# US 11,028,787 B2 · Control system for internal combustion engine

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- Number: US 11,028,787 B2
- Document ID: US11028787B2
- Status: Granted
- Kind: B2
- Application number: 16/430,481
- Filed: 2019-06-04
- Published: 2020-01-02
- Granted: 2021-06-08
- Earliest claimed: 2018-06-27
- Assignees: Toyota Jidosha Kabushiki Kaisha; Yamaha Motor Co., Ltd.
- Applicants: Taketo Nagasaki; Daijiro Tanaka; Kouji Takasu
- Inventors: Taketo Nagasaki; Daijiro Tanaka; Kouji Takasu
- Web page: https://patentgrep.com/patent/US11028787B2

## CPC

- F02D 35/025: {by determining temperatures inside the cylinder, e.g. combustion temperatures}
- F02B 23/105: {the fuel is sprayed directly onto or close to the spark plug}
- F02D 41/047: {Taking into account fuel evaporation or wall wetting; (special correction after fuel cut-off F02D41/126)}
- F02D 41/401: {Controlling injection timing (F02D41/402 takes precedence)}
- F02P 5/045: {combined with electronic control of other engine functions, e.g. fuel injection (in general F02D37/02)}
- F02B 2023/106: {Tumble flow, i.e. the axis of rotation of the main charge flow motion is horizontal}
- F02B 2075/125: {Direct injection in the combustion chamber for spark ignition engines, i.e. not in pre-combustion chamber}
- F02D 2041/0015: {for engines with means for controlling swirl or tumble flow, e.g. by using swirl valves}
- F02D 2250/31: Control of the fuel pressure
- 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)
- F02B: INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL (gas-turbine plants F02C; hot-gas or combustion-product positive-displacement engine plants F02G)
- F02P: IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES ({anti-pollution means for internal-combustion engines F02B17/00}; specially adapted for rotary-piston or oscillating-piston engines F02B53/12; {ignition of gas turbine plants F02C7/26; ignition of jet propulsion plants F02K9/95; starting of combustion engines F02N9/00}; ignition of combustion apparatus in general, glowing plugs F23Q; measuring of physical variables in general G01; controlling in general G05; data processing in general G06; electrical components in general see Section H; {ignition coils H01F38/12}; sparking plugs H01T13/00)

## Abstract

The center injection engine is an engine equipped with the direct injector and an ignition apparatus at center of a ceiling part of the combustion chamber. The positive tumble flow flows from the intake port side to the exhaust port side on the ceiling part side of the combustion chamber, and also flows from the exhaust port side to the intake port side on the piston top part side. The ECU calculates the injection timing of the direct injector based on the engine load. In the first injection control, the higher the engine load becomes, the more the end crank angle is retarded.

## Claims

### Claim 1

A control system for an internal combustion engine comprising a combustion chamber of the internal combustion engine in which positive tumble flow is generated; an ignition apparatus which is provided as a center of a ceiling part of the combustion chamber; and a direct injector which is provided adjacent to the ignition apparatus, the control system comprising:
a control unit which is configured to control injection timing of the direct injector based on a load of the engine,
wherein when the load of the engine is below a predetermined load, the control unit is configured to control the injection timing to a first crank angle section with a first start crank angle and a first end crank angle which are both within an intake stroke of the engine,
wherein in a first control mode, when the load of the engine is greater than the predetermined load, the control unit is configured to control the injection timing to a second crank angle section with a second start crank angle and a second end crank angle, the second start crank angle being within the intake stroke of the engine and on a retard side of the first crank angle; and the second end crank angle being within a first half of a compression stroke of the engine,
wherein in a second control mode, when the load of the engine is greater than the predetermined load the control unit is configured to control the injection timing to a third crank angle section, a start crank angle of the third crank angle section being the same as the first crank angle, and an end crank angle of the third crank angle section being within the first half of the compression stroke of the engine, and
wherein in the second control mode the control unit is configured to decrease fuel pressure in a fuel tubing providing the direct injector with fuel in a compressed state from a maximum value.

### Claim 2 (depends on 1)

The control system according to claim 1,
wherein, in the second control mode, the control unit is configured to decrease the fuel pressure as the engine load increases.