WO2014112267A1 - Dispositif de commande et procédé de commande pour un moteur à combustion interne - Google Patents

Dispositif de commande et procédé de commande pour un moteur à combustion interne Download PDF

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Publication number
WO2014112267A1
WO2014112267A1 PCT/JP2013/083617 JP2013083617W WO2014112267A1 WO 2014112267 A1 WO2014112267 A1 WO 2014112267A1 JP 2013083617 W JP2013083617 W JP 2013083617W WO 2014112267 A1 WO2014112267 A1 WO 2014112267A1
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WIPO (PCT)
Prior art keywords
combustion
crank angle
ignition timing
internal combustion
combustion engine
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PCT/JP2013/083617
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English (en)
Japanese (ja)
Inventor
太 吉村
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日産自動車株式会社
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Application filed by 日産自動車株式会社 filed Critical 日産自動車株式会社
Priority to JP2014533727A priority Critical patent/JP5652579B1/ja
Publication of WO2014112267A1 publication Critical patent/WO2014112267A1/fr

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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
    • F02P17/00—Testing of ignition installations, e.g. in combination with adjusting; Testing of ignition timing in compression-ignition engines
    • F02P17/12—Testing characteristics of the spark, ignition voltage or current
    • 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
    • F02P5/1506—Digital data processing using one central computing unit with particular means during starting
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D35/00—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
    • F02D35/02—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions
    • F02D35/028—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions by determining the combustion timing or phasing
    • 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 a control method for an internal combustion engine that retards the ignition timing after start-up of the cold engine and promotes warm-up of the exhaust catalyst device.
  • the ignition timing retard amount during such retard operation is variably set based on, for example, the coolant temperature in order to avoid instability of the internal combustion engine.
  • Patent Document 1 discloses a technique for determining a stable state of an internal combustion engine using an ionic current in a combustion chamber so that ignition timing retarding control is started when the combustion state is stabilized after the internal combustion engine is started. Is disclosed. That is, in the apparatus of Patent Document 1, an ion current is detected through an ignition plug, a crank angle period from ignition to ion current disappearance is measured in each cycle, and an average value of, for example, eight cycles of this measured value and Whether or not to retard the ignition timing is determined based on the deviation of each measured value.
  • the exhaust gas temperature becomes higher as the ignition timing is retarded. Therefore, it is desirable to retard as much as possible within a range where the stability of the internal combustion engine is not impaired.
  • the present invention relates to a control device for an internal combustion engine that retards the ignition timing after the internal combustion engine has been cold-started and promotes warm-up of an exhaust system catalyst device, and includes a combustion detection means that emits an output correlated with the combustion state in the cylinder.
  • the retard amount of the ignition timing is controlled so that combustion ends before the exhaust valve opening timing.
  • the actual combustion state in the cylinder is detected by the combustion detection means such as the ion current detection device and the in-cylinder pressure sensor, and the ignition timing is set so that the end of the actual combustion is advanced from the exhaust valve opening timing. Is controlled. Therefore, an increase in the amount of unburned HC due to the opening of the exhaust valve before the end of combustion is avoided.
  • the combustion detection means such as the ion current detection device and the in-cylinder pressure sensor
  • the structure explanatory drawing which shows one Example of the control apparatus of the internal combustion engine which concerns on this invention.
  • the flowchart which shows 1st Example of ignition timing retardation control.
  • the characteristic view which shows the characteristic example of an ionic current.
  • the characteristic view which shows the relationship between the ignition timing and HC discharge
  • the flowchart which shows 2nd Example of ignition timing retardation control.
  • the characteristic view which shows the characteristic example of an ionic current generation
  • Structure explanatory drawing which shows 3rd Example using a cylinder internal pressure sensor.
  • the flowchart which shows the ignition timing retardation control of this 3rd Example.
  • the characteristic view which shows the characteristic example of the mass combustion ratio calculated
  • FIG. 1 shows a system configuration of an automotive internal combustion engine 1 to which the present invention is applied.
  • the internal combustion engine 1 is, for example, an inline 4-cylinder port injection type spark ignition internal combustion engine, and includes a fuel injection valve 3 that injects fuel toward the intake port 2 for each cylinder.
  • the spark plug 4 provided in each cylinder is provided with an ion current detector 5 for detecting an ion current correlated with the in-cylinder combustion pressure or the combustion temperature.
  • the ion current detection device 5 uses the spark plug 4 itself as a detection probe, and is actually configured as a single unit including an ignition coil as an ignition plug drive circuit with an ion current detection function.
  • the combustion chamber of each cylinder includes an intake valve 6 and an exhaust valve 7, and the intake valve 6 is provided with a variable valve device 8 that can variably control the opening / closing timing of the intake valve 6.
  • the variable valve device 8 and the spark plug drive circuit are controlled by the engine controller 10.
  • An electronically controlled throttle valve 13 whose opening is controlled by a control signal from the engine controller 10 is interposed upstream of the intake collector 12 of the intake passage 11 connected to the intake port 2, and further upstream On the side, an air flow meter 14 for detecting the amount of intake air is disposed.
  • a catalyst device 16 composed of a three-way catalyst is interposed in the exhaust passage 15, and an air-fuel ratio sensor 17 for detecting the air-fuel ratio is disposed upstream thereof.
  • the engine controller 10 includes the ion current detector 5, the air flow meter 14, the air-fuel ratio sensor 17, the crank angle sensor 18 for detecting the engine speed, the water temperature sensor 19 for detecting the cooling water temperature, and the driver. Detection signals of sensors such as an accelerator opening sensor 20 that detects the amount of depression of the accelerator pedal operated by the are input. Based on these detection signals, the engine controller 10 optimally controls the fuel injection amount and injection timing by the fuel injection valve 3, the ignition timing by the spark plug 4, the opening and closing timing of the intake valve 6, the opening of the throttle valve 13, and the like. is doing.
  • the control immediately after the cold start of the internal combustion engine 1 will be described.
  • the relationship between the ion current and the combustion end crank angle IA will be described based on FIG.
  • the ion current detected by the ion current detector 5 using the spark plug 4 itself as a detection probe correlates with the combustion pressure or combustion temperature in the cylinder, and disappears with the end of combustion. Therefore, in this embodiment, as shown in FIG. 3, the crank angle when the ionic current is reduced to a predetermined judgment level Ith corresponding to the end of combustion is set to the combustion end crank that is regarded as the combustion has substantially ended. It is defined as an angle IA.
  • the determination reference crank angle TBF is set separately from the exhaust valve opening timing EVO because the above-described determination level Ith is not completely zero, but a value slightly larger than zero. This is because it is necessary to allow some margin for the correlation between the current and the actual combustion.
  • the determination reference crank angle TBF is set, for example, on the advance side by about 10 ° CA from the exhaust valve opening timing EVO.
  • the determination reference crank angle TBF and the determination level Ith are correlated with each other. For example, when the determination reference crank angle TBF is set close to the exhaust valve opening timing EVO, the determination level Ith is set lower. Will be.
  • the predetermined determination level Ith is set to a value larger than 0, and the crank angle IA that is equal to or lower than the determination level Ith is compared with the determination reference crank angle TBF on the advance side with respect to the exhaust valve opening timing EVO.
  • FIG. 3 exemplifies the characteristics of ion currents in four cycles assuming that the variation in combustion is relatively large.
  • the combustion end crank angle IA that becomes the determination level Ith or less is determined as a criterion. It is later than the crank angle TBF.
  • FIG. 2 shows a first embodiment of the control immediately after starting a specific cold machine.
  • the routine of this flowchart is repeatedly executed every time each cylinder burns after the internal combustion engine 1 is started.
  • step 1 the intake air amount Qa, the engine speed Ne, the coolant temperature Tw, The combustion end crank angle IA in the combustion in the immediately preceding cycle is read.
  • step 2 the basic ignition timing ADV0 is calculated from a predetermined map based on the intake air amount Qa and the engine speed Ne. The basic ignition timing ADV0 is advanced as the value increases.
  • step 3 the cooling water temperature Tw is compared with a predetermined temperature Twth.
  • the predetermined temperature Twth is a water temperature that is a threshold value for determining whether or not to perform ignition timing retardation control for promoting warm-up of the catalyst device 16, and if the cooling water temperature Tw is equal to or higher than the predetermined temperature Twth, Assuming completion, the routine proceeds to step 15 where the basic ignition timing ADV0 is used as it is as the ignition timing ADV.
  • step 4 the process proceeds to step 4 and the basic ignition timing retardation amount R0 is calculated based on the cooling water temperature Tw.
  • the basic ignition timing retard amount R0 is set to such an extent that the combustion of the internal combustion engine 1 does not become unstable in the cold state.
  • step 5 whether or not the value of the combustion end crank angle IA in the combustion of the immediately preceding cycle is smaller than the value of the above-described determination reference crank angle TBF, that is, the combustion end crank angle IA is greater than the determination reference crank angle TBF. It is also determined whether or not the angle is on the retard side. If the combustion end crank angle IA is retarded from the determination reference crank angle TBF, the routine proceeds to step 6 where the combustion delay detection parameter F (n) is set to 1. If not on the retard side, the routine proceeds to step 7 where the combustion delay detection parameter F (n) is set to zero.
  • “n” indicates the number of combustions after the complete explosion, that is, the nth combustion cycle of the internal combustion engine 1 as a whole.
  • Step 10 Combustion of the internal combustion engine 1 as a whole is completed, and when the number of combustions n becomes 10 or more in Step 8, thereafter, the process proceeds from Step 8 to Step 10.
  • This ratio RF corresponds to the appearance frequency of a cycle in which it is determined that the end of combustion is delayed.
  • the ratio RF is compared with an appropriate threshold, for example, 10 (%). Note that the number of data “10” is merely an example, and may be an appropriate number.
  • step 11 If the ratio RF is less than the threshold value 10 (%) in step 11, it is considered that combustion can be further delayed in relation to the exhaust valve opening timing EVO, and the routine proceeds to step 12 where the retardation increase amount R1 is small. Add the amount ⁇ R1. R1z represents the previous value of the retard increase amount R1.
  • step 14 the retard increase amount R1 is determined from the previous value R1z. Decrease the minute amount ⁇ R1.
  • the retard control of the ignition timing ADV is performed using this retard increase amount R1. Accordingly, when the frequency of occurrence of cycles in which the combustion end crank angle IA is retarded from the determination reference crank angle TBF is 10% or more, the retard increase amount R1 gradually decreases and the final ignition timing is increased. The retard amount from the basic ignition timing ADV0 of ADV decreases.
  • the maximum ignition timing retardation is performed while preventing the end of combustion from being delayed from the exhaust valve opening timing EVO. It becomes. Therefore, after the internal combustion engine 1 is cold started, the ignition timing is retarded with the maximum possible retard amount, and the early activation of the catalyst due to the maximum increase in the exhaust temperature and the suppression of unburned HC due to afterburning. Can be planned. And the increase in unburned HC due to the end of combustion being delayed from the exhaust valve opening timing EVO is reliably avoided.
  • FIG. 4 shows the relationship between the ignition timing advance angle and the HC emission amount when the general internal combustion engine is cold.
  • the HC emission amount is increased by the afterburning or the like as the ignition timing is retarded.
  • the HC emission amount increases. This is because, as described above, the end of combustion is delayed as the ignition timing is retarded, and the exhaust valve opens before the end of combustion, that is, at a stage where a relatively large amount of unburned HC exists in the cylinder. is there.
  • an increase in the amount of unburned HC due to such an excessive ignition timing retardation is avoided.
  • the ignition timing is excessively retarded based on the average tendency of multiple times (for example, 10 times) combustion, so that stable control is not affected by variations among cycles. Is possible.
  • step 11 and step 12 increases the ignition timing retardation amount (specifically, the retardation increase amount R1) when the ratio RF is less than 10%.
  • the ignition timing retardation amount is feedback-controlled so that the ratio RF converges around the threshold value of 10%.
  • the combustion stable state of the internal combustion engine 1 is determined by another routine (not shown), and when it is determined that it is stable, the retardation increase amount R1 is increased and it is determined that it is not stable. In this case, the retard increase amount R1 can be decreased. Further, when the ratio RF becomes 10% or more, the retard increase amount R1 can be decreased in step 14.
  • the ignition timing retard amount is feedback-controlled so that the maximum retard is basically performed based on the stable combustion state, and the limit on the retard side is limited based on the determination of the end of combustion. Will be.
  • the combustion end crank angle I90 at which combustion is considered to be substantially ended is determined based on the ion current generation rate. .
  • the ion current detected by the ion current detection device 5 using the spark plug 4 itself as a detection probe correlates with the combustion pressure or combustion temperature in the cylinder as described above, and indicates the amount of heat generated in the cylinder. It can be said.
  • the ratio (%) of the integrated value of the ionic current up to that when the total (integrated value) of the ionic current generated in one cycle is 100 (%) is defined as the ionic current generation ratio.
  • the ion current generation rate increases with the progress of combustion in each cycle.
  • the characteristics of the ion current generation ratio shown in FIG. 6 are scaled so that the increase characteristic of the total heat generated in each cycle becomes 100 (%) at the end of combustion regardless of the absolute value of the ion current. It can also be said to be a thing.
  • the crank angle when the ion current generation rate reaches a predetermined determination level corresponding to the end of combustion is set to the combustion end crank angle I90 at which combustion is considered to be substantially ended. It is defined as If the combustion end crank angle I90 is on the advance side with respect to a predetermined judgment reference crank angle TBF set slightly on the advance side with respect to the exhaust valve opening time EVO, the exhaust valve opening time EVO is ahead of it. It is determined that the combustion has ended.
  • the determination reference crank angle TBF is also set on the advance side by about 10 ° CA from the exhaust valve opening timing EVO.
  • the determination reference crank angle TBF and the determination level (90%) are correlated with each other. For example, when the determination reference crank angle TBF is set close to the exhaust valve opening timing EVO, the determination level is more A high occurrence rate value will be set. In this way, the predetermined determination level for the ion current generation ratio is set to a value smaller than 100%, and the crank angle I90 that reaches this determination level is set to the determination reference crank angle on the advance side of the exhaust valve opening timing EVO. Comparing with TBF, as in the first embodiment described above, combustion ends more reliably than when the crank angle at which the ion current generation rate is completely 100% is compared with the exhaust valve opening timing EVO. Judgment of time is possible.
  • FIG. 6 illustrates the characteristics of the ion current generation ratio in four cycles, and the combustion end crank angle I90 when the ion current generation ratio reaches 90% in one cycle is determined as a criterion. It is on the retard side with respect to the crank angle TBF.
  • FIG. 5 is basically the same as the flowchart described with reference to FIG. 2, and thus a duplicate description is omitted.
  • the flowchart of FIG. 5 differs only in that, in steps 1 and 5, the combustion end crank angle I90 based on the ion current generation rate is used instead of the combustion end crank angle IA described above.
  • This combustion end crank angle I90 is also a value obtained for the immediately preceding combustion cycle.
  • each cylinder is provided with an in-cylinder pressure sensor 21 instead of an ion current detection device as a combustion detection means.
  • the combustion rate is calculated.
  • the mass combustion ratio is defined as the ratio (%) of the fuel mass that has been burned up to that time when the sum of the mass of the combustion fuel in the combustion in one cycle is 100 (%).
  • the mass combustion ratio increases with the progress of combustion in each cycle, and becomes 100 (%) at the end of combustion.
  • the burned fuel mass is obtained by integrating the output of the in-cylinder pressure sensor 21 for each unit crank angle.
  • the crank angle when the mass combustion ratio reaches a predetermined determination level corresponding to the end of combustion is set to the combustion end crank angle B98 at which the combustion is regarded as substantially ended. It is defined as If the combustion end crank angle B98 is on the advance side with respect to a predetermined judgment reference crank angle TBF set slightly on the advance side with respect to the exhaust valve opening time EVO, the exhaust valve opening time EVO is ahead of. It is determined that combustion has ended.
  • the determination reference crank angle TBF is set to the advance side by about 5 ° CA to 10 ° CA from the exhaust valve opening timing EVO.
  • the determination reference crank angle TBF and the determination level (98%) are correlated with each other. For example, when the determination reference crank angle TBF is set close to the exhaust valve opening timing EVO, the determination level is more A high occurrence rate value will be set. In this way, the predetermined determination level for the mass combustion ratio is set to a value smaller than 100%, and the crank angle B98 that reaches this determination level is set to the determination reference crank angle TBF on the advance side of the exhaust valve opening timing EVO. As in the first and second embodiments described above, combustion is performed more reliably than when the crank angle at which the mass combustion ratio is completely 100% is compared with the exhaust valve opening timing EVO. The end time can be determined.
  • FIG. 9 exemplifies the characteristics of the mass combustion ratio in four cycles.
  • the combustion end crank angle B98 when the mass combustion ratio reaches 98% is the determination reference crank angle. It is on the more retarded side than TBF.
  • the flow of processing according to the flowchart of FIG. 8 is basically the same as the flowchart described with reference to FIG.
  • the flowchart of FIG. 8 differs only in that the combustion end crank angle B98 based on the mass combustion ratio is used in Steps 1 and 5 in place of the combustion end crank angle IA described above.
  • This combustion end crank angle B98 is also a value obtained for the immediately preceding combustion cycle.

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  • 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 Ignition Timing (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Abstract

Selon la présente invention, l'angle de vilebrequin en fin de combustion (IA) est déterminé sur la base du courant d'ions. Pendant une commande d'angle retardé par le calage de l'allumage après un démarrage à froid, l'angle de vilebrequin en fin de combustion (IA) est comparé à un angle de vilebrequin de référence (TBF) qui est légèrement plus important côté angle avancé que dans une synchronisation d'ouverture de soupape d'échappement (EVO) (étape 5), et un paramètre (F) est mis à 1 ou à 0 selon que l'angle de vilebrequin en fin de combustion est ou non plus important côté angle retardé que l'angle TBF (étapes 6 et 7). Un pourcentage (RF), qui indique le pourcentage des dix derniers allumages du moteur pour lesquels le paramètre (F) est 1, est déterminé (étape 10) et, si ce pourcentage est égal ou supérieur à 10 %, la quantité d'augmentation de l'angle retardé (R1) pour le calage de l'allumage (ADV) est réduite (étapes 11 et 14). Ainsi, il est possible d'empêcher que la fin de la combustion ne se produise après la synchronisation d'ouverture de soupape d'échappement (EVO).
PCT/JP2013/083617 2013-01-17 2013-12-16 Dispositif de commande et procédé de commande pour un moteur à combustion interne WO2014112267A1 (fr)

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Citations (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH09273437A (ja) * 1995-11-10 1997-10-21 Yamaha Motor Co Ltd エンジンの制御方法
JP2004232568A (ja) * 2003-01-30 2004-08-19 Daihatsu Motor Co Ltd 内燃機関の燃焼状態判定方法
JP2006132420A (ja) * 2004-11-05 2006-05-25 Denso Corp 内燃機関の点火時期制御装置
JP2006144645A (ja) * 2004-11-18 2006-06-08 Toyota Motor Corp 内燃機関の制御装置および制御方法
JP2006220139A (ja) * 2005-01-17 2006-08-24 Toyota Motor Corp 内燃機関の制御装置および制御方法
JP2007032531A (ja) * 2005-07-29 2007-02-08 Toyota Motor Corp 内燃機関の制御装置
JP2007205319A (ja) * 2006-02-06 2007-08-16 Daihatsu Motor Co Ltd 内燃機関の燃焼状態判定方法
JP2007211650A (ja) * 2006-02-08 2007-08-23 Toyota Motor Corp 内燃機関の制御装置
JP2008202460A (ja) * 2007-02-19 2008-09-04 Toyota Motor Corp 内燃機関の制御装置
JP2009079578A (ja) * 2007-09-27 2009-04-16 Hitachi Ltd 火花点火式内燃機関の点火時期制御装置
JP2010127103A (ja) * 2008-11-25 2010-06-10 Toyota Motor Corp 内燃機関の制御装置

Patent Citations (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH09273437A (ja) * 1995-11-10 1997-10-21 Yamaha Motor Co Ltd エンジンの制御方法
JP2004232568A (ja) * 2003-01-30 2004-08-19 Daihatsu Motor Co Ltd 内燃機関の燃焼状態判定方法
JP2006132420A (ja) * 2004-11-05 2006-05-25 Denso Corp 内燃機関の点火時期制御装置
JP2006144645A (ja) * 2004-11-18 2006-06-08 Toyota Motor Corp 内燃機関の制御装置および制御方法
JP2006220139A (ja) * 2005-01-17 2006-08-24 Toyota Motor Corp 内燃機関の制御装置および制御方法
JP2007032531A (ja) * 2005-07-29 2007-02-08 Toyota Motor Corp 内燃機関の制御装置
JP2007205319A (ja) * 2006-02-06 2007-08-16 Daihatsu Motor Co Ltd 内燃機関の燃焼状態判定方法
JP2007211650A (ja) * 2006-02-08 2007-08-23 Toyota Motor Corp 内燃機関の制御装置
JP2008202460A (ja) * 2007-02-19 2008-09-04 Toyota Motor Corp 内燃機関の制御装置
JP2009079578A (ja) * 2007-09-27 2009-04-16 Hitachi Ltd 火花点火式内燃機関の点火時期制御装置
JP2010127103A (ja) * 2008-11-25 2010-06-10 Toyota Motor Corp 内燃機関の制御装置

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