JP5874272B2 - Control device for direct injection internal combustion engine - Google Patents

Control device for direct injection internal combustion engine Download PDF

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JP5874272B2
JP5874272B2 JP2011210477A JP2011210477A JP5874272B2 JP 5874272 B2 JP5874272 B2 JP 5874272B2 JP 2011210477 A JP2011210477 A JP 2011210477A JP 2011210477 A JP2011210477 A JP 2011210477A JP 5874272 B2 JP5874272 B2 JP 5874272B2
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小松　明
明 小松
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Isuzu Motors Ltd
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Description

本発明は、直噴式内燃機関の制御装置に関し、特に複数気筒のうち選択的に任意の気筒の吸排気バルブの開閉動作を休止させる減筒運転が可能な直噴式内燃機関の制御装置に関する。   The present invention relates to a control device for a direct injection internal combustion engine, and more particularly to a control device for a direct injection internal combustion engine capable of a reduced-cylinder operation that selectively stops the opening / closing operation of an intake / exhaust valve of any cylinder among a plurality of cylinders.

エンジンの燃費を改善する方法として、エンジンの運転状態に応じて選択的に一部の気筒における吸排気バルブの開閉動作を休止させると共に、燃料噴射を停止させることで、エンジンのポンピングフリクションを効果的に低減させる減筒運転が知られている。また、ディーゼルエンジンや一部のガソリンエンジンにおいては、燃料を筒内に直接噴射する直噴式エンジンが知られている。   As a way to improve engine fuel efficiency, the pumping friction of the engine is effectively reduced by stopping the fuel injection while stopping the intake / exhaust valve opening and closing operation in some cylinders selectively according to the operating state of the engine Reduced-cylinder operation that reduces the number of cylinders is known. Further, in a diesel engine and some gasoline engines, a direct injection engine that directly injects fuel into a cylinder is known.

例えば、特許文献１には、可変動弁機構を備えて任意の気筒の吸排気バルブの開閉を休止させる減筒運転が可能に構成され、かつ、燃料を各気筒の筒内に直接噴射する直噴式内燃機関の制御装置が開示されている。   For example, in Patent Document 1, a variable valve mechanism is provided so that a reduced-cylinder operation in which opening / closing of an intake / exhaust valve of any cylinder is suspended is possible, and fuel is directly injected into the cylinder of each cylinder. A control device for an injection internal combustion engine is disclosed.

特開２０１０−１８５３０６号公報JP 2010-185306 A

ところで、可変動弁機構による全筒運転や減筒運転への切り換え制御は、可変動弁機構に設けられた油圧式アクチュエータに供給される作動油圧を低圧もしくは高圧に切り換えることでコントロールされている。また、減筒運転時に燃料噴射が停止されていた気筒においては、全筒運転への切り換え指示と同時に対象気筒の燃料噴射を再開するのが一般的である。   By the way, the switching control to the all cylinder operation and the reduced cylinder operation by the variable valve mechanism is controlled by switching the hydraulic pressure supplied to the hydraulic actuator provided in the variable valve mechanism to a low pressure or a high pressure. In a cylinder in which fuel injection has been stopped during the reduced cylinder operation, it is common to restart the fuel injection in the target cylinder simultaneously with an instruction to switch to all cylinder operation.

しかし、減筒運転から全筒運転への切り換え時には、油圧式アクチュエータの応答遅れにより対象気筒における吸排気バルブの開閉動作にも作動遅れが生じるため、全筒運転への切り換えと同時に対象気筒に対する燃料噴射を再開すると、空気が十分に供給されていない気筒内に燃料が噴射されることになる。そのため、その後に吸排気バルブが開閉動作を開始すると、それまでの間に燃焼室内に噴射された燃料の異常燃焼を引き起こし、大きな燃焼音や振動の発生、場合によってはエンジンの破損等を招く可能性がある。   However, when switching from reduced-cylinder operation to full-cylinder operation, there is a delay in the opening and closing operation of the intake and exhaust valves in the target cylinder due to the response delay of the hydraulic actuator. When the injection is resumed, the fuel is injected into the cylinder that is not sufficiently supplied with air. Therefore, if the intake / exhaust valve starts to open / close after that, it may cause abnormal combustion of the fuel injected into the combustion chamber until then, causing loud combustion noise and vibration, and possibly engine damage There is sex.

本発明は、このような点に鑑みてなされたもので、その目的は、減筒運転から全筒運転への切り換え時に、空気が十分に供給されていない気筒内への燃料噴射を効果的に防止することにある。   The present invention has been made in view of the above points, and its object is to effectively inject fuel into a cylinder to which air is not sufficiently supplied when switching from reduced-cylinder operation to all-cylinder operation. It is to prevent.

上述の目的を達成するため、本発明の直噴式内燃機関の制御装置は、複数気筒のうち選択的に任意の気筒における吸排気バルブの開閉動作を休止させると共に、該気筒の燃料噴射を停止させる減筒運転が可能な直噴式内燃機関の制御装置であって、前記吸排気バルブの開閉動作を検出するバルブ開閉検出手段と、前記内燃機関の運転状態に応じて各気筒の燃料噴射を制御する燃料噴射制御手段とを備え、前記燃料噴射制御手段は、減筒運転から全筒運転に切り換わる時に、減筒運転の対象気筒において前記バルブ開閉検出手段が吸排気バルブの開閉動作を検出するまで、該対象気筒の燃料噴射を停止させることを特徴とする。   In order to achieve the above object, a control device for a direct injection internal combustion engine according to the present invention selectively stops the opening / closing operation of an intake / exhaust valve in an arbitrary cylinder among a plurality of cylinders and stops fuel injection in the cylinder. A control device for a direct injection internal combustion engine capable of reduced-cylinder operation, comprising: valve opening / closing detection means for detecting opening / closing operation of the intake / exhaust valve; and fuel injection of each cylinder according to the operating state of the internal combustion engine Fuel injection control means, and when the fuel injection control means switches from reduced-cylinder operation to full-cylinder operation, until the valve opening / closing detection means detects the intake / exhaust valve opening / closing operation in the target cylinder of reduced-cylinder operation. The fuel injection of the target cylinder is stopped.

また、前記バルブ開閉検出手段が、各気筒の筒内圧を検出する筒内圧センサであり、前記燃料噴射制御手段が、減筒運転から全筒運転に切り替わる時に、減筒運転の対象気筒において前記筒内圧センサにより検出される筒内圧が所定の閾値に達するまで、該対象気筒の燃料噴射を停止させるようにしてもよい。   Further, the valve opening / closing detection means is an in-cylinder pressure sensor that detects an in-cylinder pressure of each cylinder, and the cylinder in the target cylinder of the reduced cylinder operation when the fuel injection control means is switched from the reduced cylinder operation to the all cylinder operation. The fuel injection of the target cylinder may be stopped until the in-cylinder pressure detected by the internal pressure sensor reaches a predetermined threshold value.

本発明の直噴式内燃機関の制御装置によれば、減筒運転から全筒運転への切り換え時に、空気が十分に供給されていない気筒内への燃料噴射を効果的に防止することができる。   According to the control device for a direct injection internal combustion engine of the present invention, fuel injection into a cylinder to which air is not sufficiently supplied can be effectively prevented when switching from the reduced cylinder operation to the all cylinder operation.

本発明の一実施形態に係る直噴式内燃機関の制御装置を示す模式的なブロック構成図である。1 is a schematic block diagram illustrating a control device for a direct injection internal combustion engine according to an embodiment of the present invention. 本発明の一実施形態に係る直噴式内燃機関の制御装置による制御内容を示すフローチャートである。It is a flowchart which shows the control content by the control apparatus of the direct injection type internal combustion engine which concerns on one Embodiment of this invention.

以下、図１，２に基づいて、本発明の一実施形態に係る直噴式内燃機関の制御装置を説明する。同一の部品には同一の符号を付してあり、それらの名称および機能も同じである。したがって、それらについての詳細な説明は繰返さない。   Hereinafter, a control apparatus for a direct injection internal combustion engine according to an embodiment of the present invention will be described with reference to FIGS. The same parts are denoted by the same reference numerals, and their names and functions are also the same. Therefore, detailed description thereof will not be repeated.

図１に示すように、本実施形態に係る直噴式内燃機関の制御装置は、内燃機関としてのディーゼルエンジン（以下、単にエンジンという）１０と、エンジン１０の各気筒に対してそれぞれ設けられた筒内圧センサ１６と、任意の気筒の稼働を休止させる可変動弁機構（不図示）と、ＥＣＵ（電子制御ユニット）４０とを備えている。なお、本実施形態において、筒内圧センサ１６は本発明のバルブ開閉検出手段を構成する。   As shown in FIG. 1, a control device for a direct injection internal combustion engine according to the present embodiment includes a diesel engine (hereinafter simply referred to as an engine) 10 as an internal combustion engine and cylinders provided for each cylinder of the engine 10. An internal pressure sensor 16, a variable valve mechanism (not shown) for stopping the operation of an arbitrary cylinder, and an ECU (electronic control unit) 40 are provided. In the present embodiment, the in-cylinder pressure sensor 16 constitutes the valve opening / closing detection means of the present invention.

エンジン１０は、複数気筒（本実施形態では直列６気筒）を備える多気筒エンジンである。また、エンジン１０には、図示しない吸気バルブの開弁により各気筒の燃焼室内に新気を導入する吸気マニホールド１０ａと、図示しない排気バルブの開弁により各気筒の燃焼室内から排気を導出する排気マニホールド１０ｂとが設けられている。さらに、エンジン１０の各気筒には、何れも図示しない燃料タンクからコモンレールに供給された加圧燃料をエンジン１０の各気筒の筒内に直接噴射するインジェクタ１４が設けられている。   The engine 10 is a multi-cylinder engine having a plurality of cylinders (in this embodiment, in-line 6 cylinders). In addition, the engine 10 includes an intake manifold 10a that introduces fresh air into the combustion chamber of each cylinder by opening an unillustrated intake valve, and an exhaust that leads exhaust gas from the combustion chamber of each cylinder by opening an unillustrated exhaust valve. A manifold 10b is provided. Further, each cylinder of the engine 10 is provided with an injector 14 that directly injects pressurized fuel supplied to a common rail from a fuel tank (not shown) into the cylinder of each cylinder of the engine 10.

インジェクタ１４は、ＥＣＵ４０と電気的に接続されており、このＥＣＵ４０から出力される制御信号に応じて図示しない噴射ノズルの芯弁を開閉させることで、燃料噴射量や噴射時期がコントロールされている。また、インジェクタ１４には、各噴射ノズルから噴射される燃料の実噴射量を検出する図示しない噴射量センサが設けられている。   The injector 14 is electrically connected to the ECU 40, and the fuel injection amount and the injection timing are controlled by opening and closing a core valve of an injection nozzle (not shown) according to a control signal output from the ECU 40. The injector 14 is provided with an injection amount sensor (not shown) that detects the actual injection amount of fuel injected from each injection nozzle.

筒内圧センサ１６は、エンジン１０の各気筒の筒内圧を検出するもので、検出された筒内圧は電気的に接続されたＥＣＵ４０に出力される。   The in-cylinder pressure sensor 16 detects the in-cylinder pressure of each cylinder of the engine 10, and the detected in-cylinder pressure is output to the electrically connected ECU 40.

吸気マニホールド１０ａには、吸気通路１１が接続されており、この吸気通路１１には、吸気上流側から順にエアフィルタ５０と、ＭＡＦセンサ５１と、ターボチャージャ１３のコンプレッサ１３ｂと、インタークーラ５３とが設けられている。また、排気マニホールド１０ｂには、排気通路１２が接続されており、この排気通路１２には、排気上流側から順にターボチャージャ１３のタービン１３ａと、図示しない排気浄化装置とが設けられている。   An intake passage 11 is connected to the intake manifold 10a, and an air filter 50, an MAF sensor 51, a compressor 13b of the turbocharger 13, and an intercooler 53 are sequentially connected to the intake passage 11 from the intake upstream side. Is provided. An exhaust passage 12 is connected to the exhaust manifold 10b, and a turbine 13a of a turbocharger 13 and an exhaust purification device (not shown) are provided in this exhaust passage 12 in order from the exhaust upstream side.

ターボチャージャ１３は、吸気通路１１に設けられたコンプレッサ１３ｂと、排気通路１２に設けられた可変翼を持つＶＧＴ型のタービン１３ａとを備えている。すなわち、ターボチャージャ１３は、エンジン１０の排気エネルギーによりタービン１３ａが駆動すると共に、同軸に設けられたコンプレッサ１３ｂが回転することで、吸気通路１１内の吸気をエンジン１０の各気筒の燃焼室内へと圧送するように構成されている。なお、本実施形態は、ターボ過給システムを一段過給システムとして説明しているが、例えば高圧段ターボと低圧段ターボとを備える多段過給システムに適用することもできる。   The turbocharger 13 includes a compressor 13 b provided in the intake passage 11 and a VGT type turbine 13 a having variable blades provided in the exhaust passage 12. That is, in the turbocharger 13, the turbine 13 a is driven by the exhaust energy of the engine 10, and the compressor 13 b provided coaxially rotates, whereby the intake air in the intake passage 11 is transferred into the combustion chamber of each cylinder of the engine 10. It is configured to pump. In the present embodiment, the turbocharger system is described as a one-stage turbocharger system. However, the turbocharger system can be applied to a multistage turbocharger system including a high-pressure stage turbo and a low-pressure stage turbo, for example.

ＥＧＲ装置２０は、可変翼タービン１３ａよりも上流側の排気通路１２とインタークーラ５３よりも下流側の吸気通路１１とを連通するＥＧＲ通路２１と、還流排気を冷却するＥＧＲクーラ２２と、還流排気量（以下、ＥＧＲ量という）を調整可能なＥＧＲバルブ２３とを備える高圧ＥＧＲ装置である。このＥＧＲ装置２０によるＥＧＲ量は、ＥＧＲバルブ２３の開度が電気的に接続されたＥＣＵ４０により調整されることでコントロールされる。なお、ＥＧＲ装置２０は、高圧ＥＧＲ装置に限られず、例えば、ターボチャージャ１３よりも排気下流側の排気通路１２から、ターボチャージャ１３よりも吸気上流側の吸気通路１１に排気を還流する低圧ＥＧＲ装置を適用することもできる。   The EGR device 20 includes an EGR passage 21 that connects the exhaust passage 12 upstream of the variable blade turbine 13a and the intake passage 11 downstream of the intercooler 53, an EGR cooler 22 that cools the recirculated exhaust, and recirculated exhaust. This is a high pressure EGR device that includes an EGR valve 23 that can adjust the amount (hereinafter referred to as EGR amount). The amount of EGR by the EGR device 20 is controlled by adjusting the opening degree of the EGR valve 23 by the electrically connected ECU 40. The EGR device 20 is not limited to the high pressure EGR device. For example, the low pressure EGR device recirculates the exhaust gas from the exhaust passage 12 downstream of the turbocharger 13 to the intake passage 11 upstream of the turbocharger 13. Can also be applied.

可変動弁機構は、公知の可変動弁機構であって、任意の気筒の稼働を休止させることが可能に構成されている。このため、可変動弁機構には、作動油圧を低圧又は高圧に切り換えるための図示しない油圧コントロールバルブが設けられている。この油圧コントロールバルブは、ＥＣＵ４０からの制御信号によって作動する。   The variable valve mechanism is a known variable valve mechanism, and is configured to be able to stop the operation of an arbitrary cylinder. For this reason, the variable valve mechanism is provided with a hydraulic control valve (not shown) for switching the operating hydraulic pressure to a low pressure or a high pressure. This hydraulic control valve is operated by a control signal from the ECU 40.

ＥＣＵ４０は、エンジン１０の各種制御を行うもので、公知のＣＰＵやＲＯＭ、ＲＡＭ、入力ポート、出力ポート等を備え構成されている。この各種制御を行うために、ＥＣＵ４０には、エンジン回転数センサ５４、ＭＡＦセンサ５１、アクセル開度センサ（不図示）等の各種センサの出力信号がＡ／Ｄ変換された後に入力される。   The ECU 40 performs various controls of the engine 10 and includes a known CPU, ROM, RAM, input port, output port, and the like. In order to perform these various controls, the output signals of various sensors such as the engine speed sensor 54, the MAF sensor 51, and the accelerator opening sensor (not shown) are input to the ECU 40 after A / D conversion.

また、ＥＣＵ４０は、目標燃料噴射算出部４１と、ＥＧＲ制御部４２と、減筒運転制御部４３と、燃料噴射制御部４４とを一部の機能要素として有する。これら各機能要素は、本実施形態では一体のハードウェアであるＥＣＵ４０に含まれるものとして説明するが、これらのいずれか一部を別体のハードウェアに設けることもできる。   Further, the ECU 40 includes a target fuel injection calculation unit 41, an EGR control unit 42, a reduced cylinder operation control unit 43, and a fuel injection control unit 44 as some functional elements. In the present embodiment, these functional elements are described as being included in the ECU 40, which is an integral piece of hardware. However, any one of these functional elements may be provided in separate hardware.

目標燃料噴射算出部４１は、エンジン１０の運転状態に応じた燃料噴射量を算出する。ＥＣＵ４０の記憶部には、予め作成されたエンジン回転数とエンジン負荷とをパラメータとする図示しない燃料噴射マップが記憶されている。目標燃料噴射算出部４１は、この燃料噴射マップから、エンジン回転数センサ５４で検出されたエンジン回転数及び、アクセル開度センサで検出されたエンジン負荷に対応する値を読み取ることで、エンジン１０の運転状態に応じた燃料噴射量を算出する。   The target fuel injection calculation unit 41 calculates a fuel injection amount according to the operating state of the engine 10. The storage unit of the ECU 40 stores a fuel injection map (not shown) that uses the engine speed and the engine load that are created in advance as parameters. The target fuel injection calculation unit 41 reads the value corresponding to the engine speed detected by the engine speed sensor 54 and the engine load detected by the accelerator opening sensor from the fuel injection map. A fuel injection amount corresponding to the operating state is calculated.

ＥＧＲ制御部４２は、排気中の窒素化合物（ＮＯｘ）を効果的に低減すべく、エンジン１０の運転状態に応じたＥＧＲ量を制御する。ＥＣＵ４０の記憶部には、予め作成されたエンジン回転数と燃料噴射量とをパラメータとする図示しないＥＧＲ基本マップが記憶されている。ＥＧＲ制御部４２は、このＥＧＲ基本マップから、エンジン回転数センサ５４で検出されたエンジン回転数及び、目標燃料噴射算出部４１で算出された燃料噴射量に対応する値を読み取って目標ＥＧＲ量を算出すると共に、実際のＥＧＲ量が目標ＥＧＲ量となるようにＥＧＲバルブ２３の開度をフィードバック制御する。   The EGR control unit 42 controls the amount of EGR corresponding to the operating state of the engine 10 in order to effectively reduce the nitrogen compound (NOx) in the exhaust gas. In the storage unit of the ECU 40, an EGR basic map (not shown) having the engine speed and the fuel injection amount created in advance as parameters is stored. The EGR control unit 42 reads the value corresponding to the engine speed detected by the engine speed sensor 54 and the fuel injection amount calculated by the target fuel injection calculation unit 41 from the EGR basic map, and determines the target EGR amount. While calculating, feedback control of the opening degree of the EGR valve 23 is performed so that the actual EGR amount becomes the target EGR amount.

減筒運転制御部４３は、エンジン１０の運転状態に応じて任意の気筒における吸排気バルブの開閉動作を休止させる減筒運転を制御する。ＥＣＵ４０の記憶部には、予め作成されたエンジン回転数とエンジン出力とをパラメータとする図示しない減筒運転基本マップが記憶されている。また、この減筒運転基本マップ上には、エンジン全負荷に対して各気筒のうち半分の気筒（本実施形態では３つの気筒）の稼働を休止させて運転可能な減筒運転領域が設定されている。さらに、この減筒運転領域は、アイドル運転時の振動を防ぐべくアイドル運転領域を含まず、かつ、エンジンブレーキ力の低下を防ぐべくエンジン減速運転領域を含まないように設定されている。   The reduced-cylinder operation control unit 43 controls the reduced-cylinder operation that stops the opening / closing operation of the intake / exhaust valve in an arbitrary cylinder according to the operating state of the engine 10. The storage unit of the ECU 40 stores a reduced-cylinder operation basic map (not shown) that uses an engine speed and an engine output that are created in advance as parameters. In addition, on this basic cylinder reduction operation map, there is set a reduction cylinder operation region that can be operated with the operation of half of the cylinders (three cylinders in this embodiment) out of each cylinder with respect to the full engine load. ing. Further, this reduced-cylinder operation region is set so as not to include the idle operation region in order to prevent vibration during idle operation, and not to include the engine deceleration operation region in order to prevent a decrease in engine braking force.

そして、減筒運転制御部４３は、エンジン回転数センサ５４で検出されたエンジン回転数及び、目標燃料噴射算出部４１で算出された燃料噴射量が減筒運転基本マップ上の減筒運転領域にある時は、エンジン１０の運転状態に応じて任意の気筒の吸排気バルブの開閉動作を休止させる減筒運転が実行されるように可変動弁機構を制御する。すなわち、減筒運転を実行する時は、可変動弁機構の油圧コントロールバルブに開弁信号を出力して、作動油圧を低圧から高圧に切り換えることで、対象気筒の吸排気バルブの開閉動作を休止させる。一方、エンジン回転数センサ５４で検出されたエンジン回転数及び、目標燃料噴射算出部４１で算出された燃料噴射量が減筒運転基本マップ上の減筒運転領域にない時は、全気筒の吸排気バルブを開閉動作させる全筒運転が実行されるように可変動弁機構を制御する。すなわち、全筒運転を実行する時は、可変動弁機構の油圧コントロールバルブに閉弁信号を出力して、作動油圧を高圧から低圧に切り換えることで、全気筒の吸排気バルブを開閉動作させるように構成されている。   The reduced-cylinder operation control unit 43 sets the engine speed detected by the engine speed sensor 54 and the fuel injection amount calculated by the target fuel injection calculation unit 41 in the reduced-cylinder operation region on the reduced-cylinder operation basic map. In some cases, the variable valve mechanism is controlled such that a reduced-cylinder operation in which the opening / closing operation of the intake / exhaust valve of an arbitrary cylinder is stopped according to the operating state of the engine 10 is performed. In other words, when performing the reduced cylinder operation, the valve opening signal is output to the hydraulic control valve of the variable valve mechanism, and the operation hydraulic pressure is switched from low pressure to high pressure, so that the intake / exhaust valve opening / closing operation of the target cylinder is suspended. Let On the other hand, when the engine speed detected by the engine speed sensor 54 and the fuel injection amount calculated by the target fuel injection calculation unit 41 are not in the reduced-cylinder operation region on the reduced-cylinder operation basic map, The variable valve mechanism is controlled so that all cylinder operation for opening and closing the exhaust valve is executed. In other words, when performing all-cylinder operation, a valve closing signal is output to the hydraulic control valve of the variable valve mechanism to switch the operating oil pressure from high pressure to low pressure so that the intake and exhaust valves of all cylinders are opened and closed. It is configured.

燃料噴射制御部４４は、目標燃料噴射算出部４１で算出された燃料噴射量に応じて、インジェクタ１４による燃料噴射を制御する。具体的には、エンジン１０の全筒運転時は、各気筒のインジェクタ１４から噴射される燃料量を目標燃料噴射算出部４１で算出された燃料噴射量にする制御信号を出力する。また、エンジン１０の減筒運転時は、稼働気筒のインジェクタ１４から噴射される燃料量を目標燃料噴射算出部４１で算出された燃料噴射量にする制御信号を出力すると共に、休止気筒のインジェクタ１４による燃料噴射を停止（ＯＦＦ）させる。   The fuel injection control unit 44 controls fuel injection by the injector 14 according to the fuel injection amount calculated by the target fuel injection calculation unit 41. Specifically, during the all-cylinder operation of the engine 10, a control signal that outputs the fuel amount injected from the injector 14 of each cylinder to the fuel injection amount calculated by the target fuel injection calculation unit 41 is output. When the engine 10 is in the reduced-cylinder operation, a control signal for outputting the fuel amount injected from the injector 14 of the operating cylinder to the fuel injection amount calculated by the target fuel injection calculation unit 41 is output and the injector 14 of the idle cylinder is used. The fuel injection by is stopped (OFF).

さらに、この燃料噴射制御部４４は、減筒運転から全筒運転に切り換わる時は、可変動弁機構の応答遅れを考慮して、休止状態から稼働を開始する気筒（以下、再稼働気筒という）の吸排気バルブの開閉動作が確実に開始されて、筒内圧が復元するまで、この再稼働気筒の燃料噴射を停止させる。より詳しくは、ＥＣＵ４０の記憶部には、予め実験等で算出した各気筒の、燃料噴射停止状態で吸排気バルブが開閉動作したときの筒内圧が判定閾値として記憶されており、燃料噴射制御部４４は、筒内圧センサ１６の検出値がこの判定閾値に達するまで、再稼働気筒のインジェクタ１４による燃料噴射を停止させる。すなわち、吸排気バルブの開閉動作の作動遅れ等により空気が十分に供給されない気筒に燃料を噴射することを確実に防止するように構成されている。 Further, when switching from the reduced cylinder operation to the all cylinder operation, the fuel injection control unit 44 takes into account the response delay of the variable valve mechanism and starts the operation from the idle state (hereinafter referred to as a reactivated cylinder). ) Until the opening / closing operation of the intake / exhaust valve is reliably started and the in-cylinder pressure is restored , the fuel injection of the reactivated cylinder is stopped. More specifically, in the storage unit of the ECU 40, the in-cylinder pressure when the intake / exhaust valve is opened and closed in a state where the fuel injection is stopped for each cylinder calculated in advance through experiments or the like is stored as a determination threshold, and the fuel injection control unit 44 stops the fuel injection by the injector 14 of the reactivated cylinder until the detection value of the in-cylinder pressure sensor 16 reaches the determination threshold value. That is, it is configured to surely prevent fuel from being injected into a cylinder to which air is not sufficiently supplied due to a delay in the opening / closing operation of the intake / exhaust valve.

次に、本実施形態に係る直噴式内燃機関の制御装置による制御フローを図２に基づいて説明する。なお、本制御はエンジン１０の始動（イグニッションスイッチのキースイッチＯＮ）と同時にスタートする。   Next, a control flow by the control device for a direct injection internal combustion engine according to the present embodiment will be described with reference to FIG. This control starts simultaneously with the start of the engine 10 (key switch ON of the ignition switch).

ステップ（以下、ステップを単にＳと記載する）１００では、エンジン回転数センサ５４で検出されたエンジン回転数及び、アクセル開度センサ（不図示）で検出されたエンジン負荷がＥＣＵ４０に読み込まれる。次にＳ１１０では、目標燃料噴射算出部４１により、エンジン回転数とエンジン負荷とに対応する燃料噴射量が燃料噴射量マップから読み取られることで、エンジン１０の運転状態に応じた燃料噴射量を算出する。   In step (hereinafter, step is simply referred to as S) 100, the engine speed detected by the engine speed sensor 54 and the engine load detected by an accelerator opening sensor (not shown) are read into the ECU 40. Next, in S110, the target fuel injection calculation unit 41 reads the fuel injection amount corresponding to the engine speed and the engine load from the fuel injection amount map, thereby calculating the fuel injection amount corresponding to the operating state of the engine 10. To do.

Ｓ１２０では、減筒運転制御部４３により、エンジン回転数と燃料噴射量とが減筒運転基本マップ上の減筒運転領域にあるか否かが確認される。エンジン１０の運転状態が減筒運転領域にある場合（ＹＥＳ）は、Ｓ１３０において、可変動弁機構が任意の気筒の開閉動作を休止するように制御される。すなわち、対象気筒の吸排気バルブの開閉動作を休止させるべく、減筒運転制御部４３から可変動弁機構の油圧コントロールバルブに開弁信号が出力されると共に、作動油圧が低圧から高圧に切り換えられる。一方、エンジン１０の運転状態が減筒運転基本マップ上の減筒運転領域にない場合（ＮＯ）はＳ１００へと戻される。   In S120, the reduced-cylinder operation control unit 43 confirms whether the engine speed and the fuel injection amount are in the reduced-cylinder operation region on the reduced-cylinder operation basic map. When the operating state of the engine 10 is in the reduced-cylinder operating region (YES), in S130, the variable valve mechanism is controlled to pause the opening / closing operation of any cylinder. That is, in order to pause the opening / closing operation of the intake / exhaust valve of the target cylinder, a valve opening signal is output from the reduced cylinder operation control unit 43 to the hydraulic control valve of the variable valve mechanism, and the operating hydraulic pressure is switched from low pressure to high pressure. . On the other hand, when the operating state of the engine 10 is not in the reduced-cylinder operation region on the reduced-cylinder operation basic map (NO), the process returns to S100.

Ｓ１４０では、減筒運転時にエンジン回転数センサ５４で検出されたエンジン回転数及び、減筒運転時にアクセル開度センサ（不図示）で検出されたエンジン負荷がＥＣＵ４０に読み込まれる。次にＳ１５０では、目標燃料噴射算出部４１により、Ｓ１４０で読み込んだエンジン回転数とエンジン負荷とに対応する燃料噴射量が燃料噴射量マップから読み取られることで、減筒運転時における燃料噴射量が算出される。   In S140, the engine speed detected by the engine speed sensor 54 during the reduced cylinder operation and the engine load detected by the accelerator opening sensor (not shown) during the reduced cylinder operation are read into the ECU 40. Next, in S150, the target fuel injection calculation unit 41 reads the fuel injection amount corresponding to the engine speed and the engine load read in S140 from the fuel injection amount map, so that the fuel injection amount during the reduced cylinder operation is obtained. Calculated.

Ｓ１６０では、減筒運転制御部４３により、エンジン１０の運転状態が減筒運転を継続すべきか否かが確認される。Ｓ１４０で読み込んだエンジン回転数と、Ｓ１５０で算出された燃料噴射量とが、減筒運転基本マップ上の減筒運転領域にない場合（ＹＥＳ）は、全筒運転に切り換えるべくＳ１７０へと進む。一方、エンジン回転数と燃料噴射量とが減筒運転基本マップ上の減筒運転領域にある場合（ＮＯ）はＳ１４０へと戻される。   In S160, the reduced-cylinder operation control unit 43 confirms whether or not the operating state of the engine 10 should continue the reduced-cylinder operation. If the engine speed read in S140 and the fuel injection amount calculated in S150 are not in the reduced-cylinder operation region on the reduced-cylinder operation basic map (YES), the process proceeds to S170 to switch to all-cylinder operation. On the other hand, if the engine speed and the fuel injection amount are in the reduced-cylinder operation region on the reduced-cylinder operation basic map (NO), the process returns to S140.

Ｓ１７０では、開閉動作を休止していた吸排気バルブを再稼働させるべく、減筒運転制御部４３から可変動弁機構の油圧コントロールバルブに閉弁信号が出力されると共に、作動油圧が高圧から低圧に切り換えられる。また、Ｓ１８０では、再稼働気筒の筒内圧センサ１６の検出値が読み込まれる。   In S170, a valve closing signal is output from the reduced cylinder operation control unit 43 to the hydraulic control valve of the variable valve mechanism in order to restart the intake / exhaust valve that has stopped the opening / closing operation, and the operating hydraulic pressure is changed from high pressure to low pressure. Can be switched to. In S180, the detection value of the cylinder pressure sensor 16 of the reactivated cylinder is read.

Ｓ１９０では、再稼働気筒の筒内圧センサ１６で検出された筒内圧が判定閾値に達したか否かが確認される。筒内圧が判定閾値に達していない場合（ＮＯ）は、Ｓ１８０へと戻される。一方、筒内圧が判定閾値に達した場合（ＹＥＳ）は、Ｓ２００で燃料噴射制御部４４により、再稼働気筒のインジェクタ１４による燃料噴射が開始（通常制御）されて本制御はリターンされる。その後、Ｓ１００〜２００の制御フローは、エンジン１０が停止（イグニッションスイッチのキースイッチＯＦＦ）するまで繰り返し行われる。   In S190, it is confirmed whether or not the in-cylinder pressure detected by the in-cylinder pressure sensor 16 of the reactivated cylinder has reached the determination threshold value. If the in-cylinder pressure has not reached the determination threshold value (NO), the process returns to S180. On the other hand, when the in-cylinder pressure reaches the determination threshold value (YES), the fuel injection control unit 44 starts fuel injection by the injector 14 of the reactivated cylinder (normal control) in S200, and the present control is returned. Thereafter, the control flow of S100 to S200 is repeatedly performed until the engine 10 stops (the key switch of the ignition switch is turned off).

なお、図２に示す制御フローでは省略されているが、例えば減筒運転を実行するステップの前に、エンジン１０の運転状態に応じた目標ＥＧＲ量を算出すると共に、ＥＧＲバルブ２３の開度を目標ＥＧＲ量とするフィードバック制御を実行するステップを設けてもよい。   Although omitted in the control flow shown in FIG. 2, for example, before the step of executing the reduced cylinder operation, the target EGR amount corresponding to the operating state of the engine 10 is calculated, and the opening degree of the EGR valve 23 is set. A step of executing feedback control with the target EGR amount may be provided.

以上のような構成により、本実施形態に係る直噴式内燃機関の制御装置によれば以下のような作用効果を奏する。   With the configuration as described above, the control apparatus for a direct injection internal combustion engine according to the present embodiment has the following operational effects.

エンジン１０の運転状態が、エンジン全負荷に対して、例えば半分の気筒で運転可能な減筒運転領域にある時は、任意の気筒の吸排気バルブの開閉動作を休止させる減筒運転が実行される。すなわち、対象気筒の吸排気バルブの開閉動作を休止させるべく、減筒運転制御部４３から可変動弁機構の油圧コントロールバルブに開弁信号が出力されると共に、作動油圧が低圧から高圧に切り換えられる。   When the operating state of the engine 10 is in a reduced-cylinder operating range where, for example, half of the cylinders can be operated with respect to the full engine load, a reduced-cylinder operation that stops the opening / closing operation of the intake and exhaust valves of any cylinder is executed. The That is, in order to pause the opening / closing operation of the intake / exhaust valve of the target cylinder, a valve opening signal is output from the reduced cylinder operation control unit 43 to the hydraulic control valve of the variable valve mechanism, and the operating hydraulic pressure is switched from low pressure to high pressure. .

その後、エンジン１０の運転状態が変化して減筒運転領域から外れると、減筒運転から全筒運転への切り換えが実行される。すなわち、開閉動作を休止していた吸排気バルブを再稼働させるべく、減筒運転制御部４３から可変動弁機構の油圧コントロールバルブに閉弁信号が出力されると共に、作動油圧が高圧から低圧に切り換えられる。この時、油圧式アクチュエータの応答遅れにより吸排気バルブの開閉動作にも作動遅れが生じるため、全筒運転への切り換え直後は再稼働気筒の気筒内に空気が十分に供給されない状態となるが、本実施形態の直噴式内燃機関の制御装置によれば、これら再稼働気筒への燃料噴射は、筒内圧が判定閾値に達するまで、すなわち通常状態に復元するまで停止されることになる。   Thereafter, when the operating state of the engine 10 changes and moves out of the reduced-cylinder operation region, switching from reduced-cylinder operation to all-cylinder operation is executed. That is, in order to restart the intake / exhaust valve that has been suspended, the closed-cylinder operation control unit 43 outputs a valve closing signal to the hydraulic control valve of the variable valve mechanism, and the operating hydraulic pressure is changed from high pressure to low pressure. Can be switched. At this time, since the operation delay also occurs in the opening and closing operation of the intake and exhaust valves due to the response delay of the hydraulic actuator, air is not sufficiently supplied into the cylinder of the reactivated cylinder immediately after switching to the all cylinder operation, According to the control device for a direct injection internal combustion engine of the present embodiment, the fuel injection to these restart cylinders is stopped until the in-cylinder pressure reaches the determination threshold, that is, until the normal state is restored.

したがって、減筒運転から全筒運転への切り換え時において、吸排気バルブの開閉動作の作動遅れ等により空気が十分に供給されない気筒内に対して燃料が噴射されることを確実に防止することが可能となり、その後に吸排気バルブの開閉動作が開始した際の異常燃焼等を効果的に抑止することができる。   Therefore, when switching from reduced-cylinder operation to full-cylinder operation, it is possible to reliably prevent fuel from being injected into the cylinder where air is not sufficiently supplied due to an operation delay of the opening / closing operation of the intake / exhaust valve. Then, abnormal combustion or the like when the opening / closing operation of the intake / exhaust valve starts thereafter can be effectively suppressed.

また、本実施形態の直噴式内燃機関の制御装置は、エンジン１０のアイドル運転時及び減速運転時は、所定気筒の吸排気バルブの開閉動作を休止させる減筒運転を実行しないように構成されている。   In addition, the control device for the direct injection internal combustion engine of the present embodiment is configured not to execute the reduced-cylinder operation that pauses the opening / closing operation of the intake / exhaust valve of the predetermined cylinder during the idle operation and the deceleration operation of the engine 10. Yes.

したがって、減筒運転によるアイドル運転時のエンジン振動及び、減筒運転によるエンジンブレーキ力の低下の双方を効果的に抑止することができる。   Therefore, it is possible to effectively suppress both engine vibration during idle operation due to reduced cylinder operation and a decrease in engine braking force due to reduced cylinder operation.

なお、本発明は、上述の実施形態に限定されるものではなく、本発明の趣旨を逸脱しない範囲で、適宜変形して実施することが可能である。   In addition, this invention is not limited to the above-mentioned embodiment, In the range which does not deviate from the meaning of this invention, it can change suitably and can implement.

例えば、上述の実施形態において、再稼働気筒における燃料噴射の停止は筒内圧センサ１６の検出値に基づいて判断されるものとして説明したが、各気筒の吸排気バルブのリフト量を検出するリフト量センサを設け、このリフト量センサの検出値に基づいて行うようにしてもよい。この場合は、再稼働気筒におけるリフト量センサが所定のリフト量を検出するまで、インジェクタ１４による燃料噴射を停止させるように構成すればよい。   For example, in the above-described embodiment, it has been described that the stop of the fuel injection in the reactivated cylinder is determined based on the detection value of the in-cylinder pressure sensor 16, but the lift amount for detecting the lift amount of the intake and exhaust valves of each cylinder. A sensor may be provided, and the detection may be performed based on the detection value of the lift amount sensor. In this case, the fuel injection by the injector 14 may be stopped until the lift amount sensor in the reactivated cylinder detects a predetermined lift amount.

また、本実施形態の直噴式内燃機関の制御装置は、ディーゼルエンジンに限定されず、直噴式のガソリンエンジン等に広く適用することが可能である。   Further, the control device for a direct injection internal combustion engine of the present embodiment is not limited to a diesel engine, and can be widely applied to a direct injection gasoline engine or the like.

１０ エンジン（直噴式内燃機関）
１４ インジェクタ
１６ 筒内圧センサ
４０ ＥＣＵ
４１ 目標燃料噴射算出部
４３ 減筒運転制御部
４４ 燃料噴射制御部 10 engine (direct injection internal combustion engine)
14 Injector 16 In-cylinder pressure sensor 40 ECU
41 Target fuel injection calculation unit 43 Reduced cylinder operation control unit 44 Fuel injection control unit

Claims (1)

複数気筒のうち選択的に一部任意の気筒における吸排気バルブの開閉動作を休止させると共に、該気筒の燃料噴射を停止させる減筒運転が可能な直噴式内燃機関の制御装置であって、
前記吸排気バルブの開閉動作を検出するバルブ開閉検出手段と、
前記内燃機関の運転状態に応じて各気筒の燃料噴射を制御する燃料噴射制御手段とを備え、
前記燃料噴射制御手段は、
減筒運転から全筒運転に切り換わる時に、減筒運転の対象気筒において前記バルブ開閉検出手段が吸排気バルブの開閉動作を検出するまで、該対象気筒の燃料噴射を停止させ、
前記バルブ開閉検出手段が、各気筒の筒内圧を検出する筒内圧センサであり、
前記燃料噴射制御手段が、減筒運転から全筒運転に切り替わる時に、減筒運転の対象気筒において前記筒内圧センサにより検出される筒内圧が所定の閾値に達するまで、該対象気筒の燃料噴射を停止させることを特徴とする直噴式内燃機関の制御装置。 A control device for a direct-injection internal combustion engine capable of performing a reduced-cylinder operation in which the opening / closing operation of an intake / exhaust valve in an arbitrary cylinder among a plurality of cylinders is stopped and fuel injection in the cylinder is stopped,
Valve opening / closing detection means for detecting the opening / closing operation of the intake / exhaust valve;
Fuel injection control means for controlling fuel injection of each cylinder according to the operating state of the internal combustion engine,
The fuel injection control means includes
When switching from reduced-cylinder operation to full-cylinder operation, fuel injection in the target cylinder is stopped until the valve opening / closing detection means detects the opening / closing operation of the intake / exhaust valve in the target cylinder of reduced-cylinder operation ,
The valve opening / closing detection means is an in-cylinder pressure sensor for detecting an in-cylinder pressure of each cylinder;
When the fuel injection control means switches from the reduced cylinder operation to the all cylinder operation, the fuel injection of the target cylinder is performed until the in-cylinder pressure detected by the in-cylinder pressure sensor reaches a predetermined threshold in the target cylinder of the reduced cylinder operation. A control device for a direct-injection internal combustion engine, characterized by being stopped .
JP2011210477A 2011-09-27 2011-09-27 Control device for direct injection internal combustion engine Expired - Fee Related JP5874272B2 (en)

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