JPH1182148A - Cylinder internal pressure measuring device - Google Patents
Cylinder internal pressure measuring deviceInfo
- Publication number
- JPH1182148A JPH1182148A JP24558697A JP24558697A JPH1182148A JP H1182148 A JPH1182148 A JP H1182148A JP 24558697 A JP24558697 A JP 24558697A JP 24558697 A JP24558697 A JP 24558697A JP H1182148 A JPH1182148 A JP H1182148A
- Authority
- JP
- Japan
- Prior art keywords
- pressure
- value
- cylinder
- correction value
- crank angle
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
Landscapes
- Measuring Fluid Pressure (AREA)
- Testing Of Engines (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
Abstract
Description
【０００１】[0001]
【発明の属する技術分野】この発明は自動車等において
使用される内燃機関の筒内圧力を検出するための装置に
関するものである。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a device for detecting a pressure in a cylinder of an internal combustion engine used in an automobile or the like.
【０００２】[0002]
【従来の技術】近年、内燃機関においては、燃費向上、
排気ガス中のエミッションの低減等の要求に適合するた
め、マイクロコンピュータを応用することにより燃焼状
態に応じて緻密な運転制御を行うことが一般的になって
いる。燃焼状態を把握するための方法の１つとしてシリ
ンダ内における燃焼ガスの圧力（以下筒内圧力）を検出
することが行われる。そのため、圧力センサが燃焼室に
設けられ、筒内圧力に応じた電圧信号を取り出すように
している。一般的には、圧力センサは、温度等の因子に
よりセンサ出力のドリフトが回避できず、筒内圧力を高
精度で求めるためにはドリフト量の補正が必須である。2. Description of the Related Art In recent years, in internal combustion engines, fuel efficiency has been improved,
In order to meet requirements such as reduction of emissions in exhaust gas, it is common practice to apply a microcomputer to perform precise operation control according to the combustion state. As one of the methods for grasping the combustion state, detection of the pressure of the combustion gas in the cylinder (hereinafter, cylinder pressure) is performed. Therefore, a pressure sensor is provided in the combustion chamber to extract a voltage signal corresponding to the in-cylinder pressure. Generally, in a pressure sensor, drift of a sensor output cannot be avoided due to factors such as temperature, and correction of the drift amount is indispensable to obtain the in-cylinder pressure with high accuracy.
【０００３】[0003]
【発明が解決しようとする課題】従来のドリフト量の補
正は、燃焼解析装置等で使用されている大気圧補正方法
がある。この大気圧補正方法においては、排気行程後の
上死点のセンサ出力値を大気圧として補正を行ってい
る。しかしながら、この方法では、負荷が小さくスロッ
トル弁が閉じており吸気管内の圧力が負圧（大気圧より
低い）の場合でも、負荷が高くスロットル弁が開いてお
り吸気管内の圧力が大気圧に近い場合でも、排気行程後
の上死点での圧力センサにより検出される筒内圧力を大
気圧として補正を行っている。そのため、内燃機関の負
荷が変化することにより補正値が変わってくるため、正
確な絶対圧値を求めることはできない。A conventional drift amount correction method is an atmospheric pressure correction method used in a combustion analyzer or the like. In this atmospheric pressure correction method, the sensor output value at the top dead center after the exhaust stroke is corrected as the atmospheric pressure. However, in this method, even if the load is small and the throttle valve is closed and the pressure in the intake pipe is negative pressure (lower than atmospheric pressure), the load is high and the throttle valve is open and the pressure in the intake pipe is close to atmospheric pressure. Even in this case, the cylinder pressure detected by the pressure sensor at the top dead center after the exhaust stroke is corrected as the atmospheric pressure. Therefore, since the correction value changes due to a change in the load of the internal combustion engine, an accurate absolute pressure value cannot be obtained.
【０００４】他のドリフト量の補正方法として特開昭６
１−１９３０４５号公報のように、圧力センサを設けた
部位における温度により補正係数を求め、圧力センサの
計測値を補正を行うものも提案されている。しかしなが
ら、この方法では温度に応じた補正係数の値を予めもと
めておく必要がある。また、温度変化の影響を受けない
ように圧力センサの周囲を冷却水等によって強制冷却し
て一定温度にすることも考えられるが、冷却水通路等の
構成が複雑化され実用に適さない。As another method of correcting the amount of drift, Japanese Unexamined Patent Publication No.
As disclosed in Japanese Patent Application Laid-Open No. 1-193045, there has been proposed a method in which a correction coefficient is obtained based on a temperature at a portion where a pressure sensor is provided, and a measurement value of the pressure sensor is corrected. However, in this method, it is necessary to previously determine the value of the correction coefficient according to the temperature. It is also conceivable to forcibly cool the periphery of the pressure sensor with cooling water or the like to a constant temperature so as not to be affected by the temperature change. However, the configuration of the cooling water passage and the like is complicated and is not suitable for practical use.
【０００５】従って、この発明の目的は簡単な構成に係
わらず精度の高い筒内圧力の補正を実現することを目的
とする。Accordingly, it is an object of the present invention to realize highly accurate in-cylinder pressure correction regardless of a simple configuration.
【０００６】[0006]
【課題を解決するための手段】この発明は上記課題を解
決するため請求項１に記載の技術手段を採用する。この
技術手段によれば、圧力センサの計測値をポリトロープ
断熱変化特性に応じて補正することでドリフト因子の影
響を受けることなく絶対圧力値を把握することができる
効果がある。The present invention employs the technical means described in claim 1 to solve the above-mentioned problems. According to this technical means, there is an effect that the absolute pressure value can be grasped without being affected by the drift factor by correcting the measurement value of the pressure sensor according to the polytropic adiabatic change characteristic.
【０００７】請求項２〜５の発明では圧力補正を圧縮行
程における３つのクランク角度における圧力センサ出力
及びこの３つのクランク角度におけるシリンダ体積より
逐次代入法により的確かつ迅速に行うことができる効果
がある。According to the second to fifth aspects of the present invention, there is an effect that the pressure can be accurately and quickly corrected by successively substituting the pressure sensor output at three crank angles and the cylinder volume at these three crank angles in the compression stroke. .
【０００８】[0008]
【発明の実施の形態】図１の内燃機関において、１０は
シリンダブロック、１２はピストン、１４はコネクティ
ングロッド、１６はクランク軸、１８はシリンダヘッ
ド、２０は吸気弁、２２は吸気ポート、２４はインジェ
クタ、２６は排気弁、２８は排気ポート、３０は燃焼
室、３２は点火栓である。DESCRIPTION OF THE PREFERRED EMBODIMENTS In the internal combustion engine shown in FIG. 1, 10 is a cylinder block, 12 is a piston, 14 is a connecting rod, 16 is a crankshaft, 18 is a cylinder head, 20 is an intake valve, 22 is an intake port, and 24 is an intake port. An injector, 26 is an exhaust valve, 28 is an exhaust port, 30 is a combustion chamber, and 32 is a spark plug.
【０００９】点火栓３２に圧力センサ３４が設けられ、
圧力センサ３４からはシリンダボア内の圧力（筒内圧
力）に応じた信号が信号が得られる。クランク角度セン
サ３６はクランク軸１６に近接して設けられ、クランク
角度センサ３６からはクランク軸上に等間隔に固設され
る検出片３７と対向するたびに立ち上がる信号（即ち、
一定のクランク角度毎のパルス信号）が得られる。A pressure sensor 34 is provided on the ignition plug 32,
A signal corresponding to the pressure in the cylinder bore (in-cylinder pressure) is obtained from the pressure sensor 34. The crank angle sensor 36 is provided close to the crankshaft 16, and a signal that rises every time the crank angle sensor 36 faces a detection piece 37 fixed at equal intervals on the crankshaft (ie,
A pulse signal for each constant crank angle) is obtained.
【００１０】制御回路３８はマイクロコンピュータとし
て構成され、内燃機関の動作制御を行うための各種のハ
ードウエア構成及びソフトウエア構成を備えている。ま
た、圧力センサ３４及びクランク角度センサ３６からの
信号を受け、検出筒内圧力値をポリトロープ断熱変化特
性に応じて補正することによりドリフトを排除するとい
うこの発明を実現するための機能を達成する構成も備え
ている。The control circuit 38 is configured as a microcomputer, and has various hardware configurations and software configurations for controlling the operation of the internal combustion engine. Also, a configuration for receiving the signals from the pressure sensor 34 and the crank angle sensor 36 and correcting the detected in-cylinder pressure value according to the polytropic adiabatic change characteristic to eliminate the drift and realize a function for realizing the present invention. It also has.
【００１１】次に、この発明による筒内圧力のドリフト
の補正原理について説明すると、図２は圧縮行程中にお
ける下死点後のクランク角度＝220 °から上死点手前の
330°の範囲における筒内圧力の変化を示す。圧縮行程
中の圧力変化はポリトロープ断熱変化に従って行われ、
圧縮行程中の任意のクランク角度位置での筒内圧力値Ｐ
とシリンダ体積Ｖとの間には： ＰＶn ＝ 一定 (1) の関係が成立する。ここに、ｎはポリトロープ指数であ
る。そして、シリンダ体積Ｖはそのクランク角度でのピ
ストン位置が判るため、幾何学的に計算することができ
る。図２において同一クランク角度においても温度差等
の影響で筒内圧力の値は上下（ドリフト）する。しかし
ながら、圧力の変化曲線の形態自体はこれらの影響を受
けことがなく、換言すれば、クランク角度間での筒内圧
力変化量はドリフトの影響を受けることがなく一定であ
る。従って、圧力変化量より圧力検出値をドリフトの影
響を排除するように較正することが可能である。即ち、
図２において圧縮行程中における３つのクランク角度位
置θ1,θ2,θ3 での筒内圧力を夫々Ｐ1,Ｐ2,Ｐ3 とし、
シリンダ体積を夫々Ｖ1,Ｖ2,Ｖ3 とすると、 Ｐ1 ×（Ｖ1 ）n ＝Ｐ2 ×（Ｖ2 ）n ＝Ｐ3 ×（Ｖ3 ）n (2) となる。(2) 式より Ｐ2 ／Ｐ1 ＝（Ｖ1 ／Ｖ2 ）n , Ｐ3 ／Ｐ1 ＝（Ｖ1 ／Ｖ3 ）n (3) となり、(3) 式より ｎ＝log （Ｐ2 ／Ｐ1 ）／log （Ｖ1 ／Ｖ2 ） ＝log （Ｐ3 ／Ｐ1 ）／log （Ｖ1 ／Ｖ3 ） (4) が得られる。一方、 Ｐ2 ＝Ｐ1 ＋ΔＰ2 Ｐ3 ＝Ｐ1 ＋ΔＰ3 (5) ここにΔＰ2 ＝Ｐ2 − Ｐ1 , ΔＰ3 ＝Ｐ3 − Ｐ1 と表すことができる。従って、３点でのクランク角度θ
1,θ2,θ3 での筒内センサ３４による筒内圧の計測値Ｐ
1,Ｐ2,Ｐ3 と、クランク角度より幾何学的に計算される
シリンダ体積Ｖ1,Ｖ2,Ｖ3 より(4) 及び(5) 式を満たす
ように補正を行うことによりドリフトの補正が可能であ
る。Next, the principle of correcting the drift of the in-cylinder pressure according to the present invention will be described. FIG. 2 shows that the crank angle after the bottom dead center in the compression stroke = 220 ° to the position just before the top dead center.
The change of the in-cylinder pressure in the range of 330 ° is shown. The pressure change during the compression stroke is made according to the polytropic adiabatic change,
In-cylinder pressure value P at any crank angle position during compression stroke
And the cylinder volume V: PV n = constant (1). Here, n is a polytropic index. The cylinder volume V can be calculated geometrically because the piston position at the crank angle is known. In FIG. 2, even at the same crank angle, the value of the in-cylinder pressure fluctuates (drifts) under the influence of a temperature difference or the like. However, the shape of the pressure change curve itself is not affected by these factors, in other words, the in-cylinder pressure change between crank angles is constant without being affected by drift. Therefore, it is possible to calibrate the detected pressure value from the amount of pressure change so as to eliminate the influence of the drift. That is,
In FIG. 2, in-cylinder pressures at three crank angle positions θ 1 , θ 2 , θ 3 during the compression stroke are denoted by P 1 , P 2 , P 3 , respectively.
Assuming that the cylinder volumes are V 1 , V 2 , and V 3 , respectively, P 1 × (V 1 ) n = P 2 × (V 2 ) n = P 3 × (V 3 ) n (2). From equation (2), P 2 / P 1 = (V 1 / V 2 ) n and P 3 / P 1 = (V 1 / V 3 ) n (3), and from equation (3), n = log (P 2 / P 1 ) / log (V 1 / V 2 ) = log (P 3 / P 1 ) / log (V 1 / V 3 ) (4) is obtained. On the other hand, P 2 = P 1 + ΔP 2 P 3 = P 1 + ΔP 3 (5) Here, ΔP 2 = P 2 −P 1 and ΔP 3 = P 3 −P 1 can be expressed. Therefore, the crank angle θ at three points
The measured value P of the in-cylinder pressure by the in-cylinder sensor 34 at 1 , θ 2 and θ 3
Drift correction by performing corrections to satisfy equations (4) and (5) from cylinder volumes V 1 , V 2 , V 3 geometrically calculated from 1 , P 2 , P 3 and crank angles Is possible.
【００１２】この実施例では逐次代入法により筒内圧力
の検出値の補正値を算出するようにしている。以下逐次
代入法を用いて筒内圧力の補正値を求めるプログラムに
ついて図３のフローチャートによって説明する。第１ス
テップＳ１では圧縮行程におけるクランク角度の３点θ
1,θ2,θ3 の設定、これら３点での筒内圧力計測値PD1,
PD2,PD3 の入力及びシリンダ体積Ｖ1,Ｖ 2,Ｖ3 の算出が
行われる。図２に示すようにθ1 は圧縮行程始めにおけ
るクランク角度、θ2 は圧縮行程中頃のクランク角度、
θ3 は圧縮終わりにおけるクランク角度である。各クラ
ンク角度θ1,θ2,θ3 において筒内圧力の補正値が夫々
Ｐ 1,Ｐ2,Ｐ3 とされ、筒内圧力センサ３４の検出値が夫
々PD1,PD2,PD3 とされる。即ち、センサにより計測され
る計測値PD1,PD2,PD3 が逐次代入法により夫々最終的に
Ｐ1,Ｐ2,Ｐ3 に補正されることになる。また、各クラン
ク角度θ1,θ2,θ3においてピストン１２の位置から幾
何学的に算出されるシリンダ体積が夫々Ｖ1,Ｖ2,Ｖ3 と
される。In this embodiment, the in-cylinder pressure is determined by the successive substitution method.
The correction value of the detected value is calculated. Sequential below
In a program that calculates the correction value of in-cylinder pressure using the substitution method
This will be described with reference to the flowchart of FIG. 1st
In step S1, three points θ of the crank angle in the compression stroke
1, θTwo, θThreeSetting, cylinder pressure measurement value PD at these three points1,
PDTwo, PDThreeInput and cylinder volume V1, V Two, VThreeIs calculated
Done. As shown in FIG.1 At the beginning of the compression process
Crank angle, θTwo Is the crank angle in the middle of the compression stroke,
θThreeIs the crank angle at the end of compression. Each class
Link angle θ1, θTwo, θThreeAt the cylinder pressure correction values
P 1, PTwo, PThreeAnd the detection value of the in-cylinder pressure sensor 34 is
Each PD1, PDTwo, PDThreeIt is said. That is, measured by the sensor
Measured value PD1, PDTwo, PDThreeAre finally obtained by the successive substitution method
P1, PTwo, PThreeTo be corrected. Also, each clan
Angle θ1, θTwo, θThreeAt the position of the piston 12
Each cylinder volume calculated is V1, VTwo, VThreeWhen
Is done.
【００１３】第２ステップＳ２は補正すべき筒内圧力Ｐ
の初期値（クランク角度θ1 での圧力Ｐ1 の初期値）、
筒内圧力の修正値Ａの初期値及び誤差ｅの初期値の設定
が行われる。ここに筒内圧力Ｐの初期値＝0.5 気圧(50
kPa)、補正値の初期値Ａ＝30kPa、誤差ｅの初期値＝0.0
とする。補正すべき筒内圧力Ｐの初期値及び筒内圧力
の修正値Ａの初期値は経験的にこの値がよいとして指定
したものである。即ち、筒内圧力Ｐは筒内の圧縮始めの
時期の圧力であるから、大気圧(100 kPa) より小さい値
であり、また、低負荷時の吸気管圧力（負圧）に合わせ
て設定したものである。また、修正値Ａはプログラム中
で計算が進につれて小さな値となるが、最初の設定とし
て30 kPaとした。また、誤差ｅは0.0 として設定ててお
く。The second step S2 is to determine the in-cylinder pressure P to be corrected.
(The initial value of the pressure P 1 at the crank angle θ 1 ),
The initial value of the correction value A of the in-cylinder pressure and the initial value of the error e are set. Here, the initial value of the in-cylinder pressure P = 0.5 atm (50
kPa), initial value of correction value A = 30 kPa, initial value of error e = 0.0
And The initial value of the in-cylinder pressure P to be corrected and the initial value of the correction value A of the in-cylinder pressure are empirically specified as being good. That is, since the in-cylinder pressure P is a pressure at the time of the start of compression in the cylinder, it is a value smaller than the atmospheric pressure (100 kPa), and is set in accordance with the intake pipe pressure (negative pressure) at a low load. Things. The correction value A becomes smaller as the calculation progresses in the program, but is initially set to 30 kPa. The error e is set to 0.0.
【００１４】以降は、逐次代入法のループに入る。即
ち、第３ステップＳ３ではクランク角度θ1 での筒内圧
力補正値Ｐ1 ＝初期値Ｐとし、(5) 式に準じてクランク
角度θ 2 での筒内圧力補正値Ｐ2 ＝Ｐ＋（PD2 −PD1)と
し、クランク角度θ3 での筒内圧力補正値Ｐ3 ＝Ｐ＋
（PD3 −PD1 ）する。次に、第４ステップＳ４では誤差
ｅの計算が(4) 式に準じて ｅ＝log (P2 ／P1）／log (V1/V2）−log (P3 ／P1）／
log (V1/V3） によって行われる。即ち、誤差ｅはクランクθ1 とθ2
における検出圧力から求めたポリトロープ指数ｎとクラ
ンクθ1 とθ3 における検出圧力から求めたポリトロー
プ指数ｎとの差である。ポリトロープ指数ｎは一定であ
ることから、誤差ｅは演算が進むにつれて誤差ｅは0.0
に接近し、筒内圧力Ｐの精度は高まってゆく。Thereafter, a loop of the sequential assignment method is entered. Immediately
In the third step S3, the crank angle θ1Cylinder pressure at
Force correction value P1 = Initial value P and crank according to equation (5)
Angle θ Two In-cylinder pressure correction value P atTwo= P + (PDTwo−PD1)When
And the crank angle θThreeIn-cylinder pressure correction value P atThree= P +
(PDThree−PD1 ). Next, in a fourth step S4, an error
e = log (PTwo/ P1) / Log (V1/ VTwo) −log (PThree/ P1) /
log (V1/ VThree). That is, the error e is the crank θ1 And θTwo
The polytropic index n obtained from the detected pressure at
Link θ1 And θThreePolytrough calculated from the detected pressure
Is the difference from the index n. The polytropic index n is constant
Therefore, the error e becomes 0.0 as the calculation proceeds.
, And the accuracy of the in-cylinder pressure P increases.
【００１５】第５ステップＳ５では誤差ｅの絶対値が収
束判定係数（＝10E-8)より小さいか否か判別される。誤
差ｅの絶対値が収束判定係数より大きい場合は、第６ス
テップＳ６に進み、誤差ｅを小さくする方向に修正値Ａ
及び筒内圧補正値Ｐの修正を行う。即ち、誤差ｅが正の
ときは正方向の修正を行うため現在の修正値Ａの絶対値
に1.0 未満の適当な補正係数（例えば0.85) を掛け算し
たものを新たな修正値Ａとし、誤差ｅが負のときは負方
向の修正を行うため現在の修正値Ａの絶対値に1.0 未満
の適当な負の補正係数（例えば-0.85)を掛け算したもの
を新たな修正値Ａとする。また、補正された筒内圧力の
補正値Ｐを現在のＰに修正値Ａを加算したものとして計
算する。In a fifth step S5, it is determined whether or not the absolute value of the error e is smaller than the convergence determination coefficient (= 10E-8). If the absolute value of the error e is larger than the convergence determination coefficient, the process proceeds to a sixth step S6, where the correction value A is set in a direction to reduce the error e.
And the in-cylinder pressure correction value P is corrected. That is, when the error e is positive, a new correction value A is obtained by multiplying the absolute value of the current correction value A by an appropriate correction coefficient (for example, 0.85) less than 1.0 in order to perform correction in the positive direction. Is negative, a new correction value A is obtained by multiplying the current absolute value of the correction value A by an appropriate negative correction coefficient less than 1.0 (for example, -0.85) in order to correct in the negative direction. The correction value P of the corrected in-cylinder pressure is calculated as a value obtained by adding the correction value A to the current P.
【００１６】このような修正の結果、ループの繰り返し
の毎に誤差ｅの値は小さくなってゆき、最終的には第５
ステップＳ５で誤差ｅの絶対値が収束判定係数より小さ
くなる。このとき、第７ステップＳ７に進み、そのとき
の補正値Ｐの値がクランク角度θ1 での補正後の筒内圧
力の値となる。図４はこの発明により圧力補正を行った
場合の結果を示している。ドリフト補正前は曲線ａで示
すようにクランク角度０〜300 °及び510 °〜720 °で
マイナスという取りえない値をとっており、これはドリ
フトの影響と考えられるが、この発明によりｂに示すよ
うに本来の波形に修正することができる。As a result of such correction, the value of the error e becomes smaller every time the loop is repeated, and finally the fifth
In step S5, the absolute value of the error e becomes smaller than the convergence determination coefficient. In this case, the process proceeds to a seventh step S7, the value of the correction value P at that time is the cylinder pressure values after correction of the crank angle theta 1. FIG. 4 shows the result when pressure correction is performed according to the present invention. Before the drift correction, as shown by the curve a, the crank angles 0 to 300 ° and 510 ° to 720 ° take inevitable values of minus, which are considered to be the influence of the drift. Thus, the original waveform can be corrected.
【図１】図１はこの発明が実施される内燃機関の断面図
である。FIG. 1 is a sectional view of an internal combustion engine in which the present invention is implemented.
【図２】図２は圧縮行程におけるクランク角度と筒内圧
力との関係を示すグラフである。FIG. 2 is a graph showing a relationship between a crank angle and an in-cylinder pressure in a compression stroke.
【図３】図３は逐次代入法によりポリトロープ断熱変化
特性に応じて圧縮行程における筒内圧力を補正するため
のルーチンを示すフローチャートである。FIG. 3 is a flowchart showing a routine for correcting in-cylinder pressure in a compression stroke according to a polytropic adiabatic change characteristic by a sequential substitution method.
【図４】図４はエンジン１サイクルにおけけるクランク
角度に対する筒内圧力の変化を従来とこの発明による補
正を実施した後との比較で示すグラフである。のルーチ
ンを示すフローチャートである。FIG. 4 is a graph showing a change in in-cylinder pressure with respect to a crank angle in one cycle of an engine in comparison with a conventional case and after a correction according to the present invention is performed. 6 is a flowchart showing a routine of FIG.
１０…シリンダブロック １２…ピストン １６…クランク軸 ２４…インジェクタ ２６…吸気弁 ２８…排気弁 ３２…点火栓 ３４…圧力センサ ３６…クランク角度センサ DESCRIPTION OF SYMBOLS 10 ... Cylinder block 12 ... Piston 16 ... Crankshaft 24 ... Injector 26 ... Intake valve 28 ... Exhaust valve 32 ... Spark plug 34 ... Pressure sensor 36 ... Crank angle sensor
───────────────────────────────────────────────────── フロントページの続き (72)発明者 小浜 時男 愛知県西尾市下羽角町岩谷14番地 株式会 社日本自動車部品総合研究所内 ──────────────────────────────────────────────────続 き Continuing from the front page (72) Inventor Tokio Obama 14 Iwatani, Shimowasumi-cho, Nishio-shi, Aichi Japan Auto Parts Research Institute, Inc.
Claims (6)
圧信号を出力する圧力センサと、内燃機関のクランク角
度を検出するクランク角度センサと、検出されたクラン
ク角度におけるシリンダ体積から圧力センサの出力を補
正し、気筒の絶対圧力値を算出する圧力補正手段とを備
えた内燃機関の筒内圧力検出装置において、前記圧力補
正手段はポリトロープ断熱変化特性に応じて圧縮行程に
おける筒内圧力を補正することを特徴とする内燃機関の
筒内圧力検出装置。1. A pressure sensor for outputting a voltage signal according to a pressure in a cylinder by a piezoelectric element, a crank angle sensor for detecting a crank angle of an internal combustion engine, and an output of the pressure sensor based on a cylinder volume at the detected crank angle. And a pressure correcting means for calculating an absolute pressure value of the cylinder. The pressure correcting means corrects the in-cylinder pressure in the compression stroke according to the polytropic adiabatic change characteristic. An in-cylinder pressure detection device for an internal combustion engine, characterized in that:
記圧力補正手段は、圧縮行程における３つのクランク角
度における圧力センサ出力及びこの３つのクランク角度
におけるシリンダ体積より、圧力補正値を逐次代入法に
より算出することを特徴とする内燃機関の筒内圧力検出
装置。2. The method according to claim 1, wherein the pressure correction means sequentially substitutes a pressure correction value from a pressure sensor output at three crank angles in a compression stroke and a cylinder volume at the three crank angles. An in-cylinder pressure detecting device for an internal combustion engine, which is calculated by:
記圧力補正手段は、３つのクランク角度のうちの最初の
クランク角度における圧力の補正値の初期値を設定し、
この最初のクランク角度における圧力計測値に対する残
りの二つのクランク角度における圧力計測値の差から誤
差の計算をポリトロープ式に従って行い、補正値の修正
を行う修正値を前記誤差に応じて修正し、誤差が所定値
以下になるまで前記修正を逐次行うことを特徴とする内
燃機関の筒内圧力検出装置。3. The invention according to claim 2, wherein the pressure correcting means sets an initial value of a pressure correction value at a first crank angle of the three crank angles,
An error is calculated from the difference between the pressure measurement value at the first crank angle and the pressure measurement value at the remaining two crank angles according to the polytrope formula, and a correction value for correcting the correction value is corrected according to the error, and the error is corrected. Wherein the correction is sequentially performed until the pressure becomes equal to or less than a predetermined value.
差は、各クランク角度での筒内圧力補正値をＰ1 ，
Ｐ2 ，Ｐ3 、シリンダ容積をＶ1 ，Ｖ2 ，Ｖ3 としたと
き、 ｅ＝log （Ｐ2/Ｐ1)/log（Ｖ1/Ｖ2)−log （Ｐ3/Ｐ1)/l
og（Ｖ1/Ｖ3 ） によって算出されることを特徴とする内燃機関の筒内圧
力検出装置。4. The invention according to claim 3, wherein the error is determined by correcting the in-cylinder pressure correction value at each crank angle to P 1 ,
When P 2 , P 3 and the cylinder volumes are V 1 , V 2 , V 3 , e = log (P 2 / P 1 ) / log (V 1 / V 2 ) −log (P 3 / P 1 ) / l
cylinder pressure detecting device for an internal combustion engine, characterized in that calculated by og (V 1 / V 3) .
の修正は前回の補正値に修正値を加算することにより行
われることを特徴とする内燃機関の筒内圧力検出装置。5. The in-cylinder pressure detecting device for an internal combustion engine according to claim 3, wherein the correction value is corrected by adding the correction value to a previous correction value.
の修正は前回の修正値の絶対値に対し誤差の正負に応じ
た符号の1.0 未満の係数を乗算することにより行われる
ことを特徴とする内燃機関の筒内圧力検出装置。6. The invention according to claim 4, wherein the correction of the correction value is performed by multiplying the absolute value of the previous correction value by a coefficient less than 1.0 according to the sign of the error. Pressure detecting device for an internal combustion engine.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP24558697A JP3979704B2 (en) | 1997-09-10 | 1997-09-10 | In-cylinder pressure measuring device |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP24558697A JP3979704B2 (en) | 1997-09-10 | 1997-09-10 | In-cylinder pressure measuring device |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH1182148A true JPH1182148A (en) | 1999-03-26 |
| JP3979704B2 JP3979704B2 (en) | 2007-09-19 |
Family
ID=17135943
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP24558697A Expired - Fee Related JP3979704B2 (en) | 1997-09-10 | 1997-09-10 | In-cylinder pressure measuring device |
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| Country | Link |
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Cited By (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2006126171A (en) * | 2004-10-26 | 2006-05-18 | Robert Bosch Gmbh | Measuring method of combustion chamber pressure |
| JP2006234469A (en) * | 2005-02-23 | 2006-09-07 | Honda Motor Co Ltd | Abnormality detector for cylinder pressure sensor |
| JP2006284533A (en) * | 2005-04-05 | 2006-10-19 | Honda Motor Co Ltd | Abnormality detector for cylinder pressure sensor |
| JP2009079594A (en) * | 2001-05-21 | 2009-04-16 | Ricardo Consulting Eng Plc | Improved engine management |
| JP2011017343A (en) * | 2006-12-20 | 2011-01-27 | Delphi Technologies Holding Sarl | Combustion control of internal combustion engine |
| WO2011036743A1 (en) | 2009-09-24 | 2011-03-31 | トヨタ自動車株式会社 | Control device for internal combustion engine |
| FR3064357A1 (en) * | 2017-03-24 | 2018-09-28 | Continental Automotive France | METHOD FOR CORRECTING THE SIGNAL OF A PRESSURE SENSOR |
-
1997
- 1997-09-10 JP JP24558697A patent/JP3979704B2/en not_active Expired - Fee Related
Cited By (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2009079594A (en) * | 2001-05-21 | 2009-04-16 | Ricardo Consulting Eng Plc | Improved engine management |
| JP2006126171A (en) * | 2004-10-26 | 2006-05-18 | Robert Bosch Gmbh | Measuring method of combustion chamber pressure |
| JP2006234469A (en) * | 2005-02-23 | 2006-09-07 | Honda Motor Co Ltd | Abnormality detector for cylinder pressure sensor |
| JP2006284533A (en) * | 2005-04-05 | 2006-10-19 | Honda Motor Co Ltd | Abnormality detector for cylinder pressure sensor |
| JP2011017343A (en) * | 2006-12-20 | 2011-01-27 | Delphi Technologies Holding Sarl | Combustion control of internal combustion engine |
| WO2011036743A1 (en) | 2009-09-24 | 2011-03-31 | トヨタ自動車株式会社 | Control device for internal combustion engine |
| US8744733B2 (en) | 2009-09-24 | 2014-06-03 | Toyota Jidosha Kabushiki Kaisha | Control apparatus for internal combustion engine |
| FR3064357A1 (en) * | 2017-03-24 | 2018-09-28 | Continental Automotive France | METHOD FOR CORRECTING THE SIGNAL OF A PRESSURE SENSOR |
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| Publication number | Publication date |
|---|---|
| JP3979704B2 (en) | 2007-09-19 |
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