JP2014234776A - Control device of internal combustion engine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To switch air-fuel ratios with favorable responsiveness while smoothly changing torque according to a requirement of a driver, in an internal combustion engine which can switch a target air-fuel ratio between at least the two air-fuel ratios.SOLUTION: In response to the reduction of required torque (TQr1) to a reference value (Ref) or lower, a value of a parameter (AFh) for use in the calculation of a target air amount (KLt) for obtaining the required torque (TQr1) is changed to a value for lowering conversion efficiency to the torque of the air amount. The target air amount (KLt) is calculated backward from the required torque (TQr1) by using the parameter (AFh). Then, after the value of the parameter (AFh) is changed to the value for lowering the conversion efficiency, a target air-fuel ratio (Aft) is switched from a first air-fuel ratio to a second air-fuel ratio which is leaner than the first air-fuel ratio.

Description

  The present invention relates to a control device that integrally controls an air amount, a fuel supply amount, and an ignition timing of an internal combustion engine configured to be able to switch an air-fuel ratio used for operation between at least two target air-fuel ratios.

  Japanese Patent Application Laid-Open No. 11-22609 discloses a technique relating to combustion system switching control in an internal combustion engine that can switch the combustion system of the internal combustion engine from stratified combustion to homogeneous combustion, or from homogeneous combustion to stratified combustion (hereinafter, prior art). Is disclosed. Since the air-fuel ratio in stratified combustion is leaner than the air-fuel ratio in homogeneous combustion, switching of the combustion method is accompanied by switching of the air-fuel ratio. As a method of switching the air-fuel ratio, a method of gradually changing the air-fuel ratio so as not to generate a torque step is well known. However, this known method has a problem in that although a step difference in torque is reduced, a desired torque cannot be obtained, and the use of an air / fuel ratio that is not originally intended causes a deterioration in emissions. . The above prior art has been proposed as a solution to this problem.

  According to the above prior art, at the time of switching from stratified combustion to homogeneous combustion, the target equivalence ratio is switched stepwise at the same time as the target air amount (target cylinder intake air amount). Specifically, the target air amount is decreased stepwise so that the target equivalence ratio is increased stepwise and at the same time the torque becomes constant. However, since the actual air amount is delayed with respect to the target air amount, the fuel amount determined by the target equivalence ratio after switching of the combustion method becomes more than the amount necessary to keep the torque constant. In the above prior art, by correcting the excess amount of the fuel with the retard of the ignition timing, it is possible to avoid an increase in torque while switching the equivalence ratio with good response according to the switching of the combustion method.

  Further, according to the above prior art, when switching from homogeneous combustion to stratified combustion, only the target air amount is switched stepwise before the target equivalent ratio is switched stepwise. Specifically, only the target air amount is increased stepwise to increase the air amount in advance, and the target equivalence ratio is decreased stepwise when the actual air amount reaches the target air amount. That is, the target equivalent ratio before switching of the combustion method is maintained while the air amount increases after the target air amount. However, if the fuel amount is determined based on the target equivalent ratio before switching the combustion method, the fuel amount becomes excessive than the amount necessary for keeping the torque constant. For this reason, in the above prior art, an increase in the torque before switching the combustion system is avoided by correcting the excess amount of the fuel with the retard of the ignition timing.

  By the way, in the above prior art, switching of the combustion method is determined based on the operating state of the internal combustion engine. A specific example of the switching determination based on the driving state is described in paragraph 0042 of the above patent document. In paragraph 0042, “When a direct fuel injection is performed in a spark ignition engine such as a gasoline engine to switch between stratified combustion and homogeneous combustion, homogeneous lean burn combustion cannot be used as in an idle or extremely low load operation state. When there is a demand for switching from stratified combustion to homogeneous combustion due to the application of a high load such as an air conditioner in these operating regions, the operation is performed from super lean stratified combustion with an air / fuel ratio of 30 or higher to the stoichiometric air / fuel ratio. It is necessary to switch to stoichiometric combustion. " Further, as described in paragraph 0039, according to the above prior art, the target torque is maintained constant when the combustion method is switched. Then, as described in paragraph 0041, by avoiding an increase in torque due to an excessive amount of fuel by retarding the ignition timing, switching of the combustion method with a constant torque is achieved. As is clear from the description of the above publication, the above prior art is a technique relating to combustion system switching control in a steady state where the target torque is constant.

  Focusing on air-fuel ratio switching control, such as switching from operation with the stoichiometric air-fuel ratio to operation with an air-fuel ratio leaner than the stoichiometric air-fuel ratio, or vice versa, such switching control is not only in the steady state but also in the transient state. But it is a control that can be performed. For example, in the case of an internal combustion engine that can be operated with an air-fuel ratio leaner than the stoichiometric air-fuel ratio, even if it is unavoidable to select the operation with the stoichiometric air-fuel ratio in the high load range, it responds to the deceleration request from the driver. When the torque is reduced, the operation mode can be switched to an operation with an air-fuel ratio that is leaner than the stoichiometric air-fuel ratio. On the other hand, even when the operation with an air-fuel ratio leaner than the stoichiometric air-fuel ratio is selected in the low-medium load region, the operation mode is theoretically increased when the torque is increased in response to the acceleration request from the driver. It may be necessary to switch to operation with an air-fuel ratio.

  As described with respect to the above prior art, in air-fuel ratio switching control in a steady state, it is desired to switch the air-fuel ratio with good response while keeping the torque constant. Similarly, in the air-fuel ratio switching control in the transient state, the air-fuel ratio is responded while smoothly increasing / decreasing the output torque of the internal combustion engine in accordance with the increase / decrease of the required torque given by the driver through the operation of the accelerator pedal. It is desirable to switch well. However, it is not easy to apply the above prior art to air-fuel ratio switching control in a transient state. The above-mentioned patent document only describes a method for switching the air-fuel ratio (equivalent ratio) on the assumption that the torque is maintained constant. What is the method for switching the air-fuel ratio with good response while smoothly reducing or increasing the torque? It is because it has not stated.

  As a technique for suppressing torque shock when switching the operation mode between the operation with the stoichiometric air-fuel ratio and the operation with the air-fuel ratio leaner than the stoichiometric air-fuel ratio, the technique disclosed in Japanese Patent Laid-Open No. 2008-038865 Can be further mentioned. However, the technique described in this patent document is also aimed at switching the air-fuel ratio with good response while keeping the torque constant, and switching the air-fuel ratio with good response while smoothly decreasing or increasing the torque during transient operation. Nothing is said about the method. Japanese Patent Application Laid-Open No. 2010-223122 discloses a technique related to torque demand control for determining an operation amount of each actuator in accordance with a required torque, but does not mention switching of the air-fuel ratio at all.

Japanese Patent Laid-Open No. 11-22609 JP 2010-223122 A JP 2008-038865 A

  The present invention has been made in view of the above-described problems, and in an internal combustion engine configured to be able to switch the air-fuel ratio used for operation between at least two target air-fuel ratios, the torque is smoothly changed according to the driver's request. It is an object to switch the air-fuel ratio with good response while making it happen.

  The present invention can be applied to the configuration of a control device for an internal combustion engine. The outline of the control apparatus for an internal combustion engine according to the present invention will be described below. However, as will be apparent from the contents of the present invention described below, the present invention can be applied to the procedure of the control method of the internal combustion engine, and can also be applied to an algorithm of a program executed by the control device. .

  The control apparatus according to the present invention has three types of actuators, and selects between an operation in which the first air-fuel ratio is the target air-fuel ratio and an operation in which the second air-fuel ratio is leaner than the first air-fuel ratio and is the target air-fuel ratio. A controllable internal combustion engine is used. The three types of actuators are a first actuator that changes the amount of air, a second actuator that supplies fuel into the cylinder, and a third actuator that ignites the mixture in the cylinder. The first actuator includes, for example, a variable valve timing mechanism that changes the valve timing of a throttle and an intake valve, and if the internal combustion engine is a supercharged engine, the supercharging that changes the supercharging characteristics of the supercharger. A variable characteristic actuator, specifically, a variable nozzle, a waste gate valve, and the like are included in the first actuator. Specifically, the second actuator is an injector that injects fuel, and includes, for example, a port injector that injects fuel into the intake port and an in-cylinder injector that directly injects fuel into the cylinder. Specifically, the third actuator is an ignition device. The control device according to the present invention integrally controls the air amount, fuel supply amount, and ignition timing of the internal combustion engine by cooperative operation of these three types of actuators.

  The control device according to the present invention can be realized by a computer. More specifically, the control device according to the present invention is configured by a computer including a memory storing a program describing processing for realizing various functions and a processor that reads and executes the program from the memory. Can do. The functions of the control device according to the present invention include a required torque receiving function, a target air-fuel ratio switching function, a target air as functions for determining the target air amount and target air-fuel ratio used for the cooperative operation of the three types of actuators. An amount calculation function and a parameter value change function are included.

  According to the required torque receiving function, the required torque for the internal combustion engine is received. The required torque is calculated based on a signal responsive to the accelerator pedal opening operated by the driver. When the driver requests the internal combustion engine to decelerate, a required torque that decreases according to the speed at which the driver closes the accelerator pedal is obtained. When the driver requests acceleration from the internal combustion engine, a required torque that increases according to the speed at which the driver opens the accelerator pedal is obtained.

  According to the target air amount calculation function, the target air amount for achieving the required torque is calculated backward from the required torque. In the calculation of the target air amount, a parameter that gives the conversion efficiency of the air amount into torque is used. The parameter value is variable and is changed by the parameter value changing function. According to the parameter value changing function, the parameter value is changed to a value that lowers the conversion efficiency in response to the decrease of the required torque to a reference value or less. Further, the parameter value is changed to a value that increases the conversion efficiency in response to the increase of the required torque to the reference value or more. If the required torque value is the same, the higher the conversion efficiency indicated by the parameter value, the smaller the target air amount, and the lower the conversion efficiency indicated by the parameter value, the larger the target air amount. The reference value for the torque may be a fixed value, but is preferably changed as appropriate according to the rotational speed of the internal combustion engine or other conditions.

  According to the target air-fuel ratio switching function, in the transition period in which the required torque is decreasing, the parameter value is changed to a value that lowers the conversion efficiency in response to the required torque decreasing below the reference value. The fuel ratio is switched from the first air fuel ratio to the second air fuel ratio that is leaner than the first air fuel ratio. The specific timing for switching the target air-fuel ratio from the first air-fuel ratio to the second air-fuel ratio is preferably when the difference between the target air amount and the estimated air amount is equal to or less than a threshold value. Alternatively, the target air-fuel ratio may be switched from the first air-fuel ratio to the second air-fuel ratio when a certain time has elapsed since the parameter value was changed. On the other hand, in the transition period in which the required torque is increasing, the target air-fuel ratio is changed to a value that increases the conversion efficiency in response to the request torque increasing beyond the reference value. The air-fuel ratio is switched from the second air-fuel ratio to the first air-fuel ratio.

  As an example of the parameter used for calculating the target air amount, a parameter corresponding to the air-fuel ratio can be cited. As the air-fuel ratio is leaner than the stoichiometric air-fuel ratio, the torque generated at the same air amount decreases. Therefore, the parameter corresponding to the air-fuel ratio corresponds to a parameter that gives the conversion efficiency of the air amount into torque. When the parameter corresponding to the air-fuel ratio is used for calculation of the target air amount, the parameter value corresponds to the second air-fuel ratio from the value corresponding to the first air-fuel ratio in response to the decrease of the required torque to the reference value or less. Switch to value. That is, when the required torque decreases below the reference value, the air-fuel ratio used for calculation of the target air amount is first before the target air-fuel ratio is switched from the first air-fuel ratio to the second air-fuel ratio. The air / fuel ratio is switched to the second air / fuel ratio. Further, in response to the increase of the required torque to a reference value or more, the parameter value is switched from a value corresponding to the second air-fuel ratio to a value corresponding to the first air-fuel ratio. That is, when the required torque increases beyond the reference value, the air-fuel ratio used for calculating the target air amount is also the same as or substantially simultaneously with the target air-fuel ratio being switched from the second air-fuel ratio to the first air-fuel ratio. The air-fuel ratio is switched from the second air-fuel ratio to the first air-fuel ratio.

  The control device according to the present invention cooperatively operates three types of actuators based on the target air amount and the target air-fuel ratio determined by the above processing. The functions of the control device according to the present invention include a first actuator control function, a second actuator control function, and a third actuator control function as functions for cooperative operation based on the target air amount and the target air-fuel ratio. included.

  According to the first actuator control function, the operation amount of the first actuator is determined based on the target air amount. Then, the first actuator is operated according to the determined operation amount. The actual air amount changes so as to follow the target air amount by operating the first actuator.

  According to the second actuator control function, the fuel supply amount is determined based on the target air-fuel ratio. Then, the second actuator is operated according to the determined fuel supply amount.

  According to the third actuator control function, the ignition timing for achieving the required torque is determined based on the torque estimated from the operation amount of the first actuator and the target air-fuel ratio and the required torque. Then, the third actuator is operated according to the determined ignition timing. The actual air amount can be estimated from the operation amount of the first actuator, and the torque can be estimated from the estimated air amount and the target air-fuel ratio. The operation of the third actuator is performed so that the excess of the estimated torque with respect to the required torque is corrected by the ignition timing.

  According to the control device of the present invention, by providing the above-described function, in the transition period in which the required torque given from the driver is decreasing or increasing, the idle torque is changed while smoothly changing the torque according to the driver's request. The fuel ratio can be switched with good response.

It is a block diagram which shows the logic of the control apparatus which concerns on Embodiment 1 of this invention. It is a block diagram which shows the logic of the switching of the operation mode of the control apparatus which concerns on Embodiment 1 of this invention. It is a time chart which shows the image of the control result at the time of the deceleration by the control apparatus which concerns on Embodiment 1 of this invention. It is a time chart which shows the image of the control result at the time of the acceleration by the control apparatus which concerns on Embodiment 1 of this invention. It is a block diagram which shows the logic of the control apparatus which concerns on Embodiment 2 of this invention. It is a figure which shows the setting of the driving | operation area | region taken with the control apparatus which concerns on Embodiment 2 of this invention.

[Embodiment 1]
Embodiment 1 of the present invention will be described below with reference to the drawings.

  An internal combustion engine (hereinafter referred to as an engine) to be controlled in the present embodiment is a spark ignition type four-cycle reciprocating engine. In addition, this engine is a so-called lean burn engine, and as an engine operation mode, a stoichiometric mode (first operation mode) in which operation is performed with a theoretical air-fuel ratio and a lean mode in which operation is performed with an air-fuel ratio leaner than the theoretical air-fuel ratio. (Second operation mode) can be selected.

  An ECU (Electrical Control Unit) mounted on the vehicle controls the operation of the engine by operating various actuators provided in the engine. The actuator operated by the ECU includes a throttle that is a first actuator that changes the air amount, a variable valve timing mechanism (hereinafter referred to as VVT), an injector that is a second actuator that supplies fuel into the cylinder, and an air-fuel mixture in the cylinder. Includes an ignition device which is a third actuator for igniting the motor. VVT is provided for the intake valve, and the injector is provided for the intake port. The ECU operates these actuators to control the operation of the engine. The engine control by the ECU includes switching of the operation mode from the stoichiometric mode to the lean mode, or from the lean mode to the stoichiometric mode.

  FIG. 1 is a block diagram showing the logic of the ECU according to the present embodiment. The ECU includes an engine controller 100 and a powertrain manager 200. The engine controller 100 is a control device that directly controls the engine, and corresponds to the control device according to the present invention. The powertrain manager 200 is a control device that performs integrated control of the entire drive system including an engine, an electronically controlled automatic transmission, and vehicle control devices such as VSC and TRC. The engine controller 100 is configured to control the operation of the engine based on a signal received from the powertrain manager 200. The engine controller 100 and the powertrain manager 200 are both realized by software. Specifically, the functions of the engine controller 100 and the powertrain manager 200 are realized in the ECU by reading a program stored in the memory and executing the program by the processor. When the ECU includes a multi-core processor, the engine controller 100 and the powertrain manager 200 can be assigned to different cores or core groups.

  In the block showing the powertrain manager 200 in FIG. 1, among the various functions provided in the powertrain manager 200, some of the functions related to engine control are represented by blocks. An arithmetic unit is assigned to each of these blocks. Programs corresponding to the respective blocks are prepared in the ECU, and the functions of the respective arithmetic units are realized in the ECU by being executed by the processor. In addition, when ECU is provided with a multi-core processor, the arithmetic unit which comprises the powertrain manager 200 can be distributed and allocated to several cores.

  The arithmetic unit 202 calculates the requested first torque and transmits it to the engine controller 100. In the figure, the required first torque is indicated as “TQ1r”. The first torque is a kind of torque that does not have high responsiveness required for the engine and that may be realized in the near future if not immediately. The requested first torque is a requested value of the first torque that the powertrain manager 200 requests for the engine, and corresponds to the requested torque in the present invention. A signal output in response to the opening of the accelerator pedal is input to the arithmetic unit 202 from an accelerator position sensor (not shown). The required first torque is calculated based on the signal. The requested first torque is a shaft torque.

  The arithmetic unit 204 calculates the requested second torque and transmits it to the engine controller 100. In the figure, the required second torque is indicated as “TQ2r”. The second torque is a type of torque that has higher urgency or priority than the first torque and requires high responsiveness to the engine, that is, a type of torque that is required to be realized immediately. The responsiveness mentioned here means responsiveness when the torque is temporarily reduced. The requested second torque is a requested value of the second torque that the powertrain manager 200 requests from the engine. The required second torque calculated by the arithmetic unit 204 is required for the shift control of the electronically controlled automatic transmission, the torque required for the traction control, and the side slip prevention control. Torque required from the vehicle control system, such as torque, is included. The first torque is a torque required for the engine constantly or over a long period of time, whereas the second torque is a torque required for the engine suddenly or for a short period of time. For this reason, the arithmetic unit 204 outputs an effective value corresponding to the magnitude of the torque to be realized only when an event that actually requires such torque occurs, and while such an event does not occur Outputs an invalid value. The invalid value is set to a value larger than the maximum shaft torque that can be output by the engine.

  The arithmetic unit 206 calculates the gear ratio of the automatic transmission and transmits a signal for instructing the gear ratio to a transmission controller (not shown). The transmission controller is realized as one function of the ECU, like the powertrain manager 200 and the engine controller 100. A flag signal is input from the engine controller 100 to the arithmetic unit 206. In the figure, the flag signal is described as “FLG”. The flag signal is a signal indicating that the operation mode is being switched. While the flag signal is on, the arithmetic unit 206 fixes the gear ratio of the automatic transmission. That is, while the operation mode is being switched, the change of the gear ratio by the automatic transmission is prohibited so that the operation state of the engine does not change greatly.

  The arithmetic unit 208 transmits to the engine controller 100 a stop signal instructing to stop the operation mode switching in response to the predetermined condition being satisfied. In the figure, the stop signal is described as “Stop”. The predetermined condition is that a request to greatly change the operating state of the engine is issued from the powertrain manager 200. For example, when changing the gear ratio of the automatic transmission or when a special request regarding the ignition timing or fuel injection amount is issued to the engine for warming up the catalyst, a stop signal is output from the arithmetic unit 208. Is done.

  Next, the configuration of the engine controller 100 will be described. Interfaces 101, 102, 103, and 104 are set between the engine controller 100 and the powertrain manager 200. The interface 101 corresponds to the required torque receiving means in the present invention, and the required first torque is transferred at the interface 101. In the interface 102, a stop signal is transferred. The interface 103 exchanges flag signals. Then, the requested second torque is transferred at the interface 104.

  In the block showing the engine controller 100 in FIG. 1, among the various functions provided in the engine controller 100, three types of actuators, that is, the throttle 2 and VVT 8 as the first actuator, the injector 4 as the second actuator, and The functions related to the cooperative operation of the ignition device 6 that is the third actuator are represented by blocks. An arithmetic unit is assigned to each of these blocks. Programs corresponding to the respective blocks are prepared in the ECU, and the functions of the respective arithmetic units are realized in the ECU by being executed by the processor. In addition, when ECU is provided with a multi-core processor, the arithmetic unit which comprises the engine controller 100 can be distributed and allocated to several cores.

  The engine controller 100 is roughly composed of three large arithmetic units 120, 140, and 160. The large arithmetic unit 120 calculates values of various control parameters for the engine. The control parameters include target values for various control amounts for the engine. Further, the target values include those calculated based on the request value transmitted from the powertrain manager 200 and those calculated inside the large arithmetic unit 120 based on the information related to the operating state of the engine. . The required value is a control amount value that is unilaterally requested from the powertrain manager 200 without considering the engine state, whereas the target value is set based on a feasible range determined by the engine state. Is the value of the controlled variable. More specifically, the large arithmetic unit 120 includes four arithmetic units 122, 124, 126, and 128.

  The arithmetic unit 122 calculates a target air-fuel ratio, a virtual air-fuel ratio, a switching target efficiency, and a switching target second torque as control parameters for the engine. In the figure, the target air-fuel ratio is expressed as “AFt”, the virtual air-fuel ratio is expressed as “AFh”, the target efficiency for switching is expressed as “ηtc”, and the target second torque for switching is expressed as “TQ2c”. Has been. The target air-fuel ratio is a target value of the air-fuel ratio realized in the engine, and is used for calculating the fuel injection amount. On the other hand, the virtual air-fuel ratio is a parameter that gives a conversion efficiency of torque into an air amount, and is used for calculating a target air amount. The target efficiency for switching is a target value of the ignition timing efficiency for switching the operation mode, and is used for calculating the target air amount. The ignition timing efficiency means the ratio of the torque that is actually output with respect to the torque that can be output when the ignition timing is the optimal ignition timing, and is 1 that is the maximum value when the ignition timing is the optimal ignition timing. The optimum ignition timing basically means MBT (Minimum Advance for Best Torque), and when the trace knock ignition timing is set, it is more retarded of the MBT and the trace knock ignition timing. It means a certain ignition timing. The target second torque for switching is a target value of the second torque for switching the operation mode, and is used for switching calculation of ignition timing efficiency when the operation mode is switched. The operation mode is switched by a combination of these control parameter values calculated by the arithmetic unit 122. The relationship between the content of processing performed in the arithmetic unit 122 and switching of the operation mode will be described in detail later.

  In addition to the requested first torque, the requested second torque, and the stop signal given from the powertrain manager 200, various information related to the engine operating state such as the engine speed is input to the arithmetic unit 122. Of these, the information used to determine the timing for switching the operation mode is the requested first torque. The requested second torque and the stop signal are used as information for determining whether switching of the operation mode is permitted or prohibited. When the stop signal is input and when the request second torque having an effective value is input, the arithmetic unit 122 does not execute the process related to the switching of the operation mode. Further, the arithmetic unit 122 transmits the above-described flag signal to the powertrain manager 200 during the switching of the operation mode, that is, while the calculation process for switching the operation mode is being executed.

  The arithmetic unit 124 is classified as the first torque among the torques required to maintain the current engine operating state or to realize a predetermined operating state as a control parameter for the engine. Calculate the torque. Here, the torque calculated by the arithmetic unit 124 is referred to as other first torque. In the figure, the other first torque is indicated as “TQ1etc”. In addition, the first torque includes a torque within a range of fluctuations that can be achieved only by controlling the air amount, among torques necessary for maintaining a predetermined idle speed when the engine is in an idle state. The arithmetic unit 124 outputs a valid value only when such torque is actually needed, and calculates an invalid value while such torque is not needed. The invalid value is set to a value larger than the maximum indicated torque that the engine can output.

  The arithmetic unit 126 is classified as a second torque among the torques required to maintain the current engine operating state or to realize a predetermined operating state as a control parameter for the engine. Calculate the torque. Here, the torque calculated by the arithmetic unit 126 is referred to as other second torque. In the figure, the other second torque is described as “TQ2etc”. The other second torque includes a torque that needs to be controlled in the ignition timing in order to achieve the torque among the torques necessary to maintain a predetermined idle speed when the engine is in an idle state. The arithmetic unit 126 outputs a valid value only when such torque is actually needed, and calculates an invalid value while such torque is not needed. The invalid value is set to a value larger than the maximum indicated torque that the engine can output.

  The arithmetic unit 128 calculates the ignition timing efficiency required for maintaining the current engine operating state or realizing a predetermined operating state as a control parameter for the engine. Here, the ignition timing efficiency calculated by the arithmetic unit 128 is referred to as other efficiency. In the figure, other efficiency is indicated as “ηetc”. The other efficiency includes the ignition timing efficiency necessary for warming up the exhaust gas purification catalyst when the engine is started. The lower the ignition timing efficiency, the less energy that is converted into torque from the energy generated by the combustion of the fuel, and that much energy is discharged along with the exhaust gas into the exhaust passage to warm up the exhaust purification catalyst. Will be used. While it is not necessary to realize such efficiency, the efficiency value output from the arithmetic unit 128 is held at 1 which is the maximum value.

  From the large arithmetic unit 120 configured as described above, the required first torque, other first torque, target air-fuel ratio, virtual air-fuel ratio, switching target efficiency, other efficiency, required second torque, switching target second Torque and other second torque are output. These control parameters are input to the large arithmetic unit 140. The requested first torque and the requested second torque provided from the powertrain manager 200 are shaft torques, but the large arithmetic unit 120 corrects them to the indicated torque. The required torque is corrected to the indicated torque by adding or subtracting the friction torque, accessory driving torque, and pump loss to the required torque. Note that the torque such as the switching target second torque calculated within the large arithmetic unit 120 is calculated as the indicated torque.

  Next, the large arithmetic unit 140 will be described. As described above, various engine control parameters are sent from the large arithmetic unit 120. Of these, the requested first torque and the other first torque are requests for control amounts belonging to the same category, and cannot be established at the same time. Similarly, the requested second torque, the other second torque, and the switching target second torque are requests for control amounts belonging to the same category and cannot be established at the same time. Similarly, the target efficiency for switching and the other efficiency are requests for control amounts belonging to the same category, and cannot be established at the same time. For this reason, a process called arbitration is required for each control amount category. Arbitration here is calculation processing for obtaining one numerical value from a plurality of numerical values, such as maximum value selection, minimum value selection, averaging, or superposition, for example, and appropriately combining a plurality of types of calculation processing It can also be. In order to carry out such arbitration for each control amount category, the large arithmetic unit 140 includes three arithmetic units 142, 144, and 146.

  The arithmetic unit 142 is configured to adjust the first torque. The requested first torque and the other first torque are input to the arithmetic unit 142. The arithmetic unit 142 arbitrates them and outputs the arbitrated torque as the finally determined target first torque. In the figure, the finally determined target first torque is indicated as “TQ1t”. As an arbitration method in the arithmetic unit 142, minimum value selection is used. Therefore, when a valid value is not output from the arithmetic unit 124, the requested first torque given from the powertrain manager 200 is calculated as the target first torque.

  The arithmetic unit 144 is configured to adjust the ignition timing efficiency. The target efficiency for switching and other efficiency are input to the arithmetic unit 144. The arithmetic unit 144 arbitrates them and outputs the arbitrated efficiency as the finally determined target efficiency. In the figure, the finally determined target efficiency is expressed as “ηt”. As an arbitration method in the arithmetic unit 144, minimum value selection is used. From the viewpoint of fuel efficiency, it is preferable that the ignition timing efficiency is 1, which is the maximum value. Therefore, unless there is a special event, the target efficiency for switching calculated by the arithmetic unit 122 and the other efficiencies calculated by the arithmetic unit 128 are held at 1 which is the maximum value. Therefore, the target efficiency value output from the arithmetic unit 144 is basically 1, and a value smaller than 1 is selected only when some event occurs.

  The arithmetic unit 146 is configured to adjust the second torque. The requested second torque, the other second torque, and the switching target second torque are input to the arithmetic unit 146. The arithmetic unit 146 arbitrates them and outputs the arbitrated torque as the finally determined target second torque. In the figure, the finally determined target second torque is described as “TQ2t”. As an arbitration method in the arithmetic unit 146, minimum value selection is used. The second torque is basically an invalid value including the target second torque for switching, and is switched to an effective value indicating the magnitude of the torque to be realized only when a specific event occurs. Therefore, the target second torque output from the arithmetic unit 146 is basically also an invalid value, and the valid value is selected only when some event occurs.

  The large arithmetic unit 140 configured as described above outputs the target first torque, target efficiency, virtual air-fuel ratio, target air-fuel ratio, and target second torque. These control parameters are input to the large arithmetic unit 160.

  The large arithmetic unit 160 corresponds to an inverse model of the engine, and is composed of a plurality of models represented by maps and functions. The operation amount of each actuator 2, 4, 6, 8 for cooperative operation is calculated by the large arithmetic unit 160. Of the control parameters input from the large arithmetic unit 140, both the target first torque and the target second torque are treated as target values of torque for the engine. However, the target second torque has priority over the target first torque. In the large arithmetic unit 160, the target second torque is achieved when the target second torque is an effective value, and the target first torque is achieved when the target second torque is an invalid value. The amount of operation of each actuator 2, 4, 6, 8 is calculated. The operation amount is calculated so that the target air-fuel ratio and the target efficiency are achieved simultaneously with the target torque. That is, in the control device according to the present embodiment, torque, efficiency, and air-fuel ratio are used as engine control amounts, and air amount control, ignition timing control, and fuel injection amount are based on target values of these three types of control amounts. Control is implemented.

  The large arithmetic unit 160 includes a plurality of arithmetic units 162, 164, 166, 168, 170, 172, 174, 176, 178. Among these arithmetic units, those relating to air amount control are arithmetic units 162, 164, 166, 178, and those relating to ignition timing control are arithmetic units 168, 170, 172, which are related to fuel injection amount control. What is to be done is the arithmetic units 174, 176. Hereinafter, the function of each arithmetic unit will be described in order from the arithmetic unit related to the air amount control.

  The arithmetic unit 162 receives the target first torque, the target efficiency, and the virtual air-fuel ratio. The arithmetic unit 162 corresponds to the target air amount calculation means in the present invention, and uses the target efficiency and the virtual air-fuel ratio to back-calculate the target air amount for achieving the target first torque from the target first torque. In this calculation, the target efficiency and the virtual air-fuel ratio are used as parameters that give the conversion efficiency of the air amount into torque. In the present invention, the air amount is the amount of air sucked into the cylinder, and the filling efficiency or load factor obtained by making it dimensionless is within the same range of the air amount in the present invention.

  The arithmetic unit 162 first calculates an air amount control target torque by dividing the target first torque by the target efficiency. When the target efficiency is smaller than 1, the air amount control target torque is larger than the target first torque. This means that the air amount control by the actuators 2 and 8 is required to potentially output a torque larger than the target first torque. On the other hand, when the target efficiency is 1, the target first torque is directly calculated as the air amount control target torque.

  Next, the arithmetic unit 162 converts the air amount control target torque into the target air amount using the torque-air amount conversion map. The torque-air amount conversion map is a map in which torque and air amount are associated with various engine state amounts including engine speed and air-fuel ratio as keys, assuming that the ignition timing is the optimal ignition timing. is there. This map is created based on data obtained by testing the engine. The actual value or target value of the engine state quantity is used for searching the torque-air quantity conversion map. As for the air-fuel ratio, the virtual air-fuel ratio is used for map search. Therefore, in the arithmetic unit 162, the air amount necessary for realizing the target torque for air amount control under the virtual air-fuel ratio is calculated as the target air amount. In the figure, the target air amount is described as “KLt”.

  The arithmetic unit 164 reversely calculates a target intake pipe pressure that is a target value of the intake pipe pressure from the target air amount. In calculating the target intake pipe pressure, a map describing the relationship between the amount of air taken into the cylinder through the intake valve and the intake pipe pressure is used. Since the relationship between the air amount and the intake pipe pressure varies depending on the valve timing, the parameter value of the map is determined from the current valve timing in calculating the target intake pipe pressure. In the figure, the target intake pipe pressure is indicated as “Pmt”.

  The arithmetic unit 166 calculates a target throttle opening that is a target value of the throttle opening based on the target intake pipe pressure. In calculating the target throttle opening, an inverse model of the air model is used. Since the air model is a physical model that models the response characteristics of the intake pipe pressure to the operation of the throttle 2, the target throttle opening for achieving the target intake pipe pressure by using the inverse model is calculated backward from the target intake pipe pressure. can do. In the figure, the target throttle opening is indicated as “TA”. The target throttle opening calculated by the arithmetic unit 166 is converted into a signal for driving the throttle 2 and transmitted to the throttle 2 via the interface 111 of the ECU. The arithmetic units 164 and 166 correspond to the first actuator control means in the present invention.

  The arithmetic unit 178 calculates a target valve timing that is a target value of the valve timing based on the target air amount. For the calculation of the target valve timing, a map in which the air amount and the valve timing are associated with each other using the engine speed as an argument is used. The target valve timing is a displacement angle of the VVT 8 that is optimal for achieving the target air amount based on the current engine speed, and its specific value is determined by adaptation for each air amount and each engine speed. Yes. However, at the time of acceleration where the target air volume greatly increases at a high speed, the target valve timing is set to an advance side of the valve timing determined from the map in order to increase the actual air volume at the maximum speed and follow the target air volume. Is corrected. In the figure, the target valve timing is indicated as “VT”. The target valve timing calculated by the arithmetic unit 178 is converted into a signal for driving the VVT 8 and transmitted to the VVT 8 via the interface 112 of the ECU. The arithmetic unit 178 also corresponds to the first actuator control means in the present invention.

  Next, functions of the arithmetic unit related to ignition timing control will be described. The arithmetic unit 168 calculates the estimated torque based on the actual throttle opening and valve timing realized by the air amount control described above. The estimated torque in this specification means torque that can be output when the ignition timing is set to the optimal ignition timing based on the current throttle opening, valve timing, and target air-fuel ratio. First, the arithmetic unit 168 calculates an estimated air amount from the measured value of the throttle opening and the measured value of the valve timing using the forward model of the air model described above. The estimated air amount is an estimated value of the air amount actually realized by the current throttle opening degree and valve timing. Next, the estimated air amount is converted into the estimated torque using the torque-air amount conversion map. In the search of the torque-air amount conversion map, the target air-fuel ratio is used as a search key. In the figure, the estimated torque is expressed as “TQe”.

  The target second torque and the estimated torque are input to the arithmetic unit 170. The arithmetic unit 170 calculates a commanded ignition timing efficiency that is a command value of the ignition timing efficiency based on the target second torque and the estimated torque. The command ignition timing efficiency is expressed as a ratio of the target second torque to the estimated torque. However, an upper limit is set for the commanded ignition timing efficiency, and when the ratio of the target second torque to the estimated torque exceeds 1, the value of the commanded ignition timing efficiency is set to 1. In the figure, the indicated ignition timing efficiency is expressed as “ηi”.

  The arithmetic unit 172 calculates the ignition timing from the indicated ignition timing efficiency. Specifically, the optimal ignition timing is calculated based on the engine state quantity such as the engine speed, the required torque, and the air-fuel ratio, and the retard amount with respect to the optimal ignition timing is calculated from the indicated ignition timing efficiency. If the command ignition timing efficiency is 1, the retard amount is set to zero, and the retard amount is increased as the command ignition timing efficiency is smaller than one. Then, the optimum ignition timing plus the retard amount is calculated as the final ignition timing. In calculating the optimum ignition timing, a map that associates the optimum ignition timing with various engine state quantities can be used. For calculating the retard amount, a map that associates the retard amount with the ignition timing efficiency and various engine state amounts can be used. In searching these maps, the target air-fuel ratio is used as a search key. In the figure, the ignition timing is indicated as “SA”. The ignition timing calculated by the arithmetic unit 172 is converted into a signal for driving the ignition device 6 and transmitted to the ignition device 6 via the interface 113 of the ECU. The arithmetic units 168, 170, 172 correspond to the third actuator control means in the present invention.

  Next, functions of the arithmetic unit related to fuel injection amount control will be described. The arithmetic unit 174 calculates the estimated air amount from the measured value of the throttle opening and the measured value of the valve timing using the forward model of the air model. The estimated air amount calculated by the arithmetic unit 174 is preferably an air amount predicted when the intake valve closes. The amount of air in the future can be predicted from the target throttle opening, for example, by setting a delay time from the calculation of the target throttle opening to the output. In the figure, the estimated air amount is described as “KLe”.

  The arithmetic unit 176 calculates a fuel injection amount necessary for achieving the target air-fuel ratio, that is, a fuel supply amount, from the target air-fuel ratio and the estimated air amount. The calculation of the fuel injection amount is executed when the calculation timing of the fuel injection amount arrives in each cylinder. In the figure, the fuel injection amount is described as “TAU”. The fuel injection amount calculated by the arithmetic unit 176 is converted into a signal for driving the injector 4 and transmitted to the injector 4 via the interface 114 of the ECU. The arithmetic units 174 and 176 correspond to the second actuator control means in the present invention.

  The above is the outline of the logic of the ECU according to the present embodiment. Next, the arithmetic unit 122 that is a main part of the ECU according to the present embodiment will be described in detail.

  FIG. 2 is a block diagram showing the logic of the arithmetic unit 122. In the block showing the arithmetic unit 122 in FIG. 2, among the various functions provided in the arithmetic unit 122, functions related to switching of the operation mode are represented by blocks. An arithmetic unit is assigned to each of these blocks. Programs corresponding to the respective blocks are prepared in the ECU, and the functions of the respective arithmetic units are realized in the ECU by being executed by the processor. When the ECU includes a multi-core processor, the arithmetic units 402, 404, 406, and 408 constituting the arithmetic unit 122 can be distributed and assigned to a plurality of cores.

  First, the arithmetic unit 402 will be described. The arithmetic unit 402 calculates a reference value for torque. The reference value is the torque at the boundary between the lean mode and the stoichiometric mode, and the optimum value is adapted for each engine speed from the viewpoint of fuel efficiency, exhaust gas performance, and drivability. The arithmetic unit 402 calculates a reference value suitable for the engine speed with reference to a map prepared in advance. In the figure, the reference value is written as “Ref”.

  Next, the arithmetic unit 404 will be described. The requested first torque is input to the arithmetic unit 404. Further, the reference value calculated by the arithmetic unit 402 is set for the arithmetic unit 404. The arithmetic unit 404 changes the value of the virtual air-fuel ratio used for calculating the target air amount based on the relationship between the input requested first torque and the reference value. More specifically, the arithmetic unit 404 switches the virtual air-fuel ratio from the first air-fuel ratio to the second air-fuel ratio or from the second air-fuel ratio to the first air-fuel ratio. The first air-fuel ratio is a theoretical air-fuel ratio (for example, 14.5). In the figure, the first air-fuel ratio is indicated as “AF1”. The second air-fuel ratio is an air-fuel ratio that is leaner than the first air-fuel ratio, and is set to a certain constant value (for example, 22.0). In the figure, the second air-fuel ratio is indicated as “AF2”. The arithmetic unit 404 corresponds to parameter value changing means in the present invention.

  While the requested first torque is greater than the reference value, the arithmetic unit 404 sets the virtual air-fuel ratio to the first air-fuel ratio in response to the requested first torque being greater than the reference value. When the requested first torque decreases in response to the driver's deceleration request, and eventually the requested first torque falls below the reference value, the arithmetic unit 404 responds to the decrease in the requested first torque to the reference value or less in response to the virtual air-fuel ratio. Is switched from the first air-fuel ratio to the second air-fuel ratio. On the other hand, while the requested first torque is smaller than the reference value, the arithmetic unit 404 sets the virtual air-fuel ratio to the second air-fuel ratio in response to the requested first torque being smaller than the reference value. When the requested first torque increases in response to the driver's deceleration request and eventually the requested first torque exceeds the reference value, the arithmetic unit 404 responds to the increase of the requested first torque to the reference value or more in response to the virtual air-fuel ratio. Is switched from the second air-fuel ratio to the first air-fuel ratio.

  Next, the arithmetic unit 406 will be described. The arithmetic unit 406 corresponds to the target air-fuel ratio switching means in the present invention. In the arithmetic unit 406, the first air-fuel ratio used in the stoichiometric mode and the second air-fuel ratio used in the lean mode are set in advance as predetermined values for the target air-fuel ratio. The arithmetic unit 406 receives the virtual air-fuel ratio determined by the arithmetic unit 404, the previous step value of the target air amount calculated by the arithmetic unit 162, and the previous step value of the estimated air amount calculated by the arithmetic unit 174. Has been.

  First, switching of the target air-fuel ratio in a situation where the requested first torque is decreasing in response to the driver's deceleration request will be described. When the arithmetic unit 406 detects that the virtual air-fuel ratio input from the arithmetic unit 404 is switched from the first air-fuel ratio to the second air-fuel ratio, it calculates the difference between the target air amount and the estimated air amount. When the estimated air amount is sufficiently close to the target air amount, specifically, when the difference between the target air amount and the estimated air amount is equal to or less than a predetermined threshold, the target air-fuel ratio is changed from the first air-fuel ratio to the second air-fuel ratio. Switch to fuel ratio. That is, at the time of deceleration when the required first torque is decreasing, after the virtual air-fuel ratio is switched from the first air-fuel ratio to the second air-fuel ratio, the target air-fuel ratio is switched from the first air-fuel ratio to the second air-fuel ratio. Done. The operation mode is switched from the stoichiometric mode to the lean mode by switching the target air-fuel ratio.

  The switching of the target air-fuel ratio in a situation where the requested first torque increases in response to the driver's acceleration request will be described. When the arithmetic unit 406 detects that the virtual air-fuel ratio input from the arithmetic unit 404 has been switched from the second air-fuel ratio to the first air-fuel ratio, the arithmetic unit 406 responds by changing the target air-fuel ratio from the second air-fuel ratio to the first air-fuel ratio. Switch to fuel ratio. That is, at the time of acceleration when the required first torque is increasing, the target air-fuel ratio is switched from the second air-fuel ratio to the first air-fuel ratio at the same time as the virtual air-fuel ratio is switched from the second air-fuel ratio to the first air-fuel ratio. Done. The operation mode is switched from the lean mode to the stoichiometric mode by switching the target air-fuel ratio.

  Finally, the arithmetic unit 408 will be described. The arithmetic unit 408 calculates the switching target second torque. As described above, the switching target second torque is input to the arithmetic unit 146 together with the requested second torque and the other second torque, and the minimum value is selected by the arithmetic unit 146. The requested second torque and the other second torque are normally invalid values, and are switched to valid values only when a specific event occurs. The same applies to the switching target second torque, and the arithmetic unit 408 normally sets the output value of the switching target second torque to an invalid value.

  The requested first torque, target air fuel ratio, virtual air fuel ratio, target air amount, and estimated air amount are input to the arithmetic unit 408. According to the logic of the arithmetic units 404 and 406, at the time of deceleration when the required first torque is decreasing, the target air-fuel ratio and the virtual air-fuel ratio match before the operation mode is switched and also after the switching process is completed. . However, there is a difference between the target air-fuel ratio and the virtual air-fuel ratio during the operation mode switching process. The arithmetic unit 408 calculates the switching target second torque having an effective value only when the deviation between the target air-fuel ratio and the virtual air-fuel ratio occurs during deceleration when the required first torque is decreasing. To do. Here, the required first torque is used as an effective value of the switching target second torque. That is, while there is a difference between the target air-fuel ratio and the virtual air-fuel ratio, the calculation unit 408 outputs the requested first torque as the switching target second torque. On the other hand, at the time of acceleration when the requested first torque is increasing, the arithmetic unit 408 determines that the difference between the target air amount and the estimated air amount after the target air fuel ratio and the virtual air fuel ratio are switched to the first air fuel ratio is a threshold value. The requested first torque is output as the switching target second torque until the following is reached.

  The above is the details of the logic of the arithmetic unit 122, that is, the operation mode switching logic employed in the present embodiment. Next, a control result when engine control is executed according to the above-described logic will be described based on a time chart showing an image thereof.

  FIG. 3 is a time chart showing an image of a control result during deceleration by the ECU according to the present embodiment. FIG. 4 is a time chart showing an image of a control result during acceleration by the ECU according to the present embodiment. In both FIG. 3 and FIG. 4, the first chart shows the time change of the torque. As described above, “TQ1r” is the requested first torque, “TQ2c” is the switching target second torque, and “TQe” is the estimated torque. Here, it is assumed that the requested first torque is the final target first torque, and the switching target second torque is the final target second torque. In addition to these torques, the actual torque is represented by a dotted line in the chart. However, actual torque is not measured by actual engine control. The actual torque line drawn on the chart is an image line supported by the test results.

  The second chart in FIGS. 3 and 4 shows the time variation of the air amount. As described above, “KLt” is the target air amount, and “KLe” is the estimated air amount. In the chart, the actual air amount is represented by a dotted line together with these air amounts. However, the actual air amount is not measured by actual engine control. The actual air volume line drawn on the chart is an image line supported by the test results.

  The third chart in FIGS. 3 and 4 shows the change over time in the target efficiency for switching. As described above, “ηtc” is the target efficiency for switching. Here, it is assumed that the target efficiency for switching is the final target efficiency.

  The fourth chart in FIGS. 3 and 4 shows the change over time in the indicated ignition timing efficiency. As described above, “ηi” is the indicated ignition timing efficiency.

  The fifth chart in FIG. 3 and FIG. 4 shows the time change of the ignition timing. As described above, “SA” is the ignition timing.

  The sixth chart in FIGS. 3 and 4 shows the time variation of the air-fuel ratio. As described above, “AFt” is the target air-fuel ratio, and “AFh” is the virtual air-fuel ratio. In addition, the time chart of the actual air-fuel ratio is shown in the seventh chart in FIGS.

  First, the control result during deceleration will be described based on FIG. At the time of deceleration, both the target air-fuel ratio and the virtual air-fuel ratio are maintained at the first air-fuel ratio, which is the theoretical air-fuel ratio, until the required first torque decreases to the level of the reference value represented by “Ref”. Therefore, the target air amount calculated from the requested first torque and the virtual air-fuel ratio decreases in conjunction with the decrease in the requested first torque. During this period, the target second torque for switching is set to an invalid value in response to the target air-fuel ratio and the virtual air-fuel ratio matching. If the target second torque for switching is an invalid value, the indicated ignition timing efficiency is 1, so the ignition timing is maintained at the optimal ignition timing. In the chart, the ignition timing changes according to the decrease in the required first torque. This is a change corresponding to the fact that the optimal ignition timing changes according to the engine speed and the air amount.

  When the requested first torque falls below the reference value, only the virtual air-fuel ratio is switched from the first air-fuel ratio to the second air-fuel ratio. That is, the target air-fuel ratio is maintained at the stoichiometric air-fuel ratio, while the virtual air-fuel ratio is made lean in a stepwise manner. The operation with the second air-fuel ratio that is a lean air-fuel ratio requires a larger amount of air than the amount of air required for the operation with the first air-fuel ratio that is the stoichiometric air-fuel ratio. For this reason, when the virtual air-fuel ratio used for calculation of the target air amount is switched to the second air-fuel ratio in a stepwise manner, the target air amount also increases in a stepwise manner at the time of the switching. However, since there is a response delay before the actuator operates and the air amount changes, the actual air amount and the estimated air amount that is the estimated value do not increase stepwise, but increase after the target air amount. I will do it. The actual air amount and the estimated air amount gradually converge to the target air amount, and the difference between the target air amount and the estimated air amount becomes less than the threshold value. At this time, the target air-fuel ratio is switched from the first air-fuel ratio to the second air-fuel ratio.

  The requested second torque for switching is an effective value from when the requested first torque falls below the reference value until the target air-fuel ratio and the virtual air-fuel ratio coincide again after the target air-fuel ratio deviates from the virtual air-fuel ratio. The value is the same as the first torque. On the other hand, the estimated torque calculated from the estimated value of the actual air amount is a request based on the target air-fuel ratio as the virtual air-fuel ratio used for calculating the target air amount has become leaner than the target air-fuel ratio. The value is larger than the first torque. As a result, the commanded ignition timing efficiency, which is the ratio of the switching target second torque to the estimated torque, becomes a value smaller than 1. In response to the instruction ignition timing efficiency being less than 1, the ignition timing is retarded from the optimal ignition timing. As a result, the increase in torque due to the excess air amount is offset by the decrease in torque due to the retard of the ignition timing, and the deviation of the actual torque from the requested first torque is prevented.

  As described above, according to the logic employed in the present embodiment, the air-fuel ratio is changed from the first air-fuel ratio, which is the stoichiometric air-fuel ratio, to the stoichiometric air-fuel ratio while achieving a smooth decrease in torque commensurate with the driver's deceleration request. It is possible to switch to the second air-fuel ratio that is a leaner air-fuel ratio with good response.

  Next, the control result during acceleration will be described based on FIG. During acceleration, the target air-fuel ratio is maintained at the second air-fuel ratio, which is a lean air-fuel ratio, and the virtual air-fuel ratio is also maintained at the second air-fuel ratio until the requested first torque increases to the reference value level. Therefore, the target air amount calculated from the requested first torque and the virtual air-fuel ratio increases in conjunction with the increase in the requested first torque. During this period, the target second torque for switching is set to an invalid value in response to the target air-fuel ratio and the virtual air-fuel ratio matching. If the target second torque for switching is an invalid value, the indicated ignition timing efficiency is 1, so the ignition timing is maintained at the optimal ignition timing.

  When the requested first torque exceeds the reference value, the virtual air-fuel ratio is switched from the second air-fuel ratio to the first air-fuel ratio that is the theoretical air-fuel ratio, and at the same time, the target air-fuel ratio is also switched from the second air-fuel ratio to the first air-fuel ratio. It is done. The operation with the first air-fuel ratio that is the stoichiometric air-fuel ratio requires less air than the operation with the second air-fuel ratio that is the lean air-fuel ratio. For this reason, when the virtual air-fuel ratio used for calculation of the target air amount is switched to the first air-fuel ratio stepwise, the target air amount also decreases stepwise at the time of the switching. However, the actual air amount and the estimated air amount do not decrease stepwise, decrease after the target air amount, and eventually converge to the target air amount.

  From the time when the required first torque exceeds the reference value until the difference between the target air amount and the estimated air amount becomes equal to or less than the threshold value, the target second torque for switching is set to the same value as the required first torque which is an effective value. . On the other hand, the estimated torque calculated from the estimated air amount is larger than the required first torque because the estimated air amount is excessive than the target air amount. As a result, the commanded ignition timing efficiency, which is the ratio of the switching target second torque to the estimated torque, becomes a value smaller than 1. In response to the instruction ignition timing efficiency being less than 1, the ignition timing is retarded from the optimal ignition timing. As a result, the increase in torque due to the excess air amount is offset by the decrease in torque due to the retard of the ignition timing, and the deviation of the actual torque from the requested first torque is prevented.

  As described above, according to the logic employed in the present embodiment, the air-fuel ratio is made leaner than the stoichiometric air-fuel ratio while achieving a smooth increase in torque commensurate with the driver's acceleration request. It is possible to switch from the fuel ratio to the first air fuel ratio that is the stoichiometric air fuel ratio with good response.

[Embodiment 2]
Next, a second embodiment of the present invention will be described with reference to the drawings.

  The engine to be controlled in the present embodiment is a spark ignition type four-cycle reciprocating engine and a supercharged lean burn engine equipped with a turbocharger. In addition to the throttle, VVT, ignition device, and injector, the actuator operated by the ECU that controls the operation of the engine includes a wastegate valve (hereinafter referred to as WGV) provided in the turbocharger. The WGV is a supercharging characteristic variable actuator that changes the supercharging characteristic of the turbocharger. Since the supercharging characteristic of the turbocharger changes the amount of air, WGV is included in the first actuator that changes the amount of air, like the throttle and VVT.

  FIG. 5 is a block diagram showing the logic of the ECU according to the present embodiment. The ECU includes an engine controller 100 and a powertrain manager 200. In the block showing the powertrain manager 200, various functions included in the powertrain manager 200 are represented by blocks. Among these, the block which shows the function which is common with the thing of ECU which concerns on Embodiment 1 is attached | subjected the common code | symbol. In the block indicating the engine controller 100, among various functions provided in the engine controller 100, functions related to the cooperative operation of the actuator are represented by blocks. Among these, the block which shows the function which is common with the thing of ECU which concerns on Embodiment 1 is attached | subjected the common code | symbol. Below, it demonstrates centering on the block which shows the difference from Embodiment 1, ie, the function peculiar to control of a supercharged lean burn engine.

  The powertrain manager 200 according to the present embodiment includes an arithmetic unit 210 in addition to the arithmetic units 202, 204, 206, and 208 that are common to the first embodiment. The arithmetic unit 210 calculates the requested third torque and transmits it to the engine controller 100. In the figure, the required third torque is described as “TQ3r”. Similar to the first torque, the third torque is a torque required for the engine constantly or over a long period of time. The relationship between the third torque and the first torque is similar to the relationship between the first torque and the second torque. In other words, when viewed from the side of the first torque, the first torque is realized with a kind of torque that has higher urgency or priority than the third torque and requires high responsiveness of the engine, that is, earlier. Is the type of torque required. The requested third torque is a requested value of the third torque that the powertrain manager 200 requests from the engine. If the three types of required torques calculated by the powertrain manager 200 are arranged in the order of urgency or priority, that is, in order of the responsiveness required for the engine, the required second torque, the required first torque, and the required third Torque order. The arithmetic unit 210 calculates the requested third torque based on a signal that responds to the opening of the accelerator pedal. In the present embodiment, the required third torque corresponds to the required torque in the present invention together with the required first torque. A request torque that is obtained by removing a pulse component in a temporary torque-down direction from the request first torque may be used as the request third torque.

  The engine controller 100 according to the present embodiment includes three large arithmetic units 120, 140, and 160 as in the first embodiment. The large arithmetic unit 120 includes an arithmetic unit 130 in addition to the arithmetic units 122, 124, 126, and 128 common to the first embodiment. The arithmetic unit 130 is classified as a third torque among the torques required to maintain the current engine operating state or to realize a predetermined operating state as a control parameter for the engine. Calculate the torque. Here, the torque calculated by the arithmetic unit 130 is referred to as other third torque. In the figure, the other third torque is indicated as “TQ3etc”. The arithmetic unit 130 outputs a valid value only when such torque is actually needed, and calculates an invalid value while such torque is not needed. The invalid value is set to a value larger than the maximum indicated torque that the engine can output.

  The large arithmetic unit 140 according to the present embodiment includes an arithmetic unit 148 in addition to the arithmetic units 142, 144, and 146 common to the first embodiment. The arithmetic unit 148 is configured to adjust the third torque. The requested third torque and the other third torque are input to the arithmetic unit 148. The arithmetic unit 148 arbitrates them and outputs the arbitrated torque as the finally determined target third torque. In the figure, the finally determined target third torque is described as “TQ3t”. As an arbitration method in the arithmetic unit 148, minimum value selection is used. Therefore, when a valid value is not output from the arithmetic unit 130, the requested third torque given from the powertrain manager 200 is calculated as the target third torque.

  The large arithmetic unit 160 according to the present embodiment treats any of the target first torque, the target second torque, and the target third torque input from the large arithmetic unit 140 as target values of torque for the engine. Therefore, the large arithmetic unit 160 according to the present embodiment includes an arithmetic unit 182 instead of the arithmetic unit 162 according to the first embodiment, and includes an arithmetic unit 184 instead of the arithmetic unit 164 according to the first embodiment. .

  The arithmetic unit 182 receives the target first torque and the target third torque, and further inputs the target efficiency and the virtual air-fuel ratio. The arithmetic unit 182 corresponds to the target air amount calculation means in the present invention. The arithmetic unit 182 uses the same method as the arithmetic unit 162 according to the first embodiment to use the target efficiency and the virtual air-fuel ratio to achieve the target air amount (hereinafter referred to as target first air) for achieving the target first torque. Quantity) from the target first torque. In the figure, the target first air amount is described as “KL1t”. In the present embodiment, the target first air amount is used for calculation of the target valve timing by the arithmetic unit 178.

  In parallel with the calculation of the target first air amount, the calculation unit 182 uses the target efficiency and the virtual air-fuel ratio to achieve the target air amount (hereinafter, the target third air amount) for achieving the target third torque. ) Is calculated backward from the target third torque. In the figure, the target third air amount is described as “KL3t”. Also in the calculation of the target third air amount, the target efficiency and the virtual air-fuel ratio are used as parameters that give the conversion efficiency of the air amount into torque. If the value of the virtual air-fuel ratio is changed as in Embodiment 1 in the calculation of the target first air amount, the value of the virtual air-fuel ratio is similarly changed in the calculation of the target third air amount.

  The arithmetic unit 184 back-calculates the target intake pipe pressure from the target first air amount by a method common to the arithmetic unit 164 according to the first embodiment. In the figure, the target intake pipe pressure is indicated as “Pmt”. The target intake pipe pressure is used for calculation of the target throttle opening by the arithmetic unit 166.

  In parallel with the calculation of the target intake pipe pressure, the arithmetic unit 184 calculates the target boost pressure from the target third air amount. In the figure, the target boost pressure is indicated as “Pct”. In the calculation of the target supercharging pressure, first, the target third air amount is converted into the intake pipe pressure by the same method as that for calculating the target intake pipe pressure. Then, the reserve pressure is added to the intake pipe pressure obtained by converting the target third air amount, and the total value is calculated as the target supercharging pressure. The reserve pressure is a minimum margin of the supercharging pressure with respect to the intake pipe pressure. The reserve pressure may be a fixed value, but may be changed in conjunction with the intake pipe pressure, for example.

  The large arithmetic unit 160 according to the present embodiment further includes an arithmetic unit 186. The arithmetic unit 186 calculates a target wastegate valve opening that is a target value of the wastegate valve opening based on the target boost pressure. In the figure, the target wastegate valve opening is indicated as “WGV”. In the calculation of the target wastegate valve opening, a map or model that associates the boost pressure with the wastegate valve opening is used. The target wastegate valve opening calculated by the arithmetic unit 186 is converted into a signal for driving the WGV 10 and transmitted to the WGV 10 via the interface 115 of the ECU. The arithmetic unit 186 also corresponds to the first actuator control means in the present invention. Note that the operation amount of the WGV 10 may be the duty ratio of the solenoid that drives the WGV 10 instead of the waste gate valve opening.

  According to the ECU configured as described above, by operating the plurality of actuators 2, 4, 6, 8, 10 including the WGV 10 in a coordinated manner, the air-fuel ratio can be adjusted while smoothly changing the torque according to the driver's request. The problem of switching with good response can also be achieved in a supercharged lean burn engine. FIG. 6 shows the setting of the operation region in the present embodiment. The operating region is specified by the intake pipe pressure and the engine speed. According to this figure, the lean mode region in which the lean mode is selected is set in the low / medium rotation / low / medium load region. From this figure, it is understood that the operation mode is switched from the stoichiometric mode to the lean mode during acceleration, and the operation mode is switched from the lean mode to the stoichiometric mode during deceleration. This figure also shows that there is a region where the lean mode is selected even in the supercharging region where the intake pipe pressure is higher than the atmospheric pressure. In the ECU, the setting of the operation region as shown in this figure is stored as a map. The ECU executes the operation mode switching according to the map.

[Others]
The present invention is not limited to the above-described embodiment, and various modifications can be made without departing from the spirit of the present invention. For example, the following modifications may be adopted.

  In the first embodiment, the air-fuel ratio (virtual air-fuel ratio) used for calculating the target air amount can be replaced with an equivalence ratio. The equivalence ratio is also a parameter that gives the conversion efficiency of the air amount into torque and corresponds to a parameter corresponding to the air-fuel ratio. Similarly, the excess air ratio can be used as a parameter that gives the conversion efficiency of the air amount into torque.

  As a parameter used for calculating the target air amount, a parameter corresponding to the ignition timing can also be used. Since the torque generated at the same air amount decreases as the ignition timing is retarded from the optimal ignition timing, the parameter corresponding to the ignition timing corresponds to a parameter that gives the conversion efficiency of the air amount into torque. For example, a torque-air amount conversion map used for calculation of the target air amount may be prepared for each ignition timing, and the ignition timing value used for searching the map may be changed in response to switching of the operation mode. Specifically, at the time of deceleration when the required first torque is decreasing, while the required first torque is larger than the reference value, the ignition timing used for searching the map is set to the optimum ignition timing, and the required torque is reduced to the reference value or less. In response to this, the ignition timing used for searching the map is retarded from the optimal ignition timing. In this case, the air-fuel ratio used for searching the map is the target air-fuel ratio.

  As the first actuator that changes the amount of air sucked into the cylinder, a variable lift amount mechanism that makes the lift amount of the intake valve variable can also be used. The variable lift mechanism can be used alone instead of the throttle, or can be used in combination with another first actuator such as a throttle or VVT. VVT may be omitted.

  A variable nozzle can also be used as the supercharging characteristic variable actuator that changes the supercharging characteristic of the turbocharger. Further, if the turbocharger is assisted by an electric motor, the electric motor can be used as a supercharging characteristic variable actuator.

  In the implementation of the present invention, the injector as the second actuator is not limited to the port injector. An in-cylinder injector that directly injects fuel into the combustion chamber may be used, or both a port injector and an in-cylinder injector may be used in combination.

  The first air fuel ratio is not limited to the stoichiometric air fuel ratio. It is also possible to set the air-fuel ratio leaner than the stoichiometric air-fuel ratio to the first air-fuel ratio and set the air-fuel ratio leaner than the first air-fuel ratio to the second air-fuel ratio.

2 throttle 4 injector 6 ignition device 8 variable valve timing mechanism 10 waste gate valve 100 engine controller 105 interface 200 as required torque receiving means power train manager 162; 182 arithmetic units 164, 166; 178 as target air amount calculating means Arithmetic units 174, 176 as actuator control means Arithmetic units 168, 170, 172 as second actuator control means Arithmetic unit 404 as third actuator control means Arithmetic unit 406 as parameter value changing means As target air-fuel ratio switching means Arithmetic unit

Claims (9)

A first actuator for changing the amount of air sucked into the cylinder; a second actuator for supplying fuel into the cylinder; and a third actuator for igniting an air-fuel mixture in the cylinder; In the control device for an internal combustion engine configured to be capable of selecting an operation to set the target air-fuel ratio and an operation to set the second air-fuel ratio leaner than the first air-fuel ratio to the target air-fuel ratio,
Request torque receiving means for receiving the required torque;
Target air amount calculating means for calculating back the target air amount for achieving the required torque from the required torque using a parameter that gives the conversion efficiency of the air amount into torque;
Parameter value changing means for changing the value of the parameter to a value that lowers the conversion efficiency in response to a decrease in the required torque to a reference value or less;
Target air-fuel ratio switching means for switching the target air-fuel ratio from the first air-fuel ratio to the second air-fuel ratio after the parameter value is changed to a value that lowers the conversion efficiency;
First actuator control means for determining an operation amount of the first actuator based on the target air amount, and operating the first actuator according to the operation amount;
A second actuator control means for determining a fuel supply amount based on the target air-fuel ratio and operating the second actuator according to the fuel supply amount;
An ignition timing for achieving the required torque is determined based on the torque estimated from the operation amount of the first actuator and the target air-fuel ratio and the required torque, and the third actuator is operated according to the ignition timing. Third actuator control means for
A control device for an internal combustion engine, comprising: The parameter is a parameter corresponding to the air-fuel ratio,
The parameter value changing means switches the parameter value from a value corresponding to the first air-fuel ratio to a value corresponding to the second air-fuel ratio in response to a decrease in the required torque to the reference value or less. The control device for an internal combustion engine according to claim 1, wherein   After the parameter value is changed to a value that lowers the conversion efficiency, the target air-fuel ratio switching means has a difference between the target air amount and the air amount estimated from the operation amount of the first actuator equal to or less than a threshold value. 3. The control apparatus for an internal combustion engine according to claim 1 or 2, wherein the target air-fuel ratio is switched from the first air-fuel ratio to the second air-fuel ratio after becoming.   The target air-fuel ratio switching means changes the target air-fuel ratio from the first air-fuel ratio to the second air-fuel ratio after a predetermined time has elapsed after the parameter value is changed to a value that lowers the conversion efficiency. The control device for an internal combustion engine according to claim 1 or 2, wherein the control device is switched. The parameter value changing means includes means for changing the parameter value to a value that increases the conversion efficiency in response to an increase of the required torque to the reference value or more,
The target air-fuel ratio switching means includes means for switching the target air-fuel ratio from the second air-fuel ratio to the first air-fuel ratio in response to a change of the parameter value to a value that increases the conversion efficiency. The control apparatus for an internal combustion engine according to claim 1. The parameter is a parameter corresponding to the air-fuel ratio,
The parameter value changing means switches the parameter value from a value corresponding to the second air-fuel ratio to a value corresponding to the first air-fuel ratio in response to an increase of the required torque to the reference value or more. 6. The control device for an internal combustion engine according to claim 5, wherein the control device is an internal combustion engine. The first actuator includes a throttle;
2. The first actuator control means determines a target throttle opening based on a target intake pipe pressure calculated from the target air amount, and operates the throttle according to the target throttle opening. The control device for an internal combustion engine according to any one of claims 1 to 6. The first actuator includes a variable valve timing mechanism that changes a valve timing of the intake valve,
The first actuator control means determines a target valve timing based on the target air amount, and operates the variable valve timing mechanism according to the target valve timing. The control apparatus of the internal combustion engine described in 1. The internal combustion engine is a supercharged engine equipped with a supercharger;
The first actuator includes a supercharging characteristic variable actuator that changes a supercharging characteristic of the supercharger,
The first actuator control means determines an operation amount of the supercharging characteristic variable actuator based on a target supercharging pressure calculated from the target air amount, and operates the supercharging characteristic variable actuator according to the operation amount. The control apparatus for an internal combustion engine according to any one of claims 1 to 8, wherein

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