WO2015063874A1 - Dispositif de commande de moteur à allumage par étincelle - Google Patents

Dispositif de commande de moteur à allumage par étincelle Download PDF

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Publication number
WO2015063874A1
WO2015063874A1 PCT/JP2013/079338 JP2013079338W WO2015063874A1 WO 2015063874 A1 WO2015063874 A1 WO 2015063874A1 JP 2013079338 W JP2013079338 W JP 2013079338W WO 2015063874 A1 WO2015063874 A1 WO 2015063874A1
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Prior art keywords
particulate matter
control
ignition
engine
fuel injection
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PCT/JP2013/079338
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English (en)
Japanese (ja)
Inventor
賢吾 熊野
助川　義寛
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株式会社日立製作所
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Priority to PCT/JP2013/079338 priority Critical patent/WO2015063874A1/fr
Priority to DE112013007553.9T priority patent/DE112013007553B4/de
Priority to JP2015544682A priority patent/JP6244369B2/ja
Publication of WO2015063874A1 publication Critical patent/WO2015063874A1/fr

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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
    • F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N9/00—Electrical control of exhaust gas treating apparatus
    • F01N9/002—Electrical control of exhaust gas treating apparatus of filter regeneration, e.g. detection of clogging
    • 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
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
    • F02D41/024—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to increase temperature of the exhaust gas treating apparatus
    • F02D41/0245—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to increase temperature of the exhaust gas treating apparatus by increasing temperature of the exhaust gas leaving the engine
    • 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
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
    • F02D41/027—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to purge or regenerate the exhaust gas treating apparatus
    • F02D41/029—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to purge or regenerate the exhaust gas treating apparatus the exhaust gas treating apparatus being a particulate filter
    • 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
    • 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
    • F02D41/1466—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 a soot concentration or content
    • 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
    • F02P5/045—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions combined with electronic control of other engine functions, e.g. fuel injection
    • 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
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P9/00—Electric spark ignition control, not otherwise provided for
    • F02P9/002—Control of spark intensity, intensifying, lengthening, suppression
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2560/00—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics
    • F01N2560/02—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics the means being an exhaust gas sensor
    • F01N2560/025—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics the means being an exhaust gas sensor for measuring or detecting O2, e.g. lambda sensors
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2560/00—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics
    • F01N2560/05—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics the means being a particulate sensor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2560/00—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics
    • F01N2560/06—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics the means being a temperature sensor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
    • F02D19/08—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed simultaneously using pluralities of fuels
    • F02D19/081—Adjusting the fuel composition or mixing ratio; Transitioning from one fuel to the other
    • 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
    • F02D2250/31—Control of the fuel pressure
    • 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
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
    • F02D41/024—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to increase temperature of the exhaust gas treating apparatus
    • F02D41/0255—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to increase temperature of the exhaust gas treating apparatus to accelerate the warming-up of the exhaust gas treating apparatus at engine start
    • 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
    • Y02T10/30—Use of alternative fuels, e.g. biofuels
    • 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 engine, and more particularly to a control device that controls fuel and ignition using a particulate matter detection sensor in exhaust gas.
  • a cylinder injection type gasoline engine it is necessary to warm up a three-way catalyst for removing unburned hydrocarbons immediately after engine start, and the ignition timing is retarded after top dead center to raise the exhaust temperature. Yes (catalyst warm-up operation). Then, in order to realize stable combustion in a situation where the ignition timing is retarded to the point after top dead center, fuel is injected in the compression stroke of the engine to form a rich (rich) mixture around the spark plug. There is. Since the particulate matter is generated from the rich region in the combustion chamber, the in-cylinder injection type gasoline engine has a large particulate matter emission amount during the catalyst warm-up operation immediately after the start of the engine.
  • Patent Document 2 is capable of reducing black smoke because it implements fuel injection control and the like based only on the detection result of black smoke (particulate matter), but is necessary for catalyst warm-up. It is difficult to secure a stable exhaust temperature.
  • An object of the present invention is to provide a control device of an engine capable of achieving both the reduction of particulate matter and the increase of exhaust temperature at the time of catalyst warm-up operation.
  • a control device of a spark ignition type engine comprises: a fuel injection control means for controlling at least one of a fuel injection amount and a timing; and a fuel injected by the fuel injection control means.
  • Ignition control means for controlling the ignition of the fuel
  • particulate matter detection means for detecting or estimating particulate matter in the exhaust gas
  • exhaust gas temperature detection means for detecting or estimating the temperature of the exhaust gas
  • fuel injection control of the engine is performed based on the particulate matter concentration detected or estimated by the particulate matter detecting means and the exhaust temperature detected or estimated by the exhaust temperature detecting means. And controlling the ignition control.
  • System configuration diagram of a control device of an engine according to an embodiment of the present invention Principle view of a particulate matter detection sensor according to an embodiment of the present invention Relationship between ignition timing and exhaust temperature according to an embodiment of the present invention Relationship between fuel injection timing and particulate matter concentration according to an embodiment of the present invention Relationship between fuel injection timing and ignition timing according to an embodiment of the present invention Effect of fuel pressure on particulate matter concentration and exhaust temperature according to embodiments of the present invention Influence of ignition energy on particulate matter concentration and exhaust temperature according to embodiments of the present invention A system block diagram showing a configuration of a control device of an engine according to an embodiment of the present invention Schematic of fuel injection and ignition control logic implemented in the ECU of the control system of an engine according to an embodiment of the present invention Conceptual diagram of fuel injection and ignition control according to an embodiment of the present invention Flow chart showing the contents of fuel injection and ignition control of the control device of the engine according to the embodiment of the present invention A time chart showing fuel injection and ignition control contents of a control device for an engine according to an embodiment of
  • FIG. 1 is a system configuration diagram showing a configuration of a system in which a control device of an engine according to an embodiment of the present invention is applied to a cylinder injection type gasoline engine for an automobile.
  • Engine 100 is a four-cylinder gasoline engine for an automobile that performs spark ignition combustion.
  • An air flow sensor 1 for measuring the amount of intake air
  • an electronically controlled throttle 2 for adjusting the intake pipe pressure
  • an intake air temperature sensor 15 which is an aspect of an intake air temperature detector and measures the temperature of the intake air
  • An intake pressure sensor 21 for measuring the pressure in the pipe is provided at each appropriate position of the intake pipe 6.
  • the engine 100 is provided with a fuel injection device (hereinafter, an injector) 3 for injecting fuel into the combustion chamber 12 of each cylinder and an ignition system 4 for supplying ignition energy for each cylinder.
  • a coolant temperature sensor 14 for measuring the temperature of engine coolant is provided at an appropriate position of the cylinder head 7.
  • a variable valve 5 configured of an intake valve variable device 5a for adjusting intake gas flowing into the cylinder and an exhaust valve variable device 5b for adjusting exhaust gas discharged from the cylinder It is equipped in the appropriate position of. By adjusting the variable valve 5, the intake amount and the EGR amount of all the cylinders are adjusted from No. 1 to No. 4. Further, a high pressure fuel pump 17 for supplying high pressure fuel to the fuel injection device 3 is connected to the fuel injection device 3 by a fuel pipe. In the fuel piping, a fuel pressure sensor 18 for measuring a fuel injection pressure is provided.
  • a three-way catalyst 10 for purifying exhaust gas an air-fuel ratio sensor 9 which is one aspect of an air-fuel ratio detector, and detects an air-fuel ratio of the exhaust gas on the upstream side of the three-way catalyst 10;
  • the exhaust temperature sensor 11 measures the temperature of the exhaust upstream of the three-way catalyst 10, and the catalyst temperature sensor 22 measures the temperature of the three-way catalyst 10, which is one embodiment of a catalyst temperature detector.
  • a particulate matter sensor 19 which measures the particulate matter concentration on the upstream side of the three-way catalyst 10, which is an embodiment of the particulate matter detector, and is provided at an appropriate position of each of the exhaust pipes 8.
  • the crank shaft is provided with a crank angle sensor 13 for calculating a rotation angle.
  • the signal obtained from the variable valve (phase angle sensor) 5 is sent to an engine control unit (ECU) 20. Further, a signal obtained from the accelerator opening degree sensor 16 is sent to the ECU 20.
  • the accelerator opening sensor 16 detects the depression amount of the accelerator pedal, that is, the accelerator opening.
  • the ECU 20 calculates the required torque based on the output signal of the accelerator opening sensor 16. That is, the accelerator opening degree sensor 16 is used as a required torque detection sensor for detecting the required torque for the engine. Further, the ECU 20 calculates the rotational speed of the engine based on the output signal of the crank angle sensor 13.
  • the ECU 20 optimally calculates the main operation amounts of the engine, such as the air flow rate, the fuel injection amount, the ignition timing, and the fuel pressure, based on the operating state of the engine obtained from the outputs of the various sensors.
  • the fuel injection amount calculated by the ECU 20 is converted into a valve opening pulse signal and sent to the injector 3. Further, an ignition signal is sent to the ignition system 4 so as to be ignited at the ignition timing calculated by the ECU 20. Further, the throttle opening degree calculated by the ECU 20 is sent to the electronically controlled throttle 2 as a throttle drive signal. The operation amount of the variable valve calculated by the ECU 20 is sent to the variable valve 5 as a variable valve drive signal. Further, the fuel pressure calculated by the ECU 20 is sent to the high pressure fuel pump 17 as a high pressure fuel pump drive signal.
  • Fuel is injected from the intake pipe 6 into the air flowing into the combustion chamber 12 through the intake valve to form an air-fuel mixture.
  • the air-fuel mixture detonates by the spark generated from the ignition system 4 at a predetermined ignition timing, and the combustion pressure pushes down the piston to become the driving force of the engine.
  • exhaust gas after explosion is fed into the three-way catalyst 10 through the exhaust pipe 8, and exhaust components are purified in the three-way catalyst 10 and discharged to the outside.
  • FIG. 2 is a diagram showing the principle of a particulate matter sensor 19 of a control device of an engine according to an embodiment of the present invention.
  • the particulate matter sensor 19 is installed in the exhaust pipe 8 through which the exhaust gas containing the particulate matter passes.
  • a voltage is applied between the dust collection electrode A19a and the dust collection electrode B19b by a power source to discharge the dust collection electrode B19b, thereby charging the particulate matter contained in the exhaust gas and covering the dust collection electrode A19a Collect on the surface of 19c.
  • the particulate matter is deposited on the dielectric 19c, and the electrical property between the dust collection electrode A19a and the measurement electrode 19d provided on both sides of the dielectric 19c on which the particulate matter is deposited (for example, The capacitance) changes with the amount of deposited particulate matter. It is possible to determine the amount of particulate matter collected on the surface of the dielectric 19c from the amount of change in the electrical characteristics. It is also possible to determine the particulate matter concentration using the exhaust gas flow rate at that time.
  • FIG. 3 is a diagram showing the relationship between the ignition timing ⁇ spk and the exhaust temperature Tex in the engine control device according to the embodiment of the present invention.
  • the ignition timing is basically set to the highest thermal efficiency (fuel consumption can be suppressed), but immediately after engine start, the three-way catalyst 10 is cold (unburned in the exhaust) Control to increase the exhaust temperature by delaying the ignition timing (eg after compression top dead center) to raise the catalyst temperature immediately, since the purification efficiency of hydrocarbons and NOx is extremely low), ie, catalyst warm-up Control is implemented.
  • FIG. 4 is a view showing the relationship between the fuel injection timing IT and the particulate matter concentration PM in the exhaust gas in the control system of the engine according to the embodiment of the present invention.
  • Particulate matter PM in the exhaust gas tends to increase as the fuel injection timing IT is delayed, as in a general in-cylinder injection engine. This tendency is particularly noticeable when the fuel injection timing IT is in the compression stroke. This is because as the fuel injection timing IT is later, the mixing of the fuel and air in the combustion chamber becomes insufficient, and the air-fuel mixture leaving the fuel-rich portion burns. It has been found that the particulate matter concentration PM in the exhaust gas depends on the amount of particulate matter generated upon combustion in the fuel rich region in the combustion chamber.
  • FIG. 5 is a view showing the relationship between the ignition timing ⁇ spk and the fuel injection timing IT in the engine control device according to the embodiment of the present invention.
  • the ignition timing is set as retarded as possible (after compression top dead center) in order to raise the exhaust gas temperature during the catalyst warm-up control.
  • the more the ignition timing is retarded the lower the temperature in the combustion chamber at the time of ignition, and the less likely the combustion will occur. As a result, the combustion becomes unstable.
  • FIG. 6 is a diagram showing the effect of fuel pressure on particulate matter concentration PM and exhaust temperature Tex according to an embodiment of the present invention.
  • the ignition timing ⁇ spk is retarded, and accordingly, the fuel injection timing IT must be retarded, and the particulate matter concentration PM increases accordingly.
  • the fuel injection timing IT is advanced, and accordingly, the ignition timing ⁇ spk must also be advanced, and the exhaust temperature Tex decreases accordingly.
  • the particulate matter PM and the exhaust temperature Tex have a trade-off relationship as shown in A of FIG.
  • the fuel rich region is minimized while creating an air-fuel mixture state which is easy to ignite around the ignition plug.
  • the fuel pressure By increasing the fuel pressure, the atomization and evaporation characteristics of the fuel are greatly improved, and it is possible to suppress the fuel rich region even at the same fuel injection timing IT and to reduce the generation of particulate matter.
  • the particulate matter concentration PM may be suppressed by changing the spray form so as to suppress the fuel rich region by increasing the number of fuel split multistage injections in one combustion cycle.
  • a mixed fuel such as ethanol
  • FIG. 7 is a diagram showing the influence of ignition energy on particulate matter concentration PM and exhaust temperature Tex according to an embodiment of the present invention.
  • a in the figure is the same as that shown in FIG.
  • the means for increasing the discharge energy is, for example, an increase in discharge time, an increase in the number of discharges, and overlapping discharge of a plurality of spark plugs in an engine having a plurality of spark plugs in one cylinder.
  • FIGS. 8 to 14 A control method of the particulate matter concentration and the exhaust gas temperature in the control device of the engine according to the embodiment of the present invention will be described using FIGS. 8 to 14.
  • FIG. 8 is a system block diagram showing a configuration of a control device of an engine according to an embodiment of the present invention.
  • An output signal of the catalyst temperature sensor 22 is input to an input circuit 20 a of the ECU 20.
  • the input signal of each sensor input is sent to the input port in the input / output port 20b.
  • the value sent to the input port 20b is stored in the RAM 20c and is arithmetically processed by the CPU 20e.
  • a control program in which the contents of arithmetic processing are described is written in advance in the ROM 20 d.
  • the drive circuit includes an electronic throttle drive circuit 20f, an injector drive circuit 20g, an ignition output circuit 20h, a variable valve drive circuit 20j, and a high pressure fuel pump drive circuit 20k.
  • Each circuit controls the electronically controlled throttle 2, the injector 3, the ignition system 4, the variable valve 5, and the high pressure fuel pump 17, respectively.
  • the drive circuit is provided in the ECU 20. However, the present invention is not limited to this. Any of the drive circuits may be provided in the ECU 20.
  • the ECU 20 controls the exhaust temperature and particulate matter within a desired range based on the input signal, and an ignition system (ignition timing, ignition energy), injector (fuel injection timing), high pressure Control the fuel pump (fuel pressure).
  • ignition system ignition timing, ignition energy
  • injector fuel injection timing
  • high pressure Control the fuel pump (fuel pressure).
  • FIG. 9 is a diagram showing an outline of fuel injection and ignition control logic during catalyst warm-up operation implemented in the ECU 20 of the engine control system according to the embodiment of the present invention. It comprises an operating condition determination unit, a fuel and ignition basic control unit, and a fuel and ignition correction control unit.
  • the crank angle sensor signal 13, the accelerator opening sensor signal 16, and the catalyst temperature sensor signal 22 are input to the operating condition determination unit.
  • the engine speed and the required engine torque are calculated, and it is determined whether the current operating condition is the catalyst warm-up control condition.
  • the fuel / ignition basic control unit determines the preset fuel injection timing, fuel pressure, ignition timing, discharge time injector, high-pressure fuel pump Output to the ignition system.
  • the fuel / ignition correction control unit determines the fuel injection timing based on the current exhaust gas temperature sensor signal 11 and the particulate matter sensor signal 19; It outputs corrections for fuel pressure, ignition timing, and discharge time.
  • FIG. 10 is a view showing the concept of switching control of fuel injection and ignition control according to an embodiment of the present invention.
  • the ECU 20 switches fuel injection and ignition control based on the detected exhaust temperature Tex and the particulate matter concentration PM, and carries out the control.
  • the state (normal state) is point S in the figure.
  • Exhaust temperature Tex is lower than the threshold SL_Tex, and the particulate matter concentration PM lower than the threshold SL_PM condition (D 2 points, D 4 points), the retard control of the injection timing and the ignition timing is executed, the exhaust gas temperature Raise it.
  • the particulate matter concentration PM can not be increased any more, combustion stability is secured by increasing the ignition energy (eg, prolonging the discharge time) without delaying the injection timing.
  • the exhaust temperature is raised and brought to the normal state (point S). That is, the control for raising the exhaust gas temperature is switched based on the particulate matter concentration PM.
  • FIG. 11 is a flowchart showing the contents of fuel injection and ignition control of the engine control system according to the embodiment of the present invention.
  • the control content shown in FIG. 11 is repeatedly executed by the ECU 20 at a predetermined cycle.
  • step S1101 the ECU 20 reads the catalyst temperature 22, the required torque (accelerator opening sensor 16), and the engine rotational speed (crank angle sensor 13).
  • step S1102 it is determined whether the current operating condition is the catalyst warm-up operating condition based on the catalyst temperature, the required torque, and the engine speed.
  • step S1102 If it is determined in step S1102 that the catalyst warm-up operation condition is not satisfied, the control for the catalyst warm-up operation is not performed, and the series of control is ended.
  • step S1102 If it is determined in step S1102 that the catalyst warm-up operation condition is not satisfied, the process proceeds to step S1103 and control for catalyst warm-up operation is performed. Specifically, setting value information of the ignition timing, the injection timing, the fuel pressure, and the ignition discharge time, which is recorded in advance in the ROM 20d, is output to each device.
  • step S1104 the exhaust temperature Tex and the particulate matter concentration PM are read, and the process proceeds to step S1105.
  • step S1105 it is determined whether the normal exhaust temperature and particulate matter concentration range (Tex Tex SL_Tex and PM SL SL_PM) are satisfied.
  • step S1105 If it is determined in step S1105 that it is within the normal range, the process proceeds to step S1106, stores the current ignition timing, injection timing, fuel pressure, and ignition discharge time setting values in ROM 20d, and ends the series of control Do.
  • step S1105 If it is determined in step S1105 that the range is not within the normal range, the process proceeds to step S1107.
  • step S1111 If it is determined that the particulate matter concentration PM is lower than the threshold SL_PM, there is still room to increase the particulate matter concentration PM, so the exhaust is retarded by the ignition retardation (step S1111) and the injection timing retardation (step S1112). After raising the temperature Tex, the process returns to step S1104.
  • step S1107 If it is determined in step S1107 that only the exhaust gas temperature Tex is not in the abnormal range (Tex ⁇ SL_Tex and PM ⁇ SL_PM), the process proceeds to step S1113.
  • step S1116 If it is determined that the exhaust temperature Tex is higher than the threshold SL_Tex, there is still room to lower the exhaust temperature, so the particulate matter concentration PM is determined according to the ignition advance (step S1116) and the injection timing advance (step S1117). Is reduced, and then the process returns to step S1104.
  • step S1113 If it is determined in step S1113 that only the particulate matter concentration PM is not in the abnormal range, that is, if both the particulate matter PM and the exhaust temperature Tex are in the abnormal range, both can not be further deteriorated.
  • the process After the exhaust temperature Tex is increased and the particulate matter concentration PM is reduced by using a pressure increase (step S1118), an ignition retardation (step S1119), and a longitudinal electrification (step S1120), the process returns to step S1104. .
  • FIG. 12 shows a time chart (starting point: condition D 3 ) showing the contents of fuel injection and ignition control by the engine control system according to the embodiment of the present invention.
  • the particulate matter concentration PM is higher than the threshold SL_PM (abnormal state), and the exhaust gas temperature Tex is higher than the threshold SL_Tex (normal state).
  • the exhaust temperature Tex still has a margin, the particulate matter concentration PM is reduced by advancing the ignition timing ⁇ spk and the injection timing IT first.
  • FIG. 13 shows a time chart (starting point: condition D 4 ) showing the contents of fuel injection and ignition control by the engine control system according to the embodiment of the present invention.
  • the particulate matter concentration PM is lower than the threshold SL_PM (normal state), and the exhaust gas temperature Tex is lower than the threshold SL_Tex (abnormal state).
  • the exhaust temperature Tex is raised by retarding the ignition timing ⁇ spk and the injection timing IT.
  • the particulate matter concentration PM reaches the threshold SL_PM (point D 4 ′ in FIG. 10), and from this point on, the discharge time is extended without delaying the injection timing IT.
  • the ignition timing is advanced while increasing the ignition energy, and the exhaust temperature Tex is raised to reach the normal state (point S in FIG. 10) at time III.
  • FIG. 14 shows a time chart (starting point: condition D 5 ) showing the contents of fuel injection and ignition control by the engine control system according to the embodiment of the present invention.
  • the particulate matter concentration PM is in the state (abnormal state) higher than the threshold SL_PM, and the exhaust gas temperature Tex is lower (the abnormal state) than the threshold SL_Tex.
  • the normal state point S in FIG. 10
  • control device of the present invention is an engine control device comprising particulate matter detection means for detecting particulate matter in exhaust gas and exhaust gas temperature detection means for detecting temperature of exhaust gas, Fuel injection and ignition control of the engine are performed based on the particulate matter concentration detected by the detection means and the exhaust gas temperature detected by the exhaust gas temperature detection means.
  • Such a configuration makes it possible to implement appropriate fuel injection and ignition control based on the values of both the exhaust gas temperature and the particulate matter concentration.
  • the fuel injection timing is advanced when the exhaust gas temperature is a predetermined value B or more. To reduce the concentration of the particulate matter.
  • the fuel injection pressure is increased when the exhaust gas temperature is lower than the predetermined value B; To reduce the concentration of the particulate matter.
  • the ignition timing and the fuel injection timing are delayed when the particulate matter concentration is less than the predetermined value A. By raising the temperature of the exhaust gas.
  • the exhaust temperature is increased while the particulate matter is increased by retarding the fuel injection and the ignition timing, so that the fuel consumption is not deteriorated. It is possible to achieve both the exhaust temperature and the particulate matter concentration.
  • the ignition timing when the exhaust gas temperature is less than the predetermined value B, the ignition timing is retarded and the ignition timing is retarded when the particulate matter concentration is the predetermined value A or more. By increasing the energy, the exhaust temperature is raised.
  • the exhaust temperature is maintained while maintaining the particulate matter concentration by increasing the ignition energy without changing the fuel injection timing and retarding the ignition timing.
  • the temperature can be raised to achieve both the exhaust gas temperature and the particulate matter concentration.

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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)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Exhaust Gas After Treatment (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)

Abstract

Le problème traité par la présente invention consiste à réaliser à la fois une augmentation de la température d'échappement nécessaire pour le réchauffement et la suppression de matières particulaires (PM), qui sont des substances nuisibles, dans l'échappement, tout en supprimant à un minimum une détérioration du rendement de carburant, même lors de fluctuations environnementales et de changements dus au vieillissement durant une opération de réchauffement de catalyseur juste après le démarrage du moteur. Afin de résoudre le problème précité, la présente invention propose un dispositif qui est destiné à commander un moteur et qui est pourvu d'un moyen de détection de matières particulaires destiné à détecter des matières particulaires dans l'échappement, et d'un moyen de détection de température d'échappement destiné à détecter la température de l'échappement, le dispositif de commande de moteur étant caractérisé par la réalisation de la commande d'injection de carburant et d'allumage du moteur sur la base de la température d'échappement détectée par le moyen de détection de température d'échappement et de la concentration de matières particulaires détectée par le moyen de détection de matières particulaires. Le dispositif de commande d'un moteur peut réaliser à la fois une augmentation de la température d'échappement et une diminution des matières particulaires tout en supprimant à un minimum une détérioration du rendement de carburant.
PCT/JP2013/079338 2013-10-30 2013-10-30 Dispositif de commande de moteur à allumage par étincelle WO2015063874A1 (fr)

Priority Applications (3)

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PCT/JP2013/079338 WO2015063874A1 (fr) 2013-10-30 2013-10-30 Dispositif de commande de moteur à allumage par étincelle
DE112013007553.9T DE112013007553B4 (de) 2013-10-30 2013-10-30 Steuervorrichtung für Fremdzündungsmotor
JP2015544682A JP6244369B2 (ja) 2013-10-30 2013-10-30 火花点火式エンジンの制御装置

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JP2001090578A (ja) * 1999-09-20 2001-04-03 Hitachi Ltd 筒内噴射式エンジンの制御装置
JP2003214235A (ja) * 2002-01-28 2003-07-30 Mazda Motor Corp 火花点火式直噴エンジンの制御装置
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JP6244369B2 (ja) 2017-12-06
DE112013007553T5 (de) 2016-07-14

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