JP2004308618A - Internal combustion engine equipped with compression ratio change mechanism and method for controlling internal combustion engine - Google Patents

Internal combustion engine equipped with compression ratio change mechanism and method for controlling internal combustion engine Download PDF

Info

Publication number
JP2004308618A
JP2004308618A JP2003106183A JP2003106183A JP2004308618A JP 2004308618 A JP2004308618 A JP 2004308618A JP 2003106183 A JP2003106183 A JP 2003106183A JP 2003106183 A JP2003106183 A JP 2003106183A JP 2004308618 A JP2004308618 A JP 2004308618A
Authority
JP
Japan
Prior art keywords
compression ratio
internal combustion
combustion engine
intake
valve
Prior art date
Legal status (The legal status 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 status listed.)
Pending
Application number
JP2003106183A
Other languages
Japanese (ja)
Inventor
Shigeki Miyashita
茂樹 宮下
Original Assignee
Toyota Motor Corp
トヨタ自動車株式会社
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.)
Filing date
Publication date
Application filed by Toyota Motor Corp, トヨタ自動車株式会社 filed Critical Toyota Motor Corp
Priority to JP2003106183A priority Critical patent/JP2004308618A/en
Publication of JP2004308618A publication Critical patent/JP2004308618A/en
Pending legal-status Critical Current

Links

Images

Classifications

    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02DCONTROLLING COMBUSTION ENGINES
    • F02D13/00Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0203Variable control of intake and exhaust valves
    • F02D13/0207Variable control of intake and exhaust valves changing valve lift or valve lift and timing
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02DCONTROLLING COMBUSTION ENGINES
    • F02D15/00Varying compression ratio
    • F02D15/04Varying compression ratio by alteration of volume of compression space without changing piston stroke
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02DCONTROLLING COMBUSTION ENGINES
    • F02D41/00Electrical control of supply of combustible mixture or its constituents
    • F02D41/22Safety or indicating devices for abnormal conditions
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01PCOOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P7/00Controlling of coolant flow
    • F01P7/14Controlling of coolant flow the coolant being liquid
    • F01P7/16Controlling of coolant flow the coolant being liquid by thermostatic control
    • F01P7/167Controlling of coolant flow the coolant being liquid by thermostatic control by adjusting the pre-set temperature according to engine parameters, e.g. engine load, engine speed
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02BINTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00Other engines
    • F02B75/12Other methods of operation
    • F02B2075/125Direct injection in the combustion chamber for spark ignition engines, i.e. not in pre-combustion chamber
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02BINTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B23/00Other engines characterised by special shape or construction of combustion chambers to improve operation
    • F02B23/08Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition
    • F02B23/10Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition with separate admission of air and fuel into cylinder
    • F02B23/104Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition with separate admission of air and fuel into cylinder the injector being placed on a side position of the cylinder
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02DCONTROLLING COMBUSTION ENGINES
    • F02D41/00Electrical control of supply of combustible mixture or its constituents
    • F02D41/0002Controlling intake air
    • F02D2041/001Controlling intake air for engines with variable valve actuation
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02DCONTROLLING COMBUSTION ENGINES
    • F02D41/00Electrical control of supply of combustible mixture or its constituents
    • F02D41/22Safety or indicating devices for abnormal conditions
    • F02D2041/227Limping Home, i.e. taking specific engine control measures at abnormal conditions
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02DCONTROLLING COMBUSTION ENGINES
    • F02D35/00Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
    • F02D35/02Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions
    • F02D35/027Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions using knock sensors
    • YGENERAL 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
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/10Internal combustion engine [ICE] based vehicles
    • Y02T10/12Technologies for the improvement of indicated efficiency of a conventional ICE
    • Y02T10/123Fuel injection
    • YGENERAL 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
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/10Internal combustion engine [ICE] based vehicles
    • Y02T10/18Varying inlet or exhaust valve operating characteristics
    • YGENERAL 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
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/10Internal combustion engine [ICE] based vehicles
    • Y02T10/40Engine management systems

Abstract

An internal combustion engine is operated while avoiding knocking when a compression ratio is stuck in a high compression ratio state.
In an internal combustion engine having a mechanism capable of changing a compression ratio, when it is detected that the compression ratio is stuck in a high compression ratio state, the drive timing of an intake / exhaust valve is compressed in a combustion chamber. Change the direction to reduce the temperature of the intake air. Alternatively, the operating rotation speed of the internal combustion engine may be increased by lowering the intake air temperature or cooling water temperature, or by switching the reduction ratio of the transmission to a larger value. In this case, knocking is less likely to occur, so that it is possible to operate while avoiding the occurrence of knocking even when the sticking occurs in a high compression ratio state.
[Selection] Figure 2

Description

[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention relates to a technique for changing a compression ratio of an internal combustion engine, and more particularly to a technique for appropriately operating an internal combustion engine even when a function for changing a compression ratio fails.
[0002]
[Prior art]
Internal combustion engines have excellent characteristics of being able to output relatively large power even though they are small, so they can be used as power sources for various transportation means such as automobiles, ships, and airplanes, or power sources for stationary equipment. Widely used as. The operating principle of these internal combustion engines is to burn a compressed air-fuel mixture in a combustion chamber, convert the combustion pressure generated at this time into mechanical work, and take it out as power.
[0003]
In such an internal combustion engine, a technique has been proposed in which the compression ratio of an air-fuel mixture can be changed according to operating conditions in order to achieve both an improvement in conversion efficiency (thermal efficiency) into mechanical work and an increase in maximum output. . If the compression ratio is changed according to the operating conditions, the thermal efficiency can be improved by setting the compression ratio to a low compression ratio under high load conditions to ensure a sufficient maximum output while setting the compression ratio to a high compression ratio under low to medium load conditions. It becomes possible. In general, abnormal combustion called knocking tends to occur more easily as the compression ratio becomes higher.Therefore, in an internal combustion engine in which such a compression ratio can be changed, operation is performed while changing the ignition timing in accordance with the change in the compression ratio. Have been. That is, under operating conditions in which the compression ratio is set to a high compression ratio, the ignition timing is generally set to be more retarded than in operating conditions in which the compression ratio is set to a low compression ratio.
[0004]
As described above, in the internal combustion engine that is operated while changing the compression ratio and the ignition timing in accordance with the operating conditions, if any failure occurs in the mechanism for changing the compression ratio and the engine is stuck in the high compression ratio state. In this case, only the ignition timing is changed in accordance with the change in the operating conditions. Therefore, knocking may occur depending on operating conditions. In consideration of these points, the following technology has been proposed (Patent Document 1).
[0005]
The proposed technique aims to avoid occurrence of knocking by stopping supercharging when the compression ratio is stuck in a high compression ratio state in an internal combustion engine in which the compression ratio can be changed and also performs supercharging. It is.
[0006]
[Patent Document 1]
Japanese Utility Model Publication No. Hei 1-93340
[0007]
[Problems to be solved by the invention]
However, the fact that knocking is likely to occur when the compression ratio is fixed at a high compression ratio state is not limited to the internal combustion engine that performs supercharging, but generally occurs in an internal combustion engine that can change the compression ratio. . Therefore, regardless of whether supercharging is performed or not, in all the internal combustion engines that can change the compression ratio, the development of a technology that can reliably avoid knocking when the compression ratio is stuck at a high compression ratio state has been developed. Has been requested.
[0008]
The present invention has been made to solve such a problem in the related art, and in an internal combustion engine in which the compression ratio can be changed, even if the compression ratio is stuck in a high compression ratio state, the occurrence of knocking is reliably avoided. It is an object of the present invention to provide a technique capable of operating an internal combustion engine while operating the engine.
[0009]
[Means for Solving the Problems and Their Functions and Effects]
In order to solve at least a part of the problems described above, a first internal combustion engine of the present invention has the following configuration. That is,
An internal combustion engine that outputs power by compressing intake air sucked from an intake valve in a combustion chamber and burning it with fuel,
An intake valve driving unit that includes a characteristic changing mechanism that can change a valve opening characteristic of the intake valve, and drives the intake valve;
A compression ratio changing mechanism that can change a compression ratio, which is an index indicating the degree of compression of the intake air, at least to a high compression ratio state and a low compression ratio state,
High compression ratio fixation detecting means for detecting a failure state in which the compression ratio change mechanism is fixed in the high compression ratio state;
A characteristic control unit configured to perform control for changing a valve opening characteristic of the intake valve in a direction to decrease a temperature of intake air compressed in the combustion chamber when the failure state is detected; and
The gist is to provide
[0010]
Further, the first control method of the present invention corresponding to the above-described internal combustion engine includes:
The internal combustion engine is capable of changing a compression ratio representing a degree of compression of intake air sucked into a combustion chamber via an intake valve to at least a high compression ratio state and a low compression ratio state, and compressing the intake air to burn it together with fuel. An engine control method,
Detecting that the compression ratio has become a failure state that cannot be switched from the high compression ratio state,
Changing the valve opening characteristic of the intake valve in a direction to decrease the temperature of the intake air compressed in the combustion chamber when the failure state is detected;
The gist is.
[0011]
In the first internal combustion engine and the first control method according to the present invention, when the compression ratio becomes incapable of switching from the high compression ratio state, the temperature of the intake air compressed in the combustion chamber decreases. In the direction, the valve opening characteristics of the intake valve are changed and controlled. Generally, when the temperature of the intake air compressed in the combustion chamber decreases, abnormal combustion called knocking tends to hardly occur. Therefore, if the temperature at which the intake air is compressed is reduced in this manner, even if a failure such as the compression ratio changing mechanism is stuck in the high compression ratio state occurs, it is possible to avoid occurrence of knocking due to this. . Note that the valve opening characteristics that can be changed in such control include valve opening start timing, valve opening completion timing, valve closing start timing, valve closing completion timing, valve opening speed, valve closing speed, and lift amount during valve opening. At least one of which can be considered.
[0012]
In such an internal combustion engine, the valve opening characteristics of the intake valve are changed so that the actual compression ratio, which is the compression ratio determined by the volume of the combustion chamber at the start of compression of the intake air and the volume of the combustion chamber at the end of compression, decreases. It may be controlled. For example, the actual compression ratio can be reduced by greatly shortening the closing timing of the intake valve or by greatly delaying the closing timing of the intake valve.
[0013]
As the actual compression ratio decreases, the temperature rise caused by compressing the intake air in the combustion chamber decreases. Therefore, even when the compression ratio cannot be switched from the high compression ratio state, it is possible to suppress the occurrence of knocking.
[0014]
Alternatively, in the direction from the compression top dead center to the intake bottom dead center during the intake stroke, the period during which the intake valve is closed becomes shorter, so that the opening characteristics of the intake valve, such as the timing of the on-off valve and the on-off valve speed, May be controlled.
[0015]
If the intake valve is closed during the period from the compression top dead center to the intake bottom dead center during the intake stroke, the gas (air or air-fuel mixture, etc.) in the combustion chamber adiabatically expands and the temperature decreases, and the temperature of the combustion chamber decreases. Absorb heat from walls. The heat absorbed in this way is originally the heat that is discharged from the internal combustion engine to the outside by the cooling water, etc., so that such heat is absorbed by the air in the combustion chamber, etc. is the same as warming the intake air. This means that knocking is more likely to occur. Conversely, when the compression ratio changing mechanism detects a failure state such as being stuck in a high compression ratio state, if the valve opening characteristic is controlled in a direction to shorten the closing period of the intake valve during the intake stroke, knocking will occur. Can be suppressed.
[0016]
Alternatively, when the compression ratio change mechanism detects a failure state such as being stuck in a high compression ratio state, the amount of residual combustion gas generated by burning the air-fuel mixture in the combustion chamber decreases in the combustion chamber. Alternatively, the opening characteristics of at least one of the intake valve and the exhaust valve may be changed and controlled.
[0017]
Since the combustion gas has a high temperature, if the combustion gas remains, the intake air that has flowed into the combustion chamber is heated by the combustion gas and the temperature rises, and knocking is more likely to occur. Therefore, if the amount of combustion gas remaining in the combustion chamber is reduced by controlling the valve opening characteristics of at least one of the intake valve and the exhaust valve, for example, the opening / closing valve timing, the temperature rise of the intake air is suppressed. Therefore, even in a failure state where the compression ratio changing mechanism is stuck in the high compression ratio state, occurrence of knocking can be avoided.
[0018]
Here, the residual amount of the combustion gas in the combustion chamber is determined by the opening characteristics of at least one of the intake valve and the exhaust valve, such as the on-off valve, such that the period during which the intake valve and the exhaust valve are simultaneously opened is shortened. By changing and controlling the timing, it is possible to easily reduce the timing.
[0019]
Alternatively, when at least one of the operation of driving the exhaust valve for a short time during the intake stroke or the operation of the intake valve for a short time during the exhaust stroke is performed, such an operation is suppressed. Also, it is possible to reliably reduce the residual amount of the combustion gas.
[0020]
Further, in order to solve at least a part of the problems described above, the second internal combustion engine of the present invention has the following configuration. That is, the second internal combustion engine of the present invention is an internal combustion engine that outputs power by compressing intake air sucked from an intake passage through an intake valve in a combustion chamber and burning it with fuel,
A compression ratio changing mechanism that can change a compression ratio, which is an index indicating the degree of compression of the intake air, at least to a high compression ratio state and a low compression ratio state,
High compression ratio fixation detecting means for detecting a failure state in which the compression ratio change mechanism is fixed in the high compression ratio state;
Control means for performing predetermined control for lowering the temperature of the intake air sucked from the intake passage when the failure state is detected; and
The gist is to provide
[0021]
Further, a second control method of the present invention corresponding to the above-described internal combustion engine includes:
The compression ratio representing the degree of compression of the intake air sucked into the combustion chamber can be changed at least between a high compression ratio state and a low compression ratio state, and is a method for controlling an internal combustion engine that compresses the intake air and burns it together with fuel. So,
Detecting that the compression ratio has become a failure state that cannot be switched from the high compression ratio state,
When the failure state is detected, a predetermined control for decreasing a temperature of intake air sucked from the intake passage is performed.
Is the gist.
[0022]
In the second internal combustion engine and the second control method according to the present invention, when the compression ratio cannot be switched from the high compression ratio state, the predetermined control for decreasing the temperature of the intake air flowing into the combustion chamber is performed. May be performed. If the temperature of the air flowing from the intake passage decreases, the temperature after compression also decreases accordingly. As a result, even in a failure state where the compression ratio cannot be switched from the high compression ratio state, it is possible to avoid occurrence of knocking due to this.
[0023]
Here, when a part of the combustion gas is recirculated from the exhaust passage into the intake passage, the air flowing into the combustion chamber is heated by the recirculated combustion gas. Therefore, the temperature of the air flowing into the combustion chamber can be reduced only by suppressing the recirculation amount of the combustion gas.
[0024]
Alternatively, when the intake air is heated in the intake passage, the temperature of the air flowing into the combustion chamber can be easily reduced by suppressing such heating.
[0025]
Further, the internal combustion engine includes a first fuel injection valve for injecting fuel into the intake passage, and a second fuel injection valve for injecting fuel into the combustion chamber. When the fuel is supplied by driving the valve, the following may be performed. That is, when detecting a failure state such that the compression ratio changing mechanism is stuck in the high compression ratio state, the fuel is supplied in a state where the drive ratio of the second fuel injection valve to the first fuel injection valve is increased. It is good.
[0026]
The fuel injected into the intake passage from the first fuel injection valve flows into the combustion chamber while gradually vaporizing after almost all of the fuel once adheres to the inner surface of the intake passage. On the other hand, although the fuel injected from the second fuel injection valve into the combustion chamber partially adheres to the wall surface in the combustion chamber, most of the fuel is vaporized in the combustion chamber without adhering to the wall surface to form an air-fuel mixture. Form. In the latter case, most of the heat of vaporization absorbed when the fuel is vaporized is supplied from the air in the combustion chamber. On the other hand, in the former case, the air is supplied from the wall of the intake passage. Since the intake passage is heated by the heat from the combustion chamber, when fuel is injected into the intake passage, the heat of vaporization of the fuel is supplied from the combustion chamber. As described above, since the heat supplied from the combustion chamber is originally the heat that is discharged from the internal combustion engine to outside by the cooling water or the like, the fuel vaporized by such heat does not flow into the combustion chamber. It is almost equivalent to warming the intake air. Conversely, when fuel is injected into the combustion chamber, it is almost equivalent to cooling the intake air by the heat of vaporization of the fuel. For this reason, when the compression ratio changing mechanism is in a failure state such as being stuck in the high compression ratio state, if the ratio of the fuel supplied from the second fuel injection valve is increased, the air flowing into the combustion chamber is reduced. Knocking can be suppressed from occurring by the same effect as cooling.
[0027]
In order to solve at least a part of the problems described above, a third internal combustion engine of the present invention has the following configuration. That is, the third internal combustion engine of the present invention
An internal combustion engine that outputs a power by compressing an air-fuel mixture in a combustion chamber and burning the compressed air-fuel mixture,
A compression ratio changing mechanism that can change a compression ratio, which is an index indicating the degree of compression of the air-fuel mixture, to at least a high compression ratio state and a low compression ratio state,
High compression ratio fixation detecting means for detecting a failure state in which the compression ratio change mechanism is fixed in the high compression ratio state;
When the failure state is detected, combustion chamber temperature lowering means for lowering the wall temperature of the combustion chamber.
The gist is to provide
[0028]
Further, a third control method of the present invention corresponding to the above-described internal combustion engine includes:
The compression ratio representing the degree of compression of the intake air sucked into the combustion chamber can be changed at least between a high compression ratio state and a low compression ratio state, and is a method for controlling an internal combustion engine that compresses the intake air and burns it together with fuel. So,
Detecting that the compression ratio has become a failure state that cannot be switched from the high compression ratio state,
When the failure state is detected, control is performed to lower the wall temperature of the combustion chamber.
Is the gist.
[0029]
In the third internal combustion engine and the third control method according to the present invention, when the compression ratio becomes a failure state in which the compression ratio cannot be switched from the high compression ratio state, control is performed to lower the wall surface temperature of the combustion chamber.
[0030]
Knocking is considered to occur because the air-fuel mixture is compressed near the combustion chamber wall and self-ignites.If the temperature of the combustion chamber wall is reduced, the air-fuel mixture near the wall is cooled to generate knocking. Is considered to be possible. Therefore, even in the case where the compression ratio changing mechanism is in a failure state such as being stuck in the high compression ratio state, it is possible to avoid occurrence of knocking.
[0031]
Here, the temperature of the wall surface of the combustion chamber can be easily reduced by setting the temperature of the cooling water to a relatively low temperature, and thus the occurrence of knocking can be easily avoided.
[0032]
Also, some internal combustion engines set the cooling water temperature higher when the internal combustion engine is under predetermined operating conditions in order to improve thermal efficiency. If the cooling water temperature is increased, the viscosity of the lubricating oil is reduced, so that the friction loss is reduced, and as a result, the thermal efficiency can be improved. However, increasing the cooling water temperature is disadvantageous to knocking, that is, knocking is likely to occur. Therefore, in a failure state in which the compression ratio changing mechanism is stuck in the high compression ratio state, knocking can be avoided by suppressing such high water temperature control.
[0033]
In order to solve at least a part of the problems described above, a fourth internal combustion engine of the present invention has the following configuration. That is, the fourth internal combustion engine of the present invention
An internal combustion engine that compresses a mixture of air and fuel in a combustion chamber and outputs power generated when the mixture is burned, from an output shaft,
Power transmission means for transmitting power output by the internal combustion engine to a drive shaft that drives a load of the internal combustion engine while reducing the rotation speed of the output shaft at a predetermined ratio;
A compression ratio changing mechanism that can change a compression ratio, which is an index indicating the degree of compression of the air-fuel mixture, to at least a high compression ratio state and a low compression ratio state,
High compression ratio fixation detecting means for detecting a failure state in which the compression ratio change mechanism is fixed in the high compression ratio state;
When the failure state is detected, a reduction ratio control unit that controls the operation of the power transmission unit in a direction in which a reduction ratio that is a ratio of a rotation speed of the output shaft to the drive shaft increases.
The gist is to provide
[0034]
Further, a fourth control method of the present invention corresponding to the above internal combustion engine includes:
The compression ratio indicating the degree of compression of the intake air sucked into the combustion chamber can be changed at least between a high compression ratio state and a low compression ratio state, and the intake air is compressed and burned together with fuel to generate power generated by combustion. Control method of an internal combustion engine that outputs from a power shaft,
Detecting that the compression ratio has become a failure state that cannot be switched from the high compression ratio state,
While transmitting the power output by the internal combustion engine to the drive shaft that drives the load of the internal combustion engine while reducing the rotation speed of the output shaft at a predetermined ratio,
When the failure state is detected, control is performed such that a reduction ratio, which is a ratio of a rotation speed of the output shaft to the drive shaft, is increased.
Is the gist.
[0035]
In the fourth internal combustion engine and the fourth control method according to the present invention, when the compression ratio change is changed from the high compression ratio state to a failure state that does not need to be changed, the control for changing the setting of the reduction ratio to a large value is performed. I do.
[0036]
If the setting of the reduction ratio is changed to a large value, the internal combustion engine will be operated at a higher rotation speed if the rotation speed of the drive shaft is constant. As the rotation speed increases, the time required for sucking air into the combustion chamber decreases accordingly, so that the amount of intake air sucked into the combustion chamber in each intake stroke decreases, and as a result, knocking is suppressed. Will be done. For this reason, when the compression ratio changing mechanism is stuck in the high compression ratio state, it is preferable to change the setting of the reduction ratio to a large value so that occurrence of knocking can be avoided.
[0037]
BEST MODE FOR CARRYING OUT THE INVENTION
In order to more clearly explain the operation and effect of the present invention, embodiments of the present invention will be described in the following order.
A. Device configuration:
B. Engine control:
C. Modification:
C-1. First modification:
C-2. Second modification:
C-3. Third modification:
C-4. Fourth modification:
[0038]
A. Device configuration:
FIG. 1 is an explanatory diagram conceptually showing the configuration of an engine 10 of the present embodiment having a variable compression ratio mechanism. As shown in the figure, the engine 10 mainly includes a cylinder head 20, a cylinder block ASSY30, a main moving ASSY40, an intake passage 50, an exhaust passage 58, an EGR passage 70, and an engine control unit (hereinafter, referred to as an engine control unit). (ECU) 60 and the like.
[0039]
The cylinder block ASSY 30 includes an upper block 31 to which the cylinder head 20 is attached, and a lower block 32 in which the main moving ASSY 40 is stored. Further, an actuator 33 is provided between the upper block 31 and the lower block 32. By driving the actuator 33, the upper block 31 can be moved vertically with respect to the lower block 32. ing. Further, a cylindrical cylinder 34 is formed inside the upper block 31, and the outer surface of the cylinder 34 is structured to be cooled by cooling water. The temperature of the cooling water can be detected by a water temperature sensor 64 provided in the upper block 31.
[0040]
The main moving ASSY 40 includes a piston 41 provided inside the cylinder 34, a crankshaft 43 rotating inside the lower block 32, a connecting rod 42 connecting the piston 41 to the crankshaft 43, and the like. The piston 41, the connecting rod 42, and the crankshaft 43 constitute a so-called crank mechanism. As the crankshaft 43 rotates, the piston 41 slides up and down in the cylinder 34 as the crankshaft 43 rotates. , The crankshaft 43 rotates in the lower block 32.
[0041]
When the cylinder head 20 is attached to the cylinder block ASSY 30, a combustion chamber is formed on the lower surface side (the side in contact with the upper block 31) of the cylinder head 20 and the portion surrounded by the cylinder 34 and the piston 41. Therefore, when the upper block 31 is moved upward by using the actuator 33, the cylinder head 20 is also moved upward, and the volume in the combustion chamber is increased, so that the compression ratio can be lowered. Conversely, if the cylinder head 20 is moved downward together with the upper block 31, the volume in the combustion chamber is reduced, and the compression ratio can be increased.
[0042]
The compression ratio can be detected by using a compression ratio sensor 63 provided in the lower block 32. In this embodiment, a stroke sensor is used as the compression ratio sensor 63, and the compression ratio is detected by detecting the relative position of the upper block 31 with respect to the lower block 32. Of course, the compression ratio is not limited to such a method, and can be detected by another method. For example, a pressure sensor may be provided in the cylinder head 20, and the compression ratio may be detected based on the pressure in the combustion chamber.
[0043]
The cylinder head 20 is formed with an intake port 23 for taking in air into the combustion chamber and an exhaust port 24 for discharging exhaust gas from the combustion chamber, and at a portion where the intake port 23 opens to the combustion chamber. An intake valve 21 is provided, and an exhaust valve 22 is provided at a portion where the exhaust port 24 opens to the combustion chamber. The intake valve 21 and the exhaust valve 22 are driven by electric actuators 73 and 74, respectively. The electric actuators 73 and 74 are configured by laminating a plurality of electrostrictive elements such as piezo elements, and deform at an extremely high speed according to the applied voltage. Under the control of the ECU 60, if a drive voltage is applied to the electric actuators 73 and 74 at appropriate timing in accordance with the movement of the piston to open and close the intake valve 21 and the exhaust valve 22, air is sucked into the combustion chamber, or Exhaust gas can be exhausted from the combustion chamber. The cylinder head 20 is also provided with a spark plug 27 for igniting a mixture formed in the combustion chamber by blowing a spark.
[0044]
An intake passage 50 for guiding outside air to the cylinder head 20 is connected to the intake port 23 of the cylinder head 20, and an air cleaner 51 is provided at an upstream end of the intake passage 50. Further, the engine 10 of the present embodiment is a so-called four-cylinder engine having four combustion chambers, and the intake passages 50 of the respective combustion chambers are joined by a surge tank 54. After air and other foreign substances such as dust are removed by the air cleaner 51, the air sucked into the combustion chamber is distributed to the intake passages 50 of the respective combustion chambers by the surge tank 54 and flows into the respective combustion chambers via the intake ports 23. I do. An intake heater 56 is provided in an intake passage 50 branched from the surge tank 54 for each combustion chamber. When the engine 10 is not warm, the intake heater 56 is energized under the control of the ECU 60. Therefore, it is possible to warm the air sucked into each combustion chamber.
[0045]
A throttle valve 52 is provided in the intake passage 50 on the upstream side of the surge tank 54, and the amount of air flowing into the combustion chamber is controlled by controlling the opening of the throttle valve 52 using an electric actuator 53. be able to. The flow rate of the air passing through the throttle valve 52 can be measured by the air flow sensor 57. Each combustion chamber is provided with two fuel injection valves 26 and 55. The fuel injection valves 26 provided in the cylinder head 20 directly inject fuel into the combustion chamber, and the fuel injection valves 55 provided in the intake passages 50 supply fuel from the respective intake passages 50 toward the intake ports 23. Inject. The fuel injected from the fuel injection valve 26 or the fuel injection valve 55 evaporates in each combustion chamber to form a mixture of fuel and air in the combustion chamber.
[0046]
An exhaust passage 58 is connected to the exhaust port 24 of each combustion chamber, and the exhaust gas discharged from the combustion chamber is guided to the outside by the exhaust passage 58 and discharged. The exhaust passage 58 and the intake passage 50 are connected by an EGR passage 70, and a part of the exhaust gas flowing through the exhaust passage 58 is returned to the intake passage 50 through the EGR passage 70 and is sucked. The air flows into the combustion chamber together with the air. An EGR valve 72 is provided in the middle of the EGR passage 70. By adjusting the opening of the EGR valve, the flow rate of the recirculated exhaust gas (EGR gas) can be controlled.
[0047]
The ECU 60 is a microcomputer in which a ROM, a RAM, an input / output circuit, and the like are connected to each other by a bus centering on a central processing unit (hereinafter, CPU). The ECU 60 reads necessary information from a crank angle sensor 61 provided on the crankshaft 43, an accelerator opening sensor 62 incorporated in the accelerator pedal, an air flow sensor 57, and the like, and electrically drives the electric actuators 73 and 74, the fuel injection valve, and the like. By driving the ignition plugs 26 and 55, the ignition plug 27, and the like at appropriate timing, the air-fuel mixture is burned in the combustion chamber to generate power. The drive of the electric actuator 53 is controlled to adjust the amount of intake air, the actuator 33 is controlled to switch the compression ratio, and the amount of electricity to the intake heater 56 is controlled based on the output of the water temperature sensor 64. The processing is also controlled by the ECU 60.
[0048]
In the engine 10 having the above-described configuration, it is possible that some trouble occurs in the mechanism for switching the compression ratio including the actuator 33 and the engine 10 is stuck in the high compression ratio state. As described above, as the compression ratio increases, abnormal combustion called knocking tends to occur more easily. When knocking occurs, specific noise that gives a sense of incongruity to the driver is generated. For this reason, if the engine 10 is operated while the engine 10 is stuck in the high compression ratio state, knocking may cause the driver to feel uncomfortable. In order to avoid such a situation, the engine 10 performs the following engine control.
[0049]
B. Engine control:
FIG. 2 is a flowchart showing a flow for controlling the operation of the engine 10 in the present embodiment. Hereinafter, description will be made according to the flowchart.
[0050]
When starting the engine control routine, the ECU 60 first detects the operating conditions of the engine (step S100). As the operating conditions, the engine speed Ne, the accelerator opening θac, the coolant temperature, and the like are detected. The engine rotation speed Ne is calculated from the output of the crank angle sensor 61, and the accelerator opening θac can be detected by using the accelerator opening sensor 62, and the coolant temperature can be detected by the water temperature sensor 64.
[0051]
Next, a process of setting a compression ratio according to the operating conditions of the engine 10 is performed (step S102). In the ROM of the ECU 60, an appropriate compression ratio according to the operating conditions is stored in advance in the form of a map using the engine rotation speed Ne and the accelerator opening θac as parameters. FIG. 3 is an explanatory diagram conceptually showing a state in which an appropriate compression ratio is stored in a ROM in the form of a map. In step S102, by referring to such a map, the compression ratio appropriately set according to the operating conditions is read, and then the actuator 33 is driven to set the compression ratio of the engine 10.
[0052]
After setting the compression ratio, the ECU 60 detects the compression ratio (step S104). As described with reference to FIG. 1, the lower block 32 of the engine 10 is provided with the compression ratio sensor 63, and the ECU 60 can detect the compression ratio based on the output of this sensor.
[0053]
Subsequently, by comparing the compression ratio set in step S102 with the compression ratio detected in step S104, it is confirmed that the mechanism for changing the compression ratio is not stuck in the high compression ratio state (step S106). ). In other words, if the detected compression ratio is high even though the set compression ratio is low, it is determined that the mechanism for changing the compression ratio is stuck in the high compression ratio state. can do. If it is determined that such fixation has not occurred (step S106: no), the operation mode is set to the normal operation mode (step S108), and it is determined that the fixation is performed in the high compression ratio state. (Step S106: yes), a knock avoidance mode is set (step S110). As will be described in detail later, in the engine control according to the present embodiment, knocking is prevented from occurring even when the compression ratio changing mechanism is stuck in the high compression ratio state by performing the following control according to the operation mode thus set. It is possible to do.
[0054]
After setting the operation mode in this way, the intake heating control is started (step S112). In this control, when the engine 10 is not warm, for example, immediately after starting, the intake air is heated using the intake heater 56 provided in the intake passage 50, thereby promoting the warm-up of the engine. If the intake air is heated, vaporization of the fuel is promoted, so that the air-fuel mixture can be stably burned even when the engine is not warm. In addition, if the intake air is heated, the compression start temperature of the air-fuel mixture increases, so that the combustion of the air-fuel mixture is promoted from this point, and the engine can be quickly warmed up.
[0055]
In step S112, the warm-up state of the engine is determined based on the cooling water temperature detected by the water temperature sensor 64, and a process of controlling the amount of power to the intake heater in accordance with the warm-up state of the engine is performed. In the ROM of the ECU 60, the amount of power supply to the cooling water temperature is stored in the form of a map. FIG. 4 is an explanatory diagram conceptually showing such a map. The solid line in the drawing indicates a map referred to when the vehicle is driven in the normal operation mode, and the broken line in the drawing indicates a map referred to when the vehicle is driven in the knock avoidance mode. As shown in the figure, during operation in the knock avoidance mode, even when the coolant temperature is low, the intake heater is not energized at all, or even when energized, the amount of energization is greatly suppressed as compared to the normal operation state. As described above, when the intake air is heated, the compression start temperature of the air-fuel mixture increases. Therefore, when the engine 10 is stuck at a high compression ratio, knocking may occur. Therefore, in such a case, the occurrence of knocking can be avoided by prohibiting or suppressing the heating by the intake heater.
[0056]
The ECU 60 performs the EGR control following the intake air heating control (step S114). The EGR control refers to control for returning a part of the exhaust gas flowing in the exhaust passage 58 into the combustion chamber. If a part of the exhaust gas is recirculated by performing the EGR control, the concentration of nitrogen oxides, so-called NOx, contained in the exhaust gas can be reduced. If the recirculation amount (EGR gas amount) of the exhaust gas is too large, the air-fuel mixture will not stably burn. From this, there is an optimum value for the EGR gas amount according to the operating conditions, and an optimum value also exists for the opening degree of the EGR valve 72. In step S114, processing is performed to set the opening of the EGR valve 72 to an optimal opening according to the operating conditions of the engine 10. Specifically, in the ROM of the ECU 60, as shown in FIG. 5, the optimum opening of the EGR valve 72 according to the operating conditions is determined in the form of a map using the engine speed and the accelerator opening as parameters. The opening of the EGR valve 72 is set to an optimal opening by referring to the stored map.
[0057]
Here, as shown in FIG. 5, a map referred to during the operation in the normal operation mode and a map referred to during the operation in the knock avoidance mode are stored in the ECU 60 as different maps. . The map in the knock avoidance mode is set so that the EGR valve 72 is fully closed, as compared to the map in the normal operation mode, or depending on the operating conditions. That is, during the operation in the knock-avoidance mode, the operation is performed with the EGR valve opening slightly closing compared to the operation in the normal operation mode. If the opening degree of the EGR valve is set to be slightly closed in the knock avoidance mode in this manner, the occurrence of knocking can be avoided for the same reason as in the case of suppressing the intake air heating control described above. That is, since the exhaust gas has a higher temperature than the intake air, when a part of the exhaust gas is recirculated to the intake passage 50, the intake air is heated by the high-temperature exhaust gas, and the compression start temperature of the air-fuel mixture is increased. Become. Therefore, when the EGR valve is stuck in the high compression ratio state, the compression start temperature of the air-fuel mixture can be suppressed and knocking can be avoided by setting the opening of the EGR valve to be slightly closed. It becomes.
[0058]
Subsequent to the EGR control, drive control of the intake and exhaust valves is performed (step S116). This is control for driving the electric actuators 73 and 74 at appropriate timing so as to open and close the intake valve 21 and the exhaust valve 22 at appropriate timing in accordance with the rotation of the crankshaft 43. FIG. 6 is an explanatory diagram showing the timing of opening and closing the intake valve 132 and the exhaust valve 134 in accordance with the rotation of the crankshaft 43. FIG. FIG. 6B shows the opening and closing timing in the knock avoidance mode. In the figure, TDC indicates the position where the piston is fully raised, that is, the timing at the top dead center, and BDC indicates the position where the piston is fully lowered, that is, the bottom dead center. The timing at the point is shown. In FIG. 6, white arrows indicate periods when the intake valve 21 is open, and arrows with fine hatching indicate periods when the exhaust valve 22 is open. The asterisk indicates the timing at which a spark is blown from the spark plug 27 to ignite the air-fuel mixture. In step S116, in the normal operation mode, the intake valve 21 and the exhaust valve 22 are driven at the timing shown in FIG. 6A, and in the knock avoidance mode, it is shown in FIG. 6B. Control is performed to drive the electric actuators 73 and 74 so as to be driven at the timing. In this embodiment, the drive timing of the intake valve 21 and the exhaust valve 22 is realized by changing the drive timing of the electric actuators 73 and 74. However, the operation timing of the intake and exhaust valves 21 and 22 is determined by the phase of the cam. It may be realized by using an adjusting mechanism and controlling the phase of the cam with a hydraulic actuator or the like. It is not always necessary to be able to adjust the opening / closing valve timing of both the intake and exhaust valves 21 and 22. Any configuration that can adjust either the valve opening timing or the valve closing timing can be adopted.
[0059]
Here, as shown in FIG. 6, the opening and closing timing in the knock avoidance mode is largely different from the opening and closing timing in the normal operation mode in the following two points. First, in the normal operation mode shown in FIG. 6A, there is an overlap period (a period in which the intake valve 21 and the exhaust valve 22 are simultaneously opened near TDC). In the knock avoidance mode shown in FIG. 6B, no overlap period is provided. Secondly, in the normal operation mode, the intake valve 21 closes near the BDC, whereas in the knock avoidance mode, the intake valve 21 closes at a timing that is far beyond the BDC. Even if the compression ratio change mechanism is stuck in the high compression ratio state, if the knock avoidance mode is set, opening and closing the intake and exhaust valves at such a timing will avoid knocking for the following reasons. Can be.
[0060]
First, in the overlap period, since the exhaust valve 22 and the intake valve 21 are both open, the exhaust gas flows back into the intake passage 50 due to the pressure difference between the exhaust passage 58 and the intake passage 50. The exhaust gas that has flowed back in this way flows into the combustion chamber together with the intake air in the subsequent intake stroke, which is eventually the same as recirculating a part of the exhaust gas. Such a phenomenon that the exhaust gas recirculates via the combustion chamber is called internal EGR. On the other hand, recirculating exhaust gas from the exhaust passage 58 to the intake passage 50 via the EGR passage 70 provided outside the combustion chamber may be referred to as external EGR. The internal EGR also raises the temperature of the air-fuel mixture similarly to the above-mentioned external EGR, so that it acts in a disadvantageous direction against the occurrence of knocking. Therefore, if the overlap period is shortened or the overlap period is abolished as illustrated in FIG. 6B, knocking is avoided even when the compression ratio changing mechanism is stuck in the high compression ratio state. It becomes possible.
[0061]
Also, while the intake valve 21 is open, even if the piston 41 rises, the air-fuel mixture escapes from the combustion chamber into the intake passage, so that the air-fuel mixture does not actually compress. That is, even if the piston 41 starts to rise after passing BDC, the compression of the air-fuel mixture is actually started in the combustion chamber after the intake valve 21 is closed. For this reason, even if the compression ratio changing mechanism is stuck in the high compression ratio state, it is possible to avoid knocking if the valve closing timing of the intake valve 21 is delayed more than BDC.
[0062]
Here, the description has been made assuming that the closing timing of the intake valve 21 is delayed from BDC, but the same effect can be obtained by making the closing timing earlier than BDC. That is, if the intake valve 21 is closed while the piston 41 is descending, the pressure in the combustion chamber decreases as the piston 41 lowers (as the volume in the combustion chamber increases) from the valve closing to BDC. I do. When the piston 41 starts to rise, the pressure recovers as the volume in the combustion chamber decreases, and when the volume becomes the same as when the intake valve 21 is closed, the pressure returns to the pressure before the reduction. In other words, even if the piston 41 is raised, only the pressure in the combustion chamber is recovered until the volume becomes the same as the volume in the combustion chamber when the intake valve 21 is closed, and the actual mixture Compression will be initiated by a subsequent piston rise. Accordingly, when the compression ratio changing mechanism is stuck in the high compression ratio state, knocking can be avoided even if the closing timing of the intake valve 21 is significantly advanced from BDC.
[0063]
The ECU 60 starts the fuel injection control following the intake / exhaust drive control (step S118). As described with reference to FIG. 1, in the engine 10, the fuel injection valve 26 that can directly inject fuel into the combustion chamber and the fuel injection valve 55 that injects fuel into the intake passage 50 are provided. If the fuel is directly injected into the combustion chamber, the fuel spray is unevenly distributed in the combustion chamber, so that a portion having a high fuel concentration (low air-fuel ratio) and a portion having a low fuel concentration (high air-fuel ratio) can be formed. . If an air-fuel mixture having an appropriate air-fuel ratio distribution is formed in the combustion chamber, it is possible to save the fuel amount as a whole and improve the thermal efficiency of the engine. The method of directly injecting fuel into the combustion chamber is sometimes called in-cylinder injection.
[0064]
On the other hand, if the fuel is injected into the intake passage, the injected fuel is mixed with air while being vaporized, and is then sucked into the combustion chamber, so that a uniform mixture of fuel and air is sufficiently mixed. It can be formed indoors. When high output is required, it is desirable to form such a uniform air-fuel mixture. Note that a method of injecting fuel into the intake passage is sometimes called port injection.
[0065]
The engine 10 employs an appropriate fuel injection method according to the operating conditions so that the air-fuel mixture can be appropriately formed by utilizing the characteristics of the in-cylinder injection or the port injection. In the ROM of the ECU 60, an appropriate fuel injection method is stored in the form of a map according to the operating conditions of the engine. FIG. 7 is an explanatory diagram conceptually showing such a map. As shown in the drawing, the ROM stores a map for the normal operation mode and a map for the knock avoidance mode, and the respective maps are referred to according to the set mode. The map referred to in the normal operation mode is set so that port injection is performed when the engine speed is high or the accelerator opening is high, and in-cylinder injection is performed under other operating conditions. In this case, sufficient output can be ensured by performing port injection during high rotation and high load, and thermal efficiency of the engine can be improved by performing in-cylinder injection during low rotation and low load. On the other hand, in the knock avoidance mode, the ratio of in-cylinder injection is increased. In the example of FIG. 7, the knock avoidance mode is set to perform in-cylinder injection in the entire operation range. However, it is sufficient if the ratio of in-cylinder injection is higher than that in the normal operation mode, for example, It is also possible to extend the region of in-cylinder injection, or to inject a part of fuel into the cylinder during port injection. As described above, it is possible to suppress the occurrence of knocking by increasing the ratio of in-cylinder injection. Hereinafter, the reason will be briefly described.
[0066]
When fuel is injected into the intake passage (port injection), the fuel once adheres to the inner surface of the intake passage and then flows into the combustion chamber while gradually evaporating. At the time of vaporization, the fuel absorbs heat of vaporization for vaporization from the wall surface of the intake passage. On the other hand, when fuel is injected into the combustion chamber (in-cylinder injection), some of the fuel adheres to the wall surface of the combustion chamber, but most of the fuel vaporizes without adhering to the wall surface. To form an air-fuel mixture. The heat of vaporization at this time is absorbed from the air flowing into the combustion chamber and the combustion gas remaining without being exhausted from the combustion chamber. That is, in port injection, heat of vaporization taken from the intake passage wall surface flows into the combustion chamber together with vaporized fuel, whereas in-cylinder injection vaporizes in the combustion chamber without touching the wall surface. No heat flows into the combustion chamber. Therefore, when in-cylinder injection is performed, the temperature of the air-fuel mixture in the combustion chamber becomes lower than in port injection. It can be considered that, simply, when the in-cylinder injection is performed, the fuel is vaporized in the combustion chamber, so that the temperature of the air-fuel mixture becomes lower by the amount of cooling of the air by the heat of vaporization. Knocking can also be considered as a phenomenon in which the air-fuel mixture self-ignites due to the rise in temperature when the air-fuel mixture is compressed, so if in-cylinder injection is performed to lower the air-fuel mixture temperature, knocking can be suppressed. It becomes possible.
[0067]
In step S118 in FIG. 2, an appropriate fuel injection method according to the operating conditions is selected by referring to the map shown in FIG. After calculating the fuel injection amount based on the intake air amount detected by the air flow sensor 57, the fuel injection valve 55 or the fuel injection valve 26 is driven according to the selected injection method. Thus, an air-fuel mixture having an appropriate air-fuel ratio is formed in the combustion chamber.
[0068]
The ECU 60 performs the ignition control following the fuel injection control (step S120). In the ignition control, a process of igniting the air-fuel mixture compressed in the combustion chamber by performing a spark from the ignition plug 27 at an appropriate timing according to the operating conditions. In the ROM in the ECU 60, an appropriate ignition timing is stored in advance in the form of a map in accordance with the operating conditions of the engine. FIG. 8 is an explanatory diagram illustrating such a map. In the ignition control, the ECU 60 reads out the ignition timing according to the operating condition by referring to the map, and then performs a process of flying a spark from the ignition plug 27 at an appropriate timing. As a result, the air-fuel mixture burns in the combustion chamber, and the pressure in the combustion chamber rises. This pressure is converted into mechanical work by the crank mechanism and output to the outside as power.
[0069]
Next, ECU 60 determines whether or not the driver has instructed to stop engine 10 (step S122). If it is determined that the driver has instructed to stop engine 10 (step S122) S122: yes), the engine control routine shown in FIG. 2 ends. Conversely, if the instruction to stop the engine 10 has not been issued (step S122: no), the process returns to step S100 to repeat the series of processes described above.
[0070]
As described above, the engine 10 of the present embodiment detects whether the mechanism for changing the compression ratio is stuck in the high compression ratio state, and determines whether the mechanism for changing the compression ratio is stuck in the high compression ratio state. The control is performed in the knock avoidance mode. In the knock avoidance mode, the intake air heating control and the EGR control are suppressed as compared with the normal operation mode. Also, the opening / closing timing of the intake / exhaust valves is controlled such that the overlap period is shortened, the internal EGR is reduced, and the closing timing of the intake valves is changed in a direction away from BDC to lower the actual compression ratio. Is done. In addition, the fuel injection method is also changed so that the ratio of in-cylinder injection increases. Each of these changes has the effect of suppressing the occurrence of knocking. Therefore, even when the compression ratio of the engine 10 is stuck in a high compression ratio state, the occurrence of knocking is controlled by controlling the engine in the knock avoidance mode. Can be avoided. Note that these controls may be performed in combination of two or more controls as described above, or may be performed independently of each other.
[0071]
C. Modification:
There are various modifications in the above-described embodiment. Hereinafter, these modifications will be briefly described.
[0072]
C-1. First modification:
In the knock avoidance mode, the opening / closing timing of the intake valve 21 may be changed as follows. That is, in the knock avoidance mode, the timing during which the intake valve 21 is closed during the lowering of the piston during the intake stroke may be set to be shorter than in the normal operation mode.
[0073]
FIG. 9 is an explanatory diagram showing the opening / closing timing of the intake valve in the first modified example. FIG. 9A shows the opening and closing timing of the intake valve 21 in the normal operation mode, and FIG. 9B shows the opening and closing timing in the knock avoidance mode. In the normal operation mode shown in FIG. 9A, the intake valve 21 opens after the piston 41 has slightly lowered from TDC, and closes before the piston 41 reaches BDC. Therefore, during the period shown by the broken line in FIG. 9A, the intake valve 21 is closed despite the piston 41 being lowered. As described above, when the piston 41 descends with the intake valve 21 closed, the air or the residual gas in the combustion chamber adiabatically expands and removes heat from the combustion chamber wall surface, so that it is the same as just warming the air in the combustion chamber. As a result, knocking easily occurs. On the other hand, when the intake valve 21 is opened and closed at the timing shown in FIG. 9B, the valve is opened near TDC and closed near BDC, and the piston 41 is closed with the intake valve 21 closed. The descent period is greatly shortened, and knocking is less likely to occur. Therefore, in the knock avoidance mode, the occurrence of knocking is avoided by changing the opening / closing timing of the intake valve 21 from that shown in FIG. 9A to that shown in FIG. 9B. It is possible to do.
[0074]
In the example of FIG. 9A, the state where the piston 41 descends while the intake valve 21 is closed occurs at two timings near TDC and near BDC. In the example of FIG. 9B, Such a state is suppressed at any timing. However, the period during which the piston 41 descends with the intake valve 21 closed may be shortened as a whole, and the opening / closing timing of the intake valve 21 is not limited to the example shown in FIG.
[0075]
C-2. Second modification:
In the above-described embodiment, in the knock avoidance mode, the internal EGR is reduced by shortening the overlap period in which the intake valve 21 and the exhaust valve 22 are simultaneously opened near the intake TDC. However, in order to more actively perform internal EGR in some engines, the exhaust valve is opened for a short period during the intake stroke, or the intake valve is opened for a short period during the exhaust stroke. Some things do. In such an engine, in the knock avoidance mode, the intake and exhaust valves may be driven as follows.
[0076]
FIG. 10 is an explanatory diagram showing the movement of a valve for actively performing internal EGR. FIG. 10 shows how the valve lift changes with the crank angle. The solid line shows the movement of the intake valve 21, and the broken line shows the movement of the exhaust valve 22. FIG. 10A illustrates a case where the intake valve 21 is opened during the exhaust stroke, and FIG. 10B illustrates a case where the exhaust valve 22 is opened during the intake stroke. For example, the case of FIG. 10A will be described. In the exhaust stroke, the exhaust valve 22 is lifted to exhaust the exhaust gas in the combustion chamber to the exhaust passage 58. At this time, if the intake valve 21 is opened for a short period, the exhaust gas flows backward from the combustion chamber to the intake passage 50. The exhaust gas that has flowed back in this manner is drawn into the combustion chamber as EGR gas in the next intake stroke.
[0077]
In the case of FIG. 10B, the intake valve 21 is lifted in the intake stroke to allow air to flow from the intake passage 50 into the combustion chamber. At this time, when the exhaust valve 22 is opened for a short period, the exhaust gas in the exhaust passage 58 is pushed by the back pressure, passes through the combustion chamber, and flows back into the intake passage 50. In the subsequent intake stroke, the exhaust gas that has flowed back in this way flows into the combustion chamber as EGR gas.
[0078]
As shown in FIG. 10, if the exhaust valve is opened only for a short period during the intake stroke, or if the intake valve is opened only for a short period during the exhaust stroke, the internal EGR can be actively performed. In the engine performing such control, in the knock avoidance mode, the opening amount of the exhaust valve during the intake stroke may be suppressed, or the opening amount of the intake valve during the exhaust stroke may be suppressed. . Here, suppressing the valve opening amount includes, in addition to reducing the lift amount and shortening the valve opening period, stopping the valve opening itself. If the valve opening amount is suppressed in this way, the internal EGR amount decreases, so that occurrence of knocking can be avoided.
[0079]
C-3. Third modification:
In the knock avoidance mode, the occurrence of knocking may be suppressed by controlling the cooling water temperature. Hereinafter, such a third modified example will be described.
[0080]
FIG. 11 is an explanatory diagram conceptually showing a configuration of a mechanism (cooling system) for controlling the temperature of the cooling water when the engine 10 is viewed from the upper surface side (from above the cylinder head 20). The engine 10 is a so-called four-cylinder engine, and has four cylinders 34. “# 1”, “# 2”, “# 3”, and “# 4” shown in the figure represent these four cylinders. The cooling system of the engine 10 cools the cylinder 34 and the combustion chamber, a water pump 80 for pumping cooling water to cool the cylinder 34 and the combustion chamber, a radiator 82 for releasing heat of the high-temperature cooling water. A cooling passage 84 for guiding the cooling water to the radiator 82; a recirculation passage 86 for returning the cooling water that has exited the radiator 82 to the water pump 80; and a bypass passage for bypassing the radiator 82 when heat radiation of the cooling water is unnecessary. And a switching valve 90 for switching the bypass passage 88 under the control of the ECU 60.
[0081]
The ECU 60 can control the temperature of the cooling water by controlling the switching valve 90 while monitoring the output of the water temperature sensor 64 provided in the upper block 31. Hereinafter, this control will be described with reference to FIG.
[0082]
FIG. 11A shows a state in which the engine 10 is operated while radiating the cooling water by the radiator 82. Arrows shown by solid lines in the drawing represent flows of the cooling water. When the cooling water is introduced to the radiator 82, the switching valve 90 is switched to the “open” state under the control of the ECU 60. The cooling water is pumped by a water pump 80 to cool the inside of the engine, is guided to a radiator 82 via a cooling passage 84, passes through a return passage 86 and a switching valve 90, and is again pumped into the engine by a water pump 80. You.
[0083]
When the temperature of the cooling water is not so high and it is not necessary to radiate heat by the radiator 82, the ECU 60 switches the switching valve to the "closed" state. In this case, the cooling water is supplied to the water pump 80 not from the return passage 86 but from the bypass passage 88. That is, the cooling water that has passed through the inside of the engine is supplied to the water pump 80 through the bypass passage 88 and flows by bypassing the radiator 82. When the engine is operated while bypassing the radiator 82 in this manner, the temperature of the cooling water gradually increases. When the cooling water temperature rises, the switching valve 90 is opened again so that the cooling water passes through the radiator 82, so that the cooling water temperature gradually decreases.
[0084]
As is clear from the above description, if the switching valve 90 is switched while the coolant temperature sensor 64 detects the coolant temperature, the coolant temperature of the engine 10 can be controlled to an arbitrary temperature. If the engine is operated at a relatively low load, controlling the coolant temperature to a higher temperature will reduce the friction loss that lowers the viscosity of the lubricating oil, thus improving the thermal efficiency of the engine. is there.
[0085]
Generally, it is considered that knocking is strongly affected by the wall temperature of the combustion chamber. This is because the phenomenon in which the air-fuel mixture is compressed near the wall of the combustion chamber and self-ignites is a phenomenon called knocking, and it is considered that knocking is unlikely to occur because the self-ignition is suppressed when the wall surface temperature decreases. . For this reason, in the engine in which the coolant temperature can be controlled, in the knock avoidance mode, the coolant temperature is controlled to a lower value, or the control is performed to set the coolant temperature to a higher value in order to improve thermal efficiency. , Knocking can be avoided.
[0086]
C-4. Fourth modification:
Alternatively, in the knock avoidance mode, the occurrence of knocking may be suppressed by switching the setting of the transmission in a direction in which the reduction ratio increases. Hereinafter, such a fourth modified example will be described.
[0087]
FIG. 12 is an explanatory diagram conceptually showing a state in which the transmission 100 is connected to the engine 10. The transmission 100 receives power from the crankshaft 43 of the engine 10 and outputs the power from a drive shaft 143 connected to a load. At this time, the rotation speed of the crankshaft 43 is changed to a rotation speed corresponding to the reduction ratio of the transmission 100 and output from the drive shaft 143. Here, the reduction ratio is defined by a value obtained by dividing the rotation speed of the crankshaft 43 by the rotation speed of the drive shaft 143. The transmission 100 shown in FIG. 12 is a so-called continuously variable transmission that can continuously change the reduction ratio, but may be a transmission that can be gradually changed to a plurality of reduction ratios. .
[0088]
In general, if the reduction ratio is increased, the rotation speed of the engine 10 increases, and if the rotation speed increases, the time for sucking air into the combustion chamber becomes shorter, so that the amount of intake air decreases. Knocking is a phenomenon in which the air-fuel mixture is compressed and self-ignites. Therefore, if the intake air amount is reduced, knocking is less likely to occur. Therefore, in the engine 10 of the fourth modified example, in the knock avoidance mode, the reduction ratio of the transmission 100 may be switched to a large value. This makes it possible to effectively suppress the occurrence of knocking even when the compression ratio is fixed in a high compression ratio state.
[0089]
Although various embodiments have been described above, the present invention is not limited to the above-described embodiments, and can be implemented in various modes without departing from the gist thereof. For example, in the above-described embodiment, the timing of opening and closing the intake valve or the exhaust valve is changed and controlled. However, the compression ratio can be controlled by adjusting the lift amount of the opening of the intake valve or the exhaust valve. . Alternatively, it is also possible to control the opening and closing speed of the valve.
[Brief description of the drawings]
FIG. 1 is an explanatory diagram conceptually showing a configuration of an engine of this embodiment having a variable compression ratio mechanism.
FIG. 2 is a flowchart showing a flow for controlling the operation of the engine in the embodiment.
FIG. 3 is an explanatory diagram conceptually showing a state in which an appropriate compression ratio is stored in a ROM in a ROM.
FIG. 4 is an explanatory diagram conceptually showing a map in which the amount of energization of an intake heater is set according to a cooling water temperature.
FIG. 5 is an explanatory diagram conceptually showing a map in which an EGR valve opening degree is set according to operating conditions.
FIG. 6 is an explanatory diagram showing timings of opening and closing an intake valve and an exhaust valve in accordance with rotation of a crankshaft.
FIG. 7 is an explanatory diagram conceptually showing a map in which a fuel injection method is set according to operating conditions.
FIG. 8 is an explanatory diagram conceptually showing a map in which an ignition timing is set according to an operating condition.
FIG. 9 is an explanatory diagram showing the opening / closing timing of an intake valve in a first modified example.
FIG. 10 is an explanatory diagram showing a movement of a valve for actively performing internal EGR.
FIG. 11 is an explanatory diagram conceptually showing a configuration for controlling a cooling water temperature.
FIG. 12 is an explanatory diagram conceptually showing a state in which a transmission is connected to an engine.
[Explanation of symbols]
10 ... Engine
20 ... Cylinder head
21 ... intake valve
22 ... Exhaust valve
23 ... intake port
24… Exhaust port
26 ... Fuel injection valve
27 ... Spark plug
30 ... Cylinder block ASSY
31… Upper block
32 ... Lower block
33 ... actuator
34 ... cylinder
40: Main moving ASSY
41 ... piston
42 ... Connecting rod
43 ... Crankshaft
50 ... intake passage
51 ... Air cleaner
52 ... Throttle valve
53 ... Electric actuator
54 ... Surge tank
55 ... Fuel injection valve
56 ... intake heater
57 ... Air flow sensor
58… Exhaust passage
61 ... Crank angle sensor
62 ... accelerator opening sensor
63 ... compression ratio sensor
64: Water temperature sensor
73 ... Electric actuator
74 ... Electric actuator
80 ... Water pump
82 ... Radiator
84 ... cooling passage
86 ... return passage
88 ... Bypass passage
90 ... Switching valve
100 ... transmission
132 ... intake valve
134 ... exhaust valve
143 ... Drive shaft

Claims (20)

  1. An internal combustion engine that outputs power by compressing intake air sucked from an intake valve in a combustion chamber and burning it with fuel,
    An intake valve driving unit that includes a characteristic changing mechanism that can change a valve opening characteristic of the intake valve, and drives the intake valve;
    A compression ratio changing mechanism that can change a compression ratio, which is an index indicating the degree of compression of the intake air, at least to a high compression ratio state and a low compression ratio state,
    High compression ratio fixation detecting means for detecting a failure state in which the compression ratio change mechanism is fixed in the high compression ratio state;
    An internal combustion engine comprising: a characteristic control unit configured to perform control to change a valve opening characteristic of the intake valve in a direction to decrease a temperature of intake air compressed in the combustion chamber when the failure state is detected.
  2. The internal combustion engine according to claim 1,
    The changeable valve opening characteristic is at least one of a valve opening start timing, a valve opening completion timing, a valve closing start timing, a valve closing completion timing, a valve opening speed, a valve closing speed, and a valve lift at the time of valve opening. An internal combustion engine.
  3. The internal combustion engine according to claim 1,
    The characteristic control means, when the failure state is detected, the actual compression ratio, which is the compression ratio obtained from the volume of the combustion chamber at the start of compression of the intake air and the volume of the combustion chamber at the end of compression, is small. An internal combustion engine which is means for performing control to change the valve closing characteristics of the intake valve in a direction.
  4. The internal combustion engine according to claim 1,
    The characteristic control means, when the failure state is detected, in a direction in which the period during which the intake valve is closed becomes shorter in a period from the compression top dead center to the intake bottom dead center during the intake stroke, An internal combustion engine as means for performing control for changing the valve opening characteristics of the intake valve.
  5. The internal combustion engine according to claim 1,
    An exhaust valve for discharging combustion gas generated by the combustion from the combustion chamber;
    An exhaust valve driving unit for driving the exhaust valve, comprising: a characteristic changing mechanism capable of changing a valve opening characteristic of the exhaust valve;
    The characteristic control means, in addition to the control of the opening characteristic of the intake valve, or in place of the control of the opening characteristic of the intake valve, in a direction in which the combustion gas remaining in the combustion chamber decreases. An internal combustion engine, which is means for performing control for changing the valve opening characteristics of the exhaust valve.
  6. The internal combustion engine according to claim 5, wherein
    The characteristic control means performs control for changing at least one of the intake valve and the exhaust valve so as to reduce a period during which the intake valve and the exhaust valve are simultaneously opened. Is an internal combustion engine.
  7. The internal combustion engine according to claim 5, wherein
    A combustion gas that causes the combustion gas to remain in the combustion chamber by performing at least one of driving the exhaust valve during an intake stroke of the internal combustion engine or driving the intake valve during an exhaust stroke. With a means of persistence,
    The internal combustion engine, wherein the characteristic control unit is a unit that suppresses the operation of the combustion gas residual unit when the failure state is detected.
  8. An internal combustion engine that outputs power by compressing intake air sucked from an intake passage through an intake valve in a combustion chamber and burning it with fuel,
    A compression ratio changing mechanism that can change a compression ratio, which is an index indicating the degree of compression of the intake air, at least to a high compression ratio state and a low compression ratio state,
    High compression ratio fixation detecting means for detecting a failure state in which the compression ratio change mechanism is fixed in the high compression ratio state;
    An internal combustion engine comprising: control means for performing predetermined control for reducing the temperature of intake air sucked from the intake passage when the failure state is detected.
  9. The internal combustion engine according to claim 8, wherein
    An exhaust passage for discharging combustion gas generated by the combustion;
    Combustion gas recirculation means for recirculating a part of the combustion gas discharged from the exhaust passage into the intake passage,
    The internal combustion engine, wherein the control unit is a unit that suppresses a recirculation amount of the combustion gas recirculated into the intake passage when the failure state is detected.
  10. The internal combustion engine according to claim 8, wherein
    An intake heating unit that heats the intake air in the intake passage,
    The internal combustion engine, wherein the control unit is a unit that suppresses heating of the intake air when the failure state is detected.
  11. The internal combustion engine according to claim 8, wherein
    A first fuel injection valve for injecting fuel into the intake passage;
    A second fuel injection valve for injecting fuel into the combustion chamber;
    Operating condition detecting means for detecting operating conditions of the internal combustion engine,
    Fuel injector driving means for driving the first fuel injector and the second fuel injector in accordance with the detected operating condition;
    The internal combustion engine, wherein the control means is means for increasing a driving ratio of the second fuel injection valve with respect to the first fuel injection valve when the failure state is detected.
  12. An internal combustion engine that outputs a power by compressing an air-fuel mixture in a combustion chamber and burning the compressed air-fuel mixture,
    A compression ratio changing mechanism that can change a compression ratio, which is an index indicating the degree of compression of the air-fuel mixture, to at least a high compression ratio state and a low compression ratio state,
    High compression ratio fixation detecting means for detecting a failure state in which the compression ratio change mechanism is fixed in the high compression ratio state;
    An internal combustion engine comprising: combustion chamber temperature lowering means for lowering the wall surface temperature of the combustion chamber when the failure state is detected.
  13. The internal combustion engine according to claim 12,
    A cooling water temperature setting unit that sets a temperature of the cooling water supplied to the combustion chamber;
    The internal combustion engine, wherein the combustion chamber temperature lowering means is means for lowering the setting of the cooling water temperature when the failure state is detected.
  14. The internal combustion engine according to claim 12,
    Cooling water temperature setting means for setting the temperature of the cooling water supplied to the combustion chamber,
    Operating condition detecting means for detecting operating conditions of the internal combustion engine,
    When the detected operating condition is a predetermined operating condition, a high water temperature control unit that performs a high water temperature control that sets the cooling water temperature to a high value and controls the internal combustion engine,
    The internal combustion engine, wherein the combustion chamber temperature lowering means is means for suppressing the high water temperature control when the failure state is detected.
  15. An internal combustion engine that compresses a mixture of air and fuel in a combustion chamber and outputs power generated when the mixture is burned, from an output shaft,
    Power transmission means for transmitting power output by the internal combustion engine to a drive shaft that drives a load of the internal combustion engine while reducing the rotation speed of the output shaft at a predetermined ratio;
    A compression ratio changing mechanism that can change a compression ratio, which is an index indicating the degree of compression of the air-fuel mixture, to at least a high compression ratio state and a low compression ratio state,
    High compression ratio fixation detecting means for detecting a failure state in which the compression ratio change mechanism is fixed in the high compression ratio state;
    An internal combustion engine comprising: a reduction ratio control unit that controls an operation of the power transmission unit in a direction in which a reduction ratio that is a ratio of a rotation speed of the output shaft to the drive shaft increases when the failure state is detected. .
  16. The internal combustion engine is capable of changing a compression ratio representing a degree of compression of intake air sucked into a combustion chamber via an intake valve to at least a high compression ratio state and a low compression ratio state, and compressing the intake air to burn it together with fuel. An engine control method,
    Detecting that the compression ratio has become a failure state that cannot be switched from the high compression ratio state,
    A control method for an internal combustion engine, wherein, when the failure state is detected, the valve opening characteristic of the intake valve is changed so as to decrease the temperature of intake air compressed in the combustion chamber.
  17. The control method for an internal combustion engine according to claim 16, wherein
    When the failure state is detected, in addition to the change of the valve opening characteristic of the intake valve or in place of the change of the valve opening characteristic of the intake valve, the exhaust valve for discharging the burned combustion gas is used. A control method for an internal combustion engine that changes a valve opening characteristic.
  18. The compression ratio representing the degree of compression of the intake air sucked into the combustion chamber can be changed at least between a high compression ratio state and a low compression ratio state, and is a method for controlling an internal combustion engine that compresses the intake air and burns it together with fuel. So,
    Detecting that the compression ratio has become a failure state that cannot be switched from the high compression ratio state,
    A control method for an internal combustion engine that performs a predetermined control for reducing a temperature of intake air sucked from the intake passage when the failure state is detected.
  19. The compression ratio representing the degree of compression of the intake air sucked into the combustion chamber can be changed at least between a high compression ratio state and a low compression ratio state, and is a method for controlling an internal combustion engine that compresses the intake air and burns it together with fuel. So,
    Detecting that the compression ratio has become a failure state that cannot be switched from the high compression ratio state,
    A control method for an internal combustion engine that performs control to lower the wall temperature of the combustion chamber when the failure state is detected.
  20. The compression ratio indicating the degree of compression of the intake air sucked into the combustion chamber can be changed at least between a high compression ratio state and a low compression ratio state, and the intake air is compressed and burned together with fuel to generate power generated by combustion. Control method of an internal combustion engine that outputs from a power shaft,
    Detecting that the compression ratio has become a failure state that cannot be switched from the high compression ratio state,
    While transmitting the power output by the internal combustion engine to the drive shaft that drives the load of the internal combustion engine while reducing the rotation speed of the output shaft at a predetermined ratio,
    A control method for an internal combustion engine, wherein when the failure state is detected, control is performed such that a reduction ratio, which is a ratio of a rotation speed of the output shaft to the drive shaft, increases.
JP2003106183A 2003-04-10 2003-04-10 Internal combustion engine equipped with compression ratio change mechanism and method for controlling internal combustion engine Pending JP2004308618A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP2003106183A JP2004308618A (en) 2003-04-10 2003-04-10 Internal combustion engine equipped with compression ratio change mechanism and method for controlling internal combustion engine

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2003106183A JP2004308618A (en) 2003-04-10 2003-04-10 Internal combustion engine equipped with compression ratio change mechanism and method for controlling internal combustion engine
PCT/JP2004/004131 WO2004092560A1 (en) 2003-04-10 2004-03-24 Internal combustion engine with compression ratio-changing mechanism and method of controlling internal combustion engine

Publications (1)

Publication Number Publication Date
JP2004308618A true JP2004308618A (en) 2004-11-04

Family

ID=33295839

Family Applications (1)

Application Number Title Priority Date Filing Date
JP2003106183A Pending JP2004308618A (en) 2003-04-10 2003-04-10 Internal combustion engine equipped with compression ratio change mechanism and method for controlling internal combustion engine

Country Status (2)

Country Link
JP (1) JP2004308618A (en)
WO (1) WO2004092560A1 (en)

Cited By (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2006226163A (en) * 2005-02-16 2006-08-31 Toyota Motor Corp Control device of internal combustion engine
JP2007127042A (en) * 2005-11-02 2007-05-24 Mitsubishi Heavy Ind Ltd Four-cycle engine with internal egr system
JP2007127040A (en) * 2005-11-02 2007-05-24 Mitsubishi Heavy Ind Ltd Four-cycle engine with internal egr system
JP2007211637A (en) * 2006-02-08 2007-08-23 Toyota Motor Corp Variable compression ratio internal combustion engine
JP2007270640A (en) * 2006-03-30 2007-10-18 Mitsubishi Fuso Truck & Bus Corp Variable valve device of internal combustion engine
JP2009299691A (en) * 2009-09-28 2009-12-24 Toyota Motor Corp Dual injection type internal combustion engine
JP2010024859A (en) * 2008-07-15 2010-02-04 Toyota Motor Corp Variable compression ratio internal combustion engine and method for judging abnormality of variable compression ratio mechanism
JP2010138746A (en) * 2008-12-10 2010-06-24 Toyota Motor Corp Control system for internal combustion engine
US7844389B2 (en) 2005-01-04 2010-11-30 Toyota Jidosha Kabushiki Kaisha Dual injection type internal combustion engine
EP2415997A1 (en) * 2009-04-02 2012-02-08 Toyota Jidosha Kabushiki Kaisha Control system for internal combustion engine
CN106133296A (en) * 2014-03-20 2016-11-16 日立汽车系统株式会社 The control device of internal combustion engine and control method

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP4858287B2 (en) * 2007-04-20 2012-01-18 トヨタ自動車株式会社 Control device for internal combustion engine
DE112008004250T5 (en) * 2008-12-25 2013-01-03 Toyota Jidosha Kabushiki Kaisha Control unit of an internal combustion engine

Family Cites Families (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS63189727U (en) * 1987-05-28 1988-12-06
JPH0195576U (en) * 1987-12-17 1989-06-23
JPH03112515U (en) * 1990-03-05 1991-11-18
JP3330189B2 (en) * 1993-05-18 2002-09-30 マツダ株式会社 Engine control device
JP3890687B2 (en) * 1997-07-23 2007-03-07 日産自動車株式会社 Knocking control device for internal combustion engine
JP3690078B2 (en) * 1997-08-27 2005-08-31 日産自動車株式会社 Spark ignition engine
JPH11280501A (en) * 1998-03-27 1999-10-12 Isuzu Ceramics Res Inst Co Ltd Gas engine provided with control device for intake valve opening period
JP4326044B2 (en) * 1998-08-21 2009-09-02 日産自動車株式会社 4-cycle internal combustion engine
JP2001020837A (en) * 1999-07-07 2001-01-23 Nissan Motor Co Ltd Fuel injection control device for engine

Cited By (18)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US7844389B2 (en) 2005-01-04 2010-11-30 Toyota Jidosha Kabushiki Kaisha Dual injection type internal combustion engine
JP4591107B2 (en) * 2005-02-16 2010-12-01 トヨタ自動車株式会社 Control device for internal combustion engine
JP2006226163A (en) * 2005-02-16 2006-08-31 Toyota Motor Corp Control device of internal combustion engine
JP4523906B2 (en) * 2005-11-02 2010-08-11 三菱重工業株式会社 4-cycle engine with internal EGR system
JP2007127042A (en) * 2005-11-02 2007-05-24 Mitsubishi Heavy Ind Ltd Four-cycle engine with internal egr system
JP2007127040A (en) * 2005-11-02 2007-05-24 Mitsubishi Heavy Ind Ltd Four-cycle engine with internal egr system
JP4523905B2 (en) * 2005-11-02 2010-08-11 三菱重工業株式会社 4-cycle engine with internal EGR system
JP2007211637A (en) * 2006-02-08 2007-08-23 Toyota Motor Corp Variable compression ratio internal combustion engine
JP2007270640A (en) * 2006-03-30 2007-10-18 Mitsubishi Fuso Truck & Bus Corp Variable valve device of internal combustion engine
JP2010024859A (en) * 2008-07-15 2010-02-04 Toyota Motor Corp Variable compression ratio internal combustion engine and method for judging abnormality of variable compression ratio mechanism
JP2010138746A (en) * 2008-12-10 2010-06-24 Toyota Motor Corp Control system for internal combustion engine
EP2415997A1 (en) * 2009-04-02 2012-02-08 Toyota Jidosha Kabushiki Kaisha Control system for internal combustion engine
EP2415997A4 (en) * 2009-04-02 2014-04-30 Toyota Motor Co Ltd Control system for internal combustion engine
JP2009299691A (en) * 2009-09-28 2009-12-24 Toyota Motor Corp Dual injection type internal combustion engine
JP4640526B2 (en) * 2009-09-28 2011-03-02 トヨタ自動車株式会社 Dual injection type internal combustion engine
CN106133296A (en) * 2014-03-20 2016-11-16 日立汽车系统株式会社 The control device of internal combustion engine and control method
US20170096949A1 (en) * 2014-03-20 2017-04-06 Hitachi Automotive Systems, Ltd. Control Device and Control Method for Internal Combustion Engine
US10012152B2 (en) * 2014-03-20 2018-07-03 Hitachi Automotive Systems, Ltd. Control device and control method for internal combustion engine

Also Published As

Publication number Publication date
WO2004092560A1 (en) 2004-10-28

Similar Documents

Publication Publication Date Title
RU2629791C2 (en) Engine operation method and engine system
US8682568B2 (en) Diesel engine and method of controlling the diesel engine
US8838364B2 (en) Control device of spark-ignition gasoline engine
US8607564B2 (en) Automobile-mount diesel engine with turbocharger and method of controlling the diesel engine
US20150300296A1 (en) Internally cooled exhaust gas recirculation system for internal combustion engine and method thereof
KR101704064B1 (en) Variable ignition type engine for complex combustion using diesel and gasoline, method for controlling of the same and complex combustion system using diesel and gasoline
US7213566B1 (en) Engine system and method of control
EP0746675B1 (en) Process for controlling a multiple cylinder internal combustion engine in the cold start and warming up phases
JP4082292B2 (en) Control device for spark ignition engine
JP6011161B2 (en) Spark ignition engine
US9261041B2 (en) Spark-ignition direct injection engine
US7213543B2 (en) Technique of detecting failure of compression ratio varying mechanism and controlling internal combustion engine
US5293741A (en) Warming-up system for warming up an engine for an automotive vehicle
JP5540729B2 (en) Control method and control apparatus for supercharged engine
DE60200696T2 (en) Four-stroke internal combustion engine for motor vehicles
US7263968B2 (en) Exhaust gas recirculation
JP3743195B2 (en) Premixed compression ignition internal combustion engine
US7063068B2 (en) Variable valve timing controller for an engine
JP2012246783A (en) Spark ignition engine control device
DE69925502T2 (en) Method for controlling combustion in a combustion engine and motor with a device for regulating the gas changing valves
US20170198629A1 (en) Internally cooled internal combustion engine and method thereof
DE102004045967B4 (en) A homogeneous charge compression internal combustion engine that performs an EGR and an ignition timing control method for the engine
JP5741352B2 (en) Start control device for compression self-ignition engine
US7347178B2 (en) System and method for controlling auto-ignition
US6983730B2 (en) Homogeneous charge compression ignition engine and method for operating homogeneous charge compression ignition engine

Legal Events

Date Code Title Description
A131 Notification of reasons for refusal

Free format text: JAPANESE INTERMEDIATE CODE: A131

Effective date: 20060704

A521 Written amendment

Free format text: JAPANESE INTERMEDIATE CODE: A523

Effective date: 20060904

A02 Decision of refusal

Free format text: JAPANESE INTERMEDIATE CODE: A02

Effective date: 20061219

A521 Written amendment

Free format text: JAPANESE INTERMEDIATE CODE: A523

Effective date: 20070219

A911 Transfer of reconsideration by examiner before appeal (zenchi)

Free format text: JAPANESE INTERMEDIATE CODE: A911

Effective date: 20070223

A912 Removal of reconsideration by examiner before appeal (zenchi)

Free format text: JAPANESE INTERMEDIATE CODE: A912

Effective date: 20070330