Cylinder direct injection spark-ignition internal combustion engine

Claim 2

A cylinder injection spark-ignition engine, comprising: a spark plug to ignite an air mixture fuel in a combustion chamber; a fuel injector to inject fuel directly into the combustion chamber; a catalytic converter interposed in an exhaust passage; a temperature sensor for sensing a temperature Tcat of said catalytic converter; an airflow sensor for sensing and determining the amount of air being inducted into the engine; and a controller, programmed to: command the injector to inject a main injection of a fuel injection quantity Ti 1 into the combustion chamber for a first time duration within at least one of a suction stroke and a compression stroke and to inject a sub injection of an additional fuel injection quantity Ti 2 for a second time duration within at least one of an expansion stroke and an exhaust stroke; to set a target total air-fuel mixture ratio for a warm-up condition of the catalytic converter depending on the sensed catalytic converter temperature Tcat, the target total air-fuel mixture ratio being leaner than a stoichiometric air-fuel mixture ratio; to calculate a total fuel injection amount of the main and sub injections based on the target A/F ratio and the amount of airflow; and to split the total fuel injection into the main and sub injections in such a manner that the sum of the main and additional amounts is equal to the total fuel injection.

Claim 3

A cylinder injection spark-ignition engine as claimed in claim 1 , wherein the controller is programmed to calculate the fuel injection quantity Ti 1 of the main fuel in such a manner that the air-fuel mixture ratio caused by the main fuel injection indicates a predetermined lean air-fuel mixture ratio and to calculate the fuel injection quantity Ti 2 of the additional fuel in such a manner that the sum of the fuel injection quantity Ti 2 of the additional fuel with the fuel injection quantity Ti 1 of the main fuel provides a fuel quantity corresponding to the target value of the total air-fuel mixture ratio.

Claim 4

A cylinder injection spark-ignition engine as claimed in claim 2 , further comprising a combustion stability detector detecting a combustion stability of the engine and wherein the controller is programmed to correctively calculate the injection quantity Ti 1 of the main fuel, decreasing the injection quantity Ti 1 of the main fuel when the combustion stability is higher than a predetermined value of the stability and to calculate the injection quantity Ti 2 of the additional fuel on the basis of the corrected injection quantity Ti 1 of the main fuel.

Claim 5

A cylinder injection spark-ignition engine as claimed in claim 2 , further comprising a misfire detector to detect an occurrence of a misfire in the engine and wherein the controller is programmed to correctively calculate the injection quantity Ti 1 of the main fuel, increasing the injection quantity when the occurrence of the misfire is detected, and is programmed to calculate the injection quantity Ti 2 of the additional fuel based on the corrected injection quantity Ti 1 of the main fuel.

Claim 6

A cylinder injection spark-ignition engine as claimed in claim 2 , further comprising an air-fuel mixture ratio detector to detect the air-fuel mixture ratio in the exhaust passage and wherein the controller is programmed to correct at least one of the injection quantities Ti 1 , Ti 2 of the main fuel and the additional fuel in such a manner that the detected air-fuel mixture ratio is approached to the target value of the total air-fuel mixture ratio.

Claim 7

A cylinder injection spark-ignition engine as claimed in claim 5 , wherein the controller is programmed to correct the injection quantity Ti 2 of the additional fuel in such a manner that the detected air-fuel mixture ratio approaches to the target value of the total air-fuel mixture ratio.

Claim 8

A cylinder injection spark-ignition engine as claimed in claim 1 , wherein said controller is programmed to set the target value of the total air-fuel mixture ratio so that it becomes gradually leaner than the stoichiometric air-fuel mixture ratio as the catalytic converter temperature Tcat reduces.

Claim 9

A cylinder injection spark-ignition engine as claimed in claim 7 , wherein the controller is programmed to compare the detected temperature of the catalytic converter Tcat with a predetermined activation temperature threshold value TcatTH to determine whether the detected temperature Tcat is lower than the predetermined activation temperature threshold value TcatTH and to set a first correction coefficient TFBYA being used to make the air-fuel mixture of the air mixture fuel formed in the combustion chamber during the injection of the main fuel equal to the target value of the air-fuel mixture ratio, to set a total correction coefficient TFBYAtotal used to make a total air-fuel mixture ratio of the air mixture fuel formed in the combustion chamber and caused by the injections of the main fuel and the additional fuel approach to the target value of the air-fuel mixture ratio according to the temperature of the catalytic converter, the total correction coefficient TFBYAtotal being reduced toward a value less than one as a difference from the detected catalytic temperature Tcat to the predetermined activation temperature threshold value TcatTH becomes larger in a negative direction.

Claim 10

A cylinder injection spark-ignition engine as claimed in claim 8 , wherein the controller is programmed to calculate an air-fuel mixture ratio feedback correction coefficient ALPHA according to a difference between the air-fuel mixture ratio corresponding to the total correction coefficient TFBYAtotal and an actual air-fuel mixture ratio.

Claim 11

A cylinder injection spark-injection engine as claimed in claim 1 , wherein said controller is programmed to set the target value of the total air-fuel mixture ratio so that it becomes leaner with a direct correlation with a reduction in catalytic converter temperature Tcat.

Claim 12

A cylinder injection spark-injection engine as claimed in claim 1 , wherein said controller is programmed to set the target value of the total air-fuel mixture ratio so that it varies with a direct correlation with a change in catalytic converter temperature Tcat.

Claim 13

A cylinder injection spark-injection engine as claimed in claim 1 , wherein said controller is programmed to set the target value of the total air-fuel mixture ratio with respect to Tcat so that the total air-fuel mixture varies with a direct one-to-one correlation with a change in catalytic converter temperature Tcat.

Claim 14

A cylinder injection spark-ignition engine comprising: a spark plug to ignite an air mixture fuel in a combustion chamber; a fuel injector to inject fuel directly into the combustion chamber; a catalytic converter interposed in an exhaust passage; a catalytic temperature detect a catalytic temperature Tcat of the catalytic converter; and a controller, programmed to: command the injector to inject a main fuel amount into the combustion chamber for a first time duration within at least one of a suction stroke and a compression stroke and to inject an additional fuel amount for a second time duration within a least one of an expansion stroke and an exhaust stroke; to set a target total air-fuel mixture ratio for a warm-up condition of the catalytic converter, the target total air-fuel mixture ratio being leaner than a stoichiometric air-fuel mixture ratio; to calculate a fuel injection quantity Ti 1 of the main fuel amount and a fuel injection quantity Ti 2 of the additional fuel amount in such a manner that the total air-fuel mixture ratio based on a sum of the main fuel amount and the additional fuel amount corresponds to the target total air-fuel mixture ratio; to set the target value of the total air-fuel mixture ratio to the value of the air-fuel mixture ratio leaner than the stoichiometric air-fuel mixture ratio as the catalytic temperature Tcat becomes lower; to compare the detected temperature of the catalytic converter Tcat with a predetermined activation temperature threshold value TcatTH to determine whether the detected temperature Tcat is lower than the predetermined activation temperature threshold value TcatTH and to set a first correction coefficient TFBYA being used to make the air-fuel mixture of the air mixture fuel formed in the combustion chamber during the injection of the main fuel equal to the target value of the air-fuel mixture ratio, to set a total correction coefficient TFBYAtotal used to make a total air-fuel mixture ratio of the air mixture fuel formed in the combustion chamber and caused by the injections of the main fuel amount and the additional fuel amount approach the target value of the air-fuel mixture ratio according to the temperature of the catalytic converter, the total correction coefficient TFBYAtotal being reduced toward a value less than one as a different from the detected catalytic temperature Tcat to the predetermined activation temperature threshold value TcatTH becomes larger in a negative direction; to calculate an air-fuel mixture ratio feedback correction coefficient ALPHA according to a difference between the air-fuel mixture ratio corresponding to the total correction coefficient TFBYAtotal and an actual air-fuel mixture ratio; and to determine whether an engine combustion stability falls in an allowance range and to set a stability factor feedback correction coefficient ΔTp as follows depending upon whether the combustion stability falls in the allowance range: ΔTp=ΔTpz+dΔTp when the combustion stability falls within the allowance range; and ΔTp=ΔTpz−dΔTp when the combustion stability falls out of the allowance range, wherein ΔTp denotes the present stability factor feedback correction coefficient, ΔTpz denotes a predetermined value of the stability factor feedback correction coefficient.

Claim 15

A cylinder injection spark-ignition engine comprising: a spark plug to ignite an air mixture fuel in a combustion chamber; a fuel injector to inject fuel directly into the combustion chamber; a catalytic converter interposed in an exhaust passage; a catalytic temperature detect a catalytic temperature Tcat of the catalytic converter; and a controller, programmed to: command the injector to inject a main fuel amount into the combustion chamber for a first time duration within at least one of a suction stroke and a compression stroke and to inject an additional fuel amount for a second time duration within a least one of an expansion stroke and an exhaust stroke; to set a target total air-fuel mixture ratio for a warm-up condition of the catalytic converter, the target total air-fuel mixture ratio being leaner than a stoichiometric air-fuel mixture ratio; to calculate a fuel injection quantity Ti 1 of the main fuel amount and a fuel injection quantity Ti 2 of the additional fuel amount in such a manner that the total air-fuel mixture ratio based on a sum of the main fuel amount and the additional fuel amount corresponds to the target total air-fuel mixture ratio; to set the target value of the total air-fuel mixture ratio to the value of the air-fuel mixture ratio leaner than the stoichiometric air-fuel mixture ratio as the catalytic temperature Tcat becomes lower; to compare the detected temperature of the catalytic converter Tcat with a predetermined activation temperature threshold value TcatTH to determine whether the detected temperature Tcat is lower than the predetermined activation temperature threshold value TcatTH and to set a first correction coefficient TFBYA being used to make the air-fuel mixture of the air mixture fuel formed in the combustion chamber during the injection of the main fuel equal to the target value of the air-fuel mixture ratio, to set a total correction coefficient TFBYAtotal used to make a total air-fuel mixture ratio of the air mixture fuel formed in the combustion chamber and caused by the injections of the main fuel amount and the additional fuel amount approach the target value of the air-fuel mixture ratio according to the temperature of the catalytic converter, the total correction coefficient TFBYAtotal being reduced toward a value less than one as a different from the detected catalytic temperature Tcat to the predetermined activation temperature threshold value TcatTH becomes larger in a negative direction; to calculate an air-fuel mixture ratio feedback correction coefficient ALPHA according to a difference between the air-fuel mixture ratio corresponding to the total correction coefficient TFBYAtotal and an actual air-fuel mixture ratio; and to determine whether an engine combustion stability falls in an allowance range and to set a stability factor feedback correction coefficient ΔTp as follows depending upon whether the combustion stability falls in the allowance range: ΔTp=ΔTpz+dΔTp when the combustion stability falls within the allowance range; and ΔTp=ΔTpz−dΔTp when the combustion stability falls out of the allowance range, wherein ΔTp denotes the present stability factor feedback correction coefficient, ΔTpz denotes a predetermined value of the stability factor feedback correction coefficient.

Claim 16

A cylinder injection spark-ignition engine as claimed in claim 13 , wherein the controller is programmed to determine whether a misfire occurs and wherein the controller is programmed to correct the stability factor feedback correction coefficient ΔTp as follows when the misfire occurs: ΔTP=ΔTpz+dΔTp 2 wherein dΔTp 2 denotes another predetermined value of the stability factor feedback correction coefficient.

Claim 17

A cylinder injection spark-ignition engine as claimed in claim 14 , wherein the controller is programmed to calculate finally the fuel injection quantity Ti 1 of the main fuel as follows: Ti 1 =Tp×TFBYA×ΔTp, wherein Tp=K×Q/N, wherein K denotes a constant, Q denotes an intake air quantity, and N denotes an engine speed and finally calculates the injection quantity Ti 2 of the additional fuel as follows: Ti 2 =Tp×TFBYAtotal×ALPHA−Ti 1 .

Claim 18

A cylinder injection spark-ignition engine, comprising: spark plug means for igniting an air mixture fuel in a combustion chamber; fuel injecting means for injecting fuel directly into the combustion chamber; catalytic converting means interposed in an exhaust passage for treating exhaust gases emitted from the combustion chamber; temperature sensor means for sensing the temperature of a catalyst in said catalytic converter; controlling means for: commanding the fuel injecting means to inject a main fuel amount into the combustion chamber for a first time duration within at least one of a suction stroke and a compression stroke and to inject an additional fuel amount for a second time duration within at least one of an expansion stroke and an exhaust stroke, setting a target total air-fuel mixture ratio for a warm-up condition of the catalytic converter depending on the sensed catalyst temperature, leaner than a stoichiometric air-fuel mixture ratio, calculating a total fuel injection amount of the main fuel amount and the additional fuel amount based on the target A/F ratio and the amount of airflow; and splitting the total fuel injection into the main fuel injection amount and additional fuel amounts in such a manner that the sum of the main and additional amounts is equal to the total fuel injection.

Claim 19

A cylinder injection spark-ignition engine, comprising: spark plug means for igniting an air mixture fuel in a combustion chamber; fuel injecting means for injecting fuel directly into the combustion chamber; catalytic converting means interposed in an exhaust passage for treating exhaust gases emitted from the combustion chamber; temperature sensor means for sensing the temperature of a catalyst in said catalytic converter; controlling means for: commanding the fuel injecting means to inject a main fuel amount into the combustion chamber for a first time duration within at least one of a suction stroke and a compression stroke and to inject an additional fuel amount for a second time duration within at least one of an expansion stroke and an exhaust stroke, setting a target total air-fuel mixture ratio for a warm-up condition of the catalytic converter depending on the sensed catalyst temperature, leaner than a stoichiometric air-fuel mixture ratio, calculating a total fuel injection amount of the main fuel amount and the additional fuel amount based on the target A/F ratio and the amount of airflow; and splitting the total fuel injection into the main fuel injection amount and additional fuel amounts in such a manner that the sum of the main and additional amounts is equal to the total fuel injection.

Claim 20

A cylinder injection spark-injection engine as claimed in claim 16 , wherein said controlling means is programmed to set the target value of the total air-fuel mixture ratio so that it becomes leaner with a direct correlation with a reduction in catalytic converter temperature Tcat.

Claim 21

A cylinder injection spark-injection engine as claimed in claim 16 , wherein said controlling means is programmed to set the target value of the total air-fuel mixture ratio so that it varies with a direct correlation with a change in catalytic converter temperature Tcat.

Claim 22

A cylinder injection spark-injection engine as claimed in claim 16 , wherein said controlling means is programmed to set the target value of the total air-fuel mixture ratio with respect to Tcat so that the total air-fuel mixture varies with a direct one-to-one correlation with a change in catalytic converter temperature Tcat.

Claim 25

A method as claimed in claim 20 , wherein the step of setting the target value of the total air-fuel mixture ratio comprises setting the target value of the total air-fuel mixture ratio so that it becomes leaner with a direct correlation with a reduction in catalytic converter temperature Tcat.

Claim 26

A method as claimed in claim 20 , wherein the step of setting the target value of the total air-fuel mixture ratio comprises setting the target value of the total air-fuel mixture ratio so that it varies with a direct correlation with a change in catalytic converter temperature Tcat.

Claim 27

A method as claimed in claim 20 , wherein the step of setting the target value of the total air-fuel mixture ratio comprises setting target value of the total air-fuel mixture ratio with respect to Tcat so that the total air-fuel mixture ratio varies with a direct one-to-one correlation with a change in catalytic converter temperature Tcat.

Claim 28

A cylinder injection spark-ignition engine, comprising: a fuel injector which injects fuel directly into a combustion chamber; a catalytic converter interposed in an exhaust passage operatively connected with the combustion chamber; a temperature sensor for sensing a temperature Tcat of catalytic material in said catalytic converter; and a controller, programmed to: establish, prior to fuel injection, a predetermined target total air-fuel mixture ratio for a warm-up condition of the catalytic material depending on the sensed catalytic converter temperature Tcat, the target total air-fuel mixture ratio being leaner than a stoichiometric air-fuel mixture ratio; calculate a fuel injection quantity Ti 1 of the main fuel amount and a fuel injection quantity Ti 2 of the additional fuel amount in such a manner that the actual total air-fuel mixture ratio resulting from the main fuel amount and the additional fuel amount will coincide with the predetermined target total air-fuel mixture ratio; command the injector to inject a main fuel amount into the combustion chamber for a first time duration within at least one of a suction stroke and a compression stroke; and command the injector to inject an additional fuel amount for a second time duration within a least one of an expansion stroke and an exhaust stroke and form a total actual air-fuel mixture which enters the catalytic converter that coincides with the predetermined total target air-fuel mixture.

Claim 29

A cylinder injection spark-ignition engine, comprising: a fuel injector which injects fuel directly into a combustion chamber; a catalytic converter interposed in an exhaust passage operatively connected with the combustion chamber; a temperature sensor for sensing a temperature Tcat of catalytic material in said catalytic converter; and a controller, programmed to: establish, prior to fuel injection, a predetermined target total air-fuel mixture ratio for a warm-up condition of the catalytic material depending on the sensed catalytic converter temperature Tcat, the target total air-fuel mixture ratio being leaner than a stoichiometric air-fuel mixture ratio; calculate a fuel injection quantity Ti 1 of the main fuel amount and a fuel injection quantity Ti 2 of the additional fuel amount in such a manner that the actual total air-fuel mixture ratio resulting from the main fuel amount and the additional fuel amount will coincide with the predetermined target total air-fuel mixture ratio; command the injector to inject a main fuel amount into the combustion chamber for a first time duration within at least one of a suction stroke and a compression stroke; and command the injector to inject an additional fuel amount for a second time duration within a least one of an expansion stroke and an exhaust stroke and form a total actual air-fuel mixture which enters the catalytic converter that coincides with the predetermined total target air-fuel mixture.

Claim 30

A cylinder injection spark-injection engine as claimed in claim 24 , wherein said controller is programmed to establish the predetermined target total air-fuel mixture ratio so that it becomes leaner with a direct correlation with a reduction in catalytic converter temperature Tcat.

Claim 31

A cylinder injection spark-injection engine as claimed in claim 15 , wherein said controller is programmed to establish the predetermined target total air-fuel mixture ratio so that it varies with a direct correlation with a change in catalytic converter temperature Tcat.

Claim 32

A cylinder injection spark-injection engine as claimed in claim 15 , wherein said controller is programmed to establish the predetermined target total air-fuel mixture ratio so that it varies with a direct one-to-one correlation with a change in catalytic converter temperature Tcat.

Claim 33

A cylinder injection spark-ignition engine, as set forth in claim 24 , wherein the target total air-fuel mixture ratio varies in accordance with a variation with the sensed temperature Tcat of the catalytic material.

Claim 36

A method as claimed in claim 29 , wherein the step of establishing the predetermined total air-fuel mixture ratio comprises setting the target total air-fuel mixture ratio so that it becomes leaner with a direct correlation with a reduction in catalytic converter temperature Tcat.

Claim 37

A method as claimed in claim 29 , wherein the step of establishing the total air-fuel mixture ratio comprises setting the target total air-fuel mixture ratio so that it varies with a direct correlation with a change in catalytic converter temperature Tcat.

Claim 38

A method as claimed in claim 29 , wherein the step of establishing the total air-fuel mixture ratio comprises setting the target total air-fuel mixture ratio so that it varies with a direct one-to-one correlation with a change in catalytic converter temperature Tcat.