said late split injection is timed to end at a point in one of first and middle divisions of three substantially equal divisions of a suction stroke of said piston while said engine operating condition monitoring means monitors engine operating conditions in a lower engine speed zone. An engine control system as claimed in one of the preceding claims, wherein a midpoint of said late split injection is timed to be at a point before said midpoint of a intake stroke of said piston (5) at which said piston attains a maximum down speed. An engine control system as claimed in any preceding claim, wherein a midpoint of said late split injection is timed to be at a point before said midpoint of a intake stroke of said piston at which said piston attains a maximum down speed. An engine control system as claimed in any preceding claim, further comprising an exhaust gas recirculation system, wherein said engine control system causes said exhaust gas recirculation system to admit exhaust gas into an intake air stream introduced into the engine while said engine operating condition monitoring means monitors an engine operating condition which is in said zone other than said lower engine loading zone and in which an air-fuel ratio is λ > 1. An engine control system as claimed in any preceding claim, further comprising air stream control means for creating an air stream in said combustion chamber. An engine control system as claimed in any preceding claim, wherein said fuel injection has a spray angle of greater than 45°. An engine control system as claimed in any preceding claim, wherein said fuel injection control means divides a given amount of fuel into two substantially equal parts for said early and late split injection.

Inventors: KUJI YOUICHI, NISHIMURA HIROFUMI, KUJI, YOUICHI, NISHIMURA, HIROFUMI
Applicants: MAZDA MOTOR, MAZDA MOTOR CORPORATION
Application year: 1998
Main classification: F02D41
IPC codes: F02D41, F01N3, F02D35, F02D21, F02B75, F02D33, F02D43