1. A vehicle engine control apparatus that balances oil dilution and particulate matter emission of an engine by optimizing injection timing of the engine, characterized by comprising:

a determination unit that determines whether the engine needs to optimize injection timing based on at least one of a vehicle mileage and an air-fuel ratio correction value; and

and an injection timing optimization unit that, when the determination unit determines that the injection timing needs to be optimized, adjusts the injection timing in a predetermined step using the current injection timing as an origin under each specified condition of the engine, records an air-fuel ratio correction coefficient corresponding to each injection timing, selects the injection timing corresponding to the minimum air-fuel ratio correction coefficient as an injection timing optimization value, and generates and applies a map of each specified condition and the injection timing optimization value.

2. The vehicle engine control apparatus according to claim 1,

and the judging unit sets different mileage intervals according to the mileage range where the current vehicle mileage is located, and judges that the injection time needs to be optimized when the mileage intervals are reached.

3. The vehicle engine control apparatus according to claim 1,

the determination means determines that the injection timing needs to be optimized when the air-fuel ratio correction value exceeds a predetermined upper limit value.

4. The vehicle engine control apparatus according to claim 1,

the determination means determines that the injection timing needs to be optimized when the number of times the air-fuel ratio correction value exceeds the predetermined upper limit value is integrated to reach the predetermined number of times.

5. The vehicle engine control apparatus according to claim 3 or 4,

the determination means updates the predetermined upper limit value when the average value fluctuation of the air-fuel ratio correction value exceeds a predetermined ratio of an allowable range.

6. The vehicle engine control apparatus according to claim 1,

in the injection timing optimizing unit, the specified operating condition is set by an engine speed and an engine load.

7. The vehicle engine control apparatus according to claim 1,

and in the injection time optimization unit, for each specified working condition, acquiring a plurality of air-fuel ratio correction coefficients and calculating an average value at each injection time, and selecting the injection time corresponding to the minimum average value as an injection time optimization value.

8. A vehicle engine control method that balances engine oil dilution and particulate matter emission of an engine by optimizing injection timing of the engine, characterized by comprising the steps of:

a determination step of determining whether or not the engine needs to optimize an injection timing based on at least one of a vehicle mileage and an air-fuel ratio correction value; and

and an injection timing optimization step of, when it is determined by the determination step that the injection timing needs to be optimized, adjusting the injection timing in a predetermined step using the current injection timing as an origin under each specified condition of the engine, recording an air-fuel ratio correction coefficient corresponding to each injection timing, selecting the injection timing corresponding to the minimum air-fuel ratio correction coefficient as an injection timing optimization value, and generating and applying a map of each specified condition and the injection timing optimization value.

9. The vehicle engine control method according to claim 8,

in the judging step, different mileage intervals are set according to the mileage range where the current vehicle mileage is located, and when the mileage intervals are reached, it is judged that the injection time needs to be optimized.

10. The vehicle engine control method according to claim 8,

in the determining step, it is determined that the injection timing needs to be optimized when the air-fuel ratio correction value exceeds a predetermined upper limit value.

11. The vehicle engine control method according to claim 8,

in the determining step, it is determined that the injection timing needs to be optimized when the number of times the air-fuel ratio correction value exceeds the predetermined upper limit value is integrated to reach the predetermined number of times.

12. The vehicle engine control method according to claim 10 or 11,

in the determining step, the predetermined upper limit value is updated when the fluctuation of the average value of the air-fuel ratio correction value exceeds a predetermined ratio of an allowable range.

13. The vehicle engine control method according to claim 8,

in the injection timing optimization step, the specified operating condition is set by an engine speed and an engine load.

14. The vehicle engine control method according to claim 8,

and in the injection time optimization step, for each specified working condition, acquiring a plurality of air-fuel ratio correction coefficients and calculating an average value at each injection time, and selecting the injection time corresponding to the minimum average value as an injection time optimization value.

15. A storage medium characterized in that,

the storage medium stores a program that causes a computer to execute the vehicle engine control method according to any one of claims 8 to 14.

Background

With the increase of the driving mileage of the vehicle, the problems of aging of parts, carbon deposition and the like can occur after the engine of the vehicle runs for a long time. At this time, the fuel and the incomplete combustion products form an oil film on the cylinder wall surface of the engine, and the oil film is mixed into the engine oil with the movement of the piston, resulting in dilution of the engine oil. In the initial idling stage of engine starting, fuel atomization is poor, fuel is easy to adhere to the wall surface of a cylinder, and the engine oil dilution phenomenon is particularly serious. Fig. 1 shows a graph of oil dilution ratio versus engine speed at an engine load of 80. As shown in fig. 1, the oil dilution phenomenon is relatively severe in the initial idle stage of the engine start, and the oil dilution rate gradually decreases as the engine speed increases.

The dilution of the oil causes the problems of rising oil level, lowering oil pressure, and increasing crankcase oil mass. In addition, engine oil dilution can lead to reduced engine oil viscosity, reduced engine oil life, and reduced engine oil lubrication and cooling, fuel economy, and power performance.

In order to cope with the problem of oil dilution, a method has been proposed in which the injection timing of the engine is advanced, and the injection is performed at a position further upward than the piston, so that the area of the wall surface of the cylinder where the fuel is injected is reduced, thereby achieving the effect of reducing the oil dilution.

However, in this method, if the injection timing of the engine is advanced and the injection is performed at a position further upward than the piston, the area of the piston surface where the fuel is injected and the amount of fuel increase, resulting in uneven mixture of fuel and air, poor combustion effect, and deterioration of Particulate Matter (PM) emission, and there is a possibility that the method does not meet increasingly stringent national standard PM emission regulations.

Further, patent document 1 discloses a system and method for reducing engine oil dilution by estimating an oil dilution quality index, setting an oil dilution threshold, and adjusting injection timing of an engine when it is detected that an oil dilution amount exceeds a threshold level, thereby optimizing oil dilution.

Prior Art

Patent document 1: chinese patent CN105240087A

Disclosure of Invention

Technical problem to be solved by the invention

However, in patent document 1, only the injection timing that is most favorable for oil dilution is considered when it is detected that the amount of oil dilution exceeds the threshold level, but no consideration is given to the possibility of causing deterioration of PM emission such that the PM emission does not reach the standard. Therefore, the balance between the dilution of the engine oil and the emission of the PM cannot be taken into consideration, and the continuous adjustment of the balance between the engine oil and the PM cannot be realized. Further, the estimation of the oil dilution ratio in patent document 1 is not accurate enough, and there is a problem that the adjustment is delayed.

The present invention has been made to solve the above problems, and an object thereof is to provide a vehicle engine control device and a vehicle engine control method that balance oil dilution and particulate matter emission of an engine by optimizing injection timing of the engine.

Technical scheme for solving technical problem

The present invention relates to a vehicle engine control device that balances engine oil dilution and particulate matter emission of an engine by optimizing injection timing of the engine, including: a determination unit that determines whether the engine needs to optimize injection timing based on at least one of a vehicle mileage and an air-fuel ratio correction value; and an injection timing optimization unit that adjusts injection timing in a predetermined step length using the current injection timing as an origin under each specified condition of the engine when the determination unit determines that the injection timing needs to be optimized, records an air-fuel ratio correction coefficient corresponding to each injection timing, selects the injection timing corresponding to the minimum air-fuel ratio correction coefficient as an injection timing optimization value, and generates and applies a map of each specified condition and the injection timing optimization value.

Preferably, in the vehicle engine control device, the determination unit sets a different mileage interval according to a mileage range in which the current vehicle mileage is present, and determines that the injection timing needs to be optimized when the mileage interval is reached.

Preferably, in the vehicle engine control device, the determination unit determines that the injection timing needs to be optimized when the air-fuel ratio correction value exceeds a predetermined upper limit value.

Preferably, in the vehicle engine control device, the determination means determines that the injection timing needs to be optimized when the number of times the air-fuel ratio correction value exceeds the predetermined upper limit value is integrated to reach the predetermined number of times.

In the vehicle engine control device, it is preferable that the determination unit updates the predetermined upper limit value when the average value fluctuation of the air-fuel ratio correction value exceeds a predetermined ratio of an allowable range.

Preferably, in the vehicle engine control device, in the injection timing optimization unit, the specified operation condition is set by an engine speed and an engine load.

Preferably, in the vehicle engine control device, the injection timing optimization means acquires a plurality of air-fuel ratio correction coefficients for each of the predetermined conditions at each injection timing, calculates an average value, and selects an injection timing corresponding to a minimum average value as the injection timing optimization value.

The invention also relates to a vehicle engine control method that balances engine oil dilution and particulate matter emission of an engine by optimizing injection timing of the engine, comprising the steps of: a determination step of determining whether or not the engine needs to optimize an injection timing based on at least one of a vehicle mileage and an air-fuel ratio correction value; and an injection timing optimization step of, when it is determined by the determination step that the injection timing needs to be optimized, adjusting the injection timing in a predetermined step using the current injection timing as an origin under each specified condition of the engine, recording an air-fuel ratio correction coefficient corresponding to each injection timing, selecting the injection timing corresponding to the minimum air-fuel ratio correction coefficient as an injection timing optimization value, and generating and applying a map of each specified condition and the injection timing optimization value.

The present invention also relates to a storage medium storing a program for causing a computer to execute the vehicle engine control method described above.

Effects of the invention

According to the vehicle engine control device and the vehicle engine control method of the present invention, it is determined whether the engine needs to optimize the injection timing based on at least one of the vehicle mileage and the air-fuel ratio correction value, and when it is determined that the engine needs to optimize the injection timing, the injection timing is adjusted to confirm the injection timing corresponding to the time when the air-fuel ratio correction coefficient is minimum, thereby constantly optimizing the injection timing to achieve the balance between the oil dilution and the particulate matter emission of the engine.

Drawings

Fig. 1 is a graph showing a relationship between an oil dilution ratio and an engine speed when an engine load is 80.

Fig. 2 is a graph showing the relationship between the engine oil dilution rate and the PM discharge amount and the injection timing, and the relationship between the closed-loop feedback target air-fuel ratio and the air-fuel ratio correction coefficient and the injection timing, respectively, in the actual operation 1 of the engine.

Fig. 3 is a graph showing the relationship between the engine oil dilution rate and the PM discharge amount and the injection timing, and the relationship between the closed-loop feedback target air-fuel ratio and the air-fuel ratio correction coefficient and the injection timing, respectively, in actual condition 2 of the engine.

Fig. 4 is a block diagram showing a configuration of a vehicle engine control device according to the present invention.

Fig. 5 is a flowchart showing the overall operation of the vehicle engine control device according to the present invention.

Fig. 6 is a flowchart showing the operation of the determination unit in the vehicle engine control device.

Fig. 7 is a flowchart showing the operation of the injection timing optimizing means in the vehicle engine control device.

Detailed Description

Hereinafter, embodiments for carrying out the present invention will be described in more detail with reference to the accompanying drawings.

First, the theoretical principle of the present invention will be explained. In the closed-loop control of the engine, at the time when the injection quantity is relatively small, the possibility of fuel injection to the cylinder wall surface and the piston surface is low, and therefore it can be inferred that the engine oil dilution and Particulate Matter (PM) emission are optimum at that time. The engine oil dilution condition is serious in the initial idling stage of the engine starting, and the engine is in a closed-loop control area. The point where the Fuel injection amount is the smallest, that is, the point where the closed-loop Fuel feedback is the smallest, is also the side where the Air-Fuel ratio (a/F) is corrected closest to the lean side of the mixture. Therefore, the inventors inferred that the equilibrium point is when the air-fuel ratio correction coefficient GAMMA is minimum, that is, when the air-fuel ratio correction is closest to the lean side.

Further, based on the formula of the target air-fuel ratio (14.7) being the actual air-fuel ratio and the air-fuel ratio correction coefficient GAMMA in the closed-loop control, the actual air-fuel ratio is maximum at the point where the air-fuel ratio correction coefficient is minimum, and the air-fuel mixture at this time is in a lean state, which is advantageous for oil dilution.

The inventors have experimentally verified the above inference. The engine oil dilution Rate (Rate) and the PM emission amount are monitored by adjusting the injection timing of the engine under 2 actual conditions of the engine. Fig. 2 and fig. 3 show the monitoring results under 2 actual conditions, respectively. The upper half of fig. 2 and 3 shows the relationship between the engine oil dilution Rate (Rate) and the PM emission amount and the injection timing, and the lower half shows the relationship between the closed-loop feedback target air-fuel ratio a/F and the air-fuel ratio correction coefficient GAMMA and the injection timing.

As can be seen from fig. 2 and 3, when both the oil dilution ratio and the PM emission amount are optimized, the air-fuel ratio correction coefficient GAMMA is at a minimum value. The following conclusions are thus verified: when the air-fuel ratio correction coefficient GAMMA is at the minimum value, both the engine oil dilution rate and the PM emission amount reach the ideal state, and the balance of engine oil dilution and PM emission of the engine can be realized.

Next, a specific configuration of the vehicle engine control device 1 according to the present embodiment will be described with reference to fig. 4.

As shown in fig. 4, the vehicle engine control device 1 includes a determination unit 11 and an injection timing optimization unit 12.

The determination unit 11 determines whether the engine needs to optimize the injection timing based on at least any one of the vehicle mileage and the air-fuel ratio correction value.

Specifically, in the determination unit 11, two trigger conditions for injection timing optimization are set in accordance with the actual running state of the vehicle in the closed-loop control region of the engine.

< trigger Condition 1. determination based on vehicle mileage >

After the vehicle has traveled a certain distance, the injection timing is optimized in order to compensate for the effects of hardware aging on combustion. Specifically, different mileage intervals are set according to the mileage range where the current vehicle mileage is located, and when the mileage interval is reached, it is determined that the injection timing needs to be optimized. Further, it may be set such that the mileage interval is set shorter as the vehicle mileage is longer.

One example of the determination based on the vehicle mileage is given below. Since the vehicle state is good when the vehicle mileage is within 1 km, it is assumed that the trigger is not performed within 1 km. In the interval of the vehicle driving mileage of 1-5 kilometers, the mileage interval K is set to 2 kilometers, namely, triggering is carried out every 2 kilometers, and the injection time needs to be optimized. In the interval of 5-10 kilometers of the vehicle, the mileage interval K is set to 1 kilometer, namely, triggering is carried out every 1 kilometer, and the condition that the injection time needs to be optimized is judged. In the section of the vehicle with the driving mileage of more than 10 kilometers, the mileage interval K is set to 0.5 kilometer, namely, the triggering is carried out every 0.5 kilometer, and the injection time needs to be optimized.

In the above, only one example of the determination based on the vehicle mileage is described, and in practical applications, different mileage ranges may be set for the vehicle mileage as needed, and different mileage intervals K may be set accordingly.

< trigger Condition 2 > determination based on air-fuel ratio correction value >

When the air-fuel ratio correction value is detected to exceed the prescribed upper limit value during the operation period of the engine, the actual air-fuel ratio is in a slightly small state, the fuel amount of the air-fuel mixture is slightly large, the air-fuel mixture is in a slightly rich state, and the fuel and the combustion incomplete products are mixed into the engine oil along with the movement of the piston, so that the dilution of the engine oil is generated. In order to improve the current rich condition and the large air-fuel ratio correction condition, the injection timing needs to be optimized.

Therefore, it is possible to set the trigger to determine that the injection timing needs to be optimized when the air-fuel ratio correction value exceeds the predetermined upper limit value.

In order to avoid the accidental situation where the air-fuel ratio correction value fluctuates greatly, it may be set so that the injection timing needs to be determined to be optimized by triggering when the number of times the air-fuel ratio correction value exceeding the predetermined upper limit value is detected reaches a predetermined number of times (for example, 5 times).

Hereinafter, the setting of the predetermined upper limit value β will be specifically described with β as the predetermined upper limit value of the air-fuel ratio correction value.

Firstly, during the running process of the vehicle, the air-fuel ratio correction value within 1 kilometre of the running process of the vehicle is recorded and stored, and the maximum value and the minimum value of the air-fuel ratio correction value are obtained, so that the initial allowable range of the air-fuel ratio correction value is obtained. The initial value of the predetermined upper limit value β is set as the upper limit of the initial allowable range. That is, initially:

the maximum value of the air-fuel ratio correction value recorded within 1 kilometre of the upper limit of the allowable range;

the lower limit of the allowable range is the minimum value of the air-fuel ratio correction value recorded within 1 kilometre;

the upper limit β is defined as the maximum value of the air-fuel ratio correction value recorded within 1 kilometer.

Since the air-fuel ratio correction value fluctuates as a whole, such as becoming larger or smaller, as the vehicle travels, the allowable range of the air-fuel ratio correction value and the predetermined upper limit value β are also updated. When it is detected that the fluctuation of the average value of the recorded air-fuel ratio correction values exceeds a prescribed ratio of the allowable range, it is determined that the allowable range and the prescribed upper limit value β need to be updated. The predetermined ratio is preferably 5% to 15%, more preferably 10%.

After it is determined that the allowable range and the predetermined upper limit β need to be updated, in order to comprehensively reflect the recent state of the vehicle, the maximum value MAX1 and the minimum value MIN1 of the air-fuel ratio correction value recorded within 0.1 kilometer of the vehicle running thereafter, and the maximum value MAX2 and the minimum value MIN2 of the air-fuel ratio correction value recorded within 0.2 kilometer of the vehicle running thereafter are acquired, respectively, and the new allowable range and the predetermined upper limit β are calculated with constant weights w1 and w 2. That is, after the update:

the upper limit of the allowable range is w1 MAX1+ w2 MAX 2;

the lower limit of the allowable range is w1 MIN1+ w2 MIN 2;

the upper limit β is w1 MAX1+ w2 MAX 2.

In one example of the present invention, the weights w1 and w2 are set to 0.4 and 0.6, respectively, but the weights w1 and w2 may be set to other values as needed.

The determination means 11 is configured to determine that the engine needs to optimize the injection timing when either of the trigger condition 1 and the trigger condition 2 is satisfied.

If any one of the trigger conditions is satisfied first, the current record value of the other trigger condition is cleared, and the judgment based on the vehicle mileage is carried to the next interval. For example, if the injection timing is optimized when the trigger condition that the air-fuel ratio correction value exceeds the predetermined upper limit value is satisfied before the determination based on the vehicle mileage is satisfied, the injection timing is not optimized when the determination based on the vehicle mileage is satisfied this time, and the determination based on the vehicle mileage is delayed until the next determination based on the vehicle mileage is performed. The purpose of this arrangement is to avoid engine abnormalities caused by frequent changes in injection timing.

When the determination unit 11 determines that the injection timing needs to be optimized, the injection timing optimization unit 12 adjusts the injection timing by a predetermined step using the current injection timing as the origin under each specified operating condition of the engine, records the air-fuel ratio correction coefficient corresponding to each injection timing, selects the injection timing corresponding to the minimum air-fuel ratio correction coefficient as the injection timing optimization value, and generates and applies a map of each specified operating condition and the injection timing optimization value.

Specifically, the designated operating condition of the engine may be set by engine speed and engine load. The adjustment of the injection timing in predetermined steps with the current injection timing as the origin means that the injection timing is advanced and retarded in predetermined steps (which may be set to 5 degrees, as an example) with the current injection timing as the origin. Further, in order to ensure the reliability of the collected data, it may be set that, for each specified condition, a plurality of (as an example, 3) air-fuel ratio correction coefficients GAMMA are acquired and averaged at each injection timing, and the injection timing corresponding to the minimum average value is selected as the injection timing optimization value.

The overall operation of the vehicle engine control device 1 will be specifically described below with reference to a flowchart shown in fig. 5.

After the vehicle engine control device 1 starts operating, the process proceeds to step S1, and the determination means 11 determines whether or not the trigger condition for the injection timing optimization is satisfied. Specifically, the flow of operations shown in fig. 6 is entered.

In fig. 6, after the operation of the determination means 11 is started, the process proceeds to step S101, and it is determined whether or not the closed-loop control flag is on, that is, whether or not the closed-loop control flag is in the closed-loop control region of the engine, and if it is determined to be yes (Y), the process proceeds to step S102. On the other hand, if it is determined as "no" (N) in step S101, the process returns to step S101 to continue the determination, and if it is determined as "yes", the process proceeds to step S102.

In step S102, it is determined whether the vehicle traveled distance is 10 kilometers or more, and if yes, it is determined whether the current distance is equal to the diagnostic distance, that is, whether the distance has been reached, based on the distance interval K set for the distance range being 0.5 kilometers. If the determination is no, the process proceeds to step S103.

In step S103, it is determined whether or not the vehicle traveled mileage is 5 kilometers or more, and if yes, it is determined whether or not the current mileage is equal to the diagnostic mileage, that is, whether or not the mileage interval has been reached, based on the mileage interval K set for the mileage range being 1 kilometer. If the determination is no, the process proceeds to step S104.

In step S104, it is determined whether the vehicle traveled mileage is 1 kilometer or more, and if yes, it is determined whether the current mileage is equal to the diagnostic mileage, that is, whether the mileage interval has been reached, based on the mileage interval K set for the mileage range being 2 kilometers. If the determination is no, the process proceeds to step S105.

In step S105, the air-fuel ratio correction value within 1 kilometre of the vehicle travel is recorded and stored, the maximum value and the minimum value thereof are acquired, the allowable range of the air-fuel ratio correction value and the initial value of the predetermined upper limit value β as described above are generated, and the air-fuel ratio correction value is applied to the determination based on the air-fuel ratio correction value.

When it is determined in step S106 that the current mileage is equal to the diagnostic mileage (Y), it is determined that the trigger condition 1 is satisfied, and step S2 in fig. 5 is executed (step S107). Meanwhile, the diagnostic mileage is added with the corresponding mileage interval K in step S108, and the process returns to the determination of step S101. On the other hand, if it is determined in step S106 that the current mileage is not equal to the diagnostic mileage (N), the process returns to the determination in step S101.

In the determination based on the air-fuel ratio correction value (a/F correction value), it is determined whether or not the fluctuation of the average value of the air-fuel ratio correction value exceeds a predetermined ratio Δ% (for example, 10%) of the allowable range in step S109, and if it is determined as yes (Y), the allowable range and the predetermined upper limit β need to be corrected (step S110). On the other hand, if it is determined as "no" (N), the process proceeds to step S113.

In step S111, the maximum value MAX1 and the minimum value MIN1 of the air-fuel ratio correction value recorded within 0.1 kilometer after the vehicle has traveled, and the maximum value MAX2 and the minimum value MIN2 of the air-fuel ratio correction value recorded within 0.2 kilometer after the vehicle has traveled are acquired, and the new allowable range and the predetermined upper limit β are calculated in accordance with the weights 0.4 and 0.6. In step S112, a new predetermined upper limit value β is applied.

In step S113, it is determined whether or not the a/F correction value exceeds the predetermined upper limit β, and if yes, the count value obtained by counting the number of times the value exceeds the predetermined upper limit β is incremented by 1, and the process proceeds to step S115.

In step S115, it is determined whether the count value is greater than predetermined number of times 5, and if yes, it is determined that trigger condition 2 is satisfied, and step S2 in fig. 5 is executed (step S116). Meanwhile, the count value is reset to zero in step S117, the diagnostic mileage is added to the corresponding mileage interval K in step S118 (that is, when the trigger condition 2 is satisfied, the determination based on the vehicle mileage is continued to the next section), and the process returns to the determination in step S101.

The flow of operation in the determination means 11 is described above, and the flow returns to the flow processing in fig. 5.

In step S2, first, the operating condition of the engine in which data is recorded is specified. Different working condition tables can be generated according to different types of engines. In the case where the specified operation condition is set by the engine speed and the engine load, for example, an operation condition table as shown in table 1 below is generated.

TABLE 1

Then, for each specified operating mode, the injection timing is adjusted in a predetermined step with the current injection timing as the origin, and the air-fuel ratio correction coefficient GAMMA corresponding to each injection timing is recorded. Specifically, the air-fuel ratio correction coefficient GAMMA at each injection timing is recorded by advancing and retarding the injection timing in 5 degrees steps with the current injection timing as the origin at each specified operation condition. As an example of the recording result, it can be as shown in table 2 below.

TABLE 2

In table 2, in order to ensure the reliability of the collected data, values of 3 air-fuel ratio correction coefficients GAMMA are acquired at each injection timing, and the average value of the 3 values is obtained and recorded as GAMMA _ ave. Of course, the number of values of the air-fuel ratio correction coefficient acquired at each injection timing is not limited to 3, and may be other numbers.

Then, in step S3, the injection timing corresponding to the minimum value of GAMMA _ ave is selected as the injection timing optimized value. Specifically, for the GAMMA _ ave obtained after the injection time is adjusted under each specified operating condition, the minimum value of the GAMMA _ ave and the corresponding injection time under each specified operating condition are selected, and the recording results shown in table 3 below are generated.

TABLE 3

Working conditions

Working condition 1

Working condition 2

Working condition 3

Working condition 4

Working condition 5

Working condition 6

Operating mode 7

Operating mode 8

Operating mode 9

At the time of spraying Carving tool

Injection time 1

Injection time 2

Injection time 3

Injection time 4

Injection time 5

Injection time 6

Injection time 7

Injection time 8

Injection time 9

GAMMA

1GAMMA_ avemin

2GAMMA_ avemin

3GAMMA_ avemin

4GAMMA_ avemin

5GAMMA_ avemin

6GAMMA_ avemin

7GAMMA_ avemin

8GAMMA_ avemin

9GAMMA_ avemin

In step S4, the injection timing MAP is generated. Specifically, the corresponding injection timing optimization value (i.e., the injection timing corresponding to the recorded minimum value of gama _ ave) is filled in accordance with the engine speed and the engine load for each specified operating condition, and a map table as shown in table 4 below is generated.

TABLE 4

In step S5, the generated injection timing map table is stored, and the new injection timing is applied.

The above-described steps S2 to S5 are executed by the injection timing optimizing unit 12. Fig. 7 shows a more detailed operation flow of the injection timing optimization means 12, which performs processing according to each of the conditions 1 to 121, generates and applies the injection timing MAP.

Then, in fig. 6, a new round of determination is newly performed in step S6.

Thus, in the vehicle engine control device 1 according to the present embodiment, it is determined whether the engine needs the optimal injection timing based on at least one of the vehicle mileage and the air-fuel ratio correction value, and when it is determined that the engine needs the optimal injection timing, the injection timing is adjusted to confirm the injection timing corresponding to the time when the air-fuel ratio correction coefficient is minimum, thereby optimizing the injection timing continuously and achieving the balance between the oil dilution of the engine and the particulate matter emission.

The functions of the elements of the vehicle engine control device 1 may be realized by dedicated hardware, or may be realized by a Processor (CPU (Central Processing Unit)), a Central Processing Unit, a Processing device, an arithmetic device, a microprocessor, a microcomputer, or a DSP (Digital Signal Processor)) that executes a program stored in a memory. When implemented by a processor, the functions of the respective elements of the vehicle engine control device 1 are implemented by software or the like (software, firmware, or a combination of software and firmware). The software and the like are described as programs and stored in the memory. A program stored in the memory is read and executed by the processor, thereby realizing the functions of the respective sections. Examples of the Memory include all storage media such as a nonvolatile or volatile semiconductor Memory such as a RAM (Random Access Memory), a ROM (Read Only Memory), a flash Memory, an EPROM (Erasable Programmable Read Only Memory), an EEPROM (Electrically Erasable Programmable Read Only Memory), an HDD (Hard Disk Drive), a magnetic Disk, a flexible Disk, an optical Disk, a compact Disk, a mini Disk, a DVD (Digital Versatile Disk), and a Drive device thereof.

The present invention has been described in detail, but the above embodiments are merely examples of all embodiments, and the present invention is not limited thereto. The present invention may be modified in any constituent elements of the embodiment within the scope of the present invention.