JP4577211B2 - Method and apparatus for determining Wiebe function parameters - Google Patents

Method and apparatus for determining Wiebe function parameters Download PDF

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JP4577211B2
JP4577211B2 JP2005375054A JP2005375054A JP4577211B2 JP 4577211 B2 JP4577211 B2 JP 4577211B2 JP 2005375054 A JP2005375054 A JP 2005375054A JP 2005375054 A JP2005375054 A JP 2005375054A JP 4577211 B2 JP4577211 B2 JP 4577211B2
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heat generation
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真知子 勝俣
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トヨタ自動車株式会社
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  The present invention relates to a method and apparatus for determining a Wiebe function parameter, and more particularly to a method and apparatus for determining a Wiebe function parameter suitable for determining a parameter of a Wiebe function representing heat generation in a cylinder of an internal combustion engine.
  In recent years, an attempt has been made to estimate heat generation in a cylinder of an internal combustion engine using a Wiebe function. According to the Wiebe function, it is possible to calculate a heat generation rate, a combustion ratio, and the like for each crank angle, and it is also possible to calculate an in-cylinder pressure, an indicated torque, and the like from those values. Therefore, if the heat generation in the cylinder can be accurately estimated by the Wiebe function, the estimated value by the Wiebe function can be used for controlling the internal combustion engine.
  In order to estimate the heat generation in the cylinder of the internal combustion engine by the Wiebe function, it is necessary to accurately determine the values of some parameters included in the Wiebe function. The values of these parameters vary depending on operating conditions such as air-fuel ratio, engine speed, load factor, ignition timing, and are considered to vary depending on the engine model.
  Japanese Patent Application Laid-Open No. 2004-332659 discloses a technique for controlling the ignition timing in the vicinity of MBT (Minimum advance for the Best Torque) using a Wiebe function. According to this publication, in the MBT of the same engine, the shape of the heat generation rate is the same regardless of the length of the combustion period, and the crank angle and the combustion rate when the heat generation rate is maximized are also constant. Assumes. Of the Wiebe function parameters, a and m related to the heat release rate shape are set as constants, and their values are obtained by experiments (see paragraph number 0030 of the above publication). The parameter “n” in the above publication corresponds to “m” in this specification.
JP 2004-332659 A
  However, the above publication does not disclose any specific method for obtaining Wiebe function parameters a and m from experimental data. Further, according to the knowledge of the present inventor, even in the MBT of the same engine, the values of a and m vary depending on operating conditions and are not constant. Further, in a modern engine in which various controls are performed, it is not always necessary to match the ignition timing with MBT. For this reason, there is also a request for estimating torque and the like under an ignition timing other than MBT, and for this purpose, it is necessary to grasp the changing tendency of the values of a and m due to the change of the ignition timing.
  Thus, in order to actually use the Wiebe function for control of an internal combustion engine, etc., the parameters of the Wiebe function are accurately determined under various operating conditions, and how these values depend on the operating conditions. It is necessary to know exactly what will change. However, the actual situation is that a method for accurately determining the parameters of the Wiebe function has not been established.
  The present invention has been made to solve the above-described problems, and a method for determining a Wiebe function parameter capable of accurately determining a parameter of a Wiebe function for representing a heat generation pattern in a cylinder of an internal combustion engine. And to provide a decision device.
In order to achieve the above object, the first invention provides
(However,
Q [J]: amount of heat generated within the cylinder of the internal combustion engine Q total [J]: heat theta of fuel supplied into the cylinder [deg CA]: elapsed after heat generation start crank angle θ p [degCA]: combustion period m : Shape parameter k: efficiency)
A method for determining a parameter of a Wiebe function expressed by the above formula (I) or an equivalent formula,
Obtaining an actual heat generation rate for each crank angle in the cylinder of the internal combustion engine;
Determining the actual combustion rate α at the crank angle at which the actual heat generation rate is maximized;
A step of determining a value of the shape parameter m based on the actual combustion ratio α by the following formula (II) or an equivalent formula;
It is characterized by providing.
The second invention is the first invention, wherein
Obtaining an integral value of the actual heat generation rate as a total calorific value kQ total ;
When the maximum value of the actual heat generation rate is β, based on the actual heat generation rate maximum value β, the total calorific value kQ total, and the value of the shape parameter m, the following formula (III) or Determining the value of a / θ pm + 1 by an equivalent formula;
Is further provided.
The third invention is the second invention, wherein
When the crank angle when the actual heat generation rate becomes maximum is θ ATDC * [degATDC] and the actual ignition timing of the internal combustion engine is SA [degBTDC], the crank angle θ ATDC * and the actual ignition timing SA On the basis of the value of the shape parameter m and the value of the a / θ pm + 1 , the following formulas (IV) and (V) or the equivalent formulas are used to calculate the actual ignition timing and heat generation of the Wiebe function. The method further includes a step of determining a value of a heat generation start point deviation amount θ b [degCA] representing a deviation amount from the start point.
According to a fourth invention, in any one of the first to third inventions,
Obtaining an integral value of the actual heat generation rate as a total calorific value kQ total ;
Obtaining a value of the amount of heat Q total of the fuel supplied into the cylinder;
Determining the value of efficiency k by dividing the total calorific value kQ total by the value of Q total ;
Is further provided.
In addition, the fifth invention,
(However,
Q [J]: amount of heat generated within the cylinder of the internal combustion engine Q total [J]: heat theta of fuel supplied into the cylinder [deg CA]: elapsed after heat generation start crank angle θ p [degCA]: combustion period m : Shape parameter k: efficiency)
A device for determining a parameter of a Wiebe function expressed by the above formula (VI) or an equivalent formula,
An actual heat generation rate acquisition means for determining an actual heat generation rate for each crank angle in the cylinder of the internal combustion engine;
An actual combustion rate acquisition means for obtaining an actual combustion rate α at the crank angle at which the actual heat generation rate is maximized;
Parameter determining means for determining the shape parameter m based on the actual combustion ratio α by the following formula (VII) or an equivalent formula;
It is characterized by providing.
  According to the first aspect of the invention, the value of the shape parameter m can be determined with high accuracy so that the Wiebe function matches the actual heat generation pattern in the cylinder of the internal combustion engine with high accuracy. That is, since it is not necessary to perform a process such as a least square method or approximate calculation, an error hardly occurs and the shape parameter m can be calculated with high accuracy. In addition, the calculation load is small and the calculation process can be performed easily.
According to the second aspect of the invention, the value of a / θ pm + 1 can be determined with high accuracy so that the Wiebe function matches the actual heat generation pattern in the cylinder of the internal combustion engine with higher accuracy.
According to the third invention, the actual heat generation pattern in the cylinder of an internal combustion engine, as Wiebe function is compatible with higher accuracy, to accurately determine the value of the heat generation starting point deviation amount theta b Can do.
  According to the fourth aspect of the invention, the value of the efficiency k can be determined with high accuracy so that the Wiebe function can be matched to the actual heat generation pattern in the cylinder of the internal combustion engine with higher accuracy.
  According to the fifth aspect of the invention, the value of the shape parameter m can be determined with high precision so that the Wiebe function can be matched with high accuracy to the actual heat generation pattern in the cylinder of the internal combustion engine. That is, since it is not necessary to perform a process such as a least square method or approximate calculation, an error hardly occurs and the shape parameter m can be calculated with high accuracy. In addition, the calculation load is small and the calculation process can be performed easily.
Embodiment 1 FIG.
[Description of system configuration]
FIG. 1 is a diagram for explaining a system configuration used in Embodiment 1 of the present invention. As shown in FIG. 1, the system of this embodiment includes a spark ignition type internal combustion engine 10. The internal combustion engine 10 incorporates a crank angle sensor 12 that detects a crank angle. The crank angle sensor 12 is a sensor that reverses the Hi output and the Lo output each time the crankshaft rotates by a predetermined rotation angle. According to the output of the crank angle sensor 12, the crank angle (the rotational position of the crankshaft), the engine speed NE, and the like can be detected. The internal combustion engine 10 incorporates an in-cylinder pressure sensor 18. The in-cylinder pressure sensor 18 can detect the pressure generated in the cylinder (combustion chamber).
  A surge tank 20 is provided in the intake passage 19 of the internal combustion engine 10. The surge tank 20 is provided with an intake pressure sensor 21 for detecting the internal pressure, that is, the intake pipe pressure. According to the output of the intake pressure sensor 21, the load factor KL [%] of the internal combustion engine 10 can be acquired.
  In addition, an air flow meter 22 that detects an intake air amount GA flowing through the inside of the intake passage 19 is disposed. A throttle valve 24 is disposed downstream of the air flow meter 22. In the vicinity of the throttle valve 24, a throttle opening sensor 26 for detecting the throttle opening TA is assembled.
  A fuel injection valve 28 for injecting fuel such as gasoline is disposed at the intake port of the internal combustion engine 10. The internal combustion engine in the present invention is not limited to such a port injection type internal combustion engine, but may be a direct injection internal combustion engine, or an internal combustion engine that uses both port injection and direct injection. But it ’s okay.
  The internal combustion engine 10 is provided with a spark plug 30 for igniting the air-fuel mixture in the combustion chamber. Further, an air-fuel ratio sensor 33 that detects the air-fuel ratio of the exhaust gas is installed in the exhaust passage 32 of the internal combustion engine 10. A catalyst 34 for purifying exhaust gas is incorporated in the exhaust passage 32.
  The system of this embodiment includes an ECU (Electronic Control Unit) 50 as a control device and a parameter determination device. Sensor signals are supplied to the ECU 50 from the various sensors described above. The ECU 50 can control various actuators such as the fuel injection valve 28 and the spark plug 30 based on those sensor signals. Further, the ECU 50 can perform Wiebe function parameter determination processing, which will be described later, based on sensor signals from the crank angle sensor 12, the in-cylinder pressure sensor 18, and the like.
[Wiebe function]
According to the Wiebe function, the heat release rate dQ / dθ and the combustion rate Q / kQ total in the cylinder of the internal combustion engine are expressed by the following equations (1) and (2), respectively.
The meaning of each symbol in the above formulas (1) and (2) is as follows.
Q [J]: amount of heat generated within the cylinder of the internal combustion engine Q total [J]: heat theta of fuel supplied into the cylinder [deg CA]: elapsed after heat generation start crank angle θ p [degCA]: combustion period m : Shape parameter k: Efficiency
  FIG. 2 is a diagram showing a heat generation rate for each crank angle. In FIG. 2, the graph shown by the solid line is the heat generation rate dQ / dθ by the Wiebe function of the above equation (1), and the graph shown by the broken line is the actual heat generation rate obtained by experiments. The actual heat generation rate can be calculated based on measured data of in-cylinder pressure, as will be described later.
  According to the present invention, the parameter of the Wiebe function can be determined with high accuracy by the method described later. As a result, as shown in FIG. 2, the actual heat generation rate can be approximated with high accuracy by the Wiebe function. Hereinafter, each parameter of the Wiebe function will be described.
(Combustion period θ p )
As shown in FIG. 2, the combustion period θ p has a physical meaning as a crank angle representing a period in which heat generation due to combustion continues.
(Shape parameter m)
The shape parameter m is a parameter greatly related to the shape of the heat generation rate dQ / dθ in the graph as shown in FIG. 2, and is particularly a parameter greatly related to the crank angle at which the heat generation rate takes the maximum value.
(Heat generation start point deviation amount θ b )
As shown in FIG. 2, in the Wiebe function, the heat generation rate dQ / dθ = 0 when the crank angle θ = 0, and heat generation starts when θ exceeds 0. That is, in this embodiment, the heat generation start point on the Wiebe function is θ = 0, and θ is a value representing the elapsed crank angle after the start of heat generation.
According to the knowledge of the present inventor, if the heat generation start point of the Wiebe function is made to coincide with the actual ignition timing SA, the Wiebe function cannot always be accurately matched to the actual heat generation rate. Therefore, in this embodiment, the heat generation start point (θ = 0) of the Wiebe function is set to be different from the actual ignition timing SA. Then, it was decided to introduce represents a shift amount of both the heat generation start point deviation amount theta b, this as a parameter of the Wiebe function. That is, the heat generation start point deviation amount θ b [degCA] is a parameter representing the deviation amount between the heat generation start point of the Wiebe function and the actual ignition timing SA by a crank angle (see FIG. 2). Incidentally, Wiebe function of the present embodiment, since it is intended to be defined in the range of 0 ≦ θ ≦ θ p, the heat generation starting point deviation amount theta b, the above (1) and (2) in formula Does not appear.
(Efficiency k)
In the above formulas (1) and (2), the heat quantity Q total of the fuel supplied into the cylinder can be calculated by multiplying the fuel quantity supplied into the cylinder by the lower heating value of the fuel. The lower heating value is a physical property value called a true heating value. The lower calorific value is the amount of heat generated when a unit amount of fuel is completely burned, minus the amount of heat (latent heat) required to evaporate the moisture contained in the fuel and the moisture generated by the combustion. means. In the system shown in FIG. 1, the value of Q total can be calculated based on the fuel injection amount from the fuel injection valve 28 assuming that the lower heating value of the fuel is known. Alternatively, Q total can also be calculated from the air-fuel ratio A / F and the in-cylinder air amount (load factor KL).
Combustion in an internal combustion engine usually involves some heat loss due to a cooling loss, unburned fuel, and the like. For this reason, it is practically impossible for all the amount of heat Q total of the fuel supplied into the cylinder to be directly converted into the amount of heat generated Q in the cylinder. In this embodiment, the efficiency k is introduced as a parameter for reflecting this in the Wiebe function. That is, the efficiency k has a physical meaning as an efficiency in which the heat quantity Q total of the fuel supplied into the cylinder is converted into the heat generation quantity Q, and is a number in a range of 0 <k <1.
When the efficiency k is used, the total calorific value in the cylinder can be expressed as kQ total obtained by multiplying Q total by k. The total calorific value kQ total corresponds to the area enclosed by the broken line indicating the actual heat generation rate and the straight line of the heat generation rate dQ / dθ = 0 in FIG. That is, the value of the total calorific value kQ total can be calculated by integrating the actual heat generation rate. The value of efficiency k can be obtained by dividing the total calorific value kQ total thus calculated by Q total calculated by the above-described method.
Since the total calorific value is expressed as kQ total as described above, the combustion ratio at a certain crank angle θ is expressed as a ratio Q / kQ total between the calorific value Q up to the crank angle θ and the total calorific value kQ total. be able to. This combustion ratio Q / kQ total is represented by the above equation (2) according to the Wiebe function. When the equation (2) is differentiated by θ, the equation (1) is obtained. In this sense, the above expression (2) is equivalent to the above expression (1).
(Parameter a)
From the original definition of the combustion rate, the value of the combustion rate should be 100%, ie 1 at the end of combustion. On the other hand, the Wiebe function does not have a combustion ratio value of 1 at the end of combustion due to its nature. That is, in the Wiebe function, as obtained by substituting θ = θ p into the above equation (2), the value of the combustion ratio at the end of combustion is expressed by the following equation. The value on the right side of the following equation cannot be 1.
Q / kQ total (θ = θ p ) = 1−exp (−a)
  Thus, the parameter a is a parameter related to the value of the combustion rate at the end of combustion on the Wiebe function, and is also a parameter related to the shape of the heat generation rate dQ / dθ in the graph as shown in FIG. .
  Conventionally, there is a method in which the parameter a is assumed to be a constant as follows. That is, assuming that the combustion rate value {1-exp (−a)} at the end of combustion on the Wiebe function is equal to a predetermined value close to 1 (for example, 0.999), a is a constant (for example, 6 .9). However, according to the knowledge of the present inventor, in the method in which a is a constant in this way, the shape of the heat generation rate dQ / dθ by the Wiebe function on the graph is not necessarily accurately changed to the shape of the actual heat generation rate. It cannot be adapted. For this reason, the value of a should not be a constant, but is considered to change according to the model and operating conditions.
In the present invention, as will be described later, the value of a / θ pm + 1 including the parameter a can be determined. By determining the value of a / θ pm + 1 , it is possible to accurately reflect the fluctuation of the value of a due to the difference in model and operating conditions in the Wiebe function.
(Method for determining the shape parameter m)
In the present embodiment, the shape parameter m can be determined by paying attention to the combustion rate when the heat generation rate becomes maximum. As shown in FIG. 2, the combustion rate when the heat generation rate becomes the maximum is the area up to the crank angle at which the heat generation rate is maximum with respect to the entire area surrounded by the heat generation rate graph (in FIG. It is expressed as a percentage of the solid line hatched portion.
First, the above formula (1) is differentiated by θ, and d 2 Q / dθ 2 = 0, thereby obtaining the crank angle θ * at which the heat generation rate dQ / dθ by the Wiebe function is maximized. By performing the following expression expansion, an expression representing the crank angle θ * is obtained.
By substituting the crank angle θ * represented by the above equation (3) into the above equation (2), the combustion rate at the crank angle θ * at which the heat generation rate dQ / dθ based on the Wiebe function is maximized is 4) It can be expressed by the formula.
  As shown in the above equation (4), the combustion ratio at the crank angle at which the heat generation rate is maximum is represented by a function of only the shape parameter m on the Wiebe function. Therefore, m can be determined if an actual measurement value corresponding to this is obtained and the actual measurement value is equal to the right side of the equation (4).
That is, if the actual combustion rate at the crank angle at which the actual heat generation rate is maximized is α, the shape parameter m is expressed by the following equation (5) by setting α equal to the right side of the above equation (4). Can be determined.
(Method for determining a / θ pm + 1 )
By substituting the crank angle θ * expressed by the above equation (3) into the above equation (1), the maximum value of heat release rate (dQ / dθ) max by the Wiebe function is expressed by the following equation (6): Can do.
Therefore, when the maximum value of the actual heat generation rate is β, the following equation is obtained by setting the maximum value β equal to the lower stage of the above equation (6).
In the right side of the above equation (7), the part other than a / θ pm + 1 is represented only by the total calorific value kQ total and the shape parameter m. As described above, the value of the total heat generation amount kQ total can be calculated by integrating the actual heat generation rate. The value of m can be determined by the above equation (5). Therefore, the value of a / θ pm + 1 can be determined by substituting these values and the actual heat generation rate maximum value β into the above equation (7).
(Method of determining the heat generation starting point deviation amount theta b)
Figure 3 is a diagram for explaining a method of determining a heat generation starting point deviation amount theta b. In the present embodiment, a position where the heat generation rate by Wiebe function is maximized by the actual heat generation rate to match the position of the maximum determines the heat generation starting point deviation amount theta b. That is, when the crank angle at which the actual heat generation rate becomes maximum is θ ATDC * [degATDC], the position of the crank angle θ * at which the heat generation rate is maximum on the Wiebe function coincides with θ ATDC * . Like that.
As can be seen from FIG. 3, when the actual ignition timing is SA [degBTDC] and the positions of θ * and θ ATDC * coincide with each other, SA, θ ATDC * , θ b , and θ * Equation (9) holds. Further, the above expression (3) can be modified as the following expression (8).
According to the above equation (8), the crank angle θ * can be calculated based on the previously determined values of m and a / θ pm + 1 . Then, by substituting the θ * , the actual ignition timing SA, and θ ATDC * obtained from the measured data into the above equation (9), the heat generation start point deviation amount θ b can be determined.
By the above method, the values of m, k, a / θ pm + 1 , and θ b can be determined. Here, the Wiebe function of the above equation (1) can be modified as the following equation.
According to the above equation (10), it is understood that the Wiebe function can be specifically described if the values of m, k, a / θ pm + 1 , and θ b are determined. That is, in this embodiment, as a Wiebe function parameter, m, k, may be determined from the four values of a / θ p m + 1, and theta b, the value of the combustion period theta p and the parameter a is determined in a separate It turns out that it is not necessary.
[Specific Processing in Embodiment 1]
FIG. 4 is a flowchart of a routine executed by the ECU 50 in this embodiment in order to determine the Wiebe function parameter based on the principle described above. According to the routine shown in FIG. 4, first, during operation of the internal combustion engine 10, the in-cylinder pressure (combustion pressure) P [Pa] for each crank angle is measured based on the outputs of the crank angle sensor 12 and the in-cylinder pressure sensor 18. (Step 100). In this step 100, the crank angle interval for measuring the in-cylinder pressure P is not particularly limited, but can be set to, for example, 1 deg CA interval. Further, the measurement of the in-cylinder pressure P may not be performed over the entire crank angle range (0 to 720 °), and may be performed within a range including the actual combustion period.
Next, based on the in-cylinder pressure P for each crank angle measured in step 100, the actual heat generation rate for each crank angle is calculated by the following method (step 102). According to the thermodynamic energy conservation law, the actual heat generation rate dQ / dθ is expressed by the following equation using the in-cylinder pressure P and the in-cylinder volume V [m 3 ]. In addition, the crank angle θ in the following equation is not θ in the Wiebe function, but represents a normal crank angle in which one cycle is represented by 0 to 720 °.
  In the above equation (11), κ is a specific heat ratio, which is a known value determined based on the composition of the combustion gas. The in-cylinder volume V and the rate of change dV / dθ are known values that are geometrically determined according to the crank angle θ. Therefore, the actual heat generation rate for each crank angle is calculated by substituting these known values and the value of the in-cylinder pressure P for each crank angle measured in step 100 into the above equation (11). Can do.
Next, the total calorific value kQ total is calculated (step 104). Specifically, the total heat generation amount kQ total is calculated by integrating (integrating) the actual heat generation rate for each crank angle calculated in step 102.
Next, the value of efficiency k is determined (step 106). Specifically, first, the heat amount Q total of the fuel supplied into the cylinder is calculated based on the fuel injection amount from the fuel injection valve 28 and the like. Then, the efficiency k is calculated by dividing the total calorific value kQ total calculated in step 104 by this Q total .
Next, by finding the maximum value of the actual heat generation rates for each crank angle calculated in step 102 and the crank angle at that time, the actual heat generation rate maximum value β and the crank angle θ ATDC * at that time are obtained . Are acquired (step 108).
Next, the actual combustion ratio α at the crank angle θ ATDC * at which the actual heat generation rate is maximized is calculated (step 110). Specifically, the value obtained by integrating (integrating) the actual heat generation rate for each crank angle calculated in step 102 up to the crank angle θ ATDC * is divided by the total calorific value kQ total calculated in step 104. Thus, the actual combustion ratio α is calculated.
  Next, the value of the shape parameter m is determined (step 112). Specifically, m is calculated by substituting the actual combustion ratio α calculated in step 110 into the above equation (5).
Next, the value of a / θ p m + 1 is determined (step 114). Specifically, the total calorific value kQ total calculated in step 104, the actual heat generation rate maximum value β acquired in step 108, and the shape parameter m calculated in step 112 are set to (7 A / θ pm + 1 is calculated by substituting it into the equation ( 1 ).
Then, the value of the heat generation starting point deviation amount theta b is determined (step 116). Specifically, the actual ignition timing SA set by the ECU 50, the crank angle θ ATDC * at which the actual heat generation rate acquired in step 108 is maximized, the shape parameter m calculated in step 112, and By substituting a / θ pm + 1 calculated in step 114 into the above equations (8) and (9), the heat generation start point deviation amount θ b is calculated.
Thus-described routine, based on the measured data in the internal combustion engine 10 can be determined m a Wiebe function parameter, k, a / θ p m + 1, and theta b values, respectively. According to the present invention, each Wiebe function parameter can be directly calculated by performing a calculation process according to the above mathematical formula from actually measured data in the internal combustion engine 10. For this reason, it is not necessary to perform a least-squares method or approximate calculation that is likely to cause an error. Therefore, each Wiebe function parameter can be determined with extremely high accuracy, and a Wiebe function adapted to the heat generation pattern in the actual machine with high accuracy can be obtained. Further, the calculation load required for calculating the Wiebe function parameter is small, and each Wiebe function parameter can be easily calculated.
  The value of each Wiebe function parameter is considered to differ depending on the operating conditions (ignition timing SA, engine speed NE, air-fuel ratio A / F, load factor KL, etc.) of the internal combustion engine 10. According to the present invention, for example, in the development stage of the control logic of the internal combustion engine 10, the operation of determining each Wiebe function parameter according to the routine shown in FIG. And the operating condition parameters such as the ignition timing SA, the engine speed NE, the air-fuel ratio A / F, and the load factor KL can be accurately grasped. Then, if the relationship grasped in this way is used, the Wiebe function can be accurately determined for any operating condition, and the in-cylinder pressure P and torque of the internal combustion engine 10 can be accurately determined using the Wiebe function. Predict (estimate) well. Therefore, when examining the control logic of the internal combustion engine 10 and the like, conventionally, it is necessary to actually measure the in-cylinder pressure P, the torque, and the like under a large number of operating conditions. It can be replaced by an estimation process based on a function. For this reason, the number of measurement points of actual machine data can be greatly reduced, and the development man-hours and development costs can be greatly reduced.
  Further, the relationship between each Wiebe function parameter and the operating condition grasped as described above can be stored in the in-vehicle ECU in the form of a map or an arithmetic expression. By doing so, it is possible to accurately predict the in-cylinder pressure P and torque of the internal combustion engine 10 under various operating conditions with the internal combustion engine 10 mounted on the vehicle. Then, for example, torque demand control and drivability improvement control can be performed with high accuracy using the prediction result.
Also, the routine as shown in FIG. 4 can be executed by the in-vehicle ECU. For example, by learning the values of m, k, a / θ pm + 1 , θ b calculated by executing the routine as shown in FIG. 4 by the in-vehicle ECU, those maps stored in the ECU can be obtained. In addition, it is possible to perform control for correction in accordance with changes over time and individual differences.
In this embodiment, as described above, (a) the actual heat generation rate maximum value β, (b) the crank angle θ ATDC * when the actual heat generation rate takes the maximum value β, (c) the actual heat Each Wiebe function parameter is determined on the basis of the actual combustion rate α when the occurrence rate takes the maximum value β. According to the knowledge of the present inventor, these values (a) to (c) change continuously according to operating conditions such as the ignition timing SA, the engine speed NE, the air-fuel ratio A / F, the load factor KL, and the like. It has been confirmed experimentally. Also from this point, it is recognized that the method for determining the Wiebe function parameter of the present embodiment is extremely appropriate.
In the present embodiment, various formulas as described above are used. However, in the present invention, these formulas need not be completely the same as those described above, and formulas equivalent to them may be used. Good. In the present invention, it is not necessary to determine all the values of m, k, a / θ pm + 1 , θ b by the above-described method, and other values for k, a / θ pm + 1 , θ b It may be determined by a method.
  In the first embodiment described above, the ECU 50 executes the processing of steps 100 and 102 so that the “actual heat generation rate acquisition means” in the fifth aspect of the present invention is the same as that of steps 104, 108 and 110. By executing the processing, the “actual combustion ratio acquisition means” in the fifth invention is realized, and by executing the processing in step 112, the “parameter determination means” in the fifth invention is realized.
It is a figure for demonstrating the system configuration | structure used in Embodiment 1 of this invention. It is a figure which shows the heat release rate for every crank angle. It is a figure for demonstrating the method to determine the heat generation start point deviation | shift amount (theta) b . It is a flowchart of the routine performed in Embodiment 1 of the present invention.
Explanation of symbols
DESCRIPTION OF SYMBOLS 10 Internal combustion engine 12 Crank angle sensor 18 In-cylinder pressure sensor 21 Intake pressure sensor 30 Spark plug 33 Air-fuel ratio sensor 34 Catalyst 50 ECU (Electronic Control Unit)

Claims (5)

  1. (However,
    Q [J]: amount of heat generated within the cylinder of the internal combustion engine Q total [J]: heat theta of fuel supplied into the cylinder [deg CA]: elapsed after heat generation start crank angle θ p [degCA]: combustion period m : Shape parameter k: efficiency)
    A method for determining a parameter of a Wiebe function expressed by the above formula (I) or an equivalent formula,
    Obtaining an actual heat generation rate for each crank angle in the cylinder of the internal combustion engine;
    Determining the actual combustion rate α at the crank angle at which the actual heat generation rate is maximized;
    A step of determining a value of the shape parameter m based on the actual combustion ratio α by the following formula (II) or an equivalent formula;
    A method for determining a Wiebe function parameter, comprising:
  2. Obtaining an integral value of the actual heat generation rate as a total calorific value kQ total ;
    When the maximum value of the actual heat generation rate is β, based on the actual heat generation rate maximum value β, the total calorific value kQ total, and the value of the shape parameter m, the following formula (III) or Determining the value of a / θ pm + 1 by an equivalent formula;
    The method of determining a Wiebe function parameter according to claim 1, further comprising:
  3. When the crank angle when the actual heat generation rate becomes maximum is θ ATDC * [degATDC] and the actual ignition timing of the internal combustion engine is SA [degBTDC], the crank angle θ ATDC * and the actual ignition timing SA On the basis of the value of the shape parameter m and the value of the a / θ pm + 1 , the following formulas (IV) and (V) or the equivalent formulas are used to calculate the actual ignition timing and heat generation of the Wiebe function. The method for determining a Wiebe function parameter according to claim 2, further comprising a step of determining a value of a heat generation start point shift amount θ b [degCA] representing a shift amount from the start point.
  4. Obtaining an integral value of the actual heat generation rate as a total calorific value kQ total ;
    Obtaining a value of the amount of heat Q total of the fuel supplied into the cylinder;
    Determining the value of efficiency k by dividing the total calorific value kQ total by the value of Q total ;
    The method of determining a Wiebe function parameter according to any one of claims 1 to 3, further comprising:
  5. (However,
    Q [J]: amount of heat generated within the cylinder of the internal combustion engine Q total [J]: heat theta of fuel supplied into the cylinder [deg CA]: elapsed after heat generation start crank angle θ p [degCA]: combustion period m : Shape parameter k: efficiency)
    A device for determining a parameter of a Wiebe function expressed by the above formula (VI) or an equivalent formula,
    An actual heat generation rate acquisition means for determining an actual heat generation rate for each crank angle in the cylinder of the internal combustion engine;
    An actual combustion rate acquisition means for obtaining an actual combustion rate α at the crank angle at which the actual heat generation rate is maximized;
    Parameter determining means for determining the shape parameter m based on the actual combustion ratio α by the following formula (VII) or an equivalent formula;
    An apparatus for determining Wiebe function parameters, comprising:
JP2005375054A 2005-12-27 2005-12-27 Method and apparatus for determining Wiebe function parameters Expired - Fee Related JP4577211B2 (en)

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JP2007248119A (en) * 2006-03-14 2007-09-27 Toyota Motor Corp Method for determining wiebe function parameter and device for presuming heat release rate of internal combustion engine
DE102009029383A1 (en) * 2009-09-11 2011-03-24 Robert Bosch Gmbh Method and control unit for operating a self-igniting gasoline engine
JP5949669B2 (en) * 2013-06-04 2016-07-13 トヨタ自動車株式会社 Heat generation rate waveform creation device and combustion state diagnostic device for internal combustion engine
CN106255816B (en) * 2014-04-22 2019-12-17 丰田自动车株式会社 Heat generation rate waveform calculation device and heat generation rate waveform calculation method for internal combustion engine
EP3135888B1 (en) 2014-04-22 2019-04-03 Toyota Jidosha Kabushiki Kaisha Internal combustion engine heat generation rate waveform calculation device and heat generation rate waveform calculation method
JP6260692B2 (en) 2014-04-22 2018-01-17 トヨタ自動車株式会社 Heat release rate waveform calculation apparatus and heat release rate waveform calculation method for internal combustion engine
JP6137220B2 (en) * 2015-02-24 2017-05-31 トヨタ自動車株式会社 Heat release rate waveform calculation apparatus and heat release rate waveform calculation method for internal combustion engine
JP6135695B2 (en) * 2015-02-26 2017-05-31 トヨタ自動車株式会社 Combustion state estimation method
JP6497283B2 (en) * 2015-09-11 2019-04-10 株式会社デンソー Data analysis device
WO2017154214A1 (en) * 2016-03-11 2017-09-14 富士通株式会社 Wiebe function parameter identification device, method, program, internal combustion engine state detection device and on-board control system
CN106960092B (en) * 2017-03-22 2020-07-24 哈尔滨工程大学 Automatic calibration method for Weber combustion rule empirical parameters

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