JP5206595B2 - Control device for internal combustion engine - Google Patents

Description

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

  A technique is known in which the joint of the piston ring is inclined in the circumferential direction from the upper side to the lower side of the piston ring. (For example, refer to Patent Document 1). When such a piston ring is expanded by heat, one end portion constituting the joint may ride on the other end portion. Thereby, the stress which generate | occur | produces in a piston ring can be reduced. However, if such a state continues for a long time, there is a risk of being influenced by the generated stress, an increase in blow-by gas, an increase in oil consumption, and the like.

JP-A 61-265342

  The present invention has been made in view of the above-described problems, and an object thereof is to provide a technique capable of reducing the stress generated in the piston ring.

In order to achieve the above object, an internal combustion engine control apparatus according to the present invention employs the following means. That is, the control device for an internal combustion engine according to the present invention provides:
A piston ring mounted on a piston that reciprocates in a cylinder block;
Detecting means for detecting the size of the joint gap of the piston ring;
A temperature lowering means for lowering the temperature of the piston ring from the current time when the joint gap disappears;
It is characterized by providing.

  The piston ring has an abutment where the ring is cut. That is, the abutment is constituted by two cross sections. The distance between the two cross sections is referred to as a joint gap. These two cross sections are separated in the cold state in consideration of the thermal expansion of the piston ring. And the joint gap becomes smaller as the temperature of the piston ring rises. When this gap is lost, stress is generated in the piston ring. The piston ring is deformed by this stress. As a result, for example, the amount of blow-by gas increases or the amount of oil consumption increases. The detecting means may detect a value that is correlated with the size of the gap. That is, the size of the joint gap of the piston ring may be indirectly detected.

  And when the abutment gap of the piston ring disappears, the abutment gap is made larger by lowering the temperature of the piston ring. Here, the case where the abutment gap is eliminated indicates a state where one of the cross sections at the abutment is in contact with the other. That is, since the piston ring can be contracted by lowering the temperature of the piston ring, the stress generated in the piston ring can be reduced. Thereby, a deformation | transformation of a piston ring can be suppressed. Furthermore, the amount of blow-by gas can be reduced and the amount of oil consumed can be reduced. For example, the temperature lowering unit may lower the temperature of the piston ring by cooling the piston, or may cool the piston by lowering the combustion temperature in the cylinder.

  In the present invention, the joint of the piston ring is formed by a cross section that is inclined from the upper side to the lower side in the circumferential direction of the piston ring, and when the temperature of the piston ring is lowered by the temperature lowering means, the engine rotation The number can be limited below a specified value.

  In the piston ring having the abutment of such a shape, when the temperature further increases after the temperature rises and there is no gap in the abutment, one section constituting the abutment rides on the other section, and the entire piston ring is spiraled. It deforms into a shape. When the piston moves up and down in this state, the tip of the cross section of the piston ring collides with the upper or lower surface of the piston groove. If it does so, durability in this front-end | tip part will fall. On the other hand, since the speed when both ends collide with the upper surface or the lower surface of the groove of the piston is reduced by suppressing the engine speed, the durability of the tip portion can be improved. That is, the specified value is an upper limit value of the engine speed that can make the durability of the piston ring within an allowable range.

  In the present invention, a supercharger is further provided, and the temperature lowering means lowers the temperature of the piston by restricting the amount of fuel injected into the cylinder of the internal combustion engine. The fuel injection timing can be delayed and the supercharging pressure can be increased as compared with the case where the fuel injection amount is not limited.

  By restricting the amount of fuel injected into the cylinder of the internal combustion engine, the amount of heat generation can be suppressed, so that the temperature of the piston ring can be lowered. However, if the fuel injection amount is reduced, the output may be insufficient. On the other hand, when the fuel injection timing is first delayed, the maximum temperature of the combustion gas is lowered, so that the temperature of the piston ring can be lowered. However, since the pressure in the cylinder also decreases, the output decreases. On the other hand, the pressure in the cylinder can be maintained by increasing the supercharging pressure. Further, since the heat capacity of the working gas is increased by increasing the supercharging pressure, the maximum temperature of the combustion gas is also lowered by this, so that the temperature of the piston ring can be lowered.

  When the temperature of the internal combustion engine is lower than the threshold value, the maximum value of the in-cylinder pressure can be made larger than when the temperature is equal to or higher than the threshold value.

  The temperature of the internal combustion engine is a temperature other than the piston ring, and may be, for example, the temperature of cooling water or a cylinder block. When the temperature of the internal combustion engine is low, the output tends to decrease. Here, the fatigue strength of the material increases as the temperature decreases. That is, when the temperature of the internal combustion engine is low, the fatigue strength other than the piston ring is high. In such a case, the in-cylinder pressure can be further increased. And the fall of an output can be suppressed by making cylinder pressure still larger. That is, the threshold value can be a temperature at which the internal combustion engine does not fail even if the in-cylinder pressure is increased. The maximum value of the in-cylinder pressure may be changed according to the temperature of the internal combustion engine.

  Further, in the present invention, when the temperature of the piston ring is lowered by the lowering means, it is possible to further include a temperature reduction suppressing means for suppressing a temperature drop of the cylinder wall surface.

  In other words, the cylinder diameter can be prevented from shrinking by suppressing the temperature drop of the cylinder wall surface. That is, when the temperature of the piston ring increases, the piston ring expands in the diameter direction and is strongly pressed against the cylinder wall surface. On the other hand, if the diameter of the cylinder becomes larger, it can be suppressed that the piston ring is strongly pressed against the cylinder wall surface.

  According to the present invention, the stress generated in the piston ring can be reduced.

It is a figure which shows schematic structure of the internal combustion engine which concerns on an Example, its intake system, and an exhaust system. It is a figure which shows schematic structure of the piston ring which concerns on an Example. It is a side view of the joint of the piston ring shown in FIG. It is a figure which shows schematic structure of the other piston ring which concerns on an Example. It is the figure which showed how the vicinity of a joint moves with the movement of a piston, when the upper joint part is riding on the lower joint part. It is a figure which shows schematic structure of the other piston ring which concerns on an Example. It is a figure which shows schematic structure of the oil supply system which concerns on an Example. It is the figure which showed the relationship between the engine speed, an engine torque, and the determination value of blow-by gas amount. It is the figure which showed the relationship between an engine speed, an engine torque, and the temperature of a piston ring. It is the flowchart which showed the control flow which concerns on an Example. It is the figure which showed transition of the cylinder pressure and cylinder temperature when the retard of fuel injection timing and the supercharging pressure which concern on an Example are performed. It is the figure which showed the relationship between an engine speed and an engine torque.

  Hereinafter, specific embodiments of a control device for an internal combustion engine according to the present invention will be described with reference to the drawings.

  FIG. 1 is a diagram showing a schematic configuration of an internal combustion engine and its intake system and exhaust system according to the present embodiment. In the present embodiment, in order to display the internal combustion engine 1 simply, some components are not shown. Although the internal combustion engine 1 includes four cylinders 2, only one cylinder is shown in FIG. The internal combustion engine 1 is, for example, a diesel engine in which one cycle has four strokes. The internal combustion engine 1 includes a cylinder head 10 and a cylinder block 6 connected to the lower surface of the cylinder head 10.

  An intake pipe 4 is connected to the combustion chamber in the cylinder 2 via an intake port 3 provided in the cylinder head 10. The flow of fresh air into the cylinder 2 is controlled by the intake valve 5. An exhaust pipe 8 is connected to the combustion chamber in the cylinder 2 via an exhaust port 7 provided in the cylinder head 10. Exhaust gas discharge from the cylinder 2 is controlled by an exhaust valve 9.

  The piston 15 connected to the crankshaft 13 of the internal combustion engine 1 via the connecting rod 14 reciprocates in the cylinder 2. A piston ring 16 is fitted into the piston 15. Further, the internal combustion engine 1 is provided with an oil jet 17 that injects oil toward the back side of the piston 15.

  A compressor housing 51 of a turbocharger 50 that operates using exhaust energy as a drive source is provided in the middle of the intake pipe 4. An air flow meter 95 that outputs a signal corresponding to the amount of air flowing through the intake pipe 4 is attached to the intake pipe 4 upstream of the compressor housing 51. The air flow meter 95 detects the intake air amount of the internal combustion engine 1. A supercharging pressure sensor 94 that measures the pressure in the intake pipe 4 is attached to the intake pipe 4 on the downstream side of the compressor housing. Further, the internal combustion engine 1 is provided with a cooling water temperature sensor 96 for measuring the temperature of the cooling water. In this embodiment, the turbocharger 50 corresponds to the supercharger in the present invention.

  On the other hand, a turbine housing 52 of the turbocharger 50 is provided in the middle of the exhaust pipe 8.

  Further, a fuel injection valve 82 that injects fuel into the cylinder 2 is attached to the internal combustion engine 1. Furthermore, the cylinder block 6 of the internal combustion engine 1 and the intake pipe 4 upstream of the compressor housing 51 and downstream of the air flow meter 95 are connected by a blow-by gas passage 11 through which blow-by gas flows. In the middle of the blow-by gas passage 11, a flow meter 97 for measuring the amount of blow-by gas flowing through the blow-by gas passage 11 is provided.

  Further, the internal combustion engine 1 is provided with an ECU 90 that is an electronic control unit for controlling the internal combustion engine 1. The ECU 90 includes a CPU, a ROM, a RAM, and the like for storing various programs and maps, and a unit that controls the operating condition of the internal combustion engine 1 according to the operating conditions of the internal combustion engine 1 and the driver's request. It is.

  Here, in addition to the various sensors described above, an accelerator opening sensor 91 and a crank position sensor 92 are electrically connected to the ECU 90. The ECU 90 receives a signal corresponding to the accelerator opening from the accelerator opening sensor 91 and calculates an engine load required for the internal combustion engine 1 in accordance with this signal. The ECU 90 receives a signal corresponding to the rotation angle of the output shaft of the internal combustion engine 1 from the crank position sensor 92 and calculates the engine rotational speed of the internal combustion engine 1.

  On the other hand, a fuel injection valve 82 is connected to the ECU 90 via an electrical wiring, and the fuel injection valve 82 is controlled by the ECU 90.

  FIG. 2 is a diagram illustrating a schematic configuration of the piston ring 16 according to the present embodiment. The piston ring 16 according to the present embodiment may be an oil ring or a compression ring.

  A joint 60 is formed in the piston ring 16 at one location. The joint 60 is formed by obliquely cutting the piston ring 16 in the circumferential direction from the upper side to the lower side of the piston ring 16. That is, the cross section is inclined with respect to the central axis of the piston ring 16. In the present embodiment, the lower end of the both ends constituting the abutment 60 is referred to as a lower abutment portion 61, and the end of the both ends of the abutment 60 is referred to as an upper abutment portion 62.

  FIG. 3 is a side view of the joint 60 of the piston ring 16 shown in FIG. FIG. 3A shows a case where the lower joint portion 61 and the upper joint portion 62 are separated from each other. That is, the case where the joint gap A is larger than 0 is shown. On the other hand, FIG. 3B shows a case where the lower joint portion 61 and the upper joint portion 62 are in contact with each other due to thermal expansion. That is, the case where the joint gap A is 0 or less (the case where there is no joint gap A) is shown. When the joint gap A becomes smaller than 0 (becomes a negative value), the upper joint part 62 rides on the lower joint part 61, and therefore, between the upper joint part 62 and the lower joint part 61. A step occurs. Thereby, the stress which generate | occur | produces in the piston ring 16 can be suppressed.

  For example, when the cross section of the joint 600 as shown in FIG. 4 is formed so as to be balanced with the central axis of the piston ring 160, when the joint gap A becomes zero, the piston ring 160 is distorted and expanded in the radial direction. To do. As a result, the piston ring 160 is strongly pressed against the wall surface of the cylinder 2, so that the wear speed may be increased. In order to suppress this, if the joint gap A is increased from the beginning, the amount of blow-by gas increases or the amount of oil consumed increases.

  That is, in the piston ring 16 as shown in FIG. 2, since the upper joint portion 62 rides on the lower joint portion 61, the piston ring 16 is suppressed from being strongly pressed against the wall surface of the cylinder 2. For this reason, the joint gap A can be reduced from the beginning.

Here, the joint gap A of the piston ring 16 shown in FIG. 2 can be obtained by the following equation.
(Π × φ × (1 + αL) × ΔTL) / (cylinder inner circumference) − ((π × φ−A) × (1 + αR) × ΔTR) / (piston ring outer circumference)
Where φ: cylinder diameter at normal temperature (mm), A: gap at normal temperature (mm), αR: linear expansion coefficient of piston ring (1 / ° C), αL: linear expansion coefficient of cylinder wall surface (1 / ° C) ), ΔTR: temperature increase (° C.) from the normal temperature of the piston ring outer periphery, ΔTL: temperature increase (° C.) from the normal temperature of the cylinder inner periphery.

  Usually, the joint gap A is larger than zero. And when the abutment gap A becomes 0 or less, both ends constituting the abutment 60 come into contact. At this time, in the piston ring 160 shown in FIG. 4, the piston ring 160 is compressed. Then, compression distortion occurs. On the other hand, if the upper abutment portion 62 rides on the lower abutment portion 61 as in the present embodiment, the compressive strain can be suppressed, so that excessive stress and surface pressure can be suppressed.

  Next, FIG. 5 is a diagram showing how the vicinity of the joint 60 moves as the piston 15 moves when the upper joint section 62 rides on the lower joint section 61. FIG. 5A shows when the piston 15 is lowered, and FIG. 5B shows when the piston 15 is raised.

  When the piston 15 is descending, the piston ring 16 contacts the upper surface 151A of the groove 151 of the piston 15 by the inertial force indicated by the arrow. At this time, since there is a step in the joint 60, a gap B (shown by shading) is formed between the lower joint 61 and the upper surface 151A of the groove 151 of the piston 15. In this gap B, blow-by gas and oil circulate. That is, the combustion gas flows through the gap between the inner peripheral side of the piston ring 16 and the groove of the piston 15 and wraps around the lower surface of the piston ring 16. On the contrary, the oil flows around the upper surface of the piston ring 16. At this time, the tip of the lower side abutment portion 61 is located at the lowest position in the piston ring 16.

  When the piston 15 starts to rise in this state, the piston ring 16 relatively moves toward the lower surface 151B of the groove 151 of the piston 15 by the inertial force indicated by the arrow. When moving in this way, the tip of the lower joint portion 61 collides with the lower surface 151B of the groove 151 of the piston 15. At this time, the tip of the upper joint portion 62 is located at the uppermost position in the piston ring 16. Then, when the piston 15 turns downward, the tip of the upper joint portion 62 collides with the upper surface 151A of the groove 151 of the piston 15.

  That is, since the tip of the upper joint portion 62 and the tip of the lower joint portion 61 repeatedly collide with the upper surface 151A or the lower surface 151B of the groove 151 of the piston 15, the durability of the upper joint portion 62 and the lower joint portion 61 is reduced. To do. On the other hand, durability can be improved by partially quenching or hard coating the upper joint portion 62 and the lower joint portion 61.

Further, as the engine speed increases, the speed at which the tip of the upper joint portion 62 and the tip of the lower joint portion 61 collide with the upper surface 151A or the lower surface 151B of the groove 151 of the piston 15 increases, and the durability decreases. On the other hand, durability can be improved by suppressing an engine speed. For example, when the engine speed is 3600 rpm or more, the fuel injection from the fuel injection valve 82 is stopped. That is, the fuel cut is executed. The engine speed at which the fuel cut is executed can be obtained in advance by experiments or the like in consideration of the strength of the piston ring 16 or the like.

  If the piston ring 160 has the shape shown in FIG. 4 or the like and the joint does not shift vertically, part of the piston ring does not protrude upward or downward, improving durability. There is no need to limit the engine speed to achieve this.

  Further, by lowering the temperature of the piston ring 16, the degree of the upper joint portion 62 riding on the lower joint portion 61 can be reduced. That is, the surface pressure of the joint 60 can be reduced. Furthermore, the joint gap A can be made larger than zero. As shown in FIG. 6, this can be similarly applied to a piston ring when the cross section of the joint 610 is inclined from the outer periphery to the inner periphery of the piston ring 161.

  The piston ring shown in FIG. 2 or FIG. 6 has a step at the joint portion due to thermal expansion. For example, as shown in FIG. 5, when a gap B is formed, blow-by gas and oil circulate through the gap B. Here, it is possible to predict the case where the gap A is 0 or less based on the operation condition and the operation history, but this may limit the output excessively. For example, since the piston ring 16 is worn from the outer periphery, the length of the outer periphery is gradually shortened by the wear, and thereby the joint gap A is increased. On the other hand, since the diameter of the cylinder 2 increases as the wall surface of the cylinder 2 wears, the force applied to the piston ring 16 decreases, and therefore the force in the direction in which the joint gap A decreases. Furthermore, the internal combustion engine 1 changes with time due to pressure, thermal stress, and stress caused by a head bolt. As a result, it becomes difficult for the joint gap to become 0 or less as time elapses from the new article. Since this prediction is extremely difficult, if there is a margin, there is a possibility that the output will be excessively limited.

  The temperature of the piston ring 16 can be lowered by, for example, reducing the torque (which may be the fuel injection amount) of the internal combustion engine 1. That is, since the temperature in the combustion chamber can be lowered by reducing the amount of torque generated, the temperature of the piston ring 16 can be lowered.

  Further, when warming-up is promoted by stopping the injection of oil from the oil jet 17 at the cold start, this is stopped and the oil is always injected from the oil jet 17. Thereby, since the piston 15 is cooled, the temperature of the piston ring 16 can be lowered.

  Furthermore, the amount of oil injected from the oil jet 17 may be increased. In this case, the oil pressure may be increased by increasing the oil relief pressure, or the amount of oil discharged from the oil pump may be increased. Furthermore, the supply amount of oil to other members may be reduced or the supply may be stopped.

  FIG. 7 is a diagram illustrating a schematic configuration of an oil supply system 70 according to the present embodiment. The internal combustion engine 1 is provided with an oil pump 71 that discharges oil according to the rotation of the crankshaft 13. One end of an oil suction passage 72 is connected to the inlet side of the oil pump 71. The other end of the oil suction passage 72 opens into the oil stored in the oil pan located at the lowermost part of the internal combustion engine 1.

One end of an oil passage 73 is connected to the outlet side of the oil pump 71. One end of a return passage 74 is connected to the oil passage 73. The other end of the return passage 74 is connected to the oil suction passage 72. For this reason, the oil flowing through the return passage 74 is
It flows into the oil pump 71 again.

  A relief valve 75 is provided in the middle of the return passage 74. When the oil pressure is lower than the set pressure, the relief valve 75 is closed and allows the entire amount of oil to flow to the oil passage 73. On the other hand, when the oil pressure becomes equal to or higher than the set pressure, the valve is opened, and a part of the oil flows into the return passage 74. The oil pump 71 discharges oil at a set pressure or higher. That is, the relief valve 75 is periodically operated to adjust the pressure of the oil flowing through the oil passage 73 to the set pressure.

  The other end side of the oil passage 73 is branched into a plurality, and opens toward sliding portions of the cylinder head 10 and the cylinder block 6 and members that require cooling. It is also connected to the oil jet 17.

  A shutoff valve 76 that shuts off the oil passage 73 is provided in the oil passage 73 that communicates with the oil jet 17. The oil passage 73 is also provided with a relief valve 77 that opens at a specified pressure so that the oil pressure does not become excessively high. The relief valve 77 is opened at a pressure (for example, 1000 kPa) higher than the set pressure (for example, 500 kPa) of the relief valve 75 provided in the return passage 74.

  In order to promote warm-up by stopping the injection of oil from the oil jet 17 at the cold start, the shutoff valve 76 is closed. This valve closing is performed by a signal from the ECU 90. When the temperature of the piston ring 16 is lowered, the shutoff valve 76 is always opened and oil is injected from the oil jet 17. Since the piston 15 is cooled by this oil, the temperature of the piston ring 16 can be lowered.

  Further, the amount of oil injected from the oil jet 17 may be increased. In this case, when the set pressure of the relief valve 75 can be changed, the set pressure can be increased. Further, when the oil discharge amount from the oil pump 71 can be changed, it is possible to increase the oil discharge amount. These are controlled by signals from the ECU 90. Furthermore, the supply amount of oil to other members may be reduced or the supply may be stopped.

  In this embodiment, these controls are performed based on the blow-by gas amount. That is, the amount of blow-by gas increases as the abutment gap A becomes 0 or less, and the value becomes smaller. Therefore, the control is performed when the amount of blow-by gas becomes larger than the determination value. This determination value can be the amount of blow-by gas when the gap A is 0 or less. Note that the temperature of the piston ring 16 may be reduced based on the amount of oil consumed instead of the amount of blow-by gas.

  FIG. 8 is a diagram showing the relationship among the engine speed, the engine torque, and the blow-by gas amount determination value. The higher the engine speed and the larger the engine torque, the larger the amount of gas that passes through the abutment 60, and the greater the blow-by gas amount determination value. This relationship is obtained in advance by experiments or the like and stored in the ECU. The amount of blow-by gas can be obtained by the flow meter 97. Further, for example, it can be calculated from the pressure difference between the cylinder block 6 and the intake passage and the cross-sectional area of the blow-by gas passage using Bernoulli's theorem. Further, when the flow of blow-by gas can be blocked by a valve, when the difference in the intake air amount by the air flow meter 95 occurs between when the blow-by gas is circulated and when the blow-by gas is circulated, this difference is calculated as the amount of blow-by gas. It is also good. In the present embodiment, the flow meter 97 corresponds to the detection means in the present invention.

  FIG. 9 is a diagram showing the relationship among the engine speed, the engine torque, and the temperature of the piston ring 16. The higher the engine speed and the larger the engine torque, the higher the temperature of the piston ring 16. The internal combustion engine 1 is operated in the entire region at normal times (that is, when the amount of blow-by gas is equal to or less than the determination value). On the other hand, when the amount of blow-by gas is increased (that is, when the amount of blow-by gas is larger than the determination value), the internal combustion engine 1 is operated within the hatched range. That is, fuel cut is performed in the operation region of high rotation and high load. Thereby, since the internal combustion engine 1 is not operated in a region where the temperature of the piston ring 16 becomes high, an increase in temperature of the piston ring 16 can be suppressed.

  In the case of the piston ring 16 shown in FIG. 2, the engine speed is set lower than, for example, C in FIG. Thereby, the speed at which the upper joint portion 62 and the lower joint portion 61 collide with the upper surface 151A or the lower surface 151B of the groove 151 of the piston 15 can be reduced. The value of C is obtained in advance through experiments or the like as a value that improves the durability of the piston ring 16.

  Next, FIG. 10 is a flowchart showing a control flow according to the present embodiment. This routine is repeatedly executed by the ECU 90 every predetermined time.

  In step S101, it is determined whether or not the blow-by gas amount is greater than a determination value. That is, it is determined whether or not the joint gap A is 0 or less. The amount of blow-by gas is measured by the flow meter 97, and the judgment value is obtained from FIG. If an affirmative determination is made in step S101, the process proceeds to step S102, and if a negative determination is made, this routine is temporarily terminated.

  In step S102, control for lowering the temperature of the piston ring 16 is performed. For example, if the oil injection amount from the oil jet 17 is increased, the engine torque is limited to the range shown by the oblique lines in FIG. Permit injection. At this time, in the piston ring 16 having the shape shown in FIG. 2, the engine speed is limited to be equal to or lower than C in FIG. For example, the fuel cut is performed when the engine speed exceeds 3600 rpm. In this embodiment, the ECU 90 that executes step S102 corresponds to the temperature lowering means in the present invention.

  In step S103, it is determined whether or not the temperature of the cooling water is lower than 80 ° C., for example. In this step, it is determined whether or not processing for minimizing cooling in the water jacket is performed for protecting the internal combustion engine. Here, since the diameter of the cylinder 2 is increased by increasing the wall surface temperature of the cylinder 2, the force with which the piston ring 16 is pressed against the wall surface of the cylinder 2 is reduced. That is, if the temperature of the wall surface of the cylinder 2 is increased, wear of the piston ring 16 and the wall surface of the cylinder 2 can be suppressed. If an affirmative determination is made in step S103, the process proceeds to step S104, and if a negative determination is made, this routine is temporarily terminated.

  In step S104, the water pump is stopped. That is, the cooling water circulation is stopped. In this way, heat transfer from the cylinder block to the cooling water is reduced. Further, the cooling water around the piston 15 may be removed. Furthermore, you may heat with a heater etc. In the present embodiment, the ECU 90 that executes step S104 corresponds to the temperature decrease suppressing means in the present invention.

  As described above, according to the present embodiment, it is possible to suppress the joint gap A of the piston ring 16 from being 0 or less, so that the stress generated in the piston ring 16 can be reduced. Thereby, it can suppress that the amount of blow-by gas increases, or can reduce the consumption of oil. Further, excessive suppression of output is not performed.

  Here, the upper abutment portion 62 rides on the lower abutment portion 61 when, for example, the piston 15 and the piston ring 16 are heated due to a very high load in the cold state. In such a case, since the temperature of the oil is low, the viscosity of the oil is high. For this reason, if the fuel injection amount is simply limited in order to reduce the engine torque, the vehicle may not be able to climb the hill due to insufficient torque, or may not be able to climb over the steps. Therefore, it is necessary to secure a certain amount of engine torque.

  Therefore, in this embodiment, when the fuel injection amount is limited in order to reduce the temperature of the piston ring 16, the fuel injection timing is retarded (delayed) and the supercharging pressure is increased. Since the maximum temperature of the combustion gas is lowered by retarding the fuel injection timing, the temperature of the piston 15 can be lowered. As a result, the temperature of the exhaust gas flowing into the turbine increases. Further, since the heat capacity of the working gas is increased by increasing the supercharging pressure, the combustion temperature is lowered, so that the temperature of the piston 15 can be lowered. As a result, the temperature of the exhaust gas flowing into the turbine is lowered.

  As a result, even if the temperature of the piston 15 or the piston ring 16 is the same, the fuel injection amount can be increased by increasing the supercharging pressure. However, if the fuel injection timing is delayed, the isovolume decreases, and if the boost pressure is increased, the pump loss increases, which may deteriorate the fuel efficiency. Therefore, the fuel injection timing is retarded and the boost pressure is increased only when the upper joint portion 62 rides on the lower joint portion 61 (that is, when the joint gap A is 0 or less).

  FIG. 11 is a graph showing the transition of the in-cylinder pressure and the in-cylinder temperature when the retardation of the fuel injection timing and the boost pressure are increased according to this embodiment. FIG. 11A shows the in-cylinder pressure before delaying the fuel injection timing and increasing the supercharging pressure, and FIG. 11B shows the in-cylinder pressure after retarding the fuel injection timing. 11 (C) shows the in-cylinder pressure when the fuel injection timing is retarded and the supercharging pressure is increased, and FIG. 11 (D) is the case where the fuel injection timing is retarded and the supercharging pressure is increased. FIG. 11 (E) shows the in-cylinder temperature after retarding the fuel injection timing, and FIG. 11 (F) shows the in-cylinder temperature retarded and increases the supercharging pressure. The in-cylinder temperature is shown. In either case, the horizontal axis is the crank angle.

  Since the fuel injection timing is retarded in FIG. 11 (B), the maximum value of the in-cylinder pressure is lower than in the case of FIG. 11 (A). Further, the maximum value of the in-cylinder temperature at this time is lowered by a value indicated by G as shown in FIG. On the other hand, in FIG. 11C, since the supercharging pressure is increased, the maximum value of the in-cylinder pressure is the same as that in FIG. Further, the maximum value of the in-cylinder temperature at this time is further lowered by a value indicated by H due to the increase of the supercharging pressure. Further, the temperature rise value (indicated by J) due to combustion at this time is lower than in other cases.

  FIG. 12 is a diagram showing the relationship between the engine speed and the engine torque. At normal time (that is, when the blow-by gas amount is equal to or less than the determination value), the internal combustion engine 1 is operated in the entire region. On the other hand, when the amount of blow-by gas is increased (that is, when the amount of blow-by gas is larger than the determination value), the internal combustion engine is operated within the hatched range. Compared with the relationship shown in FIG. 9, it is possible to operate at higher rotation and higher load. When the operation is performed in the range shown in FIGS. 9 and 12, the maximum temperature of the piston 15 or the piston ring 16 is, for example, 220 ° C. The fuel injection timing and the supercharging pressure may be obtained in advance by experiments or the like, or may be determined by feedback control.

  As described above, according to this embodiment, it is possible to suppress the decrease in the in-cylinder pressure while reducing the in-cylinder temperature. Therefore, it is possible to suppress the decrease in the fuel injection amount while reducing the temperature of the piston ring 16. For this reason, it is possible to minimize the decrease in engine torque.

  If the temperature other than the piston ring 16 becomes lower than that described in the second embodiment, the output may be insufficient only by retarding the fuel injection timing and increasing the supercharging pressure. In contrast, in the present embodiment, the output is increased by relaxing the restriction on the maximum value of the in-cylinder pressure or relaxing the restriction on the rotational speed of the turbocharger 50. That is, the maximum value of the in-cylinder pressure is increased, or the rotational speed of the turbocharger 50 is made higher than usual. The in-cylinder pressure may be a supercharging pressure.

  Here, the fatigue strength of the material decreases as the temperature increases. Generally, the maximum value of the in-cylinder pressure is set so that each member is not damaged even when the temperature reaches a maximum value within an assumed range. However, when the temperature of the internal combustion engine 1 is low as a whole, the fatigue strength of the material increases, so that each member is not damaged even if the maximum value of the in-cylinder pressure is increased. Therefore, if the supercharging pressure is further increased according to the low temperature of the internal combustion engine 1, the temperature of the piston ring 16 can be lowered while increasing the output.

  For example, when the cooling water temperature is 50 ° C. or lower, the maximum value of the in-cylinder pressure may be 2 MPa higher than when the cooling water temperature is higher than 50 ° C. Further, for example, when the temperature of the turbine impeller is equal to or lower than the threshold value and the temperature of oil circulating through the turbocharger 50 is equal to or lower than the threshold value, the rotational speed of the turbocharger may be increased by 5%. Thereby, since the fuel injection amount can be further increased, the operation in a wider area is possible. The in-cylinder pressure or the rotation speed of the turbocharger 50 may be measured by a sensor and feedback controlled.

DESCRIPTION OF SYMBOLS 1 Internal combustion engine 2 Cylinder 3 Intake port 4 Intake pipe 5 Intake valve 6 Cylinder block 7 Exhaust port 8 Exhaust pipe 10 Exhaust valve 10 Cylinder head 11 Blow-by gas passage 13 Crankshaft 14 Connecting rod 15 Piston 16 Piston ring 17 Oil jet 50 Turbocharger 51 Compressor housing 52 Turbine housing 60 Joint 61 Lower joint 62 Upper joint 70 Oil supply system 71 Oil pump 72 Oil suction passage 73 Oil passage 74 Return passage 75 Relief valve 76 Shutoff valve 77 Relief valve 82 Fuel injection valve 91 Accelerator opening Sensor 92 Crank position sensor 94 Supercharging pressure sensor 95 Air flow meter 96 Cooling water temperature sensor 97 Flow meter 151 Groove

Claims (5)

A piston ring mounted on a piston that reciprocates in a cylinder block;
Detecting means for detecting the size of the joint gap of the piston ring;
A temperature lowering means for lowering the temperature of the piston ring from the current time when the joint gap disappears;
A control device for an internal combustion engine, comprising:   The joint of the piston ring is constituted by a cross section inclined in the circumferential direction of the piston ring from the upper side to the lower side, and when the temperature of the piston ring is lowered by the temperature lowering means, the engine speed is a predetermined value or less. The control apparatus for an internal combustion engine according to claim 1, wherein   The apparatus further comprises a supercharger, and the temperature lowering means lowers the temperature of the piston by limiting the amount of fuel injected into the cylinder of the internal combustion engine, and limits the fuel injection amount when limiting the fuel injection amount. 3. The control device for an internal combustion engine according to claim 1, wherein the fuel injection timing is delayed and the supercharging pressure is increased as compared to when not.   4. The control device for an internal combustion engine according to claim 3, wherein when the temperature of the internal combustion engine is lower than a threshold value, the maximum value of the in-cylinder pressure is made larger than when the temperature is equal to or higher than the threshold value.   5. The internal combustion engine according to claim 1, further comprising a temperature decrease suppression unit that suppresses a temperature decrease of the cylinder wall surface when the temperature of the piston ring is decreased by the decrease unit. Control device.

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