Engine control method and engine system

Abstract

Control method for an engine (1) mounted on a vehicle (100) having steerable road wheels (102) and mechanically coupled to the drive road wheels (102) of the vehicle (100), and which includes a spark plug (16), wherein the control method comprises: a combustion mode setting step of selecting a combustion mode of the engine (1) between a first combustion mode in which an entirety of an air-fuel mixture in a cylinder (2) of the engine (1) is burned by propagation of a flame generated by the spark plug (16), and a second combustion mode in which at least a part of an air-fuel mixture in the cylinder (2) is burned by auto-ignition, based on an operating state of the engine (1); a setting step of a decreasing torque of setting orSetting a torque reduction magnitude by which an output torque of the engine (1) is to be reduced, based on a steering angle of the steerable road wheels (102); a torque reduction step of executing a delay control for regulating or controlling the spark plug (16) to delay an ignition timing based on the torque reduction magnitude, which is set in the decreasing torque setting step when the first combustion mode is selected in the combustion mode setting step; and a suppression step of executing a delay suppression control for suppressing a degree of delay control.-control based on the torque reduction extent, which is determined in the decreasing torque setting step when the second combustion mode is selected in the combustion mode setting step, wherein in the second combustion mode a portion of the air-fuel mixture in the cylinder (2) is burned by spark plug ignition using the spark plug (16), and then the remaining air-fuel mixture in the cylinder (2) is burned by auto-ignition resulting from the combustion by the spark plug ignition.

Description

[0001] The present invention relates to a control method for a motor which is configured such that a part an air-fuel mixture is burned in a spark ignition (SI) combustion and the remainder by auto-ignition, i.e. in a Compression ignition (CI) combustion takes place, whereby the engine is able to generate its output torque (to be produced or to be consumed). to change the generating torque) according to a steering angle, and to a motor system which uses the control or regulation method. STATE OF THE ART

[0002] It was a compression ignition combustion of a premixed charge (or a compression ignition combustion of a homogeneous charge) known, in which a mixture of air and gasoline fuel is sufficiently compressed in a cylinder, to be burned by auto-ignition. Furthermore, compression ignition combustion of a partially premixed charge was tested. (hereinafter referred to as "spark plug controlled compression ignition combustion (SPCCI)") which is a combination of spark ignition combustion (SI) and compression ignition combustion (CI), instead of combustion the entirety of an air-fuel mixture is proposed to be ignited by self-ignition (see, for example, the following patent document 1). In SPCCI combustion, a portion of an air-fuel mixture is forcibly burned through flame propagation. which is triggered by a spark ignition (SI combustion), and then the remaining, unburned air-fuel mixture is ignited by A self-ignition (CI combustion) occurred.

[0003] Meanwhile, a driving assistance regulation or control system was also available, which included comprehensive regulation or control of Accelerations (G) in a forward-backward (longitudinal) direction and a width- (lateral) direction of a vehicle are known by The output torque of a motor is changed according to a steering angle (this control system will subsequently be referred to as a "vehicle behavior control system"). In the vehicle behavior control system... Immediately after a driver begins to turn a steering wheel, the engine's output torque is reduced to less than a to be the required torque to produce or generate a deceleration G in the vehicle, thereby causing a load shift This is caused in the direction of the front road wheels. This results in increases in tire grip and traction force. Cornering force of the front road wheels. In the vehicle behavior control system, the delivered torque is measured. the engine's emissions are reduced, for example, by delaying the ignition timing at which an air-fuel mixture is introduced by a spark plug. Ignition is triggered (ignition delay). LITERATURE LIST[patent document] Patent document 1: JP 2001-073775APatent document 2: JP 6112304B SUMMARY OF THE INVENTION [Technical Problem]

[0004] There is a demand or requirement to implement the vehicle behavior control in a vehicle which It has an engine mounted which is capable of SPCCI combustion. However, if in a situation where SPCCI combustion This is carried out by reducing the engine's output torque through ignition delay in order to control vehicle behavior. or control, for a cylinder internal pressure, it is likely that it will fail or miss the target, rising to a value which is suitable for CI combustion is required in a late phase of SPCCI combustion, resulting in the occurrence of a misfire.

[0005] One objective or subject matter of the present invention is to provide an engine control method that enables the execution of vehicle behavior control. or control capable of operating without influencing the combustion performance of the SPCCI combustion, and an engine system is available to determine which engine control method is used. [Solution to the technical problem]

[0006] According to one aspect of the present invention, a control method for a motor is provided which is mounted on a vehicle which has steerable road wheels and is mechanically coupled to the vehicle's drive road wheels is, and which includes a spark plug, wherein the control procedure comprises: a combustion mode setting step of a selection of a combustion mode of the engine between a first combustion mode, in which an entirety of an air-fuel mixture in one cylinder of the engine is burned by the propagation of a flame generated by the spark plug, and a second Combustion mode in which at least part of an air-fuel mixture is burned in the cylinder by auto-ignition, on the basis of an operating state of the motor; an adjustment step of a decreasing torque of an adjustment or setting of a Torque reduction magnitude, by which the engine's output torque is to be reduced, based on a steering angle of the steerable road wheels; a torque reduction step of executing a deceleration control or regulation for a control or Controlling the spark plug to delay the ignition timing based on the degree of torque reduction, which is determined in the adjustment step a decreasing torque is set when the first combustion mode is selected in the combustion mode setting step; and a suppression step of executing a delay suppression control or regulation for suppressing a degree the delay control or regulation based on the torque reduction extent, which is determined in the setting step of a decreasing Torque is set when the second combustion mode is selected in the combustion mode setting step.

[0007] According to another aspect of the present invention, a motor system is provided comprising: a motor, which is mounted on a vehicle which has steerable road wheels, and mechanically connected to the vehicle's drive road wheels coupled, the motor including a spark plug; an operating condition sensor configured to detect an operating condition to detect the engine; a steering angle sensor configured to detect the steering angle of the steerable road wheels; and a control device, wherein the control device is configured to: a combustion mode of the engine between a first combustion mode, in which an entirety of an air-fuel mixture in a cylinder of the engine by a propagation of a flame is burned, which is generated by the spark plug, and a second combustion mode in which at least part of an air-fuel mixture in the cylinder is burned by auto-ignition, based on a detection result to be selected by the operating status sensor; a torque reduction by which the output torque of the motor is reduced. The reduction is to be set or defined based on a detection result from the steering angle sensor; a deceleration control or... -control for regulating or controlling the spark plug in order to set an ignition timing based on the set or specified value to delay the degree of torque reduction when the first combustion mode is selected; and a regulation or control for a To suppress a degree of delay control or regulation based on the set torque reduction level, when the second combustion mode is selected.

[0008] In the control method or motor system of the present invention, the torque reduction magnitude or The torque reduction factor is set or determined based on the steering angle of the steerable road wheels. This process is equivalent to an implementation of the vehicle behavior control or steering system. Furthermore, the first combustion mode is equivalent to the SI. Combustion, and it is the second combustion mode equivalent to the SPCCI combustion. Then, if the first combustion mode is considered the When the combustion mode is selected, the delay control is executed to regulate the engine's output torque. to reduce the set torque reduction level by delaying the ignition timing (torque reduction step). This The process is equivalent to a reduction in torque through ignition delay.

[0009] On the other hand, if the second combustion mode is selected as the combustion mode, the Delay suppression control is implemented to suppress the degree of delay control. (Suppression step). Specifically, during SPCCI combustion, vehicle behavior control is regulated or controlled by means of a suppressed Ignition delay is executed instead of the normal ignition delay. This is how it is / is done in the delay suppression system. The regulation or control of the start time of SI combustion in SPCCI combustion is not delayed as much compared to normal combustion. Delay control. Therefore, the cylinder internal temperature and cylinder internal pressure are sufficiently controlled by heat. increased or enhanced, which are produced or generated by SI combustion, so that it is possible to increase CI combustion in the late To generate the SPCCI combustion phase in a good manner without causing a misfire.

[0010] Preferably, the control method of the present invention further comprises a mode setting step of an air-fuel mixture. ratio, when the second combustion mode is selected in the combustion mode setting step, of selecting an air- Fuel ratio mode between a first air-fuel ratio mode, in which the air-fuel mixture is set or fixed to be leaner than a stoichiometric air-fuel ratio, and a second air-fuel ratio mode, in which the The air-fuel mixture is adjusted to be equal to or richer than the stoichiometric air-fuel ratio, based on the Operating state of the motor, wherein the delay suppression control is executed in the suppression step when The first air-fuel ratio mode is selected in the air-fuel ratio mode setting step.

[0011] When the delay control is performed during the first air-fuel ratio mode, the lean mixture The air-fuel mixture presents a difficulty in inducing or causing auto-ignition, thus increasing the possibility of misfire. will be. According to the above characteristic, if the vehicle behavior control is executed in a situation where the SPCCI Combustion is carried out in the first air-fuel ratio mode, the delay suppression control is executed, so that it is possible to effectively suppress a misfire.

[0012] Preferably, the control method of the present invention further comprises a mode setting step of the air-fuel ratio, when the second combustion mode is selected in the combustion mode setting step, selecting an air-fuel ratio- Mode between an initial air-fuel ratio mode, in which the air-fuel mixture is adjusted to be leaner than a to be a stoichiometric air-fuel ratio, and a second air-fuel ratio mode in which the air-fuel mixture is adjusted to be equal to or richer than the stoichiometric air-fuel ratio, based on the engine's operating condition, where the deceleration control is performed in the torque reduction step when the second air-fuel ratio- The mode is selected in the setting step for the air-fuel ratio mode.

[0013] If the air-fuel mixture is lean, the possibility of misfire increases, and on the other hand, in the second Air-fuel ratio mode in which the air-fuel mixture is designed or is configured to achieve an air-fuel ratio equal to or exhibiting a lower than the stoichiometric air-fuel ratio, the possibility of misfire is relatively low, even if The deceleration control is executed. According to the above characteristic, when the vehicle behavior control is activated, the following occurs: -Control is executed in a situation where the SPCCI combustion is carried out in the second air-fuel ratio mode, the normal deceleration control for torque reduction instead of the deceleration suppression control. Control is employed or used. Therefore, it is possible to limit or restrict an area in which the vehicle behavior- The regulation or control is carried out by the delay suppression regulation or control, which is a control mode. different from the normal or suitable / correct control mode, which alters the control scheme for the Vehicle behavior control is simplified.

[0014] In the control method of the present invention, the delay suppression control can be configured to... To prohibit delaying the ignition timing of the spark plug. According to this feature, ignition delay is completely avoided, so that it is possible to dispel concerns regarding a misfire. In this case, the reduction of the engine output torque for the Vehicle behavior control or regulation by another control or regulation, such as a control or regulation of a Reducing the amount of fuel that is supplied or delivered to a cylinder.

[0015] In the control method of the present invention, the delay suppression control can be configured to to limit the degree of retardation of the spark plug ignition timing. According to this characteristic, the degree of ignition retardation can be determined. to reduce the possibility of a misfire. [Effect of the invention]

[0016] The present invention can provide a motor control method which leads to the execution of motor behavior control or -Control is capable of operating without influencing the combustion performance of the SPCCI combustion, and provides an engine system positions which uses the motor control or regulation method. List of characters Fig. 1 is a schematic diagram of a vehicle which incorporates an engine control or regulation method and an engine system according to one embodiment of the present invention. Fig. 2 is a system diagram showing the entire configuration of a Figure 3 shows a compression ignition engine using the engine control method according to this embodiment. Block diagram showing a control system of the compression ignition engine. Fig. 4 is an operating range map for explanation. of different combustion control systems according to engine speed and engine load. Fig. Figure 5 illustrates timing diagrams for a schematic explanation of combustion controls or regulations, which are used in the respective areas of the The operating range map in Fig. 4 is to be executed. Fig. 6 is a graph showing a heat dissipation rate during an operation of a Spark plug controlled or regulated compression ignition combustion (SPCCI) is shown. Fig. 7 illustrates timing diagrams, which schematically represent Figure 8 shows a control state during vehicle behavior control. Figure 8 is a flowchart which illustrates this. Figure 9 shows a specific example of vehicle behavior control. Figure 9 is a graph illustrating a relationship between a Steering speed and a target-related additional deceleration are shown. Fig. 10(A) and Fig. 10(B) are flowcharts which schematically illustrate the engine- The control procedures according to this embodiment are shown. Fig. 11 is a flowchart illustrating the basic operation of a motor. The control procedure according to this embodiment is shown. Fig. 12 is a flowchart showing the details of a motor control system. Figure 13 shows a flowchart illustrating the processing subroutine in the motor control method according to this embodiment. which shows the details of the engine control processing subroutine. Fig. 14 is a flowchart showing the details of the engine control- The processing subroutine is shown. Fig. 15 is a flowchart showing the details of the engine control processing subroutine. Fig. 16 is a tabular diagram showing the relationship between the total amount of fuel injected and the ignition timing in each of different operating modes are shown. Fig. 17 illustrates timing diagrams which show the state of a mode switch between a first air- The fuel-fuel ratio mode (X > 1) and a second air-fuel ratio mode (< 1) are shown. Fig. 18 is a tabular diagram. which shows a modification of a delay suppression control system. DESCRIPTION OF DESIGN FORMS [Vehicle structure]

[0017] An embodiment of the present invention will now be described in detail based on the drawings. First, with reference to Fig. 1 the structure of a vehicle 100 which incorporates an engine control or control method and an engine system according to An embodiment of the present invention is used, which will be described schematically. The vehicle 100, which relates to this The embodiment in question is a front-engine, front-wheel drive (FF) vehicle and is equipped with a motor 1 as a drive source. equipped. The engine 1 is an inline four-cylinder petrol engine, which has four cylinders 2 and is capable of spark ignition (SI) combustion and compression ignition (SPCCI) combustion controlled by a spark plug or a spark.

[0018] The vehicle 100 comprises: a vehicle body 101, which carries the engine 1; two front road wheels 102, which serve as Driven road wheels and steerable road wheels serve; and two rear road wheels 103, which are driven or carried along. Road wheels are used. A driving force, which is generated by the motor 1, is transmitted to the front road wheels 102 via a Transmission 104. The vehicle 100 is also equipped with a steering wheel 105 for steering the front wheels 102 and a power steering unit. 106 is equipped for assisting the handling or operation of the steering wheel 105. Furthermore, the vehicle 100 is equipped with an accelerator pedal. 106 equipped, which is configured to be operated by a driver and to control the degree of opening of the aforementioned To adjust throttle valve 32.

[0019] The vehicle 100 is equipped with an ECU 60 (control unit or controller) for electrical control of the motor. 1 equipped. The ECU 60 in this embodiment is configured or built to be capable of vehicle behavior control or - To execute control when the driver operates the steering wheel 105. In the vehicle behavior control system, immediately after The driver begins to turn the steering wheel 105, reducing the output torque to be generated by the motor 1. to be less than the required torque, which is determined by the degree of depressing or pushing (relative position) of the accelerator pedal. 107 or the like is determined to generate a deceleration or braking G in the vehicle 100, thereby causing a load shift in This is caused by a change in direction towards the front road wheels 102. This results in increases in tire gripping / traction force and cornering force. the front road wheels 102. The vehicle behavior control and SPCCI combustion will be described in detail later. become. [Engine system]

[0020] Next, the engine system with which the vehicle 100 is equipped will be described. Fig. 2 is a diagram which The entire configuration of the motor system according to this embodiment is shown. This motor system comprises the motor 1, which consists of a The four-stroke direct gasoline injection engine consists of the engine 1 comprising: an engine body; an inlet passage 30 to allow that Intake air flows through it to be introduced into the engine body, through an exhaust passage 40 to allow exhaust gas to escape. through which it flows in order to be carried away or discharged from the engine body, and an EGR device 50 to allow the Exhaust gas flowing through the outlet or exhaust passage 40 is partially recirculated or returned to the inlet passage 30.

[0021] The motor 1 is used as a drive source for the vehicle 100. In this embodiment, the motor 1 is of a type designed to to be powered by receiving a supply or delivery of fuel, which consists mainly of gasoline. Here the The fuel may be a gasoline-containing bioethanol or the like. The engine 1 comprises a cylinder block 3, a cylinder head 4, and four pistons 5. Cylinder block 3 has four cylinder liners, each forming a corresponding cylinder. The cylinder head 4 is or will be attached to a top surface of the cylinder block 3 is defined to close the top openings of the cylinders 2. Each of the pistons 5 is or will be in a Each of the cylinders 2 is received in a reciprocating sliding or displaceable manner and is or is connected to a crankshaft 7. coupled via a connecting rod 8. The crankshaft 7 is configured to rotate about a central axis therein according to a forward and to be rotated during the preceding movement of piston 5.

[0022] A combustion chamber 6 is defined above each of the pistons 5. The fuel above is supplied by the combustion chamber mentioned below. Injection device 15 into the combustion chamber 6 and supplied or fed in. Then a mixture of air and the supplied fuel is burned in combustion chamber 6, so that the piston 5, which is pushed downwards by an expansive or widening force of combustion, moves back and forth in a is moved in an upward-downward direction. A geometric compression ratio of cylinder 2, i.e., a ratio of the volume of the combustion chamber 6, as measured when the piston 5 is at top dead center, to which The volume of combustion chamber 6, as measured when piston 5 is at bottom dead center, is high. Compression ratio set or fixed from 13 to 30 (e.g. about 20) to be suitable for SPCCI combustion.

[0023] The cylinder block 3 is equipped with a crank angle sensor SN1 and a water temperature sensor SN2. The crank angle sensor SN1 is configured to provide a rotation angle of the crankshaft 7 (crank angle) and a rotational speed or rotational speed of the crankshaft. 7 (engine speed or RPM). The water temperature sensor SN2 is configured to detect the temperature of the coolant. detect which fluid flows through cylinder block 3 and cylinder head 4 (engine water temperature).

[0024] In each of the cylinders 2, the cylinder head 4 is formed with an inlet opening 9 and an outlet opening 10, each of which is connected to the Combustion chamber 6 communicate or are connected. A bottom surface of the cylinder head 4 serves as a ceiling surface of the Combustion chamber 6. This ceiling surface of the combustion chamber has an inlet-side opening, which has a downstream end. the inlet opening or inlet port 9, and an outlet-side opening which forms an upstream end of the outlet opening or the outlet port 10. Furthermore, there is an inlet valve 11 for opening and closing the inlet-side opening and an outlet valve. 12 for opening and closing the exhaust-side opening on the cylinder head 4. Although an illustration is omitted, is a valve arrangement of engine 1, a four-valve type with two intake valves and two exhaust valves, in which each of the The inlet port 9 and the outlet port 10 are provided with a number of two (a pair) per cylinder 2, and each of the inlet valve 11 and The exhaust valve 12 is also provided in a quantity of two (a pair) per cylinder 2.

[0025] The cylinder head 4 is equipped with an actuating mechanism 13 for the inlet-side valve and an actuating mechanism 14 of the exhaust-side valve, each comprising a camshaft. Each of the pair of intake valves 11 and the pair of The exhaust valve 12 is configured to be opened and closed by a corresponding valve actuation mechanism 13, 14. to be driven in a manner that is coupled to or directly connected with the rotation of the crankshaft 7. The actuation mechanism 13 of the intake-side valve or the intake-side valve actuation mechanism has a built-in intake-side variable Valve control mechanism (intake VVT) 13a, which leads to a change in at least one valve opening control or timing of the The pair of inlet valves 11 is capable of this. Similarly, the actuating mechanism 14 of the exhaust-side valve, or the exhaust-side valve, has this feature. The valve actuation mechanism incorporates a built-in exhaust-side variable valve control mechanism (exhaust WT) 14a, which leads to a capable of changing at least one valve closing time or valve closing time control of the pair of exhaust valves 12. By means of a By controlling the intake VVT ​​13a and the exhaust WT 14a, it is possible to set a valve overlap period during which both the pair of intake valves 11 and the pair of exhaust valves 12 in an open state at or above top dead center. an exhaust stroke is maintained. Furthermore, by adjusting the valve overlap period, it is possible to control the extent or amount of to adjust the amount of burnt gas (internal EGR gas) which remains in combustion chamber 6.

[0026] In each of the cylinders 2, the cylinder head 4 is further equipped with an injection device 15 (fuel injection device) and a spark plug 16. The injection device 15 is configured to inject (supply) fuel into cylinder 2 (the combustion chamber 6). to supply). As or for the injection device 15, it is possible to use a multi-hole injection device which is capable of injecting fuel in a to inject radial patterns from a plurality of nozzle holes, which are formed at a distal end thereof. The injection device 15 is arranged such that its distal end is exposed to the interior of the combustion chamber 6 and is opposite a radially central region of a crown surface of the piston 5.

[0027] The spark plug 16 is arranged in a position which is slightly inclined towards the intake side relative to the injection device 15. is offset, and a distal end (an electrode) of it is arranged in a position that points towards the interior of cylinder 2. Spark plug 16 is a source a forced ignition for the ignition of an air-fuel mixture which is formed in cylinder 2 (of the combustion chamber 6) or becomes.

[0028] The cylinder head 4 is equipped with a cylinder pressure sensor SN3, an intake cam angle sensor SN12 and a The exhaust cam angle sensor SN13 is equipped with each sensor serving as a sensing element. The cylinder pressure sensor SN3 is configured to detect or determine the internal pressure of combustion chamber 6 in each of the cylinders (cylinder internal pressure). The SN12 intake cam angle sensor is configured to detect the rotational position of the camshaft (cam angle) of the intake side. To detect valve actuation mechanism 13, and the exhaust cam angle sensor SN13 is configured to detect a rotational position of the To detect the camshaft (cam angle) of the exhaust-side valve actuation mechanism 14.

[0029] As shown in Fig. 2, the inlet passage 30 is connected to a lateral surface of the cylinder head 4 in such a manner connected to communicate with, or be in contact with, the pair of inlet ports 9 in each of the cylinders 2. Air (fresh air), which The air is drawn in from an upstream end of the inlet passage 30 and enters the combustion chamber 6 through the inlet passage 30. and the pair of inlet openings 9 are introduced. The inlet passage 30 is equipped with an air cleaning device 31, a throttle valve 32, a equipped with a charger or turbocharger 33, an electromagnetic clutch 34, an intercooler 35 and a pressure equalization tank 36, which are arranged in this order from the upstream end.

[0030] The air purification device 31 is configured to remove foreign substances contained in the inlet air, thereby The intake air is cleaned. The throttle valve 32 is configured to open and close the intake passage 30, coupled with a downward or downward movement of the accelerator pedal 107, which adjusts the flow rate of intake air in the intake passage 30. The turbocharger 33 is configured to compress intake air and direct the compressed intake air towards a to send to the downstream end of the inlet passage 30. The turbocharger 33 is a mechanical supercharger or turbocharger, which is mechanically is coupled to motor 1, and is configured such that an intervention or coupling with motor 1 and a release of the intervention The electromagnetic clutch 34 is switched. When the electromagnetic clutch 34 is engaged, a driving force is applied. or driving force from the motor 1 to the turbocharger 33 in order to drive the turbocharger 33 to perform a turbocharging operation. Intercooler 35 is configured to cool the intake air that is compressed by the turbocharger 33. The pressure equalization tank 36 is a container which is arranged immediately upstream of an inlet manifold or bend (not illustrated) to provide space for a to provide an even distribution of intake air to the four cylinders 2.

[0031] The inlet passage 30 is provided with: an airflow sensor SN4 to detect the flow rate of inlet air; a first and a second inlet temperature sensor SN5, SN7, to detect the temperature of the inlet air; a first and second inlet pressure sensor SN6 and SN8 are used to detect the pressure of inlet air in their respective regions or areas. The SN4 airflow sensor and the first The inlet temperature sensor SN5 is located in a region between the air purification device 31 and the throttle valve 32 in the inlet passage 30. arranged to detect the flow rate and temperature of inlet air passing through the region. The first intake pressure sensor SN6 is located in a region between the throttle valve 32 and the turbocharger 33 (downstream of a connection with a downstream end of the EGR passage 51 mentioned below ) arranged in the inlet passage 30 to reduce the pressure of the inlet air to detect which temperature passes through the region. The second intake temperature sensor SN7 is located in a region between the turbocharger 33. and the intercooler 35 arranged in the inlet passage 30 to detect the temperature of inlet air passing through the region through. The second inlet pressure sensor SN8 is located in the pressure equalization tank 36 to measure the pressure of the inlet air inside the To detect pressure equalization tank 36.

[0032] The inlet passage 30 includes a bypass passage 38 to send inlet air to the combustion chambers 6, while The turbocharger 33 is bypassed. The bypass passage 38 alternately connects the pressure equalization tank 36 and the area surrounding the downstream end of the EGR passage 51 mentioned below. The bypass passage 38 is equipped with a bypass valve 39, which capable of selectively opening and closing the bypass passage 38.

[0033] The outlet passage 40 is connected to the other lateral surface of the cylinder head 4 in such a way as to allow the Pair of exhaust ports 10 in each of the cylinders 2 in conjunction to be or become set. Burnt gas (exhaust gas) generated in combustion chamber 6 is released into the outside environment of the The vehicle 100 discharges or discharges through the pair of outlet openings 10 and the outlet passage 40. The outlet passage 40 is equipped with a catalytic converter 41. The catalytic converter 41 incorporates a three-way catalyst 41a for purification. of harmful components (HC, CO, NOx) contained in the exhaust gas flowing through outlet passage 40, and a gasoline particulate filter (GPF) 41b for capturing particulate material (PM) contained in the exhaust gas.

[0034] The EGR device 50 comprises: an EGR passage 51, which connects the outlet passage 40 and the inlet passage 30; and An EGR cooling device 52 and an EGR valve 53, each provided in the EGR passage 51. The EGR passage 51 connects alternately or together a region of the outlet or exhaust gas passage 40, which is downstream of the catalytic converter 41 is arranged, and a region of the inlet passage 30, which is located between the throttle valve 32 and the turbocharger 33. The EGR cooling device 52 is configured to cool exhaust gas (external EGR gas) which passes from the outlet passage 40 to the inlet passage 30. The EGR passage 51 is recirculated or returned to the system for cooling in a heat-exchange manner. The EGR valve 53 is located in the EGR Passage 51 is provided in a manner that can be opened and closed optionally at a position downstream of the EGR cooling device 52, to adjust the flow rate of exhaust gas flowing through the EGR passage 51. The EGR passage 51 is equipped with a Equipped with differential pressure sensor SN9 to detect the difference between the pressure of the external EGR gas at a position upstream of the EGR. to detect valve 53 and the pressure of the external EGR gas at a position downstream of the EGR valve 53.

[0035] The accelerator device or accelerator pedal 107 is provided with an accelerator pedal position sensor SN10 to determine the relative position to detect the accelerator pedal position (107) (to serve as an operating status sensor). Specifically, the accelerator pedal position sensor... SN10 is a sensor to detect the degree of depressurization of the accelerator pedal 107, and also a sensor to detect handling or actuation. to detect acceleration / deceleration by the driver. The steering wheel 105 is associated with a steering angle sensor SN11. Steering angle sensor SN11 is configured to determine a steering angle of the front wheels 102 based on a rotation angle of the steering wheel 105. detect. It should be understood or noted that it is possible to use any other type of steering angle sensor that is capable of detecting a steering angle of the front wheels 102. [Rule or control configuration]

[0036] Fig. 3 is a block diagram showing a control configuration of the motor system. The motor system according to this The embodiment is comprehensively regulated and controlled by the ECU (engine control module) 60. The ECU 60 is a microprocessor which includes a CPU, a ROM and a RAM.

[0037] The ECU 60 is configured to receive or accept input of detection signals from various sensors, which are installed in vehicle 100. The ECU 60 is electrically connected to the crankshaft angle sensor SN1 and the water temperature sensor SN2. , the cylinder pressure sensor SN3 , the airflow sensor SN4 , the first and second intake temperature sensors SN5 , SN7 , the first and second intake pressure sensor SN6, SN8, the differential pressure sensor SN9, the accelerator pedal position sensor SN10, the steering angle sensor SN11, the inlet cam angle sensor SN12 and the outlet cam angle sensor SN13. Several pieces of information are detected by these sensors SN1 to SN13, i.e., information such as the Crankshaft angle, engine speed or RPM, engine coolant temperature, cylinder pressure, intake air flow rate, the Intake air temperature, intake air pressure, pressure differential before and after EGR valve 53, accelerator pedal position, steering angle and the Intake and exhaust cam angles are entered sequentially or one after the other into the ECU 60.

[0038] The ECU 60 is operable to regulate or control each part of the engine, while various determinations and calculations are performed. It is executed based on input signals from sensors SN1 to SN13 and others. Specifically, the ECU 60 is electrically connected to the Inlet WT 13a, outlet WT 14a, injection unit 15, spark plug 16, throttle valve 32, electromagnetic clutch 34 and the bypass valve 39, the EGR valve 53 and others are connected and can be operated based on the results of the calculations etc. operable to output control signals to these devices.

[0039] The ECU 60 functionally comprises a combustion control unit 61, a vehicle behavior control unit 62 and a determining part 63. The combustion control part 61 is operable or actuated to initiate a fuel injection process. to regulate or control the injection unit 15 and the ignition process of the spark plug 16. For example, the combustion- Control unit 61 based on the motor speed or rotational speed, which is detected by the crankshaft angle sensor SN1 is, an engine load (required torque) which is identified from the relative position of the accelerator pedal 107, which is determined by the The accelerator pedal position sensor SN10 is detected, and the intake air flow rate, which is detected by the airflow sensor SN4, is operable. to determine the fuel injection quantity and fuel injection timing of the injection device 15 and the ignition timing of the spark plug 16. determine, and to drive the injection device 15 and the spark plug 16 in accordance with the resulting determined values. operate. In this process, the combustion control unit 61 works to adapt to a predetermined operating range map (an example). (of which is shown in Fig. 4) to select a combustion mode. Although the details are described later, the Combustion mode a combustion mode in which the injection device 15 and the spark plug 16 are driven to cause, that an air-fuel mixture in each cylinder 2 is self-ignited at a given time (SPCCI combustion).

[0040] The vehicle behavior control unit 62 is operable to perform the vehicle behavior control, which is configured to adjust the output torque of motor 1 according to the steering angle of the front road wheels 102 in response to to change the operation of the steering wheel 105. For example, the vehicle behavior control unit 62 can be operated to react to to obtain a detection value from the steering angle sensor SN11, and if the steering angle changes by a given amount or more within a a given time period is increased to determine that vehicle 100 is in a turning (cornering) state, and a To regulate or control a reduction of the delivered or output torque. In this embodiment, the following are required: At least two regulations or controls are required: a delay control or control of a delay in the ignition timing of the Spark plug 16 (torque reduction step); and a regulation or control of a fuel quantity reduction, a reduction of the quantity a fuel which is to be supplied or delivered to each cylinder 2, used or employed as a means for torque reduction, and a or both of the two regulations or controls are used according to operating modes or the like. Here The vehicle behavior control unit 62 is operable to execute each of the regulations or controls in such a way that, if a The degree of torque reduction required for vehicle behavior control becomes greater, and the ignition timing is advanced. is delayed or the amount of fuel injected is reduced more significantly.

[0041] The determining part 63 is operable or actuated to determine whether it is suitable for combustion in the combustion chamber 6 whether or not it is likely to enter a state in which it is unstable or there is a possibility of misfiring (state of a unstable combustion). In this embodiment, a combustion control system (including a control system) is used. the SPCCI combustion) by the combustion control unit 61 and the vehicle behavior control by the Vehicle behavior control unit 62 is implemented in an overlapping manner. If the two control units overlap under certain conditions... Under certain conditions, an unstable combustion state can occur. Furthermore, the determining element 63 is operable. or in operation when it is determined that the combustion state is likely to enter a state of unstable combustion. This is achieved in order to regulate or control a change in a control mode of the combustion control or regulation. To execute vehicle behavior control or regulation. [Combustion control]

[0042] Next, the combustion control or regulation, which is to be carried out by the combustion control or regulation unit 61, will be described. This will be described in detail. Fig. 4 is a simplified operating area map for illustrating different aspects. Combustion control systems operate according to engine speed and load. This operating range map It shows four operating areas: a first area A1; a second area A2; a third area A3; and a fourth area A4. The first Area A1 is a combination of an area in which the engine speed is in a low and intermediate region. and the engine load is in a low region (including no load), and a range in which the engine speed is in The engine load is located in a high region and is in an intermediate high region. The second region, A2, is a region (range of low and intermediate speed and intermediate load), in which the engine speed is in the low and intermediate region and the engine load in a region higher than that of the first area A1. The third area A3 is an area (area lower and intermediate). speed and high load), in which the engine speed is in the low and intermediate region and The engine load in this region is higher than that of the second region A2. The fourth region A4 is a region in which the engine speed is in the low region and the engine load is close to a full-load line.

[0043] In the first area A1 and the fourth area A4, SI combustion (first combustion mode) is carried out. SI combustion is a type of combustion in which an air-fuel mixture is ignited in the combustion chamber 6 by a spark or ignition. Spark plug ignition using spark plug 16 and forced combustion by flame propagation. This is a process that describes the spread of a combustion region from the ignition point towards the surrounding area. That is, the SI Combustion is a combustion mode in which the entire air-fuel mixture in each cylinder 2 is ignited by the propagation of a flame. is burned, which is generated by the spark plug 16.

[0044] In the second area A2 and the third area A3, SPCCI combustion (second combustion mode) is carried out. The SPCCI Combustion is a combination of SI combustion and CI combustion. CI combustion is a combustion type in which an air- Fuel mixture is burned by auto-ignition in an environment where the air-fuel mixture is in temperature and pressure according to The compression is significantly increased by piston 5. SPCCI combustion is a type of combustion in in which a portion of an air-fuel mixture in combustion chamber 6 of the SI is subjected to combustion by a spark plug ignition or is carried out in an environment close to that which causes the air-fuel mixture to ignite spontaneously, and After the SI combustion, the remaining air-fuel mixture in combustion chamber 6 of the CI combustion is ignited by auto-ignition. or is subject to ignition (which is caused by a higher temperature and higher pressure resulting from SI combustion) (resulting). That is, SPCCI combustion is a combustion mode in which at least a portion of an air-fuel mixture is ignited in each cylinder. 2 is burned by self-ignition.

[0045] In this embodiment there are two modes of an air-fuel ratio: a mode of a first air-fuel ratio or first air-fuel ratio mode (X > 1), in which an air-fuel mixture, which is used in combustion chamber 6 for the SPCCI The combustion process is designed, adjusted, or set to be leaner than a stoichiometric air-fuel ratio; and a mode of a second air-fuel ratio or second air-fuel ratio mode (< ≤ 1), in which the air-fuel- The mixture is adjusted to be equal to, or richer / richer than, the stoichiometric air-fuel ratio. The mode is more specific. of the first air-fuel ratio a mode in which the SPCCI combustion is carried out, while an air-fuel ratio (A / F) as a weight ratio of air (fresh air) to fuel in combustion chamber 6 to a value greater than the stoichiometric The air-fuel ratio (14.7) is set or fixed. On the other hand, the second air-fuel ratio mode is a mode in which in which the SPCCI combustion is carried out while the air-fuel ratio (A / F) is adjusted to be equal to the stoichiometric air-fuel ratio (< ≥ 1) or slightly lower than the stoichiometric air-fuel ratio (< ≤ 1). In this In this embodiment, the air-fuel ratio A / F of an air-fuel mixture, which in the mode of the first air-fuel- The air-fuel ratio (A / F) is set in the range of approximately 25 to 30 / 1. Furthermore, the air-fuel ratio A / F is specified in the second air-fuel... The ratio is typically <= 1 or 14.7 / 1. For SPCCI combustion, one of the modes of the first air-fuel ratio (X > 1) or the mode of the second air-fuel ratio (< ≤ 1) is selected based on the engine operating condition (mode setting step of the air- fuel ratio).

[0046] Fig. 5 illustrates timing diagrams for a schematic explanation of combustion control systems, which are used in respective Areas A1 to A4 of the operating range map in Fig. 4 are to be carried out. Diagram (a) of Fig. 5 shows the fuel injection timing, which Ignition timing and combustion state (waveform of a heat dissipation rate), as measured when the engine is at operating temperature or actuation point P1, which is contained in the second area A2, illustrated in Fig. 4. In the second area A2 The SPCCI combustion is performed in the mode of the first air-fuel ratio or first air-fuel ratio mode (<lgr; > 1).

[0047] The combustion control, which is to be carried out by the combustion control unit 61 at operating point P1, The process is as follows. As shown in diagram (a), the injection device 15 is regulated or controlled to inject fuel during a Period from an intermediate phase to a late phase of a compression or compaction stroke in a two-stage process To inject in two ways: a first fuel injection; and a second fuel injection. Spark plug 16 is regulated or controlled to ensure an air- Fuel mixture or an air-fuel mixture at a time close to and on a slightly advanced side relative to an upper To ignite at the dead center of a compression stroke. This ignition triggers the start of the SPCCI combustion, so that a portion of an air-fuel mixture is ignited. in the combustion chamber (subject to SI combustion) it is burned by flame propagation and the remaining air-fuel- The mixture (subject to CI combustion) is burned by self-ignition.

[0048] Here, with reference to Fig. 6, the advantages of SPCCI combustion will be described. Fig. 6 is a graph which illustrates the The heat release rate during an SPCCI combustion process is shown. SPCCI combustion has a characteristic that a Heat output or release increases more steeply when CI combustion is developed than when SI combustion is developed. Specifically, As shown in Fig. 6, in the SPCCI combustion there is an increasing tendency in an early phase according to the SI combustion, which is smoother than an increasing tendency in the subsequent phase corresponding to the CI combustion. If the SI combustion increases in an internal or The internal temperature and internal pressure of combustion chamber 6 cause the remaining unburned air-fuel mixture to be self-generated. or ignited to start CI combustion. At this point, when CI combustion is started (the turning point X in Fig.), the following changes: 6 = crank angle θ), the inclination or slope of the waveform of the heat dissipation rate from gentle to steep. Furthermore, in the SPCCI combustion, together with such a tendency in the heat dissipation rate, a rate of increase (dp / dθ) of the internal pressure of the combustion chamber 6, which The amount that appears or occurs during SI combustion is smaller than the amount that occurs during CI combustion.

[0049] After the start of the CI combustion, the SI combustion and the CI combustion are carried out in parallel. With regard to a The combustion rate of the air-fuel mixture is higher for CI combustion than SI combustion. Thus, CI combustion shows a relatively large heat dissipation rate. However, the slope or gradient of the waveform of this heat dissipation rate never becomes excessive, because the CI Combustion develops after the top dead center of a compression stroke. Specifically, it occurs after a passage At the top dead center of a compression stroke, the driving pressure is reduced due to a downward movement of the piston 5, and thereby The increase in the heat release rate is suppressed, thus avoiding the situation where the dp / dθ becomes excessive during CI combustion. is or will be. As above, in SPCCI combustion, it is due to its characteristic that CI combustion is carried out after SI combustion. for the dp / dθ, which serves as an index of combustion noise or sound, less likely to become excessive, so that it It is possible to suppress combustion noise compared to a simple CI combustion (a case where all the fuel of the CI is or will be subject to combustion).

[0050] When the CI combustion is complete, the SPCCI combustion is also complete. The CI combustion is greater than the SI Combustion with regard to combustion rate. In this way, SPCCI combustion is capable of determining the end point of combustion. to imagine in comparison to simple CI combustion (the case where all the fuel is subject to CI combustion). With others In SPCCI combustion, it is possible to allow the completion time of combustion to be close to top dead center. Compression strokes are achieved within an expansion stroke. This makes it possible to improve fuel economy performance in SPCCI combustion compared to simple SI combustion.

[0051] Returning to Fig. 5, diagram (b) shows the state of a combustion control system, which is controlled by the combustion- Control or regulating part 61 is executed when the motor is operated at an actuation or operating point P2, which is located in the third Area A3 is included, which is illustrated in Fig. 4 (contained in a region of relatively low load of the third area A3). In the region of low The load of the third area A3 is a combustion of an air-fuel mixture, which is set to X = 1, which in the second air- Fuel ratio mode (< ≤ 1) in the SPCCI combustion is performed.

[0052] At operating point P2, the combustion control unit 61 operates to cause the injection device 15 to perform a first Fuel injection for injecting fuel into a to perform an intake stroke in a relatively large quantity and subsequently a second fuel injection for injecting fuel into a The compression stroke is performed in a quantity less than that of the first fuel injection. Furthermore, the combustion control system operates... or control unit 61, to cause the spark plug 16 to induce an air-fuel mixture at a time on a minor advance side to ignite relative to the top dead center of the compression stroke. This ignition triggers the start of the SPCCI combustion in the same way as the one at operating point P1 .

[0053] Diagram (c) of Fig. 5 shows the state of a combustion control system, which is controlled by the combustion control system. Control unit 61 is executed when the motor is operated at an operating point P3, which is contained in the third area A3 (contained in a region of relatively high load in the third area A3). In the region of high load in the third area A3, a regulation or control of a Subjection to the SPCCI combustion of an air-fuel mixture, the air-fuel ratio of which is set in the combustion chamber 6 or is specified to be slightly richer or fatter than the stoichiometric air-fuel ratio (< ≤ 1).

[0054] At operating point P3, the combustion control unit 61 operates to cause the injection device 15 to To inject all or the largest proportion of the fuel required per combustion cycle in a single intake stroke. For example Fuel is injected in a continuous period from a late phase of an intake stroke to an early phase of a compression stroke. injected, as shown in diagram (c). Furthermore, the combustion control unit 61 works to ignite the spark plug 16. cause an air-fuel mixture to be induced at a time on a slight retard side relative to a top dead center of the to ignite compression strokes. This ignition triggers the start of the SPCCI combustion in the same way as that at operating points P1, P2 .

[0055] Fig. 5 shows an example in which an air-fuel mixture, which is designed to achieve an air-fuel ratio equal to the to exhibit a stoichiometric air-fuel ratio (<lgr; = 1), and an air-fuel mixture which is designed to produce an air-fuel- exhibiting a ratio slightly richer than the stoichiometric air-fuel ratio (≤ 1), selectively depending on the Engine load can be used. Alternatively, an air-fuel mixture can be used to achieve an air-fuel ratio equal to the stoichiometric air- to exhibit a fuel-to-air ratio (< 1) throughout the entire third area A3. This will be described below. The embodiment is described under the assumption that in the second air-fuel ratio mode, which is in the third area A3 The procedure involves selecting an air-fuel mixture which has X = 1 and subjecting it to SPCCI combustion.

[0056] Diagram (d) of Fig. 5 shows the state of a combustion control system, which is controlled by the combustion control system. Control unit 61 is executed when the motor is operated at an operating point P4, which is in the fourth area A4 as a lower area Speed ​​or rotational speed and high load are included. In the fourth area A4, SI combustion is achieved through a delay of Ignition timing (delay_SI) is used instead of SPCCI combustion.

[0057] At operating point P4, the combustion control unit 61 operates to cause the injection device 15 to to perform the first fuel injection to inject a relatively large quantity of fuel during an intake stroke, and subsequently a second fuel injection for injecting fuel in a late phase of a compression stroke (immediately before the upper stroke) dead center of the compression stroke) in a quantity less than that of the first fuel injection. Furthermore, the Combustion control unit 61 to cause the spark plug 16 to ignite at a delayed time. The ignition timing for an air-fuel mixture is advanced relatively far after top dead center of the compression stroke by about 5 to 20° CA. A delayed timing is set or determined. This ignition triggers the start of the SI combustion and the entire air-fuel mixture in the Combustion chamber 6 is burned by flame propagation. The reason for this is that the ignition point occurs in the fourth Area A4 is delayed in this way to prevent abnormal combustion, such as knocking or pre-ignition.

[0058] Diagram (e) of Fig. 5 shows the state of a combustion control or regulation system, which is controlled by the combustion control or - Control unit 61 is executed when the motor is operated at an operating point P5, which is in the region of high load and high speed. of the first section A1. In the first section A1, a normal SI combustion (inlet_SI) takes place instead of the SPCCI combustion. carried out.

[0059] At operating point P5, the combustion control unit 61 operates to cause the injection device 15 to operate in a To inject fuel continuously during the period from an intake stroke to a compression stroke. Here it is located. The operating point P5 is reached under conditions of high load and high speed or rotational speed. The amount of fuel supplied is thus... to be injected per combustion cycle, originally large, and a crank angle period which is necessary to inject a required amount The injection of fuel is being extended or expanded. On the other hand, in the range of intermediate and low load, the The fuel injection quantity is reduced compared to that shown in diagram (e). Furthermore, the combustion control unit 61 operates to to cause spark plug 16 to ignite an air-fuel mixture at a time on a slight advance side relative to the upper To ignite at the dead center of the compression stroke. This ignition triggers the start of the SI combustion and the entire air-fuel mixture is drawn into The combustion chamber 6 is burned by flame propagation. [Vehicle behavior control]

[0060] Next, the vehicle behavior control or control, which is provided by the vehicle behavior control or control unit 62, will be described. The details of how to execute this will be described below. Fig. 7 illustrates time diagrams that schematically depict a control state during a This embodiment demonstrates vehicle behavior control. More specifically, Fig. 7 shows a relationship between the steering angle. the front road wheels 102 in response to an operation of the steering wheel 105, the slowing down or braking of the vehicle 100 by the vehicle behavior control and the delivered torque, which is necessary for achieving deceleration. is required.

[0061] If the size or extent of a change in the steering angle of the steering wheel 105, which is / are detected by the steering angle sensor SN11 is detected when it is equal to or greater than a reference value (a steering speed is equal to or greater than a given value). (value is) the vehicle behavior control unit 62 works to assume that it is in a situation where the vehicle 100 is turning a curve drives, and gradually or increasingly increases the deceleration. As previously described, a delivered torque, which is to be generated by the motor 1, by the delay control or regulation of a delay of the ignition timing of the spark plug 16 or the fuel quantity reduction regulation or control of a reduction of the amount of fuel to be supplied to each cylinder 2, reduced, thereby decreasing or lowering the driving force of the vehicle 100 and the deceleration of the vehicle 100 is increased.

[0062] Specifically, the vehicle behavior control unit 62 operates to control the engine's output torque relative to a target To reduce the base motor torque, which is a required motor torque during normal operation and is based on a Vehicle speed, which is detected by the crank angle sensor SN1, and is determined by the relative position of the accelerator pedal 107, which is detected by the SN10 accelerator pedal position sensor. It then operates when the steering speed becomes lower than the given value. The vehicle behavior control unit 62 is used to gradually or increasingly reduce the deceleration. This makes it possible to To increase the cornering force of the front road wheels 102 during cornering, thereby allowing the vehicle 100 to smoothly follow a curve to drive.

[0063] With reference to a flowchart illustrated in Fig. 8, a specific example of vehicle behavior control is described. or control will be described. In Fig. 8, taking into account the importance of adding a deceleration by means of a Torque reduction relative to the target base engine torque, the vehicle behavior control or management as an "additional This is referred to as "slowdown-defining processing." It occurs during or after the start of a routine, resulting in an additional slowdown. The vehicle behavior control unit operates during the defining processing or an additional slowdown defining processing routine. 62 , to determine whether the absolute value of the steering angle obtained from a result of detection by the steering angle sensor SN11 or was recorded, increases or not (Step #1). If the absolute value of the steering angle is determined to increase (YES in Step 1), #1), the vehicle behavior control unit 62 works to calculate the steering speed from the received steering angle (step #2) .

[0064] Subsequently, the vehicle behavior control unit 62 operates to determine whether the absolute value of the steering speed, which was calculated in step #2, decreases or does not (step #3). If for the The absolute value of the steering speed is determined so that it does not decrease (NO in step #3), i.e., for the absolute value of the Steering speed is determined to increase, or the absolute value of the steering speed is determined to remain unchanged. The vehicle behavior control unit 62 works to set a target additional deceleration based on the steering speed. or to determine (step #4). This target additional deceleration is a deceleration which applies to the vehicle 100 according to an activation of the Steering wheel 105, which is intended to be added by a driver.

[0065] Specifically, the vehicle behavior control unit 62 operates to determine a value of the target additional deceleration accordingly. the steering speed, which was calculated in step #2, based on a relationship or connection between the To obtain the target additional deceleration and the steering speed, which is represented by the map in Fig. 9. With reference to In Fig. 9, if the steering speed is equal to or less than a given threshold Ts, a corresponding value of the target value is displayed. Additional deceleration 0. That is, if the steering speed is equal to or less than the threshold value Ts, the vehicle behavior control system does not operate. Control unit 62 to prevent the execution of a reduction in motor output torque, in order to to add a deceleration to the vehicle 100 (vehicle behavior control or steering), even if the steering wheel 105 is manually turned is rotated. On the other hand, if the steering speed is greater than the threshold Ts, a target additional deceleration value is reached. According to this steering speed, the steering speed moves closer to a given upper limit Dmax (e.g., 1 m / s²). That is, if the steering speed is greater As the target additional slowdown increases, so does the rate of increase of the target additional slowdown.

[0066] Subsequently, the vehicle behavior control unit 62 operates to determine a maximum rate of increase Rmax, which a threshold value for an additional deceleration, which is to be used when the deceleration is added to the vehicle by 100 or is lent. Then the vehicle behavior control unit 62 works to provide additional deceleration in a current condition. or processing cycle (additional slowdown of the current cycle) under the condition that the rate of increase of additional slowdown of the current cycle equal to or less than the maximum rate of increase Rmax (step #5) .

[0067] Specifically, it works when there is an increase rate from the additional deceleration that was determined in the last processing cycle. (additional slowdown of the last cycle), to the target additional slowdown which is in step #4 in the current processing cycle The vehicle behavior control unit 62, which was set to be equal to or less than the maximum rate of increase Rmax, is used to determine the target- The additional slowdown, which was determined in step #4, is to be determined as the additional slowdown of the current cycle. On the other hand, if the rate of increase from the additional slowdown of the last cycle to the target additional slowdown, which is in the Step #4 was determined, in the current processing cycle is greater than Rmax, the vehicle behavior control unit 62, in order to function as to determine the value of the additional slowdown of the current cycle, which is achieved by increasing the additional slowdown of the last cycle with or at the maximum rate of increase Rmax.

[0068] Again referring to step #3, if it is determined that the absolute value of the steering speed decreases (YES in step #3), the vehicle behavior control unit 62, to account for the additional slowdown of the last cycle as the additional To determine the deceleration of the current cycle (step #6). That is, if the absolute value of the steering speed decreases, a Additional deceleration corresponding to a maximum value of the steering speed (i.e., a maximum value of the additional deceleration) retain.

[0069] Again referring to step #1, if it is determined that the absolute value of the steering angle does not increase (NO in step #1), the vehicle behavior control unit 62, to set a value (deceleration reduction value). or to determine by which the additional slowdown of the last cycle is to be reduced in the current processing cycle (step #7). This deceleration reduction magnitude is calculated based on a constant reduction rate (e.g., 0.3 m / s³), which is predefined in a The memory or similar data is stored in the ECU 60. Alternatively, the deceleration reduction value can be based on a Reduction rate, which is determined according to a driving condition of the vehicle 100, which is obtained from various sensors, or The steering speed, calculated in step #2, is then recalculated. The vehicle behavior control unit then operates. 62 , to reduce the additional slowdown of the current cycle by subtracting the slowdown reduction magnitude which is in the Step #7 was determined to determine the additional slowdown of the last cycle (Step #8).

[0070] Determine the torque reduction magnitude based on the additional deceleration of the current cycle, which occurs in step #5, #6 or #8 was determined (step #9: reduction torque setting step). Specifically, the vehicle behavior control unit operates as follows: 62 , to determine a value for the torque reduction magnitude necessary to achieve the additional deceleration of the current cycle is required, based on current values ​​of vehicle speed, road gradient, a currently set of a The vehicle behavior control unit 62 then works to determine the number of gear stages of a transmission and other components. Delay control or control of a delay in the ignition timing of the spark plug or the fuel quantity reduction control or - Control of a reduction in the amount of fuel to be supplied to each cylinder 2 by the combustion control unit 61 to perform a procedure to reduce the motor output torque by an amount corresponding to the specified torque reduction extent. [Regulation or control of switching between multiple torque reduction devices]

[0071] As mentioned above, in the motor system according to this embodiment, when the extent or size of a Change per unit time in the steering angle equal to or greater than a predefined reference value is (hereinafter) referred to as "fulfillment of a first condition"), the vehicle behavior regulation or control of a reduction of the output torque of the motor 1 by the delay control or control of a drive timing of the spark plug 16 or The fuel quantity reduction regulation or control of a reduction in the amount of fuel to be supplied to each cylinder 2 is executed. On the other hand, in the engine system according to this embodiment, the type of combustion of an air-fuel mixture is defined as... Mixing in combustion chamber 6 includes not only SI combustion (first combustion mode), but also SPCCI combustion. (second combustion mode). Specifically, this occurs when a required torque is generated by the accelerator pedal position and the The vehicle speed is determined to fall into the second area A2 or the third area A3, which are illustrated in Fig. 4 (see below). referred to as "fulfillment of a second condition"), the SPCCI combustion, in which an air-fuel mixture is converted into a The ignition process is carried out automatically at a given time. One of the SI combustion processes and the SPCCI combustion processes is determined according to the operating condition of the system. Engines (combustion mode setting step) selected.

[0072] The vehicle behavior control unit 62 operates to, when the first condition is determined to be fulfilled, the To execute vehicle behavior control (see Fig. 8). The vehicle behavior control unit 62 also operates, in order to determine, if the second condition is fulfilled, the fuel injection timing of the injection device 15 and the drive The ignition timing of spark plug 16 is regulated or controlled to develop the SPCCI combustion (see Fig. 5). Furthermore, in the SPCCI combustion is a mode switch between the first air-fuel ratio mode (X > 1), in which an air-fuel mixture is formed to have an air-fuel ratio leaner than the stoichiometric air-fuel ratio, and the second air-fuel Ratio mode (< ≤ 1) is carried out, in which the air-fuel mixture is developed to achieve an air-fuel ratio equal to exhibiting a ratio richer than or greater than the stoichiometric air-fuel ratio (see diagrams (b), (c) of Fig. 5).

[0073] In this way, if the first condition and the second condition are fulfilled simultaneously, the vehicle behavior control The SPCCI control and the SPCCI regulation / control are implemented overlappingly. That is, in a state where the SPCCI combustion When this is carried out, the reduction of engine power can be performed in order to execute the vehicle behavior regulation or control. Delaying the ignition timing of spark plug 16 (ignition delay) is the simplest means of reducing torque. However, if ignition delay is performed in the state in which SPCCI combustion is carried out, in order to To execute the vehicle behavior control or regulation, it is likely that the combustion process will become unstable. Specifically, this is the case when... The start time of SI combustion in SPCCI combustion is delayed due to the ignition delay, for the cylinder internal pressure The combustion chamber 6 is not likely to rise to a value that is suitable for CI combustion in the late phase of SPCCI. Combustion is required. In this situation, it is likely that combustion in combustion chamber 6 will result in a state of to a point in which it is unstable or there is a possibility of misfiring (unstable state of combustion).

[0074] Taking the above into account, in this embodiment the determining part 63 works to determine whether it is suitable for a present The operating or activation state of the engine is likely or unlikely to lead to an unstable combustion state. Specifically, Determines whether the first condition and the second condition are met simultaneously. Then it operates if, for the current operating state, the condition is met. It is determined that it is likely to lead to the unstable state of combustion, the determining part 63, in order to act as a reducing agent of the engine output torque for an implementation of the vehicle behavior control or regulation, and instead of the deceleration control or regulation. -control (torque reduction step), which is to be executed when the first condition is met, a delay suppression control or control (suppression step) of suppressing the degree of delay control or control, thereby enabling the Engine output torque is reduced. This means that during SPCCI combustion, vehicle behavior control is regulated or controlled by means of a Suppressed ignition delay, instead of the normal ignition delay.

[0075] The delay suppression control includes the following two modes: (1) Prohibition of torque reduction by delaying the ignition; and (2) limiting the degree of delaying the ignition.

[0076] In mode (1), the torque reduction means (deceleration control or control) are used for vehicle behavior Regulation or control completely by a different regulation or control (the fuel quantity reduction regulation or - Control) is substituted. In mode (2), the ignition delay takes over part of a required torque reduction, and the Different control systems handle the remaining part of the torque reduction. In mode (1), the time is thus a forced ignition on an air-fuel mixture by spark plug 16 at a time which is used for the SPCCI Combustion is set or fixed. On the other hand, in mode (2), the degree of ignition delay is set to be less than This is the ignition delay that needs to be set or defined for normal SI combustion. This makes it easy to to develop a given SPCCI combustion.

[0077] The above regulation or control of a switching of the torque reduction means by the determining part 63 is described under Reference is made to the flowcharts illustrated in Fig. 10(A) and Fig. 10(B). Fig. 10(A) shows an example in which the reducing means of the engine output torque for an implementation of the vehicle behavior control or regulation depending on this The system switches between whether SPCCI combustion is performed or not, i.e., whether the engine is in the second range A2 or the third range A3. in the operating range map of Fig. 4. In this example, the delay suppression control is operated in the Mode (1) executed.

[0078] After or during the start of an engine control processing routine, the ECU 60 (Fig. 3) works to process various sensor signals or To read signals from various sensors concerning the vehicle's driving status (Step #11). Specifically, ECU 60 works to... to obtain or record a large number or variety of information, including the vehicle speed, which is derived from a The detection signal from the crank angle sensor SN1, the relative position of the accelerator pedal 107, which is detected by the accelerator pedal position sensor SN10, the steering angle of the steering wheel 105, which is detected by the steering angle sensor SN11, and a current set one of the gear or transmission stages of the vehicle's transmission 100 .

[0079] Subsequently, the determining part 63 works to determine whether there is a requirement for additional slowing down or not, i.e., whether there is a requirement for torque reduction for the execution of the vehicle behavior control or regulation (whether the (first condition is met or not) (Step #12). If the increasing size of the steering angle exceeds a reference increase size, or If the limit is exceeded, the vehicle behavior control unit 62 works to issue a request for additional deceleration (YES) in step #12). In this case, the determining part 63 works to determine whether the SPCCI combustion is controlled by the combustion control- or -control unit 61 is executed or not (whether the second condition is met or not) (Step #13). On the other hand, it works if there is no The requirement for the additional slowdown (NO in step #12) is set by determination part 63 to initiate a cycle of the processing routine. complete or conclude (return to step #11).

[0080] When the SPCCI combustion is performed (JA in step #13), the determining part 63 operates to control the vehicle behavior to cause the control unit 62 to reduce torque by means of the delay control or control (ignition delay) of a Rules or controls of To prohibit spark plug 16 in order to delay the ignition timing, and instead to use the fuel quantity reduction regulation or control of a Reducing the fuel injection quantity of the injection device 15 in order to reduce the torque for vehicle behavior control or control (step #14). That is, if the first condition and the second condition are met, the determining part 63 works. to control the delay suppression regulation or control of suppressing at least the degree of ignition timing delay regulation or control (suppression step).

[0081] On the other hand, if the SPCCI combustion is not carried out (NO in step #13), i.e., if the engine is in the first area A1 or the fourth area A4 in the operating area map of Fig. 4, the determining part 63 , to cause the vehicle behavior control unit 62 to initiate the deceleration control or management of a deceleration of the to execute ignition timing at which an air-fuel mixture is ignited by the spark plug 16 in order to reduce torque for the To implement vehicle behavior control (step #15). That is, if the first condition is met, but the second condition is not, If this condition is not met, the determining part 63 works to delay the ignition timing of the spark plug 16 in order to reduce the torque delivered by the To reduce the torque of motor 1 (torque reduction step). This occurs when the required torque reduction quantity becomes larger. The degree of ignition timing delay is increased or fixed. After executing steps #14 and #15, the Determination part 63, to complete a cycle of the processing routine (return to step #11).

[0082] As above, in the example illustrated in Fig. 10(A), the determining part 63 works to determine a fulfillment when determining the first condition and the second condition, the motor output torque instead of an execution of the deceleration control or - control, if the first condition is met, by the delay suppression control or control of a suppression of the To reduce the degree of delay control (prohibition of ignition delay). That is, during the SPCCI combustion The vehicle behavior regulation or control, under a prohibition of ignition delay, is achieved by various means for A torque reduction, such as fuel quantity reduction control, is implemented. This is how it is done in the Delay suppression control or regulation of the start time of SI combustion in the SPCCI is not delayed compared to the Normal deceleration control. Therefore, the cylinder internal temperature and pressure are sufficiently regulated by heat. raised or increased, which is produced or generated by SI combustion, so that it is possible to suitably increase CI combustion in the to generate the late phase of SPCCI combustion without causing a misfire. On the other hand, if SI combustion occurs instead of the SPCCI combustion does not significantly affect the problem of misfires. In this case, the vehicle behavior control or control is carried out by means of the ignition delay, so that it is possible to simplify the regulation or control.

[0083] Fig. 10(B) shows another example in which the means for reducing the motor output torque for an embodiment of the Vehicle behavior control is switched depending on whether the SPCCI combustion is carried out or not. and if YES, the SPCCI combustion in the first air-fuel ratio mode (<lgr; > 1) using an air-fuel mixture with a lean air-fuel ratio is used, i.e. the engine is operated in the second range A2 in the operating range map of Fig. 4. becomes.

[0084] The processing operations in steps #21 and #22 are the same as those in steps #11 and #12 of the example above, and Therefore, a description of it is omitted. When the vehicle behavior control unit 62 operates to meet the requirement for the To output additional slowdown (YES in step #22), the determination part 63 works to determine whether the combustion rule- or control unit 61 is working or not to carry out the SPCCI combustion in the first air-fuel ratio mode (> 1) (whether the second condition is met or not, and if YES, the first air-fuel ratio mode is performed) (Step #23).

[0085] When the SPCCI combustion is performed in the first air-fuel ratio mode (JA in step #23), the determining part 63, in order to cause the vehicle behavior control part 62 to reduce the torque by the To prohibit delay control (ignition delay), and the fuel quantity reduction control of a Reducing the fuel injection quantity of the injection device 15 in order to reduce the torque for vehicle behavior control or control (step #24). That is, if the first condition and the second condition are met, and the first air-fuel- When ratio mode (<lgr; > 1) is used, the determining part 63 operates to control the delay suppression regulation or control. one Prohibiting ignition delay (suppression step) as a means of reducing the engine's output torque 1 to execute.

[0086] On the other hand, if the SPCCI combustion is not carried out in the first air-fuel ratio mode (NO in the Step #23), i.e., if the motor is operated in the first area A1 or the fourth area A4 in the operating area map of Fig. 4, the determining part 63, in order to cause the vehicle behavior control part 62 to initiate the deceleration control. to carry out a delay of the ignition timing, in which an air-fuel mixture is ignited by the spark plug 16 in order to To implement torque reduction for vehicle behavior control (step #25). That is, if the first condition is met is, however the second condition is not met, or if the first and second conditions are met and the second air-fuel- When ratio mode is performed, the determining part 63 works to delay the driving timing of the spark plug 16 in order to delay the delivered To reduce the torque of motor 1 (torque reduction step).

[0087] As above, in the example illustrated in Fig. 10 (B), the determining part 63 works to determine a fulfillment. the first condition and the second condition and furthermore upon determining that the first air-fuel ratio mode (<lgr; > 1) The process involves controlling the engine output torque, while prohibiting ignition delay, through different regulation or control mechanisms. This means reducing the regulation or control of a fuel quantity reduction. That is, during SPCCI combustion using... In an air-fuel mixture with a lean air-fuel ratio, the vehicle behavior control is regulated or controlled by the The regulation or control of a fuel quantity reduction is implemented instead of the ignition delay. If the ignition delay during When combustion is carried out in the first air-fuel ratio mode (< 1), the lean air-fuel mixture causes Difficulty in self-ignition, which increases the probability of misfire. However, in this example, if the Vehicle behavior control is executed in the situation where the SPCCI combustion occurs in the first air-fuel ratio- Mode (<lgr; > 1) is performed, the regulation or control of the fuel quantity reduction is carried out, so that it is possible to effectively or to effectively suppress a misfire.

[0088] If the air-fuel mixture is lean, the possibility of misfire increases, and on the other hand, in the second air- Fuel-ratio mode in which the air-fuel mixture is configured to achieve an air-fuel ratio equal to or less than the exhibiting a stoichiometric air-fuel ratio, the possibility of misfire is relatively low, even if the retardation control or... -control is executed. In this example, if the vehicle behavior control is executed in the situation where the SPCCI combustion is carried out in the second air-fuel ratio mode, the torque reduction is achieved through ignition delay. This is used. In this way, vehicle behavior control can be achieved by regulating or controlling the drive timing. (Ignition timing) of the spark plug 16 is carried out, which is a relatively simple regulation or control. [Specific example of an engine control method]

[0089] Next, a specific example of an operating regulation or control using the motor control method will be presented. as described in this embodiment. Fig. 11 is a flowchart showing a basic process or basic actuation. of the engine control procedure according to this embodiment. When a processing routine is started, the ECU 60 (Fig. 3) operates to To read sensor signals relating to the driving condition of vehicle 100, which are output by sensors SN1 to SN13 (step S1) Then the ECU 60 (the vehicle behavior control unit 62) works to adjust to the vehicle speed (crank angle sensor). SN1), the accelerator pedal position (accelerator pedal position sensor SN10), the steering angle (steering angle sensor SN11), a currently set gear- or gear stages of the vehicle's transmission 100, etc., which are obtained from the sensor signals, which are in step S1 to be read in order to process or adjust the setting or determination of the additional deceleration (torque reduction extent) for to execute the vehicle behavior control (step S2: setting step of a decreasing torque or a decreasing Torque-setting or setting step). A specific example of this additional deceleration adjustment machining subroutine. As previously described, this is based on the flowchart in Fig. 8. The ECU 60 then works to execute an engine control editing subroutine. to execute while taking into account the additional slowdown specified in step S2 (step S3). With reference to The motor control processing subroutine is described in detail in step S3 in the flowcharts illustrated in Figures 12 to 15. be described. <Festlegen von Verbrennungsprozesssteuerungs-Zielwerten>

[0090] Fig. 12 is a flowchart showing the details of the motor control processing subroutine and mainly The steps for setting or defining combustion control target values ​​are shown. When the control system is started... The control processing subroutine of the ECU 60 (combustion control unit 61) works to adapt to the vehicle speed, the to refer to the accelerator pedal position, the current gear or transmission stage, etc., which were obtained in step S1 illustrated in Fig. 11, to set or define a target acceleration (target G) of vehicle 100 (step S11). Then the ECU 60 works to achieve a target- To determine the base engine torque necessary to achieve the specified target acceleration (step S12). This target- Base engine torque is a required torque which is based on the extent of depressing the accelerator pedal 107 by the driver (accelerator pedal position) is calculated, i.e., a required torque is determined before taking the torque reduction for the Vehicle behavior control or regulation.

[0091] Subsequently, the ECU 60 operates to select a target combustion mode from the target base engine torque and a current value to determine the engine speed or RPM, which is detected by the crankshaft angle sensor SN1 (step S13: combustion mode- (Determination step). This target combustion mode is set by reference to, for example, the operating range map, which is in Figure 4 illustrates this, which is defined in advance by the relationship between engine speed and engine load. Specifically, it works the ECU 60, to determine which of the first to fourth areas A1 to A4 in the operating area map the current value corresponds to. the motor speed and target base torque (motor load), which were set in step S12, belong to and are considered the target- To select the combustion mode corresponding to one of the combustion modes illustrated in diagrams (a) to (e).

[0092] Subsequently, the ECU 60 (control element 63) operates to adjust or determine means to control the torque reduction for the To maintain vehicle behavior control or management according to the target combustion mode, which was defined in step S13. (Step S14). As mentioned above, in this embodiment the torque reduction means are one of the reduction of Fuel injection quantity to be injected by the injection device 15, and the ignition delay, i.e. a delay of the The timing of the spark plug 16 is used. This is an example of a control system for selecting one of the... The two means are illustrated and implemented as previously shown in the flowcharts of Fig. 10(A) and Fig. 10(B). For example, if The example illustrated in Fig. 10 (B) uses or establishes a relationship between the target combustion mode and the Torque reduction devices, as shown in Table 1 below. TABLE 1 Target combustion mode torque reduction agent SPCCI_&lgr; > 1 (first air-fuel ratio mode) Reduction of fuel injection quantity SPCCI_&lgr; = 1 (second air-fuel ratio mode) Ignition delay SI_&lgr; = 1 Ignition delay

[0093] Subsequently, the ECU 60 (determining part 63) operates to determine whether there is a need to switch the SPCCI. Combustion occurs between the first air-fuel ratio mode (<> 1) and the second air-fuel ratio mode (<= 1) or not (step S15). Here, the determination concerning the switching of the SPCCI combustion between the first air-fuel ratio- The second air-fuel ratio mode (<>1) and the second air-fuel ratio mode (<=1) are performed based on the target base engine torque, which is in the step S12 is determined before the torque reduction magnitude for vehicle behavior control is subtracted from it. or is subtracted.

[0094] The intervention or action of determination step S15 occurs for the following reason. If the SPCCI combustion in the In the first air-fuel ratio mode, the air-fuel ratio (A / F) is reduced to a lean A / F of approximately 25:1 to 30:1. specified, and when the SPCCI combustion is performed in the second air-fuel ratio mode, the air-fuel In the air-fuel ratio mode and the second air-fuel ratio mode, the engine enters an unstable state in which the The amount of intake air, the amount of fuel injected, or similar factors to be supplied to each cylinder may change to adjust the air-fuel ratio. to allow a transition to a value corresponding to each air-fuel ratio mode. In this state, when The torque reduction for vehicle behavior control is carried out in an overlapping manner, a problem may occur. It is likely that combustion will become unstable or that a misfire will occur. With this in mind, provision 63 addresses… to reduce torque for vehicle behavior control when there is no need for the Mode switching is possible (YES in step S15), and to reduce the torque for vehicle behavior control. Prohibit if there is a need for mode switching (NO in step S15). In the latter case, a mode switching Regulation or control at constant torque or iso-torque of performing a mode switch without a Torque fluctuation (the regulation or control mentioned below in Fig. 14 or Fig. 15) is implemented.

[0095] If there is no need to switch modes (YES in step S15), the ECU 60 (combustion control or -Control unit 61), to obtain a target final motor torque from the target base motor torque, which is determined in step S12, and to determine the torque reduction magnitude, which is determined in step S2, illustrated in Fig. 11 (step #9, which is in (Fig. 8 is illustrated) (step S16). This target termination motor torque is a torque obtained by subtracting the torque- The reduction in the degree of vehicle behavior control is obtained from the required torque. Here it is obvious, that if there is no requirement for the execution of the vehicle behavior control or regulation, the torque to be subtracted The reduction extent is zero. Then the ECU 60 works to maintain a target combustion pressure inside combustion chamber 6 based on the Determine the target final motor torque (step S17).

[0096] Subsequently, the ECU 60 operates to derive the combustion process control or regulation target values ​​from the target combustion pressure, which is determined in step S17, and the target combustion mode, which is determined in step S13 (step S18). Specifically, a target air quantity to be supplied to combustion chamber 6 and a target auto-ignition time are defined for a Developing the CI combustion, a target SI rate, a target air-fuel ratio, a target ignition timing at which an air-fuel mixture the spark plug 16 is ignited, etc., as the control target values ​​are set.

[0097] Here, the term “SI Rate” means a rate of heat release from SI combustion to the total Heat output quantity in SPCCI combustion. Referring to Fig. 6, the curvature or inflection point X is a time when The combustion type is switched from SI combustion to CI combustion. An area R1 of a portion of the heat release rates- The waveform, which is arranged on the advance side relative to a crank angle θci corresponding to the inflection point X, is or is referred to as the heat output quantity of SI combustion is defined, and an area R2 of the remaining part of the heat output rate waveform, which is based on The SI rate, which is arranged relative to the ΔCi, is defined as the amount of heat released by the CI combustion. The SI rate can be found under The use of the areas R1 , R2 can be expressed as follows: SI Rate = R1 / (R1 + R2) .

[0098] Fig. 16 is a tabular diagram which shows a relationship or connection between the total fuel injection quantity and the ignition timing in each of different target combustion modes in a case where the example illustrated in Fig. 10(B) shows, in the determination of the torque reduction means in step S14. In the first air-fuel ratio- Mode 71A (> > 1) of the SPCCI combustion, the second air-fuel ratio mode 72A (> = 1) of the SPCCI combustion and the SI Combustion 73A, under the condition of "without torque reduction" for vehicle behavior control or management, The total fuel injection quantity is set to given values ​​f1, f2 or f3, and the ignition timing is set to a given value. Crank angle CA1 set.

[0099] On the other hand, in the first air-fuel ratio mode 71B (<lgr; > 1) of the SPCCI combustion under the condition of "with a torque reduction" for vehicle behavior control or regulation, the total fuel injection quantity is reduced to one Value f4 changed by a given amount relative to the value f1 in the first air-fuel ratio mode 71A under the condition "without torque reduction" is reduced. Furthermore, the target ignition timing is / will be set at crankshaft angle CA1. retained, i.e., the ignition delay is not performed (ignition delay prohibited). Furthermore, in the second air- Fuel ratio mode 72B (X = 1) of the SPCCI combustion under the condition "with torque reduction" the entire Maintain the fuel injection quantity at the value f2, while the ignition delay is carried out such that the target ignition timing of The crank angle CA1 is delayed to a crank angle CA2. Similarly, in SI Combustion 73B, under the condition "With torque reduction" the total fuel injection quantity is maintained at the value f3, while the ignition delay is carried out in such a way that the target ignition timing is delayed from crank angle CA1 to a crank angle CA2. <details einer spcci verbrennungssteuerung>

[0100] Fig. 13 is a flowchart showing the details of the motor control processing subroutine and mainly shows steps, which relate to a detailed regulation or control of the SPCCI combustion. Following step S18 in Fig. 12, the ECU 60 to determine whether the SI rate is less than 100% or not, i.e., whether the target combustion mode is SPCCI combustion or not (SI Rate = 100% means SI combustion) (Step S20).

[0101] If the target combustion mode is determined to be SPCCI combustion (second combustion mode) (YES in the step S20 ), refers to the editing of a setting or determination of control values ​​of actuating devices or actuators. The process differs from that of the injection unit 15 and the spark plug 16, which is carried out first (steps S21 to S24). Specifically, the ECU 60 operates (Combustion control unit 61) to determine a target EGR rate from the target air quantity, which is set in step S18, and the To determine the cylinder internal temperature assumed at the target auto-ignition time (step S21). In this embodiment The EGR includes an internal EGR, which is achieved by regulating or controlling the opening and closing times of the inlet valve 11 and of the exhaust valve 12 (see Fig. 2) (early opening of the inlet valve 11 or late closing of the exhaust valve 12), and a external EGR, which is configured to recirculate or return exhaust gas to the intake port via an EGR port 51. In step S21, an internal target EGR rate and an external target EGR rate are defined. Then, a target intake valve opening / Closing time and a target exhaust valve opening / closing time, each of which is an opening / closing time of a respective [unclear] The inlet valve 11 and the outlet valve 12 are used to maintain or achieve the internal target EGR rate, and a target EGR valve opening, which... The opening of the EGR valve 53 to achieve the external target EGR rate is set (step S22).

[0102] Subsequently, the ECU 60 operates to achieve the target air volume by opening a target throttle opening, which limits the opening of the Throttle valve 32 is a target bypass valve opening, which is the opening of the bypass valve 39 or the bypass passage 38, and a target to determine the clutch engagement degree, which is the degree of engagement of the electromagnetic clutch 34 of the turbocharger 33 (step S23). The ECU 60 then works to transmit operating instructions to actuators of control or regulation targets in order to set the target throttle opening, to achieve the target inlet valve opening / closing time, the target exhaust valve opening / closing time, the target bypass valve opening, the target EGR valve opening, and the target clutch engagement degree (step S24). That is, the actuators or operating devices are adjusted accordingly. the target values ​​for achieving or maintaining SPCCI combustion, which are defined or set in step S18.

[0103] In the following, according to a current or actual response behavior of a combustion, with reference to each of the Target values ​​include editing a correction of the fuel injection quantity and the fuel injection timing of the injection device 15 and The ignition timing of spark plug 16 is adjusted (steps S25 to S29). A valve or the like, configured to be actuated by an actuator. To be driven is a device that has a relatively poor response time, i.e., it is not, or is not, driven immediately like the The target value is moved. An operational or actuation delay of such a device has an impact, for example, on maintaining the target value. The ECU 60 works to determine the degree of deviation between the actual combustion state and the air-fuel ratio. To determine the target combustion state based on the actuation delay and to adjust the fuel injection quantity and timing. the injection unit 15, which has excellent responsiveness, and the ignition timing of the spark plug 16, which has excellent Response behavior is corrected according to the state of internal gas, which is actually formed in combustion chamber 6. is done to correct the deviation.

[0104] Specifically, the ECU 60 works to control the cylinder internal temperature, intake charge quantity, and oxygen concentration in the cylinder at each To calculate the actual intake valve closing time for cylinder 2 (step S25). This calculation is performed by a Reference to: a detection value of the SN4 airflow sensor; the quantity of actual inlet gas which is determined by the first and second inlet temperature sensor SN5, SN7, the external EGR rate, etc. is obtained; the state variable or quantity of actual internal Gas in each cylinder 2, which consists of detection values ​​from the intake cam angle sensor SN12 and the exhaust cam angle sensor SN13, etc. is obtained, and a combustion result in the last combustion cycle. The combustion result in the last combustion cycle is It is possible to use the auto-ignition point, which is obtained from the waveform of an actual cylinder internal pressure, which derived from a detection value of the cylinder internal pressure sensor SN3.

[0105] Subsequently, the ECU 60 operates to adjust the intake charge quantity and the oxygen concentration in the cylinder based on the intake charge quantity and the oxygen concentration in the cylinder, which is specified in In step S25, a target fuel injection quantity and a target fuel injection time were calculated to determine the target air- to obtain the fuel-to-fuel ratio that was determined in step S18 (step S26). As exemplified in diagrams (a) and (b) of Fig. 5 is shown in the first air-fuel ratio mode (<lgr; > 1) and the second air-fuel ratio mode (<lgr; = 1) of the SPCCI combustion process the fuel injection in a two-stage manner. This is how the ECU works. 60 , to determine the fuel injection quantity and fuel injection timing for each of the first and second fuel injections. Then the ECU 60 works to transmit an instruction to the injection unit 15 to set the target fuel injection quantity and the target To obtain or achieve the fuel injection timing (step S27).

[0106] Subsequently, the ECU 60 operates to determine the target ignition timing of the spark plug 16 based on the cylinder internal temperature of each cylinder. 2. To correct the actual intake valve closing time (step S28). Specifically, the target ignition timing, which is specified in the Step S18 is set and corrected in a way that allows CI combustion to start at the target auto-ignition time. which is determined in step S18. Then the ECU 60 works to drive the spark plug 16 to create an air-fuel mixture at the to ignite the corrected target ignition timing (step S29).

[0107] Again referring to step S20, if the SI rate is determined to be not less than 100%, i.e. for The target combustion mode is determined to be SI combustion (first combustion) (NO in step S20), the ECU 60 to determine the target Throttle opening, target intake valve opening / closing time, target exhaust valve opening / closing time, target bypass valve opening, to adjust the target clutch engagement level, target EGR valve opening, etc. according to the target air volume, which was defined in step S18. (Step S30). Subsequently, the ECU 60 operates based on the target air volume and target combustion pressure, which were set in step S18. were determined, a target fuel injection quantity and a target fuel injection time of the injection device 15 and a corrected target To set the ignition timing of spark plug 16 (step S31). Then the ECU 60 works to control the actuators, the injection unit 15 and the to drive spark plug 16 in order to achieve the target values ​​mentioned above (step S32). <Modus-Umschaltsteuerung_Umschalten von &lgr; = 1 auf mageres A / F>

[0108] Next, the mode switching control or regulation is performed with constant torque or iso-torque (setting step). (of the air-fuel ratio mode), which is to be executed when there is a need to switch the SPCCI combustion between the first air-fuel ratio mode (< > 1) and the second air-fuel ratio mode (< = 1) in step S15, This will be described. Fig. 14 is a flowchart showing a mode-switching control system in cases where it is necessary. for switching from the second air-fuel ratio mode to the first air-fuel ratio mode, and Fig. 17 illustrates Time diagrams showing the relationships or connections between mode switching and the respective intake air volume, a show fuel quantity, ignition timing and air-fuel ratio.

[0109] If there is a need to switch modes in step S15, which is illustrated in Fig. 12 (NO in step S15 ), the processing subroutine proceeds to step S41, which is illustrated in Fig. 14. The ECU 60 (determining part 63 ) works to determine whether the mode switch from the second air-fuel ratio mode to the first air-fuel ratio mode, i.e., a Switching the SPCCI combustion from X = 1 to a lean A / F or not (step S41). If determined for mode switching will switch from the second air-fuel ratio mode to the first air-fuel ratio mode (JA in step S41). ), the determining part 63 works to instruct the combustion control part 61 to regulate or control a change to change the air-fuel ratio A / F from > = 1 to a lean A / F, while maintaining a constant engine output torque during the The switching will be maintained.

[0110] Specifically, the ECU 60 (combustion control unit 61) operates to control the intake air quantity by adjusting the opening to increase the throttle valve 32 (step S42), and to increase the fuel injection quantity of the injection device 15 (step S43). Under Referring to Fig. 17, a time period from time T0 to time T1 is an execution period of the second air-fuel ratio mode. and it is a time period from time T1 to time T2, a mode switching period from the second air-fuel ratio mode to the First air-fuel ratio mode. The ECU 60 works to ensure that the intake air quantity and the fuel quantity are adjusted within a given time period. The time from time T0 to time T1 is increased proportionally in the time period between time T1 and time T2, as shown in the diagrams. This is shown. Specifically, as the intake air volume is gradually or increasingly increased to shift the air-fuel ratio towards... To change the mixture on a lean side, the amount of fuel is also increased. This aims to avoid a situation where an air-fuel mixture is formed to have an air-fuel ratio that causes NOx production.

[0111] In parallel to the above, the ECU 60 operates to control the ignition timing of the spark plug 16 in the time period between time T1 and the Delay time T2 (step S44). This is intended to suppress a situation where the engine output torque is directed towards a The upward side fluctuates due to an increase in the amount of fuel during the time period between time T1 and time T2. The delay of the The ignition timing is adjusted in such a way that, together with a gradual increase in the amount of fuel, the ignition timing is advanced. The ignition timing is gradually shifted towards a delay side. As a result of the ignition delay, the engine output torque is reduced, so... that it is possible to counteract or compensate for an increasing torque corresponding to the increase in fuel quantity, thereby... The motor output torque is kept constant during the time period between time T1 and time T2.

[0112] The ECU 60 operates to determine whether the intake air quantity has reached a target value or not, which was set for the first air-fuel ratio mode (< 1) (step S45). This target value for the intake air quantity is a value of the Intake air volume capable of achieving or maintaining an air-fuel ratio that is essentially free from the generation of NOx is present. In this embodiment, an air-fuel ratio A / F of 25 / 1 is a rich or fat limit of the first air-fuel mixture mode. A lean combustion ratio (A / F) free from NOx production, and an A / F air-fuel ratio of 30 / 1 is a given air- Fuel ratio in the first air-fuel ratio. In step S45, it is determined whether the air-fuel ratio has reached 25. Then, if it is determined that the air-fuel ratio has not reached 25 (NO in step S45), the modifications in the Steps S42 to S44 are repeated. That is, the intake air quantity and the fuel quantity are further increased, and the ignition timing is adjusted. further delayed.

[0113] On the other hand, if the intake air quantity is determined to have reached a value which is capable of producing an air-fuel mixture To achieve a ratio of 25 (JA in step S45), the ECU 60, in order to quickly reduce the fuel quantity to a value which is suitable for a Formation of a lean air-fuel mixture is necessary for the first air-fuel ratio mode (step S46). The time T2 in the The time diagram in Fig. 17 corresponds to the point in time of the rapid drop or decrease. As a result, an air-fuel mixture with an air-fuel ratio free from the generation or production of NOx in the first air-fuel ratio mode (< 1) in the Combustion chamber 6 is formed. At this point, the process of reducing the torque becomes unnecessary. This is how the ECU 60 to end the ignition delay (step S47). The intake air quantity is subsequently adjusted sequentially, even after a certain time. T2 is increased. That is, the intake air volume is increased up to a time T2A when it reaches a value that leads to achieving the given air- capable of a fuel-to-air ratio of 30. <Modus-Umschaltsteuerung_Umschalten von magerem A / F zu &lgr; = 1>

[0114] Next, with reference to Fig. 15 and Fig. 17, the mode switching control or regulation is described while maintaining a constant Torque or iso-torque to be executed when there is a need to switch from the first air-fuel ratio- The first mode (> > 1) and the second air-fuel ratio mode (> = 1) are described. Fig. 15 is a flowchart which illustrates this. Mode switching control or regulation in this case shows where there is a need to switch from the first air-fuel ratio- There is a second air-fuel ratio mode.

[0115] If the mode switching does not work from the second air-fuel ratio mode to the first air-fuel ratio mode If the setting is changed (NO in step S41), the processing subroutine proceeds to step S51, which is illustrated in Fig. 15. In this case The determining part 63 of the ECU 60 works to instruct the combustion control part 61 to regulate or control a to change the air-fuel ratio A / F from a lean A / F to <= 1, while keeping the engine output torque constant is maintained during mode switching.

[0116] Specifically, the ECU 60 (combustion control unit 61) operates to control the intake air quantity by adjusting the opening of the The throttle valve 32 is reduced (step S51). On the other hand, the fuel injection quantity is maintained by the injection unit 15 (step S52). Referring to Fig. 17, a time period from time T2 to time T3 is an execution period of the first air-fuel Ratio mode, and a time period from time T3 to time T5 is a mode switching period from the first air-fuel ratio- Mode to the second air-fuel ratio mode. The ECU 60 works to ensure that the intake air quantity during the time period from the Time T2A until time T3 reaches the first air-fuel ratio mode (<lgr; > 1) in order to operate in the time period between time T3 and time T4 to be reduced, as shown in the diagrams. On the other hand, the fuel injection quantity in the time period between time T3 and The time T4 is the same as the time period from time T2A to time T3.

[0117] Subsequently, the ECU 60 operates to determine whether the intake air quantity is a given reduced intake air quantity (air-fuel mixture). ratio) has been reached or not (step S53). This reduced intake air volume is a value of the intake air volume that is capable of providing an air- To achieve a fuel-air ratio (A / F) of 25 / 1, which represents a rich or fat limit of the first air-fuel mixture mode. The air-fuel ratio (lean combustion) is free from NOx production. If it is determined that the air-fuel ratio is not 25 If the desired value is reached (NO in step S53), the processing subroutine returns to step S51, in which the intake air quantity is further reduced. becomes.

[0118] On the other hand, if it is determined that the intake air quantity has reached a value which leads to the achievement of an air- fuel ratio of 25 (JA in step S53) at a time T4 is capable of regulating or controlling a prevention of generation executed by NOx. Specifically, the ECU 60 works to increasingly or gradually reduce the intake air volume (step S54), and to At the time T4, the fuel injection quantity of the injection device 15 is rapidly increased in order to create an air-fuel mixture with an air-fuel mixture. A ratio of 14.7 (X = 1) is calculated based on a value of the intake air volume at time T4 (step S55). To maintain X = 1, After the T4 period, the fuel injection quantity is also reduced in conjunction with the reduction in the intake air quantity. This makes it possible to achieve a To avoid a situation where an air-fuel mixture is formed to exhibit an air-fuel ratio that results in the generation of NOx is produced. Furthermore, the ECU 60 works to quickly adjust the ignition timing of spark plug 16 according to the intake air quantity at time T4. and to delay the fuel injection quantity at time T4 in order to increase torque in proportion to the increase in fuel quantity to cancel or compensate for (step S56), as in the previously mentioned step S44. This makes it possible to eliminate or compensate for torque fluctuations in the To prevent the T4 time range.

[0119] The ECU 60 operates to determine whether the intake air quantity has reached a target value for the intake air quantity, which is necessary for the The second air-fuel ratio mode (<= 1) was set (step S57). That is, it is determined whether the intake air quantity is set to a certain value. was reduced or not, which is capable of performing the second air-fuel ratio mode, even though the air-fuel ratio reduced to 14.7 at time T4. If it is determined that the intake air volume has not been reduced to the value (NO in step S57), the operations in steps S54 to S56 will be repeated. That is, the intake air quantity and the fuel quantity will be further adjusted. The ignition timing is increased and gradually restored. This makes it possible to maintain a constant output torque. to maintain the time period from time T4 to time T5.

[0120] On the other hand, when the intake air quantity is determined, the target value for the second air-fuel ratio mode (<lgr; = 1) to have achieved (YES in step S57), the ECU 60 to further reduce the intake air quantity and the fuel injection quantity Stop (step S58). Time T5 in the timing diagrams of Fig. 17 corresponds to the time of stopping or halting. In this way, an air-fuel mixture with <= 1, which determines the intake air quantity for the second air-fuel ratio- Mode fulfilled, formed in combustion chamber 6. Then the ECU 60 works to end the ignition delay at time T5 (step). S59). At a point immediately before time T5, the torque reduction is automatically minimized by the ignition delay. After Upon completion of step S47 in Fig. 14 or step S59 in Fig. 59, the processing subroutine proceeds to “RETURN” in Fig. 13 over, i.e. returns to step S11 in Fig. 12, and the same operations are repeated. [Modifications]

[0121] Although the present invention has been described based on one embodiment thereof, it is understandable that the present The invention is not limited to or restricted to this embodiment. For example, the embodiment can be modified as follows.

[0122] (1) As an example of a vehicle, the above embodiment shows vehicle 100, which consists of a front-engine, front-wheel-drive The vehicle exists. However, the engine control method and the engine system of the present invention can also be applied to a front-engine vehicle. Rear-wheel drive vehicle, four-wheel drive vehicle and hybrid vehicle, which uses an engine as one of its drive sources, which is configured to be powered by electrical power supplied by a battery or capacitor. is used, and an internal combustion engine is employed.

[0123] (2) The above embodiment shows an example where the torque reduction is used for vehicle behavior control or regulation. is prohibited if it eliminates the need to switch modes between the first air-fuel ratio mode (< 1) and the second. Air-fuel ratio mode (<= 1) exists (NO in step S15, which is illustrated in Fig. 12). However, in a situation where it is necessary for combustion is less likely to become unstable, since the air-fuel ratio of an air-fuel mixture, which is present in the first The air-fuel ratio mode is formed when X = 1; the determination in step S15 can be omitted to allow the Torque reduction is always performed for vehicle behavior control.

[0124] (3) Furthermore, if there is a need for mode switching, instead of prohibiting torque reduction for the Vehicle behavior control or management temporarily switches modes during an execution of the vehicle behavior control. or control may be or will be prohibited.

[0125] (4) The above embodiment shows an example of the delay suppression control or regulation, which is configured as follows: is that during the SPCCI combustion (example in Fig. 10(A)) or during the first air-fuel ratio mode of the SPCCI Combustion (examples in Fig. 10 (B) and Fig. 12 to Fig. 15) means to reduce torque for vehicle behavior control or - To obtain control, completely from the ignition delay (delay control or regulation) to the regulation or control of a Fuel quantity reduction can be switched on. However, instead of prohibiting ignition delay, the ignition delay control can be activated. or control system configured or designed in such a way that part of the torque reduction is used for vehicle behavior control or control. is achieved or maintained through the ignition delay (regulation or control of limiting the degree of ignition delay) and the remaining part is achieved by regulating or controlling a reduction in fuel quantity.

[0126] Fig. 18 is a tabular diagram showing a modification of a delay suppression control or regulation. Figure 18 shows diagram (a) of the total fuel injection quantity and the ignition timing in SI combustion. In SI combustion, The total fuel injection quantity is a quantity of f4, and the ignition timing is or will be set at a crankshaft angle CA21 under the condition set or fixed by "without torque reduction", and at a crank angle CA23, which is delayed relative to CA21 is set under the condition of "with a torque reduction". A diagram (b) shows the parameters in the SPCCI. Combustion, where diagram (b1) shows an example of "without torque reduction", and diagram (b2) shows an example The delay suppression control or control shows in which the ignition delay is set under the condition of "with Torque reduction is prohibited. In the SPCCI combustion, which is illustrated in diagram (b2), the entire Fuel injection quantity reduced from f13 to f11 compared to diagram (b1). On the other hand, the ignition timing is the same as in the Diagram (b1) indicates that the ignition delay is not performed. Diagram (b1) and diagram (b2) each correspond to the first air-fuel ratio mode 71A and the first air-fuel ratio mode 71B of the SPCCI combustion, as previously based as described in Fig. 16.

[0127] Furthermore, diagram (b3) shows a modification of the delay suppression control in the SPCCI combustion. Although The total fuel injection quantity f12 for the SPCCI combustion in the diagram (b3) is less than f13 for the SPCCI combustion (W / O). Torque reduction), which is illustrated in diagram (b1), is set or fixed to be greater than f11 for the SPCCI combustion (W torque reduction / prohibition of ignition delay). Furthermore, the crankshaft angle of the ignition timing is or will be used for The SPCCI combustion in the diagram (b3) is set to CA22, which is relative to the ignition point (CA21) for the SPCCI combustion in The ignition point (CA23) for SI combustion is delayed in diagrams (b1) and (b2), but advanced relative to the ignition point (CA23) in diagrams (a). According to this delay suppression regulation or control, the degree of ignition delay is reduced by a difference between the Crankshaft angles CA23 and CA22 are suppressed or reduced, thus reducing the risk of misfires or similar issues. Furthermore, The deficiency or inadequacy of the ignition delay is covered by the reduction (f13 - f12) of the fuel injection quantity, so that It is possible to achieve or maintain a reduction in torque, which is necessary for vehicle behavior control.

[0128] (5) As another modification, the delay suppression control can be configured or constructed in such a way that that part of the torque reduction for vehicle behavior control is achieved through ignition delay (control or... (Control of a limiting of the degree of ignition delay) is obtained without the remaining portion being controlled by the regulation or control. to cover the fuel quantity reduction as described in section (4). That is, if the delay suppression control or control If the torque reduction is carried out, it does not necessarily have to be supplemented by other means. Reference symbol list 1: Motor 2: cylinder 15: Injection system (fuel injection system)16: spark plug 60: ECU (control unit or controller) 61: Combustion control unit 62: Vehicle behavior control unit 63: Determination section 100: vehicle 120: front road wheel (steerable road wheel / drive road wheel) 107: accelerator SN10: Accelerator pedal position sensor (operating status sensor) SN11: Steering angle sensor QUOTES INCLUDED IN THE DESCRIPTION

[0000] This list of documents cited by the applicant was generated automatically and is solely for the better information of the Readers' contributions were included. The list is not part of the German patent or utility model application. The DPMA assumes no liability whatsoever. for any errors or omissions. Cited patent literature

[0000] JP 2001073775 A

[0003] JP 6112304 B

[0003] < / details>

Claims

[1] Control method for an engine mounted on a vehicle which has steerable road wheels and is mechanically connected to coupled to the vehicle's drive road wheels, and which includes a spark plug, the control procedure comprising: a combustion mode setting step of selecting a combustion mode of the engine between a first combustion mode, in in which an entirety of an air-fuel mixture is burned in a cylinder of the engine by the propagation of a flame, which generated by the spark plug, and a second combustion mode in which at least part of an air-fuel mixture is in the cylinder is burned by self-ignition, based on an operating condition of the engine; an adjustment step of a decreasing torque of setting or defining a torque reduction magnitude by which a to reduce the engine's output torque based on the steering angle of the steerable road wheels; a torque reduction step of executing a delay control or regulation for regulating or controlling the spark plug, to delay an ignition timing based on the degree of torque reduction, which is determined in the adjustment step of a decreasing Torque is set when the first combustion mode is selected in the combustion mode setting step; and a suppression step of executing a delay suppression control or regulation for suppressing a degree the delay control or regulation based on the torque reduction extent, which is determined in the setting step of a decreasing Torque is set when the second combustion mode is selected in the combustion mode setting step. [2] Control method according to claim 1, further comprising a mode setting step of an air-fuel ratio, when the second The combustion mode is selected in the combustion mode setting step, which involves selecting an air-fuel ratio mode between a first air-fuel ratio mode in which the air-fuel mixture is adjusted to be leaner than a stoichiometric mixture air-fuel ratio mode, and a second air-fuel ratio mode in which the air-fuel mixture is adjusted, to be equal to or richer than the stoichiometric air-fuel ratio, based on the engine's operating condition, wherein the Delay suppression control is executed in the suppression step when the first air-fuel ratio mode is selected. in the setting step of the air-fuel ratio mode is selected. [3] Control method according to claim 1 or 2, further comprising a mode setting step of the air-fuel ratio, if the second The combustion mode is selected in the combustion mode setting step, which involves selecting an air-fuel ratio mode between a first air-fuel ratio mode in which the air-fuel mixture is adjusted to be leaner than a stoichiometric mixture air-fuel ratio mode, and a second air-fuel ratio mode in which the air-fuel mixture is adjusted, to be equal to or richer than the stoichiometric air-fuel ratio, based on the engine's operating condition, wherein the Deceleration control is performed in the torque reduction step when the second air-fuel ratio mode is in the The setting step for the air-fuel ratio mode is selected. [4] Control method according to any one of claims 1 to 3, wherein the delay suppression control is configured to the To prohibit delaying the ignition timing of the spark plug. [5] Control method according to any one of claims 1 to 3, wherein the delay suppression control is configured to to limit the degree of delay in the ignition timing of the spark plug. [6] Engine system, comprising: an engine mounted on a vehicle which has steerable road wheels, and mechanically connected to the drive road wheels of the coupled to the vehicle, the engine including a spark plug; an operating status sensor configured to detect an operating state of the motor; a steering angle sensor configured to detect the steering angle of the steerable road wheels; and a control or regulating device, where the control device is configured to: a combustion mode of the engine between a first combustion mode, in which an entirety of an air-fuel mixture is burned in a cylinder of the engine by propagation of a flame which is generated by the spark plug, and a second combustion mode in which at least part of an air-fuel mixture in the cylinder is burned by auto-ignition, based on a detection result to be selected by the operating status sensor; A torque reduction magnitude by which the output torque of the motor is to be reduced, based on a detection result. to be set or determined by the steering angle sensor; to implement a delay control or regulation system for regulating or controlling the spark plug in order to determine an ignition timing based on the to delay the set or specified torque reduction level when the first combustion mode is selected; and a control system for suppressing a degree of delay control based on the set value To perform torque reduction when the second combustion mode is selected.