WO2018216150A1 - Procédé de commande et dispositif de commande pour moteur à combustion interne - Google Patents

Procédé de commande et dispositif de commande pour moteur à combustion interne Download PDF

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Publication number
WO2018216150A1
WO2018216150A1 PCT/JP2017/019417 JP2017019417W WO2018216150A1 WO 2018216150 A1 WO2018216150 A1 WO 2018216150A1 JP 2017019417 W JP2017019417 W JP 2017019417W WO 2018216150 A1 WO2018216150 A1 WO 2018216150A1
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WO
WIPO (PCT)
Prior art keywords
combustion engine
fuel injection
internal combustion
injection valve
control
Prior art date
Application number
PCT/JP2017/019417
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English (en)
Japanese (ja)
Inventor
良彦 岩渕
太 吉村
Original Assignee
日産自動車株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
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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 JP2019519889A priority Critical patent/JP6770642B2/ja
Priority to PCT/JP2017/019417 priority patent/WO2018216150A1/fr
Publication of WO2018216150A1 publication Critical patent/WO2018216150A1/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
    • F02D41/22—Safety or indicating devices for abnormal conditions
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D45/00—Electrical control not provided for in groups F02D41/00 - F02D43/00
    • 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
    • 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 method and a control apparatus for an internal combustion engine including a fuel injection valve that directly injects fuel into a cylinder and an ignition plug that directly sparks and ignites fuel injected from the fuel injection valve.
  • fast idle control in which a stratified air-fuel mixture is formed around a spark plug after the internal combustion engine is cold started, and the ignition timing is retarded after compression top dead center.
  • the wall guide type in which fuel spray is reflected in the cavity provided in the piston to form a stratified mixture around the spark plug, was the mainstream, but in the wall guide type, part of the fuel that collided is the crown surface of the piston. There is a risk that soot will be generated by burning the remaining fuel. For this reason, in recent years, the demand for exhaust performance has been increasing, and a spray guide type that forms a stratified mixture by injecting fuel around a spark plug has attracted attention.
  • the fuel spray advances around the spark plug if it collides with the cavity even if a slight deviation occurs in the spray pattern, whereas in the spray guide type, the spray pattern of the wall guide type There is no function to correct misalignment. For this reason, in the spray guide type, if the spray pattern deviates from the reference pattern, it becomes difficult to ensure combustion stability.
  • JP 2012-87668 A1 determines that deposits have adhered to the fuel injection valve when the number of fuel injections exceeds a predetermined value, and executes control to remove the deposits. What to do is disclosed.
  • an object of the present invention is to provide a control method and a control device capable of accurately determining whether or not deposits are attached to the tip of the fuel injection valve.
  • a control method for an internal combustion engine comprising: a fuel injection valve that directly injects fuel into a cylinder; and an ignition plug that directly sparks the fuel injected from the fuel injection valve.
  • the actual behavior which is the actual change behavior of the engine speed at engine startup, is compared with a preset reference behavior, and if the actual behavior differs from the reference behavior, it is attached to the tip of the fuel injection valve. Judge that there is a kimono.
  • FIG. 1 is an explanatory diagram of the overall configuration of the internal combustion engine system.
  • FIG. 2 is an explanatory diagram of fluid application in the vicinity of the plug.
  • FIG. 3 is a view showing an injection form of the fuel injection valve.
  • FIG. 4 is a diagram for explaining the spray beam.
  • FIG. 5 is a diagram showing the arrangement of the spark plug and the fuel injection valve.
  • FIG. 6 is a diagram showing the relationship between the discharge region and the spray beam.
  • FIG. 7 is a diagram for explaining the contracted flow.
  • FIG. 8 is an explanatory diagram of tumble flow generated in the cylinder.
  • FIG. 9 is an explanatory diagram of tumble flow during the compression stroke.
  • FIG. 10 is a diagram showing a change in turbulence intensity around the spark plug.
  • FIG. 10 is a diagram showing a change in turbulence intensity around the spark plug.
  • FIG. 11 is an explanatory diagram of the plug discharge channel in the vicinity of the spark plug.
  • FIG. 12A is a diagram illustrating a relationship between fuel injection timing and ignition timing.
  • FIG. 12B is a diagram illustrating a relationship between the fuel injection timing and the ignition timing.
  • FIG. 13 is a diagram for explaining the position of the spark plug and the combustion stability.
  • FIG. 14 is a diagram showing the relationship between the position of the spark plug and the combustion stability.
  • FIG. 15 is a flowchart showing a control routine executed by the controller.
  • FIG. 16 is a timing chart when the deposit removal control is not executed.
  • FIG. 17 is a timing chart when the deposit removal control is executed.
  • FIG. 1 is an explanatory diagram of the overall configuration of the internal combustion engine system.
  • the internal combustion engine 10 is connected to an intake passage 51.
  • the internal combustion engine 10 is connected to the exhaust passage 52.
  • a tumble control valve 16 is provided in the intake passage 51.
  • the tumble control valve 16 generates a tumble flow in the cylinder by closing part of the cross section of the intake passage 51.
  • a collector tank 46 is provided in the intake passage 51.
  • An EGR passage 53 b is also connected to the collector tank 46.
  • An air flow meter 33 is provided in the intake passage 51.
  • the controller 50 connected to the air flow meter 33 acquires the intake air amount in the intake passage 51 from the air flow meter 33.
  • An intake air temperature sensor 34 is provided in the intake passage 51.
  • the controller 50 connected to the intake air temperature sensor 34 acquires the temperature of the air passing through the intake passage 51 from the intake air temperature sensor 34.
  • an electronic control throttle 41 is provided in the intake passage 51, and the throttle opening is controlled by the controller 50.
  • the exhaust passage 52 is provided with exhaust catalysts 44 and 45 for exhaust purification.
  • a three-way catalyst or the like is used for the exhaust catalysts 44 and 45.
  • the exhaust passage 52 branches into an EGR passage 53 connected to the collector tank 46 in the middle thereof.
  • an EGR cooler 43 is provided in the EGR passage 53.
  • the EGR passage 53 is provided with an EGR valve 42.
  • the EGR valve 42 is connected to the controller 50. Then, the opening degree of the EGR valve 42 is controlled by the controller 50 in accordance with the operating conditions of the internal combustion engine 10.
  • the internal combustion engine 10 includes a spark plug 11, a fuel injection valve 12, an intake side variable valve mechanism 13, an exhaust side variable valve mechanism 14, and a fuel injection pump 15.
  • the fuel injection valve 12 is a direct injection valve and is provided in the vicinity of the spark plug 11.
  • the spark plug 11 performs spark ignition in the combustion chamber of the internal combustion engine 10.
  • the spark plug 11 is connected to the controller 50, and the controller 50 as a control unit controls the spark ignition timing.
  • the spark plug 11 also operates as a flow rate sensor 23 as will be described later. A method of detecting the flow rate will be described later.
  • the fuel injection valve 12 directly injects fuel into the combustion chamber of the internal combustion engine 10.
  • the fuel injection valve 12 is connected to the controller 50, and the controller 50 as a control unit controls the fuel injection timing.
  • so-called multistage injection is performed in which fuel injection is performed a plurality of times including the intake stroke.
  • the fuel injection pump 15 supplies pressurized fuel to a fuel supply pipe connected to the fuel injection valve 12.
  • the intake side variable valve mechanism 13 changes the opening / closing timing of the intake valve.
  • the exhaust side variable valve mechanism 14 changes the opening / closing timing of the exhaust valve.
  • the intake side variable valve mechanism 13 and the exhaust side variable valve mechanism 14 are connected to a controller 50.
  • the controller 50 controls the opening / closing timing.
  • the intake side variable valve mechanism 13 and the exhaust side variable valve mechanism 14 are shown here, you may have any one.
  • the internal combustion engine 10 is provided with a crank angle sensor 27 and an in-cylinder pressure sensor 35.
  • the crank angle sensor 27 detects a crank angle in the internal combustion engine 10.
  • the crank angle sensor 26 is connected to the controller 50 and sends the crank angle of the internal combustion engine 10 to the controller 50.
  • the in-cylinder pressure sensor 35 detects the pressure of the combustion chamber in the internal combustion engine 10.
  • the in-cylinder pressure sensor 35 is connected to the controller 50. Then, the pressure of the combustion chamber in the internal combustion engine 10 is sent to the controller 50.
  • the internal combustion engine 10 may include a knock sensor 21 and a fuel pressure sensor 24.
  • the controller 50 reads outputs from the above-described various sensors and other sensors (not shown), and controls ignition timing, valve timing, air-fuel ratio, and the like based on these outputs.
  • FIG. 2 is a diagram for explaining the positional relationship between the spark plug 11 and the fuel injection valve 12.
  • the fuel injection valve 12 is a direct injection valve and is provided in the vicinity of the spark plug 11. Therefore, a part of the injected fuel passes through the vicinity of the discharge gap, so that the flow can be provided in the vicinity of the spark plug. The provision of flow will be described later.
  • FIG. 3 shows the form of fuel spray injected from the fuel injection valve 12.
  • 4 is a view of the plane including the circle A in FIG. 3 as viewed from the direction of arrow IV in FIG.
  • each spray beam has a conical shape in which the spray cross section becomes wider as the distance from the nozzle holes increases. Further, when the spray beams B1-B6 are cut along a plane including the circle A, the cross sections are arranged in an annular shape at equal intervals as shown in FIG.
  • FIG. 5 is a view showing the positional relationship between the spray beam B1-B6 and the spark plug 11. As shown in FIG. The fuel injection valve 12 is disposed on a one-dot chain line C that is a bisector of an angle formed by the central axis B2c of the spray beam B2 and the central axis B3c of the spray beam B3.
  • FIG. 6 is a diagram showing a positional relationship between the spark plug 11 and the spray beam B3 when FIG. 5 is viewed from the direction of the arrow VI.
  • the discharge region sandwiched between the center electrode 11a and the outer electrode 11b is disposed within a range sandwiched between the outer edge on the upper side in the drawing and the outer edge on the lower side in the drawing of the spray beam B3.
  • the positional relationship between the spark plug 11 and the spray beam B2 is the same as that in FIG. 6, and the discharge region is below the outer edge on the upper side of the spray beam B2. It arrange
  • the discharge region is within a range sandwiched between a plane including the upper outer edge of the spray beam B2 and the upper outer edge of the spray beam B3 and a plane including the lower outer edge of the spray beam B2 and the lower outer edge of the spray beam B3.
  • the spark plug 11 is disposed so as to be disposed.
  • FIG. 7 is a diagram for explaining the effect when the spray beam B1-B6 and the spark plug 11 are in the positional relationship shown in FIGS.
  • the fuel injected from the fuel injection valve 12 is divided into droplets and sprayed, and moves forward while taking in the surrounding air as indicated by the thick arrows in the figure. Thereby, the turbulence of the airflow occurs around the spray.
  • the fluid when there is an object (including a fluid) around the fluid, the fluid is attracted to the object by the so-called Coanda effect and flows along the object. That is, a so-called contracted flow is generated in which the spray beam B2 and the spray beam B3 are attracted as shown by the thin line arrows in FIG. As a result, a very strong turbulence occurs between the spray beam B2 and the spray beam B3, so that the turbulence intensity around the spark plug 11 increases.
  • FIG. 8 is an explanatory diagram of the tumble flow that occurs in the cylinder.
  • FIG. 9 is an explanatory diagram of tumble flow collapse.
  • an intake passage 51 an exhaust passage 52, a spark plug 11, a fuel injection valve 12, and a tumble control valve 16 are shown. Further, a center electrode 11a and an outer electrode 11b of the spark plug 11 are shown.
  • the tumble flow in the cylinder in the suction stroke is indicated by an arrow.
  • the tumble flow in the cylinder during the compression stroke is indicated by arrows.
  • a fast idle control (hereinafter also referred to as FIR control) in which a stratified mixture is formed around the spark plug 11 and the ignition timing is retarded until after the compression top dead center, ignition is performed at the time of plug ignition.
  • the flow around the plug 11 is weakened. For this reason, an arc (hereinafter also referred to as a plug discharge channel CN) generated between the electrodes 11a and 11b of the spark plug 11 does not sufficiently extend, and misfire and partial burn are likely to occur.
  • FIR control fast idle control
  • a plug discharge channel CN an arc generated between the electrodes 11a and 11b of the spark plug 11 does not sufficiently extend, and misfire and partial burn are likely to occur.
  • the characteristic that the turbulent flow intensity around the spark plug 11 is increased by fuel injection is used to create a situation in which the plug discharge channel CN expands after the tumble flow collapses.
  • FIG. 10 is a timing chart showing changes in turbulence intensity around the spark plug 11 when fuel injection is performed after compression top dead center.
  • the horizontal axis in FIG. 10 indicates the crank angle, and the vertical axis indicates the turbulence intensity around the spark plug 11. Since the strength of the tumble flow gradually decreases as described above, the turbulent strength around the spark plug 11 also decreases accordingly. However, if fuel injection is performed after compression top dead center, the turbulence intensity increases for a predetermined period after fuel injection. During the period in which the turbulent flow intensity is increased due to the fuel injection, the plug discharge channel CN is easily extended. In particular, the timing at which the turbulence intensity reaches a peak is suitable as the ignition timing.
  • FIG. 11 is an explanatory diagram of the plug discharge channel CN.
  • FIG. 11 shows the center electrode 11a and the outer electrode 11b of the spark plug 11, and the extended plug discharge channel CN.
  • the fuel injection valve 12 is omitted. It should be noted that the tip of the fuel injection valve 12 does not necessarily have to face the spark plug 11 as long as the plug discharge channel CN can flow sufficiently so that the plug discharge channel CN extends sufficiently. In another embodiment, the flow is reflected near the spark plug.
  • the plug discharge channel CN is generated so as to extend between the center electrode 11a and the outer electrode 11b substantially linearly.
  • the flow is imparted in the vicinity of the spark plug 11 by the fuel injection by the fuel injection valve 12 between the collapse of the tumble flow and the generation of the plug discharge channel CN.
  • the plug discharge channel CN between the center electrode 11a and the outer electrode 11b extends as shown in FIG.
  • spark ignition can be performed stably even in a situation where flame propagation combustion is less than usual, such as when EGR is used or lean burn is employed, as will be described later.
  • FIGS. 12A and 12B are diagrams showing examples of fuel injection patterns for extending the plug discharge channel CN.
  • fuel injection may be further performed after the tumble flow collapse until the plug discharge channel is generated (FIG. 12A), or the expansion stroke injection of the multistage injection is tumbled. It may be performed after the flow collapse until the plug discharge channel is generated (FIG. 12B).
  • the fuel injection valve 12 that directly injects fuel into the cylinder since the fuel injection valve 12 that directly injects fuel into the cylinder is exposed to a combustion flame or combustion gas, so-called deposits easily accumulate around the injection hole.
  • the spray pattern such as the shape and direction of travel of the spray beam is set to increase the flow strength around the spark plug 11 by fuel injection. Deviation from the pattern. As a result, even if fuel is injected, the flow strength around the spark plug 11 does not increase, and the combustion stability of the internal combustion engine 10 may decrease.
  • FIG. 14 is a diagram for explaining the relationship between the combustion stability and the exhaust temperature.
  • the horizontal axis of FIG. 14 indicates the position of the combustion center of gravity [deg. CA].
  • the “combustion stability limit” in the figure is the combustion stability when noise and vibration become an upper limit acceptable by the occupant.
  • the target exhaust temperature in the figure is a target value of the exhaust temperature during FIR control, and is a value set from the viewpoint of early activation of the exhaust catalysts 44 and 45 and the like.
  • a solid line A in the drawing indicates the case of the above-described reference pattern, and a solid line B indicates a case of deviation from the reference pattern.
  • the combustion stability limit becomes an advance side compared to the reference pattern. For this reason, when the combustion stability becomes a characteristic such as a solid line B, the exhaust temperature at the combustion stability limit becomes lower than the target exhaust temperature.
  • the controller 50 determines whether or not deposits are deposited and removes the deposits under the control described below.
  • FIG. 15 is a flowchart showing a control routine executed by the controller 50.
  • the controller 50 is programmed to execute this control routine. This routine is executed during the cold start of the internal combustion engine 10 from the time when switching to the FIR control is determined until the FIR control ends. Hereinafter, it demonstrates according to a step.
  • step S100 the controller 50 calculates dR / dt, which is the gradient of the increase in engine rotation speed after the internal combustion engine 10 starts combustion, using the detection value of the crank angle sensor 27.
  • step S110 the controller 50 determines whether or not dR / dt acquired in step S100 is larger than a threshold value X as a reference behavior. If the spray pattern changes due to the accumulation of deposits, the combustion stability will be lower than when no deposits are deposited, resulting in a delay in the initial explosion and a decrease in output, resulting in a slow increase in engine speed. . Therefore, in step S110, it is determined whether or not deposits are accumulated at the tip of the fuel injection valve 12 using dR / dt.
  • the threshold value X is a value that is smaller by a predetermined amount than the gradient of the increase in engine speed after the start of combustion in the state where no deposit is accumulated on the fuel injection valve 12.
  • a value that is smaller by a predetermined amount is used is that a decrease in combustion stability can be tolerated if the exhaust temperature when the combustion stability reaches the combustion stability limit is equal to or higher than the target exhaust temperature. Accordingly, the predetermined amount is determined based on the characteristic of the change in combustion stability due to deposit accumulation. Note that the parameter used for determining whether or not deposits are deposited is not limited to dR / dt. Parameters other than dR / dt will be described later.
  • step S110 determines that dR / dt is greater than the threshold value X in step S110. If the controller 50 determines that dR / dt is equal to or less than the threshold value X, the controller 50 executes the process of step S130.
  • step S120 the controller 50 executes normal FIR control.
  • the normal FIR control here is FIR control that does not execute the deposit removal control described later.
  • the controller 50 determines the start of the deposit removal control in step S130, and increases the target value of the fuel injection pressure (hereinafter also referred to as the target fuel pressure) in step S140 as compared to the case where the deposit removal control is not executed. .
  • the reason why the target fuel pressure is increased is to increase the fuel flow velocity in the vicinity of the injection hole of the fuel injection valve 12 and thereby blow away the deposit.
  • the target fuel pressure after the increase may be, for example, the maximum fuel pressure that can be realized by the fuel injection pump 15, or may be a fuel pressure that can blow off deposits obtained through experiments or the like.
  • step S150 the controller 50 determines whether or not the combustion center of gravity has reached the target position. After repeating the determination in step S150 until the combustion center of gravity reaches the target position, the controller 50 determines in step S160 whether the combustion stability is stable. Specifically, the allowable combustion stability from the viewpoint of vibration and noise is set as the target combustion stability, and it is determined whether or not the current combustion stability is higher than the target combustion stability.
  • step S160 When the determination in step S160 is repeated until combustion is stabilized, the target fuel pressure is reduced to the target fuel pressure in normal FIR control in step S170. In step S160, the reason why the combustion which was not stable at the beginning is stabilized is considered that the deposit is removed.
  • the controller 50 determines whether or not the combustion stability is higher than the target stability when the combustion center of gravity reaches the target position, and if it is higher, the target fuel pressure is set for normal FIR control. Return to the target fuel pressure.
  • the controller 50 determines that the deposit is removed in step S160, the controller 50 decreases the fuel pressure in step S170.
  • Steps S140 to S170 are “adherent removal control” in the present embodiment.
  • S150 to S170 are not essential. This is because the processes in steps S150 to S170 are intended to suppress the deterioration of fuel consumption performance associated with the execution of the deposit removal control, and do not serve to remove deposits.
  • FIG. 16 is a timing chart when the above-described deposit removal control is not executed. This timing chart is a comparative example and is not included in the present embodiment.
  • the solid line indicates a state where no deposit is attached (hereinafter also referred to as a normal state), and the broken line indicates a state where the deposit is adhered (hereinafter also referred to as a deteriorated state). Is shown.
  • the engine speed R increases with the start of combustion in both normal and deteriorated states, and once overshoots, converges to the idle speed.
  • the dR / dt described above is the gradient of the increase in rotational speed from the timing T1 until the overshoot. As described above, the slope of increase is smaller in the deteriorated state than in the normal state.
  • the controller 50 determines whether or not to permit the FIR control, and sets the FIR permission flag. The determination is performed based on the engine speed, the oil / water temperature, the intake air temperature, the intake pressure, the vehicle inclination, and the like, as in the known determination. In this embodiment, a case where FIR control is permitted will be described. However, when the friction of the internal combustion engine 10 is large, for example, when the engine is started at an extremely low temperature, the FIR control is not permitted.
  • FIG. 17 is a timing chart when the above-described deposit removal control is executed.
  • the solid line indicates the normal state, and the broken line indicates the deterioration state.
  • the solid line indicates the case where the deposit removal control is executed, and the broken line indicates the case where the deposit removal control is not executed.
  • the solid line indicates the case where the attached matter removal control is executed, the broken line A indicates the normal state, and the broken line B indicates the deteriorated state and the attached matter removal control is not executed.
  • timing T0 to timing T2 From timing T0 to timing T2 is the same as in FIG. Even after the FIR control is started at the timing T2, the combustion center of gravity is retarded and the combustion stability is lowered as in FIG.
  • the controller 50 executes the deposit removal control, the fuel pressure becomes higher than the target fuel pressure in normal FIR control. As the deposits are blown off by the fuel injected at a high fuel pressure, the combustion stability approaches that in the normal state (dashed line A). Then, at the timing T3 when the combustion center of gravity reaches the target position, the combustion stability becomes equal to the normal state. For this reason, at timing T3, the controller 50 switches the target fuel pressure to the target fuel pressure in the normal FIR control, and the actual fuel pressure decreases to the target fuel pressure in the normal FIR control.
  • FIG. 17 shows the case where the deposit is blown before the combustion center of gravity reaches the target position
  • the timing at which the deposit is blown may be later than this.
  • the combustion stability once becomes lower than the target combustion stability, and becomes equal to the normal state after the deposits are blown off.
  • Whether or not deposits have accumulated on the fuel injection valve 12 is replaced with dR / dt, which is the behavior of the change in the engine speed after the first explosion, in the behavior of the change in the engine speed from the start of cranking to the first explosion. You may determine based on. For example, when the time from the start of cranking to the first explosion in the state where no deposit is accumulated is measured in advance as a reference value, it is determined that the deposit is accumulated if there is a delay of a predetermined time with respect to the reference value. . Whether or not the first explosion has occurred can be determined from the fluctuation of the in-cylinder pressure.
  • the deposit removal control may be control that advances the ignition timing in order to intentionally generate light knocking instead of the control to increase the fuel pressure. It has been experimentally confirmed that the deposit is blown away by pressure vibration or the like when knocking occurs. Therefore, an ignition timing at which light knocking that does not cause deterioration of the internal combustion engine 10 is obtained in advance by experiments or the like, and when execution of the deposit removal control is determined, the ignition timing is advanced to the ignition timing.
  • the deposit removal control may be a control for outputting a signal indicating that maintenance of the fuel injection valve 12 is necessary instead of the control for increasing the fuel pressure. Specifically, it is a control for notifying the driver by turning on a warning light or the like, and a control for outputting the signal when a maintenance diagnostic device is connected. According to these controls, the maintenance person can perform various maintenances to remove deposits attached to the tip of the fuel injection valve 12.
  • this control may be executed when the combustion stability is not improved even if the above-described control for increasing the fuel pressure or the control for generating light knocking is executed.
  • the actual behavior which is the actual change behavior of the engine speed at the time of engine start
  • the tip of the fuel injection valve 12 is Judge that there is a deposit.
  • the deposit is attached to the tip of the fuel injection valve 12 during the FIR control immediately after the engine is started, that is, before the internal combustion engine 10 enters the normal operating state.
  • the deposit removal control is executed when it is determined that there is deposit on the tip of the fuel injection valve 12. Thereby, combustion stability can be improved.
  • the deposit removal control is executed during the period in which stratified combustion is executed immediately after the engine is started, that is, during FIR control.
  • stratified combustion since it is particularly susceptible to changes in fuel spray, it can be easily determined whether or not deposits have been removed by deposit removal control.
  • control for increasing the fuel injection pressure (fuel pressure) as compared with the case where it is determined that there is no deposit at the tip of the fuel injection valve 12 is performed as the deposit removal control.
  • the deposit removal control when the combustion stability becomes higher than the combustion stability limit after the start of the deposit removal control, the deposit removal control is terminated. As a result, the time for maintaining the high fuel pressure does not become unnecessarily long, and deterioration of fuel consumption performance associated with execution of the deposit removal control can be suppressed.
  • fuel is injected from the fuel injection valve 12 toward the discharge region of the spark plug 11, and the air plug turbulence occurs around the discharge region due to the fuel injected from the fuel injection valve 12.
  • spark ignition since the plug discharge channel extends due to the turbulence of the air flow generated by the fuel injection, stable stratified combustion is possible even after the tumble flow is disrupted.
  • control for outputting a signal indicating that the fuel injection valve 12 needs to be maintained to the outside may be executed as the deposit removal control.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Signal Processing (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Abstract

L'invention concerne un procédé de commande pour moteur à combustion interne qui comprend une soupape d'injection de carburant qui injecte du carburant directement dans un cylindre et une bougie d'allumage qui allume une étincelle directement sur le carburant injecté à partir de la soupape d'injection de carburant, un comportement réel, qui est le comportement d'un changement réel dans une vitesse de rotation de moteur pendant un démarrage de moteur, est comparé à un comportement de référence préalablement réglé et, lorsque le comportement réel diffère du comportement de référence, il est déterminé qu'il y a un dépôt sur la pointe de la soupape d'injection de carburant.
PCT/JP2017/019417 2017-05-24 2017-05-24 Procédé de commande et dispositif de commande pour moteur à combustion interne WO2018216150A1 (fr)

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Application Number Priority Date Filing Date Title
JP2019519889A JP6770642B2 (ja) 2017-05-24 2017-05-24 内燃機関の制御方法及び制御装置
PCT/JP2017/019417 WO2018216150A1 (fr) 2017-05-24 2017-05-24 Procédé de commande et dispositif de commande pour moteur à combustion interne

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PCT/JP2017/019417 WO2018216150A1 (fr) 2017-05-24 2017-05-24 Procédé de commande et dispositif de commande pour moteur à combustion interne

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Citations (4)

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