WO2009141972A1 - Régulateur d'admission pour moteur à combustion interne, et adaptateur automatique pour moteur à combustion interne - Google Patents

Régulateur d'admission pour moteur à combustion interne, et adaptateur automatique pour moteur à combustion interne Download PDF

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Publication number
WO2009141972A1
WO2009141972A1 PCT/JP2009/002058 JP2009002058W WO2009141972A1 WO 2009141972 A1 WO2009141972 A1 WO 2009141972A1 JP 2009002058 W JP2009002058 W JP 2009002058W WO 2009141972 A1 WO2009141972 A1 WO 2009141972A1
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WO
WIPO (PCT)
Prior art keywords
filling efficiency
intake
internal combustion
engine
combustion engine
Prior art date
Application number
PCT/JP2009/002058
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English (en)
Inventor
Mitsuhiro Nada
Original Assignee
Toyota Jidosha Kabushiki Kaisha
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Publication date
Application filed by Toyota Jidosha Kabushiki Kaisha filed Critical Toyota Jidosha Kabushiki Kaisha
Publication of WO2009141972A1 publication Critical patent/WO2009141972A1/fr

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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
    • F02D41/0002—Controlling intake air
    • F02D41/0007—Controlling intake air for control of turbo-charged or super-charged engines
    • 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
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
    • F02D41/2425—Particular ways of programming the data
    • F02D41/2429—Methods of calibrating or learning
    • F02D41/2451—Methods of calibrating or learning characterised by what is learned or calibrated
    • F02D41/2464—Characteristics of actuators
    • 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
    • F02D2200/0411—Volumetric efficiency
    • 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 intake control apparatus of an internal combustion engine represented by a diesel engine for use in a vehicle, and an automatic adaptation apparatus of an internal combustion engine for acquiring an adapted value as a control value of that intake control apparatus.
  • the present invention relates to a measure for achieving an appropriate filling efficiency in an apparatus provided with a means that allows varying of a filling efficiency of intake to a cylinder.
  • adapted values of various control parameters such as an optimal fuel injection amount according to the operating state of the engine determined based on the revolutions or load of the engine are set in advance as a control map, and this control map is stored in an electronic control unit for engine control (engine ECU).
  • engine ECU performs engine control by referring to the adapted values in the control map.
  • a variable capacity turbocharger in which a turbine side is made to have a variable capacity.
  • nozzle vanes also referred to as movable vanes
  • the flow path area (throat area) of this exhaust gas flow path is made variable are disposed.
  • the flow rate of the exhaust gas is increased, and thus it is possible to obtain a high charging pressure from a low engine speed range.
  • this adapted value of the nozzle vane opening degree i.e., a technique for acquiring an adapted value of intake filling efficiency
  • the present invention provides, for an internal combustion engine provided with a means of changing an intake filling efficiency, an intake control apparatus and an automatic adaptation apparatus of the internal combustion engine that can obtain an optimal filling efficiency.
  • the intake control apparatus of an internal combustion engine is an intake control apparatus of an internal combustion engine provided with a filling efficiency varying unit that allows varying of a filling efficiency of intake gas that is supplied into a cylinder of the internal combustion engine, the intake control apparatus being provided with a storage unit that stores a control value of the filling efficiency varying unit where an intake charging efficiency becomes approximately maximum, the control value being obtained in advance for each of a plurality of operating states of the internal combustion engine by, in a state with an amount of fuel injection into the cylinder, a fuel injection pattern, and a fuel injection pressure approximately fixed, changing the intake filling efficiency that is set by the filling efficiency varying unit; and a filling efficiency control unit that, during operation of the internal combustion engine, controls the filling efficiency varying unit by reading a control value that corresponds to that operating state from the storage unit, and using that control value as a target value.
  • the filling efficiency varying unit is controlled using the control value that corresponds to the present operating state of the internal combustion engine as a target value.
  • the control values of the filling efficiency varying unit that have been obtained in advance, for each operating state of the internal combustion engine are obtained by changing the filling efficiency that is set by the filling efficiency varying unit, in a state in which the amount of fuel injection into a cylinder, the fuel injection pattern, and the fuel injection pressure are approximately fixed.
  • control values (adapted values) of the filling efficiency varying unit that are obtained in advance can be appropriately obtained as values that establish the highest operating efficiency of the internal combustion engine, and it is possible to maintain an approximately maximum intake charging efficiency by controlling the filling efficiency varying unit using these control values as target values.
  • the filling efficiency varying unit is provided in a supercharger, and changes a charging pressure by changing a flow path area of gas that flows towards a turbine wheel by changing a nozzle vane opening degree that can be driven open/closed with a variable nozzle vane mechanism, thus changing the intake filling efficiency.
  • the filling efficiency control unit controls the variable nozzle vane mechanism in order to set the nozzle vane opening degree, using the control value that corresponds to that operating state as a target value.
  • a nozzle vane opening degree is acquired where a filling efficiency is obtained at which the intake charging efficiency becomes approximately maximum. For example, a nozzle vane opening degree where the intake charging efficiency becomes maximum while gradually reducing the nozzle vane opening degree to increase the filling efficiency is acquired as an adapted value.
  • an automatic adaptation apparatus for automatically acquiring a control value of a filling efficiency varying unit with which a filling efficiency is obtained where an intake charging efficiency becomes approximately maximum. That is, in an automatic adaptation apparatus for acquiring, for an internal combustion engine provided with a filling efficiency varying unit that allows varying of a filling efficiency of intake gas that is supplied into a cylinder, an adapted value where an intake charging efficiency is approximately maximized, as a control value of the filling efficiency varying unit, for each operating state of this internal combustion engine: the automatic adaptation apparatus automatically acquires, for each of a plurality of operating states of the internal combustion engine, as an adapted value in that operating state, a control value of the filling efficiency varying unit at the point in time that the intake charging efficiency becomes approximately maximum by, in a state with an amount of fuel injection into the cylinder, a fuel injection pattern, and a fuel injection pressure approximately fixed, changing the intake filling efficiency that is set by the filling efficiency varying unit.
  • this configuration is an intake control apparatus of an internal combustion engine provided with a filling efficiency varying unit that allows varying of a filling efficiency of intake gas that is supplied into a cylinder of the internal combustion engine, the intake control apparatus being provided with a storage unit that stores control values obtained by an automatic adaptation apparatus that, for each of a plurality of operating states of the internal combustion engine, as adapted values in those operating states, automatically acquires control values of the filling efficiency varying unit at the point in time that the intake charging efficiency becomes approximately maximum by, in a state with an amount of fuel injection into the cylinder, a fuel injection pattern, and a fuel injection pressure approximately fixed, changing the intake filling efficiency that is set by the filling efficiency varying unit; and a filling efficiency control unit that controls the filling efficiency varying unit by, during operation of the internal combustion engine, reading an adapted value that corresponds to that operating state from the storage unit
  • the present invention with respect to controlling a filling efficiency varying unit that makes the filling efficiency of intake of an internal combustion engine variable, in a state in which control parameters other than the intake filling efficiency is fixed, the intake filling efficiency at which the charging efficiency of the internal combustion engine becomes maximum is obtained, and a control operation can be executed so as to obtain this intake filling efficiency. Therefore, it is possible to maintain an approximately maximum intake charging efficiency regardless of the operating state of the internal combustion engine.
  • Fig. 1 is a schematic configuration diagram of an engine and a control system of that engine according to an embodiment.
  • Fig. 2 is a cross-sectional view that shows a combustion chamber of a diesel engine and parts in the vicinity of that combustion chamber.
  • Fig. 3 is cross-sectional view along a center axis of a turbine shaft in a turbocharger.
  • Fig. 4 is a cross-sectional view that shows an enlarged view of a turbine wheel of the turbocharger and parts in the vicinity of that turbine wheel.
  • Fig. 5 is a front view of a variable nozzle vane mechanism in a state in which a large nozzle vane opening degree has been set.
  • Fig. 1 is a schematic configuration diagram of an engine and a control system of that engine according to an embodiment.
  • Fig. 2 is a cross-sectional view that shows a combustion chamber of a diesel engine and parts in the vicinity of that combustion chamber.
  • Fig. 3 is cross-sectional view along a center axis of
  • FIG. 6 is a rear view of a variable nozzle vane mechanism in a state in which a large nozzle vane opening degree has been set.
  • Fig. 7 is a front view of a variable nozzle vane mechanism in a state in which a small nozzle vane opening degree has been set.
  • Fig. 8 is a rear view of a variable nozzle vane mechanism in a state in which a small nozzle vane opening degree has been set.
  • Fig. 9 is a block diagram that shows the configuration of a control system of an ECU or the like.
  • Fig. 10 is a waveform diagram that shows the state of change of a heat production rate during an expansion stroke.
  • Fig. 11 shows a filling efficiency setting map.
  • Fig. 10 is a waveform diagram that shows the state of change of a heat production rate during an expansion stroke.
  • Fig. 12 shows the relationship of the filling efficiency and engine torque in a particular engine operating state.
  • Fig. 13 shows the configuration of a system for performing automatic adaptation of filling efficiency.
  • Fig. 14 is a flowchart that shows a procedure for performing automatic adaptation of filling efficiency.
  • Fig. 1 is a schematic configuration diagram of an engine 1 and a control system of the engine 1 according to this embodiment.
  • Fig. 2 is a cross-sectional view that shows a combustion chamber 3 of the diesel engine and parts in the vicinity of the combustion chamber 3.
  • the engine 1 is configured as a diesel engine system having a fuel supply system 2, combustion chambers 3, an intake system 6, an exhaust system 7, and the like as its main portions.
  • the fuel supply system 2 is provided with a supply pump 21, a common rail 22, injectors (fuel injection valves) 23, a cutoff valve 24, a fuel addition valve 26, an engine fuel path 27, an added fuel path 28, and the like.
  • the supply pump 21 draws fuel from a fuel tank, and after putting the drawn fuel under high pressure, supplies that fuel to the common rail 22 via the engine fuel path 27.
  • the common rail 22 has a function as an accumulation chamber where high pressure fuel supplied from the supply pump 21 is held (accumulated) at a predetermined pressure, and this accumulated fuel is distributed to each injector 23.
  • the injectors 23 are configured from piezo injectors within which a piezoelectric element (piezo element) is provided, and supply fuel by injection into the combustion chambers 3 by appropriately opening a valve. The details of control of fuel injection from the injectors 23 will be described later.
  • the supply pump 21 supplies part of the fuel drawn from the fuel tank to the fuel addition valve 26 via the added fuel path 28.
  • the aforementioned cutoff valve 24 is provided in order to stop fuel addition by cutting off the added fuel path 28 during an emergency.
  • the fuel addition valve 26 is configured from an electronically controlled opening/closing valve whose valve opening period is controlled with an addition control operation by an ECU 100 described later such that the amount of fuel added to the exhaust system 7 becomes a target addition amount (an addition amount such that exhaust A/F becomes target A/F), or such that a fuel addition timing becomes a predetermined timing. That is, a desired amount of fuel from the fuel addition valve 26 is supplied by injection to the exhaust system 7 (to an exhaust manifold 72 from exhaust ports 71) at an appropriate timing.
  • the intake system 6 is provided with an intake manifold 63 connected to an intake port 15a formed in a cylinder head 15 (see Fig. 2), and an intake tube 64 that comprises an intake path is connected to the intake manifold 63. Also, in this intake path, an air cleaner 65, an airflow meter 43, and a throttle valve 62 are disposed in order from the upstream side.
  • the airflow meter 43 outputs an electrical signal according to the amount of air that flows into the intake path via an air cleaner 65.
  • the exhaust system 7 is provided with the exhaust manifold 72 connected to the exhaust ports 71 formed in the cylinder head 15, and exhaust tubes 73 and 74 that constitute an exhaust path are connected to the exhaust manifold 72. Also, in this exhaust path, a maniverter (exhaust purification apparatus) 77 is disposed that is provided with a NOx storage catalyst (NSR catalyst: NOx Storage Reduction catalyst) 75 and a DPNR catalyst (Diesel Particulate-NOx Reduction catalyst) 76, described later. Following is a description of the NSR catalyst 75 and the DPNR catalyst 76.
  • NSR catalyst NOx Storage Reduction catalyst
  • DPNR catalyst Diesel Particulate-NOx Reduction catalyst
  • the NSR catalyst 75 is a storage reduction NOx catalyst, and is configured using alumina (Al 2 O 3 ) as a support, with, for example, an alkali metal such as potassium (K), sodium (Na), lithium (Li), or cesium (Cs), an alkaline earth element such as barium (Ba) or calcium (Ca), a rare earth element such as lanthanum (La) or Yttrium (Y), and a precious metal such as platinum (Pt) supported on this support.
  • alumina Al 2 O 3
  • an alkali metal such as potassium (K), sodium (Na), lithium (Li), or cesium (Cs)
  • an alkaline earth element such as barium (Ba) or calcium (Ca)
  • a rare earth element such as lanthanum (La) or Yttrium (Y)
  • Pt precious metal
  • the NSR catalyst 75 in a state in which a large amount of oxygen is present in the exhaust, stores NOx, and in a state in which the oxygen concentration in the exhaust is low and a large amount of a reduction component (for example, an unburned component (HC) of fuel) is present, reduces NOx to NO 2 or NO and releases the resulting NO 2 or NO. NOx that has been released as NO 2 or NO is further reduced due to quickly reacting with HC or CO in the exhaust and becomes N 2 . Also, by reducing NO 2 or NO, HC and CO themselves are oxidized and thus become H 2 O and CO 2 .
  • a reduction component for example, an unburned component (HC) of fuel
  • a NOx storage reduction catalyst is supported on a porous ceramic structure, for example, and PM in exhaust gas is captured when passing through a porous wall.
  • PM in exhaust gas is captured when passing through a porous wall.
  • NOx in the exhaust gas is stored in the NOx storage reduction catalyst, and when the air-fuel ratio is rich, the stored NOx is reduced and released.
  • a catalyst that oxidizes/burns the captured PM is supported on the DPNR catalyst 76.
  • a cylindrical cylinder bore 12 is formed in each cylinder (each of four cylinders), and a piston 13 is housed within each cylinder bore 12 such that the piston 13 can slide in the vertical direction.
  • the aforementioned combustion chamber 3 is formed on the top side of a top face 13a of the piston 13. More specifically, the combustion chamber 3 is partitioned by a lower face of the cylinder head 15 installed on top of the cylinder block 11 via a gasket 14, an inner wall face of the cylinder bore 12, and the top face 13a of the piston 13. A cavity 13b is concavely provided in approximately the center of the top face 13a of the piston 13, and this cavity 13b also constitutes part of the combustion chamber 3.
  • a small end 18a of a connecting rod 18 is linked to the piston 13 by a piston pin 13c, and a large end of the connecting rod 18 is linked to a crank shaft that is an engine output shaft.
  • a glow plug 19 is disposed facing the combustion chamber 3. The glow plug 19 glows due to the flow of electrical current immediately before the engine 1 is started, and functions as a starting assistance apparatus whereby ignition and combustion are promoted due to part of a fuel spray being blown onto the glow plug.
  • the intake port 15a that introduces air to the combustion chamber 3 and the exhaust port 71 that discharges exhaust gas from the combustion chamber 3 are respectively formed, and an intake valve 16 that opens/closes the intake port 15a and an exhaust valve 17 that opens/closes the exhaust port 71 are disposed.
  • the intake valve 16 and the exhaust valve 17 are disposed facing each other on either side of a cylinder center line P. That is, this engine 1 is configured as a cross flow-type engine.
  • the injector 23 that injects fuel directly into the combustion chamber 3 is installed in the cylinder head 15. The injector 23 is disposed in approximately the center above the combustion chamber 3, in an erect orientation along the cylinder center line P, and injects fuel introduced from the common rail 22 toward the combustion chamber 3 at a predetermined timing.
  • a turbocharger 5 is provided in the engine 1.
  • This turbocharger 5 is provided with a turbine wheel 52c and a compressor wheel 52b that are linked via a turbine shaft 52a.
  • the compressor wheel 52b is disposed facing the inside of the intake tube 64
  • the turbine wheel 52c is disposed facing the inside of the exhaust tube 73.
  • the turbocharger 5 uses exhaust flow (exhaust pressure) received by the turbine wheel 52c to rotate the compressor wheel 52b, thereby performing a so-called turbocharging operation that increases the intake pressure.
  • the turbocharger 5 is a variable nozzle-type (variable capacity) turbocharger, in which a variable nozzle vane mechanism (not shown in Fig. 1) is provided on the turbine wheel 52c side, and by adjusting the opening degree of this variable nozzle vane mechanism it is possible to adjust the turbocharging pressure of the engine 1.
  • a variable nozzle vane mechanism is described below.
  • An intercooler 61 for forcibly cooling intake air heated due to charging with the turbocharger 5 is provided in the intake tube 64 of the intake system 6.
  • the throttle valve 62 provided on the downstream side from the intercooler 61 is an electronically controlled opening/closing valve whose opening degree is capable of stepless adjustment, and has a function to constrict the area of the channel of intake air under predetermined conditions, and thus adjust (reduce) the supplied amount of intake air.
  • the engine 1 is provided with an exhaust gas recirculation path (EGR path) 8 that connects the intake system 6 and the exhaust system 7.
  • the EGR path 8 decreases the combustion temperature by appropriately recirculating part of the exhaust to the intake system 6 and resupplying that exhaust to the combustion chamber 3, thus reducing the amount of NOx produced.
  • an EGR valve 81 that by being opened/closed continuously under electronic control is capable of freely adjusting the amount of exhaust flow that flows through the EGR path 8, and an EGR cooler 82 for cooling exhaust that passes through (recirculates through) the EGR path 8.
  • Fig. 3 is a cross-sectional view of the turbocharger 5 along a center axis of the turbine shaft 52a
  • Fig. 4 is a cross-sectional view that shows an enlarged view of the turbine wheel 52c and parts in the vicinity of that turbine wheel 52c.
  • Fig. 5 is a front view of the variable nozzle vane mechanism 9 (viewing the variable nozzle vane mechanism 9 from the side of the compressor wheel 52b), and shows a state in which a large nozzle vane opening degree has been set.
  • Fig. 6 is a rear view of the variable nozzle vane mechanism 9 (viewing the variable nozzle vane mechanism 9 from the opposite side as the compressor wheel 52b), and shows a state in which a large nozzle vane opening degree has been set.
  • the turbocharger 5 is configured as a variable capacity (variable nozzle type) turbocharger, and as shown in Fig. 3, is provided with a housing 51, the turbine shaft 52a rotatably housed in this housing 51, the compressor wheel 52b attached to one end (the right end in Fig. 3) of the turbine shaft 52a, and the turbine wheel 52c attached to the other end (the left end in Fig. 3) of the turbine shaft 52a.
  • a turbine 52 which is a rotating body, is configured with the turbine shaft 52a, the compressor wheel 52b, and the turbine wheel 52c.
  • the housing 51 is configured with a compressor housing 51a, a center housing (bearing housing) 51b, and a turbine housing 51c combined as a single body. That is, the compressor housing 51a and the turbine housing 51c are attached to respective ends of the center housing 51b, which is in the middle.
  • the compressor housing 51a has a shape such that it is possible to take in air from the center portion (center axis portion) and release that air to the outside.
  • the compressor wheel 52b housed in the compressor housing 51a is fixed to the turbine shaft 52a by a lock nut 52d, and rotates as a single body with the turbine shaft 52a.
  • a plurality of compressor blades are provided in the compressor wheel 52b, and when the compressor wheel 52b rotates, air is accelerated and compressed by the compressor blades to the outside in the radial direction by centrifugal force. Therefore, when air is introduced to the center portion of the compressor housing 51a, the air is compressed by the compressor blades of the compressor wheel 52b that rotates, and this compressed air is discharged in the intake tube 64 towards the intake manifold 63.
  • a seal ring collar 52e is disposed adjacent to the compressor wheel 52b.
  • the seal ring collar 52e has a shape that surrounds the turbine shaft 52a.
  • the center housing 51b is disposed in approximately the center portion in the center axis direction of the turbocharger 5.
  • a thrust bearing 52f is provided in the center housing 51b. This thrust bearing 52f is a bearing for bearing the load of the turbine shaft 52a in the thrust direction, and is lubricated with oil or the like.
  • a floating bearing 52g for retaining rotation of the turbine shaft 52a is provided in the center housing 51b.
  • This floating bearing 52g retains a load in the radial direction of the turbine shaft 52a.
  • An oil film exists between the floating bearing 52g and the turbine shaft 52a, such that the floating bearing 52g does not directly contact the turbine shaft 52a. Further, an oil film also exists between the floating bearing 52g and the center housing 51b, such that the floating bearing 52g does not directly contact the center housing 51b.
  • the floating bearing 52g is positioned by a retainer ring 52h.
  • variable nozzle vane mechanism 9 This variable nozzle vane mechanism 9 is disposed in a link chamber 91 formed between the center housing 51b and the turbine housing 51c.
  • the variable nozzle vane mechanism 9 is provided with a unison ring 92 housed in the link chamber 91, a plurality of arms 93 that are positioned on the inner circumferential side of the unison ring 92, part of which engage with the unison ring 92 (see Fig. 5), a nozzle plate (NV plate) 94 disposed so as to contact the turbine housing 51c in the center axis direction of the turbocharger (see Fig. 4), a main arm 95 for driving the plurality of arms 93, and vane shafts 97 that are connected to the arms 93 and drive nozzle vanes 96.
  • the vane shafts 97 are rotatably supported by the nozzle plate 94, and are coupled to each of the arms 93 and the nozzle vanes 96 such that they turn as a single body.
  • the turbine housing 51c is configured by combining two members into a single body, specifically a main body portion 51c-a formed of cast metal and a plate portion 51c-b formed of plate metal (see Fig. 4), thus achieving reduced weight.
  • a housing plate 51e is attached to the turbine housing 51c.
  • the housing plate 51e is disposed at a position facing the nozzle plate 94, and a space for disposing the nozzle vanes 96 is formed between the housing plate 51e and the nozzle plate 94. That is, an exhaust gas flow path is formed between the housing plate 51e and the nozzle plate 94, and the nozzle vanes 96 are disposed in this flow path. Therefore, the nozzle plate 94 and the housing plate 51e are positioned on both sides in the direction of the turning axis of the nozzle vanes 96, and disposed facing the end faces of the nozzle vanes 96.
  • a gap between the nozzle plate 94 and an end face of the nozzle vanes 96, and a gap between the housing plate 51e and an end face of the nozzle vanes 96 are made as small as possible in a range that sliding resistance does not become large, such that exhaust gas only flows in the exhaust gas flow path formed between the nozzle vanes 96 (such that there is little leakage of exhaust gas from the nozzle side clearance).
  • the variable nozzle vane mechanism 9 is a mechanism for adjusting a turn angle (turning attitude) of the plurality (for example, 12) of nozzle vanes 96 disposed at equal intervals on the outer circumference side of the turbine blades.
  • this turning force is transmitted to the nozzle vanes 96 via the main arm 95, the unison ring 92, the arms 93, and the vane shafts 97, so that the nozzle vanes 96 turn in unison.
  • the drive link 95a is capable of turning around a drive shaft 95b.
  • the drive shaft 95b is linked to the drive link 95a and the main arm 95 such that they turn as a single body. Therefore, when the drive shaft 95b turns along with turning of the drive link 95a, this turning force is transmitted to the main arm 95.
  • the end of the main arm 95 on the inner circumferential side is fixed to the drive shaft 95b, and the end on the outer circumferential side is engaged with the unison ring 92. Therefore, when the main arm 95 turns around the drive shaft 95b, this turning force is transmitted to the unison ring 92.
  • the end of the arms 93 on the outer circumferential side fits together with the inner circumferential face of the unison ring 92, and when the unison ring 92 turns, this turning force is transmitted to the arms 93.
  • the unison ring 92 is disposed so as to be capable of sliding in the circumferential direction relative to the nozzle plate 94, and the ends of the main arm 95 and the arms 93 on the outer circumferential side are fitted together with each of a plurality of recessions 92a provided on the inner circumferential edge of the unison ring 92.
  • the arms 93 are capable of turning around the vane shafts 97, and turning of the arms 93 is transmitted to the vane shafts 97.
  • the vane shafts 97 are linked to the nozzle vanes 96, so the nozzle vanes 96 turn together with the vane shafts 97 and the arms 93.
  • a turbine housing vortex chamber is provided in the turbine housing 51c. Exhaust gas is supplied to the turbine housing vortex chamber, and the flow of this exhaust gas rotates the turbine wheel 52c. At this time, as described above, the turning position of the nozzle vanes 96 is adjusted, and by setting that turn angle, it is possible to adjust the flow amount and flow rate of exhaust from the turbine housing vortex chamber towards an exhaust turbine chamber. Thus, it is possible to adjust charging performance, and for example, by adjusting the turn position of the nozzle vanes 96 such that the flow path area (throat area) between the nozzle vanes 96 is reduced when engine revolutions are low, the flow rate of exhaust gas is increased, so it is possible to obtain high charging pressure from a low engine speed range.
  • the drive link 95a of the variable nozzle vane mechanism 9 is connected to a motor rod 95c.
  • the motor rod 95c is a bar-shaped member, and is connected to an unshown variable nozzle controller.
  • the variable nozzle controller is connected as an actuator to a direct current motor (DC motor), and due to this direct current motor rotating, that rotational force is transmitted to the motor rod 95c via a gear mechanism, a worm mechanism, and so forth, and due to the drive link 95a turning along with this movement of the motor rod 95c, as described above, the nozzle vanes 96 turn.
  • DC motor direct current motor
  • Figs. 7 and 8 show a state in which a small nozzle vane opening degree has been set, with Fig. 7 being a front view (corresponding to Fig. 5) of the variable nozzle vane mechanism 9, and Fig. 8 being a rear view (corresponding to Fig. 6) of the variable nozzle vane mechanism 9.
  • Figs. 7 and 8 by pushing the motor rod 95c in the direction of arrow Y in Fig. 7, the unison ring 92 turns in the direction of arrow Y1 in Fig. 7, so as shown in Fig. 8, the nozzle vanes 96 turn in the clockwise direction in Fig. 8, and thus a small nozzle vane opening degree is set.
  • Pins 94a are inserted into the nozzle plate 94, and rollers 94b are fitted to these pins 94a.
  • the rollers 94b guide the inner circumferential face of the unison ring 92.
  • the unison ring 92 can turn in a predetermined direction while held by the rollers 94b.
  • a spacer bolt 51d is attached to the turbine housing 51c (see Fig. 4). Further, inside of the center housing 51b, a coolant water path W is formed through which coolant water for cooling the turbocharger 5 flows.
  • Sensors Various sensors are installed in respective parts of the engine 1, and these sensors output signals related to environmental conditions of the respective parts and the operating state of the engine 1.
  • the above airflow meter 43 outputs a detection signal according to an intake air flow amount (intake air amount) on the upstream side of the throttle valve 62 within the intake system 6.
  • An intake temperature sensor 49 is disposed in the intake manifold 63, and outputs a detection signal according to the temperature of intake air.
  • An intake pressure sensor 48 is disposed in the intake manifold 63, and outputs a detection signal according to the intake air pressure.
  • An A/F (air-fuel ratio) sensor 44 outputs a detection signal that continuously changes according to the oxygen concentration in exhaust on the downstream side of the maniverter 77 of the exhaust system 7.
  • An exhaust temperature sensor 45 likewise outputs a detection signal according to the temperature of exhaust gas (exhaust temperature) on the downstream side of the maniverter 77 of the exhaust system 7.
  • a rail pressure sensor 41 outputs a detection signal according to the pressure of fuel accumulated in the common rail 22.
  • a throttle opening degree sensor 42 detects the opening degree of the throttle valve 62.
  • the ECU 100 is provided with a CPU 101, a ROM 102, a RAM 103, a backup RAM 104, and the like.
  • the ROM 102 various control programs, maps that are referred to when executing those various control programs, and the like are stored.
  • the CPU 101 executes various computational processes based on the various control programs and maps stored in the ROM 102.
  • the RAM 103 is a memory that temporarily stores data resulting from computation with the CPU 101 or data that has been input from the respective sensors
  • the backup RAM 104 for example, is a nonvolatile memory that stores that data or the like to be saved when the engine 1 is stopped.
  • the CPU 101, the ROM 102, the RAM 103, and the backup RAM 104 are connected to each other via a bus 107, and are connected to an input interface 105 and an output interface 106 via the bus 107.
  • the rail pressure sensor 41, the throttle opening degree sensor 42, the airflow meter 43, the A/F sensor 44, the exhaust temperature sensor 45, the intake pressure sensor 48, and the intake temperature sensor 49 are connected to the input interface 105. Further, a water temperature sensor 46 that outputs a detection signal according to the coolant water temperature of the engine 1, an accelerator opening degree sensor 47 that outputs a detection signal according to the amount that an accelerator pedal is depressed, a crank position sensor 40 that outputs a detection signal (pulse) each time that an output shaft (crankshaft) of the engine 1 rotates a fixed angle, and the like are connected to the input interface 105.
  • the aforementioned injectors 23, fuel addition valve 26, throttle valve 62, EGR valve 81, variable nozzle vane mechanism 9 (above variable nozzle controller) and the like are connected to the output interface 106.
  • the ECU 100 executes various control of the engine 1 based on the output of the various sensors described above. Furthermore, the ECU 100 controls pilot injection, pre-injection, main injection, after-injection, and post-injection, described below, as control of fuel injection of the injectors 23.
  • the fuel injection pressure when executing these modes of fuel injection is determined by the internal pressure of the common rail 22.
  • the target value of the fuel pressure supplied from the common rail 22 to the injectors 23, i.e., the target rail pressure is set to increase as the engine load increases, and as the engine revolutions increase. That is, when the engine load is high, a large amount of air is sucked into the combustion chamber 3, so the injectors 23 are required to inject a large amount of fuel into the combustion chamber 3, and therefore it is necessary to set a high injection pressure from the injectors 23.
  • the target rail pressure is ordinarily set based on the engine load and the engine revolutions.
  • the optimum values of fuel injection parameters for fuel injection such as the above pilot injection, main injection, and the like differ according to temperature conditions of the engine 1, intake air, and the like.
  • the ECU 100 adjusts the amount of fuel discharged by the supply pump 21 such that the common rail pressure becomes the same as the target rail pressure set based on the engine operating state, i.e., such that the fuel injection pressure matches the target injection pressure. Also, the ECU 100 determines the fuel injection amount and the form of fuel injection based on the engine operating state. Specifically, the ECU 100 calculates an engine rotational speed based on the value detected by the crank position sensor 40 and obtains an amount of accelerator pedal depression (accelerator opening degree) based on the value detected by the accelerator opening degree sensor 47, and determines the fuel injection amount (total of the injection amount in pre-injection and the injection amount in main injection, described below) based on the engine rotational speed and the accelerator opening degree.
  • Pilot injection is an injection operation that pre-injects a small amount of fuel prior to main injection (primary injection) from the injectors 23. More specifically, after execution of this pilot injection, fuel injection is temporarily interrupted, the temperature of compressed gas (temperature in the cylinder) is adequately increased to reach the fuel self-ignition temperature before main injection is started, and thus ignition of fuel injected by main injection is well-insured. That is, the function of pilot injection in the present embodiment is specialized for preheating the inside of the cylinder. That is, the pilot injection in the present embodiment is an injection operation for pre-heating gas within the combustion chamber 3 (pre-heating fuel supply operation).
  • an injection ratio is set to a minimum injection ratio (for example, an injection amount of 1.5 mm 3 per instance), and by executing pilot injection a plurality of times, a total pilot injection amount necessary in this pilot injection is insured.
  • the interval of pilot injection in which injection is divided in this manner is determined according to the response (speed of opening/closing operation) of the injectors 23.
  • the interval is set to 200 ms, for example. This pilot injection interval is not limited to the above value.
  • Pre-Injection is an injection operation for suppressing the initial combustion speed from main injection, thus leading to stable diffusion combustion (torque-producing fuel supply operation), and is also called auxiliary injection.
  • a pre-injection amount is set that is 10% of the total injection amount (sum of injection amount in pre-injection and injection amount in main injection) for obtaining the required torque determined according to the operating state, such as the engine revolutions, amount of accelerator operation, coolant water temperature, and intake air temperature.
  • the injection amount in pre-injection is less than the minimum limit injection amount (1.5 mm 3 ) of the injectors 23, so pre-injection is not executed.
  • fuel injection in pre-injection may also be performed at the minimum limit injection amount (1.5 mm 3 ) of the injectors 23.
  • the total injection amount of pre-injection is required to be at least twice as much as the minimum limit injection amount of the injectors 23 (for example, at least 3 mm 3 )
  • the total injection amount necessary in this pre-injection is insured. Therefore, the ignition delay of pre-injection is suppressed, so suppression of the initial combustion speed from main injection is reliably performed, thus leading to stable diffusion combustion.
  • Main injection is an injection operation for producing torque of the engine 1 (torque-producing fuel supply operation). Specifically, in this embodiment, an injection amount is set that is obtained by subtracting the injection amount in the above pre-injection from the above total injection amount for obtaining the required torque determined according to the operating state, such as the engine revolutions, amount of accelerator operation, coolant water temperature, and intake air temperature.
  • a total fuel injection amount which is the sum of the injection amount in pre-injection and the injection amount in main injection, is calculated for a torque request value of the engine 1. That is, a total fuel injection amount is calculated as an amount for producing the torque requested for the engine 1.
  • the torque request value of the engine 1 is determined according to the operating state such as engine revolutions, accelerator operation amount, coolant water temperature, and intake temperature, and also the usage status of accessories and the like. For example, a higher engine torque request value is obtained as the engine revolutions (engine revolutions calculated based on the detection value of the crank position sensor 40) increases, or as the accelerator operation amount (accelerator pedal depression amount detected by the accelerator opening degree sensor 47) increases (as the accelerator opening degree increases).
  • the ratio (division ratio) of the injection amount in pre-injection for this total fuel injection amount is set. That is, the pre-injection amount is set as an amount obtained by dividing the total fuel injection amount by that division ratio.
  • This division ratio (pre-injection amount) is obtained as a value that satisfies both 'suppression of delay of ignition of fuel from main injection' and 'suppression of peak value of heat production ratio of fuel from main injection'. Due to these two types of suppression, it is possible to reduce combustion noise and the amount of NOx produced, even while insuring high engine torque.
  • the division ratio is set to 10%.
  • After-injection is an injection operation for increasing the exhaust gas temperature. Specifically, in this embodiment, the combustion energy of fuel supplied by after-injection is not converted to engine torque, rather, after-injection is executed at a timing such that the majority of that combustion energy is obtained as exhaust heat energy. Also, in this after-injection as well, same as in the case of the pilot injection described above, the minimum injection ratio is set (for example, an injection amount of 1.5 mm 3 per instance), and by executing after-injection a plurality of times, the total after-injection amount necessary in this after-injection is insured.
  • Post-injection is an injection operation for achieving increased temperature of the above maniverter 77 by directly introducing fuel to the exhaust system 7. For example, when the deposited amount of PM captured by the DPNR catalyst 76 has exceeded a predetermined amount (for example, known from detection of a before/after pressure difference of the maniverter 77), post injection is executed.
  • a predetermined amount for example, known from detection of a before/after pressure difference of the maniverter 77
  • the inventors of the present invention noting that as a method of achieving these demands together, it is effective to appropriately control the state of change of the heat production ratio in the cylinder during a combustion stroke (state of change expressed by a heat production ratio waveform), established the method of setting a target fuel pressure described below as a method of controlling the state of change of the heat production ratio.
  • the solid line in Fig. 10 indicates an ideal heat production ratio waveform for combustion of the fuel that has been injected in main injection, with the crank angle shown on the horizontal axis and the heat production ratio shown on the vertical axis.
  • TDC in Fig. 10 indicates the crank angle position that corresponds to the compression top dead center of the piston 13.
  • this heat production ratio waveform for example, combustion of the fuel that has been injected in main injection is started from the compression top dead center (TDC) of the piston 13, the heat production ratio reaches a maximum value (peak value) at a predetermined piston position after the compression top dead center (for example, at the time of 10 degrees after the compression top dead center (ATDC 10 degrees), and combustion of the fuel that has been injected in main injection ends at a predetermined piston position after the compression top dead center (for example, at the time of 25 degrees after the compression top dead center (ATDC 25 degrees).
  • combustion is completed for 50% of the air-fuel mixture within the cylinder at the time of 10 degrees after the compression top dead center (ATDC 10 degrees). That is, in an expansion stroke, about 50% of the total heat production amount is produced by the time of ATDC 10 degrees, and thus it is possible to cause the engine 1 to operate at high heat efficiency.
  • the waveform indicated by the single-dotted line is a heat production ratio waveform for combustion of the fuel that has been injected in pre-injection.
  • diffusion combustion is realized in which the fuel that has been injected in main injection is stable.
  • a heat amount of 10J is produced by combustion of the fuel that has been injected in this pre-injection.
  • This heat amount is not limited to the value in this example.
  • this heat amount is appropriately set according to the above total fuel injection amount.
  • pilot injection is also performed prior to pre-injection, and thus the temperature within the cylinder is adequately increased, so that ignition of the fuel injected in main injection is well-insured.
  • the waveform indicated by a dashed double-dotted line W1 in FIG. 10 is a heat production rate waveform in the case where the fuel injection pressure has been set higher than the appropriate value, and as shown by this waveform, the combustion speed and peak value are both too high, and there is concern regarding an increase in combustion noise and the NOx production amount.
  • the waveform indicated by a dashed double-dotted line W2 in FIG. 10 is a heat production rate waveform in the case where the fuel injection pressure has been set lower than the appropriate value, and as shown by this waveform, the combustion speed is low and the timing at which the peak appears is shifted a large amount toward the side of a later angle, and so there is concern that it will be impossible to ensure sufficient engine throttle.
  • the technique for setting the target fuel pressure according to the present embodiment is based on the technical idea that combustion efficiency is improved by optimizing the changing state of the heat production rate (optimizing the heat production rate waveform).
  • a filling efficiency setting map referred to when determining the opening degree of the nozzle vanes 96 in the turbocharger 5 is stored in the ROM (storage unit) 102.
  • Fig. 11 shows this filling efficiency setting map.
  • engine revolutions are shown on the horizontal axis
  • engine torque is shown on the vertical axis.
  • this is a map for obtaining an opening degree of the nozzle vanes 96 that is appropriate for the present engine operating state, according to the engine revolutions and engine torque.
  • Tmax in Fig. 11 indicates a maximum torque line.
  • the region with diagonal lines in Fig. 11 is an EGR region where the EGR valve 81 is opened, allowing some of the exhaust gas to circulate in the intake system 6, and the other region is a non-EGR (no EGR) region where the EGR valve 81 is closed.
  • This filling efficiency setting map acquires an opening degree of the nozzle vanes 96 such that the intake charging efficiency becomes maximum (peak of the intake charging efficiency), according to the operating state (engine revolutions, engine torque) of the engine 1. That is, in the filling efficiency setting map, an adapted value (filling efficiency varying unit control value) of the opening degree of the nozzle vanes 96 is stored for each of operating states such that the intake charging efficiency becomes maximum.
  • the peak of the intake charging efficiency referred to here means, with the fuel injection amount into the cylinder, the fuel injection pattern, and the fuel injection pressure approximately fixed, the point where that engine torque becomes a maximum value when the opening degree of the nozzle vanes 96 is adjusted and the engine torque changes along with that adjustment. More specifically, the opening degree of the nozzle vanes 96 at the point in time that the engine torque becomes the maximum value is set as the opening degree at which the maximum charging efficiency is obtained in the operating state (engine revolutions and engine torque) of the engine 1 at that time, and this opening degree value is written to the filling efficiency setting map as the adapted value in that engine operating state. This will be specifically described below.
  • Fig. 12 shows the change in engine torque when changing the opening degree of the nozzle vanes 96, in a state with the fuel injection amount into the cylinder, the fuel injection pattern (such as the timing or interval of injection in pre-injection and main injection), and the fuel injection pressure approximately fixed, in a particular engine operating state (a state in which the throttle valve 62 is fully open in the non-EGR region).
  • the horizontal axis indicates the filling efficiency determined by the opening degree of the nozzle vanes 96, and the filling efficiency increases as smaller opening degrees of the nozzle vanes 96 are set.
  • the vertical axis in Fig. 12 indicates the engine torque.
  • the injection timing and injection amount in pre-injection and main injection are fixed such that, for example, the timing at which the heat production ratio from combustion of fuel injected in pre-injection becomes maximum, the timing at which combustion of fuel injected in main injection is started, and the timing at which the piston 13 that moves back and forth in the cylinder reaches the compression top dead center approximately match each other.
  • an equal fuel injection pressure region is allocated to an equal output region (equal power line) of the output (power) obtained from the engine revolutions and the engine torque, and the fuel injection pressure is fixed to a fuel injection pressure set corresponding to output of the engine 1.
  • the balance of the amount of rotation energy increase (amount of energy that contributes to efficiency improvement) due to reducing the opening degree of the nozzle vanes 96 and the amount of exhaust energy increase (amount of energy leading to efficiency worsening) when the amount of increase in exhaust energy is greater, the charging efficiency decreases (see filling efficiency range II in Fig. 12). Accordingly, the point where the amount of rotation energy increase and the amount of exhaust energy increase are balanced (point at border of the filling efficiency ranges I and II) is obtained as the point of maximum charging efficiency.
  • Fig. 11 shows a filling efficiency setting map in which the opening degree (adapted value) of the nozzle vanes 96 where the charging efficiency reaches the maximum point, obtained in this way, is obtained at numerous points for each of operating states of the engine, these are plotted in a coordinate system (a coordinate system in which the horizontal axis indicates engine revolutions and the vertical axis indicates engine torque), and points where the opening degree of the nozzle vanes 96 is the same are connected.
  • the lines (broken lines) indicated by A to I in this filling efficiency setting map are equal filling efficiency lines (equal filling efficiency regions), each line being a set of points where the opening degree of the nozzle vanes 96 is the same (a set of points where the filling efficiency is the same). That is, on an equal filling efficiency line, the opening degree of the nozzle vanes 96 for obtaining the charging efficiency maximum point is the same.
  • an equal filling efficiency line is a set of points where the charging efficiency of the turbocharger 5 becomes maximum, and by setting to an opening degree of the nozzle vanes 96 that corresponds to an equal filling efficiency line that has been selected based on the revolutions and torque of the engine 1, it is possible to have maximum charging efficiency of the turbocharger 5.
  • curve A in Fig. 11 is a line where the nozzle vane opening degree is 90%, and the nozzle vane opening degree is set to 10% less per line from curve B to curve I, so that curve I is a line where the nozzle vane opening degree is 10%. None of these values are a limitation; the nozzle vane opening degree is appropriately set according to performance characteristics or the like of the engine 1.
  • the filling efficiency setting map created in this way as control of the opening degree of the nozzle vanes 96 during operation of the engine 1 according to this embodiment, an intake filling efficiency appropriate for the operating state of the engine 1 is acquired from the filling efficiency setting map, and control of the variable nozzle vane mechanism 9 is performed to set the opening degree of the nozzle vanes 96 such that this filling efficiency is obtained (control operation of filling efficiency varying unit by filling efficiency control unit).
  • the filling efficiency setting map in this embodiment there is a unique relationship between the engine revolutions, the engine torque, and the nozzle vane opening degree (filling efficiency). Thus, it is possible to maintain a high charging efficiency throughout all engine operating ranges. Also, as in this filling efficiency setting map, by having a unique relationship between the engine revolutions, the engine torque, and the nozzle vane opening degree, a systematic intake control method common to various engines is constructed, so it is possible to simplify creation of a filling efficiency setting map for setting an appropriate intake amount according to the operating state of the engine 1.
  • various control parameters such as the fuel injection timing are determined according to the operating state of the engine, such as the engine speed and the engine load.
  • Respective control parameters in respective operating states are adapted in advance such that various engine characteristics like exhaust emissions characteristics and fuel consumption characteristics satisfy demands.
  • This sort of control parameter adaptation is performed by repeated trial and error on an engine bench. That is, the output shaft of a vehicle-mounted engine and a dynamo meter are linked with a rotating drive shaft, and by absorbing the load torque of the vehicle-mounted engine as a test torque with the dynamo meter, a state in which the vehicle-mounted engine is operated while mounted in a vehicle is virtually created.
  • Various engine characteristic values such as the amount of nitrogen oxide exhaust, the amount of consumed fuel, and the like are measured while adjusting control parameters in various operating states, and optimal values of the control parameters are acquired as adapted values. For adaptation of the control parameters in this way, trial and error as well as an accompanying great deal of time are necessary.
  • the filling efficiency automatic adaptation apparatus in the present embodiment automatically determines this filling efficiency. This is specifically described below.
  • Fig. 13 shows a system configuration for performing the automatic filling efficiency adaptation.
  • a state in which the engine 1 is virtually mounted in a vehicle is produced by a dynamo meter 110 absorbing output torque of the engine 1.
  • a measurement apparatus 120 measures exhaust gas characteristics and the like of the engine 1, and measures rotational velocity of the crank shaft of the engine 1.
  • an automatic adaptation apparatus 130 configured using an adaptation computer has a function of operating the dynamo meter 110, and also a function of appropriately setting the operation amount of various actuators of the above supply pump 21, injectors 23, variable nozzle vane mechanism 9, and so forth, and using that operating amount to operate the actuators via the above ECU 100.
  • the automatic adaptation apparatus 130 based on the results of measurement with the measurement apparatus 120, the above adaptations, including filling efficiency, are performed.
  • Fig. 14 is a flowchart that shows the procedure for performing this automatic adaptation of filling efficiency.
  • the routine shown in Fig. 14 is executed in each engine operating state, thus acquiring adaptation values for each of these engine operating states, and these values are contributed to creation of the above filling efficiency setting map.
  • the state when starting this filling efficiency automatic adaptation operation is such that the opening degree of the nozzle vanes 96 is maximum, i.e., the filling efficiency is minimum.
  • Step ST1 engine torque (TRQi) in the engine operating state that is the measurement subject is measured. Afterward, the routine moves to Step ST2, where a determination is made of whether or not the engine torque that has been measured in Step ST1 is the maximum value. At the start time of the automatic adaptation operation, engine torque information does not exist in the present engine operating state, so here, the engine torque is judged to be the maximum value (a Yes determination is made in Step ST2), and the routine moves to Step ST3. In Step ST3, this engine torque is read as the torque at maximum efficiency (TRQmax: referred to below as maximum torque).
  • TRQmax the torque at maximum efficiency
  • Step ST4 a determination is made of whether or not the engine torque has increased.
  • Step ST5 a determination is made of whether or not the engine torque has increased.
  • Step ST5 the opening degree of the nozzle vanes 96 is set to an opening degree that is smaller by a predetermined amount (for example, 5% smaller in the range that turning is possible), i.e., the filling efficiency is slightly increased, and then the routine again moves to Step ST1.
  • a predetermined amount for example, 5% smaller in the range that turning is possible
  • Step ST1 engine torque (TRQi) is measured in the same manner as described above. Then, the routine moves to Step ST2, and a determination is made of whether or not the engine torque that has been measured in Step ST1 is the maximum value. That is, a determination is made of whether or not the presently measured engine torque (TRQi) is larger than the engine torque (engine torque recorded as TRQmax) that was measured in the prior engine torque measurement operation (Step ST1 in the prior routine)(determination of whether or not TRQi>TRQmax).
  • Step ST2 when the presently measured engine torque is larger than the engine torque that was measured in the prior engine torque measurement operation (TRQi>TRQmax), so a Yes determination has been made in Step ST2, the routine moves to Step ST3, where updating is performed to set this newly measured engine torque (TRQi) as the maximum torque (TRQmax), and the routine moves to Step ST4.
  • the routine moves to Step ST4 without updating the maximum torque (TRQmax).
  • Step ST4 the engine torque (TRQi) is compared to a torque (TRQmax - B) obtained by subtracting a predetermined amount from the maximum torque (TRQmax), and a determination is made of whether or not the former (TRQi) is less than the latter (TRQmax - B).
  • the predetermined value 'B' is a hysteresis value for absorbing variation in torque measurement.
  • this value is an over-charging region extended determination value for creating an equal EGR rate line.
  • Step ST4 When a No determination has been made in Step ST4, the routine again moves to Step ST5, and the above operation is automatically repeated. That is, the above engine torque (TRQi) acquisition and updating of maximum torque (TRQmax) are automatically repeated until the nozzle vane 96 opening degree (filling efficiency) that produces maximum torque in the present engine operating state is obtained.
  • Step ST4 when a Yes determination has been made in Step ST4, the updated maximum torque (TRQmax) corresponds to the opening degree of the nozzle vanes 96 (filling efficiency) that produces the maximum torque in the present engine operating state, so the routine moves to Step ST6, where this opening degree of the nozzle vanes 96 is registered as an adapted value.
  • an adapted value is acquired for one engine operating state.
  • the above sort of operation is automatically executed for each engine operating state, thus acquiring adapted values for each of the operating states, these adapted values are plotted in a coordinate system (a coordinate system in which the horizontal axis indicates engine revolutions and the vertical axis indicates engine torque), and points where the opening degree of the nozzle vanes 96 is the same are connected, thus creating the filling efficiency setting map shown in Fig. 11.
  • a coordinate system a coordinate system in which the horizontal axis indicates engine revolutions and the vertical axis indicates engine torque
  • the above is a filling efficiency automatic adaptation operation for creating a filling efficiency setting map.
  • the filling efficiency automatic adaptation operation was measured while updating the opening degree of the nozzle vanes 96.
  • the filling efficiency automatic adaptation operation may be performed by measuring or calculating any of the values below while updating the opening degree of the nozzle vanes 96.
  • TRQi is the torque at the measured points
  • QFUELi is the consumed fuel flow rate during TRQi measurement
  • TRQmax is the torque at maximum efficiency
  • QFUELmax is the consumed fuel flow rate during TRQmax measurement.
  • Embodiments - In the embodiment described above, a case was described in which the present invention is applied to an in-line four-cylinder diesel engine mounted in an automobile.
  • the present invention is not limited to use in an automobile, and is applicable also to engines used in other applications. Also, there is no particular limitation with respect to the number of cylinders or the engine format (classified as an in-line engine, V-type engine, and so forth). Furthermore, the present invention is also applicable to a gasoline engine.
  • the maniverter 77 is provided with the NSR catalyst 75 and the DPNR catalyst 76, but a maniverter provided with the NSR catalyst 75 and a DPF (Diesel Particulate Filter) may also be used.
  • DPF Diesel Particulate Filter
  • a filling efficiency setting map is created using adapted values that have been acquired with the filling efficiency automatic adaptation apparatus 130, and from this filling efficiency setting map, an intake filling efficiency appropriate for the present engine operating state is read to set the opening degree of the nozzle vanes 96.
  • the present invention is not limited thereto; a scheme may also be adopted in which a filling efficiency setting map is created using adapted values for each of various engine operating states through experimentation and simulation, and the opening degree of the nozzle vanes 96 is set using this filling efficiency setting map.
  • the automatic adaptation apparatus 130 is not limited to an automatic adaptation apparatus used as an automatic adaptation tool that acquires filling efficiency adapted values; the automatic adaptation apparatus can also be used as a simulation/forecasting tool for simulating engine operating states.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Supercharger (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Abstract

Dans un mode de réalisation concernant un moteur diesel à rampe commune auquel on a appliqué un turbocompresseur à capacité variable. Un adaptateur automatique acquiert, pour chaque état de fonctionnement du moteur, une valeur adaptée qui correspond au degré d'ouverture d'un volet mobile de gicleur, et qui maximise l'efficacité de compression d'admission. Un relevé des paramètres d'efficacité de remplissage est conservé dans une mémoire ROM. Enfin, le degré d'ouverture du volet mobile de gicleur est commandé en fonction du relevé de paramètres d'efficacité de remplissage. Pour chacun des états d'une pluralité d'états de fonctionnement du moteur, l'adaptateur automatique acquiert automatiquement, sous forme d'une valeur adaptée, le degré d'ouverture du volet du gicleur correspondant à l'instant où l'efficacité de compression d'admission devient approximativement maximale quand on amène le degré d'ouverture du volet du gicleur à un état correspondant, d'une part à une quantité d'injection de carburant, d'autre part à une courbe d'injection de carburant, et enfin à une pression d'injection de carburant corrigée.
PCT/JP2009/002058 2008-05-19 2009-05-12 Régulateur d'admission pour moteur à combustion interne, et adaptateur automatique pour moteur à combustion interne WO2009141972A1 (fr)

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2989118A1 (fr) * 2012-04-06 2013-10-11 Renault Sa Systeme de suralimentation pour moteur a combustion interne et procede de gestion associe

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EP0674101A2 (fr) * 1994-03-25 1995-09-27 General Motors Corporation Commande de moteur à combustion interne
US5690065A (en) * 1993-11-10 1997-11-25 Siemens Automotive S.A. Method and device for optimizing air filling in an internal combustion engine cylinder
US5954783A (en) * 1996-10-14 1999-09-21 Yamaha Hatsudoki Kabushiki Kaisha Engine control system using combination of forward model and inverse model
US20040083996A1 (en) * 2002-10-30 2004-05-06 Martin Muller Method of bounding cam phase adjustment in an internal combustion engine
WO2006114550A1 (fr) * 2005-04-28 2006-11-02 Renault S.A.S Procede de commande d'un moteur de vehicule mettant en œuvre un reseau de neurones
EP1772608A1 (fr) * 2005-10-10 2007-04-11 C.R.F. Società Consortile per Azioni Dispositif de réglage pour turbocompresseur à geometrie variable, en particulier pour moteur à combustion interne de véhicules

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Publication number Priority date Publication date Assignee Title
US5690065A (en) * 1993-11-10 1997-11-25 Siemens Automotive S.A. Method and device for optimizing air filling in an internal combustion engine cylinder
EP0674101A2 (fr) * 1994-03-25 1995-09-27 General Motors Corporation Commande de moteur à combustion interne
US5954783A (en) * 1996-10-14 1999-09-21 Yamaha Hatsudoki Kabushiki Kaisha Engine control system using combination of forward model and inverse model
US20040083996A1 (en) * 2002-10-30 2004-05-06 Martin Muller Method of bounding cam phase adjustment in an internal combustion engine
WO2006114550A1 (fr) * 2005-04-28 2006-11-02 Renault S.A.S Procede de commande d'un moteur de vehicule mettant en œuvre un reseau de neurones
EP1772608A1 (fr) * 2005-10-10 2007-04-11 C.R.F. Società Consortile per Azioni Dispositif de réglage pour turbocompresseur à geometrie variable, en particulier pour moteur à combustion interne de véhicules

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2989118A1 (fr) * 2012-04-06 2013-10-11 Renault Sa Systeme de suralimentation pour moteur a combustion interne et procede de gestion associe

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