WO2015156013A1 - 内燃機関の制御装置および制御方法 - Google Patents
内燃機関の制御装置および制御方法 Download PDFInfo
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- WO2015156013A1 WO2015156013A1 PCT/JP2015/052021 JP2015052021W WO2015156013A1 WO 2015156013 A1 WO2015156013 A1 WO 2015156013A1 JP 2015052021 W JP2015052021 W JP 2015052021W WO 2015156013 A1 WO2015156013 A1 WO 2015156013A1
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- frequency
- air amount
- amount
- internal combustion
- combustion engine
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- 238000002485 combustion reaction Methods 0.000 title claims description 22
- 238000000034 method Methods 0.000 title claims description 4
- 238000002347 injection Methods 0.000 claims abstract description 31
- 239000007924 injection Substances 0.000 claims abstract description 31
- 238000006243 chemical reaction Methods 0.000 claims abstract description 12
- 239000000446 fuel Substances 0.000 claims description 37
- 238000001514 detection method Methods 0.000 claims description 10
- 230000005856 abnormality Effects 0.000 claims description 2
- 230000007423 decrease Effects 0.000 abstract description 4
- 238000003745 diagnosis Methods 0.000 description 3
- 230000010349 pulsation Effects 0.000 description 3
- 238000011144 upstream manufacturing Methods 0.000 description 3
- 239000003054 catalyst Substances 0.000 description 2
- 238000005070 sampling Methods 0.000 description 2
- 230000007704 transition Effects 0.000 description 2
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 2
- 230000000052 comparative effect Effects 0.000 description 1
- 239000002826 coolant Substances 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
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Classifications
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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
- F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
- F02D41/26—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using computer, e.g. microprocessor
- F02D41/28—Interface circuits
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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
- F02D41/18—Circuit arrangements for generating control signals by measuring intake air flow
- F02D41/182—Circuit arrangements for generating control signals by measuring intake air flow for the control of a fuel injection device
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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
- F02D41/04—Introducing corrections for particular operating conditions
- F02D41/08—Introducing corrections for particular operating conditions for idling
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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
- F02D41/22—Safety or indicating devices for abnormal conditions
- F02D41/222—Safety or indicating devices for abnormal conditions relating to the failure of sensors or parameter detection devices
-
- G—PHYSICS
- G01—MEASURING; TESTING
- G01F—MEASURING VOLUME, VOLUME FLOW, MASS FLOW OR LIQUID LEVEL; METERING BY VOLUME
- G01F15/00—Details of, or accessories for, apparatus of groups G01F1/00 - G01F13/00 insofar as such details or appliances are not adapted to particular types of such apparatus
- G01F15/06—Indicating or recording devices
-
- 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
- F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
- F02D41/26—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using computer, e.g. microprocessor
- F02D41/28—Interface circuits
- F02D2041/286—Interface circuits comprising means for signal processing
Definitions
- the present invention relates to a control device and a control method for an internal combustion engine that controls a fuel injection amount in accordance with an intake air amount detected by an air flow meter.
- the fuel injection amount of the internal combustion engine is generally determined by detecting the intake air amount per unit time with an air flow meter disposed in the intake passage, and calculating the fuel injection amount per cycle calculated from the intake air amount per unit time and the engine speed.
- the air-fuel ratio is controlled so as to be an appropriate air-fuel ratio (for example, stoichiometric air-fuel ratio) with respect to the intake air amount.
- an air flow meter provided immediately after the air cleaner is located away from an engine controller that performs processing for calculating the fuel injection amount, and is connected to the engine controller via a harness.
- Patent Document 1 discloses that a highly responsive air flow meter capable of detecting intake pulsation and instantaneous backflow is disposed in the intake passage.
- the air flow meter is connected to the engine controller via the harness, there is a risk of disconnection of the signal path.
- the fuel injection amount can be simplified from the throttle valve opening and the engine speed.
- the throttle valve opening degree is fixed at a predetermined opening degree, and the intake air amount is estimated according to the engine rotational speed.
- the present invention relates to a control device for an internal combustion engine, comprising: an air flow meter provided in an intake passage; and an engine controller that controls a fuel injection amount of the internal combustion engine in accordance with an intake air amount detected by the air flow meter.
- the air flow meter has a positive air amount flowing in the forward direction and a negative air amount flowing in the reverse direction, the higher the positive air amount, the higher the frequency, and the absolute value of the negative air amount is large.
- the engine controller has a table for converting the frequency signal into an air amount, and this table is assigned a positive air amount as a dummy output in a frequency region lower than a predetermined frequency corresponding to a negative air amount. ing.
- the air flow meter while the air flow meter is normal, a signal having a frequency corresponding to the amount of air flowing through the intake passage is sent from the air flow meter to the engine controller.
- the air flow meter On the engine controller side, the air flow meter is converted into an air amount using a table. Above, it is used to control the fuel injection amount.
- the frequency of the signal received by the engine controller is close to zero.
- an appropriate positive air amount is output as a dummy output by conversion via the table.
- the fuel injection amount is not extremely reduced even when the air flow meter is disconnected.
- the present invention when the air flow meter is disconnected, an appropriate positive air amount is output as a dummy output, so that misfire due to a decrease in the fuel injection amount can be avoided.
- the present invention can be applied substantially only by setting the table, and it is not necessary to diagnose disconnection. Therefore, there is essentially no delay, and it is possible to immediately cope with disconnection of the air flow meter.
- 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, a 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 combustion chamber of each cylinder includes an intake valve 6 and an exhaust valve 7, and a spark plug 4 at the center.
- the spark plug 4 is individually connected to an ignition unit 5 provided for each cylinder.
- the fuel injection valve 3 and the ignition unit 5 are controlled by an 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 exhaust air-fuel ratio is disposed upstream thereof.
- the engine controller 10 includes a crank angle sensor 18 for detecting the engine speed, a water temperature sensor 19 for detecting the coolant temperature, and an accelerator pedal operated by the driver. Detection signals of sensors such as an accelerator opening sensor 20 that detects the amount of depression of the vehicle 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 of the throttle valve 13, and the like.
- the fuel injection amount is feedback controlled so as to be the stoichiometric air-fuel ratio except for some operating regions.
- K is a constant.
- COEF is various increase correction coefficients based on the water temperature or the like.
- Such calculation processing of the fuel injection amount is executed in the engine controller 10.
- the air flow meter 14 that detects the amount of intake air is composed of, for example, a highly responsive hot-wire mass flow meter, and its detection unit is disposed in the flow path of the intake passage 11.
- the air flow meter 14 includes a signal processing unit 14a that converts a current value signal obtained by the detection unit into a frequency signal having a predetermined characteristic and outputs the signal, and the air flow meter 14 is connected via a harness.
- a frequency signal is input to the engine controller 10 as a signal indicating the amount of air.
- the engine controller 10 includes a conversion table 10a for converting a frequency signal into an air amount, and reads a value converted into the air amount via the conversion table 10a, for example, every sampling period.
- the sensor signal is exchanged by converting the frequency signal between the air flow meter 14 and the engine controller 10 that are located apart from each other, thereby increasing the robustness against noise.
- FIG. 2 is a characteristic diagram showing the relationship between the amount of air flowing through the intake passage 11 and the frequency of the frequency signal output through the signal processing unit 14a.
- the vertical axis represents the amount of air (in other words, obtained by the detection unit). Current value), and the horizontal axis represents the frequency of the frequency signal.
- the air flow meter 14 can detect the amount of air flowing in the forward direction of the intake passage 11 (the direction from the front end opening of the intake passage 11 toward the combustion chamber) (this is a positive amount of air) with a high response, as well as intake pulsation, etc.
- the air amount flowing in the reverse direction instantaneously can be detected as a negative air amount, and a predetermined air amount detection range (from the maximum value Qamax in FIG.
- a predetermined frequency range (shown as a range RFr from the maximum value Frmax to the minimum value Frmin in FIG. 2) is assigned to the range RQa up to the minimum value Qamin) so as to have a desired resolution. Specifically, it has a characteristic that the higher the positive air amount, the higher the frequency, and the higher the absolute value of the negative air amount, the lower the frequency. Further, when the air amount is 0, an intermediate frequency Fr1 is obtained.
- the air amount detection range RQa includes the entire range of air amount that can be generated as an intake system, and the forward flow larger than the maximum value Qamax and the reverse flow larger in absolute value than the minimum value Qamin are fundamental. Does not occur.
- the minimum value Frmin of the frequency corresponding to the minimum value Qamin of the air amount is not 0 (Hz). Therefore, as a frequency signal, a low frequency region from 0 (Hz) to the minimum value Frmin is regarded as corresponding to the minimum value Qamin of the air amount in signal processing, but the air flow meter 14 and the signal processing unit 14a. As long as is functioning normally, the region on the lower frequency side than the minimum value Frmin is not used.
- the output signal of the air flow meter 14 converted into the frequency signal as described above is input to the engine controller 10 via the harness, and is converted again into the air amount in the engine controller 10.
- FIG. 3 shows characteristics of the conversion table 10a for converting the frequency signal into the air amount in the engine controller 10.
- This basically has the same characteristics as the signal processing unit 14a of the air flow meter 14 shown in FIG. 2, and for each value in the frequency range RFr from the maximum value Frmax to the minimum value Frmin, Air amount values (positive and negative values) in the air amount range RQa from the maximum value Qamax to the minimum value Qamin are respectively assigned. Therefore, based on the frequency signal output from the air flow meter 14, the engine controller 10 can read the air amount at every sampling period, for example. Since the negative air amount indicates an instantaneous backflow component due to, for example, pulsation, the negative air amount is subtracted from the positive air amount during a certain period (for example, during one cycle). By doing so, the true amount of air can be obtained.
- a predetermined positive value is output as a dummy output for a frequency lower than a predetermined threshold value Frsh in an area on the lower frequency side than the minimum frequency value Frmin.
- the air quantity value Qa1 is assigned.
- the region on the lower frequency side than the frequency threshold Frsh is a region that is not used during normal operation.
- the positive air amount Qa1 output as a dummy output is set so that a fuel injection amount equal to or greater than the misfire limit is obtained at least when the throttle valve 13 is at an idle opening.
- the interval between the minimum frequency value Frmin and the threshold value Frsh is merely an allowance for noise or the like, and is not necessarily required, but the threshold value Frsh may be set to a relatively low frequency, so that the frequency as shown in the example of FIG. It is desirable to give an appropriate margin between the minimum value Frmin and the threshold value Frsh.
- the frequency of the frequency signal input to the engine controller 10 becomes approximately 0 Hz. Therefore, the value of the air amount read through the conversion table 10a is a positive air amount Qa1 that is a dummy output.
- the engine controller 10 calculates the basic fuel injection amount Tp as described above based on the positive air amount Qa1. Therefore, at least a fuel injection amount that is greater than the misfire limit during idling is ensured, and misfire due to excessive leaning is suppressed.
- FIG. 4 is a time chart for explaining a signal change when the harness is disconnected (or short-circuited).
- FIG. 4A shows a frequency input to the engine controller 10 from the signal processing unit 14a of the air flow meter 14.
- FIG. The frequency of a signal is shown, (b) has shown the air quantity which the engine controller 10 side reads via the conversion table 10a.
- the harness is disconnected or short-circuited at time t1, and the frequency of the frequency signal input to the engine controller 10 is approximately 0 Hz immediately after time t2.
- the engine controller 10 diagnoses such disconnection or short-circuit of the harness from the abnormality of the frequency signal, and shifts from the normal mode to a predetermined fail-safe mode at time t3.
- the fail-safe mode for example, the fuel injection amount is simply obtained from the opening degree of the throttle valve 13 and the engine rotational speed N, or the opening degree of the throttle valve 13 is fixed to a predetermined opening degree, and according to the engine rotational speed N.
- the operation is performed without depending on the air flow meter 14 by estimating the amount of intake air.
- there is a delay time of about several hundred ms, for example, between time t2 and time t3.
- the amount of air read by the engine controller 10 via the conversion table 10a is equal to the positive air amount Qa1, which is a dummy output, after time t2, since the frequency of the signal input to the engine controller 10 is equal to or less than the threshold value Frsh. Become. Therefore, the amount of fuel calculated based on the air amount Qa1 is injected from the fuel injection valve 3 until the time t3 when the mode is shifted to the fail safe mode. Thus, misfire is avoided from time t2 to time t3, and the autonomous operation is continued.
- the diagnosis of disconnection or short circuit is not required, and when the input signal falls below the threshold value Frsh due to disconnection or short circuit, the positive air amount Qa1 that is a dummy output is immediately output. Therefore, there is no complication of control for diagnosis, and there is essentially no response delay problem.
- the air amount is read as if it is a negative value as the frequency of the input signal decreases, and as a result In addition, the fuel injection amount is extremely reduced. Therefore, even if the fail-safe mode is provided, misfire may occur until time t3 when the mode is actually shifted to the fail-safe mode.
- the presence or absence of the fail safe mode is arbitrary, and the present invention can be applied even when the fail safe mode is not provided. If the fail-safe mode is not provided, for example, the operation with the dummy output is continued with the lighting of the warning lamp.
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- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
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Abstract
Description
上記エアフロメータは、順方向に流れる正の空気量と逆方向に流れる負の空気量とを、正の空気量が大であるほど高い周波数で、かつ負の空気量の絶対値が大であるほど低い周波数となる、所定の特性の周波数信号として出力するように構成され、
上記エンジンコントローラは、上記周波数信号を空気量に変換するテーブルを有し、このテーブルは、負の空気量に対応する所定の周波数よりも低い周波数領域では、ダミー出力として正の空気量が割り付けられている。
Claims (7)
- 吸気通路に設けられたエアフロメータと、このエアフロメータが検出した吸入空気量に応じて内燃機関の燃料噴射量を制御するエンジンコントローラと、を備えてなる内燃機関の制御装置において、
上記エアフロメータは、順方向に流れる正の空気量と逆方向に流れる負の空気量とを、正の空気量が大であるほど高い周波数で、かつ負の空気量の絶対値が大であるほど低い周波数となる、所定の特性の周波数信号として出力するように構成され、
上記エンジンコントローラは、上記周波数信号を空気量に変換するテーブルを有し、このテーブルは、負の空気量に対応する所定の周波数よりも低い周波数領域では、ダミー出力として正の空気量が割り付けられている、内燃機関の制御装置。 - 上記のダミー出力となる正の空気量は、内燃機関のアイドル時における失火限界以上の燃料噴射量に対応するように設定されている、請求項1に記載の内燃機関の制御装置。
- 上記エアフロメータは、熱線式エアフロメータからなり、空気量を上記周波数信号として出力する信号処理部を一体に備えている、請求項1または2に記載の内燃機関の制御装置。
- 上記周波数領域は、正常時に使用される空気量検出範囲に対応する所定の周波数範囲よりも低い周波数に設定されている、請求項1~3のいずれかに記載の内燃機関の制御装置。
- 吸気通路に設けられたエアフロメータによって、順方向に流れる正の空気量と逆方向に流れる負の空気量との双方を検出し、
検出した空気量を、正の空気量が大であるほど高い周波数で、かつ負の空気量の絶対値が大であるほど低い周波数となる、所定の特性の周波数信号に変換して出力し、
この周波数信号をエンジンコントローラ側で空気量に変換し、ここで、負の空気量に対応する所定の周波数よりも低い周波数信号に対してはダミー出力として正の空気量を出力し、
この空気量に基づいて燃料噴射量を制御する、
内燃機関の制御方法。 - 周波数信号から空気量への変換を所定のテーブルを用いて行い、このテーブルが、ダミー出力を含む特性を有する、請求項5に記載の内燃機関の制御方法。
- 上記エアフロメータと上記エンジンコントローラとの間のハーネスが断線ないし短絡していると周波数の異常から診断したときに、上記エアフロメータに依存しないフェールセーフモードに移行する、請求項5または6に記載の内燃機関の制御方法。
Priority Applications (7)
Application Number | Priority Date | Filing Date | Title |
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US15/124,868 US10006395B2 (en) | 2014-04-11 | 2015-01-26 | Apparatus and method for controlling internal combustion engine |
CN201580019285.6A CN106164453B (zh) | 2014-04-11 | 2015-01-26 | 内燃机的控制装置以及控制方法 |
EP15777250.0A EP3130788B1 (en) | 2014-04-11 | 2015-01-26 | Apparatus and method for controlling internal combustion engine |
BR112016023666-1A BR112016023666B1 (pt) | 2014-04-11 | 2015-01-26 | Dispositivo de controle e método de controle para controlar motor de combustão interna |
JP2016512613A JP6327339B2 (ja) | 2014-04-11 | 2015-01-26 | 内燃機関の制御装置および制御方法 |
MX2016013005A MX357144B (es) | 2014-04-11 | 2015-01-26 | Dispositivo de control y método de control para controlar motor de combustión interna. |
RU2016144143A RU2660489C2 (ru) | 2014-04-11 | 2015-01-26 | Устройство управления и способ управления для управления двигателем внутреннего сгорания |
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EP (1) | EP3130788B1 (ja) |
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CN (1) | CN106164453B (ja) |
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JP6970309B2 (ja) * | 2018-09-26 | 2021-11-24 | 日立Astemo株式会社 | 内燃機関制御装置 |
CN111890264B (zh) * | 2020-08-27 | 2023-11-24 | 浙江东精智能装备有限公司 | 一种转子精加工检测***及检测方法 |
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- 2015-01-26 RU RU2016144143A patent/RU2660489C2/ru active
- 2015-01-26 BR BR112016023666-1A patent/BR112016023666B1/pt active IP Right Grant
- 2015-01-26 WO PCT/JP2015/052021 patent/WO2015156013A1/ja active Application Filing
- 2015-01-26 CN CN201580019285.6A patent/CN106164453B/zh active Active
- 2015-01-26 US US15/124,868 patent/US10006395B2/en active Active
- 2015-01-26 EP EP15777250.0A patent/EP3130788B1/en active Active
- 2015-01-26 MX MX2016013005A patent/MX357144B/es active IP Right Grant
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CN106164453B (zh) | 2019-05-03 |
RU2016144143A (ru) | 2018-05-11 |
CN106164453A (zh) | 2016-11-23 |
JPWO2015156013A1 (ja) | 2017-08-17 |
MY187706A (en) | 2021-10-13 |
EP3130788A1 (en) | 2017-02-15 |
MX2016013005A (es) | 2017-01-18 |
BR112016023666B1 (pt) | 2022-05-24 |
JP6327339B2 (ja) | 2018-05-23 |
US10006395B2 (en) | 2018-06-26 |
EP3130788A4 (en) | 2017-04-19 |
EP3130788B1 (en) | 2018-10-10 |
MX357144B (es) | 2018-06-28 |
US20170016409A1 (en) | 2017-01-19 |
BR112016023666A2 (pt) | 2021-08-17 |
RU2660489C2 (ru) | 2018-07-06 |
RU2016144143A3 (ja) | 2018-05-21 |
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