CN103047039B - The control gear of motor - Google Patents

Abstract

A control gear for motor, has: target ignition moment arithmetic element (6A) of being carried out to computing the target ignition moment for calculating the air quantity that should import in motor (10) cylinder (19); The thermal efficiency arithmetic element (7) of the thermal efficiency of computing motor (10) according to the target ignition moment; And computing should import the desired value of the air quantity in cylinder (19) and the target air volume arithmetic element (4) of target air volume according to the thermal efficiency.In addition, the target air volume that calculates according to execution cycle in the past in target air volume arithmetic element (4) of target ignition moment arithmetic element (6A) to current execution cycle time the interim target ignition moment carry out computing.Adopt the present invention, the control responsiveness that suction air quantity is controlled and control stability improve, and when the operation point of motor changes during torque reference controls, improve the convergence to the engine running point as target.

Description

The control gear of motor

Technical field

The present invention relates to a kind of requirement moment of torsion required by motor and control the control gear of the motor of engine output, particularly relating to a kind of control gear using engine thermal efficiency and computing target air volume.

Background technique

As one of the controlling method of motor mounted on a vehicle, there will be a known with the torque required by motor as benchmark and controlling sucking the torque reference (torque demand) that air quantity, fuel injection amount and time of ignition etc. control.In torque reference controls, such as, carry out the desired value of the moment of torsion that computing motor should export according to accelerator open degree and engine rotary speed, and the operating condition controlling motor is to obtain this target torque.In addition, be equipped with automatic speed variator, self-reacting device, be called in the vehicle of external control system of vehicle stabilization device, required to be converted into torque value to the output of motor by each external control system and unified in engine controlling unit (Engine ECU), control the moment of torsion action of motor in the lump.

In the past, in this torque reference control, there will be a known a kind of two kind controls not identical to the responsiveness relative to control operation, namely slow response moment of torsion controlled and the fast technology of replying moment of torsion and controlling all to be implemented.The former slow response moment of torsion controls to be that basis such as carrys out control torque with the suction air quantity operation being operating as representative of electronic control throttle.In addition, the fast response moment of torsion of the latter controls to be carry out control torque according to such as time of ignition operation, fuel injection amount operation.It is not identical that these control not only responsiveness, and the adjusting range of moment of torsion is not identical yet, therefore, suitably implements, or adjust the operation amount of each control in phase according to the travelling state of vehicle and the operating condition of motor.Such as, the operating condition that patent documentation 1 records the motor that a kind of basis is detected by air flow sensor or intake manifold pressure sensor controls the torque reference control gear of throttle valve and spark plug.In the art, air inflow control device controls to suck air quantity, and time of ignition control device controls time of ignition.

But, in the suction air quantity of torque reference controls, control throttle valve opening to make the air quantity occurred for making combustion reaction fully necessary for generation target torque by the amount of the air of throttle valve.Namely, the desired value that computing should import the suction air quantity in cylinder is carried out according to target torque, consider the kinetic characteristic union target throttle aperture as fluid with the pressure condition that gas handling system unite, suction air that temperature conditions is corresponding, corresponding throttle valve output control signal is to make the throttle opening of reality consistent with this target throttle aperture.By making in this way, can suitably regulate suction air quantity to target torque.

On the other hand, along with the combustion reaction in cylinder, the actual Engine torque generated changes according to the fuel quantity of the air quantity be inhaled in cylinder and mixed gas.This is because the thermal efficiency is changed because sucking opportunity of oxygen concentration in air and burning etc.Here, the thermal efficiency refers in the heat produced in cylinder the energy proportion after converting the mechanicalness work of motor to.Therefore, in torque reference in recent years controls, adopt such method: by the Efficiency Calculation of motor in the calculating process of throttle opening, use this thermal efficiency and target torque in the lump and correctly computing sucks air quantity.

As the computational methods of the typical thermal efficiency, there will be a known the time of ignition according to each cylinder and the method calculated.Such as, the relation of time of ignition and moment of torsion is utilized to calculate the Engine torque in this moment, the calculation engine output power (i.e. power) by the information to its additional rotational speed.So, the operating condition according to the motor of reality infers engine output accurately, can hold the energy corresponding with the thermal efficiency, can the correct thermal efficiency value of computing.

Patent documentation 1: Japanese Unexamined Patent Publication 2009-281239 publication

Invent problem to be solved

But, in the computational methods of the thermal efficiency of the time of ignition based on each cylinder, be difficult to without delayed the operating condition holding motor.Such as, in the time of ignition of general torque reference controls, time of ignition is set according to the sensor checkout value corresponding with the real-world operation state of motor.Object lesson as sensor checkout value is, uses the amount of actual air for combustion and actual charging efficiency that are detected by the flowmeter being located at gas handling system.Even if in the technology described in above-mentioned patent documentation 1, also time of ignition is set according to the checkout value of air flow sensor and mainfold presure (air-distributor pressure) sensor.

On the other hand, the value of amount of actual air for combustion and actual charging efficiency is the numerical value obtained as the result after operating throttle valve etc. for realize target charging efficiency, its for this time the target charging efficiency inscribed carry out delayed response.That is, detect amount of actual air for combustion and actual charging efficiency according to sensor checkout value, it carries out after the lag time that have passed through regulation moment of target charging efficiency from computing.Further, the operation time that the driving comprising the motor being built in throttle valve the lag time of this regulation is spent lag time till carrying out computing to the control signal being delivered to throttle valve.

Therefore, if use the time of ignition that sets according to amount of actual air for combustion and actual charging efficiency to calculate the thermal efficiency, then the numerical value of this thermal efficiency is also relative target charging efficiency and the numerical value that postpones.Thus, between the moment of torsion action controlled according to time of ignition and the moment of torsion action controlled according to suction air quantity, easily produce deviation, the convergence for engine running point as target likely declines.In addition, owing to controlling to apply to make suction air quantity control delayed slightly operation all the time relative to time of ignition, therefore also has such problem: be both difficult to the action of throttle valve is achieved the goal, the responsiveness being difficult to again suction air quantity is controlled and stability raising.

Summary of the invention

The present invention invents in view of problem as described above, one of its object is the control gear providing a kind of motor, when in controlling at torque reference, the operation point of motor changes, the convergence for engine running point as target can be made to improve, and the control responsiveness that suction air quantity is controlled and control stability improve.In addition, object of the present invention is not limited to above-mentioned object, can also obtain the action effect brought by each structure shown in the mode for carrying out an invention described later, namely obtain the not getable action effect of conventional art, this is also located as another object of the present invention.

For solving the means of problem

(1) control gear of motor disclosed herein, has: the target ignition moment arithmetic element of being carried out to computing the target ignition moment calculating the air quantity that should import in the cylinder of motor; According to the described target ignition moment thermal efficiency of described motor carried out to the thermal efficiency arithmetic element of computing; And according to the described thermal efficiency, the target air volume of the desired value as the air quantity that should import in described cylinder is carried out to the target air volume arithmetic element of computing, the described target air volume that described target ignition moment arithmetic element calculates according to execution cycle in the past in described target air volume arithmetic element and to current execution cycle time the interim described target ignition moment carry out computing.

Said " should import the air quantity in engine cylinder " comprises the volume, quality or the parameter corresponding with them that import the air (importing rear) in engine cylinder herein, such as, comprise charging efficiency and volumetric efficiency etc.In addition, " target ignition moment " in the present invention, being the time of ignition separated with the implementation time of ignition of spark plug actual ignition, needing not to be the numerical value identical with carrying out time of ignition.Namely, " target ignition moment " is not the common meaning being called the desired value carrying out time of ignition, but for calculating the information needed for target air volume, refer to the meaning of the time of ignition of target operation point, should " target ignition moment " be carry out computing according to the target air volume in past.In addition, so-called " target air volume in past ", comprises the target air volume such as obtained at the execution cycle of last time, the target air volume etc. obtained at the first two execution cycle.In addition, so-called " target air volume according to the past " comprises: the numerical value such as intactly using the last time of target air volume; Numerical value after using the target air volume of use to the past of the mean value of the numerical value of last time and the numerical value of upper last time etc. to implement various computing.

(2) in addition, preferably, have the target air-fuel ratio arithmetic element of according to the described target air volume calculated at the execution cycle in described past, the time interim target air-fuel ratio of current execution cycle being carried out to computing, described thermal efficiency arithmetic element is revised according to the thermal efficiency of described target air-fuel ratio to described motor.By the described target air-fuel ratio of described target air-fuel ratio arithmetic element computing, refer to the air fuel ratio into calculating target air volume and required information and target operation point, it carries out computing according to the target air volume in past.

(3) in addition, preferably, have the target exhaust reflux ratio arithmetic element according to carrying out computing in the time interim target exhaust reflux ratio of the described target air volume that the execution cycle in described past calculates to current execution cycle, described thermal efficiency arithmetic element is revised according to the thermal efficiency of described target exhaust reflux ratio to described motor.By the described target exhaust reflux ratio of described target exhaust reflux ratio arithmetic element computing, refer to the exhaust gas recirculation rate into calculating target air volume and required information and target operation point, it carries out computing according to the target air volume in past.

(4) the described target ignition moment of described target air volume to current execution cycle that in addition, preferably, described target ignition moment arithmetic element calculates according to the execution cycle in last time carries out computing.

(5) in addition, preferably, there is the implementation time of ignition arithmetic element of carrying out computing according to the amount of actual air for combustion pair implementation time of ignition corresponding with the moment that reality is lighted a fire by spark plug be imported in the cylinder of described motor.Such as, when the transition operation that described target air volume changes, preferably, described target ignition moment arithmetic element carries out computing independent of the described target ignition moment of described implementation time of ignition ground-to-air tolerance computing.

The effect of invention:

In the control gear of disclosed motor, the target air volume calculated according to execution cycle in the past and the current execution cycle of computing time target ignition moment of inscribing, by according to this target ignition moment, the thermal efficiency computing of computing should import the target air volume in engine cylinder.Utilize this computing, the no matter length of the retard time of amount of actual air for combustion relative target air quantity, all suitably can control to suck air quantity, when the operation point of motor changes, it can be made rapidly and accurately to converge to engine running point as target.In addition, can hold the thermal efficiency accurately, the controlling that suction air quantity can be made to control improves.

Accompanying drawing explanation

Fig. 1 is the frame structure of the control gear of the motor of illustration one mode of execution and has been suitable for the figure of structure of motor of this control gear.

Fig. 2 is the ideograph of the computing flow process of the control parameter representing this control gear.

Fig. 3 is the frame assumption diagram of the target torque operational part illustrating this control gear.

Fig. 4 is the frame assumption diagram of the time of ignition control device illustrating this control gear.

Fig. 5 is the frame assumption diagram of the target charging efficiency operational part illustrating this control gear.

Fig. 6 is the frame assumption diagram of the air inflow control device illustrating this control gear.

Fig. 7 is the frame assumption diagram of the target ignition moment operational part illustrating this control gear.

Fig. 8 is the frame assumption diagram of the target air-fuel ratio operational part illustrating this control gear.

Fig. 9 is the frame assumption diagram of the target EGR rate operational part illustrating this control gear.

Figure 10 is the frame assumption diagram of the coefficient of thermal efficiency operational part illustrating this control gear.

Symbol description:

1 engine controlling unit

2 target torque operational parts

3 time of ignition control devices (carrying out time of ignition arithmetic element)

4 target charging efficiency operational parts (target charging efficiency arithmetic element)

5 air inflow control devices

6 desired value operational parts

6A target ignition moment operational part (target ignition moment arithmetic element)

6B target air-fuel ratio operational part (target air-fuel ratio arithmetic element)

6C target EGR rate operational part (target exhaust reflux ratio arithmetic element)

7 coefficient of thermal efficiency operational parts (thermal efficiency arithmetic element)

Ec _tGTtarget charging efficiency

Ec _{tGT_PRE}the numerical value of last time

K _picoefficient of thermal efficiency

Embodiment

The control gear of motor is described with reference to accompanying drawing.In addition, the mode of execution below represented is only illustrate, the intention of the various distortion of not expressing without the following mode of execution of eliminating and technology application.Each structure of present embodiment can be done various distortion and implement in the scope not departing from these purports, and can accept or reject, selects as required, or can be appropriately combined.

[1. apparatus structure]

[1-1. power-transmission system]

The control gear of the motor of present embodiment is used for the vehicle-mounted petrol engine 10 shown in Fig. 1.Herein, in the multiple cylinders be located on multicylinder engine 10 is shown.Dress up in piston 16 and can reciprocatingly slide freely along the inner peripheral surface of the cylinder 19 being formed as hollow cylindrical.The function of the firing chamber 26 of motor is played in the space impaled by the upper surface of piston 16 and the inner peripheral surface of cylinder 19 and end face.The bottom of piston 16 is connected with the cranking arm of central shaft had from bent axle 17 axle center bias by connecting rod.Thus, the reciprocating action of piston 16 is passed to cranks arm, and converts the rotary motion of bent axle 17 to.

At the end face of cylinder 19, be formed through for being supplied to the suction port 11 in firing chamber 26 by sucking air and being used for the relief opening 12 that the exhaust after by firing chamber 26 combustion discharged.In addition, intake valve 14 and exhaust valve 15 is provided with in the end of the side, firing chamber 26 of suction port 11, relief opening 12.The respective action of these intake valves 14, exhaust valve 15 is controlled by the not shown valve mechanism being located at motor 10 top respectively.In addition, at the top of cylinder 19, spark plug 13 is set as its top state outstanding to side, firing chamber 26.The time of ignition that spark plug 13 carries out is controlled by engine controlling unit 1 described later.Around cylinder 19, be provided with water jacket 27, engine cooling water is at the internal circulation of this water jacket 27.Engine cooling water carries out to motor 10 refrigerant that cools, and it is circulating in the cooling water circulation path connecting into ring-type between water jacket 27 and radiator.

[1-2. air inlet system and exhaust system]

The sparger 18 of burner oil is provided with in suction port 11.The fuel quantity sprayed from sparger 18 is controlled by engine controlling unit 1 described later.In addition, the upstream side of the inlet stream from sparger 18 is provided with intake manifold 20.This intake manifold 20 is arranged and is used for temporarily storing the knock out drum 21 flowing to the air of suction port 11 side.The intake manifold 20 in downstream side is on the lower formed as suction port 11 difference to each cylinder 19 compared with knock out drum 21, and knock out drum 21 is positioned at its ramification point.Knock out drum 21 plays the charge pulsation that can produce each cylinder and the function relaxed is interfered in air inlet.

Tb 22 is connected with at the upstream side of intake manifold 20.Keep electronic control type throttle valve 23 in the inside of tb 22, the air quantity flowing to intake manifold 20 side is conditioned according to the aperture (throttle opening) of throttle valve 23.This throttle opening is controlled by engine controlling unit 1.Inlet air pathway 24 is connected with at the more upstream side of tb 22.In addition, air filter 25 has been clamped at the more upstream side of inlet air pathway 24.Thus, the new air after being filtered by air filter 25 is supplied to each cylinder 19 of motor 10 by inlet air pathway 24 and intake manifold 20.

In the downstream side of relief opening 12, gas exhaust manifold 30 is set.Gas exhaust manifold 30 is formed as the shape that the exhaust from each cylinder 19 is collaborated, and it is connected with the not shown exhaust passageway and exhaust catalyst device etc. in its downstream side.Be connected by return flow path 40 between inlet air pathway 24 with gas exhaust manifold 30, way is provided with cooler 29 and reflux valve 28 wherein.Return flow path 40 is so-called EGR (exhaust gas recirculatioon, Exhaust Gas Recirculation) paths, and it makes part exhaust again to the path of inlet air pathway 24 side circulation.Its one end of current return circuit 40 in Fig. 1 is connected on the position (gas exhaust manifold 30) close with relief opening 12, and the other end to be connected to compared with throttle valve 23 on downstream side (knock out drum 21 side) on the lower.Below, also the exhaust again being imported to air inlet side by current return circuit 40 is called EGR gas.

Cooler 29 is the heat exchangers (radiator) for cooling down high-temperature exhaust.In addition, reflux valve 28 is the control valves regulated the flow of EGR gas and opportunity that EGR gas is imported to inlet air pathway 24 side.The aperture of the reflux valve 28 and opportunity that aperture changes is controlled by engine controlling unit 1.

[1-3. detection system]

The intake manifold pressure sensor 31 of detected pressures is provided with in the downstream side of throttle valve 23.Intake manifold pressure sensor 31 to detect compared with throttle valve 23 downstream side on the lower suction pressure (pressure in knock out drum 21) and as downstream pressure P _iM.In addition, the inside of engine controlling unit 1 or the arbitrary position of vehicle are provided with atmosphere pressure sensor 32.

Atmosphere pressure sensor 32 detects pressure (barometric pressure) P of air _bP.Barometric pressure P _bPthe pressure (pressure of upstream side top compared with air filter 25) that can be used as inlet air pathway 24 entrance is processed.Therefore, also can according to barometric pressure P _bPinfer the upstream pressure P of throttle valve 23 _tHU, also pressure transducer can not be set at the upstream side of throttle valve 23, upstream pressure P _tHUfor the pressure in the inlet air pathway 24 of upstream side top compared with throttle valve 23.

Such as, by motor 10 with actual rotational speed Ne and charge flow rate Q _iNthe corresponding gas handling system pressure loss value from inlet air pathway entrance to throttle valve 23 is pre-stored within engine controlling unit 1, by from barometric pressure P _bPdeduct gas handling system pressure loss value and the upstream pressure P of throttle valve 23 can be obtained _tHU.

In addition, in inlet air pathway 24, be provided with detection charge flow rate Q _iNair flow sensor 33.Charge flow rate Q _iNbe with by parameter corresponding to the air mass flow of throttle valve 23.For the inlet stream from throttle valve 23 to cylinder 19, owing to producing delayed (so-called air inlet is replied delayed) that caused by circulating resistance or air inlet inertia, therefore, the flow of the air of cylinder 19 is imported at certain time point with not necessarily consistent by the air mass flow of throttle valve 23 in this moment.

In addition, except above-mentioned air inlet response is delayed, the action generation of throttle valve 23 drives delayed.So-called this driving is delayed, be terminate into indicated by control signal state from the throttle opening change of lighting until in fact throttle valve 23 of throttle valve 23 time received from the control signal of engine controlling unit 1 till institute's time spent.In addition, the driving lag time being also contained in throttle valve 23 operation time of the control signal in engine controlling unit 1 can be also considered to.In this engine controlling unit 1, by implementing this suction air quantity control considering the various delayed impact of throttle valve 23, improve the convergence of engine running point.

Arbitrary position on water jacket 27 or cooling water circulation path is provided with temperature (the coolant water temperature W to engine cooling water _t) carry out the cooling water temperature sensor 34 that detects.In addition, the arbitrary position on the food tray of motor 10 or the circulating path of engine motor oil is provided with temperature (the oil temperature O to engine motor oil _t) carry out the Engine oil temperature sensor 36 that detects.Described barometric pressure P _bPand these coolant water temperatures W _twith oil temperature O _tfor holding the operating condition (environmental conditions) of zero load loss and motor 10.So-called zero load loss is the mechanicalness loss etc. of self inherence of motor 10.

Bent axle 17 arranges the engine rotation speed sensor 35 detecting its angle of rotation.The variable quantity (angular velocity) of the time per unit of angle of rotation is proportional with the actual rotational speed Ne (actual speed of time per unit) of motor 10.Therefore, engine rotation speed sensor 35 has the function of the actual rotational speed Ne obtaining motor 10.In addition, the structure according to the angle of rotation detected by engine rotation speed sensor 35 at the actual rotational speed Ne of the internal arithmetic of engine controlling unit 1 can also be made.

In the arbitrary position of vehicle, operation amount of entering into (the accelerator open degree A to gas pedal is set _pS) carry out the accelerator open degree sensor 37 that detects and to external air temperature A _tcarry out the external air temperature sensor 38 detected.Accelerator open degree A _pSbeing the parameter corresponding with the acceleration request of driver, is namely require corresponding parameter with to the output of motor 10.In addition, external air temperature A _tthe parameter relevant to the kinetic characteristic of the suction air by throttle valve 23.The barometric pressure P of (or computing) is obtained by above-mentioned various sensor 31 ~ 38 _bP, upstream pressure P _tHU, downstream pressure P _iM, charge flow rate Q _iN, actual rotational speed Ne, oil temperature O _t, coolant water temperature W _t, external air temperature A _t, accelerator open degree A _pSeach information be passed to engine controlling unit 1.

[1-4. control system]

The above-mentioned vehicle being equipped with motor 10 is provided with engine controlling unit 1 (engine electronic control unit, Engine Electronic Control Unit, control gear).This engine controlling unit 1 is configured to such as microprocessor or by the electronic device of LSI device integrated to ROM, RAM etc. or assembling, and is connected with the order wire of the In-vehicle networking be located on vehicle.In addition, on In-vehicle networking, such as, be called that the various known electric control device of braking force control system, control unit for transmission, vehicle stabilization control device, air conditioning control device, electronic product control gear is connected to and can communicate mutually.Electric control device beyond engine controlling unit 1 is called external control system, the device controlled by external control system is called external loading device.

Engine controlling unit 1 is ignition system to motor 10, fuel system, air inlet system and exhaust system and valve system and so on system widely give the electric control device of comprehensive control, be the device that supply is controlled to the time of ignition of the air quantity of each cylinder 19 of motor 10 and EGR amount, fuel injection amount, each cylinder 19.Here, implement to control with the torque reference that the torque required by motor 10 is benchmark.As the concrete control object of engine controlling unit 1, the aperture etc. of fuel quantity and time for spraying, the time of ignition of spark plug 13, throttle valve 23 and the reflux valve 28 sprayed from sparger 18 can be there are.

In this torque reference controls, as the moment of torsion required by motor 10, suppose there is three kinds and require moment of torsion.First requirement moment of torsion is corresponding with the acceleration request of driver, and second requires that moment of torsion is corresponding with the requirement from external loading device.These require moment of torsion to say to be all according to acting on the load of motor 10 and the moment of torsion that calculates.On the other hand, the 3rd requires that moment of torsion is the requirement moment of torsion that the rotation feedback actual rotational speed Ne of motor 10 being maintained in target rotational speed controls, even if be the requirement moment of torsion be also considered under the no load condition of not service load on motor 10.These require that moment of torsion automatically switches according to the operating condition of motor 10.When requiring that by second moment of torsion is divided into air inlet to control with and IGNITION CONTROL is used, the moment of torsion required by motor 10 also can be used as four kinds to process.

Below, describe in detail the torque reference implemented by engine controlling unit 1 control in the suction air quantity relevant to the air inflow of the cylinder 19 being directed to motor 10 to control and the time of ignition of being correlated with the time of ignition of spark plug 13 controls.The control sucking air quantity mainly utilizes the aperture of throttle valve 23 to regulate and realizes.In addition, illustrated mean effective pressure (calculated by the indicator diagram according to motor 10 by merit divided by the force value after stroke capacity) is referred in the present embodiment for embodying moment of torsion mark Pi used, here, the size of moment of torsion is embodied with illustrated mean effective pressure Pi.In the present embodiment, be not only the moment of the power produced in motor 10, and for simplicity, also the moment of torsion a great deal of (pressure corresponding with moment of torsion) embodied by the mean effective pressure acted on the piston 16 of motor 10 (such as illustrated mean effective pressure Pi or clean mean effective pressure Pe) also referred to as " moment of torsion ".

[2. controlling summary]

Be conceived to the computing flow process of control parameter (being only called parameter below), each summary that the suction air quantity implemented by engine controlling unit 1 controls and time of ignition controls is described.

As shown in Figure 2, in the time of ignition of this engine controlling unit 1 controls, by IGNITION CONTROL target torque Pi _tGTbe made the desired value of the Engine torque can guaranteed by the adjustment of time of ignition.Desired value due to this time of ignition is in fact carried out the time of ignition of igniting, therefore, is called and carries out time of ignition SA _aCT.On the other hand, as the parameter of the real-world operation state of associated engine 10, use actual rotational speed Ne and the charge flow rate Q of motor 10 _iN.Due to charge flow rate Q _iNrelevant with the actual suction air quantity be directed in cylinder 19 becoming control object, therefore, the amount of actual air for combustion in cylinder is and charge flow rate Q _iNcorresponding numerical value.In addition, in the present embodiment, the parameter that amount of actual air for combustion is suitable and actual charging efficiency Ec is used.

When suction air quantity is for certain and rotating speed is a timing, the moment of torsion that motor 10 produces is embodied as carries out time of ignition SA _aCTfunction.Therefore, if actual charging efficiency Ec and actual rotational speed Ne is determined, then the implementation time of ignition SA corresponding with the Engine torque for exporting can be calculated _aCT.By this method, to being acquisition IGNITION CONTROL target torque Pi _tGTrequired implementation time of ignition SA _aCTdesired value carry out computing.

To this, in suction air quantity controls, by air inlet control target torque Pi _eTVbe made the desired value that can be controlled the Engine torque guaranteed by the aperture of throttle valve 23, calculate the desired value of air quantity in cylinder, in this cylinder, the desired value of air quantity makes to produce this air inlet control target torque Pi for motor 10 _eTVair quantity in the cylinder that necessary sufficient combustion reaction occurs.In the present embodiment, the desired value, i.e. the target charging efficiency Ec that are equivalent to the actual charging efficiency Ec as control parameter of air quantity in cylinder is used _tGT.

On the other hand, the Engine torque produced along with the combustion reaction in cylinder, it changes according to the thermal efficiency of motor 10.Therefore, at target charging efficiency Ec _tGTcalculating process in, with the thermal efficiency of motor 10 by air inlet control target torque Pi _eTVbe converted into the torque value under standard conditions, and carry out computing target charging efficiency Ec with the moment of torsion after converting _tGT.Here, so-called standard conditions refer to that air fuel ratio is chemically correct fuel, sucks the combustion condition that air does not contain EGR gas, time of ignition is MBT.Herein, the numerical value of the thermal efficiency used, be not according to time of ignition control in transport calculating implementation time of ignition SA _aCTand calculate, but according to the target charging efficiency Ec calculated in the execution cycle to last time in sucking air quantity and controlling _tGTcalculate.Therefore, target charging efficiency Ec _tGTwith implementation time of ignition SA _aCTdivide opening operation.

This is because the implementation time of ignition SA calculated in time of ignition controls _aCTbe the actual charging efficiency Ec according to motor 10 and the cause of computing.Actual charging efficiency Ec is based on sensor values, and the numerical value of this actual charging efficiency Ec is the target charging efficiency Ec calculated before the actual time point obtained in motor 10 as basis _tGTcontrol the result of throttle valve 23 and be actual detection.Actual charging efficiency Ec is relative to this target charging efficiency Ec _tGTthe time comprising these control parameters of computing retard time and throttle valve 23 accept with target charging efficiency Ec _tGTdriving lag time after corresponding control signal to throttle opening practically execution etc.

Therefore, when according to implementation time of ignition SA _aCTand when calculating the thermal efficiency, the operating condition of the motor 10 that this thermal efficiency reflects and from then on producing for the operating condition of the motor 10 controlled with this thermal efficiency deviates from more greatly, when the operation point of motor changes, just likely make to decline to the convergence of the engine running point as target.

Therefore, in this engine controlling unit 1, adopt and sucking during air quantity controls the target charging efficiency Ec calculated _tGTobtain thermal efficiency K _pi, the target charging efficiency Ec making it be reflected as to recalculate _tGTnumerical value.In addition, in the present embodiment, as the parameter of the thermal efficiency being equivalent to motor 10, coefficient of thermal efficiency K is used _pi.

[3. control gear structure]

As shown in Figure 1, at the input side of engine controlling unit 1, be connected with intake manifold pressure sensor 31, atmosphere pressure sensor 32, air flow sensor 33, cooling water temperature sensor 34, engine rotation speed sensor 35, Engine oil temperature sensor 36, accelerator open degree sensor 37 and external air temperature sensor 38.In addition, at the outlet side of engine controlling unit 1, be connected with control object and spark plug 13, sparger 18, throttle valve 23, the reflux valve 28 etc. of torque reference control.

This engine controlling unit 1 is provided with target torque operational part 2, time of ignition control device 3, target charging efficiency operational part 4, air inflow control device 5, desired value operational part 6 and coefficient of thermal efficiency operational part 7.Each function of these target torque operational parts 2, time of ignition control device 3, target charging efficiency operational part 4, air inflow control device 5, desired value operational part 6 and coefficient of thermal efficiency operational part 7 both can be realized by electronic circuit (hardware), also can make the software be programmed, or the part in these functions is set to hardware, other parts are set to the function making software.

[3-1. target torque operational part]

Target torque operational part 2 carries out computing to the target torque that torque reference controls in the execution cycle of regulation.Here, first the moment of torsion required by driver, the moment of torsion etc. required by external control system carry out computing four kinds and require moment of torsion, and the operating condition of motor 10 and target torque require to carry out select target moment of torsion in the middle of moment of torsion from these four kinds.So-called four kinds require moment of torsion, are throttle requirement moment of torsion Pi _aPS, idling requires moment of torsion Pi _neFB, responsiveness is not identical two kinds require moment of torsion (IGNITION CONTROL be with requiring moment of torsion Pi _{eXT_SA}, air inlet control with requiring moment of torsion Pi _eXT).

Throttle requires moment of torsion Pi _neFBbeing the moment of torsion for maintaining required by idling speed, such as, is according to accelerator open degree A _pSwith negative pressure (the barometric pressure P produced in actual rotational speed Ne, intake manifold 20 _bP-downstream pressure P _iM), external air temperature A _t, oil temperature O _t, coolant water temperature W _tetc. carrying out computing.In addition, throttle requires moment of torsion Pi _aPSnamely mainly corresponding with the throttle operation of driver requirement moment of torsion is to the moment of torsion applied with acceleration request.Herein, according to accelerator open degree A _pSand actual rotational speed Ne carrys out computing throttle requirement moment of torsion Pi _aPS.

IGNITION CONTROL is with requiring moment of torsion Pi _{eXT_SA}and air inlet controls with requiring moment of torsion Pi _eXTbe the requirement moment of torsion from external loading device, require moment of torsion Pi from throttle as required _aPScarry out switching the moment of torsion using and be required.In the middle of them, IGNITION CONTROL is with requiring moment of torsion Pi _{eXT_SA}it is the moment of torsion used in the time of ignition of spark plug 13 controls.Time of ignition controls, and its time delay to motor 10 produces moment of torsion after reality is implemented to control is shorter, is the control that responsiveness is high.But, the amplitude of the moment of torsion adjusted can be controlled by time of ignition less.

On the other hand, air inlet controls with requiring moment of torsion Pi _eXTit is moment of torsion used during the suction air quantity utilizing the adjustment of the throttle opening of throttle valve 23 to carry out controls.Suction air quantity controls, its time delay to motor 10 produces moment of torsion after reality is implemented to control is longer, its be control with time of ignition compared with the slightly poor control of responsiveness.But, can be controlled the amplitude of the moment of torsion adjusted by time of ignition large by sucking Amplitude Ratio that air quantity controls the moment of torsion adjusted.Require moment of torsion with these four kinds, target torque operational part 2 is to as the target torque of two kinds of control objectives, i.e. IGNITION CONTROL target torque Pi _tGTwith air inlet control target torque Pi _eTVcarry out computing.

Fig. 3 illustrates the calculation process of target torque operational part 2.Target torque operational part 2 is provided with the first selection portion 2a, the second selection portion 2b and the delayed correction portion 2c of air inlet.First selection portion 2a by IGNITION CONTROL with requiring moment of torsion Pi _{eXT_SA}, throttle requires moment of torsion Pi _aPSand idling requires moment of torsion Pi _neFBin any one be chosen as the desired value of the moment of torsion of IGNITION CONTROL.In addition, air inlet controls with requiring moment of torsion Pi by the second selection portion 2b _eXT, throttle requires moment of torsion Pi _aPSand idling requires moment of torsion Pi _neFBin any one be chosen as the desired value of moment of torsion that air inlet controls.

These first selection portion 2a, the second selection portion 2b, according to such as from the presence or absence of the torque demand of external control system and motor 10 whether idle running etc. information and with time of ignition control, air inflow controls to select respectively should as the torque value of target.The torque value selected by the first selection portion 2a is as IGNITION CONTROL target torque Pi _tGTand be passed to time of ignition control device 3.On the other hand, the torque value selected by the second selection portion 2b is passed to the delayed correction portion 2c of air inlet.

The delayed correction portion 2c of air inlet, when calculating air inflow and controlling target torque used, carries out corresponding correction computing delayed with the air inlet of throttle valve 23 to cylinder 19.Herein, delayed process implemented to the torque value selected by the second selection portion 2b and simulate air inlet and reply delayed and numerical operation that is that obtain is air inlet control target torque Pi _eTV.The method of the delayed process of the delayed correction portion 2c of concrete air inlet, can consider multiple according to the control form of throttle valve 23.Such as, also by implementing once delayed process, second order lag process to inputted torque value, thus generate the track of the moment of torsion variation wanting to realize.As easy method, as long as the numerical value that the output value from the delayed correction portion 2c of air inlet and the difference to the input value of the delayed correction portion 2c of air inlet are multiplied by regulation filtration coefficient is added input value.In addition, when air inlet hysteresis characteristic changes according to the operating state of variable valve actuator for air, also can increase according to this operating state and make air inlet control target torque Pi _eTVthe computing that variation postpones.The operating state of variable valve actuator for air comprises intake valve 14, the valve lift amount of exhaust valve 15 and valve timing and lap etc.The air inlet of computing herein controls to use target torque Pi _eTVnumerical value be passed to target charging efficiency operational part 4.

[3-2. time of ignition control device]

Time of ignition control device 3 (carrying out time of ignition arithmetic element) is according to the IGNITION CONTROL target torque Pi by target torque operational part 2 computing _tGTand implement time of ignition control at the execution cycle of regulation.Fig. 4 illustrates the calculation process of time of ignition control device 3.Time of ignition control device 3 is provided with actual charging efficiency operational part 3a, MBT operational part 3b, actual MBT torque calculation unit 3c, igniting index operational part 3d, hysteresis operational part 3e and subtraction portion 3f.

Actual charging efficiency operational part 3a is according to the charge flow rate Q by throttle valve 23 _iNand be actual charging efficiency Ec by the charging efficiency computing of reality.So-called charging efficiency is: the volume specification of the air be filled in cylinder 19 changed into during an aspirating stroke after the gas volume under standard state (25 DEG C, 1 air pressure) divided by volume of cylinder V _eNG.In addition, a so-called aspirating stroke is a stroke till such as piston 16 moves to lower dead center from top dead center.Here, for the cylinder 19 of control object, by the charge flow rate Q detected by air flow sensor 33 during an aspirating stroke before just _iNtotal carry out the actual air quantity be inhaled in the cylinder 19 of control object of computing, the actual charging efficiency Ec of computing.The actual charging efficiency Ec of computing is herein passed to MBT operational part 3b and actual MBT torque calculation unit 3c.

MBT operational part 3b carries out computing according to by the actual charging efficiency Ec of actual charging efficiency operational part 3a computing and actual rotational speed Ne to the MBT time of ignition (also referred to as MBT, Minmum spark advancefor Best Torque) producing Maximum Torque.Below, SA is used as the symbol representing time of ignition.In addition, in time referring to the MBT time of ignition in time of ignition SA, SA is designated as _mBT.The corresponding relation of the moment of torsion such as produced by actual charging efficiency Ec, time of ignition SA and chemically correct fuel is stored as figure and the mathematical expression of every actual rotational speed Ne by MBT operational part 3b, carrys out computing MBT time of ignition SA with it _mBT.The MBT time of ignition SA of computing here _mBTnumerical value be passed to subtraction portion 3f.

Actual MBT torque calculation unit 3c is with by the actual charging efficiency Ec of actual charging efficiency operational part 3a computing and actual rotational speed Ne, be maximum actual torque Pi by the Maximum Torque that can produce in the cylinder 19 of control object (moment of torsion produced when that is, time of ignition being set as MBT with actual charging efficiency Ec) computing _{aCT_MBT}.Actual MBT torque calculation unit 3c such as identical with MBT operational part 3b figure and mathematical expression carry out the maximum actual torque Pi of computing _{aCT_MBT}.The maximum actual torque Pi of computing here _{aCT_MBT}be passed to igniting index operational part 3d.

Igniting index operational part 3d is by the IGNITION CONTROL target torque Pi by target torque operational part 2 computing _tGTwith the maximum actual torque Pi by actual MBT torque calculation unit 3c computing _{aCT_MBT}ratio computing for igniting index K.Here, according to the charge flow rate Q detected by air flow sensor 33 _iNand computing IGNITION CONTROL moment of torsion is the ratio of how degree relative to the Maximum Torque that can produce.In addition, in the igniting index operational part 3d of present embodiment, even if be required to exceed maximum actual torque Pi _{aCT_MBT}the IGNITION CONTROL target torque Pi of such surplus _tGT, for making time of ignition compared to MBT time of ignition SA _mBTdo not produce advance angle, the numerical value of igniting index K also will be limited in the scope (0≤K≤1) of less than 1.The numerical value of the igniting index K of computing is here passed to hysteresis operational part 3e.

Hysteresis operational part 3e take MBT as benchmark, and the hysteresis R (the delayed angular amount of time of ignition) corresponding with igniting index K to size carries out computing.The corresponding relation of igniting index K and hysteresis R is stored as figure and the mathematical expression of every actual rotational speed Ne by hysteresis operational part 3e, carrys out computing hysteresis R with this figure and mathematical expression.In addition, hysteresis R mentioned here take MBT as the numerical value of benchmark, have igniting index K (0≤K≤1) more close to 1, hysteresis R more close to zero characteristic.In addition, hysteresis R has the characteristic increased more greatly and with actual rotational speed Ne.The hysteresis R of computing is here passed to subtraction portion 3f.

Subtraction portion 3f is computing implementation time of ignition SA according to the hysteresis R by hysteresis operational part 3e computing _aCT.Here, such as, from the MBT time of ignition SA by MBT operational part 3b computing _mBTin deduct the numerical value after hysteresis R by computing for carrying out time of ignition SA _aCT.The implementation time of ignition SA of computing here _aCTproduce and IGNITION CONTROL target torque Pi _tGTthe time of ignition of corresponding moment of torsion.Time of ignition control device 3 exports control signal to make to be located at the spark plug 13 of the cylinder 19 of control object at this implementation time of ignition SA _aCTlight a fire, carry out time of ignition and control.

[3-3. target charging efficiency operational part]

The target charging efficiency Ec that target charging efficiency operational part 4 (target charging efficiency arithmetic element) controls for sucking air quantity in the execution cycle computing of regulation _tGT.So-called target charging efficiency Ec _tGTthe charging efficiency corresponding with the target air volume in the cylinder 19 that should import control object.Here, in this moment of motor 10 with the coefficient of thermal efficiency K of the thermal efficiency of the operation point represented as target _pi, will with generation air inlet control target torque Pi _eTVthe charging efficiency computing that required air quantity is corresponding is target charging efficiency Ec _tGT.

Fig. 5 illustrates the calculation process of target charging efficiency operational part 4.Target charging efficiency operational part 4 is provided with standard conditions air inlet target torque operational part 4a, conversion coefficient operational part 4b, moment of torsion changeover part 4c and memory section 4d.

Standard conditions air inlet target torque operational part 4a is to the air inlet control target torque Pi by target torque operational part 2 computing _eTVbe converted into the standard conditions air inlet target torque Pi of the torque value under standard conditions _{eTV_STD}carry out computing.Here, air inlet controls to use target torque Pi _eTVdivided by coefficient of thermal efficiency K _piand the numerical value obtained is standard conditions air inlet target torque Pi by computing _{eTV_STD}.Torque value when torque value under so-called standard conditions refers to that air fuel ratio is chemically correct fuel and is lighted a fire to the suction air not containing EGR gas by MBT.Now, coefficient of thermal efficiency K _pifor K _pi=1.

In addition, so-called coefficient of thermal efficiency K _pibe the control parameter suitable with the thermal efficiency of motor 10, it represents that the moment of torsion produced by the combustion reaction in cylinder 19 is how increase to ratio or reduce relative to the moment of torsion produced at the standard conditions.In addition, coefficient of thermal efficiency K _pinumerical value use the numerical value gone out by coefficient of thermal efficiency operational part 7 described later computing.The standard conditions air inlet target torque Pi of computing here _{eTV_STD}numerical value be passed to conversion coefficient operational part 4b.

Conversion coefficient operational part 4b is according to actual rotational speed Ne and standard conditions air inlet target torque Pi _{eTV_STD}carry out computing for torque value being converted to the conversion coefficient Z of charging efficiency (air quantity) value.Conversion coefficient operational part 4b is by such as actual rotational speed Ne and standard conditions air inlet target torque Pi _{eTV_STD}and the relational storage between conversion coefficient Z is for scheme and mathematical expression, carry out computing conversion coefficient Z with it.The numerical value of the conversion coefficient Z of computing is here passed to moment of torsion changeover part 4c.

Moment of torsion changeover part 4c is by standard conditions air inlet target torque Pi _{eTV_STD}be target charging efficiency Ec divided by the numerical operation after conversion coefficient Z _tGT.So-called this target charging efficiency Ec _tGT, be and standard conditions air inlet target torque Pi _{eTV_STD}corresponding charging efficiency.The target charging efficiency Ec of computing here _tGTnumerical value be passed to memory section 4d.Memory section 4d is to the target charging efficiency Ec by moment of torsion changeover part 4c computing _tGTstore.Here, the target charging efficiency Ec of current operation cycle operation is not only stored in _tGT, but also be stored in the target charging efficiency Ec of execution cycle computing in the past in the lump _tGT.Here the target charging efficiency Ec stored _tGTnumerical value, be at least more than one except currency.In the present embodiment, to target charging efficiency Ec _tGTcurrency and these two situations about being stored of the numerical value of last time illustrate.

These target charging efficiencies Ec _tGTin currency by suck air quantity control and be used as the desired value corresponding with the air quantity that should import in cylinder 19.On the other hand, the numerical value of last time is used for coefficient of thermal efficiency K _picomputing.Below, the numerical value of the last time of target charging efficiency is designated as Ec _{tGT_PRE}.

[3-4. air inflow control device]

The target charging efficiency Ec of air inflow control device 5 by the computing of target charging efficiency operational part 4 _tGT, implement to suck air quantity at the execution cycle of regulation and control.Fig. 6 illustrates the calculation process of air inflow control device 5.Air inflow control device 5 is provided with air quantity operational part 5a, intake advance compensation section 5b in target cylinder, target flow operational part 5c, flow velocity operational part 5d and throttle opening operational part 5e.

In target cylinder, air quantity operational part 5a carries out such computing: by the target charging efficiency Ec by the computing of target charging efficiency operational part 4 _tGTconvert the desired value Q of the charge flow rate (air quantity of an aspirating stroke) imported in cylinder 19 to _cca.Here conversion numerical value used is target charging efficiency Ec _tGTcurrency.

As mentioned above, charging efficiency is divided by volume of cylinder V by the gas volume (volume of per unit stroke) in the cylinder 19 under standard state _eNGthe numerical value obtained.Therefore, the gas volume in the cylinder 19 under standard state passes through volume of cylinder V _eNGbe multiplied by charging efficiency and calculate.

Here, according to the target charging efficiency Ec such as preset _tGTwith desired value Q _ccacorresponding diagram and mathematical expression etc. obtain desired value Q _cca.In addition, consider and import the situation that suction pressure in cylinder 19 and temperature are different from standard state, also can computing will according to intake temperature (external air temperature A _t) and downstream pressure P _iM(air-distributor pressure), density of the induced air etc. and setting correction factor add after desired value Q _cca.The desired value Q of computing here _ccanumerical value be passed to intake advance compensation section 5b.

Intake advance compensation section 5b implements the process contrary with the delayed process implemented by the delayed correction portion 2c of the air inlet of target torque operational part 2.Namely, than by intake advance compensation section 5b, the operation content inputted is also the computing about the moment of torsion of each cylinder 19 of motor 10 and air quantity etc., relatively, the later operation content of intake advance compensation section 5b be to by the relevant computing of the air inlet of throttle valve 23.Here, according to the Air intake characteristics of motor 10, intake manifold 20, knock out drum 21, throttle valve 23 etc., computing is to desired value Q _ccaimplement the second desired value Q after the delayed inverse operation of air inlet (intake advance computing) _cca2.

In addition, the method for concrete intake advance computing is arbitrary.Such as, can consider to adopt desired value Q _ccathe gradient of change in past be considered to the method being also maintained union extrapolated value after this.As easy method, as long as by desired value Q _ccathe variable quantity from the numerical value of last time to this numerical value be multiplied by the filtration coefficient of regulation after numerical value add this sub-value.Second desired value Q of computing here _cca2be passed to target flow operational part 5c.

Target flow operational part 5c is according to the second desired value Q transmitted by intake advance compensation section 5b _cca2and to the target flow Q by throttle valve 23 air inlet _{tH_TGT}carry out computing.Second desired value Q _cca2be with should by numerical value corresponding to the air quantity of throttle valve 23 in an aspirating stroke.Therefore, the second desired value Q here _cca2numerical value is changed, the target flow Q of union time per unit according to actual rotational speed Ne _{tH_TGT}.The target flow Q of computing here _{tH_TGT}be passed to throttle opening operational part 5e.

The flow velocity V of flow velocity operational part 5d to the suction air by throttle valve 23 carries out computing.Here, according to the downstream pressure P of throttle valve 23 _iMrelative to upstream pressure P _tHUratio (P _iM/ P _tHU) and computing flow velocity V.Flow velocity operational part 5d, carrys out computing flow velocity V with the figure such as specified the change of the flow velocity V caused by the front and back pressure ratio of throttle valve 23 and mathematical expression.The flow velocity V of computing is here passed to throttle opening operational part 5e.

Throttle opening operational part 5e is according to the target flow Q by target flow operational part 5c computing _{tH_TGT}with the target opening area S of computing throttle valve 23 by the flow velocity V of flow velocity operational part 5d computing.Such as shown in Figure 6, mass velocity M when flow velocity V is multiplied by critical condition (flow velocity V is Sonic condition) is calculated _mACHafter numerical value, target opening area S is by target flow Q _{tH_TGT}obtain divided by this numerical value.Mass velocity M _mACHbe the air density change considering that temperature causes and the numerical value figured in, such as, according to the external air temperature A detected by external air temperature sensor 38 _twith upstream pressure P _tHUand set.

In addition, throttle opening operational part 5e exports control signal to make the actual aperture area and target opening area S-phase etc. of throttle valve 23 to throttle valve 23.Such as, according to the target opening area S preset and target aperture voltage E _lcorresponding diagram and mathematical expression etc. and computing target aperture voltage E _l, this target aperture voltage E _lthrottle valve 23 is output to as control signal.Target opening area S and target aperture voltage E _lrelation, according to the structure of throttle valve 23, shape and kind etc. and specify.

Then, throttle valve 23 accepts the control signal from throttle opening 5e and controls throttle opening, realize target opening area S.This target opening area S can be described as and will make and air inlet control target torque Pi _eTVthe air that corresponding moment of torsion produces imports the opening area in cylinder 19.So, air inflow control device 5 pairs of throttle valve openings control, and carry out and suck air quantity control, with realize target charging efficiency Ec in the cylinder 19 of control object _tGT.

[3-5. desired value operational part]

Desired value operational part 6 is not in the current operation state of the motor 10 as control objectives and operation point, but with the target charging efficiency Ec by the computing of target charging efficiency operational part 4 _tGTcorresponding operation point is to calculating coefficient of thermal efficiency K _picontrol parameter carry out computing.This target charging efficiency Ec _tGTas shown in Figure 5, be according to actual rotational speed Ne and air inlet control target torque Pi _eTVand the numerical value after computing.Therefore, when having the coordinate plane (plane of so-called pieces engine performance curve figure) engine rotary speed and output torque being configured in transverse axis and the longitudinal axis, the some operation point of motor 10 be defined as on this coordinate plane, mentioned here " with target charging efficiency Ec _tGTcorresponding operation point " coordinates component be just equivalent to computing target charging efficiency Ec _tGTthe actual rotational speed Ne of time point and air inlet control target torque Pi _eTV.Below, will with this target charging efficiency Ec _tGTcorresponding operation point is called target operation point.

Desired value operational part 6 is not calculate coefficient of thermal efficiency K according to the sensor values detected the current operating condition of motor 10 and actual charging efficiency Ec _pi, but according to target charging efficiency Ec _tGTcalculate coefficient of thermal efficiency K _pi.Here, at coefficient of thermal efficiency K _picomputational process in computing three kinds of control parameters.As shown in Figure 1, desired value operational part 6 is provided with target ignition moment operational part 6A, target air-fuel ratio operational part 6B and target EGR rate operational part 6C, and three kinds of control parameters are by respective operational part computing.

In addition, as shown in Figure 5, coefficient of thermal efficiency K _pifor computing target charging efficiency Ec _tGTcontrol parameter, coefficient of thermal efficiency K _piand target charging efficiency Ec _tGTcalculation process circulated by desired value operational part 6.That is, at the target charging efficiency Ec that the execution cycle of last time obtains _{tGT_PRE}for calculating this coefficient of thermal efficiency K _pi, the target charging efficiency Ec in this execution cycle obtained accordingly _tGTfor calculating at the execution cycle of next time coefficient of thermal efficiency K used _pi.

[3-5-1. target ignition moment operational part]

The time of ignition computing of target operation point is target ignition moment SA by target ignition moment operational part 6A (target ignition moment arithmetic element) _{mAIN_TGT}.This target ignition moment SA _{mAIN_TGT}, not using in this point in the actual ignition moment controls is be different to carry out time of ignition SA _aCT.That is, target ignition moment SA _{mAIN_TGT}for calculating coefficient of thermal efficiency K _pitime of ignition, be the time of ignition (suck air quantity control favourable time of ignition) for calculating to the suction air quantity in cylinder 19.

Fig. 7 illustrates the calculation process of target ignition moment operational part 6A.Target ignition moment operational part 6A is provided with the first basic ignition moment operational part 61a, the second basic ignition moment operational part 61b, interpolation arithmetic unit 62, environmental conditions correction portion 63, idling correction portion 64 and vent systems correction portion 65.

First basic ignition moment operational part 61a, the second basic ignition moment operational part 61b are respectively according to the numerical value Ec of the last time of target charging efficiency _{tGT_PRE}with actual rotational speed Ne and computing first time of ignition A, the second time of ignition B.First time of ignition A is when the charging efficiency of air in cylinder 19 is the numerical value Ec of last time _{tGT_PRE}and when using high-octane fuel (high-knock rating gasoline), for obtaining the time of ignition that actual rotational speed Ne requires.For the first basic ignition moment operational part 61a, prepare the actual rotational speed Ne, the target charging efficiency Ec that such as preset _tGTand first corresponding diagram and mathematical expression etc. of time of ignition A, obtain the first time of ignition A according to this corresponding diagram and mathematical expression etc.

On the other hand, the second time of ignition B is the time of ignition when fuel condition in the computational process of the first time of ignition A being changed to common octane fuel (regular price gasoline).Second basic ignition moment operational part 61b has the actual rotational speed Ne and target charging efficiency Ec that such as preset _tGTand second corresponding diagram and mathematical expression etc. of time of ignition B, obtain the second time of ignition B according to this corresponding diagram and mathematical expression etc.Interpolation arithmetic unit 62 is passed to by the first basic ignition moment operational part 61a, the first time of ignition A of the second basic ignition moment operational part 61b computing, the respective numerical value of the second time of ignition B.

Interpolation arithmetic unit 62 is to pinking learning value K _ninterpolation time of ignition C after interpolation first time of ignition A and the second time of ignition B carries out computing.Pinking learning value K _nbe the learning value of the reduction value of the point of detonation making time of ignition be suitable for the octane value according to gasoline and change, learnt at any time by not shown pinking study portion.Illustrate in Fig. 7 and carry out computing interpolation time of ignition C according to mathematical expression 1 below.In addition, pinking learning value K _ndefinitional domain be more than 0, less than 1 (0≤K _n≤ 1), it has this numerical value and makes more greatly and more time of ignition to the characteristic of advance angle direction movement.

By with pinking learning value K _nto the computing carrying out interpolation between the first time of ignition A and the second time of ignition B, then the interpolation time of ignition C obtained as its result is exactly the time of ignition corresponding with the natural fuel octane value being supplied in motor 10.The numerical value of the interpolation time of ignition C of computing is here passed to environmental conditions correction portion 63.

Mathematical expression 1:

C=AK _n+ B (1-K _n) (formula 1)

Environmental conditions correction portion 63 increases the correction relating to the time of ignition corresponding with environmental conditions of motor 10 operating conditions.Here, add or be multiplied by the numerical value Ec of the last time according to target charging efficiency _{tGT_PRE}, coolant water temperature W _tand external air temperature A _tand the reduction value of setting, revise interpolation time of ignition C.Concrete method for correcting is arbitrary.Such as, due to coolant water temperature W _twith external air temperature A _tmore low being more difficult to produces pinking, therefore, interpolation time of ignition C also can be made to move to advance angle direction.The numerical value of the interpolation time of ignition C revised here is passed to idling correction portion 64.

Idling correction portion 64 gives the reduction value during idle running of motor 10.Here, when the idling condition of motor 10 is set up, when giving to be false than idling condition, also make interpolation time of ignition C to the reduction value of retardation angle direction movement.Thus, the ignition lag angular amount being equivalent to hysteresis of torque reserve amount when guaranteeing idle running is reflected as interpolation time of ignition C.The numerical value of the interpolation time of ignition C revised here is passed to vent systems correction portion 65.

Vent systems correction portion 65 is implemented to be located at the Exhaust gas purifying device of the vent systems of motor 10 and the time of ignition correction required by catalyst-assembly.Here, to send as an envoy to cold start-up time the ignition lag angular amount that improves of exhaust performance and make the ignition lag angular amount of catalyst-assembly rapid temperature increases.Reflect the numerical value of the interpolation time of ignition C of these delayed angular amount, as target ignition moment SA _{mAIN_TGT}and be passed to coefficient of thermal efficiency operational part 7.

[3-5-2. target air-fuel ratio operational part]

The air fuel ratio computing of target operation point is target air-fuel ratio AF by target air-fuel ratio operational part 6B (target air-fuel ratio arithmetic element) _tGT.This target air-fuel ratio AF _tGTbeing the control parameter do not used in the fuel of reality controls, is for calculating coefficient of thermal efficiency K _piair fuel ratio, be the air fuel ratio (suck air quantity control favourable air fuel ratio) for calculating to the suction air quantity in cylinder 19.

Fig. 8 illustrates the calculation process of target air-fuel ratio operational part 6B.Target air-fuel ratio operational part 6B is provided with the first basic air fuel ratio operational part 66a, the second basic air fuel ratio operational part 66b, interpolation arithmetic unit 67, feedback modifiers portion 68 and vent systems correction portion 69.In addition, Fig. 8 exemplifies and replaces target air-fuel ratio AF _tGTand computing target air-fuel ratio COEFFICIENT K _{aF_TGT}.Target air-fuel ratio COEFFICIENT K _{aF_TGT}be and target air-fuel ratio AF _tGTcontrol parameter corresponding one to one, being made with chemically correct fuel is the coefficient of benchmark.That is, as target air-fuel ratio AF _tGTaF _tGTwhen=14.7, target air-fuel ratio COEFFICIENT K _{aF_TGT}be just K _{aF_TGT}=1.

First basic air fuel ratio operational part 66a, the second basic air fuel ratio operational part 66b are respectively according to the numerical value Ec of the last time of target charging efficiency _{tGT_PRE}with actual rotational speed Ne and computing first air fuel ratio coefficient D and the second air fuel ratio coefficient E.As the numerical value Ec that the charging efficiency of the air in cylinder 19 is last time _{tGT_PRE}and when employing antiknock gasoline (high-knock rating gasoline), the first air fuel ratio coefficient D be with for obtaining the corresponding coefficient of air fuel ratio that actual rotational speed Ne requires.First basic air fuel ratio operational part 66a has the actual rotational speed Ne, the target charging efficiency Ec that such as preset _tGTand first corresponding diagram and mathematical expression etc. of air fuel ratio coefficient D, obtain the first air fuel ratio coefficient D according to this corresponding diagram and mathematical expression etc.

On the other hand, the second air fuel ratio coefficient E is the coefficient corresponding with the air fuel ratio when fuel condition in the computational process of the first air fuel ratio coefficient D being changed to common octane fuel (regular price gasoline).Second basic air fuel ratio operational part 66b has the actual rotational speed Ne, the target charging efficiency Ec that such as preset _tGTand second corresponding diagram and mathematical expression etc. of air fuel ratio coefficient E, obtain the second air fuel ratio coefficient E according to this corresponding diagram and mathematical expression etc.Interpolation arithmetic unit 67 is passed to by the first basic air fuel ratio operational part 66a, the first air fuel ratio coefficient D of the second basic air fuel ratio operational part 66b computing and the respective numerical value of the second air fuel ratio coefficient E.

Interpolation arithmetic unit 67 is identical with aforesaid interpolation arithmetic unit 62, to pinking learning value K _ninterpolation air fuel ratio coefficient F after interpolation first air fuel ratio coefficient D and the second air fuel ratio coefficient E carries out computing.Here pinking learning value K used _nused with interpolation arithmetic unit 62 identical.Fig. 8 illustrates according to following formula 2 computing interpolation air fuel ratio coefficient F.By with pinking learning value K _nto the computing carrying out interpolation between the first air fuel ratio coefficient D and the second air fuel ratio coefficient E, then the interpolation air fuel ratio coefficient F obtained as its result is the coefficient of the air fuel ratio corresponding with the natural fuel octane value being supplied in motor 10.The numerical value of the interpolation air fuel ratio coefficient F of computing is here passed to feedback modifiers portion 68.

Mathematical expression 2:

F=DK _n+ E (1-K _n) (formula 2)

The setting value of the interpolation air fuel ratio coefficient F during air-fuel ratio feedback of motor 10 being operated of feedback modifiers portion 68 is F=1.Generally, when air-fuel ratio feedback operates, fuel injection amount is adjusted to automatically: the burning and gas-exhausting of the result in firing chamber 26 after mixture combustion is equivalent to the burning under chemically correct fuel.On the other hand, the numerical value due to interpolation air fuel ratio coefficient F is also take chemically correct fuel as the coefficient of benchmark, and therefore, the numerical value of interpolation air fuel ratio coefficient F during air-fuel ratio feedback running is here set to F=1, is passed to vent systems correction portion 69.In addition, when not being air-fuel ratio feedback running, vent systems correction portion 69 is intactly passed to by the numerical value of the interpolation air fuel ratio coefficient F of interpolation arithmetic unit 67 computing.

Vent systems correction portion 69 is implemented to be located at the Exhaust gas purifying device of motor 10 vent systems and the air-fuel ratio correction required by catalyst-assembly.Here, give by the oxygen concentration (making fuel concentration decline) in the exhaust after improving such as burning a little and make catalyst-assembly rapid temperature increases and reduce the air-fuel ratio correction amount of the discharge of unburned gas composition.Reflect the numerical value of the interpolation air fuel ratio coefficient F of this reduction value, as target air-fuel ratio COEFFICIENT K _{aF_TGT}and be passed to coefficient of thermal efficiency operational part 7.

[3-5-3. target EGR rate operational part]

EGR rate (exhaust gas recirculation rate) computing of target operation point is target EGR rate R by target EGR rate operational part 6C (target exhaust reflux ratio arithmetic element) _{eGR_TGT}.Target EGR rate R _{eGR_TGT}being the control parameter do not used in actual EGR controls, is for calculating coefficient of thermal efficiency K _pieGR rate, be for the EGR rate (suck air quantity control favourable EGR rate) of computing to the suction air quantity in cylinder 19.

Fig. 9 illustrates the calculation process of target EGR rate operational part 6C.Target EGR rate operational part 6C is according to the numerical value Ec of the last time of target charging efficiency _{tGT_PRE}with actual rotational speed Ne and computing target EGT leads R _{eGR_TGT}.Here, identical with the first basic air fuel ratio operational part 66a with aforesaid first basic ignition moment operational part 61a, obtain target EGR rate R according to the figure preset and mathematical expression etc. _{eGR_TGT}.Here the target EGR rate R obtained _{eGR_TGT}numerical value be passed to coefficient of thermal efficiency operational part 7.

[3-6 coefficient of thermal efficiency operational part]

Coefficient of thermal efficiency operational part 7 (thermal efficiency arithmetic element) is according to the target ignition moment SA by desired value operational part 6 computing _{mAIN_TGT}, target air-fuel ratio COEFFICIENT K _{aF_TGT}(target air-fuel ratio AF _tGT) and target reflux ratio coefficients R _{eGR_TGT}(target reflux ratio EGR _tGT) and computing coefficient of thermal efficiency K _pi.Here, the coefficient of thermal efficiency K that the size of computing from the MBT of the time of ignition of target operation point is corresponding with hysteresis _pi, and it is by target air-fuel ratio COEFFICIENT K _{aF_TGT}and target reflux ratio coefficients R _{eGR_TGT}revise, the coefficient of thermal efficiency K that computing is final _pi.The coefficient of thermal efficiency K of computing here _pibe imported into the standard conditions air inlet target torque operational part 4a of aforesaid target charging efficiency operational part 4, the suction air quantity being used to next execution cycle controls.

Figure 10 illustrates the calculation process of coefficient of thermal efficiency operational part 7.Coefficient of thermal efficiency operational part 7 is provided with the 2nd MBT operational part 71, second subtraction portion 72, coefficient of thermal efficiency operational part 73, equivalent proportion efficiency factor operational part 74, EGR efficiency factor operational part 75 and multiplication calculating part.

2nd MBT operational part 71 is according to the numerical value Ec of the last time of target charging efficiency _{tGT_PRE}with actual rotational speed Ne and the target MBT time of ignition SA of computing target operation point _{mBT_TGT}.Here, computing target MBT time of ignition SA is carried out according to the figure identical with such as MBT operational part 3b and mathematical expression etc. _{mBT_TGT}.Target MBT time of ignition SA _{mBT_TGT}refer to the numerical value Ec when last time _{tGT_PRE}the time of ignition of Maximum Torque is produced when corresponding air is inhaled in cylinder 19 with actual rotational speed Ne.The target MBT time of ignition SA of computing here _{mBT_TGT}be passed to the second subtraction portion 72.

Second subtraction portion 72 computing is from target MBT time of ignition SA _{mBT_TGT}in deduct by the target ignition moment SA of target ignition moment operational part 6A computing _{mAIN_TGT}after deduct value Δ SA.This value of deducting Δ SA is equivalent to target MBT time of ignition SA _{mBT_TGT}for the target ignition moment SA of benchmark _{mAIN_TGT}hysteresis.The value Δ SA that deducts of computing is here passed to coefficient of thermal efficiency operational part 73.

Coefficient of thermal efficiency operational part 73 is according to deducting value Δ SA and actual rotational speed Ne and computing coefficient of thermal efficiency K _pi.Coefficient of thermal efficiency operational part 73 will deduct value Δ SA and actual rotational speed Ne and coefficient of thermal efficiency K _pirelational storage be figure and mathematical expression, and with its computing coefficient of thermal efficiency K _pi.Deducting value Δ SA is from target MBT time of ignition SA _{mBT_TGT}the numerical value being equivalent to hysteresis started.In addition, when the hysteresis from MBT is a timing, the reduced rate of the moment of torsion produced with the ignition lag for benchmark during MBT is certain, has nothing to do with the size of air quantity.Therefore, as long as just coefficient of thermal efficiency K can be obtained specially according to deducting value Δ SA and actual rotational speed Ne _pi.The coefficient of thermal efficiency K of computing here _pibe passed to multiplication calculating part 76.

Equivalent proportion efficiency factor operational part 74 is according to the target air-fuel ratio COEFFICIENT K by target air-fuel ratio operational part 6B computing _{aF_TGT}and computing equivalent proportion efficiency factor K _{pi_AF}.Equivalent proportion efficiency factor K _{pi_AF}to the coefficient of thermal efficiency K by coefficient of thermal efficiency operational part 73 computing _picarry out one of correction factor revised.Equivalent proportion efficiency factor operational part 74 is by target air-fuel ratio COEFFICIENT K _{aF_TGT}with equivalent proportion efficiency factor K _{pi_AF}relation prestore into figure and mathematical expression, with its computing equivalent proportion efficiency factor K _{pi_AF}, and this numerical value is delivered to multiplication calculating part 76.

Equally, EGR efficiency factor operational part 75 is according to the target EGR rate R by target EGR rate operational part 6C computing _{eGR_TGT}and computing EGR efficiency factor K _{pi_EGR}.EGR efficiency factor operational part 75 is by target EGR rate R _{eGR_TGT}with EGR efficiency factor K _{pi_EGR}relation prestore into figure and mathematical expression, with its computing EGR efficiency factor K _{pi_EGR}, and this numerical value is delivered to multiplication calculating part 76.

Multiplication calculating part 76 is by the coefficient of thermal efficiency K by coefficient of thermal efficiency operational part 73 computing _pibe multiplied by by the equivalent proportion efficiency factor K of equivalent proportion efficiency factor operational part 74 computing _{pi_AF}with the EGR efficiency factor K by the computing of EGR efficiency factor operational part 75 _{pi_EGR}after numerical operation be final coefficient of thermal efficiency K _pi.This coefficient of thermal efficiency K _pithe coefficient of thermal efficiency K of the target operation point of motor 10 _pi.The coefficient of thermal efficiency K of computing here _pibe passed to target charging efficiency operational part 4.

[4. effect and effect]

So, adopt the engine controlling unit 1 of present embodiment, following such effect and effect can be obtained.

(1) in above-mentioned engine controlling unit 1, according to the target charging efficiency Ec by execution cycle computing last time _{tGT_PRE}and the target ignition moment SA of the current execution cycle of computing _{mAIN_TGT}, and by according to this target ignition moment SA _{mAIN_TGT}and the thermal efficiency K of computing _picarry out computing and should import suction air quantity in cylinder 19.Utilize this computing, no matter actual charging efficiency Ec is relative to target charging efficiency Ec _tGTthe length of lag time, all suitably can control to suck air quantity, when the operation point of motor changes, can restrain to the engine running point as target rapidly and accurately.

In addition owing to can expect not control by the stable suction air quantity affected this lag time, therefore, even if use the inexpensive electronically controlled throttle valve 23 driving lag time longer, also can guarantee to control responsiveness and control stability, product cost can be reduced and improve functional.

(2) in addition, in above-mentioned engine controlling unit 1, the not only target ignition moment SA of the target operation point of computing motor 10 _{mAIN_TGT}, and computing corresponds to target air-fuel ratio AF _tGTtarget air-fuel ratio COEFFICIENT K _{aF_TGT}.Thus, the coefficient of thermal efficiency K of the impact of the thermal efficiency of motor 10 can be given by the computing octane value that considers fuel _pi.Therefore, the control accuracy sucking air quantity can be improved further, when the operation point of motor changes, the convergence to the engine running point as target can be improved.

(3) in addition, in above-mentioned engine controlling unit 1, the target reflux ratio EGR of the target operation point of computing and motor 10 _tGTcorresponding target reflux ratio coefficients R _{eGR_TGT}.Thus, just computing the thermal efficiency corresponding with the capacity of reflux of EGR gas can be changed the coefficient of thermal efficiency K after adding _pi.Therefore, the control accuracy sucking air quantity can be improved further, when the operation point of motor changes, the convergence to the engine running point as target can be improved.

(4) in addition, in the target ignition moment operational part 6A of above-mentioned engine controlling unit 1, due to the numerical value Ec of the last time according to target charging efficiency _{tGT_PRE}and the target ignition moment SA of computing target operation point _{mAIN_TGT}, therefore, the computing of target charging efficiency operational part 4 and the computing of target ignition moment operational part 6A can be carried out continuously.Thus, can eliminate the time delay of computing, thermal efficiency change when engine running point can be changed is reflected to greatest extent and sucks air quantity control, can improve the closure sensitivity relative to operation point change.

(5) in addition, in torque reference in the past controls, as shown in phantom in Figure 2, being the information that controls the actual charging efficiency Ec (amount of actual air for combustion) of time delay by time of ignition controls to produce delayed relative to sucking air quantity and brings the operating structure of impact, but in above-mentioned engine controlling unit 1, time of ignition controls and sucks air quantity and controls independent mutually enforcement, thus, be difficult to produce the contradiction on controlling, result, can improve the controlling of motor.

[5. variation]

The variation of the control implemented by above-mentioned engine controlling unit 1, can consider varied.Such as, in the above-described embodiment, although control exemplified with implementing the torque reference that suction air quantity controls and time of ignition controls, the structure simultaneously implementing time of ignition control and EGR amount control, variable valve actuator for air control etc. in addition can also be made.

In addition, in the above-described embodiment, although exemplified with the numerical value Ec of the last time according to target charging efficiency _{tGT_PRE}and computing coefficient of thermal efficiency K _pi, but also can replace this structure, and according to the target charging efficiency Ec of the execution cycle computing by upper last time _tGTand computing coefficient of thermal efficiency K _pi, or, also available targets charging efficiency Ec _tGTthe numerical value of last time and the mean value etc. of the numerical value of upper last time and computing thermal efficiency K _pi.As long as carry out computing coefficient of thermal efficiency K by the control parameter corresponding with target air volume _pi, this target air volume is that execution cycle at least in the past calculates.How to use target air volume in the past, can responsiveness required by the control operation sucking air quantity and stability etc. suitably change.In addition, when adopting movement speed to be electric control device at a high speed or when adopting drive lag time longer throttle valve 23, as long as select best operation method according to their movement speed, response speed.

In addition, in the above-described embodiment, although exemplified with the parameter suitable with air quantity and target charging efficiency Ec _tGTcarry out computing coefficient of thermal efficiency K _pi, but also can replace target charging efficiency Ec _tGTand by air quantity in cylinder (quality, volume) or volumetric efficiency etc., also coefficient of thermal efficiency K can be replaced _piand by the thermal efficiency or the parameter relevant with it.In addition, in the above-described embodiment, although exemplified with being computing coefficient of thermal efficiency K _piand with target charging efficiency Ec _tGTwith actual rotational speed Ne, but also can replace actual rotational speed Ne and with the variance estimation of engine rotary speed at interior prediction engine rotary speed.

Claims (5)

1. a control gear for motor, is characterized in that, has:

Carried out to the target ignition moment arithmetic element of computing the target ignition moment calculating the air quantity that should import in the cylinder of motor;

According to the described target ignition moment thermal efficiency of described motor carried out to the thermal efficiency arithmetic element of computing; And

According to the described thermal efficiency, the target air volume of the desired value as the air quantity that should import in described cylinder is carried out to the target air volume arithmetic element of computing,

The described target air volume that described target ignition moment arithmetic element calculates according to execution cycle in the past in described target air volume arithmetic element and to current execution cycle time the interim described target ignition moment carry out computing.

2. the control gear of motor as claimed in claim 1, it is characterized in that, there is the target air-fuel ratio arithmetic element of according to the described target air volume calculated at the execution cycle in described past, the time interim target air-fuel ratio of current execution cycle being carried out to computing

Described thermal efficiency arithmetic element is revised according to the thermal efficiency of described target air-fuel ratio to described motor.

3. the control gear of motor as claimed in claim 1 or 2, it is characterized in that, there is the target exhaust reflux ratio arithmetic element according to carrying out computing in the time interim target exhaust reflux ratio of the described target air volume that the execution cycle in described past calculates to current execution cycle

Described thermal efficiency arithmetic element is revised according to the thermal efficiency of described target exhaust reflux ratio to described motor.

4. the control gear of motor as claimed in claim 1, it is characterized in that, the described target ignition moment of described target air volume to current execution cycle that described target ignition moment arithmetic element calculates according to the execution cycle in last time carries out computing.

5. the control gear of motor as claimed in claim 1, it is characterized in that, there is the implementation time of ignition arithmetic element of carrying out computing according to the amount of actual air for combustion pair implementation time of ignition corresponding with the moment that reality is lighted a fire by spark plug be imported in the cylinder of described motor

Described target ignition moment arithmetic element carries out computing independent of the described target ignition moment of described implementation time of ignition ground-to-air tolerance computing.