WO2012049734A1 - 内燃機関の制御装置 - Google Patents
内燃機関の制御装置 Download PDFInfo
- Publication number
- WO2012049734A1 WO2012049734A1 PCT/JP2010/067882 JP2010067882W WO2012049734A1 WO 2012049734 A1 WO2012049734 A1 WO 2012049734A1 JP 2010067882 W JP2010067882 W JP 2010067882W WO 2012049734 A1 WO2012049734 A1 WO 2012049734A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- fuel ratio
- air
- required air
- internal combustion
- combustion engine
- Prior art date
Links
Images
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D11/00—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated
- F02D11/06—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance
- F02D11/10—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type
- F02D11/105—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type characterised by the function converting demand to actuation, e.g. a map indicating relations between an accelerator pedal position and throttle valve opening or target engine torque
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D37/00—Non-electrical conjoint control of two or more functions of engines, not otherwise provided for
- F02D37/02—Non-electrical conjoint control of two or more functions of engines, not otherwise provided for one of the functions being ignition
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/0002—Controlling intake air
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/14—Introducing closed-loop corrections
- F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
- F02D41/1473—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the regulation method
- F02D41/1475—Regulating the air fuel ratio at a value other than stoichiometry
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
- F02P5/00—Advancing or retarding ignition; Control therefor
- F02P5/04—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions
- F02P5/145—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions using electrical means
- F02P5/15—Digital data processing
- F02P5/1502—Digital data processing using one central computing unit
- F02P5/1504—Digital data processing using one central computing unit with particular means during a transient phase, e.g. acceleration, deceleration, gear change
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/14—Introducing closed-loop corrections
- F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
- F02D2041/1413—Controller structures or design
- F02D2041/1431—Controller structures or design the system including an input-output delay
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/14—Introducing closed-loop corrections
- F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
- F02D2041/1413—Controller structures or design
- F02D2041/1432—Controller structures or design the system including a filter, e.g. a low pass or high pass filter
-
- 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
Definitions
- the present invention relates to a control device for an internal combustion engine, and more particularly to a control device for an internal combustion engine that uses torque and air-fuel ratio as control amounts.
- a method for controlling an internal combustion engine a method is known in which the operation amount of each actuator is determined using torque or air-fuel ratio as a control amount.
- Japanese Patent Application Laid-Open No. 2010-7489 discloses a method for determining a required torque and a required air-fuel ratio for an internal combustion engine and determining each operation amount of a throttle, an ignition device, and a fuel injection device so as to realize them.
- the throttle opening which is the operation amount, is determined according to the target air amount for realizing the required torque. For example, by using an inverse model of the air model, the throttle opening required for realizing the target air amount can be obtained by calculation.
- the air-fuel ratio is closely related to the torque generated by the internal combustion engine.
- the torque decreases if the air-fuel ratio of the air-fuel mixture used for combustion is leaner than the stoichiometric ratio, and the torque increases if it is rich.
- the required air-fuel ratio is not necessarily constant and may be actively changed from the viewpoint of exhaust gas performance.
- the required air-fuel ratio is made richer than the stoichiometric value for a predetermined period in order to quickly recover the NOx reduction capability of the catalyst.
- the required air-fuel ratio is periodically changed centering on the stoichiometry, or the required air-fuel ratio is changed by air-fuel ratio feedback control. In these cases, the target air amount also changes in accordance with the change in the required air-fuel ratio, and the throttle opening is controlled accordingly.
- the movement of the throttle at this time is a movement that cancels the fluctuation of the torque accompanying the change in the air-fuel ratio by increasing or decreasing the air amount. That is, when the air-fuel ratio changes to the rich side, the throttle moves to the close side so that the increase in torque caused by the change is offset by the decrease in the air amount. Conversely, when the air-fuel ratio changes to the lean side, the throttle moves to the open side so that the decrease in torque caused by the change is offset by the increase in the air amount.
- FIG. 7 is a chart showing changes over time in torque, rotation speed, air-fuel ratio, fuel injection amount, in-cylinder intake air amount, and throttle opening when the required air-fuel ratio changes suddenly.
- the dotted line indicates the time change of the required value or target value of each item
- the solid line indicates the actual behavior of each item.
- the target air amount increases stepwise accordingly.
- the throttle opening cannot be increased in steps, and the response of the air amount is delayed with respect to the movement of the throttle, so the actual air amount increases with a delay from the target air amount. become.
- the fuel injection amount is determined from the actual air amount and the required air-fuel ratio, the fuel injection amount once decreases greatly due to a delay in the increase of the air amount.
- the torque generated by the internal combustion engine is temporarily reduced significantly more than the required torque, and the engine speed is also temporarily reduced.
- the actual air-fuel ratio also varies.
- the ignition timing is adjusted to compensate for the deviation.
- the torque can be reduced by retarding the ignition timing, but it is difficult to increase the torque further than the torque at the optimum ignition timing. For this reason, when the required air-fuel ratio suddenly changes to the lean side, the torque and the rotational speed temporarily decrease as shown in FIG.
- the present invention provides an internal combustion engine with controlled amounts of torque and air-fuel ratio, by appropriately adjusting the rate of change of the required air-fuel ratio, thereby satisfying both the requirements for the exhaust gas performance and the requirements for operating performance of the internal combustion engine.
- the challenge is to satisfy.
- the present invention provides the following control device for an internal combustion engine.
- the control device determines the required value of the torque generated by the internal combustion engine, that is, the required torque, and determines the required value of the air-fuel ratio of the air-fuel mixture to be used for combustion, that is, the required air-fuel ratio. .
- the control device first receives a request regarding the exhaust gas performance of the internal combustion engine, and calculates the air-fuel ratio that satisfies the request as the required air-fuel ratio. If a predetermined relaxation condition described later is not satisfied, the calculated required air-fuel ratio is determined as the final required air-fuel ratio as it is.
- the calculated required air-fuel ratio signal is processed to reduce the change speed, and the required air-fuel ratio with the reduced change speed is set as the final required air-fuel ratio. decide.
- a low-pass filter such as a first-order lag filter or a smoothing process such as a weighted average can be used.
- the present control device calculates a target air amount for realizing the required torque under the required air-fuel ratio determined as described above. For the calculation of the target air amount, data in which the relationship between the torque generated by the internal combustion engine and the amount of air sucked into the cylinder is associated with the air-fuel ratio can be used.
- the control device operates an actuator for controlling the air amount according to the target air amount, and operates an actuator for controlling the fuel injection amount according to the required air-fuel ratio.
- the relaxation condition includes that the calculated change amount of the required air-fuel ratio, specifically, the change amount for each calculation cycle is larger than a predetermined air-fuel ratio change determination value.
- the present control device sets the required air-fuel ratio with the change rate reduced to the final required air-fuel ratio.
- the change amount is equal to or less than the air-fuel ratio change determination value, the original required air-fuel ratio is used as it is as the final required air-fuel ratio.
- the control device configured as described above, when the calculated value of the required air-fuel ratio changes abruptly, a value obtained by reducing the change speed is used for calculating the target air amount. It is possible to eliminate or sufficiently reduce the delay in response of the actual air amount to the. As a result, according to the present control device, it is possible to eliminate or sufficiently reduce the delay in the change in the air amount with respect to the change in the required air-fuel ratio, and maintain the operation performance by suppressing the torque fluctuation accompanying the change in the required air-fuel ratio. can do. Although the required air-fuel ratio can be reduced in its rate of change, the change itself is allowed, so that the effect on the exhaust gas performance obtained by actively changing the required air-fuel ratio can be guaranteed. it can.
- the relaxation condition may further include that the load of the internal combustion engine is larger than a predetermined load determination value. That is, when the load of the internal combustion engine is larger than the load determination value and the amount of change in the original required air-fuel ratio is larger than the air-fuel ratio change determination value, the required air-fuel ratio with a reduced change rate is set to the final required air-fuel ratio. It may be used as a fuel ratio.
- a target air amount or an estimated air amount estimated from the operating state of the air amount control actuator can be used as the load of the internal combustion engine.
- the torque generated by the internal combustion engine is small, and the torque fluctuation accompanying the change in the required air-fuel ratio is relatively small. Therefore, the torque fluctuation can be kept small without reducing the change speed of the required air-fuel ratio. Therefore, by adding that the load of the internal combustion engine is larger than the load determination value to the relaxation condition, it is possible to operate at an air-fuel ratio that most satisfies the requirements regarding the exhaust gas performance in a wider range of operation.
- the air-fuel ratio change determination value may be made variable according to the load of the internal combustion engine.
- the air-fuel ratio change determination value is determined from the load of the internal combustion engine and the amount of change in the required air-fuel ratio is larger than the air-fuel ratio change determination value, the required air-fuel ratio with the changed speed reduced is used as the final required air-fuel ratio. It may be used as a fuel ratio.
- the air-fuel ratio change determination value can be increased as the load decreases. According to this, in a wider operating range, it is possible to operate at an air-fuel ratio that most satisfies the requirements regarding exhaust gas performance.
- control device can perform the following ignition timing control in addition to the above air amount control and fuel injection amount control.
- the present control device increases the target air amount so as to compensate for a decrease in torque accompanying the retardation of the ignition timing.
- the required value of the ratio of the actually output torque to the potential torque that can be output by the internal combustion engine that is, the required efficiency is determined according to the state of the internal combustion engine and the environmental conditions, and the target It is preferable to increase the target air amount by dividing the value of the required torque used for calculating the air amount by the required efficiency.
- the control device operates the air amount control actuator according to the raised target air amount, and in this case, the ignition timing control is performed so that the torque realized under the required air-fuel ratio matches the required torque. Operate the actuator.
- the estimated latent torque is calculated under the required air-fuel ratio when the air amount control actuator is operated according to the target air amount, and then the ratio between the required torque and the estimated potential torque is calculated. It is preferable to operate the ignition timing control actuator using the ratio as the instruction efficiency.
- the relaxation condition may include that the retard amount of the ignition timing with respect to the optimal ignition timing is smaller than a predetermined threshold value.
- the relaxation condition includes that the required efficiency is larger than a predetermined threshold value smaller than 1.
- the operating conditions for retarding the ignition timing from the optimal ignition timing include when the internal combustion engine is idling or when the internal combustion engine is warming up. In the idling operation, the ignition timing is retarded to ensure reserve torque, and in the warm-up operation at the start, the ignition timing is retarded to increase the temperature of the exhaust gas supplied to the catalyst. Therefore, the relaxation condition may include that the internal combustion engine is not in idle operation or that the internal combustion engine is not in warm-up operation at the start.
- Embodiment 1 FIG. Embodiment 1 of the present invention will be described with reference to the drawings.
- the internal combustion engine (hereinafter referred to as the engine) to be controlled in the first embodiment of the present invention is a spark ignition type four-cycle reciprocating engine.
- a catalyst device for purifying exhaust gas is provided in the exhaust passage of the engine.
- the control device controls the operation of the engine by operating an actuator provided in the engine.
- the actuator that can be operated by the control device includes an ignition device, a throttle, a fuel injection device, a variable valve timing mechanism, an EGR device, and the like.
- the control device operates a throttle, an ignition device, and a fuel injection device, and the control device operates these three actuators to control the operation of the engine.
- the control device of the present embodiment uses torque, air-fuel ratio, and efficiency as engine control amounts. More precisely, the torque here means the indicated torque generated by the engine, and the air-fuel ratio means the air-fuel ratio of the air-fuel mixture used for combustion.
- the efficiency in this specification means the ratio of the actually output torque to the potential torque that the engine can output. The maximum value of efficiency is 1, and at that time, the potential torque that can be output by the engine is actually output as it is. When the efficiency is smaller than 1, the torque that is actually output is smaller than the potential torque that can be output by the engine, and the margin is mainly output as heat and output from the engine.
- the control device 2 shown in the block diagram of FIG. 1 shows the configuration of the control device of the present embodiment.
- each component constituting the control device 2 includes three types of actuators, that is, a throttle 4, an ignition device 6, and a fuel injection device (INJ) 8 among various functional elements of the control device 2.
- a throttle 4 a throttle 4
- an ignition device 6 a fuel injection device 8
- FIG. 1 does not mean that the control device 2 is composed of only these elements.
- Each element may be configured by dedicated hardware, or the hardware may be shared and virtually configured by software.
- control device 2 will be described with a focus on the function of each element shown in FIG.
- control device 2 determines a required torque, a required efficiency, and a required air-fuel ratio (required A / F) as requests for the engine control amount.
- the required torque is determined by the required torque determination unit 10.
- the required torque determination unit 10 determines the required torque based on the operation amount of the accelerator pedal by the driver or a signal from a vehicle control system such as VSC, TRC, etc., depending on the engine operating conditions. .
- the required efficiency is determined by the required efficiency determining unit 12. As will be described later, the ignition timing is controlled to the optimal ignition timing by setting the required efficiency to 1, and the ignition timing is retarded from the optimal ignition timing by setting the required efficiency to a value smaller than 1. However, in the present embodiment, it is assumed that the required efficiency determining unit 12 fixes the required efficiency to 1, which is the maximum value.
- the required air-fuel ratio is determined by the required air-fuel ratio determining unit 14.
- One feature of the present embodiment is a method for determining the required air-fuel ratio adopted by the required air-fuel ratio determining unit 14. Therefore, the configuration and function of the required air-fuel ratio determining unit 14 will be described in detail later.
- the required air-fuel ratio determined by the required air-fuel ratio determining unit 14 is input to the fuel injection amount calculating unit 28.
- the fuel injection amount calculation unit 28 calculates the fuel injection amount from the required air-fuel ratio and the predicted air amount (predicted load factor) at the intake valve closing timing of the cylinder when the calculation timing of the fuel injection amount arrives in a certain cylinder. To do.
- the predicted air amount can be calculated from the future value of the throttle opening obtained by throttle delay control, which will be described later.
- the control device 2 operates the fuel injection device 8 so as to realize the fuel injection amount calculated by the fuel injection amount calculation unit 28.
- the required torque determined by the required torque determination unit 10 and the required efficiency determined by the required efficiency determination unit 12 are input to the air amount control torque calculation unit 16.
- the air amount control torque calculator 16 calculates the air amount control torque by dividing the required torque by the required efficiency. When the required efficiency is smaller than 1, the air amount control torque is raised more than the required torque.
- the air amount control torque is input to the target air amount calculation unit 18.
- the target air amount calculation unit 18 converts the air amount control torque into the target air amount (KL) using the air amount map.
- the amount of air here means the amount of air sucked into the cylinder (a non-dimensional filling efficiency or load factor can be used instead).
- the air amount map is based on the assumption that the ignition timing is the optimum ignition timing (the ignition timing on the more retarded side of the MBT and the trace knock ignition timing). It is a map associated with various engine state quantities including the key.
- the air amount map is created based on data obtained by testing the engine. The actual value or target value of the engine state quantity is used for searching the air quantity map.
- the required air-fuel ratio determined by the required air-fuel ratio determining unit 14 is used for map search. Therefore, the target air amount calculation unit 18 calculates the air amount necessary for realizing the air amount control torque under the required air-fuel ratio as the target air amount of the engine. When the required efficiency is less than 1, the target air amount is increased. This means that the throttle 4 is required to be able to potentially output a torque larger than the required torque.
- the target air amount is input to the target throttle opening calculation unit 20.
- the target throttle opening calculation unit 20 converts the target air amount (KL) into the throttle opening (TA) using an inverse model of the air model. Since the air model is a physical model that models the response characteristic of the air amount to the operation of the throttle 4, the throttle opening necessary for achieving the target air amount can be calculated backward by using the inverse model.
- the control device 2 operates the throttle 4 according to the throttle opening calculated by the target throttle opening calculation unit 20.
- throttle delay control may be performed to make it possible to predict the future value of the throttle opening. In that case, there is a delay time difference between the target throttle opening calculated by the throttle opening calculation unit 20 and the actual throttle opening realized by the operation of the throttle 4. .
- the control device 2 calculates the estimated torque based on the actual throttle opening (actual TA) in the estimated torque calculator 22.
- the estimated torque is a torque that can be output when the ignition timing is set to the optimal ignition timing under the current throttle opening, that is, an estimated value of the torque that the engine can potentially output.
- the estimated torque calculation unit 22 first converts the throttle opening into the estimated air amount using the forward model of the air model described above. Next, the estimated air amount is converted into estimated torque using a torque map.
- the torque map is an inverse map of the air amount map described above, and is a map associated with the air amount, torque, and various engine state amounts as keys on the assumption that the ignition timing is the optimal ignition timing. . In the search of the torque map, the required air-fuel ratio determined by the required air-fuel ratio determining unit 14 is used. Therefore, the estimated torque calculation unit 22 calculates the torque estimated to be realized by the estimated air amount under the required air-fuel ratio.
- the estimated torque is input to the ignition timing control efficiency calculation unit 24 together with the replicated target torque.
- the ignition timing control efficiency calculation unit 24 calculates the ratio between the required torque and the estimated torque.
- the calculated ratio means efficiency for realizing the required torque, and is used as instruction efficiency for ignition timing control.
- the instruction efficiency for ignition timing control is input to the ignition timing calculation unit 26.
- the ignition timing calculation unit 26 calculates the ignition timing (SA) from the input instruction efficiency for ignition timing control. Specifically, the optimal ignition timing is calculated based on the engine state quantity such as the engine speed, the required torque, the air-fuel ratio, and the like, and the retard amount with respect to the optimal ignition timing is calculated from the input instruction efficiency for ignition timing control. If the instruction efficiency is 1, the retardation amount is set to zero. The smaller the instruction efficiency is, the larger the retardation amount. Then, the optimum ignition timing plus the retard amount is calculated as the final ignition timing. For the calculation of the optimum ignition timing, for example, a map that associates the optimum ignition timing with various engine state quantities can be used.
- a map that associates the retard amount with the efficiency and various engine state amounts can be used.
- the actual values and target values of engine state quantities are used for searching these maps.
- the required air-fuel ratio determined by the required air-fuel ratio determining unit 14 is used for map search.
- the control device 2 operates the ignition device 6 in accordance with the ignition timing calculated by the ignition timing calculation unit 26.
- the instruction efficiency is also maintained at 1 in the steady state. For this reason, the ignition timing in the steady state is maintained at the optimal ignition timing.
- the required air-fuel ratio determination unit 14 includes a required air-fuel ratio calculation unit 30, a low-pass filter (LPF) 32, a switch 34, and a switching determination unit 36.
- the required air-fuel ratio calculating unit 30 has a function of receiving a request regarding engine exhaust gas performance and calculating an air-fuel ratio that satisfies the request as a required air-fuel ratio.
- the normal setting of the required air-fuel ratio is stoichiometric, but when necessary from the viewpoint of exhaust gas performance, it is changed to the lean side or the rich side.
- the required air-fuel ratio is periodically changed centering on stoichiometry, or the required air-fuel ratio is changed by air-fuel ratio feedback control.
- the required air-fuel ratio is made richer than stoichiometric for a predetermined period in order to quickly recover the NOx reduction capability of the catalyst.
- the required air-fuel ratio output from the required air-fuel ratio calculation unit 30 is divided into two, and one required air-fuel ratio is input to the switch 34 after passing through the low-pass filter 32.
- the other required air-fuel ratio is input to the switch 34 as it is.
- the low-pass filter 32 is, for example, a first-order lag filter, and is provided to moderate the change rate of the required air-fuel ratio.
- the switch 34 selects one of the input required air-fuel ratios, that is, either the required air-fuel ratio whose change speed has been relaxed or the original required air-fuel ratio in accordance with an instruction from the switching determination unit 36.
- the required air-fuel ratio selected by the switch 34 is determined as the final required air-fuel ratio, and is output from the required air-fuel ratio determining unit 14.
- the switching determination by the switching determination unit 36 is performed based on the change amount of the required air-fuel ratio, specifically, the change amount for each calculation cycle.
- the switching determination unit 36 calculates the change amount of the required air-fuel ratio calculated by the required air-fuel ratio calculation unit 30 every calculation cycle, and whether the magnitude is larger than a predetermined determination value (air-fuel ratio change determination value). judge.
- a predetermined determination value air-fuel ratio change determination value
- FIG. 2 is a flowchart showing the process performed by the required air-fuel ratio determining unit 14.
- the required air-fuel ratio is calculated in the first step S101.
- FIG. 3 is a chart showing the changes over time in torque, rotation speed, and air-fuel ratio when the change rate of the required air-fuel ratio is relaxed by the low-pass filter 32.
- the present embodiment is different from the first embodiment in the required air-fuel ratio determining method by the required air-fuel ratio determining unit 14. More specifically, there is a difference in the content of switching determination of the switch 34 by the switching determination unit 36.
- the switching determination by the switching determination unit 36 of the present embodiment is made based on the magnitude of the engine load in addition to the amount of change in the required air-fuel ratio. This is because the magnitude of the engine load is related to the magnitude of torque fluctuation when the required air-fuel ratio changes. Specifically, when the load is low, the generated torque of the engine is small, and the torque fluctuation accompanying the change in the required air-fuel ratio is relatively small. Therefore, if the engine load is relatively small, the torque fluctuation can be suppressed to a low level without reducing the change speed of the required air-fuel ratio.
- FIG. 4 is a flowchart showing the process performed by the required air-fuel ratio determining unit 14 in the present embodiment.
- the required air-fuel ratio is calculated in the first step S201.
- step S202 it is determined whether or not the engine load is larger than the load determination value.
- the target air amount calculated by the target air amount calculation unit 18 or the estimated air amount estimated from the actual opening of the throttle 4 can be used. If the determination result in step S202 is affirmative, it is further determined whether or not the change amount of the required air-fuel ratio per calculation cycle is larger than the air-fuel ratio change determination value (step S203).
- step S203 If the determination result of step S203 is affirmative, the change rate of the required air-fuel ratio is relaxed by the low-pass filter 32 (step S204). Then, the required air-fuel ratio whose rate of change is relaxed is output as the final required air-fuel ratio (corrected required air-fuel ratio) (step S205). On the other hand, if the determination result in step S202 is negative, or if the determination result in step S203 is negative, the original required air-fuel ratio, whose rate of change is not relaxed, remains as the final required air-fuel ratio (corrected required air-fuel ratio). (Fuel ratio) is output (step S205).
- the fact that the engine load is relatively large is added to the conditions for reducing the change rate of the required air-fuel ratio, so that the air condition that most satisfies the requirements regarding exhaust gas performance in a wider range of operation. Operation at the fuel ratio becomes possible.
- Embodiment 3 FIG. Embodiment 3 of the present invention will be described with reference to the drawings.
- Embodiment 2 This embodiment is common to Embodiment 2 in that the magnitude of the engine load is added to the conditions for relaxing the change rate of the required air-fuel ratio.
- the present embodiment is characterized in that the air-fuel ratio change determination value, which is a criterion for determining the amount of change in the required air-fuel ratio, is made variable according to the engine load.
- FIG. 5 is a flowchart showing the process performed by the required air-fuel ratio determining unit 14 in the present embodiment.
- the required air-fuel ratio is calculated in the first step S301.
- the map stored in the switching determination unit 36 is referred to, and an air-fuel ratio change determination value corresponding to the engine load is calculated (step S302).
- the air-fuel ratio change determination value increases as the load decreases.
- step S303 If the determination result in step S303 is affirmative, the change rate of the required air-fuel ratio is relaxed by the low-pass filter 32 (step S304). Then, the required air-fuel ratio whose rate of change is relaxed is output as the final required air-fuel ratio (corrected required air-fuel ratio) (step S305). On the other hand, if the determination result in step S303 is negative, the original required air-fuel ratio whose rate of change is not relaxed is output as it is as the final required air-fuel ratio (corrected required air-fuel ratio) (step S305).
- the reference for determining the amount of change in the required air-fuel ratio is made variable in accordance with the engine load, the air condition that best satisfies the exhaust gas performance requirements in a wider operating range. Operation at the fuel ratio becomes possible.
- Embodiment 4 FIG. Embodiment 4 of the present invention will be described with reference to the drawings.
- the required efficiency determination unit 12 sets the required efficiency to a value smaller than 1 according to the engine state and environmental conditions. Specifically, the required efficiency determination unit 12 sets the ignition timing to the optimum ignition timing when it is desired to increase the temperature of the exhaust gas during warm-up operation when the engine is started or when it is desired to generate reserve torque during idling operation of the engine. The required efficiency is determined to be smaller than 1 in order to retard more.
- the processing of the required air-fuel ratio by the low-pass filter 32 is not performed in a situation where the ignition timing is retarded, such as during idle operation or during warm-up operation at start-up.
- FIG. 6 is a flowchart showing the process performed by the required air-fuel ratio determining unit 14 in the present embodiment.
- the required air-fuel ratio is calculated in the first step S401.
- the map stored in the switching determination unit 36 is referred to, and an air-fuel ratio change determination value corresponding to the engine load is calculated (step S402).
- it is determined whether the engine is not idling step S403. If the determination result in step S403 is affirmative, it is further determined whether or not the engine is not warming up (step S404).
- step S404 it is further determined whether or not the amount of change in the required air-fuel ratio per calculation cycle is greater than the air-fuel ratio change determination value (step S405). If the determination result of step S405 is affirmative, the change rate of the required air-fuel ratio is relaxed by the low-pass filter 32 (step S406). Then, the required air-fuel ratio whose rate of change is relaxed is output as the final required air-fuel ratio (corrected required air-fuel ratio) (step S407). On the other hand, if the determination result in step S403 is negative, the determination result in step S404 is negative, or the determination result in step S405 is negative, the original required air-fuel ratio whose rate of change is not relaxed is obtained. The final required air-fuel ratio (corrected required air-fuel ratio) is output as it is (step 407).
- the relatively large retardation amount of the ignition timing with respect to the optimal ignition timing is added to the mitigation condition, so that the air-fuel ratio that most satisfies the requirements regarding the exhaust gas performance in a wider operating range. It becomes possible to drive at.
- the fourth embodiment based on the switching determination of the third embodiment, it is further added to the mitigation condition that the engine is not in idle operation and is not in warm-up operation at start-up.
- a corresponding effect can be obtained only by adding either the fact that the engine is not idling or the condition that the engine is not warming up to the relaxation condition.
- it may be added to the mitigation condition that the engine is not idling or that the engine is not warming up.
- the throttle is used as an actuator for controlling the air amount, but an intake valve having a variable lift amount or operating angle can also be used.
- the speed of change of the required torque is reduced by the low-pass filter, but so-called annealing processing may be used.
- An example of the annealing process is a weighted average.
- the ratio between the required torque and the estimated torque is calculated as the instruction efficiency, and the ignition timing is controlled according to the instruction efficiency.
- the instruction efficiency is fixed to 1 in the embodiment 1-3. You can also That is, the ignition timing can be fixed at the optimum ignition timing.
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Theoretical Computer Science (AREA)
- Signal Processing (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
Abstract
Description
本発明の実施の形態1について図を参照して説明する。
本発明の実施の形態2について図を参照して説明する。
本発明の実施の形態3について図を参照して説明する。
本発明の実施の形態4について図を参照して説明する。
以上、本発明の実施の形態について説明したが、本発明は上述の実施の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種々変形して実施することができる。例えば、次のように変形して実施してもよい。
4 スロットル
6 点火装置
8 燃料噴射装置
10 要求トルク決定部
12 要求効率決定部
14 要求空燃比決定部
16 空気量制御用トルク算出部
18 目標空気量算出部
20 スロットル開度算出部
22 推定トルク算出部
24 点火時期制御用効率算出部
26 点火時期算出部
28 燃料噴射量算出部
30 要求空燃比算出部
32 ローパスフィルタ
34 スイッチ
36 切替判定部
Claims (7)
- 内燃機関が発生させるトルクの要求値(以下、要求トルク)を決定する要求トルク決定手段と、
燃焼に供される混合気の空燃比の要求値(以下、要求空燃比)を決定する要求空燃比決定手段と、
前記内燃機関が発生させるトルクと筒内に吸入される空気量との関係を空燃比に関連付けて定めたデータに基づいて、前記要求空燃比のもとで前記要求トルクを実現するための目標空気量を算出する目標空気量算出手段と、
前記目標空気量に従って空気量制御用のアクチュエータを操作する空気量制御手段と、
前記要求空燃比に従って燃料噴射量制御用のアクチュエータを操作する燃料噴射量制御手段と、を備え、
前記要求空燃比決定手段は、
前記内燃機関の排気ガス性能に関する要求を受け、前記要求を満足させる空燃比を要求空燃比として算出する要求空燃比算出手段と、
前記要求空燃比算出手段で算出された要求空燃比の信号を処理してその変化速度を緩和させる変化速度緩和手段と、
所定の緩和条件が満たされた場合には、前記変化速度緩和手段により変化速度を緩和された要求空燃比を最終的な要求空燃比として決定し、前記緩和条件が満たされていない場合には、前記要求空燃比算出手段で算出された要求空燃比を最終的な要求空燃比として決定する最終決定手段と、を備え、
前記緩和条件には、前記要求空燃比算出手段の算出値の変化量が所定の空燃比変化判定値よりも大きいことが含まれることを特徴とする内燃機関の制御装置。 - 前記緩和条件には、さらに、前記内燃機関の負荷が所定の負荷判定値よりも大きいことが含まれることを特徴とする請求項1に記載の内燃機関の制御装置。
- 前記空燃比変化判定値は、前記内燃機関の負荷に応じて可変であることを特徴とする請求項1に記載の内燃機関の制御装置。
- 点火時期を最適点火時期より遅角させる要求がある場合、点火時期の遅角に伴うトルクの減少を補償するように前記目標空気量を嵩上げする目標空気量嵩上げ手段と、
嵩上げされた目標空気量に従い前記空気量制御用アクチュエータが操作された場合に前記要求空燃比のもとで実現されるトルクが前記要求トルクに一致するように点火時期制御用のアクチュエータを操作する点火時期制御手段と、
をさらに備えることを特徴とする請求項1乃至3の何れか1項に記載の内燃機関の制御装置。 - 前記緩和条件には、さらに、点火時期の最適点火時期に対する遅角量が所定の閾値より小さいことが含まれることを特徴とする請求項4に記載の内燃機関の制御装置。
- 点火時期を最適点火時期より遅角させる要求は、前記内燃機関のアイドル運転を行うときに出される要求であって、
前記緩和条件には、前記内燃機関がアイドル運転中ではないことが含まれることを特徴とする請求項5に記載の内燃機関の制御装置。 - 点火時期を最適点火時期より遅角させる要求は、前記内燃機関の始動時の暖機運転を行うときに出される要求であって、
前記緩和条件には、前記内燃機関が始動時の暖機運転中ではないことが含まれることを特徴とする請求項5又は6に記載の内燃機関の制御装置。
Priority Applications (5)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US13/121,325 US8793058B2 (en) | 2010-10-12 | 2010-10-12 | Control device for internal combustion engine |
CN2010800025193A CN102652216B (zh) | 2010-10-12 | 2010-10-12 | 内燃机控制装置 |
JP2011502167A JP4957868B1 (ja) | 2010-10-12 | 2010-10-12 | 内燃機関の制御装置 |
PCT/JP2010/067882 WO2012049734A1 (ja) | 2010-10-12 | 2010-10-12 | 内燃機関の制御装置 |
DE112010005933.0T DE112010005933B4 (de) | 2010-10-12 | 2010-10-12 | Steuervorrichtung für eine Verbrennungskraftmaschine |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
PCT/JP2010/067882 WO2012049734A1 (ja) | 2010-10-12 | 2010-10-12 | 内燃機関の制御装置 |
Publications (1)
Publication Number | Publication Date |
---|---|
WO2012049734A1 true WO2012049734A1 (ja) | 2012-04-19 |
Family
ID=45924134
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/JP2010/067882 WO2012049734A1 (ja) | 2010-10-12 | 2010-10-12 | 内燃機関の制御装置 |
Country Status (5)
Country | Link |
---|---|
US (1) | US8793058B2 (ja) |
JP (1) | JP4957868B1 (ja) |
CN (1) | CN102652216B (ja) |
DE (1) | DE112010005933B4 (ja) |
WO (1) | WO2012049734A1 (ja) |
Families Citing this family (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US10360565B2 (en) | 2012-05-18 | 2019-07-23 | Kofax, Inc. | System and method for providing a universal endpoint address schema to route documents and manage document workflows |
US10221799B2 (en) * | 2013-05-24 | 2019-03-05 | Toyota Jidosha Kabushiki Kaisha | Control device for internal combustion engine |
JP6259246B2 (ja) * | 2013-10-09 | 2018-01-10 | 三菱重工業株式会社 | 内燃機関の制御装置 |
JP6168484B2 (ja) * | 2015-11-20 | 2017-07-26 | マツダ株式会社 | エンジンの制御装置 |
US10001045B2 (en) * | 2016-11-18 | 2018-06-19 | Ford Global Technologies, Llc | Non-intrusive air/fuel sensor diagnostics |
Citations (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS62165549A (ja) * | 1986-01-18 | 1987-07-22 | Toyota Motor Corp | 内燃機関の空燃比制御装置 |
JPH06213039A (ja) * | 1993-01-21 | 1994-08-02 | Mazda Motor Corp | エンジンの空燃比制御装置 |
JPH06264785A (ja) * | 1993-03-10 | 1994-09-20 | Nissan Motor Co Ltd | リーンバーンエンジンの空燃比制御装置 |
JPH1122505A (ja) * | 1997-07-02 | 1999-01-26 | Nissan Motor Co Ltd | 内燃機関の制御装置 |
JP2003328809A (ja) * | 2002-05-09 | 2003-11-19 | Denso Corp | 筒内噴射式内燃機関の制御装置 |
Family Cites Families (16)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPH06207545A (ja) | 1993-01-12 | 1994-07-26 | Toyota Motor Corp | 内燃機関の燃料噴射量制御装置 |
EP0687809B1 (en) * | 1994-06-17 | 2001-08-29 | Hitachi, Ltd. | An output torque control apparatus and method for an internal combustion engine |
JP3815100B2 (ja) * | 1998-02-20 | 2006-08-30 | マツダ株式会社 | エンジンの制御装置 |
US6425373B1 (en) * | 1999-08-04 | 2002-07-30 | Ford Global Technologies, Inc. | System and method for determining engine control parameters based on engine torque |
JP4258113B2 (ja) | 2000-08-04 | 2009-04-30 | 株式会社デンソー | 内燃機関用失火検出装置 |
JP2006138300A (ja) | 2004-11-15 | 2006-06-01 | Denso Corp | 内燃機関のトルク制御装置 |
DE102005004441B3 (de) * | 2005-01-31 | 2006-02-09 | Siemens Ag | Vorrichtung und Verfahren zum Ermitteln einer Stellgröße eines Reglers einer Brennkraftmaschine |
JP4213152B2 (ja) | 2005-10-25 | 2009-01-21 | 三菱電機株式会社 | 内燃機関の燃料噴射量の補正装置、および、これを用いた内燃機関の制御装置 |
JP2007162565A (ja) * | 2005-12-14 | 2007-06-28 | Toyota Motor Corp | 内燃機関の空燃比制御装置 |
JP4453686B2 (ja) * | 2006-07-24 | 2010-04-21 | トヨタ自動車株式会社 | 内燃機関の排気浄化システム |
JP4241864B2 (ja) | 2007-08-21 | 2009-03-18 | トヨタ自動車株式会社 | 車両駆動ユニットの制御装置 |
JP4396748B2 (ja) | 2007-08-21 | 2010-01-13 | トヨタ自動車株式会社 | 内燃機関の制御装置 |
KR100941714B1 (ko) * | 2007-11-07 | 2010-02-12 | 현대자동차주식회사 | 엔진의 토크 제어장치 및 방법 |
JP2010007489A (ja) | 2008-06-24 | 2010-01-14 | Toyota Motor Corp | 内燃機関の制御装置 |
JP5125896B2 (ja) | 2008-08-29 | 2013-01-23 | トヨタ自動車株式会社 | 内燃機関の制御装置 |
JP2010112214A (ja) | 2008-11-05 | 2010-05-20 | Toyota Motor Corp | 内燃機関の制御装置 |
-
2010
- 2010-10-12 US US13/121,325 patent/US8793058B2/en active Active
- 2010-10-12 DE DE112010005933.0T patent/DE112010005933B4/de not_active Expired - Fee Related
- 2010-10-12 CN CN2010800025193A patent/CN102652216B/zh not_active Expired - Fee Related
- 2010-10-12 JP JP2011502167A patent/JP4957868B1/ja not_active Expired - Fee Related
- 2010-10-12 WO PCT/JP2010/067882 patent/WO2012049734A1/ja active Application Filing
Patent Citations (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS62165549A (ja) * | 1986-01-18 | 1987-07-22 | Toyota Motor Corp | 内燃機関の空燃比制御装置 |
JPH06213039A (ja) * | 1993-01-21 | 1994-08-02 | Mazda Motor Corp | エンジンの空燃比制御装置 |
JPH06264785A (ja) * | 1993-03-10 | 1994-09-20 | Nissan Motor Co Ltd | リーンバーンエンジンの空燃比制御装置 |
JPH1122505A (ja) * | 1997-07-02 | 1999-01-26 | Nissan Motor Co Ltd | 内燃機関の制御装置 |
JP2003328809A (ja) * | 2002-05-09 | 2003-11-19 | Denso Corp | 筒内噴射式内燃機関の制御装置 |
Also Published As
Publication number | Publication date |
---|---|
DE112010005933B4 (de) | 2014-01-09 |
CN102652216B (zh) | 2013-03-20 |
CN102652216A (zh) | 2012-08-29 |
US20120085318A1 (en) | 2012-04-12 |
JP4957868B1 (ja) | 2012-06-20 |
DE112010005933T5 (de) | 2013-09-26 |
JPWO2012049734A1 (ja) | 2014-02-24 |
US8793058B2 (en) | 2014-07-29 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
JP5126425B2 (ja) | 内燃機関の制御装置 | |
JP5252133B2 (ja) | 内燃機関の制御装置 | |
JP6041050B2 (ja) | 内燃機関の制御装置 | |
WO2014199443A1 (ja) | 内燃機関の制御装置 | |
US9976497B2 (en) | Control device for internal combustion engine | |
JP4957868B1 (ja) | 内燃機関の制御装置 | |
JP2010216419A (ja) | 内燃機関の制御装置 | |
JP5534098B2 (ja) | 内燃機関の制御装置 | |
JP2009299667A (ja) | 内燃機関の制御装置 | |
JP5115665B2 (ja) | 内燃機関の制御装置 | |
JP5189513B2 (ja) | 内燃機関の制御装置 | |
JP5125896B2 (ja) | 内燃機関の制御装置 | |
JP5240416B2 (ja) | 内燃機関の制御装置 | |
CN107917003B (zh) | 一种发动机运转平稳性的控制方法 | |
JP4952687B2 (ja) | 内燃機関の制御装置 | |
JP2010223122A (ja) | 内燃機関の制御装置 | |
JP2009162199A (ja) | 内燃機関の制御装置 | |
JP5108799B2 (ja) | 内燃機関の制御装置 | |
JP2015117604A (ja) | 内燃機関の制御装置 |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
WWE | Wipo information: entry into national phase |
Ref document number: 201080002519.3 Country of ref document: CN |
|
WWE | Wipo information: entry into national phase |
Ref document number: 2011502167 Country of ref document: JP |
|
WWE | Wipo information: entry into national phase |
Ref document number: 13121325 Country of ref document: US |
|
121 | Ep: the epo has been informed by wipo that ep was designated in this application |
Ref document number: 10858389 Country of ref document: EP Kind code of ref document: A1 |
|
NENP | Non-entry into the national phase |
Ref country code: DE |
|
WWE | Wipo information: entry into national phase |
Ref document number: 1120100059330 Country of ref document: DE Ref document number: 112010005933 Country of ref document: DE |
|
122 | Ep: pct application non-entry in european phase |
Ref document number: 10858389 Country of ref document: EP Kind code of ref document: A1 |