WO2006038306A1 - 内燃機関の制御装置および内燃機関の制御方法 - Google Patents
内燃機関の制御装置および内燃機関の制御方法 Download PDFInfo
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- WO2006038306A1 WO2006038306A1 PCT/JP2004/014898 JP2004014898W WO2006038306A1 WO 2006038306 A1 WO2006038306 A1 WO 2006038306A1 JP 2004014898 W JP2004014898 W JP 2004014898W WO 2006038306 A1 WO2006038306 A1 WO 2006038306A1
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- WIPO (PCT)
- Prior art keywords
- fuel injection
- control
- internal combustion
- combustion engine
- injection amount
- Prior art date
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Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
- F02P5/00—Advancing or retarding ignition; Control therefor
- F02P5/04—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions
- F02P5/145—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions using electrical means
- F02P5/15—Digital data processing
- F02P5/1502—Digital data processing using one central computing unit
- F02P5/1508—Digital data processing using one central computing unit with particular means during idling
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/021—Introducing corrections for particular conditions exterior to the engine
- F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
- F02D41/024—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to increase temperature of the exhaust gas treating apparatus
- F02D41/0255—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to increase temperature of the exhaust gas treating apparatus to accelerate the warming-up of the exhaust gas treating apparatus at engine start
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/04—Introducing corrections for particular operating conditions
- F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/04—Engine intake system parameters
- F02D2200/0406—Intake manifold pressure
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/0002—Controlling intake air
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/021—Introducing corrections for particular conditions exterior to the engine
- F02D41/0215—Introducing corrections for particular conditions exterior to the engine in relation with elements of the transmission
- F02D41/0225—Introducing corrections for particular conditions exterior to the engine in relation with elements of the transmission in relation with the gear ratio or shift lever position
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/04—Introducing corrections for particular operating conditions
- F02D41/08—Introducing corrections for particular operating conditions for idling
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/14—Introducing closed-loop corrections
- F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
- F02D41/1439—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the position of the sensor
- F02D41/1441—Plural sensors
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/14—Introducing closed-loop corrections
- F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
- F02D41/1444—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases
- F02D41/1454—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being an oxygen content or concentration or the air-fuel ratio
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
- F02P5/00—Advancing or retarding ignition; Control therefor
- F02P5/04—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions
- F02P5/145—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions using electrical means
- F02P5/15—Digital data processing
- F02P5/1502—Digital data processing using one central computing unit
- F02P5/1506—Digital data processing using one central computing unit with particular means during starting
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/40—Engine management systems
Definitions
- the present invention relates to an internal combustion engine control device and an internal combustion engine control method.
- An internal combustion engine control apparatus and an internal combustion engine control method according to the present invention provide a more appropriate correction for increasing the fuel injection amount when starting an unwarmed internal combustion engine and performing catalyst warm-up by retarding the ignition timing.
- One of the purposes is to start at the timing.
- the internal combustion engine control apparatus and internal combustion engine control method according to the present invention corrects an increase in fuel injection amount when starting an unwarmed internal combustion engine and warming up the catalyst by retarding the ignition timing.
- One of the objectives is to end it at an appropriate timing.
- the internal combustion engine control apparatus and internal combustion engine control method of the present invention employ the following means in order to achieve at least a part of the above object.
- a control device for an internal combustion engine is a control device for an internal combustion engine in which a purification device having a catalyst for purifying exhaust gas in an exhaust system, the ignition timing of which can be changed, wherein the catalyst is unwarmed.
- the fuel injection amount that achieves the target air-fuel ratio is injected from the fuel injection valve until the predetermined increase condition is satisfied, and after the predetermined increase condition is satisfied, the fuel injection amount that is corrected to increase the fuel injection amount that satisfies the target air-fuel ratio
- the gist of the present invention is to perform fuel injection control at the time of starting to inject the injection amount from the fuel injection valve.
- a fuel injection amount that becomes the target air-fuel ratio is injected from the fuel injection valve until a predetermined increase condition is satisfied after the ignition timing is retarded, After the increase condition is satisfied, the fuel injection amount is corrected from the fuel injection amount, which is the target air fuel ratio, and is injected from the fuel injection valve. That is, the timing for correcting the increase in the fuel injection amount when the catalyst is warmed up by retarding the ignition timing is when the predetermined increase condition is satisfied after the start of the retard of the ignition timing. For this reason, the fuel efficiency at the time of starting the internal combustion engine is improved compared to the case in which the fuel injection amount is corrected to be increased simultaneously with the start of the retard of the ignition timing.
- the predetermined increase condition a condition in which the ignition timing reaches a predetermined angle can be used, or a condition in which a predetermined time has elapsed since the ignition timing retarded by the start point fire control is used. You can also.
- the “fuel injection amount that becomes the target air-fuel ratio” may be an injection amount that is calculated by multiplying the basic fuel injection amount that becomes the theoretical air-fuel ratio by a correction coefficient based on the state of the internal combustion engine.
- the throttle opening is gradually increased until a predetermined opening is reached after the fuel injection amount increase correction by the start time fuel injection control is performed. It is also possible to execute a control for ending the fuel injection amount increase correction after the throttle opening reaches the predetermined opening as the start time fuel injection control. . In this way, it is possible to suppress the lean that may occur when the throttle opening is increased, and to end the fuel injection amount increase correction after the lean suppression is finished.
- increasing the throttle opening can increase the intake air volume and promote catalyst warm-up.
- the fuel injection control at start-up may be control that ends the increase correction of the fuel injection amount when a predetermined time elapses after the throttle opening reaches the predetermined opening.
- the predetermined time takes into account the delay of the air flow with respect to the increase in the throttle opening.
- the start-time throttle control is stopped when an output request to the internal combustion engine is made during the execution of the control.
- the start time fuel injection control is a control that ends the increase correction of the fuel injection amount when a predetermined time elapses after the start of the internal combustion engine when the start time throttle control is stopped. You can also This way For example, the fuel injection amount increase correction is completed when a predetermined time has elapsed from the start of the internal combustion engine even if the timing for ending the fuel injection amount increase correction is lost due to the stop throttle control at the start. It is possible to suppress the increase correction of the unnecessary fuel injection amount.
- the start time fuel injection control is a control for ending the fuel injection amount increase correction when a predetermined time has elapsed since the start of the internal combustion engine. You can also. In this way, it is possible to prevent the fuel injection amount increase correction from being performed for a long time.
- the fuel injection amount increase correction when the fuel injection amount control at start-up ends the fuel injection amount increase correction, the fuel injection amount increase correction has a degree of attenuation based on the air-fuel ratio immediately before the end. It is also possible to assume that the control is to end the process. In this way, it is possible to suppress a sudden change in the air-fuel ratio that may occur when the fuel injection amount increase correction is finished.
- a control device for a second internal combustion engine of the present invention is a control device for an internal combustion engine in which a purification device having a catalyst for purifying exhaust gas is attached to an exhaust system, wherein the catalyst is in an unwarmed state.
- start throttle control is executed to gradually increase the throttle opening from the first timing after starting until the predetermined opening is reached, and the second throttle control is started.
- a fuel injection amount that is corrected by increasing the fuel injection amount that becomes the target air-fuel ratio from the timing is injected from the fuel injection valve, and the fuel injection amount increase correction is terminated after the throttle opening reaches the predetermined opening.
- the main point is to execute fuel injection control.
- the throttle control at the start is gradually increased from the first timing after the start of the internal combustion engine until the throttle opening reaches a predetermined opening.
- Second tie as the engine starts The fuel injection amount obtained by increasing the fuel injection amount that becomes the target air-fuel ratio from the ming is injected from the fuel injection valve, and the fuel injection amount increase correction is terminated after the throttle opening reaches the predetermined opening. Therefore, the catalyst warm-up can be promoted by increasing the intake air amount by increasing the throttle opening. Further, the lean that may occur when the throttle opening is increased can be suppressed, and the fuel injection amount increase correction can be ended after the lean suppression is finished. As a result, it is possible to correct the fuel injection amount more appropriately, improve the fuel efficiency at the start of the internal combustion engine, and suppress deterioration of emissions due to excessive fuel injection. .
- the fuel injection control at the time of start ends the fuel injection amount increase correction when a predetermined time has elapsed after the throttle opening reaches the predetermined opening. It can be assumed that the control is to Here, the predetermined time considers the delay of the air flow with respect to the increase in the throttle opening. Therefore, the fuel injection amount increase correction can be completed at a more appropriate timing.
- the start-time throttle control is a control for stopping the control when an output request to the internal combustion engine is made during the execution of the control.
- the fuel injection control at the start is a control for ending the increase correction of the fuel injection amount when a predetermined time has elapsed from the start of the internal combustion engine when the throttle control at the start is stopped. You can also In this way, even if the timing for ending the fuel injection amount increase correction is lost due to the suspension of the start-time throttle control, the fuel injection amount increase correction is performed when a predetermined time has elapsed since the start of the internal combustion engine. Thus, it is possible to suppress unnecessary fuel injection amount increase correction.
- the first internal combustion engine control method is capable of changing an ignition timing and an exhaust system.
- the fuel injection amount at which the target air-fuel ratio becomes the fuel injection valve until the predetermined increase condition is satisfied after the ignition timing retardation by the start time fire control is started.
- a fuel injection amount that becomes a target air-fuel ratio is injected from the fuel injection valve until a predetermined increase condition is satisfied after the ignition timing is retarded, After the increase condition is satisfied, the fuel injection amount is corrected from the fuel injection amount, which is the target air fuel ratio, and is injected from the fuel injection valve. That is, the timing for correcting the increase in the fuel injection amount when the catalyst is warmed up by retarding the ignition timing is when the predetermined increase condition is satisfied after the start of the retard of the ignition timing.
- the throttle opening is gradually increased until the predetermined opening is reached.
- the start-up fuel injection control is executed, and the control for ending the fuel injection amount increase correction after the throttle opening reaches the predetermined opening is executed as the start-up fuel injection control.
- the intake air amount can be increased and catalyst warm-up can be promoted.
- the start time fuel injection control is control for ending correction for increasing the fuel injection amount when a predetermined time has elapsed since the start of the internal combustion engine. You can also. In this way, it is possible to prevent the fuel injection amount increase correction from being performed for a long time.
- the fuel injection amount increase correction is performed with a degree of attenuation based on the air-fuel ratio immediately before the end. It is also possible to assume that the control is to end the process. In this way, it is possible to suppress a sudden change in the air-fuel ratio that may occur when the fuel injection amount increase correction is finished.
- a second control method for an internal combustion engine of the present invention is a control method for an internal combustion engine in which a purification device having a catalyst for purifying exhaust gas is attached to an exhaust system, wherein the catalyst is in an unwarmed state.
- start throttle control is executed to gradually increase the throttle opening from the first timing after the start until the predetermined opening is reached.
- the fuel injection amount that has been corrected to increase the fuel injection amount that becomes the target air-fuel ratio from the timing of 2 is injected from the fuel injection valve, and the fuel injection amount increase correction is terminated after the throttle opening reaches the predetermined opening.
- the main point is to execute the starting fuel injection control.
- start-time throttle control is executed in which the throttle opening is gradually increased from the first timing after the start of the internal combustion engine until the predetermined opening is reached.
- the fuel injection amount is corrected by increasing the fuel injection amount that becomes the target air-fuel ratio from the second timing when the engine is started, and is injected after the throttle opening reaches the predetermined opening. End the increase correction of the shot amount. Therefore, the catalyst warm-up can be promoted by increasing the intake air amount by increasing the throttle opening. Further, the lean that may occur when the throttle opening is increased can be suppressed, and the fuel injection amount increase correction can be ended after the lean suppression is finished.
- the start-time throttle control is a control for stopping the control when an output request is made to the internal combustion engine during the execution of the control.
- the start-time fuel injection control is a control for ending the fuel injection amount increase correction when a predetermined time has elapsed from the start of the internal combustion engine when the start-time throttle control is stopped.
- FIG. 1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 equipped with a control device for an internal combustion engine according to an embodiment of the present invention.
- FIG. 2 is a configuration diagram showing an outline of the configuration of the engine 22.
- FIG. 3 is a flowchart showing an example of a start-up control routine executed by the engine E C U 24.
- FIG. 4 is a flowchart showing an example of a fuel injection time setting routine executed by the engine ECU 24.
- FIG. 5 is an explanatory diagram showing an example of the change over time of the engine speed N e, the air-fuel ratio AF, the ignition timing 0, the throttle opening TH, and the fuel increase flag F 1 when the engine 22 is started. It is. BEST MODE FOR CARRYING OUT THE INVENTION
- FIG. 1 is a configuration diagram showing an outline of the configuration of a hybrid automobile 20 equipped with an internal combustion engine control apparatus according to an embodiment of the present invention.
- the hybrid vehicle 20 of the embodiment has a three-shaft power distribution system connected to the engine 22 and a crankshaft 26 as an output shaft of the engine 22 via a damper 28.
- Integrated mechanism 3 motor MG 1 capable of generating electricity connected to power distribution integration mechanism 30, and ring gear shaft 3 2 as a drive shaft connected to power distribution integration mechanism 30 0 Reduction gear 3 attached to a 5, a motor MG 2 connected to the reduction gear 35, and a hybrid electronic control unit 70 that controls the entire power output device.
- the engine 2 2 is configured as an internal combustion engine that can output power using a hydrocarbon-based fuel such as gasoline or light oil, for example.
- a hydrocarbon-based fuel such as gasoline or light oil, for example.
- the air purified by the air cleaner 1 2 2 is supplied to the throttle valve 1 2 Intake through 4 and fuel injection valve 1 2 6 to inject gasoline, mix the inhaled air and gasoline, inhale this mixture into the fuel chamber through intake valve 1 2 8, and ignite
- the reciprocating motion of the piston 1 3 2 that is explosively burned by the electric spark generated by the plug 1 3 0 and pushed down by the energy is converted into the rotational motion of the crankshaft ⁇ 2 6.
- Exhaust from engine 2 2 is discharged to the outside air through a purification device (three-way catalyst) 1 3 4 that purifies harmful components such as carbon monoxide (CO), hydrocarbons (HC), and nitrogen oxides (NOX) Is done.
- the engine 22 is controlled by an engine electronic control unit (hereinafter referred to as engine ECU) 24. Signals from various sensors that detect the state of the engine 22 are input to the engine ECU 24 via an input port (not shown).
- the engine ECU 2 4 has a crank position sensor 1 4 0 that detects the intake air temperature Ta from the temperature sensor 1 2 2 a attached to the air cleaner 1 2 2 and the rotational position of the crankshaft ⁇ 2 6.
- the engine ECU 24 outputs various control signals for driving the engine 22 through an output port (not shown). For example, from the engine ECU 2 4, a drive signal to the fuel injection valve 1 2 6, a drive signal to the throttle motor 1 3 6 that adjusts the position of the throttle valve 1 2 4, and an inverter integrated with the igniter The control signal to the clutch coil 1 3 8 and the control signal to the variable valve timing mechanism 1 5 0 that can change the opening / closing timing of the intake valve 1 2 8 are output via the output port.
- the engine ECU 24 communicates with the hybrid electronic control unit 70, and controls the operation of the reengine 22 with the control signal from the hybrid electronic control unit 70, as needed. In the operating state of engine 2 2 Related data is output.
- the engine ECU 24 calculates the rotational speed Ne of the engine 2 2 based on the crank position from the crank position sensor 140.
- the power distribution and integration mechanism 30 includes an external gear sun gear 3 1, an internal gear ring gear 3 2 disposed concentrically with the sun gear 3 1, a plurality of gears meshed with the sun gear 3 1 and meshed with the ring gear 3 2.
- Planetary gear mechanism that includes a sun gear 3 1, ring gear 3 2, and carrier 34 as rotational elements, and a pinion gear 3 3, and a carrier 3 4 that holds a plurality of pinion gears 3 3 so as to rotate and revolve freely. It is configured as.
- the carrier 34 has the crankshaft 26 of the engine 2 2
- the sun gear 3 1 has the motor MG 1
- the ring gear 3 2 has the reduction gear 3 5 via the ring gear shaft 3 2a.
- Each is connected.
- the ring gear shaft 3 2 a is connected to drive wheels 63 a and 63 b of the vehicle via a gear mechanism 60 and a differential gear 62.
- Both the motor MG 1 and the motor MG 2 are configured as well-known synchronous generator motors that can be driven as generators and can be driven as electric motors, and are connected to power lines 54 via inverters 4 1 and 4 2. Connected to re-battery 50.
- the motors MG 1 and MG 2 are both driven and controlled by a motor electronic control unit (hereinafter referred to as motor ECU) 40.
- the motor ECU 40 includes signals necessary for driving and controlling the motors MG 1 and MG 2, such as signals from rotational position detection sensors 43 and 44 that detect the rotational positions of the rotors of the motors MG 1 and MG 2.
- the phase current applied to the motors MG 1 and MG 2 detected by the current sensor (not shown) is input.
- the motor ECU 40 outputs switching control signals to the inverters 4 1 and 42. Yes.
- the motor ECU 40 communicates with the electronic control unit for hybrid 70 and
- the motor MG1 and MG2 are driven and controlled by the control signal from the electronic control unit 70, and the data on the operating status of the motors MG1 and MG2 is transferred to the electronic control unit 70 for hybrid as necessary. Output.
- the battery 50 is managed by a battery electronic control unit (hereinafter referred to as battery ECU) 52.
- the battery ECU 5 2 has a signal required for managing the battery 50, for example, a voltage between terminals from a voltage sensor (not shown) installed between the terminals of the battery 50, and an output terminal of the battery 50. Inputs the charging / discharging current from the current sensor (not shown) attached to the power line 54 connected to, the battery temperature Tb from the temperature sensor 51 attached to the battery 50, etc. In response, data relating to the state of the battery 50 is output to the electronic control unit for re-hybrid 70 through communication.
- the battery E C U 52 calculates the remaining capacity (SOC) based on the integrated value of the charge / discharge current detected by the current sensor in order to manage the battery 50.
- the hybrid electronic control unit 70 is configured as a microphone processor centered on the CPU 72. In addition to the CPU 72, the ROM 74 stores the processing program and temporarily stores the data. RAM 7 6 for storing, input / output port and communication port (not shown) are provided.
- the hybrid electronic control unit 70 has an ignition signal from the ignition switch 80, a shift position sensor 8 that detects the operating position of the shift lever 8 1, and a shift position SP from the accelerator pedal 8 3 Accelerator pedal position sensor that detects the amount of pedal depression 8 Accelerator opening from Acc 4, Brake pedal position sensor 8 6 that detects the amount of depression of brake pedal 8 5 Brake pedal position BP, Vehicle speed sensor 8 Vehicle speed V from 8 is input via the input port.
- the electronic control unit for hybrid 70 is an engine ECU. 24, motor ECU 40, and battery ECU 52 via a communication port. Various control signals and data are exchanged with engine ECU 24, motor ECU 40, and battery ECU 52. Yes.
- the hybrid vehicle 20 of the embodiment configured in this manner is connected to the ring gear shaft 3 2 a as the drive shaft based on the accelerator opening A cc corresponding to the depression amount of the accelerator pedal 83 by the driver and the vehicle speed V.
- the engine 22, the motor MG 1, and the motor MG 2 are controlled so that the required torque to be output is calculated and the required power corresponding to this required torque is output to the ring gear shaft 3 2 a.
- the operation control of the engine 22 and the motor MG 1 and the motor MG 2 includes controlling the operation of the engine 22 so that the power corresponding to the required power is output from the engine 22, and all the power output from the engine 2 2 is controlled.
- FIG. 3 is a flowchart showing an example of a start-up control routine that is executed by the engine ECU 24 when the motor MG 1 and the motor MG 2 start motoring of the engine 22.
- the engine ECU 24 When the start-up control routine is executed, the engine ECU 24 first drives the throttle motor 1 3 6 so that the throttle opening TH is narrowed to a slightly smaller opening than the opening during idling operation.
- the throttle valve 1 2 4 is closed and the ignition timing 0 of the spark plug 1 3 0 is set to adjust to the starting ignition timing 0 st (step S 1 0 0).
- the starting ignition timing 0 st can be determined by experiments or the like as the ignition timing at which the first explosion of the engine 22 is likely to occur.
- step S 1 1 0, S 1 2 0 fuel injection control and ignition for injecting fuel from the fuel injection valve 1 2 6 Ignition control to control the ignition of the plug 1 3 0 is started (step S 1 3 0), and the ignition timing 0 is gradually retarded in order to quickly warm up the catalyst of the purifier 1 3 4. Is started (step S 1 4 0).
- the ignition control is a control for gradually retarding the ignition timing 0 while confirming whether or not misfiring has occurred (whether or not combustion has occurred).
- the fuel increase flag F 1 is set to a value 1 (steps S 1 5 0, S 1 6 0). If the retard of the ignition timing 0 progresses to some extent, misfire is likely to occur. Therefore, misfire is prevented by correcting the fuel injection amount from the fuel injection valve 1 26 to increase.
- the fuel injection control will be described later.
- the throttle valve 1 2 4 that has been throttled after a predetermined time t 1 has elapsed since the start of the engine 2 2 is set for the catalyst warm-up.
- the valve gradually starts to open until it reaches the opening TH set (steps S 1 70, S 1 80).
- the throttle opening TH is increased in order to warm up the catalyst of the purification device 1 3 4 more quickly by increasing the amount of intake air. Due to such an increase in the intake air amount and the delay of the ignition timing 0 described above, the catalyst of the purification device 1 3 4 is quickly warmed up.
- these controls are called catalyst dredge control.
- the throttle The fuel increase flag F 1 is reset to the value 0 and the fuel increase end flag F 2 is set to the value 1 when the predetermined time t 3 has elapsed since the opening TH reached the opening TH set.
- the reason why the throttle opening TH waits for a predetermined time t 3 after reaching the opening TH set is to consider the time delay of the intake air amount with respect to the increase in the throttle opening TH.
- the fuel injection amount increase correction ends when the throttle opening TH increases as the throttle opening TH increases. This is because the phenomenon in which the air-fuel ratio AF that can occur at the time of leaning becomes lean.
- the fuel injection amount increase correction can be quickly completed when the necessity is completed.
- the accelerator pedal 83 is greatly depressed.
- catalyst warm-up control such as retarding the ignition timing 0 and increasing the intake air amount is stopped. That is, the increase in throttle opening TH is stopped. For this reason, it is meaningless to wait for a predetermined time t 3 after the throttle opening TH reaches the opening TH set, and the fuel injection amount increase correction must be terminated at this timing. Can not be.
- the increase correction of the fuel injection amount is terminated at a timing when a predetermined time t2 elapses after the start of the engine 22 is started. Thereby, it is possible to prevent the fuel injection amount increase correction from continuing for a long time.
- FIG. 4 is a flowchart showing an example of a fuel injection time setting routine executed by the engine ECU 24 when the engine 22 is started. This routine is repeated as an interrupt process while the start-up control routine illustrated in FIG. 3 is being executed. Repeatedly executed.
- the engine ECU 24 When the fuel injection time setting routine is executed, the engine ECU 24 first starts the rotation speed N e of the engine 2 2 and the intake air amount Q a from the vacuum sensor 1 48, the intake air temperature T a from the temperature sensor 1 22 a Then, processing for inputting data necessary for fuel injection control, such as the cooling water temperature Tw from the water temperature sensor 1 42 and the air-fuel ratio AF from the air-fuel ratio sensor 1 35 a is executed (step S 3 0 0). Then, the basic fuel injection time T P is set based on the input engine speed N e, the intake air amount Q a and the intake air temperature T a (step S 3 10). Basic fuel injection time TP is basically set to be the stoichiometric air-fuel ratio.
- the correction coefficient FF is calculated based on the elapsed time t from the start of the fuel injection control, the coolant temperature Tw, and the intake air temperature Ta (step S 320).
- the correction factor FF is, for example, two time factors with different degrees of attenuation but decaying with the elapsed time t, a water temperature coefficient that decays as the cooling water temperature Tw rises, and a reference temperature (for example, 25 ° C). It can be calculated as the sum of the intake air temperature coefficient according to the difference from the intake air temperature Ta.
- the correction coefficient F F is calculated so that it is added to the reference value 1 (for example, the absolute value is in the range up to 0.3).
- a value 1 is set to the feedback correction term FAF for correcting the deviation of the air-fuel ratio AF detected by the air-fuel ratio sensor 1 3 5 a from the target air-fuel ratio (for example, the stoichiometric air-fuel ratio) (step S 33 0)
- the fuel increase flag F 1 is 0, increase correction TK is set to 0 (steps S 340, S 3 5 0).
- increase correction TK is the predetermined increase.
- step S 37 0 When the fuel increase end flag F 2 is 0 (step S 37 0), the calculated basic fuel injection time TP, the set correction coefficient FF, and the feedback correction term Based on the FAF and the increase correction TK, the fuel injection time TAU is calculated by the following equation (1) (step S 390), and the fuel injection time setting routine ends.
- the value 0 is set in the fuel increase flag F 1 and the value 0 is set in the fuel increase end flag F 2
- the value 0 is set in the increase correction TK.
- the fuel injection amount increase correction is not performed.
- the increase increase correction TK has the predetermined increase time T set. Since it is set, the fuel injection amount is increased by TK.
- the predetermined increase time T set is the misfire that can occur with the increase in the throttle opening TH by the increase in the fuel injection time necessary to prevent misfire that may occur when the ignition timing is retarded. It can be set as an increase in the fuel injection time necessary to prevent this.
- TAU TP-FAF-(1 + FF) + TK (1)
- the increase correction TK is subjected to a smoothing process using the air-fuel ratio AF (step S 3 80 )
- the fuel injection time TAU is calculated by the equation (1) using the increase correction TK subjected to the annealing process (step S390), and the fuel injection time setting routine ends.
- the smoothing process using the air-fuel ratio AF is quickly reduced when the air-fuel ratio AF is on the rich side, and the amount of smoothing correction TK is quickly reduced to a value of 0, and is slow when the air-fuel ratio AF is on the lean side.
- TK The increase correction of TK can be performed to increase the degree of smoothing so that the value TK becomes zero.
- Fig. 5 shows the engine speed when the engine 22 is started by the start-up control routine N 2, air-fuel ratio AF, ignition timing 0, throttle opening TH, fuel increase flag F 1 time
- the solid line is the one when the start-up control of the embodiment is performed, and the alternate long and short dash line indicates the air-fuel ratio AF when the fuel injection amount increase correction is not performed.
- step S 1 1 when the engine speed N e reaches the threshold value N ref (steps S 1 1 0 to S 1 30), and after that, the ignition timing is 0, and then retarded (Step S 1 40). Since the value 1 is set in the fuel increase flag F 1 at the time T 2 when the ignition timing 0 is retarded to the threshold 0 ref (steps S 1 50, S 1 60), the predetermined increase time is set in the increase correction TK.
- T set is set (step S 360), and the fuel injection amount increase correction is started.
- the air-fuel ratio AF becomes leaner and it becomes easy to misfire, but in the embodiment, since the fuel injection amount increase correction is performed, the air-fuel ratio AF is the stoichiometric air-fuel ratio. (AFO in the figure) Slightly richer than that, preventing misfire. Therefore, by correcting the fuel injection amount at the timing when the ignition timing 0 is retarded to the threshold 0 ref, the fuel consumption and emission can be reduced compared to the case where the fuel injection amount is corrected at an early timing. Can be improved.
- the throttle opening TH is gradually increased to the opening THset (steps S1 70, S1 80
- the ignition timing 0 is also adjusted so as not to misfire. If the throttle opening TH is increased, the fuel injection amount will not be corrected unless the fuel injection amount is increased, but the fuel injection amount will increase. By performing the correction, the air-fuel ratio AF becomes slightly richer than the stoichiometric air-fuel ratio (AFO in the figure), and misfire is prevented.
- the fuel increase flag F 1 is set to the value 0 and the fuel increase end flag is reached. Since the value 1 is set to F 2 (steps 3 1 90 to 5 2 1 0), the fuel injection amount increase correction is terminated. As a result, the increase correction of the fuel injection amount can be quickly completed when the necessity is completed. Note that when the fuel injection amount increase correction is completed, the increase correction TK is smoothed by the air-fuel ratio AF, so that the change in the air-fuel ratio AF due to a sudden change in the fuel injection amount is suppressed. And stable fuel injection control can be performed. FIG.
- the fuel increase flag F 1 is set to a value of 0 even though the fuel increase flag F 1 is set to 0 in order to express the degree of the smoothing process. It was shown to be.
- the accelerator pedal 83 is depressed greatly during the catalyst warm-up control, when the re-vehicle speed V increases and power from the engine 22 becomes necessary, the retard of the ignition timing 0 and intake The increase in air volume is stopped, and the throttle opening TH may not reach the opening TH set.
- the predetermined time t 2 has elapsed since the start of the engine 22 At time T6, the fuel injection amount increase correction is completed. Thereby, it is possible to prevent the fuel injection amount increase correction from continuing for a long time.
- the catalyst of the purification device 1 3 4 is warmed up.
- the ignition timing 0 is retarded, and at the timing when the ignition timing 0 is retarded to the threshold value S ref, the fuel injection amount is increased to prevent misfire. Increase the fuel injection amount at a slightly later timing when starting This can improve fuel efficiency and suppress emission deterioration compared with the correction.
- the throttle opening TH is increased to promote catalyst warm-up, and when the throttle opening TH reaches the target opening degree TH set for a predetermined time t3, the fuel injection amount is increased.
- the increase correction is completed, the increase correction of the fuel injection amount can be quickly completed when the necessity is completed. As a result, it is possible to suppress inconveniences caused by the increase correction of the excessive fuel injection amount, for example, deterioration of fuel efficiency and emission.
- the engine t 2 is started for a predetermined time t 2. Since the increase correction of the fuel injection amount is completed when elapses, it is possible to suppress the increase correction of the fuel injection amount from continuing for a long time.
- the correction of the fuel injection amount is started at the timing when the ignition timing 0 is retarded to the threshold 0 ref.
- the fuel injection amount increase correction may be started at the timing when a predetermined time has elapsed from the start of the start of the ignition, or the fuel injection is performed at a timing when a predetermined time has elapsed since the start of the ignition timing 0 delay
- the amount increase correction may be started.
- the fuel injection amount is increased when a predetermined time t 3 has elapsed after the throttle opening TH has reached the target opening TH set. However, when the throttle opening TH reaches the target opening TH set, which is the target value.
- the fuel injection amount increase correction may be terminated, or the throttle opening
- the fuel injection amount increase correction may be terminated when a predetermined time has elapsed since the start of the increase in TH.
- the throttle opening TH starts to increase after the ignition timing ⁇ is retarded, but the ignition timing 0 is retarded.
- the throttle opening TH may be increased at the same time as the start of.
- the catalyst warm-up is performed by retarding the ignition timing 0 and increasing the intake air amount by increasing the throttle opening TH.
- the catalyst may be warmed up by retarding the timing 0, but it may not be warmed up by increasing the throttle opening TH.
- the catalyst is warmed up by increasing the throttle opening TH, but the ignition timing is The catalyst may not be warmed up with a delay of 0.
- the fuel injection amount increase correction may be terminated when a predetermined time t2 has elapsed since the engine 22 started.
- the fuel injection amount correction is corrected when the throttle opening TH starts increasing or after a predetermined time has elapsed since the engine 22 was started. You can start when.
- the increase correction of the fuel injection amount is finished when a predetermined time t 2 has elapsed since the start of the engine 22, the engine is controlled regardless of whether or not the power from the engine 22 is required.
- the increase correction of the fuel injection amount may be terminated when a predetermined time t2 has elapsed since the start of the start of 22. In this case, the throttle opening It does not matter if H is not increased.
- the increase correction TK is subjected to a smoothing process by the air-fuel ratio AF. Since the increase in the fuel injection amount may be attenuated based on the air-fuel ratio AF, the increase in the fuel injection amount may be attenuated by a process other than the annealing process. Further, when the fuel injection amount increase correction is ended, the fuel injection amount increase may be immediately ended without being attenuated.
- start-up control is performed to warm up the catalyst of the purification device 1 3 4
- start-up control will also be performed when the engine 2 2 is started after the system is started and the engine 2 2 is started for the first time. It does not matter if you do
- the control device for the internal combustion engine is mounted on the hybrid vehicle 20.
- the control device may be mounted on a vehicle that does not include a traveling motor.
- the fuel injection amount increase correction may be terminated when the predetermined time t 2 has elapsed since the start of the engine 22.
- control device for the internal combustion engine of the above-described embodiment or modification is not limited to being mounted on an automobile, but may be mounted on a vehicle such as a train other than an automobile, or a moving body such as a ship or an aircraft. It may be incorporated in equipment other than moving objects.
- control device for the internal combustion engine mounted on the hybrid vehicle 20 is used.
- control method of the internal combustion engine may be used.
- the present invention can be used in the manufacturing industry of control devices for internal combustion engines.
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Theoretical Computer Science (AREA)
- Signal Processing (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
- Exhaust Gas After Treatment (AREA)
- Electrical Control Of Ignition Timing (AREA)
Abstract
Description
Claims
Priority Applications (5)
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US11/661,683 US8176727B2 (en) | 2004-10-01 | 2004-10-01 | Internal combustion engine control apparatus and control method of internal combustion engine |
JP2006539125A JP4420024B2 (ja) | 2004-10-01 | 2004-10-01 | 内燃機関の制御装置および内燃機関の制御方法 |
PCT/JP2004/014898 WO2006038306A1 (ja) | 2004-10-01 | 2004-10-01 | 内燃機関の制御装置および内燃機関の制御方法 |
CN2004800441174A CN101031710B (zh) | 2004-10-01 | 2004-10-01 | 内燃机的控制装置以及内燃机的控制方法 |
DE112004002979.1T DE112004002979B8 (de) | 2004-10-01 | 2004-10-01 | Verbrennungsmotor-Steuerungsvorrichtung und Steuerungsverfahren für einen Verbrennungsmotor |
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PCT/JP2004/014898 WO2006038306A1 (ja) | 2004-10-01 | 2004-10-01 | 内燃機関の制御装置および内燃機関の制御方法 |
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US (1) | US8176727B2 (ja) |
JP (1) | JP4420024B2 (ja) |
CN (1) | CN101031710B (ja) |
DE (1) | DE112004002979B8 (ja) |
WO (1) | WO2006038306A1 (ja) |
Cited By (1)
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WO2009011452A2 (en) * | 2007-07-17 | 2009-01-22 | Toyota Jidosha Kabushiki Kaisha | Controller of internal combustion engine |
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JP2008151064A (ja) * | 2006-12-19 | 2008-07-03 | Toyota Motor Corp | 内燃機関の制御装置 |
JP2008240704A (ja) * | 2007-03-28 | 2008-10-09 | Denso Corp | 内燃機関の制御装置 |
CN101852137B (zh) * | 2009-03-31 | 2014-11-05 | 比亚迪股份有限公司 | 一种混合动力车发动机的节气门系统及其控制方法 |
KR101684500B1 (ko) * | 2011-12-06 | 2016-12-09 | 현대자동차 주식회사 | 하이브리드 차량의 엔진 제어 방법 |
JP2014519432A (ja) * | 2012-03-30 | 2014-08-14 | 本田技研工業株式会社 | 内燃機関制御装置及び内燃機関制御方法 |
DE112013007190T5 (de) * | 2013-06-24 | 2016-03-03 | Toyota Jidosha Kabushiki Kaisha | Steuervorrichtung für Hybridfahrzeug |
WO2015052815A1 (ja) | 2013-10-10 | 2015-04-16 | 三菱電機株式会社 | 内燃機関の制御装置および制御方法 |
CN204610119U (zh) * | 2015-03-12 | 2015-09-02 | 浙江吉利控股集团有限公司 | 用于串联式混合动力车辆的点火系统 |
JP6235053B2 (ja) * | 2016-02-01 | 2017-11-22 | 株式会社ケーヒン | 内燃機関制御装置 |
WO2017154451A1 (ja) * | 2016-03-08 | 2017-09-14 | ボッシュ株式会社 | 微小燃料噴射量補正方法及びコモンレール式燃料噴射制御装置 |
JP6520910B2 (ja) * | 2016-12-26 | 2019-05-29 | トヨタ自動車株式会社 | 内燃機関の制御装置 |
JP7183962B2 (ja) * | 2019-06-05 | 2022-12-06 | トヨタ自動車株式会社 | 内燃機関の制御装置 |
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Also Published As
Publication number | Publication date |
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DE112004002979B8 (de) | 2016-08-18 |
DE112004002979B4 (de) | 2016-06-09 |
US20080216465A1 (en) | 2008-09-11 |
US8176727B2 (en) | 2012-05-15 |
CN101031710B (zh) | 2010-05-05 |
DE112004002979T5 (de) | 2007-08-23 |
JPWO2006038306A1 (ja) | 2008-05-15 |
CN101031710A (zh) | 2007-09-05 |
JP4420024B2 (ja) | 2010-02-24 |
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