# US 10,309,334 B2 · Control device of internal combustion engine > Agents: this data is available as JSON from the patentgrep API and MCP server — see https://patentgrep.com/llms.txt - Number: US 10,309,334 B2 - Document ID: US10309334B2 - Status: Granted - Kind: B2 - Application number: 15/860,862 - Filed: 2018-01-03 - Published: 2018-07-12 - Granted: 2019-06-04 - Earliest claimed: 2017-01-12 - Assignees: Toyota Jidosha Kabushiki Kaisha - Applicants: Toyota Jidosha Kabushiki Kaisha - Inventors: Akihiko Negami; Naoyoshi Matsubara - Web page: https://patentgrep.com/patent/US10309334B2 ## CPC - F02D 41/3041: {with means for triggering compression ignition, e.g. spark plug} - F02D 35/02: on interior conditions - F02D 41/3035: {a mode being the premixed charge compression-ignition mode} - F02D 41/3064: {with special control during transition between modes} - F02D 41/401: {Controlling injection timing (F02D41/402 takes precedence)} - F02D 41/402: {Multiple injections} - F02D 41/403: {with pilot injections} - F02D 35/024: {using an estimation} - F02D 35/026: {using an estimation} - F02D 35/028: {by determining the combustion timing or phasing} - F02D 41/1458: {with determination means using an estimation} - F02D 2041/1433: {using a model or simulation of the system} - F02D 2041/389: {for injecting directly into the cylinder} - F02D 2200/0406: Intake manifold pressure - F02D 2200/0416: Estimation of air temperature - F02D 2200/0614: Actual fuel mass or fuel injection amount - F02D 2200/101: Engine speed - Y02T 10/40: Engine management systems - F02D: CONTROLLING COMBUSTION ENGINES (vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed B60K31/00; conjoint control of vehicle sub-units of different type or different function, road vehicle drive control systems for purposes other than the control of a single sub-unit B60W) - Y02T: CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION ## Abstract The control device controls an internal combustion engine comprising a fuel injector 31. The control device comprises an injection control part controlling fuel injection from the fuel injector. The injection control part controls the fuel injections so as to perform a plurality of pre-injections and a main injection and so that the pre-injected fuel is burned by compression self-ignition after the start of main injection. The injection control part controls the fuel injector so as to perform the pre-injections and main injection at basic injection timings during steady operation, and performs correction control so as to correct the injection timings from the basic injection timings during transient operation. In correction control, the larger a crank angle from TDC of the injection timings of the different injections before correction, the greater the amounts of correction of the injection timings of the injections. ## Claims ### Claim 1 A control device of an internal combustion engine for controlling the internal combustion engine, wherein the internal combustion engine comprises a fuel injector directly injecting fuel into a combustion chamber, the control device comprising an injection control part controlling fuel injection from the fuel injector, wherein the injection control part is configured to control fuel injection from the fuel injector so that the fuel injector performs pre-injection a plurality of times, then performs main injection and so that after starting the main injection, at least part of a premixed gas formed by the pre-injections burns by compression self-ignition, the injection control part is configured to control the fuel injector so as to perform the pre-injections and the main injection at injection timings calculated based on engine load and engine speed when the internal combustion engine is operated in a steady operation mode in which the engine load and engine speed are maintained at substantially constant amounts and amounts of change per unit time of supercharging pressure and exhaust gas recirculation (EGR) rate are less than or equal to respective predetermined values, and when the internal combustion engine is operated in a transient operation mode in which the engine load and the engine speed are changing and the amounts of change per unit time of the supercharging pressure and the EGR rate are greater than the respective predetermined values, the injection control part is configured to perform correction control correcting injection timings of the main injection and the pre-injections from the injection timings calculated based on the engine load and the engine speed with respect to a time when the internal combustion engine is in the steady operation mode, and, in the correction control, the injection timings of the main injection and the pre-injections are corrected by relatively larger amounts at relatively larger crank angles from TDC before correction than at relatively smaller crank angles from TDC before correction. ### Claim 2 (depends on 1) The control device of an internal combustion engine according to claim 1, further comprising an intake pressure detection part detecting or estimating a pressure of intake gas in the combustion chamber, wherein the injection control part is configured, in the correction control, to correct the injection timings of the main injection and the pre-injections so that the injection timings of the main injection and the pre-injections are retarded relatively more at relatively higher pressures of intake gas detected or estimated by the intake pressure detection part than at relatively lower pressures of the intake gas. ### Claim 3 (depends on 1) The control device of an internal combustion engine according to claim 1, further comprising an intake temperature detection part detecting or estimating a temperature of intake gas in the combustion chamber, wherein the injection control part is configured, in the correction control, to correct the injection timings of the main injection and the pre-injections so that the injection timings of the main injection and the pre-injections are retarded relatively more at relatively higher temperatures of the intake gas detected or estimated by the intake temperature detection part than at relatively lower temperatures of the intake gas. ### Claim 4 (depends on 2) The control device of an internal combustion engine according to claim 2, further comprising an intake temperature detection part detecting or estimating a temperature of intake gas in the combustion chamber, wherein the injection control part is configured, in the correction control, to correct the injection timings of the main injection and the pre-injections so that the injection timings of the main injection and the pre-injections are retarded relatively more at relatively higher temperatures of the intake gas detected or estimated by the intake temperature detection part than at relatively lower temperatures of the intake gas. ### Claim 5 (depends on 1) The control device of an internal combustion engine according to claim 1, further comprising an oxygen density detection part for detecting or estimating an oxygen density of intake gas in the combustion chamber, wherein the injection control part is configured to correct the injection timings of the main injection and the pre-injections so that the injection timings of the main injection and the pre-injections are retarded relatively more at relatively higher oxygen density of the intake gas detected or estimated by the oxygen density detection part than at relatively lower oxygen density of the intake gas. ### Claim 6 (depends on 2) The control device of an internal combustion engine according to claim 2, further comprising an oxygen density detection part for detecting or estimating an oxygen density of intake gas in the combustion chamber, wherein the injection control part is configured to correct the injection timings of the main injection and the pre-injections so that the injection timings of the main injection and the pre-injections are retarded relatively more at relatively higher oxygen density of the intake gas detected or estimated by the oxygen density detection part than at relatively lower oxygen density of the intake gas. ### Claim 7 (depends on 3) The control device of an internal combustion engine according to claim 3, further comprising an oxygen density detection part for detecting or estimating an oxygen density of intake gas in the combustion chamber, wherein the injection control part is configured to correct the injection timings of the main injection and the pre-injections so that the injection timings of the main injection and the pre-injections are retarded relatively more at relatively higher oxygen density of the intake gas detected or estimated by the oxygen density detection part than at relatively lower oxygen density of the intake gas. ### Claim 8 (depends on 4) The control device of an internal combustion engine according to claim 4, further comprising an oxygen density detection part for detecting or estimating an oxygen density of intake gas in the combustion chamber, wherein the injection control part is configured to correct the injection timings of the main injection and the pre-injections so that the injection timings of the main injection and the pre-injections are retarded relatively more at relatively higher oxygen density of the intake gas detected or estimated by the oxygen density detection part than at relatively lower oxygen density of the intake gas.