WO2014046141A1 - 内燃機関の制御装置 - Google Patents
内燃機関の制御装置 Download PDFInfo
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- WO2014046141A1 WO2014046141A1 PCT/JP2013/075187 JP2013075187W WO2014046141A1 WO 2014046141 A1 WO2014046141 A1 WO 2014046141A1 JP 2013075187 W JP2013075187 W JP 2013075187W WO 2014046141 A1 WO2014046141 A1 WO 2014046141A1
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- WIPO (PCT)
- Prior art keywords
- compression ratio
- internal combustion
- combustion engine
- filling rate
- air filling
- Prior art date
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D15/00—Varying compression ratio
- F02D15/02—Varying compression ratio by alteration or displacement of piston stroke
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
- F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
- F02D13/0223—Variable control of the intake valves only
- F02D13/0226—Variable control of the intake valves only changing valve lift or valve lift and timing
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- 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
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- 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
- F02P5/152—Digital data processing dependent on pinking
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- 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
- F02P5/153—Digital data processing dependent on combustion pressure
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- 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
- F02D2041/001—Controlling intake air for engines with variable valve actuation
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/04—Engine intake system parameters
- F02D2200/0411—Volumetric efficiency
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/08—Exhaust gas treatment apparatus parameters
- F02D2200/0802—Temperature of the exhaust gas treatment apparatus
- F02D2200/0804—Estimation of the temperature of the exhaust gas treatment apparatus
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
- F02D2200/101—Engine speed
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
- F02D2200/1015—Engines misfires
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2250/00—Engine control related to specific problems or objectives
- F02D2250/18—Control of the engine output torque
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- 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
- F02D41/1444—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases
- F02D41/1446—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being exhaust temperatures
- F02D41/1447—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being exhaust temperatures with determination means using an estimation
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/40—Engine management systems
Definitions
- the present invention relates to a control device and control method of an internal combustion engine provided with a variable compression ratio mechanism.
- Patent Document 1 the required torque is calculated according to the accelerator operation amount, the opening area of the throttle valve is calculated based on the required torque, the opening area is converted into a target opening degree, and the target opening degree is calculated.
- a control system for an internal combustion engine is disclosed which controls the opening degree of an electronically controlled throttle.
- Patent No. 3627532 gazette
- the present invention has been made in view of the above problems, and it is an object of the present invention to provide a control device and control method capable of suppressing a decrease in control accuracy even if the compression ratio changes in an internal combustion engine provided with a compression ratio variable mechanism. To aim.
- the present invention changes at least one of the control of the engine load and the control according to the engine load in accordance with the compression ratio which is made variable by the compression ratio variable mechanism.
- FIG. 1 is a system diagram of an internal combustion engine according to an embodiment of the present invention. It is a figure which shows the correlation of the compression ratio and torque ratio in embodiment of this invention. It is a figure which shows the misfire determination value map in embodiment of this invention. It is a figure which shows the map used for the interpolation calculation of the misfire determination value in embodiment of this invention. It is a flowchart which shows the flow of the misfire diagnosis process in embodiment of this invention. It is a flowchart which shows the correction process according to the compression ratio of the misfire determination value in embodiment of this invention. It is a flowchart which shows the process which calculates
- FIG. 1 shows an example of a vehicle internal combustion engine to which a control device according to the present invention is applied.
- the internal combustion engine 1 includes a cylinder block 2, a piston 4 provided in a cylinder bore 3 formed in the cylinder block 2, a cylinder head 10 in which an intake port 5 and an exhaust port 6 are formed, an intake port 5, an exhaust A pair of intake valves 7, 7 and exhaust valves 8, 8 are provided for each cylinder for opening and closing the open end of the port 6.
- the piston 4 is connected to the crankshaft 9 via a connecting rod 13 composed of a lower link 11 and an upper link 12.
- a combustion chamber 14 is formed between the crown 4 a of the piston 4 and the lower surface of the cylinder head 10.
- An ignition plug 15 is provided substantially at the center of the cylinder head 10 forming the combustion chamber 14.
- the engine 1 has a variable valve lift mechanism 21 that makes variable the valve lift amount and operation angle of the intake valves 7, 7, and variable valve timing that makes the phase of the open period of the intake valves 7, 7 to the crankshaft 9 variable.
- a mechanism 22 and a compression ratio variable mechanism 23 that changes the compression ratio by changing the top dead center position of the piston 4 are provided.
- the variable valve lift mechanism 21 changes the angular position of the control shaft with an actuator such as an electric motor to maximize the valve lift of the intake valves 7, 7. The amount is increased or decreased, and the operating angle is increased or decreased in conjunction with the increase or decrease of the maximum valve lift amount.
- the variable valve timing mechanism 22 changes the phase of the intake camshaft 24 with respect to the crankshaft 9 to advance or retard the central phase of the actuation angle while keeping the actuation angle of the intake valves 7 constant.
- the compression ratio variable mechanism 23 has a function of making the compression ratio of the internal combustion engine 1 variable by changing the top dead center position of the piston 4 according to the structure disclosed in, for example, JP-A-2002-276446. An example of the structure of the compression ratio variable mechanism 23 will be described below.
- the crankshaft 9 includes a plurality of journal portions 9 a and a crank pin portion 9 b, and the journal portion 9 a is rotatably supported by the main bearing of the cylinder block 2.
- the crank pin portion 9b is eccentric from the journal portion 9a, and the lower link 11 is rotatably connected here.
- the lower link 11 is divided into two parts, and the crankpin portion 9b is fitted in a connecting hole provided substantially at the center.
- the upper link 12 is pivotably connected to one end of the lower link 11 by the connection pin 25 at the lower end side, and is pivotably connected to the piston 4 by the piston pin 26 at the upper end side.
- the control link 27 is rotatably connected at the upper end side to the other end of the lower link 11 by the connection pin 28, and the lower end side is rotatably connected to the lower portion of the cylinder block 2 via the control shaft 29.
- the control shaft 29 is rotatably supported by the cylinder block 2 and has an eccentric cam portion 29a eccentrically from the rotation center, and the lower end portion of the control link 27 is rotated by the eccentric cam portion 29a. Mates possible.
- the rotational position of the control shaft 29 is controlled by a compression ratio control actuator 30 using an electric motor.
- variable compression ratio mechanism 23 using the multi-link type piston-crank mechanism as described above, when the control shaft 29 is rotated by the compression ratio control actuator 30, the central position of the eccentric cam portion 29a, that is, the cylinder block The relative position to 2 changes. As a result, the swing support position of the lower end of the control link 27 changes, and when the swing support position of the control link 27 changes, the stroke of the piston 4 changes and the position of the piston 4 at the piston top dead center TDC increases.
- the compression ratio of the engine 1 is changed by lowering or lowering.
- the intake system of the internal combustion engine 1 is provided with an electronically controlled throttle 41 that adjusts the intake air amount of the internal combustion engine 1 by changing the opening area of the intake system.
- the variable valve lift mechanism 21, the variable valve timing mechanism 22, the compression ratio variable mechanism 23, the electronically controlled throttle 41, and the para transistor 43 for controlling the current flowing to the primary side of the ignition coil etc. Controlled by
- Signals are input to the control device 31 from various sensors that detect the operating conditions of the internal combustion engine 1.
- a crank angle sensor 32 which outputs a pulse signal POS in synchronism with engine rotation, a signal indicating the intake air flow rate of the internal combustion engine 1
- An air flow sensor 33 that outputs QA
- an accelerator opening sensor 34 that outputs a signal ACC that indicates the depression amount of the accelerator pedal (accelerator opening), and a signal VSP that indicates the traveling speed (vehicle speed) of the vehicle on which the internal combustion engine 1 is mounted.
- Vehicle temperature sensor 35 outputting a water temperature sensor 37 outputting a signal TW indicating the coolant temperature of the internal combustion engine 1 (engine temperature), and an air fuel ratio detecting an air fuel ratio (air excess ratio ⁇ ) through oxygen concentration in exhaust gas.
- a sensor 42 or the like is provided. Below, the content of the control by the control apparatus 31 is demonstrated in detail.
- the control device 31 has a misfire diagnosis function that detects the presence or absence of a misfire in the internal combustion engine 1.
- the misfire determination for example, the engine rotational speed is calculated in a fixed cycle based on the pulse signal POS, and the absolute value of the deviation between the average value and the maximum value or the minimum value within the determination period of the engine rotational speed is the determination value
- the occurrence of a misfire is determined when it becomes SL or more.
- the parameter used for misfire determination is not limited to the said deviation, The parameter which shows the rotational fluctuation and torque fluctuation accompanying misfire can be used.
- the controller 31 changes the determination value according to the engine load and the engine rotational speed to distinguish the magnitude of the fluctuation due to misfire from the magnitude of the fluctuation due to the operating condition.
- the controller 31 detects the air filling rate or the air filling rate equivalent value as a state quantity indicating the engine load, but as shown in FIG. 2, the torque increases as the compression ratio increases even if the air filling rate is the same.
- the misfire determination value SL is set from the air filling rate, the value may deviate from the value corresponding to the actual torque.
- the maximum compression ratio and the minimum compression ratio are the change range of the compression ratio made variable by the compression ratio variable mechanism 23 or the maximum value and the minimum of the compression ratio that define the control range set within the change range. It is a value. Therefore, in the setting of the misfire determination value SL according to the engine load as the control according to the engine load, the control device 31 performs processing for changing the misfire determination value SL according to the compression ratio, and there is a change of the compression ratio. However, the misfire determination value SL corresponding to the actual torque is set so that misfire diagnosis can be performed accurately.
- the control device 31 determines the basic determination value from the air filling rate and the engine rotational speed so as to be adapted to the basic compression ratio, for example, the maximum compression ratio.
- a determination value map (see FIG. 3) or a function for setting SLs is set in advance, and a basic determination value SLs set based on the map or function is changed according to the compression ratio.
- the control device 31 implements the change according to the compression ratio of the basic determination value SLs, for example, in accordance with the following equations (1) and (2).
- misfire determination value SL basic determination value SLs ⁇ (torque ratio at current compression ratio / torque ratio at basic compression ratio)
- torque ratio theoretical thermal efficiency x friction correction coefficient x cooling loss correction coefficient
- the control device 31 multiplies the basic determination value SLs by multiplying “the torque ratio at the current compression ratio / the torque ratio at the basic compression ratio” so that the basic compression ratio is not the maximum compression ratio but the basic compression ratio.
- the compression ratio becomes high, the result of increasing and correcting the basic determination value SLs is set as the misfire determination value SL, and when the compression ratio becomes smaller than the basic compression ratio, the basic determination value SLs is decreased and corrected. The result is set as the misfire determination value SL.
- misfire determination value SL is a basic determination value. It will be set variably according to the compression ratio in the range below SLs.
- the torque ratio is retrieved for each compression ratio from the table as shown in FIG. 2, and “torque ratio at current compression ratio / torque ratio at basic compression ratio” is calculated as a correction coefficient, and the basic judgment value
- SLs is corrected, the torque ratio at the basic compression ratio becomes a constant value, so the control device 31 converts the compression ratio at the time of misfire determination into a correction coefficient, and corrects the basic determination value SLs by the correction coefficient. can do.
- control device 31 can use interpolation calculation as the process of changing the misfire determination value SL in accordance with the compression ratio.
- the control device 31 is adapted as a determination value map for setting the misfire determination value SL from the air filling rate and the engine rotational speed, the first suitable when the compression ratio is the maximum compression ratio.
- a map and a second map that fit when the compression ratio is the minimum compression ratio are provided.
- the control device 31 determines the misfire determination value SL corresponding to the compression ratio at the time of performing the misfire determination, the misfire determination value SL (1) retrieved from the first map, and the misfire determination value SL (2 for the second map).
- the misfire determination value SL when the compression ratio is 10 is the misfire determination value SL (A) obtained from the first map and the second map
- the arithmetic mean value (misfire determination value SL (A) + misfire determination value SL (B)) / 2) with the misfire determination value SL (B) obtained from the above becomes.
- the misfire determination value SL corresponding to the current compression ratio can be obtained by the interpolation calculation from the misfire determination value SL corresponding to each of the three or more basic compression ratios.
- step S101 the control device 31 determines whether a condition for performing a misfire diagnosis is established.
- the conditions determined by the control device 31 in step S101 are, for example, that the internal combustion engine 1 has been completely warmed up, that no sensor failure of the crank angle sensor 32, etc. has been detected, the internal combustion engine 1 generates positive torque. In other words, the driving state of the vehicle by the output of the internal combustion engine 1 or the like.
- the control device 31 proceeds to step S102 and calculates a misfire parameter which is a state amount that changes depending on the presence or absence of the misfire.
- the misfire parameter is, for example, the deviation between the average value and the maximum value or the minimum value of the engine rotational speed within the determination period, and the larger the absolute value of the deviation, the larger the rotational fluctuation of the internal combustion engine 1, in other words the torque fluctuation. It is a value indicating that.
- step S103 the control device 31 calculates a misfire determination value SL to be compared with the misfire parameter from the air filling rate representative of the engine load and the engine rotational speed. Further, in step S104, the control device 31 calculates a correction value for correcting the misfire determination value SL calculated in step S103 according to the compression ratio at the present time.
- a target compression ratio or an actual compression ratio detected as, for example, the rotational position of the control shaft 29 can be used as the current compression ratio.
- step S105 the control device 31 corrects the misfire determination value SL calculated in step S103 with the correction value calculated in step S014 to calculate the final misfire determination value SL corresponding to the compression ratio at the present time.
- the final misfire determination value SL calculated in step S105 corresponds to the larger torque as the compression ratio is higher, the higher the compression is. It is set to a larger value, in other words, a value that will determine the occurrence of a misfire with a larger rotational fluctuation.
- step S106 the control device 31 determines the presence or absence of a misfire by comparing the misfire parameter with the misfire determination value SL. That is, the control device 31 determines the occurrence of the misfire when the misfire parameter is the misfire determination value SL or more and the rotational fluctuation of the internal combustion engine 1 is larger than the reference value. On the other hand, when the misfire parameter is less than the misfire determination value SL and the rotational fluctuation of the internal combustion engine 1 is smaller than the reference value, the control device 31 determines that a misfire has not occurred.
- step S106 determines the occurrence of a misfire in step S106, it proceeds to step S107 to increase the value of a misfire counter that counts the number of times the misfire has been determined, and determines that a misfire has not occurred in step S106. , And bypass step S107 and proceed to step S108.
- step S108 the control device 31 determines whether or not one cycle period for determining the misfire frequency has elapsed, for example, based on whether the integrated rotational speed of the internal combustion engine 1 has become a threshold value.
- the optimum value of the threshold differs depending on whether the target is a defect that occurs with a misfire, such as deterioration of the exhaust property due to the occurrence of a misfire or damage to an exhaust system component due to fuel combustion in the exhaust system due to the misfire.
- step S108 determines whether the value of the misfire counter is equal to or greater than the set value, and determines the number of misfires per ignition frequency. Determine whether the frequency of misfires exceeds the maximum allowable value. If the value of the misfire counter is equal to or greater than the set value and the misfire frequency exceeds the allowable maximum value, the control device 31 proceeds to step S110 and implements warning of occurrence of misfire by, for example, lighting of a warning light.
- the control device 31 can warn of the occurrence of a misfire and can change the control of the internal combustion engine 1. For example, when a misfire occurs, the maximum load of the internal combustion engine 1 is limited lower than in the non-misfire case. It is possible to prohibit combustion at an air-fuel ratio thinner than the air-fuel ratio. On the other hand, when the value of the misfire counter is less than the threshold and the misfire frequency is less than the allowable maximum value, the control device 31 proceeds to step S111 and stops the warning of occurrence of misfire.
- the flowchart of FIG. 6 shows the flow of processing for correcting the misfire determination value SL in accordance with the torque ratio, as an example of the processing content in the above-mentioned steps S103 to S105.
- the control device 31 reads detected values of the air filling rate and the engine rotational speed.
- the control device 31 can use the cylinder intake air amount as a state quantity indicating the air filling rate, and calculate the cylinder intake air amount from the intake air flow rate detected by the air flow sensor 33 and the engine rotational speed. It can be calculated from the throttle opening or the intake negative pressure and the engine speed. Further, the control device 31 can use the fuel injection pulse width calculated based on the cylinder intake air amount as a state quantity indicating the air filling rate.
- the control device 31 refers to a map that stores the basic determination value SLs in association with the air charging rate and the engine rotational speed, and the basic corresponding to the air charging rate and the engine rotational speed read in step S201. Search the judgment value SLs.
- the map of the basic determination value SLs to which the control device 31 refers in step S202 is a map that fits when the compression ratio is the basic compression ratio.
- the control device 31 reads the current compression ratio.
- the current compression ratio is the current target compression ratio or actual compression ratio.
- step S204 the controller 31 calculates the torque ratio at the basic compression ratio and the torque ratio at the current compression ratio.
- step S205 the control device 31 calculates a correction value for correcting the basic determination value SLs from the torque ratio at the basic compression ratio and the torque ratio at the current compression ratio.
- Correction value torque ratio at current compression ratio / torque ratio at basic compression ratio
- step S206 the control device 31 corrects the basic determination value SLs obtained in step S202 with the correction value obtained in step S205, and sets the correction result as the final misfire determination value SL.
- the control device 31 compares the misfire determination value SL calculated in step S206 with the misfire parameter in step S106 of the flowchart of FIG. 5.
- the flowchart of FIG. 7 illustrates an example of the process of setting the misfire determination value SL by interpolation calculation, which is performed by the control device 31.
- the control device 31 reads detected values of the air filling rate and the engine rotational speed as in step S201.
- step S302 the control device 31 reads the current compression ratio.
- step S303 the control device 31 searches the determination value map for a misfire determination value SL corresponding to the air filling rate and the engine rotational speed read in step S301.
- the determination value map to be referred to in step S303 the control device 31 is the first map that fits when the first basic compression ratio (for example, maximum compression ratio) and the second basic compression ratio (for example, minimum compression ratio) The second map, which sometimes matches, is stored in advance.
- the first basic compression ratio is, for example, the maximum compression ratio
- the second basic compression ratio is, for example, the minimum compression ratio.
- the control device 31 refers to both the first map and the second map, and respectively searches the misfire determination value SL corresponding to the air filling rate and the engine rotational speed read in step S301.
- step S304 when the control device 31 determines that there is a misfire determination value SL (1) that matches the first basic compression ratio searched from the first map and the second basic compression ratio searched from the second map From the matching misfire determination value SL (2), a misfire determination value SL corresponding to the compression ratio at the present time is determined by interpolation.
- the control device 31 compares the misfire determination value SL calculated in step S306 with the misfire parameter in step S106 of the flowchart of FIG. 5. As described above, if the misfire determination value SL, which is changed based on the air filling rate and the engine rotational speed, is further changed according to the compression ratio, the misfire determination corresponding to the actual torque even if the compression ratio is changed.
- the value SL can be set, and misfire diagnosis can be performed accurately.
- the control device 31 is configured to be implemented when it is determined in step S101 that the internal combustion engine 1 is generating positive torque.
- the control device 31 determines whether or not the positive torque is generated based on the air filling rate and the engine rotational speed, the positive torque region changes according to the compression ratio, so that internal combustion is performed from the axle side by the deceleration operation.
- the diagnosis may be performed in the state of the negative torque in which the engine 1 is driven, or the misfire diagnosis may not be performed in spite of the generation of the positive torque.
- FIG. 8 shows an example of the difference in positive torque range due to the difference in compression ratio.
- FIG. 8 when compared at the same engine rotational speed, in the high rotational speed region where the engine rotational speed exceeds the threshold value, in the case of a low compression ratio, positive torque is obtained compared to the case of a high compression ratio.
- the air filling rate is high, and a part of the positive torque region at a high compression ratio switches to a negative torque region at a low compression ratio.
- the control device 31 determines whether or not the positive torque is generated as a control according to the engine load, based on the air filling rate, the engine rotational speed, and the compression ratio.
- the control device 31 stores, for each engine rotational speed, an air filling rate that defines the boundary between the positive torque region and the negative torque region, for example, a first table that is adapted to the case of the maximum compression ratio (FIG. A) (see FIG. 9B) and a second table (see FIG. 9B) that is suitable for the case of the minimum compression ratio are stored.
- the control device 31 stores the air filling rate stored corresponding to the engine rotational speed at the time of the misfire diagnosis, that is, the minimum air filling rate at which positive torque is generated, in the first table and the second table. And the minimum air filling rate A determined from the first table and the minimum air filling rate B determined from the second table, the minimum air filling rate at the compression ratio at the time of misfire diagnosis is determined by interpolation. .
- the control device 31 determines that the positive torque is generated and permits misfire diagnosis, while the minimum air filling is If the air filling rate is lower than the rate, it is determined that there is a possibility that the negative torque is generated, in other words, the deceleration state, and the misfire diagnosis is prohibited.
- the flowchart of FIG. 10 shows the flow of the calculation processing of the minimum air filling rate used to determine whether or not the positive torque is generated.
- the controller 31 reads the air charging rate and the engine rotational speed, and in step S402, reads the compression ratio at the present time.
- the control device 31 is a table for storing, for each engine rotational speed, the minimum air filling rate that defines the boundary between the positive torque region and the negative torque region.
- the minimum air filling rate corresponding to the current engine rotational speed is respectively searched with reference to one table and the second table which is fitted in the case of the minimum compression ratio.
- the controller 31 determines the minimum air filling rate corresponding to the current compression ratio from the minimum air filling rate compatible with the maximum compression ratio and the minimum air filling ratio compatible with the minimum compression ratio. Is determined by interpolation.
- the minimum air filling rate determined in step S404 is the minimum value of the air filling rate at which positive torque is generated at the current engine rotational speed and compression ratio, and the control device 31 calculates the minimum air filling rate. If the actual air filling rate exceeds, it is determined that positive torque is occurring, and misfire diagnosis is permitted.
- the control device 31 determines the ignition timing of the internal combustion engine 1 according to the engine operating condition including the engine load as the control according to the engine load, and controls the energization of the para transistor 43 according to the determined ignition timing. It has an ignition timing control function.
- the ignition timing changes its optimum value in accordance with the in-cylinder pressure and the engine rotational speed.
- the air filling rate is used as a state quantity representing the in-cylinder pressure
- the in-cylinder pressure changes due to the change of the compression ratio even with the same air filling rate.
- the control device 31 uses the result of correcting the detected value of the air filling rate based on the compression ratio as the engine load used to determine the ignition timing, and determines the ignition timing based on the engine load and the engine rotational speed. .
- the in-cylinder pressure ratio is the ratio of the in-cylinder pressure at the basic compression ratio to the in-cylinder pressure at a different compression ratio when the air filling rate is constant, as shown in FIG.
- the change in volumetric efficiency is a correction term for coping with the change in residual gas (volumetric efficiency) accompanying the change in compression ratio, and the increase in compression ratio decreases the residual gas and increases volumetric efficiency, resulting in inactivation. Since the ignition timing can be retarded by reducing the residual gas which is a gas, as shown in FIG.
- the volumetric efficiency change is set to a larger value.
- the change in volumetric efficiency is the reciprocal of the residual gas amount ratio, and the air filling rate is corrected to be larger as the residual gas amount decreases as the compression ratio increases.
- the control device 31 is provided with an ignition timing map storing the ignition timing corresponding to the air filling rate and the engine rotational speed, which is adapted to the basic compression ratio, as described above.
- the ignition timing is set with reference to the ignition timing map based on the engine load calculated based on the air filling rate, the in-cylinder pressure ratio, and the change in volumetric efficiency.
- the ignition timing map is set to a characteristic that retards the ignition timing with respect to an increase in in-cylinder pressure, and the in-cylinder pressure is increased by the increase in compression ratio even if the air filling rate is the same.
- the ignition timing is set to be more retarded, and conversely, when the in-cylinder pressure is reduced due to the reduction of the compression ratio, the ignition timing is set to be more advanced.
- the ignition timing set based on the air filling rate and the engine rotational speed can be corrected based on the in-cylinder pressure ratio and the volume efficiency change.
- an ignition timing map (see FIG. 13), which is adapted when the basic compression ratio is stored and stores the ignition timing corresponding to the air filling rate and the engine rotational speed, is referred to the air filling rate as the engine load. Set the ignition timing.
- the final ignition timing is set by correcting the basic ignition timing according to the equation (4).
- ... ignition timing basic ignition timing x cylinder pressure ratio x volume efficiency change
- the ignition timing is set as an advance value from the compression top dead center, and it is required to retard the ignition timing as the in-cylinder pressure increases. Therefore, as shown in FIGS. 14A and 14B, the in-cylinder pressure ratio and the change in volumetric efficiency are given values that decrease as the compression ratio increases, and as the compression ratio increases, the basic ignition timing increases. It is corrected to the retard side.
- the compression ratio Even if the compression ratio is changed by the variable mechanism 23, the output performance of the internal combustion engine 1 can be enhanced as much as possible by setting the ignition timing corresponding to the actual in-cylinder pressure.
- the control device 31 estimates the temperature of the exhaust purification catalyst provided in the exhaust system of the internal combustion engine 1 based on the engine load as the control according to the engine load, and corrects the ignition timing based on the estimated catalyst temperature. It has a function to switch the combustion mode such as purge control and switching between stratified combustion and homogeneous combustion.
- the temperature of the exhaust gas purification catalyst is substantially equal to the temperature of the exhaust gas passing through the exhaust gas purification catalyst.
- the higher the air filling rate, the higher the catalyst temperature, and the higher the engine rotational speed the higher the catalyst temperature.
- the compression ratio is high and the theoretical thermal efficiency is high. , The catalyst temperature will be lower.
- the control device 31 corrects the detected value of the air filling rate according to the compression ratio, and estimates the catalyst temperature based on the corrected air filling rate.
- the control device 31 is provided with a catalyst temperature map for storing the catalyst temperature corresponding to the air filling rate as a state quantity representing the engine load and the engine rotational speed.
- the map is adapted if the compression ratio is the base value. Then, when searching the catalyst temperature with reference to the catalyst temperature map, the control device 31 corrects the detected value of the air filling rate according to the compression ratio, and calculates the catalyst temperature corresponding to the corrected air filling rate. It is designed to search from the catalyst temperature map.
- the exhaust temperature ratio is the ratio of the exhaust temperature at the basic compression ratio to the exhaust temperature at the compression ratio different from the basic compression ratio when the air filling rate is constant, as shown in FIG. As shown, the higher the compression ratio, the smaller the value, and so on. This corresponds to the increase in the theoretical thermal efficiency and the decrease in the exhaust temperature as the compression ratio increases, and the engine load used to estimate the catalyst temperature is smaller as the compression ratio is higher even at the same air filling rate Correct and allow the catalyst temperature to be estimated lower the higher the compression ratio.
- the engine load used to estimate the catalyst temperature as a correction corresponding to the compression ratio in the estimation process of the catalyst temperature, and to assume that the basic compression ratio is the air filling rate and the engine rotation.
- the catalyst temperature retrieved from the catalyst temperature map (FIG. 17) based on the velocity can be corrected according to the compression ratio.
- the exhaust temperature ratio is a ratio of the exhaust temperature at the basic compression ratio to the exhaust temperature at the compression ratio different from the basic compression ratio when the air filling rate is constant, as shown in FIG. As shown, the higher the compression ratio, the smaller the value, and so on.
- the catalyst temperature (exhaust temperature) estimated under the assumption that it is the basic compression ratio is corrected to a lower temperature if the compression ratio is higher than the basic compression ratio, and if the compression ratio is lower than the basic compression ratio Will be corrected to a higher temperature.
- the controller 31 estimates the catalyst temperature accurately even if the compression ratio changes, by performing the correction according to the difference in the theoretical thermal efficiency due to the compression ratio in the estimation of the catalyst temperature based on the air filling rate Control of the internal combustion engine 1 based on the estimated value of the catalyst temperature, for example, correction of the ignition timing according to the catalyst temperature, purge control, switching of the combustion mode, etc. It can be improved.
- Torque control Further, as the control of the engine load, the control device 31 sets a torque command value from the accelerator opening etc., and controls the adjustment mechanism of the intake air amount of the internal combustion engine 1 based on the torque command value. have.
- the adjustment mechanism of the intake air amount of the internal combustion engine 1 is, for example, an electronically controlled throttle 41.
- variable valve mechanisms such as the variable valve lift mechanism 21 and the variable valve timing mechanism 22 can be used as an adjustment mechanism of the intake air amount of the internal combustion engine 1.
- a torque command value is calculated from the accelerator opening, vehicle speed, etc.
- this torque command value is converted into a target air filling rate
- a target value of the air amount adjusting mechanism is calculated from the target air filling rate. Control the air amount adjustment mechanism according to the target value.
- the control device 31 obtains a target air filling rate corresponding to the torque command value based on the assumption that it is the basic compression ratio, corrects the target air filling rate according to the compression ratio, and corrects based on the compression ratio.
- the target value of the air amount adjustment mechanism is calculated from the target air filling rate obtained by The correction according to the compression ratio of the target air filling rate is performed, for example, according to equation (7).
- Formula (7) ... target air filling rate target air filling rate ⁇ compression ratio correction term
- the compression ratio correction term is set to a value that becomes smaller as the compression ratio becomes higher, and when the compression ratio is higher than the basic compression ratio, the target air filling rate is set. The reduction correction is performed, and if the compression ratio is lower than the basic compression ratio, the target air filling rate is corrected to be increased.
- the compression ratio variable mechanism 23 As described above, if torque control control is corrected according to the compression ratio, even if the compression ratio is changed by the compression ratio variable mechanism 23, it is possible to suppress deviation between the actual torque and the torque command value, and high accuracy Can control the actual torque to the torque command value.
- As a correction according to the compression ratio in torque control instead of correcting the target air filling rate, it is possible to correct the torque command value and the target value of the air amount adjustment mechanism, and as a result, the higher the compression ratio is
- the correction target is not limited to the target air filling rate as long as the amount of intake air is reduced.
- the basic torque command value at the reference compression ratio is calculated from the accelerator opening etc., and if the actual compression ratio is higher than the reference compression ratio, the basic torque command value is changed to the decrease side. Is lower than the reference compression ratio, the basic torque command value is changed to the increase side, and the target air filling rate is calculated based on the changed torque command value.
- the target intake air amount is reduced compared to the case of the reference compression ratio for generating the same basic torque command value, and the actual compression ratio is the reference compression.
- the target intake air amount can be increased to generate the same basic torque command value more than when the reference compression ratio is used.
- the control according to the engine load is not limited to the misfire diagnosis mentioned above as an example, ignition timing control, estimation of the catalyst temperature, but includes control based on a known detected value of the engine load, and diagnosis Control is also included.
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Abstract
Description
図1は、本発明に係る制御装置を適用する車両用内燃機関の一例を示す。
内燃機関1は、シリンダブロック2と、シリンダブロック2内に形成されたシリンダボア3内に設けられたピストン4と、吸気ポート5及び排気ポート6が形成されたシリンダヘッド10と、吸気ポート5,排気ポート6の開口端を開閉する一気筒当たりそれぞれ一対の吸気バルブ7,7及び排気バルブ8,8と、を備えている。
そして、ピストン4の冠面4aとシリンダヘッド10の下面との間に、燃焼室14が形成される。燃焼室14を形成するシリンダヘッド10の略中央には、点火栓15を設けてある。
可変バルブリフト機構21は、例えば、特開2003-172112号公報などに開示されるように、電動モータなどのアクチュエータによって制御軸の角度位置を変化させることによって、吸気バルブ7,7の最大バルブリフト量を増減させ、係る最大バルブリフト量の増減に連動して、作動角を増減させる機構である。
また、可変バルブタイミング機構22は、クランクシャフト9に対する吸気カムシャフト24の位相を変更することで、吸気バルブ7,7の作動角を一定としたまま、作動角の中心位相を進角、遅角させる機構である。
クランクシャフト9は、複数のジャーナル部9aとクランクピン部9bとを備えており、シリンダブロック2の主軸受に、ジャーナル部9aが回転自在に支持される。
ロアリンク11は、2分割に構成され、略中央に設けた連結孔にクランクピン部9bが嵌合する。
アッパリンク12は、下端側が連結ピン25によりロアリンク11の一端に回動可能に連結され、上端側がピストンピン26によりピストン4に回動可能に連結される。
詳しくは、制御シャフト29は、回転可能にシリンダブロック2に支持されていると共に、その回転中心から偏心している偏心カム部29aを有し、この偏心カム部29aにコントロールリンク27の下端部が回転可能に嵌合する。
制御シャフト29は、電動モータを用いた圧縮比制御アクチュエータ30によって回動位置が制御される。
これにより、コントロールリンク27の下端の揺動支持位置が変化し、コントロールリンク27の揺動支持位置が変化すると、ピストン4の行程が変化し、ピストン上死点TDCにおけるピストン4の位置が高くなったり低くなったりして、エンジン1の圧縮比が変更される。
可変バルブリフト機構21、可変バルブタイミング機構22、圧縮比可変機構23、電子制御スロットル41、更に、点火コイルの1次側に流れる電流を制御するパラートランジスタ43などは、コンピュータを備えた制御装置31によって制御される。
内燃機関1の運転条件を検出する各種センサとしては、上記の空燃比センサ42の他、機関回転に同期してパルス信号POSを出力するクランク角センサ32、内燃機関1の吸入空気流量を示す信号QAを出力するエアーフローセンサ33、アクセルペダルの踏み込み量(アクセル開度)を示す信号ACCを出力するアクセル開度センサ34、内燃機関1が搭載される車両の走行速度(車速)を示す信号VSPを出力する車速センサ35、内燃機関1の冷却水温度(エンジン温度)を示す信号TWを出力する水温センサ37、排気中の酸素濃度を介して空燃比(空気過剰率λ)を検出する空燃比センサ42などが設けられている。
以下では、制御装置31による制御の内容を詳細に説明する。
制御装置31は、内燃機関1における失火の有無を検出する、失火診断機能を有している。
係る失火判定においては、例えば、機関回転速度をパルス信号POSに基づき一定周期で演算し、この機関回転速度の判定期間内における平均値と最大値又は最小値との偏差の絶対値が、判定値SL以上になった場合に失火の発生を判定する。
尚、失火判定に用いるパラメータを、前記偏差に限定するものではなく、失火に伴う回転変動やトルク変動を示すパラメータを用いることができる。
制御装置31は、機関負荷を示す状態量として、空気充填率若しくは空気充填率相当値を検出するが、図2に示すように、空気充填率が同じであっても、圧縮比が高いほどトルクは高くなるため、空気充填率から失火判定値SLを設定しても、実際のトルクに見合った値からずれてしまう場合がある。
尚、最大圧縮比、最小圧縮比は、圧縮比可変機構23で可変とされる圧縮比の変化範囲、又は、当該変化範囲内に設定される制御範囲を規定する、圧縮比の最大値、最小値である。
そこで、制御装置31は、機関負荷に応じた制御としての機関負荷に応じた失火判定値SLの設定において、失火判定値SLを圧縮比に応じて変更する処理を行い、圧縮比の変更があっても実際のトルクに見合った失火判定値SLを設定し、失火診断を精度よく行えるようにする。
制御装置31は、前記基本判定値SLsの圧縮比に応じた変更を、例えば、以下の式(1)及び式(2)に従って実施する。
式(2)…トルク比=理論熱効率×フリクション補正係数×冷却損失補正係数
一方、失火判定値SLは、トルクの増大に対して増大させ、トルクの減少に対して減少させる必要がある。そこで、制御装置31は、「現圧縮比でのトルク比/基本圧縮比でのトルク比」を、基本判定値SLsに乗算することで、基本圧縮比が最大圧縮比ではなく、基本圧縮比よりも圧縮比が高くなった場合には、基本判定値SLsを増大補正した結果を失火判定値SLとし、基本圧縮比よりも圧縮比が小さくなった場合には、基本判定値SLsを減少補正した結果を失火判定値SLとする。
上記では、圧縮比毎にトルク比を、図2に示すようなテーブルから検索し、「現圧縮比でのトルク比/基本圧縮比でのトルク比」を補正係数として演算して、基本判定値SLsを補正させるが、基本圧縮比でのトルク比は一定値となるため、制御装置31は、失火判定を行うときの圧縮比を補正係数に変換し、係る補正係数で基本判定値SLsを補正することができる。
例えば、図4に示すように、制御装置31は、空気充填率及び機関回転速度から失火判定値SLを設定するための判定値マップとして、圧縮比が最大圧縮比であるときに適合する第1マップと、圧縮比が最小圧縮比であるときに適合する第2マップとを備えるようにする。
例えば、最大圧縮比が11で、最小圧縮比が9である場合に、圧縮比=10であるときの失火判定値SLは、第1マップから求めた失火判定値SL(A)と第2マップから求めた失火判定値SL(B)との相加平均値(相加平均値=(失火判定値SL(A)+失火判定値SL(B))/2)となる。
尚、補間演算において、3つ以上の基本圧縮比それぞれに対応する失火判定値SLから、現時点での圧縮比に対応する失火判定値SLを補間演算で求めることができる。
まず、ステップS101で、制御装置31は、失火診断を実施する条件が成立しているか否かを判断する。ステップS101で制御装置31が判断する条件は、例えば、内燃機関1の暖機が完了していること、クランク角センサ32などのセンサ故障が検出されていないこと、内燃機関1が正トルクを発生している、つまり、内燃機関1の出力による車両の駆動状態であることなどである。
この失火パラメータは、例えば、判定期間内における機関回転速度の平均値と最大値又は最小値との偏差であり、偏差の絶対値が大きいほど内燃機関1の回転変動、換言すればトルク変動が大きいことを示す値である。
更に、制御装置31は、ステップS104で、現時点での圧縮比に応じて、ステップS103で算出した失火判定値SLを補正するための補正値を算出する。
尚、現時点での圧縮比として、目標圧縮比、又は、例えば制御シャフト29の回転位置として検出される実圧縮比を用いることができる。
ここで、ステップS105で算出される最終的な失火判定値SLは、空気充填率及び機関回転速度が同じである場合、圧縮比が高いほどトルクが大きくなることに対応して、圧縮が高いほどより大きな値、換言すれば、より大きな回転変動で失火の発生を判定することになる値に設定される。
制御装置31は、ステップS106で失火の発生を判定すると、ステップS107へ進んで、失火発生を判定した回数を計数する失火カウンタの値を増加させ、ステップS106で失火が発生していないと判定すると、ステップS107を迂回してステップS108へ進む。
前記閾値は、失火発生による排気性状の悪化や、失火による排気系での燃料燃焼による排気系部品の損傷など、失火に伴って発生する不具合のいずれをターゲットとするかによって、最適値が異なる。
失火カウンタの値が設定値以上であって、失火頻度が許容最大値を超えている場合、制御装置31はステップS110へ進み、失火発生の警告を、例えば警告灯の点灯などによって実施する。
一方、失火カウンタの値が閾値未満であって、失火頻度が許容最大値を下回っている場合、制御装置31はステップS111へ進み、失火発生の警告を停止する。
図6のフローチャートにおいて、まず、ステップS201で、制御装置31は、空気充填率及び機関回転速度の検出値を読み込む。
制御装置31は、空気充填率を示す状態量としてシリンダ吸入空気量を用いることができ、このシリンダ吸入空気量は、エアーフローセンサ33で検出される吸入空気流量と機関回転速度とから算出することができ、また、スロットル開度又は吸気負圧と機関回転速度とから算出することができる。更に、制御装置31は、シリンダ吸入空気量に基づき算出される燃料噴射パルス幅を、空気充填率を示す状態量として用いることができる。
ステップS202で制御装置31が参照する基本判定値SLsのマップは、圧縮比が基本圧縮比である場合に適合するマップである。
ステップS203で、制御装置31は、現時点での圧縮比を読み込む。現時点での圧縮比とは、現時点での目標圧縮比又は実圧縮比である。
ステップS205で、制御装置31は、基本圧縮比でのトルク比、及び、現時点の圧縮比でのトルク比から、基本判定値SLsを補正するための補正値を算出する。
補正値=現圧縮比でのトルク比/基本圧縮比でのトルク比
制御装置31は、このステップS206で算出した失火判定値SLを、図5のフローチャートのステップS106において失火パラメータと比較する。
図7のフローチャートにおいて、まず、ステップS301で、制御装置31は、ステップS201と同様に、空気充填率及び機関回転速度の検出値を読み込む。
ステップS303で、制御装置31は、ステップS301で読み込んだ空気充填率及び機関回転速度に対応する失火判定値SLを、判定値マップから検索する。
ステップS303で参照する判定値マップとして、制御装置31は、第1基本圧縮比(例えば最大圧縮比)であるときに適合する第1マップと、第2基本圧縮比(例えば最小圧縮比)であるときに適合する第2マップとを予め記憶している。ここで、第1基本圧縮比は例えば最大圧縮比であり、第2基本圧縮比は例えば最小圧縮比である。
制御装置31は、ステップS303で、第1マップ及び第2マップの双方を参照して、ステップS301で読み込んだ空気充填率及び機関回転速度に対応する失火判定値SLをそれぞれに検索する。
制御装置31は、このステップS306で算出した失火判定値SLを、図5のフローチャートのステップS106において失火パラメータと比較する。
上記のようにして、空気充填率及び機関回転速度に基づき変更される失火判定値SLを、更に、圧縮比に応じて変更すれば、圧縮比が変更されても実際のトルクに見合った失火判定値SLを設定でき、失火診断を精度良く行える。
ここで、制御装置31がポジティブトルクの発生状態であるか否かを空気充填率及び機関回転速度に基づき判断する場合、圧縮比によってポジティブトルク領域が変化することで、減速運転により車軸側から内燃機関1が駆動されるネガティブトルクの状態で診断が実施されたり、或いは、ポジティブトルクの発生状態であるにも関わらずに失火診断が実施されない場合が生じる可能性がある。
この図8に示すように、同じ機関回転速度で比較した場合、機関回転速度が閾値を超える高回転領域では、低圧縮比の場合には、高圧縮比である場合に比べて正トルクとなる空気充填率が高くなり、高圧縮比での正トルク領域の一部が低圧縮比では負トルク領域に切り替わる。
制御装置31は、ポジティブトルク領域とネガティブトルク領域との境界を規定する空気充填率を機関回転速度毎に記憶するテーブルとして、例えば、最大圧縮比である場合に適合する第1テーブル(図9(A)参照)と、最小圧縮比である場合に適合する第2テーブル(図9(B)参照)とを記憶している。
制御装置31は、上記のようにして求めた最小空気充填率よりも高い空気充填率の状態であれば、ポジティブトルクの発生状態であると判定して失火診断を許可する一方、前記最小空気充填率よりも低い空気充填率の状態であれば、ネガティブトルクの発生状態、換言すれば、減速状態である可能性があると判定し、失火診断を禁止する。
図10のフローチャートにおいて、ステップS401で、制御装置31は、空気充填率及び機関回転速度を読み込み、ステップS402で、制御装置31は、現時点での圧縮比を読み込む。
ステップS404で、制御装置31は、最大圧縮比の場合に適合する最小空気充填率と、最小圧縮比の場合に適合する最小空気充填率とから、現時点での圧縮比に対応する最小空気充填率を補間演算によって求める。
また、制御装置31は、機関負荷に応じた制御として、内燃機関1の点火時期を、機関負荷を含む機関運転状態に応じて決定し、決定した点火時期に応じてパラートランジスタ43の通電制御を行う、点火時期制御機能を有している。
点火時期は、筒内圧力及び機関回転速度に応じて最適値が変化する。ここで、筒内圧力を代表する状態量として空気充填率を用いた場合、圧縮比可変機構23を備えた内燃機関1では、同じ空気充填率でも圧縮比の変化によって筒内圧が変化する。
そこで、制御装置31は、空気充填率の検出値を圧縮比に基づいて補正した結果を、点火時期の決定に用いる機関負荷とし、係る機関負荷と機関回転速度とに基づいて点火時期を決定する。
式(3)…機関負荷=空気充填率×筒内圧力比×体積効率変化分
また、体積効率変化分は、圧縮比の変化に伴う残留ガス(体積効率)の変化に対応するための補正項であり、圧縮比の増大によって残留ガスが減って体積効率が増加し、不活性ガスである残留ガスが減ることで点火時期を遅角できるので、点火時期の遅角方向である機関負荷の増大方向に空気充填率を補正すべく、図11(B)に示すように、圧縮比が高いほど体積効率変化分をより大きな値に設定する。
尚、体積効率変化分は、残留ガス量比の逆数となり、圧縮比の増大によって残留ガス量が少なくなるほど、空気充填率をより大きく増大補正する。
ここで、前記点火時期マップは、筒内圧力の増大に対して点火時期を遅角変化させる特性に設定されており、空気充填率が同じでも圧縮比が高くなることで筒内圧力が増大すると、点火時期をより遅角側に設定することになり、逆に、圧縮比が低くなることで筒内圧力が減少すると、点火時期をより進角側に設定することになる。
この場合、基本圧縮比であるときに適合して、空気充填率及び機関回転速度に対応する点火時期を記憶した点火時期マップ(図13参照)を、空気充填率を機関負荷として参照し、基本点火時期を設定する。
式(4)…点火時期=基本点火時期×筒内圧力比×体積効率変化分
そこで、筒内圧力比及び体積効率変化分は、図14(A)、(B)に示すように、圧縮比が高くなるほどより小さくなる値として与え、圧縮比が高くなるほど、基本点火時期をより遅角側に補正するようにしてある。
また、制御装置31は、機関負荷に応じた制御として、内燃機関1の排気系に設けた排気浄化触媒の温度を機関負荷に基づき推定し、推定した触媒温度に基づいて、点火時期の補正、パージ制御、成層燃焼/均質燃焼の切り替えなどの燃焼モードの切り替えを行う機能を有している。
なお、排気浄化触媒の温度は、排気浄化触媒を通過する排気の温度と略同等となる。
ここで、空気充填率が高いほど触媒温度は高くなり、また、機関回転速度が高いほど触媒温度は高くなる特性があるが、空気充填率が同じでも圧縮比が高くなって理論熱効率が高くなると、触媒温度は低くなる。
そこで、制御装置31は、空気充填率の検出値を圧縮比に応じて補正し、補正後の空気充填率に基づき触媒温度の推定を行う。
そして、制御装置31は、前記触媒温度マップを参照して触媒温度を検索する場合に、空気充填率の検出値を圧縮比に応じて補正し、補正後の空気充填率に対応する触媒温度を、触媒温度マップから検索するようになっている。
式(5)…機関負荷=空気充填率×排温比
これは、圧縮比の増加に伴って理論熱効率が高くなり、排温が低下することに対応しており、同じ空気充填率でも圧縮比が高いほど、触媒温度の推定に用いる機関負荷をより小さく補正し、圧縮比が高いほど触媒温度がより低く推定されるようにする。
式(6)…触媒温度=マップ触媒温度×排温比
これにより、基本圧縮比であるとの仮定で推定した触媒温度(排気温度)は、圧縮比が基本圧縮比よりも高ければ、より低い温度に補正され、圧縮比が基本圧縮比よりも低ければ、より高い温度に補正されることになる。
また、制御装置31は、機関負荷の制御として、アクセル開度などからトルク指令値を設定し、当該トルク指令値に基づいて、内燃機関1の吸入空気量の調整機構を制御する、トルクコントロール機能を有している。
なお、内燃機関1の吸入空気量の調整機構とは、例えば、電子制御スロットル41である。また、可変バルブリフト機構21、可変バルブタイミング機構22などの可変動弁機構を、内燃機関1の吸入空気量の調整機構として用いることができる。
圧縮比可変機構23を備える内燃機関1の場合、圧縮比が変わると、同じ空気充填率でも、理論熱効率の変化によって内燃機関1のトルクが変動するから、圧縮比の変化に対して吸入空気量を変更しないと、実際のトルクが目標トルクからずれることになってしまう。
目標空気充填率の圧縮比に応じた補正は、例えば、式(7)に従って行われる。
式(7)…目標空気充填率=目標空気充填率×圧縮比補正項
そのため、前記圧縮比補正項は、図19(B)に示すように、圧縮比が高いほどより小さくなる値として設定され、圧縮比が基本圧縮比よりも高い場合には、目標空気充填率を減量補正し、圧縮比が基本圧縮比よりも低い場合には、目標空気充填率を増量補正する。
尚、トルクコントロールにおける圧縮比に応じた補正として、目標空気充填率を補正する代わりに、トルク指令値や空気量調整機構の目標値を補正することができ、結果的に、圧縮比が高いほど吸入空気量が少なくなるような補正であれば、補正対象を目標空気充填率に限定するものではない。
また、機関負荷に応じた制御は、一例として挙げた失火診断、点火時期制御、触媒温度の推定に限定されるものではなく、公知の機関負荷の検出値に基づく制御が含まれ、また、診断制御なども含まれる。
Claims (16)
- 圧縮比を可変とする圧縮比可変機構を備えた内燃機関において、
機関負荷の制御と機関負荷に応じた制御との少なくとも一方を、前記圧縮比可変機構によって可変とされる圧縮比に応じて変更する、内燃機関の制御装置。 - 前記内燃機関の空気充填率に基づく制御を、前記圧縮比可変機構によって可変とされる圧縮比に応じて制御を変更する、請求項1記載の内燃機関の制御装置。
- トルク指令に応じた前記内燃機関の空気充填率の制御を、前記圧縮比可変機構によって可変とされる圧縮比に応じて制御を変更する、請求項1記載の内燃機関の制御装置。
- 前記内燃機関における失火発生に伴って変化する失火判定用のパラメータを演算し、空気充填率に応じて判定値を演算し、前記失火判定用のパラメータと前記判定値とを比較して前記内燃機関における失火発生の有無を検出する処理において、
前記判定値を前記圧縮比可変機構によって可変とされる圧縮比に応じて変更する、請求項2記載の内燃機関の制御装置。 - 前記内燃機関のポジティブトルクの発生状態であるか否かを前記内燃機関の空気充填率に基づいて検出する処理において、
前記内燃機関のポジティブトルクの発生状態とする空気充填率を、前記圧縮比可変機構によって可変とされる圧縮比に応じて変更する、請求項2記載の内燃機関の制御装置。 - 前記内燃機関における点火時期を空気充填率に基づいて演算する処理において、
前記空気充填率に基づいて演算した点火時期と前記点火時期の演算に用いる空気充填率との少なくとも一方を、前記圧縮比可変機構によって可変とされる圧縮比に応じて変更する、請求項2記載の内燃機関の制御装置。 - 前記内燃機関の排気系に設けた排気浄化触媒装置の温度を、前記内燃機関の空気充填率に基づいて推定する処理において、
前記排気浄化触媒装置の温度の推定値を、前記圧縮比可変機構によって可変とされる圧縮比に応じて変更する、請求項2記載の内燃機関の制御装置。 - 前記内燃機関の空気充填率の調整機構の操作量をトルク指令に応じて演算する処理において、
前記調整機構の操作量を、前記圧縮比可変機構によって可変とされる圧縮比に応じて変更する、請求項3記載の内燃機関の制御装置。 - 圧縮比を可変とする圧縮比可変機構を備えた内燃機関において、
前記圧縮比可変機構によって可変とされる圧縮比を検知し、
機関負荷の制御と機関負荷に応じた制御との少なくとも一方を前記圧縮比可変機構によって可変とされる圧縮比に応じて変更する、
内燃機関の制御方法。 - 前記機関負荷の制御と機関負荷に応じた制御との少なくとも一方を前記圧縮比可変機構によって可変とされる圧縮比に応じて変更するステップが、以下のステップを含む請求項9記載の内燃機関の制御方法、
前記内燃機関の空気充填率に基づく制御を、前記圧縮比可変機構によって可変とされる圧縮比に応じて変更する。 - 前記機関負荷の制御と機関負荷に応じた制御との少なくとも一方を前記圧縮比可変機構によって可変とされる圧縮比に応じて変更するステップが、以下のステップを含む請求項9記載の内燃機関の制御方法、
トルク指令に応じた前記内燃機関の空気充填率の制御を、前記圧縮比可変機構によって可変とされる圧縮比に応じて制御を変更する。 - 前記内燃機関の空気充填率に基づく制御を、前記圧縮比可変機構によって可変とされる圧縮比に応じて変更するステップが、以下のステップを含む請求項10記載の内燃機関の制御方法、
前記内燃機関における失火発生に伴って変化する失火判定用のパラメータを演算し、
空気充填率に応じて判定値を演算し、
前記判定値を前記圧縮比可変機構によって可変とされる圧縮比に応じて変更し、
前記失火判定用のパラメータと前記判定値とを比較して前記内燃機関における失火発生の有無を検出する。 - 前記内燃機関の空気充填率に基づく制御を、前記圧縮比可変機構によって可変とされる圧縮比に応じて変更するステップが、以下のステップを含む請求項10記載の内燃機関の制御方法、
前記内燃機関のポジティブトルクの発生状態であるか否かを前記内燃機関の空気充填率に基づいて検出し、
前記内燃機関のポジティブトルクの発生状態とする空気充填率を、前記圧縮比可変機構によって可変とされる圧縮比に応じて変更する。 - 前記内燃機関の空気充填率に基づく制御を、前記圧縮比可変機構によって可変とされる圧縮比に応じて変更するステップが、以下のステップを含む請求項10記載の内燃機関の制御方法、
前記内燃機関における点火時期を空気充填率に基づいて演算し、
前記空気充填率に基づいて演算した点火時期と前記点火時期の演算に用いる空気充填率との少なくとも一方を、前記圧縮比可変機構によって可変とされる圧縮比に応じて変更する。 - 前記内燃機関の空気充填率に基づく制御を、前記圧縮比可変機構によって可変とされる圧縮比に応じて変更するステップが、以下のステップを含む請求項10記載の内燃機関の制御方法、
前記内燃機関の排気系に設けた排気浄化触媒装置の温度を、前記内燃機関の空気充填率に基づいて推定し、
前記排気浄化触媒装置の温度の推定値を、前記圧縮比可変機構によって可変とされる圧縮比に応じて変更する。 - トルク指令に応じた前記内燃機関の空気充填率の制御を、前記圧縮比可変機構によって可変とされる圧縮比に応じて制御を変更するステップが、以下のステップを含む請求項11記載の内燃機関の制御方法、
前記内燃機関の空気充填率の調整機構の操作量をトルク指令に応じて演算し、
前記調整機構の操作量を、前記圧縮比可変機構によって可変とされる圧縮比に応じて変更する。
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US9822711B2 (en) | 2017-11-21 |
CN104603428B (zh) | 2018-06-15 |
DE112013004638B4 (de) | 2022-05-19 |
US20150267625A1 (en) | 2015-09-24 |
CN104603428A (zh) | 2015-05-06 |
DE112013004638T5 (de) | 2015-06-18 |
JP6071370B2 (ja) | 2017-02-01 |
JP2014062496A (ja) | 2014-04-10 |
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