JP2010168981A - Control device for internal combustion engine - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a control device for an internal combustion engine supplying ozone of an appropriate quantity at low cost with a simple structure. <P>SOLUTION: This invention relates to the control device (20) for an internal combustion engine (11) provided with ozone supply devices (18a, 18b) supplying ozone to exhaust gas discharged from a combustion chamber (12) or suction air sucked into the combustion chamber (12). The control device includes an ozone supply control means (step S2) controlling supply of ozone by the ozone supply devices (18a, 18b), and a start part control means (step S4) controlling operation of a start part (16) starting the internal combustion engine (11). The start part control means (step S4) cooperates with ozone supply control by the ozone supply control means (step S2) and controls operation of the start part (16). <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a control device for an internal combustion engine.

  As a method of supercharging the intake air sucked into the internal combustion engine, a method of converting oxygen in the intake air into ozone or supplying ozone to the intake air is known (see Patent Document 1). Patent Document 1 discloses a technique related to an ozone generator that controls the amount of ozone generated according to the load of an internal combustion engine.

JP-A-2005-171810

  However, with the technique disclosed in Patent Document 1, there has been a situation where an appropriate amount of ozone cannot be generated. That is, for example, when the load of the internal combustion engine is the maximum load and it is necessary to generate an amount of ozone corresponding to the maximum load, the amount exceeds the limit amount of ozone that can be generated by the ozone generator. An appropriate amount of ozone could not be generated.

  Therefore, in order to cope with any internal combustion engine load, it is necessary to increase the size of the ozone generator, and accordingly, there is a problem that the ozone generator and its controller are complicated and expensive.

  The present invention has been made in view of such technical problems, and an object thereof is to provide a control device for an internal combustion engine that can supply an appropriate amount of ozone at a low cost with a simple configuration.

  The present invention solves the above problems by the following means. In addition, in order to make an understanding easy, although the code | symbol corresponding to embodiment of this invention is attached | subjected, it is not limited to this.

  The present invention relates to a control device for an internal combustion engine (11) provided with an ozone supply device (18a, 18b) for supplying ozone to exhaust gas discharged from a combustion chamber (12) or intake air taken into the combustion chamber (12). (20) The operation of the ozone supply control means (step S2) for controlling the ozone supply by the ozone supply device (18a, 18b) and the starter (16) for starting the internal combustion engine (11). A starter control means (step S4) for controlling the starter control means (step S4) in cooperation with the ozone supply control by the ozone supply control means (step S2). It is characterized by controlling the operation.

  According to the present invention, the start of the internal combustion engine is controlled in cooperation with the ozone supply control by the ozone supply device. Since the internal combustion engine side is controlled in this way, an appropriate amount of ozone can be supplied at a low cost with a simple configuration without using an expensive ozone generator.

It is a figure showing a schematic structure of a control system of an internal-combustion engine concerning one embodiment of the present invention. It is a flowchart which shows the 1st example of the control logic of ECU which concerns on one Embodiment of this invention. It is a flowchart which shows the 2nd example of the control logic of ECU which concerns on one Embodiment of this invention. It is a figure which shows the control logic of step S1 of FIG. 2 (FIG. 3). It is a flowchart which shows the 1st example of the control logic of step S13 of FIG. It is a flowchart which shows the 2nd example of the control logic of step S13 of FIG. It is a time chart when the control logic of ECU which concerns on one Embodiment of this invention is performed.

  Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings.

(Schematic configuration of the system)
FIG. 1 is a diagram showing a schematic configuration of a control system 1 for an internal combustion engine according to an embodiment of the present invention. A control system 1 shown in FIG. 1 includes an internal combustion engine body (internal combustion engine) 11, an intake pipe 13, an exhaust pipe 14, a catalyst 15, an internal combustion engine starter (starter) 16, an exhaust secondary air introduction device 17, and an ozone supply device. 18a, 18b, an ozone sensor 19, an ECU (Engine Control Unit) 20 and the like. The control system 1 is mounted on a vehicle such as an automobile.

  Hereinafter, each component of the control system 1 will be described.

  The internal combustion engine body 11 introduces an air-fuel mixture of intake air (intake air) flowing through the intake pipe 13 and fuel injected by a fuel injection device (not shown) into the combustion chamber 12. A spark ignition internal combustion engine or a self-ignition internal combustion engine that burns an air-fuel mixture to generate vehicle power. The air-fuel mixture burned in the combustion chamber 12 is discharged to the exhaust pipe 14 as exhaust.

  The intake pipe 13 is an intake passage introduced into the combustion chamber 12 of the internal combustion engine body 11. The exhaust pipe 14 is an exhaust passage led out from the combustion chamber 12 of the internal combustion engine body 11.

  The catalyst 15 is an exhaust purification device interposed on the downstream side of the exhaust pipe 14. The catalyst 15 purifies HC (hydrocarbon) and NOx (nitrogen oxide) in the exhaust gas flowing through the exhaust pipe 14.

  The internal combustion engine starter 16 is a device that starts the internal combustion engine body 11. For example, an automatic starter (engine starter) that is an electric motor that starts the internal combustion engine body 11, a fuel injection device that injects fuel during intake, an ignition device that ignites for combustion of the air-fuel mixture in the combustion chamber 12, an intake valve, It is a valve drive system for driving a valve drive system of an exhaust valve.

  The exhaust secondary air introduction device 17 is a device that introduces air into the merging portion 14 a of the exhaust pipe 14. By introducing fresh air into the exhaust pipe 14 by the exhaust secondary air introduction device 17, unburned fuel in the exhaust flowing through the exhaust pipe 14 can be burned.

  The ozone supply device 18 a is a device that is disposed upstream of the exhaust secondary air introduction device 17 and supplies ozone to the exhaust pipe 14 via the exhaust secondary air introduction device 17. The ozone supply device 18a is a known ozone supply device that generates and supplies ozone from oxygen in the air by applying a high voltage to the cathode tube. In addition, when applying a high voltage to a cathode tube, the well-known booster circuit etc. which are used for a HID (High Intensity Discharge lamp) illumination lamp are used.

  The ozone supply device 18 b is a device that supplies ozone to the intake pipe 13. The ozone supply device 18b is also a known ozone supply device, similar to the ozone supply device 18a described above.

  The ozone sensor 19 is a known sensing device that detects the ozone concentration of ozone supplied by the ozone supply device 18a.

  The ECU 20 is a microcontroller that performs various controls in the control system 1. The ECU 20 in this embodiment controls the supply of ozone by the ozone supply devices 18a and 18b and the operation of the internal combustion engine starter 16 in response to an instruction to start the internal combustion engine by pressing the push starter key of the vehicle user. . The control logic of the ECU 20 will be described with reference to FIGS.

(First example of control logic of ECU 20)
FIG. 2 is a flowchart showing a first example of control logic of the ECU 20 according to an embodiment of the present invention. Here, the 1st example of the control content which ECU20 performs with respect to the ozone supply apparatuses 18a and 18b and the internal combustion engine starting part 16 is demonstrated.

  First, in step S1, the ECU 20 detects an internal combustion engine start instruction (S1). In step S1, a start instruction for the internal combustion engine body 11 is detected. Specific contents will be described later.

  Then, it progresses to step S2 and ECU20 starts operation | movement of the ozone supply apparatuses 18a and 18b (S2). In step S2, supply of ozone by the ozone supply devices 18a and 18b is started.

  Then, it progresses to step S3 and ECU20 determines whether it is a predetermined timing (S3). In step S3, by determining whether or not it is the start timing of step S4, a time difference is provided between the operation start time according to step S2 and the operation start time according to step S4 described later. The supplementary contents related to the predetermined timing will be described later.

  If YES in step S3 (S3, YES), the process proceeds to step S4. If NO in step S3 (S3, NO), the process returns to step S3 and the determination process is repeated.

  In step S4, the ECU 20 starts the operation of the internal combustion engine starting unit 16 (S4). In step S4, the internal combustion engine body 11 is started by starting the operation of the internal combustion engine starter 16. When the internal combustion engine starter 16 is an automatic starter, cranking by the automatic starter is started.

  As described above, the ECU 20 according to the first example of the control logic cooperates with the ozone supply control by the ozone supply devices 18a and 18b when controlling the ozone supply devices 18a and 18b and the internal combustion engine starting unit 16. The start of the internal combustion engine main body 11 by the internal combustion engine starter 16 is controlled.

  Here, as shown in steps S2 and S4, the ECU 20 executes the supply of ozone by the ozone supply device 18a prior to the start of the internal combustion engine body 11 by the internal combustion engine starter 16. Thus, ozone is supplied to the exhaust pipe 14 before the exhaust discharged from the combustion chamber 12 reaches the exhaust pipe 14. Therefore, NOx and HC in the exhaust before the catalyst 15 is activated can be reduced, and the exhaust pipe 14 can be raised by oxidizing the HC using ozone.

  In addition, by performing ozone supply by the ozone supply device 18a in this way, even if the ozone supply device 18a is an inexpensive device that requires time to supply ozone, a necessary amount of ozone is supplied. be able to. Further, along with this, it is not necessary to increase the size of the power supply device (not shown) of the internal combustion engine starting unit 16 that consumes a large amount of current for cranking or the like.

  In step S2, ozone supply by the ozone supply devices 18a and 18b is started. The amount of ozone supplied by the ozone supply device 18a at this time is the same as that in which the catalyst 15 is activated after the internal combustion engine body 11 is started in step S4. Alternatively, the chemistry necessary for reducing NOx and HC in the exhaust discharged from the combustion chamber 12 until an air-fuel ratio sensor (not shown) disposed upstream of the catalyst 15 in the exhaust pipe 14 is activated. It is desirable to make the amount equivalent to the target equivalent ratio. This configuration realizes the reduction of power consumption by the ozone supply device 18a, the proper supply of ozone, and the prevention of an excessive delay in the start timing of the internal combustion engine starter 16 according to step S4. This is to increase the supply effect.

  In addition, in the case of the ozone supply device 18a, the predetermined timing related to step S3 is the time when the exhaust gas discharged from the combustion chamber 12 reaches the joining portion 14a of the exhaust pipe 14 after the internal combustion engine body 11 is started in step S4. It is desirable that the timing when the ozone supplied from the ozone supply device 18a that started supplying ozone in step S2 reaches the joining portion 14a of the exhaust pipe 14 is set to coincide with the timing. The reason for this configuration is to minimize the delay of the start time between step S2 and step S4, to improve startability and to reduce the amount of harmful substances discharged at start. However, when the ozone supply device 18a is under failure diagnosis, the time may be shorter than the predetermined timing. This is for avoiding wasteful energy consumption of the ozone supply device 18a and preventing wasteful discharge of ozone.

(Second example of control logic of ECU 20)
FIG. 3 is a flowchart showing a second example of the control logic of the ECU 20 according to the embodiment of the present invention. Here, a second example of the control content executed by the ECU 20 on the ozone supply devices 18a and 18b and the internal combustion engine starting unit 16 will be described. In the following description, parts that perform the same functions as those in the first example (FIG. 2) described above are denoted by the same reference numerals, and redundant descriptions are omitted as appropriate.

  In step S13, the ECU 20 determines whether the ozone supply amount is equal to or greater than a predetermined value (S13). In step S13, it is determined whether or not the amount of ozone supplied by the ozone supply devices 18a and 18b has exceeded a predetermined value. Specific contents will be described later.

  If YES in step S13 (S13, YES), the process proceeds to step S4. If NO in step S13 (S13, NO), the process returns to step S13 and the determination process is repeated.

  As described above, the ECU 20 according to the second example of the control logic controls the start of the internal combustion engine body 11 by the internal combustion engine starter 16 in cooperation with the ozone supply control by the ozone supply devices 18a and 18b. As in step S13, the start of the internal combustion engine starter 16 is controlled using the ozone supply amount as a trigger. Hereinafter, the process of step S1 and S13 is demonstrated concretely.

(Control logic of step S1)
FIG. 4 is a diagram showing the control logic of step S1 of FIG. 2 (FIG. 3). Here, the control content of ECU20 which concerns on step S1 is demonstrated concretely.

  As shown in FIG. 4, the ECU 20 determines that there is an internal combustion engine start instruction in step S1-4 when one or more of the conditions of steps S1-1, S1-2, or S1-3 are satisfied.

  That is, when it is detected that the user of the vehicle has pushed the push starter (start button) (ON in S1-1), the internal combustion engine body 11 is started from the idle stop system when the vehicle has an idle stop system. When a request signal is received (Yes in S1-2 = 1), or when the vehicle has an integrated system such as a hybrid system, a start request signal for the internal combustion engine body 11 is received from this integrated system (S1- 3, the ECU 20 detects a start instruction for the internal combustion engine body 11 when one or more of the following conditions are satisfied.

  As described above, in step S1, the ECU 20 detects a start instruction to the internal combustion engine body 11 from the vehicle user or various systems provided in the vehicle.

(First example of control logic in step S3)
FIG. 5 is a flowchart showing a first example of the control logic in step S13 of FIG. Here, a first example of the control content of the ECU 20 according to step S13 will be specifically described.

  First, in step S13-1, the ECU 20 determines whether or not the ozone supply devices 18a and 18b are operating (S13-1). In step S13-1, it is determined whether or not the ozone supply devices 18a and 18b that have started operating in step S2 are operating. If YES in step S13-1 (S13-1, YES), the process proceeds to step S13-2. If NO in step S13-1 (S13-1, NO), the process returns to step S13-1 and the determination process is repeated again.

  If progressing to step S13-2, ECU20 will count the operation time of ozone supply apparatus 18a, 18b (S13-2). In step S13-2, the operation time is counted using an internal timer of the ECU 20.

  Proceeding to step S13-3, the ECU 20 determines whether or not the count value of the operating time at which the counting was started at step S13-2 is equal to or greater than a predetermined value (S13-3). If YES in step S13-3 (S13-3, YES), the process proceeds to step S13-4. If NO in step S13-3 (S13-3, NO), the process returns to step S13-3 and the determination process is repeated again.

  In step S13-4, the ECU 20 determines that the ozone supply amount is equal to or greater than a predetermined value (S13-4), and ends the process. Thereafter, the process proceeds to step S4 in FIG.

  As described above, in step S13 according to the first example, the ECU 20 determines whether the ozone supply amount has reached a constant supply amount based on the elapsed time since the supply of ozone by the ozone supply devices 18a and 18b was started. It is determined whether or not.

(Second example of control logic in step S3)
FIG. 6 is a flowchart showing a second example of the control logic in step S13 of FIG. Here, the 2nd example of the control content of ECU20 concerning Step S13 is explained concretely.

  First, in step S13-11, the ECU 20 determines whether or not the output value of the ozone sensor 19 is equal to or greater than a predetermined value (S13-11). If YES in step S13-11 (S13-11, YES), the process proceeds to step S13-12. If NO in step S13-11 (S13-11, NO), the process returns to step S13-11 and the determination process is repeated again.

  In step S13-12, the ECU 20 determines that the ozone supply amount is equal to or greater than a predetermined value (S13-12), and ends the process. Thereafter, the process proceeds to step S4 in FIG.

  As described above, in step S13 according to the second example, the ECU 20 determines whether or not the ozone supply amount has reached a certain supply amount using the signal related to the ozone concentration detected by the ozone sensor 19. ing.

(Time chart when executing control logic)
FIG. 7 is a time chart when the control logic of the ECU 20 according to the embodiment of the present invention is executed. FIG. 7A shows an internal combustion engine start request signal. FIG. 7B shows the operating state of the ozone supply devices 18a and 18b. FIG. 7C shows the operating state of the internal combustion engine starting unit 16.

  In the following, in order to make the correspondence with the flowchart easier to understand, S is added to the step number of the flowchart.

  At time t1, a start request for the internal combustion engine body 11 is detected (S1).

  At time t2, the operations of the ozone supply devices 18a and 18b are started (S2).

  When the predetermined timing is reached (S3, YES), the operation of the internal combustion engine starter 16 is started at time t3 (S4).

  As described above, the ECU 20 according to the present embodiment controls the ozone supply devices 18a and 18b and the internal combustion engine starter 16 in coordination with the ozone supply control by the ozone supply devices 18a and 18b. 16 controls the start of the internal combustion engine main body 11. Further, the ozone supply device 18a supplies ozone before the internal combustion engine body 11 is started by the internal combustion engine starter 16.

(Summary)
As described above with reference to the drawings, according to the present embodiment, the ECU 20 controls the start of the internal combustion engine body 11 in cooperation with the ozone supply control by the ozone supply devices 18a and 18b. Since the internal combustion engine main body 11 side is controlled in this way, an appropriate amount of ozone can be supplied at a low cost with a simple configuration without using expensive ozone supply devices 18a and 18b.

  Further, according to the present embodiment, the ozone supply device 18 a supplies ozone to the exhaust pipe 14 that leads the exhaust from the combustion chamber 12. When the ozone supply device 18a supplies ozone to the exhaust pipe 14, NOx and HC in the exhaust before the catalyst 15 is activated can be reduced.

  Further, according to the present embodiment, the ECU 20 starts the operation of the internal combustion engine starter 16 at a predetermined timing after the ozone supply device 18a starts supplying ozone. That is, the supply of ozone by the ozone supply device 18a is executed prior to the start of the internal combustion engine body 11 by the internal combustion engine starter 16. Therefore, even if the ozone supply device 18a is an inexpensive device that requires time to supply ozone, a necessary amount of ozone can be supplied. Further, along with this, it is not necessary to increase the size of the power supply device (not shown) of the internal combustion engine starting unit 16 that consumes a large amount of current for cranking or the like.

  Further, according to the present embodiment, the predetermined timing includes the time for the ozone supplied from the ozone supply device 18a to reach the exhaust pipe 14, and the internal combustion engine body 11 started by the internal combustion engine starter 16. The timing when the exhaust gas discharged from the combustion chamber 12 reaches the exhaust pipe 14 is set to coincide with the time. With this configuration, the delay of the start time of the internal combustion engine starter 16 with respect to the start time of the ozone supply device 18a is minimized, and the startability is improved and the amount of harmful substances discharged at the start is reduced. be able to. Further, it is possible to avoid wasteful energy consumption of the ozone supply device 18a and wasteful discharge of ozone.

  Further, according to the present embodiment, the ECU 20 is configured to supply ozone having a chemical equivalent ratio necessary for reduction of NOx and HC in exhaust exhausted until a predetermined time elapses after the internal combustion engine body 11 is started. The supply device 18a is controlled. By configuring in this way, it is possible to reduce the power consumption by the ozone supply device 18a, to make the ozone supply amount appropriate, to prevent excessive delay in the start timing of the internal combustion engine starter 16, and to achieve the ozone supply effect. Can be increased.

  Further, according to the present embodiment, the predetermined time is the time until the catalyst 15 is activated or the air-fuel ratio sensor is activated. By comprising in this way, supply of the excess ozone until the catalyst 15 grade | etc., Can be prevented.

  Further, according to the present embodiment, the ozone supply device 18 b supplies ozone to the intake pipe 13 that introduces intake air into the combustion chamber 12. By supplying ozone to the intake pipe 13 by the ozone supply device 18b, it is possible to improve startability under difficult conditions such as low temperature heavy gasoline fuel or alcohol fuel.

  Further, according to this embodiment, the internal combustion engine body 11 is a spark ignition internal combustion engine or a self-ignition internal combustion engine. With this configuration, in a spark ignition internal combustion engine such as gasoline or ethanol or a self-ignition internal combustion engine, an improvement in startability and a reduction in harmful emissions can be obtained by supplying ozone.

  Further, according to the present embodiment, the internal combustion engine starter 16 is an engine starter, a fuel injection device, an ignition device, or a valve drive system. With this configuration, the internal combustion engine starter 16 is not limited to an engine starter and can be applied.

  As mentioned above, although embodiment of this invention was described, the said embodiment showed one of the application examples of this invention, and in the meaning which limits the technical scope of this invention to the specific structure of the said embodiment. Absent.

  For example, in the above description, the case where the ozone supply device 18a is disposed on the upstream side of the exhaust secondary air introduction device 17 as shown in FIG. 1 has been described as an example, but this is not a limitation. The ozone supply device 18a may be disposed inside the exhaust secondary air introduction device 17 or the like.

11 Internal combustion engine body (internal combustion engine)
12 Combustion chamber 13 Intake pipe 14 Exhaust pipe 15 Catalyst 16 Internal combustion engine starting part (starting part)
18a, 18b Ozone supply device 19 Ozone sensor 20 ECU (control device for internal combustion engine)
Step S2 (ozone supply control means)
Step S4 (starter control means)

Claims (9)

A control device for an internal combustion engine comprising an ozone supply device for supplying ozone to exhaust gas exhausted from a combustion chamber or intake air taken into the combustion chamber,
Ozone supply control means for controlling the supply of ozone by the ozone supply device;
Starter control means for controlling the operation of a starter for starting the internal combustion engine;
With
The control device for an internal combustion engine, wherein the starter control means controls the operation of the starter in cooperation with ozone supply control by the ozone supply control means.   The control apparatus for an internal combustion engine according to claim 1, wherein the ozone supply device supplies ozone to an exhaust pipe that extracts exhaust gas from a combustion chamber.   The said start part control means starts the operation | movement of the said start part at the predetermined timing after the said ozone supply control means starts the supply of ozone by the said ozone supply apparatus, The said start part operation | movement is characterized by the above-mentioned. Control device for internal combustion engine.   The predetermined timing refers to the time that ozone supplied from the ozone supply device reaches the exhaust pipe, and the exhaust discharged from the combustion chamber in the internal combustion engine started by the starter reaches the exhaust pipe. The control device for an internal combustion engine according to claim 3, wherein the timing is set so as to coincide with the time to perform.   The ozone supply control means supplies the ozone so as to supply ozone having a chemical equivalent ratio necessary for reduction of nitrogen oxides and hydrocarbons in exhaust exhausted within a predetermined time after the internal combustion engine is started. The control apparatus for an internal combustion engine according to claim 3 or 4, wherein the apparatus is controlled.   6. The control apparatus for an internal combustion engine according to claim 5, wherein the predetermined time is a time until the catalyst is activated or the air-fuel ratio sensor is activated.   2. The control device for an internal combustion engine according to claim 1, wherein the ozone supply device supplies ozone to an intake pipe that introduces intake air into the combustion chamber.   The control device for an internal combustion engine according to any one of claims 1 to 7, wherein the internal combustion engine is a spark ignition internal combustion engine or a self-ignition internal combustion engine.   9. The control device for an internal combustion engine according to claim 8, wherein the starting unit is an engine starter, a fuel injection device, an ignition device, or a valve train driving device.

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