JP2008231995A - Method and device of controlling operation of spark-ignition engine - Google Patents

Method and device of controlling operation of spark-ignition engine Download PDF

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JP2008231995A
JP2008231995A JP2007071505A JP2007071505A JP2008231995A JP 2008231995 A JP2008231995 A JP 2008231995A JP 2007071505 A JP2007071505 A JP 2007071505A JP 2007071505 A JP2007071505 A JP 2007071505A JP 2008231995 A JP2008231995 A JP 2008231995A
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egr
ignition timing
egr gas
gas concentration
air
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Koutairo Suzuki
宏太朗 鈴木
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Toyota Motor Corp
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    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

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  • Electrical Control Of Ignition Timing (AREA)
  • Exhaust-Gas Circulating Devices (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)

Abstract

<P>PROBLEM TO BE SOLVED: To solve problem of a conventional method for calculating an EGR rate from an intake air amount and a cylinder pressure wherein, since an ignition timing is corrected in a next combustion cycle, the control accuracy of the EGR ratio is not correct. <P>SOLUTION: This operation control device for a spark-ignition engine comprises an EGR amount setting part 31 for setting an EGR amount according to the operating conditions of the engine 10 and an ignition timing setting part 43 for setting an ignition timing according to the EGR amount set by the EGR amount setting part 31. The operation control device further comprises a cylinder pressure sensor 20 for detecting, during a compression stroke, a pressure variation in a combustion chamber 12 into which an air-fuel mixture including an EGR gas is supplied; an EGR gas concentration calculation part 33 for calculating the EGR gas concentration included in the air-fuel mixture according to the pressure variation detected by the cylinder pressure sensor; and an ignition timing correction part 50 for correcting the ignition timing set by the ignition timing setting part 43 according to the EGR gas concentration calculated by the EGR concentration calculation part. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

本発明は、ＥＧＲ装置が組み込まれた火花点火機関の運転制御方法および運転制御装置に関する。   The present invention relates to an operation control method and an operation control device for a spark ignition engine in which an EGR device is incorporated.

排気通路内を流れる排気ガスの一部を吸気通路から燃焼室内に戻し、燃焼室内における混合気の燃焼温度を低下させることにより、排気ガス中に占める窒素酸化物の割合を低減させるようにした排気ガス還流（以下、ＥＧＲと記述する）装置が知られている。このＥＧＲ装置においては、両端が吸気通路と排気通路とに連通するＥＧＲ通路の途中にこのＥＧＲ通路を開閉し得るＥＧＲ制御弁を介装し、所定の運転領域にて排気ガスを吸気通路側へ還流させている。ＥＧＲ装置を作動させた場合、排気ガスを吸気通路側に還流させない状態と比較すると、混合気の燃焼条件が変わるため、点火時期を補正する必要が生ずる。吸気通路側に還流される排気ガスの量、つまりＥＧＲ量は、排気通路側に対する吸気通路側の差圧と、ＥＧＲ制御弁の開度とに応じて自ずと決まる。一般的には、ＥＧＲ量が多いほど混合気の燃焼速度が緩慢になるため、点火進角を早めて機関の出力特性を維持する必要が生ずる。   Exhaust gas in which a part of the exhaust gas flowing in the exhaust passage is returned from the intake passage to the combustion chamber, and the combustion temperature of the air-fuel mixture in the combustion chamber is lowered to reduce the ratio of nitrogen oxides in the exhaust gas. A gas reflux (hereinafter referred to as EGR) apparatus is known. In this EGR device, an EGR control valve capable of opening and closing the EGR passage is provided in the middle of the EGR passage where both ends communicate with the intake passage and the exhaust passage, and exhaust gas is sent to the intake passage side in a predetermined operation region. Reflux. When the EGR device is operated, it is necessary to correct the ignition timing because the combustion condition of the air-fuel mixture changes compared to a state in which the exhaust gas is not recirculated to the intake passage side. The amount of exhaust gas recirculated to the intake passage side, that is, the EGR amount, is naturally determined according to the differential pressure on the intake passage side with respect to the exhaust passage side and the opening of the EGR control valve. Generally, as the EGR amount increases, the combustion speed of the air-fuel mixture becomes slower, so that it is necessary to advance the ignition advance to maintain the engine output characteristics.

このようなＥＧＲ装置が組み込まれた火花点火機関に関し、特許文献１に開示された運転制御方法が知られている。これによると、吸入空気量センサおよび筒内圧センサからの検出信号に基づいて燃焼室内の吸気充填効率およびＥＧＲ率を算出し、さらにこの算出されたＥＧＲ率に基づいて吸気充填効率を補正し、この補正後の吸気充填効率に基づいて点火時期を設定している。   An operation control method disclosed in Patent Document 1 is known regarding a spark ignition engine in which such an EGR device is incorporated. According to this, the intake charge efficiency and the EGR rate in the combustion chamber are calculated based on detection signals from the intake air amount sensor and the in-cylinder pressure sensor, and the intake charge efficiency is corrected based on the calculated EGR rate. The ignition timing is set based on the corrected intake charging efficiency.

特開平５−１５７００９号公報Japanese Patent Application Laid-Open No. 5-157209

排気ガス中には、ＨＣやＣＯなどの未燃炭化物が煤となって含まれる場合があり、これらがＥＧＲ通路内やＥＧＲ制御弁の弁体などに次第に付着堆積してＥＧＲ通路断面積を実質的に狭めてしまう可能性がある。ＥＧＲ通路内やＥＧＲ制御弁の弁体などに排気ガス中に含まれる炭化物などが付着堆積すると、機関の回転数および負荷に応じて予め設定されたＥＧＲ量に対し、実際に燃焼室に導かれるＥＧＲ量が少なくなってしまう。この結果、設定されたＥＧＲ量に対応した点火時期が不適切となり、混合気の好ましい燃焼状態を実現することができない。   In some cases, unburned carbides such as HC and CO are contained in the exhaust gas as soot, which gradually adheres to and accumulates in the EGR passage, the valve body of the EGR control valve, etc. May be narrowed. If carbides or the like contained in the exhaust gas adhere to and accumulate in the EGR passage or the valve body of the EGR control valve, the EGR amount preset according to the engine speed and load is actually led to the combustion chamber. The amount of EGR is reduced. As a result, the ignition timing corresponding to the set EGR amount becomes inappropriate, and a preferable combustion state of the air-fuel mixture cannot be realized.

先の特許文献１は、吸入空気量センサおよび筒内圧センサからの検出信号に基づいてＥＧＲ率を算出しているため、上述したような不具合を生じないという利点がある。しかしながら、ＥＧＲ装置が組み込まれた多気筒内燃機関においては、各気筒に流入するＥＧＲガスの濃度がサイクル毎に変化するという問題がある。このため、特許文献１のように吸入空気量センサおよび筒内圧センサからの検出信号に基づいてＥＧＲ率を算出し、次の燃焼サイクルにて点火時期を補正する方法では、精度の高い良好な点火時期を実現することが困難である。   Since Patent Document 1 described above calculates the EGR rate based on detection signals from the intake air amount sensor and the in-cylinder pressure sensor, there is an advantage that the above-described problems do not occur. However, in a multi-cylinder internal combustion engine in which an EGR device is incorporated, there is a problem that the concentration of EGR gas flowing into each cylinder changes for each cycle. For this reason, the method of calculating the EGR rate based on the detection signals from the intake air amount sensor and the in-cylinder pressure sensor and correcting the ignition timing in the next combustion cycle as disclosed in Patent Document 1 provides good ignition with high accuracy. It is difficult to realize the time.

本発明の目的は、ＥＧＲ装置が組み込まれた火花点火式多気筒内燃機関において、より適切な点火時期を設定し得る制御方法およびその装置を提供することにある。   An object of the present invention is to provide a control method and apparatus capable of setting a more appropriate ignition timing in a spark ignition type multi-cylinder internal combustion engine incorporating an EGR device.

本発明の第１の形態は、ＥＧＲ装置が組み込まれた火花点火機関の運転制御方法であって、ＥＧＲガスを含む混合気が供給された燃焼室内の圧力変化を圧縮行程中に検出するステップと、検出された圧力変化に基づいて混合気中に含まれるＥＧＲガス濃度を算出するステップと、算出されたＥＧＲガス濃度に基づいて点火時期を補正するステップとを具えたことを特徴とするものである。   A first aspect of the present invention is a method for controlling the operation of a spark ignition engine in which an EGR device is incorporated, and detecting a pressure change in a combustion chamber supplied with an air-fuel mixture containing EGR gas during a compression stroke; And a step of calculating the EGR gas concentration contained in the air-fuel mixture based on the detected pressure change, and a step of correcting the ignition timing based on the calculated EGR gas concentration. is there.

本発明の第１の形態による火花点火機関の運転制御方法において、点火時期を補正するステップは、圧力変化を検出した同一サイクル中に行われることが好ましい。   In the spark ignition engine operation control method according to the first aspect of the present invention, the step of correcting the ignition timing is preferably performed during the same cycle in which the pressure change is detected.

ＥＧＲガス濃度を算出するステップは、検出された圧力変化から混合気の比熱比を算出するステップを含み、算出された比熱比に基づいてＥＧＲガス濃度を算出するものであってよい。   The step of calculating the EGR gas concentration may include a step of calculating a specific heat ratio of the air-fuel mixture from the detected pressure change, and may calculate the EGR gas concentration based on the calculated specific heat ratio.

本発明の第２の形態は、火花点火機関の運転状態に応じてＥＧＲ量を設定するＥＧＲ量設定部と、このＥＧＲ量設定部にて設定されたＥＧＲ量に応じて点火時期を設定する点火時期設定部と含む火花点火機関の運転制御装置であって、ＥＧＲガスを含む混合気が供給された燃焼室内の圧力変化を圧縮行程中に検出するための筒内圧センサと、この筒内圧センサによって検出された圧縮行程中の圧力変化に基づいて混合気中に含まれるＥＧＲガス濃度を算出するＥＧＲガス濃度算出部と、このＥＧＲ濃度算出部にて算出されたＥＧＲガス濃度に基づき、前記点火時期設定部にて設定された点火時期を補正する点火時期補正部とを具えたことを特徴とするものである。   The second aspect of the present invention is an EGR amount setting unit that sets an EGR amount according to the operating state of the spark ignition engine, and an ignition that sets an ignition timing according to the EGR amount set by the EGR amount setting unit. A spark ignition engine operation control device including a timing setting unit, and an in-cylinder pressure sensor for detecting a pressure change in a combustion chamber supplied with an air-fuel mixture containing EGR gas during a compression stroke, and the in-cylinder pressure sensor An EGR gas concentration calculation unit that calculates an EGR gas concentration contained in the air-fuel mixture based on the detected pressure change during the compression stroke, and the ignition timing based on the EGR gas concentration calculated by the EGR concentration calculation unit An ignition timing correction unit that corrects the ignition timing set by the setting unit is provided.

本発明において、筒内圧センサはＥＧＲガスを含む混合気が供給された燃焼室内における圧縮行程中の圧力変化を検出し、ＥＧＲガス濃度算出部は、検出された圧縮行程中の圧力変化に基づいて混合気中に含まれるＥＧＲガス濃度を算出する。点火時期補正部は、算出されたＥＧＲガス濃度に基づいて点火時期を補正する。この場合、ＥＧＲガス濃度が高いほど、混合気の燃焼伝播速度が遅くなる傾向を持つため、点火時期補正部は、ＥＧＲガス濃度が高いほど点火時期を早めに設定する。   In the present invention, the in-cylinder pressure sensor detects a pressure change during the compression stroke in the combustion chamber supplied with the air-fuel mixture containing EGR gas, and the EGR gas concentration calculation unit is based on the detected pressure change during the compression stroke. The concentration of EGR gas contained in the gas mixture is calculated. The ignition timing correction unit corrects the ignition timing based on the calculated EGR gas concentration. In this case, since the combustion propagation speed of the air-fuel mixture tends to be slower as the EGR gas concentration is higher, the ignition timing correction unit sets the ignition timing earlier as the EGR gas concentration is higher.

本発明の第２の形態による火花点火機関の運転制御装置において、ＥＧＲガス濃度算出部は、筒内圧センサによって検出された圧力変化から混合気の比熱比を算出する比熱比算出部を含み、この比熱比算出部にて算出された比熱比に基づいてＥＧＲガス濃度を算出するものであってよい。   In the spark ignition engine operation control apparatus according to the second aspect of the present invention, the EGR gas concentration calculation unit includes a specific heat ratio calculation unit that calculates the specific heat ratio of the air-fuel mixture from the pressure change detected by the in-cylinder pressure sensor. The EGR gas concentration may be calculated based on the specific heat ratio calculated by the specific heat ratio calculation unit.

本発明によると、ＥＧＲガスを含む混合気が供給された燃焼室内の圧力変化を圧縮行程中に検出し、これに基づいて混合気中に含まれるＥＧＲガス濃度を算出し、算出されたＥＧＲガス濃度に基づいて点火時期を補正するようにしたので、燃焼室内の圧力変化を検出したサイクルにて点火時期の補正が可能となる。この結果、燃焼室内の混合気の性状に合致した点火時期にて混合気を燃焼させることができ、特にＥＧＲの開始直後における排気ガスの性状を良好に維持することができる。   According to the present invention, the pressure change in the combustion chamber supplied with the air-fuel mixture containing EGR gas is detected during the compression stroke, and based on this, the EGR gas concentration contained in the air-fuel mixture is calculated, and the calculated EGR gas Since the ignition timing is corrected based on the concentration, the ignition timing can be corrected in a cycle in which a pressure change in the combustion chamber is detected. As a result, the air-fuel mixture can be combusted at an ignition timing that matches the properties of the air-fuel mixture in the combustion chamber, and particularly the properties of the exhaust gas immediately after the start of EGR can be maintained well.

ＥＧＲガス濃度を算出する際に、検出された圧力変化から混合気の比熱比を算出し、算出された比熱比に基づいてＥＧＲガス濃度を算出するようにした場合、ＥＧＲガスの性状、つまりＨＣやＣＯなどの未燃成分に関する情報が反映されるため、より高精度な点火時期制御を行うことができる。   When calculating the EGR gas concentration, if the specific heat ratio of the air-fuel mixture is calculated from the detected pressure change and the EGR gas concentration is calculated based on the calculated specific heat ratio, the properties of the EGR gas, that is, HC Since information on unburned components such as CO and CO is reflected, ignition timing control with higher accuracy can be performed.

本発明を火花点火式多気筒内燃機関が搭載された車両の運転制御に応用した一実施形態について、図１〜図４を参照しながら詳細に説明する。なお、本発明はこのような実施形態のみに限らず、例えばブローバイガス還流や、燃料キャニスタ内のガスパージの際の燃焼制御など、本発明の精神に帰属する他の任意の技術にも応用することが可能である。   An embodiment in which the present invention is applied to operation control of a vehicle equipped with a spark ignition type multi-cylinder internal combustion engine will be described in detail with reference to FIGS. The present invention is not limited to such an embodiment, and may be applied to any other technique belonging to the spirit of the present invention, such as blow-by gas recirculation and combustion control during gas purge in a fuel canister. Is possible.

本実施形態におけるエンジンシステムの概念を図１に示し、このエンジンシステムにおける燃焼制御に関するブロックを図２に示す。本実施形態におけるエンジン１０は、燃料であるガソリンを燃料噴射弁１１から燃焼室１２内に直接噴射し、点火プラグ１３によって着火させる火花点火式の多気筒内燃機関であるが、本発明の特性上、単気筒の火花点火式内燃機関であってもよい。また、燃料としてガソリン以外にアルコールやＬＰＧ(液化天然ガス)などを単独またはこれらを混合したものを使用することも可能である。   The concept of the engine system in this embodiment is shown in FIG. 1, and the block regarding the combustion control in this engine system is shown in FIG. The engine 10 in the present embodiment is a spark ignition type multi-cylinder internal combustion engine in which gasoline as fuel is directly injected into the combustion chamber 12 from the fuel injection valve 11 and ignited by the spark plug 13. A single-cylinder spark ignition internal combustion engine may be used. In addition to gasoline, alcohol, LPG (liquefied natural gas) or the like can be used alone or as a mixture thereof.

燃焼室１２にそれぞれ臨む吸気ポート１４および排気ポート１５が形成されたシリンダヘッド１６には、吸気ポート１４を開閉する吸気弁１７および排気ポート１５を開閉する排気弁１８を含む動弁機構が組み込まれている。先の燃料噴射弁１１や、燃焼室１２内の混合気を着火させる点火プラグ１３およびこの点火プラグ１３に火花を発生させるイグニッションコイル１９の他に、燃焼室１２内の圧力を検出するための筒内圧センサ２０もシリンダヘッド１６に搭載されている。   A valve operating mechanism including an intake valve 17 that opens and closes the intake port 14 and an exhaust valve 18 that opens and closes the exhaust port 15 is incorporated in the cylinder head 16 in which the intake port 14 and the exhaust port 15 facing the combustion chamber 12 are formed. ing. In addition to the previous fuel injection valve 11, the ignition plug 13 that ignites the air-fuel mixture in the combustion chamber 12, and the ignition coil 19 that generates a spark in the ignition plug 13, a cylinder for detecting the pressure in the combustion chamber 12 The internal pressure sensor 20 is also mounted on the cylinder head 16.

また、このエンジン１０には、排気通路２１内を流れる排気ガスの一部を吸気通路２２内に導くＥＧＲ装置２３が組み込まれている。ＥＧＲ装置２３は、排気通路２１の主要部を画成する排気管２４に一端が連通すると共に他端が吸気通路２２の主要部を画成する吸気管２５内に連通し、かつＥＧＲ通路２６を画成するＥＧＲ管２７を具えている。また、このＥＧＲ装置２３は、ＥＧＲ管２７に設けられてＥＧＲ通路２６内を流れる排気ガスの流量を制御するＥＧＲ弁２８も具えている。本実施形態では、エンジン１０を搭載した車両が予め設定されたＥＧＲ運転領域にあることをＥＣＵ２９のＥＧＲ判定部３０が判定した場合、車両の運転状態に応じてＥＧＲ弁２８の開度がＥＣＵ２９のＥＧＲ量設定部３１にて設定される。ＥＣＵ２９のＥＧＲ弁駆動制御部３２は、ＥＧＲ弁２８をＥＧＲ量設定部３１にて設定された開度に制御し、それ以外の場合は基本的にＥＧＲ通路２６を塞ぐように閉じた状態に保持する。なお、ＥＧＲ判定部３０での判定結果は、ＥＣＵ２９のＥＧＲガス濃度算出部３３にも出力される。   The engine 10 incorporates an EGR device 23 that guides a part of the exhaust gas flowing in the exhaust passage 21 into the intake passage 22. The EGR device 23 has one end communicating with the exhaust pipe 24 defining the main part of the exhaust passage 21 and the other end communicating with the inside of the intake pipe 25 defining the main part of the intake passage 22, and the EGR path 26. An EGR tube 27 is defined. The EGR device 23 also includes an EGR valve 28 that is provided in the EGR pipe 27 and controls the flow rate of the exhaust gas flowing in the EGR passage 26. In the present embodiment, when the EGR determination unit 30 of the ECU 29 determines that the vehicle on which the engine 10 is mounted is in a preset EGR operation region, the opening degree of the EGR valve 28 depends on the operation state of the vehicle. It is set by the EGR amount setting unit 31. The EGR valve drive control unit 32 of the ECU 29 controls the EGR valve 28 to the opening set by the EGR amount setting unit 31, and otherwise holds the EGR passage 26 so as to basically close the EGR passage 26. To do. The determination result in the EGR determination unit 30 is also output to the EGR gas concentration calculation unit 33 of the ECU 29.

吸気ポート１４に連通するようにシリンダヘッド１６に連結されて吸気ポート１４と共に吸気通路２２を画成する吸気管２５の上流端側には、大気中に含まれる塵埃などを除去して吸気通路２２に導くためのエアクリーナ３４が設けられている。このエアクリーナ３４と、吸気管２５の途中に形成されたサージタンク３５との間の吸気管２５の部分には、運転者によって操作されるアクセルペダル３６の踏み込み量に基づき、吸気通路２２の開度が調整されるスロットル弁３７が組み込まれている。また、このスロットル弁３７と先のエアクリーナ３４との間の吸気管２５の途中には、ここを流れる吸気の流量を検出してこれをＥＣＵ２９に出力するエアフローメータ３８が組み付けられている。吸気管２５におけるエアフローメータ３８の取り付け位置は、スロットル弁３７の取り付け位置よりも上流側であればよく、図１の如き位置に限定されるものではない。   At the upstream end side of the intake pipe 25 connected to the cylinder head 16 so as to communicate with the intake port 14 and defining the intake passage 22 together with the intake port 14, dust and the like contained in the atmosphere are removed to remove the intake passage 22. An air cleaner 34 is provided for guiding the air. In the portion of the intake pipe 25 between the air cleaner 34 and the surge tank 35 formed in the middle of the intake pipe 25, the opening degree of the intake passage 22 is based on the depression amount of the accelerator pedal 36 operated by the driver. A throttle valve 37 that adjusts the angle is incorporated. An air flow meter 38 that detects the flow rate of the intake air flowing therethrough and outputs it to the ECU 29 is assembled in the middle of the intake pipe 25 between the throttle valve 37 and the previous air cleaner 34. The attachment position of the air flow meter 38 in the intake pipe 25 may be upstream from the attachment position of the throttle valve 37, and is not limited to the position shown in FIG.

排気ポート１５に連通するようにシリンダヘッド１６に連結されて排気ポート１５と共に排気通路２１を画成する排気管２４の途中には、燃焼室１２内での混合気の燃焼により生成する有害物質を無害化する三元触媒３９が組み込まれている。なお、この三元触媒３９を排気通路２１に沿って直列に複数個組み込むことも有効である。   In the middle of the exhaust pipe 24 connected to the cylinder head 16 so as to communicate with the exhaust port 15 and defining the exhaust passage 21 together with the exhaust port 15, harmful substances generated by combustion of the air-fuel mixture in the combustion chamber 12 are present. A three-way catalyst 39 for detoxification is incorporated. It is also effective to incorporate a plurality of three-way catalysts 39 in series along the exhaust passage 21.

本実施形態における燃料噴射弁１１は、燃料であるガソリンをピストン４０の圧縮行程中に燃焼室１２内に噴射する単噴射型式のものである。しかしながら、この圧縮行程での燃料噴射に加え、より均一な混合気を形成するために吸気行程などにおいても噴射する多噴射型式のものを採用することが可能である。各気筒毎の燃料噴射弁１１における燃料の噴射量および噴射時期は、車両の運転状態や、運転者によって操作されるアクセルペダル３６の踏み込み量などに基づき、スロットル弁３７の開度に応じた吸気量に対して所定の割合となるように、ＥＣＵ２９の燃料噴射量設定部４１にて設定される。ＥＣＵ２９の燃料噴射弁駆動制御部４２は、この燃料噴射量設定部４１にて設定された噴射量の燃料が設定された噴射時期に噴射されるよう、燃料噴射弁１１の作動を制御する。   The fuel injection valve 11 in this embodiment is of a single injection type that injects gasoline as fuel into the combustion chamber 12 during the compression stroke of the piston 40. However, in addition to the fuel injection in the compression stroke, it is possible to adopt a multi-injection type that injects in the intake stroke or the like in order to form a more uniform air-fuel mixture. The fuel injection amount and the injection timing in the fuel injection valve 11 for each cylinder are based on the operating state of the vehicle, the depression amount of the accelerator pedal 36 operated by the driver, and the like according to the opening of the throttle valve 37. It is set by the fuel injection amount setting unit 41 of the ECU 29 so as to be a predetermined ratio with respect to the amount. The fuel injection valve drive control unit 42 of the ECU 29 controls the operation of the fuel injection valve 11 so that the fuel of the injection amount set by the fuel injection amount setting unit 41 is injected at the set injection timing.

点火プラグ１３の点火時期は、車両の運転状態に応じてＥＣＵ２９の点火時期設定部４３にて各気筒毎に設定される。ＥＣＵ２９のイグニッションコイル駆動制御部４４は、この点火時期設定部４３にて設定された点火時期に点火プラグ１３に火花が発生するよう、イグニッションコイル１９の作動をそれぞれ制御する。   The ignition timing of the spark plug 13 is set for each cylinder by the ignition timing setting unit 43 of the ECU 29 in accordance with the driving state of the vehicle. The ignition coil drive control unit 44 of the ECU 29 controls the operation of the ignition coil 19 so that a spark is generated in the spark plug 13 at the ignition timing set by the ignition timing setting unit 43.

筒内圧センサ２０によって検出された信号は、ＥＣＵ２９のＥＧＲガス濃度算出部３３に出力される。この筒内圧センサ２０を全ての気筒に対してそれぞれ設けることも可能であるが、少なくとも１つの気筒に配することでも本発明を実施することができる。但し、全ての気筒に対して筒内圧センサ２０を配した場合には、各気筒毎のＥＧＲガス濃度のばらつきを正確に把握してそれぞれ最適な点火時期を設定することが可能となる。   The signal detected by the in-cylinder pressure sensor 20 is output to the EGR gas concentration calculation unit 33 of the ECU 29. The in-cylinder pressure sensor 20 can be provided for all the cylinders, but the present invention can also be implemented by disposing at least one cylinder. However, when the in-cylinder pressure sensor 20 is provided for all the cylinders, it is possible to accurately grasp the variation in the EGR gas concentration for each cylinder and set the optimal ignition timing.

ピストン４０が往復動するシリンダブロック４５には、連接棒４６を介してピストン４０が連結されるクランク軸４７の回転位相、つまりクランク角を検出してこれをＥＣＵ２９に出力するクランク角センサ４８が取り付けられている。   A crank angle sensor 48 that detects the rotational phase of the crankshaft 47 to which the piston 40 is connected via the connecting rod 46, that is, the crank angle, and outputs this to the ECU 29 is attached to the cylinder block 45 in which the piston 40 reciprocates. It has been.

アクセルペダル３６にはその踏み込み量を検出するためのアクセル開度センサ４９が付設され、その検出情報がＥＣＵ２９に出力されるようになっている。このアクセル開度センサ４９に代えてスロットル弁３７の開度を検出するスロットル開度センサを利用することも可能である。本実施形態では、アクセルペダル３６とスロットル弁３７とを機械的に連結しているが、アクセルペダル３６の踏み込み動作と、スロットル弁３７の開閉動作とを切り離すことも可能である。この場合、アクチュエータを用いてスロットル弁３７の開閉動作を電気的に制御すればよい。   The accelerator pedal 36 is provided with an accelerator opening sensor 49 for detecting the depression amount, and the detection information is output to the ECU 29. Instead of the accelerator opening sensor 49, a throttle opening sensor that detects the opening of the throttle valve 37 may be used. In the present embodiment, the accelerator pedal 36 and the throttle valve 37 are mechanically connected. However, the depression operation of the accelerator pedal 36 and the opening / closing operation of the throttle valve 37 can be separated. In this case, the opening / closing operation of the throttle valve 37 may be electrically controlled using an actuator.

上述した筒内圧センサ２０，エアフローメータ３８，アクセル開度センサ４９，クランク角センサ４８などからの検出信号が入力するＥＣＵ２９は、予め設定されたプログラムに従って円滑なエンジン１０の運転がなされるように、燃料噴射弁１１，イグニッションコイル１９，ＥＧＲ弁２８などの作動を制御するようになっている。また、車両がＥＧＲ運転領域にある場合、ＥＧＲ装置２３のＥＧＲ弁２８を開いて排気通路２１内を流れる排気ガスの一部を吸気通路２２側に戻すため、点火時期を補正する必要が生ずる。このため、本実施形態におけるＥＣＵ２９は、ＥＧＲ判定部３０からの判定結果と筒内圧センサ２０からの検出信号とに基づき、ＥＧＲガス濃度算出部３３にて、ＥＧＲガス濃度を算出する。算出されたＥＧＲガス濃度は、点火時期設定部４３の点火時期補正部５０に出力され、点火時期補正部５０は、ＥＧＲガス濃度に応じて点火時期を補正し、これをイグニッションコイル駆動制御部４４に出力する。これにより、ＥＧＲガス濃度に応じた点火時期の補正が行われる。この一連の作業はピストン４０の圧縮行程中に完了するため、同一燃焼サイクル中に点火時期の制御が行われる結果、応答性の高い高精度な点火時期の制御が可能である。   The ECU 29 to which detection signals from the in-cylinder pressure sensor 20, the air flow meter 38, the accelerator opening sensor 49, the crank angle sensor 48, etc. are input so that the engine 10 can be smoothly operated according to a preset program. The operations of the fuel injection valve 11, the ignition coil 19, the EGR valve 28, and the like are controlled. Further, when the vehicle is in the EGR operation region, it is necessary to correct the ignition timing because the EGR valve 28 of the EGR device 23 is opened and a part of the exhaust gas flowing in the exhaust passage 21 is returned to the intake passage 22 side. For this reason, the ECU 29 in the present embodiment calculates the EGR gas concentration in the EGR gas concentration calculation unit 33 based on the determination result from the EGR determination unit 30 and the detection signal from the in-cylinder pressure sensor 20. The calculated EGR gas concentration is output to the ignition timing correction unit 50 of the ignition timing setting unit 43, and the ignition timing correction unit 50 corrects the ignition timing according to the EGR gas concentration, and this is corrected to the ignition coil drive control unit 44. Output to. As a result, the ignition timing is corrected according to the EGR gas concentration. Since this series of operations is completed during the compression stroke of the piston 40, the ignition timing is controlled during the same combustion cycle. As a result, highly responsive and highly accurate ignition timing can be controlled.

ピストン４０の圧縮行程においては、燃焼室１２が密閉された空間となっている。このため、第１のクランク各位相における燃焼室１２の圧力Ｐ１およびその時の容積Ｖ１と、第２のクランク角位相における燃焼室１２の圧力Ｐ２およびその時の容積Ｖ２とは、
Ｐ１・Ｖ１ κ＝Ｐ２・Ｖ２ κ ・・・(１)
で表されるような関係を持つ。ここでκは比熱比（ポリトロープ指数）と呼称されるものであり、この比熱比κとＥＧＲガス濃度との関係を図３に模式的に示す。上記(１)式を変形すると、
κ＝log(Ｐ１/Ｐ２)/log(Ｖ２/Ｖ１) ・・・(２)
となる。 In the compression stroke of the piston 40, the combustion chamber 12 is a sealed space. For this reason, the pressure P 1 of the combustion chamber 12 in each phase of the first crank and the volume V 1 at that time, and the pressure P 2 of the combustion chamber 12 in the second crank angle phase and the volume V 2 at that time are
P 1 · V 1 κ = P 2 · V 2 κ (1)
It has a relationship represented by Here, κ is called the specific heat ratio (polytropic index), and the relationship between the specific heat ratio κ and the EGR gas concentration is schematically shown in FIG. When the above equation (1) is transformed,
κ = log (P 1 / P 2 ) / log (V 2 / V 1 ) (2)
It becomes.

ＥＧＲガス濃度算出部３３は、燃焼室１２に供給された混合気の比熱比κを算出するための比熱比算出部５１を有する。この比熱比算出部５１は、クランク角センサ４８からの検出信号に基づき、ピストン４０の圧縮行程中の所定のクランク角位相における燃焼室１２内の圧力Ｐ１，Ｐ２を筒内圧センサ２０から算出する。一方、このクランク角位相に対応した燃焼室１２の容積Ｖ１，Ｖ２は一義的に決まっており、予め比熱比算出部５１に記憶されている。従って、上述した(２)式を用いて比熱比κを算出することができる。比熱比算出部５１はまた、図３に示すようなグラフをマップとして記憶している。つまり、ＥＧＲガス濃度算出部３３は、比熱比算出部５１にて算出された比熱比κからＥＧＲガス濃度を推定し、これを点火時期設定部４３の点火時期補正部５０に出力する。 The EGR gas concentration calculation unit 33 includes a specific heat ratio calculation unit 51 for calculating the specific heat ratio κ of the air-fuel mixture supplied to the combustion chamber 12. The specific heat ratio calculation unit 51 calculates from the in-cylinder pressure sensor 20 the pressures P 1 and P 2 in the combustion chamber 12 at a predetermined crank angle phase during the compression stroke of the piston 40 based on the detection signal from the crank angle sensor 48. To do. On the other hand, the volumes V 1 and V 2 of the combustion chamber 12 corresponding to the crank angle phase are uniquely determined and stored in the specific heat ratio calculation unit 51 in advance. Therefore, the specific heat ratio κ can be calculated using the above-described equation (2). The specific heat ratio calculation unit 51 also stores a graph as shown in FIG. 3 as a map. That is, the EGR gas concentration calculation unit 33 estimates the EGR gas concentration from the specific heat ratio κ calculated by the specific heat ratio calculation unit 51, and outputs this to the ignition timing correction unit 50 of the ignition timing setting unit 43.

ＥＧＲガス濃度と点火進角量との関係を図４に模式的に示す。この図４から明らかなように、ＥＧＲガス濃度が高くなるほど、点火時期がより進角側にずれるように補正する必要が生ずることを理解できよう。点火時期補正部５０は、図４に示すようなグラフをマップとして記憶しており、ＥＧＲガス濃度算出部３３にて算出されたＥＧＲガス濃度に対応する点火進角量を設定し、これをイグニッションコイル駆動制御部４４に出力する。   The relationship between the EGR gas concentration and the ignition advance amount is schematically shown in FIG. As can be seen from FIG. 4, it can be understood that the higher the EGR gas concentration, the more the ignition timing needs to be corrected so as to shift to the advance side. The ignition timing correction unit 50 stores a graph as shown in FIG. 4 as a map, sets an ignition advance amount corresponding to the EGR gas concentration calculated by the EGR gas concentration calculation unit 33, and sets this ignition advance amount. Output to the coil drive controller 44.

イグニッションコイル駆動制御部４４は、点火時期補正部５０にて補正された点火時期となるように、クランク角センサ４８からの検出信号に基づいてイグニッションコイル１９の駆動時期を制御する。   The ignition coil drive control unit 44 controls the drive timing of the ignition coil 19 based on the detection signal from the crank angle sensor 48 so that the ignition timing corrected by the ignition timing correction unit 50 is obtained.

従って、エアクリーナ３４を通って吸気管２５から燃焼室１２内に供給される吸気は、燃料噴射弁１１から燃焼室１２内に噴射される燃料と混合気を形成し、点火プラグ１３の火花により着火して燃焼し、これによって生成する排気ガスが三元触媒３９を通って排気管２４から大気中に排出される。車両がＥＧＲ運転領域にある場合、ＥＧＲ弁２８がＥＧＲ量設定部３１にて設定されたＥＧＲ量となるように、その開度がＥＧＲ弁駆動制御部３２にて制御され、排気通路２１内を流れる排気ガスの一部がＥＧＲ通路２６を通って吸気通路２２内に還流され、再び燃焼室１２内へと供給される。この場合、ピストン４０の圧縮行程中において筒内圧センサ２０によって検出される筒内圧の変化に基づき、ＥＧＲガス濃度算出部３３の比熱比算出部５１が混合気の比熱比κを算出してＥＧＲガス濃度を求める。算出されたＥＧＲガス濃度に基づき、点火時期補正部５０が点火進角量を補正してイグニッションコイル１９の駆動タイミングが補正される。上述したように、この一連の処理は筒内圧の変化を検出したサイクル中に行われるため、応答性の良い点火時期の補正が可能となる。特に、ＥＧＲ運転領域の切り替わりの際に、従来のものに対して良好な制御特性を得ることが可能となる。   Accordingly, the intake air supplied from the intake pipe 25 into the combustion chamber 12 through the air cleaner 34 forms an air-fuel mixture with the fuel injected from the fuel injection valve 11 into the combustion chamber 12, and is ignited by the spark of the spark plug 13. Then, the exhaust gas thus generated passes through the three-way catalyst 39 and is discharged from the exhaust pipe 24 into the atmosphere. When the vehicle is in the EGR operation region, the opening degree is controlled by the EGR valve drive control unit 32 so that the EGR valve 28 becomes the EGR amount set by the EGR amount setting unit 31, and the inside of the exhaust passage 21 is controlled. A part of the flowing exhaust gas is recirculated into the intake passage 22 through the EGR passage 26 and supplied again into the combustion chamber 12. In this case, based on the change in the in-cylinder pressure detected by the in-cylinder pressure sensor 20 during the compression stroke of the piston 40, the specific heat ratio calculation unit 51 of the EGR gas concentration calculation unit 33 calculates the specific heat ratio κ of the air-fuel mixture to calculate EGR gas. Determine the concentration. Based on the calculated EGR gas concentration, the ignition timing correction unit 50 corrects the ignition advance amount, and the drive timing of the ignition coil 19 is corrected. As described above, since this series of processing is performed during a cycle in which a change in the in-cylinder pressure is detected, it is possible to correct the ignition timing with good response. In particular, when the EGR operation region is switched, it is possible to obtain better control characteristics than the conventional one.

なお、本発明はその特許請求の範囲に記載された事項のみから解釈されるべきものであり、上述した実施形態においても、本発明の概念に包含されるあらゆる変更や修正が記載した事項以外に可能である。つまり、上述した実施形態におけるすべての事項は、本発明を限定するためのものではなく、本発明とは直接的に関係のないあらゆる構成を含め、その用途や目的などに応じて任意に変更し得るものである。   It should be noted that the present invention should be construed only from the matters described in the claims, and in the above-described embodiment, all the changes and modifications included in the concept of the present invention are other than those described. Is possible. That is, all matters in the above-described embodiment are not intended to limit the present invention, and include any configuration not directly related to the present invention. To get.

本発明の一実施形態における火花点火式多気筒内燃機関を模式的に表す概念図である。1 is a conceptual diagram schematically showing a spark ignition type multi-cylinder internal combustion engine in an embodiment of the present invention. 図１に示した実施形態における制御ブロック図である。FIG. 2 is a control block diagram in the embodiment shown in FIG. 1. 比熱比とＥＧＲガス濃度との関係を模式的に表すグラフである。It is a graph which represents typically the relationship between specific heat ratio and EGR gas concentration. ＥＧＲガス濃度と点火進角補正量との関係を模式的に表すグラフである。6 is a graph schematically showing a relationship between an EGR gas concentration and an ignition advance correction amount.

符号の説明Explanation of symbols

１０ エンジン
１１ 燃料噴射弁
１２ 燃焼室
１３ 点火プラグ
１４ 吸気ポート
１５ 排気ポート
１６ シリンダヘッド
１７ 吸気弁
１８ 排気弁
１９ イグニッションコイル
２０ 筒内圧センサ
２１ 排気通路
２２ 吸気通路
２３ ＥＧＲ装置
２４ 排気管
２５ 吸気管
２６ ＥＧＲ通路
２７ ＥＧＲ管
２８ ＥＧＲ弁
２９ ＥＣＵ
３０ ＥＧＲ判定部
３１ ＥＧＲ量設定部
３２ ＥＧＲ弁駆動制御部
３３ ＥＧＲガス濃度算出部
３４ エアクリーナ
３５ サージタンク
３６ アクセルペダル
３７ スロットル弁
３８ エアフローメータ
３９ 三元触媒
４０ ピストン
４１ 燃料噴射量設定部
４２ 燃料噴射弁駆動制御部
４３ 点火時期設定部
４４ イグニッションコイル駆動制御部
４５ シリンダブロック
４６ 連接棒
４７ クランク軸
４８ クランク角センサ
４９ アクセル開度センサ
５０ 点火時期補正部
５１ 比熱比算出部 DESCRIPTION OF SYMBOLS 10 Engine 11 Fuel injection valve 12 Combustion chamber 13 Spark plug 14 Intake port 15 Exhaust port 16 Cylinder head 17 Intake valve 18 Exhaust valve 19 Ignition coil 20 In-cylinder pressure sensor 21 Exhaust passage 22 Intake passage 23 EGR device 24 Exhaust pipe 25 Intake pipe 26 EGR passage 27 EGR pipe 28 EGR valve 29 ECU
30 EGR determination unit 31 EGR amount setting unit 32 EGR valve drive control unit 33 EGR gas concentration calculation unit 34 Air cleaner 35 Surge tank 36 Accelerator pedal 37 Throttle valve 38 Air flow meter 39 Three-way catalyst 40 Piston 41 Fuel injection amount setting unit 42 Fuel injection Valve drive control unit 43 Ignition timing setting unit 44 Ignition coil drive control unit 45 Cylinder block 46 Connecting rod 47 Crankshaft 48 Crank angle sensor 49 Accelerator opening sensor 50 Ignition timing correction unit 51 Specific heat ratio calculation unit

Claims (5)

ＥＧＲ装置が組み込まれた火花点火機関の運転制御方法であって、
ＥＧＲガスを含む混合気が供給された燃焼室内の圧力変化を圧縮行程中に検出するステップと、
検出された圧力変化に基づいて混合気中に含まれるＥＧＲガス濃度を算出するステップと、
算出されたＥＧＲガス濃度に基づいて点火時期を補正するステップと
を具えたことを特徴とする火花点火機関の運転制御方法。 An operation control method for a spark ignition engine incorporating an EGR device,
Detecting a pressure change in the combustion chamber supplied with the air-fuel mixture containing EGR gas during the compression stroke;
Calculating an EGR gas concentration contained in the mixture based on the detected pressure change;
And a step of correcting an ignition timing based on the calculated EGR gas concentration. 点火時期を補正するステップは、圧力変化を検出した同一サイクル中に行われることを特徴とする請求項１に記載の火花点火機関の運転制御方法。   2. The operation control method for a spark ignition engine according to claim 1, wherein the step of correcting the ignition timing is performed during the same cycle in which the pressure change is detected. ＥＧＲガス濃度を算出するステップは、検出された圧力変化から混合気の比熱比を算出するステップを含み、算出された比熱比に基づいてＥＧＲガス濃度を算出することを特徴とする請求項１または請求項２に記載の火花点火機関の運転制御方法。   The step of calculating the EGR gas concentration includes a step of calculating a specific heat ratio of the air-fuel mixture from the detected pressure change, and calculating the EGR gas concentration based on the calculated specific heat ratio. The operation control method of the spark ignition engine according to claim 2. 火花点火機関の運転状態に応じてＥＧＲ量を設定するＥＧＲ量設定部と、このＥＧＲ量設定部にて設定されたＥＧＲ量に応じて点火時期を設定する点火時期設定部と含む火花点火機関の運転制御装置であって、
ＥＧＲガスを含む混合気が供給された燃焼室内の圧力変化を圧縮行程中に検出するための筒内圧センサと、
この筒内圧センサによって検出された圧縮行程中の圧力変化に基づいて混合気中に含まれるＥＧＲガス濃度を算出するＥＧＲガス濃度算出部と、
このＥＧＲ濃度算出部にて算出されたＥＧＲガス濃度に基づき、前記点火時期設定部にて設定された点火時期を補正する点火時期補正部と
を具えたことを特徴とする火花点火機関の運転制御装置。 The spark ignition engine includes an EGR amount setting unit that sets an EGR amount according to the operating state of the spark ignition engine, and an ignition timing setting unit that sets an ignition timing according to the EGR amount set by the EGR amount setting unit. An operation control device comprising:
An in-cylinder pressure sensor for detecting a pressure change in the combustion chamber supplied with the air-fuel mixture containing EGR gas during the compression stroke;
An EGR gas concentration calculation unit that calculates an EGR gas concentration contained in the air-fuel mixture based on a pressure change during the compression stroke detected by the in-cylinder pressure sensor;
Operation control of a spark ignition engine, comprising: an ignition timing correction unit that corrects the ignition timing set by the ignition timing setting unit based on the EGR gas concentration calculated by the EGR concentration calculation unit apparatus. ＥＧＲガス濃度算出部は、筒内圧センサによって検出された圧力変化から混合気の比熱比を算出する比熱比算出部を含み、この比熱比算出部にて算出された比熱比に基づいてＥＧＲガス濃度を算出することを特徴とする請求項４に記載の火花点火機関の運転制御装置。   The EGR gas concentration calculation unit includes a specific heat ratio calculation unit that calculates the specific heat ratio of the air-fuel mixture from the pressure change detected by the in-cylinder pressure sensor, and based on the specific heat ratio calculated by the specific heat ratio calculation unit, the EGR gas concentration The operation control device for a spark ignition engine according to claim 4, wherein:
JP2007071505A 2007-03-19 2007-03-19 Method and device of controlling operation of spark-ignition engine Pending JP2008231995A (en)

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Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2010285957A (en) * 2009-06-12 2010-12-24 Isuzu Motors Ltd Intake control device for engine
JP2011153550A (en) * 2010-01-26 2011-08-11 Toyota Motor Corp Control device of internal combustion engine
WO2015030659A1 (en) * 2013-08-29 2015-03-05 Scania Cv Ab Method and system for the control of an internal combustion engine
WO2017203798A1 (en) * 2016-05-27 2017-11-30 日立オートモティブシステムズ株式会社 Internal combustion engine control device
US9926873B2 (en) 2015-07-10 2018-03-27 Honda Motor Co., Ltd. Internal combustion engine control apparatus
US9932920B2 (en) 2015-07-10 2018-04-03 Honda Motor Co., Ltd. Control device for internal combustion engine

Cited By (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2010285957A (en) * 2009-06-12 2010-12-24 Isuzu Motors Ltd Intake control device for engine
JP2011153550A (en) * 2010-01-26 2011-08-11 Toyota Motor Corp Control device of internal combustion engine
WO2015030659A1 (en) * 2013-08-29 2015-03-05 Scania Cv Ab Method and system for the control of an internal combustion engine
US9926873B2 (en) 2015-07-10 2018-03-27 Honda Motor Co., Ltd. Internal combustion engine control apparatus
US9932920B2 (en) 2015-07-10 2018-04-03 Honda Motor Co., Ltd. Control device for internal combustion engine
WO2017203798A1 (en) * 2016-05-27 2017-11-30 日立オートモティブシステムズ株式会社 Internal combustion engine control device
CN109154272A (en) * 2016-05-27 2019-01-04 日立汽车***株式会社 Combustion engine control
CN109154272B (en) * 2016-05-27 2020-08-28 日立汽车***株式会社 Control device for internal combustion engine
US10844826B2 (en) 2016-05-27 2020-11-24 Hitachi Automotive Systems, Ltd. Internal combustion engine control device

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