WO2012035647A1 - Dispositif d'évaluation de la vitesse de dégagement de chaleur pour moteur à combustion interne - Google Patents

Dispositif d'évaluation de la vitesse de dégagement de chaleur pour moteur à combustion interne Download PDF

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Publication number
WO2012035647A1
WO2012035647A1 PCT/JP2010/066171 JP2010066171W WO2012035647A1 WO 2012035647 A1 WO2012035647 A1 WO 2012035647A1 JP 2010066171 W JP2010066171 W JP 2010066171W WO 2012035647 A1 WO2012035647 A1 WO 2012035647A1
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Prior art keywords
combustion
cylinder pressure
pressure sensor
cylinder
speed
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PCT/JP2010/066171
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English (en)
Japanese (ja)
Inventor
昌宏 南
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トヨタ自動車株式会社
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Priority to PCT/JP2010/066171 priority Critical patent/WO2012035647A1/fr
Priority to JP2011532444A priority patent/JP5115661B2/ja
Publication of WO2012035647A1 publication Critical patent/WO2012035647A1/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
    • F02D35/00—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
    • F02D35/02—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions
    • F02D35/023—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions by determining the cylinder pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D35/00—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
    • F02D35/02—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions
    • F02D35/028—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions by determining the combustion timing or phasing
    • 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
    • F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
    • F02D2041/1413—Controller structures or design
    • F02D2041/1432—Controller structures or design the system including a filter, e.g. a low pass or high pass filter
    • 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
    • F02D2200/06—Fuel or fuel supply system parameters
    • F02D2200/0602—Fuel 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
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
    • F02D41/402—Multiple injections
    • F02D41/403—Multiple injections with pilot injections
    • 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
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
    • F02D41/402—Multiple injections
    • F02D41/405—Multiple injections with post injections

Definitions

  • the present invention relates to a device for estimating a heat generation rate of a compression ignition type internal combustion engine represented by a diesel engine.
  • the present invention relates to a measure for improving the heat generation rate estimation accuracy.
  • the fuel ignition timing is monitored, and the control parameters (fuel injection timing, fuel injection timing, etc.) are set so that the ignition timing becomes an appropriate timing (for example, diffusion combustion starts at the compression top dead center (TDC) of the piston). Fuel injection pressure and the like).
  • the ignition timing of the fuel in the combustion chamber can be obtained from the change in the heat generation rate (expressed as a heat generation rate waveform) that changes with the combustion of the air-fuel mixture. For this reason, in order to monitor the ignition timing of the fuel with high accuracy, it is indispensable to accurately acquire a change in heat generation rate (heat generation rate waveform).
  • an in-cylinder pressure sensor capable of detecting the in-cylinder pressure is provided, and the detected in-cylinder is detected. It is possible to estimate the heat release rate waveform according to the pressure change. That is, it is possible to obtain the heat generation rate waveform based on the in-cylinder pressure data acquired by this in-cylinder pressure sensor, and to determine the ignition timing of the fuel from this heat generation rate waveform.
  • the heat generation rate waveform thus obtained is not only for determining the fuel ignition timing described above, but also for the combustion center of gravity, the peak value of the heat generation rate, the heat generation rate change gradient at the start of combustion, etc. It can be applied to the demands of a wide range of applications.
  • JP 2005-232990 A Japanese Patent Laid-Open No. 2004-3415 Republished patent WO2003 / 033896
  • the in-cylinder pressure data acquired by the in-cylinder pressure sensor includes an error.
  • the error in addition to electrical noise, noise due to air column vibration generated between the in-cylinder pressure sensor and the combustion chamber in accordance with a change in the in-cylinder pressure can be cited.
  • the frequency of noise due to the air column vibration is close to the frequency component of the combustion pressure wave that is actually generated in the cylinder, which is a major obstacle for accurately obtaining the heat release rate waveform.
  • the heat generation rate waveform generated based on the data is also low in reliability.
  • the current situation is that it cannot be obtained with high accuracy.
  • the present invention has been made in view of such points, and the object of the present invention is to provide a reliable heat generation rate by performing appropriate processing on in-cylinder pressure data acquired by an in-cylinder pressure sensor.
  • An object of the present invention is to provide a heat generation rate estimation device for an internal combustion engine capable of obtaining a waveform.
  • the solution principle of the present invention taken to achieve the above object is that the noise component (frequency component to be removed) included in the in-cylinder pressure data acquired by the in-cylinder pressure sensor is determined from the in-cylinder pressure sensor. And the pressure change rate in the combustion chamber (including the space where the in-cylinder pressure sensor is inserted) are correlated, and filtering is performed from this distance and the pressure change rate (correlation with the combustion speed). A frequency band (required minimum filter frequency: cut-off frequency) is set, thereby enabling removal of the noise component.
  • the present invention relates to the pressure of the in-cylinder pressure sensor that can detect the in-cylinder pressure, and the heat generation rate when the fuel injected from the fuel injection valve burns into the combustion chamber of the compression ignition type internal combustion engine.
  • a heat release rate estimation device for an internal combustion engine that estimates based on a detection signal is assumed.
  • the heat generation rate estimation device is provided with combustion pressure wave transmission path acquisition means, combustion speed acquisition means, and necessary minimum filter frequency acquisition means.
  • the combustion pressure wave transmission path acquisition means calculates the length of the transmission path of the combustion pressure wave between the combustion field and the in-cylinder pressure sensor based on the shape of the combustion chamber and the fuel injection timing from the fuel injection valve. Ask.
  • the combustion speed acquisition means acquires a “combustion speed” by combustion of the air-fuel mixture in the combustion chamber.
  • the necessary minimum filter frequency acquisition means is detected by the in-cylinder pressure sensor based on the length of the combustion pressure wave transmission path obtained by the combustion pressure transmission path acquisition means and the combustion speed obtained by the combustion speed acquisition means.
  • the “required minimum filter frequency” for performing the filtering process on the obtained pressure data is obtained.
  • the combustion speed is obtained based on the rotation speed of the internal combustion engine and the fuel injection pressure.
  • the in-cylinder pressure sensor is held in the in-cylinder pressure sensor mounting hole formed in the cylinder head via the sensor adapter, and the in-cylinder pressure sensor mounting hole is provided in the sensor adapter.
  • a pressure introduction hole is formed to communicate between the internal space of the cylinder and a sensing portion provided at the tip of the in-cylinder pressure sensor.
  • the air column vibration generated in the space extending from the in-cylinder pressure sensor mounting hole to the pressure introduction hole causes the noise.
  • the combustion pressure wave caused by the combustion in the combustion chamber is efficiently reduced by the filtering process using the “required minimum filter frequency”. It becomes possible to extract.
  • the combustion pressure wave transmission path acquisition means is configured to calculate the length of the combustion pressure wave transmission path from the fuel injection timing of the fuel injection valve based on a combustion field-in-cylinder pressure sensor distance map.
  • the length of the transmission path of the combustion pressure wave between the in-cylinder pressure sensor ” is acquired, and the combustion speed acquisition means obtains the“ combustion speed ”from the combustion speed map for determining the combustion speed from the rotational speed of the internal combustion engine and the fuel injection pressure.
  • the required minimum filter frequency calculating means obtains the combustion pressure wave transmission path length acquired from the combustion field-in-cylinder pressure sensor distance map and the combustion speed acquired from the combustion speed map. Necessary minimum filter frequency from the necessary minimum filter frequency map for obtaining the necessary minimum filter frequency for filtering the pressure data detected by the in-cylinder pressure sensor. It has become to get the configuration.
  • the “required minimum filter frequency” is obtained based on “the length of the transmission path of the combustion pressure wave between the combustion field and the in-cylinder pressure sensor” and the “combustion speed”.
  • the heat generation rate is estimated from the filtered pressure data. For this reason, the combustion pressure wave resulting from the combustion in the combustion chamber can be extracted efficiently, and the change in the heat generation rate can be accurately estimated.
  • FIG. 1 is a cross-sectional view illustrating a schematic configuration of a diesel engine and a control system thereof according to the embodiment.
  • FIG. 2 is a block diagram showing a configuration of a control system such as an ECU.
  • FIG. 3 is a cross-sectional view showing a mounting portion of the in-cylinder pressure sensor.
  • FIG. 4 is a block diagram showing an outline of a heat generation rate calculation system.
  • FIG. 5 is a diagram showing an example of a distance map between the combustion field and the in-cylinder pressure sensor.
  • FIG. 6 is a diagram illustrating an example of a combustion speed map.
  • FIG. 7 is a diagram illustrating an example of a necessary minimum filter frequency map.
  • FIG. 1 is a cross-sectional view illustrating a schematic configuration of a diesel engine and a control system thereof according to the embodiment.
  • FIG. 2 is a block diagram showing a configuration of a control system such as an ECU.
  • FIG. 3 is a cross-sectional view showing a mounting
  • FIG. 8 is a diagram showing an example of a heat release rate waveform obtained by performing data processing according to the present invention on in-cylinder pressure data.
  • FIG. 9 shows an example of a heat generation rate waveform obtained by a conventional method
  • FIG. 9A shows a heat generation rate waveform obtained without a filter
  • FIG. 9 is a heat release rate waveform obtained when the filter amount is small
  • FIG. 9C is a heat release rate waveform obtained when the filter amount is larger than the appropriate amount.
  • the heat release rate estimation device is applied to a common rail in-cylinder direct injection multi-cylinder (for example, in-line 4-cylinder) diesel engine (compression self-ignition internal combustion engine) mounted on an automobile.
  • a common rail in-cylinder direct injection multi-cylinder for example, in-line 4-cylinder
  • diesel engine compression self-ignition internal combustion engine
  • various maps which will be described later, are created by experiments with an engine performance experiment device, stored in the ROM of the ECU, and various map values are read from the ROM to execute arithmetic processing. The case where the heat release rate waveform is obtained by the above and the start timing of diffusion combustion is optimized will be described.
  • FIG. 1 is a diagram showing a schematic configuration of an engine 1 and its control system according to the present embodiment.
  • a piston 22 is housed in a cylinder 21 formed in a cylinder block 2, and the movement of the piston 22 that reciprocates in the cylinder 21 is transmitted as a rotational movement of the crankshaft 3 through a connecting rod 23. It has come to be.
  • a cylinder head 5 that forms a combustion chamber 4 on the upper side of the piston 22 is fixed to the upper end surface of the cylinder block 2.
  • the combustion chamber 4 is defined by a lower surface of the cylinder head 5 attached to the upper portion of the cylinder block 2 via a gasket 24, an inner wall surface of the cylinder 21, and a top surface 25 of the piston 22.
  • a cavity (concave portion) 26 is formed in a substantially central portion of the top surface 25 of the piston 22, and the cavity 26 also constitutes a part of the combustion chamber 4.
  • the concave dimension is small in the central portion (on the cylinder center line P), and the concave dimension is increased toward the outer peripheral side. That is, when the piston 22 is in the vicinity of the compression top dead center, the combustion chamber 4 formed by the cavity 26 is a narrow space having a relatively small volume at the center portion, and the space is gradually enlarged toward the outer peripheral side. It is configured to be (expanded space).
  • the piston 22 has a small end 27 of the connecting rod 23 connected by a piston pin 28, and a large end of the connecting rod 23 is connected to a crankshaft 3 which is an engine output shaft.
  • a crankshaft 3 which is an engine output shaft.
  • the cylinder head 5 is formed with an intake port 51 and an exhaust port 52 that open to the combustion chamber 4.
  • the intake port 51 and the exhaust port 52 are opened and closed by an intake valve 53 and an exhaust valve 54 driven by cams (not shown), respectively.
  • the intake port 51 is connected to an intake pipe 6 for sucking outside air.
  • the intake stroke in which the intake valve 53 opens the intake port 51 the piston 22 descends in the cylinder 21 to generate a negative pressure in the cylinder. Then, the outside air sucked from the intake pipe 6 flows into the cylinder through the intake port 51.
  • the exhaust port 52 is connected to an exhaust pipe 7 for discharging combustion gas, and the exhaust valve 54 rises from the combustion chamber 4 (inside the cylinder) due to the piston 22 rising during the exhaust stroke in which the exhaust port 52 opens the exhaust port 52.
  • the pushed combustion gas is discharged to the exhaust pipe 7 through the exhaust port 52.
  • the fuel supply system includes a common rail 8 that accumulates high-pressure fuel, a fuel supply pump (not shown) that pumps high-pressure fuel to the common rail 8, and each of the high-pressure fuel accumulated in the common rail 8 that is injected into the combustion chamber 4.
  • Each cylinder has an injector 81 and is controlled by an electronic control unit (hereinafter referred to as ECU 100).
  • the common rail 8 stores the high-pressure fuel supplied from the fuel supply pump at a predetermined target rail pressure, and the stored high-pressure fuel is supplied to the injector 81 via the fuel pipe 82.
  • the target rail pressure of the common rail 8 is set by the ECU 100. Specifically, the operating state of the engine 1 is detected from the accelerator opening (engine load) and the engine speed, and a target rail pressure suitable for the operating state is set.
  • the injector 81 is disposed substantially vertically above the center of the combustion chamber 4 in a standing posture along the cylinder center line P, and injects fuel introduced from the common rail 8 toward the combustion chamber 4 at a predetermined timing. It has become.
  • the ECU 100 includes a CPU 101, a ROM 102, a RAM 103, a backup RAM 104, and the like.
  • the ROM 102 stores various control programs, maps that are referred to when the various control programs are executed, and the like.
  • the CPU 101 executes various arithmetic processes based on various control programs and maps stored in the ROM 102.
  • the RAM 103 is a memory that temporarily stores calculation results in the CPU 101, data input from each sensor, and the like.
  • the backup RAM 104 is a non-volatile memory that stores data to be saved when the engine 1 is stopped, for example.
  • the CPU 101, the ROM 102, the RAM 103, and the backup RAM 104 are connected to each other via the bus 107 and to the input interface 105 and the output interface 106.
  • the input interface 105 includes a crank position sensor 90, a rail pressure sensor 91, a throttle opening sensor 92, an air flow meter 93, an A / F sensor 94, a water temperature sensor 95, an accelerator opening sensor 96, an intake pressure sensor 97, an intake air temperature sensor. 98, an in-cylinder pressure sensor 99 and the like are connected.
  • the crank position sensor 90 outputs a pulse signal every predetermined crank angle (for example, 10 °).
  • predetermined crank angle for example, 10 °
  • external teeth are formed every 10 ° on the outer peripheral surface of a rotor (NE rotor) 90a (see FIG. 1) integrally rotated with the crankshaft 3.
  • the crank position sensor 90 made of an electromagnetic pickup is disposed to face the external teeth. When the external teeth pass in the vicinity of the crank position sensor 90 as the crankshaft 3 rotates, the crank position sensor 90 generates an output pulse.
  • the rail pressure sensor 91 outputs a detection signal corresponding to the fuel pressure stored in the common rail 8.
  • the throttle opening sensor 92 detects the opening of a throttle valve (diesel throttle) (not shown) provided in the intake pipe 6.
  • the air flow meter 93 outputs a detection signal corresponding to the flow rate (intake air amount) of the intake air upstream of the throttle valve in the intake pipe 6.
  • the A / F sensor 94 outputs a detection signal that continuously changes in accordance with the oxygen concentration in the exhaust gas on the downstream side of a catalyst (not shown) provided in the exhaust pipe 7.
  • the water temperature sensor 95 outputs a detection signal corresponding to the cooling water temperature of the engine 1.
  • the accelerator opening sensor 96 outputs a detection signal corresponding to the depression amount of the accelerator pedal.
  • the intake pressure sensor 97 is disposed in the intake pipe 6 and outputs a detection signal corresponding to the intake air pressure.
  • the intake air temperature sensor 98 is disposed in the intake pipe 6 and outputs a detection signal corresponding to the temperature of the intake air.
  • the in-cylinder pressure sensor 99 is attached to the cylinder head 5 for each cylinder, detects the in-cylinder pressure of each cylinder, and outputs it to the ECU 100.
  • the injector 81, the throttle valve 57, the EGR valve 58 provided in the EGR device (not shown), and the like are connected to the output interface 106.
  • FIG. 3 is a cross-sectional view showing a portion where the in-cylinder pressure sensor 99 is attached.
  • the in-cylinder pressure sensor 99 is held in the in-cylinder pressure sensor mounting hole 55 formed in the cylinder head 5 via a sensor adapter 56.
  • the in-cylinder pressure sensor mounting hole 55 is formed as a through hole having a circular cross section.
  • the sensor adapter 56 has a substantially cylindrical shape whose outer diameter matches the inner diameter of the in-cylinder pressure sensor mounting hole 55, and a sensor insertion hole 56 a in which the in-cylinder pressure sensor 99 is mounted at the center. Is formed.
  • a plurality of two in FIG.
  • pressure introduction holes 56b communicating between the internal space of the in-cylinder pressure sensor mounting hole 55 and the sensor insertion hole 56a, 56b is formed.
  • An in-cylinder pressure sensor 99 is inserted into the sensor insertion hole 56a, and a sensing part (pressure receiving part) 99a provided at the tip of the in-cylinder pressure sensor 99 faces the pressure introduction holes 56b and 56b. For this reason, the combustion pressure generated in the combustion chamber 4 reaches the sensing unit 99a of the in-cylinder pressure sensor 99 from the combustion chamber 4 through the in-cylinder pressure sensor mounting hole 55 and the pressure introduction holes 56b and 56b. It is to be detected.
  • the pressure information (pressure data) detected by the sensing unit 99a includes noise due to air column vibration generated between the combustion chamber 4 and the in-cylinder pressure sensor 99 as the in-cylinder pressure changes. ing. This noise removal will be described later.
  • the ECU 100 executes various controls of the engine 1 based on the outputs of the various sensors described above. For example, the ECU 100 executes pilot injection (sub-injection) and main injection (main injection) as fuel injection control of the injector 81.
  • pilot injection sub-injection
  • main injection main injection
  • the pilot injection is an operation of injecting a small amount of fuel in advance prior to the main injection from the injector 81.
  • the pilot injection is an injection operation for suppressing the ignition delay of fuel due to the main injection and leading to stable diffusion combustion, and is also referred to as sub-injection.
  • the pilot injection in the present embodiment has not only a function of suppressing the initial combustion speed by the main injection described above but also a preheating function of increasing the in-cylinder temperature. That is, after the pilot injection is performed, the fuel injection is temporarily interrupted, and the compressed gas temperature (in-cylinder temperature) is sufficiently increased until the main injection is started to reach the fuel self-ignition temperature. This ensures good ignitability of the fuel injected in the main injection.
  • the main injection is an injection operation (torque generation fuel supply operation) for generating torque of the engine 1.
  • the injection amount in the main injection is basically determined so as to obtain the required torque according to the operation state such as the engine speed, the accelerator operation amount, the coolant temperature, the intake air temperature, and the like. For example, the higher the engine speed (the engine speed calculated based on the detection value of the crank position sensor 90), the greater the accelerator operation amount (the accelerator pedal depression amount detected by the accelerator opening sensor 96). As the accelerator opening becomes larger, the required torque value of the engine 1 is higher, and accordingly, the fuel injection amount in the main injection is also set higher.
  • This after-injection is an injection operation for increasing the exhaust gas temperature.
  • the post-injection is an injection operation for directly introducing fuel into the exhaust system to increase the temperature of the catalyst.
  • the pressure control of the fuel injected from the injector 81 controls the fuel pressure accumulated in the common rail 8 and supplies the fuel so that the actual rail pressure detected by the rail pressure sensor 91 matches the target rail pressure.
  • the pump discharge amount (pump discharge amount) is feedback controlled.
  • the target value of the fuel pressure supplied from the common rail 8 to the injector 81 is generally increased as the engine load (engine load) increases.
  • the higher the number the higher. That is, when the engine load is high, the amount of air sucked into the combustion chamber 4 is large, so that a large amount of fuel must be injected from the injector 81 into the combustion chamber 4.
  • the pressure needs to be high. Also, when the engine speed is high, the injection period is short, so the amount of fuel injected per unit time must be increased, and therefore the injection pressure from the injector 81 must be increased.
  • the target rail pressure is generally set based on the engine load and the engine speed.
  • the target rail pressure is set according to a fuel pressure setting map stored in the ROM 102, for example. That is, by determining the fuel pressure according to this fuel pressure setting map, the valve opening period (injection rate waveform) of the injector 81 is controlled, and the fuel injection amount during the valve opening period can be defined.
  • the injection amount control of the injector 81 controls the injection amount and the injection timing injected from the injector 81, calculates the optimal injection amount and injection timing according to the operating state of the engine 1, and according to the calculation result.
  • the solenoid valve of the injector 81 is driven.
  • This heat generation rate estimation operation generates a heat generation rate waveform by calculating a change in the heat generation rate (heat generation amount per unit rotation angle of the crankshaft 3) in the combustion chamber 4, and based on this, for example, This is useful for estimating the combustion start time (diffuse combustion start time) of the fuel injected in the main injection. More specifically, since the heat generation rate associated with the combustion in the combustion chamber 4 is correlated with the in-cylinder pressure, this is used to generate heat from the in-cylinder pressure detected by the in-cylinder pressure sensor 99. The rate is estimated.
  • FIG. 4 is a block diagram showing an outline of the heat generation rate calculation system according to the present embodiment.
  • raw pressure data from the in-cylinder pressure sensor 99 is acquired.
  • This raw pressure data is in-cylinder pressure data detected by the in-cylinder pressure sensor 99 every predetermined time (for example, every several msec) or every predetermined rotation angle of the crankshaft 3 (for example, every 0.2 ° CA).
  • the raw pressure data is subjected to frequency analysis by FFT (Fast Fourier Transform) to obtain an in-cylinder pressure spectrum for each frequency band.
  • FFT Fast Fourier Transform
  • the filter that is a feature of the present invention only the band (frequency band) necessary for heat generation rate estimation is extracted by eliminating the frequency band causing the noise.
  • the filtered in-cylinder pressure data (filtered pressure data) is calculated by IFFT (Inverse Faster Fourier Transform; inverse fast Fourier transform).
  • the heat generation rate is calculated from the post-filter pressure data.
  • the various maps are created in the order of (1) creation of a combustion field-in-cylinder pressure sensor distance map, (2) creation of a combustion speed map, and (3) creation of a necessary minimum filter frequency map.
  • the combustion field-in-cylinder pressure sensor distance map shows the injection timing of the main injection and the center of the combustion field when the fuel injected by the main injection is diffusely burned (represented combustion field ignition position: for example, FIG.
  • the distance between the point X) and the sensing part 99a of the in-cylinder pressure sensor 99 (the length of the transmission path of the combustion pressure wave between the combustion field and the in-cylinder pressure sensor 99: hereinafter, “the distance between the combustion field and the in-cylinder pressure sensor” It may also be referred to as “)”.
  • the distance between the combustion field and the in-cylinder pressure sensor is such that the combustion pressure wave generated by the combustion in the combustion chamber 4 passes through the combustion chamber 4, the in-cylinder pressure sensor mounting hole 55, and the pressure introduction hole 56b. Since the route reaches the sensing unit 99a, the length varies depending on the shape of the combustion chamber 4. That is, the distance between the combustion field and the in-cylinder pressure sensor is defined based on the shape of the combustion chamber 4 (including the in-cylinder pressure sensor mounting hole 55 and the pressure introduction hole 56b) and the fuel injection timing of the injector 81. .
  • FIG. 5 shows an example of the distance map between the combustion field and the in-cylinder pressure sensor.
  • the “combustion field-in-cylinder pressure sensor distance” can be acquired by determining the injection timing of the main injection.
  • This combustion field-in-cylinder pressure sensor distance map is created by experiment (or simulation) as described above, and when combustion is started with a chemical time delay from the time when fuel is injected in the main injection.
  • the distance between the center of the combustion field (point X in FIG. 1) and the sensing part 99a of the in-cylinder pressure sensor 99 (for example, the shortest distance between them). That is, the length of the pressure propagation path until the pressure wave (combustion pressure wave) from the combustion field reaches the sensing unit 99a of the in-cylinder pressure sensor 99 is obtained.
  • the "combustion field-in-cylinder pressure sensor distance” is determined by a predetermined interpolation calculation. "Is calculated.
  • the combustion speed map is a map for obtaining the combustion speed in the combustion chamber 4 using the engine speed and the fuel injection pressure as parameters.
  • FIG. 6 shows an example of this combustion speed map.
  • combustion is performed from the engine speed calculated based on the detection value of the crank position sensor 90 and the internal pressure of the common rail 8 (corresponding to the fuel injection pressure) detected by the rail pressure sensor 91.
  • the combustion speed in the chamber 4 is required.
  • This combustion speed map is also created by experiment (or simulation) as described above, and is a map obtained with a higher combustion speed as the engine speed is higher and the fuel injection pressure is higher. .
  • the combustion speed is calculated by a predetermined interpolation calculation.
  • the necessary minimum filter frequency map uses the “combustion field-in-cylinder pressure sensor distance” acquired by the combustion field-in-cylinder pressure sensor distance map and the “combustion speed” acquired by the combustion speed map as parameters. 7 is a map for obtaining a “necessary minimum filter frequency” for performing filtering on in-cylinder pressure data acquired from the in-cylinder pressure sensor 99; This is because the noise component (frequency component to be removed) included in the in-cylinder pressure data acquired by the in-cylinder pressure sensor 99 is the distance from the combustion field to the in-cylinder pressure sensor 99 and the combustion speed in the combustion chamber 4.
  • FIG. 7 shows an example of the necessary minimum filter frequency map.
  • the “required minimum filter frequency” is obtained based on the “distance between the combustion field and the in-cylinder pressure sensor” and the “combustion speed”.
  • This necessary minimum filter frequency map is also created by experiment (or simulation) as described above. The longer the “distance between the combustion field and the in-cylinder pressure sensor” and the higher the “combustion speed”, the “necessary The “minimum filter frequency” is set to a high frequency.
  • raw pressure data acquisition operation is performed in the cylinder that is in the combustion stroke. That is, the in-cylinder pressure is detected by the in-cylinder pressure sensor 99.
  • the raw pressure data acquisition period is, for example, the rotation angle of the crankshaft 3 and 30 ° before the compression top dead center of the piston 22 (BTDC 30 ° CA) to 50 ° after the compression top dead center of the piston 22 ( ATDC 50 ° CA). These values are not limited to this, and can be set arbitrarily. This period is recognized based on the detection signal from the crank position sensor 90.
  • the interval (sampling timing) of the detection timing of the raw pressure data is set, for example, every 0.2 ° CA or every predetermined time (for example, every several msec) as the rotation angle of the crankshaft 3. These values are not limited to this, and are appropriately set according to the arithmetic processing capability of the ECU 100.
  • frequency analysis is performed on the plurality of in-cylinder pressure data detected during the above period by FFT to obtain an in-cylinder pressure spectrum for each frequency band.
  • the "combustion field-in-cylinder pressure sensor distance” is acquired (the combustion field and cylinder by the combustion pressure wave transmission path acquisition means).
  • the “combustion speed” is acquired (combustion speed). Acquisition of combustion speed by acquisition means).
  • the “required minimum filter frequency” is obtained by fitting these “combustion field-in-cylinder pressure sensor distance” and “combustion speed” to the required minimum filter frequency map (required minimum filter frequency acquisition means required minimum (Acquisition of filter frequency), among the frequencies analyzed by the FFT, only the frequency band defined by the “required minimum filter frequency” (lower frequency side than the minimum required filter frequency) is extracted.
  • the in-cylinder pressure data of the extracted frequency band is acquired as filtered in-cylinder pressure data (filtered pressure data) by IFFT.
  • a heat generation rate for each crank angle is calculated from the post-filter pressure data, thereby creating a heat generation rate waveform of the combustion performed in the combustion chamber 4.
  • FIG. 8 is a diagram showing an example of the heat generation rate waveform obtained in this manner.
  • a heat generation rate waveform that almost contains noise and reflects the combustion state in the combustion chamber 4 substantially accurately is obtained. This can be verified by the fact that a decrease in the heat generation rate due to the endothermic reaction appears at the start of pilot injection and main injection.
  • the start timing of the combustion (diffusion combustion) in the main injection performed in the combustion chamber 4 is the timing Tm in the figure. Presumed.
  • FIG. 9 shows an example of a heat generation rate waveform obtained by a conventional method
  • FIG. 9A shows a heat generation rate waveform obtained without a filter
  • FIG. 9B shows an appropriate amount of filter
  • FIG. 9C shows a heat generation rate waveform obtained when the filter amount is larger than the appropriate amount.
  • the noise component does not remain, but a part of the combustion pressure wave caused by combustion (combustion pressure wave in the frequency band to be reflected in the heat generation rate waveform) is filtered. Therefore, a heat release rate waveform that accurately reflects the combustion state is not obtained. This can be confirmed by almost no decrease in the heat generation rate due to the endothermic reaction at the initial start of the pilot injection and the main injection.
  • the frequency such as air column vibration generated between the in-cylinder pressure sensor 99 and the combustion chamber 4 in accordance with the change in the in-cylinder pressure is effective. It is possible to obtain the “required minimum filter frequency” that can be removed by the process, and to obtain the heat release rate waveform based on the pressure data filtered by this “required minimum filter frequency”. For this reason, the combustion pressure wave resulting from the combustion in the combustion chamber 4 can be extracted efficiently, the change in the heat generation rate can be accurately estimated, and the ignition timing of the fuel in the combustion chamber 4 Can be accurately recognized.
  • the fuel injection timing from the injector 81 is corrected to the advance side. Then, control is performed such that the ignition timing approaches the target ignition timing by correcting the target rail pressure to be high. Conversely, when the recognized ignition timing is advanced from the target ignition timing, the fuel injection timing from the injector 81 is corrected to the retard side, or the target rail pressure is corrected to be lowered. As a result, control is performed so that the ignition timing approaches the target ignition timing.
  • the cylinder pressure sensor 99 is supported by the cylinder head 5 through the sensor adapter 56 having the pressure introducing hole 56b as the arrangement structure of the cylinder pressure sensor 99.
  • the arrangement structure of the in-cylinder pressure sensor 99 is not limited to this, and the in-cylinder pressure sensor may be inserted into and supported by the in-cylinder pressure sensor mounting hole 55 formed in the cylinder head 5 without using an adapter. Good.
  • the heat generation rate estimation device is not limited to the estimation of the heat generation rate in pilot injection or main injection, but can be applied to the estimation of the heat generation rate in the above-mentioned after injection or post injection. Is possible.
  • the heat generation rate waveform obtained in the above embodiment obtains not only the fuel ignition timing, but also the combustion center of gravity, the peak value of the heat generation rate, the heat generation rate change gradient at the start of combustion, etc.
  • the present invention is applicable to any case, and its use is not particularly limited.
  • various maps are created by experiments in the engine performance experiment apparatus, and these are stored in the ROM 102 of the ECU 100.
  • the heat generation rate waveform is obtained by reading out various map values from the ROM 102 and executing arithmetic processing in the engine operating state on the actual machine.
  • the present invention is not limited to this, and the required minimum filter frequency may be obtained by calculation from the fuel injection timing, fuel injection pressure, and engine speed, and the heat release rate waveform may be obtained by a filtering process based on it. That is, the heat release rate waveform is obtained by calculation processing on an actual machine without creating a map in advance.
  • the present invention is applicable to heat generation rate estimation for obtaining a heat generation rate waveform that can accurately recognize the ignition timing of combustion in a common rail in-cylinder direct injection multi-cylinder diesel engine mounted on an automobile.

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

Abstract

Une carte de distances entre des capteurs de pression de cylindre et des zones de combustion, dans laquelle les distances entre les capteurs de pression de cylindre et des champs de combustion sont acquises par la détermination du moment d'injection principale, une carte de vitesses de combustion, dans laquelle des vitesses de combustion sont acquises en fonction de la vitesse du moteur et de la pression d'injection de carburant, et une carte de fréquences de filtrage minimales requises, dans laquelle des fréquences de filtrage minimales requises sont acquises en fonction des distances entre les capteurs de pression de cylindre et les zones de combustion et en fonction des vitesses de combustion, sont stockées dans une mémoire morte. Des formes d'onde de dégagement de chaleur sont évaluées par le filtrage de données de pression de cylindre en provenance des capteurs de pression de cylindre qui détectent la pression dans les chambres de combustion en fonction des fréquences de filtrage minimales requises précitées, et le moment de début de combustion pour le carburant injecté par l'injection principale est identifié.
PCT/JP2010/066171 2010-09-17 2010-09-17 Dispositif d'évaluation de la vitesse de dégagement de chaleur pour moteur à combustion interne WO2012035647A1 (fr)

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JP2011532444A JP5115661B2 (ja) 2010-09-17 2010-09-17 内燃機関の熱発生率推定装置

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JP2014001700A (ja) * 2012-06-19 2014-01-09 Honda Motor Co Ltd 内燃機関の制御装置
JP2014202182A (ja) * 2013-04-09 2014-10-27 トヨタ自動車株式会社 内燃機関の熱発生率波形作成装置および燃焼状態診断装置
JP2014214647A (ja) * 2013-04-24 2014-11-17 トヨタ自動車株式会社 内燃機関の熱発生率波形作成装置および燃焼状態診断装置
JP2015001156A (ja) * 2013-06-13 2015-01-05 トヨタ自動車株式会社 内燃機関の熱発生率波形作成装置及び燃焼状態診断装置
JP2015190333A (ja) * 2014-03-27 2015-11-02 Tdk株式会社 燃焼圧センサ
JP2016011596A (ja) * 2014-06-27 2016-01-21 日立オートモティブシステムズ株式会社 内燃機関の燃焼圧検出方法及び燃焼圧検出装置
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JPWO2022180906A1 (fr) * 2021-02-24 2022-09-01

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JP2014001700A (ja) * 2012-06-19 2014-01-09 Honda Motor Co Ltd 内燃機関の制御装置
JP2014202182A (ja) * 2013-04-09 2014-10-27 トヨタ自動車株式会社 内燃機関の熱発生率波形作成装置および燃焼状態診断装置
JP2014214647A (ja) * 2013-04-24 2014-11-17 トヨタ自動車株式会社 内燃機関の熱発生率波形作成装置および燃焼状態診断装置
JP2015001156A (ja) * 2013-06-13 2015-01-05 トヨタ自動車株式会社 内燃機関の熱発生率波形作成装置及び燃焼状態診断装置
JP2015190333A (ja) * 2014-03-27 2015-11-02 Tdk株式会社 燃焼圧センサ
JP2016011596A (ja) * 2014-06-27 2016-01-21 日立オートモティブシステムズ株式会社 内燃機関の燃焼圧検出方法及び燃焼圧検出装置
US10385799B2 (en) 2015-12-30 2019-08-20 International Business Machines Corporation Waveform analytics for optimizing performance of a machine
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WO2022180906A1 (fr) * 2021-02-24 2022-09-01 日立Astemo株式会社 Procédé de détection d'une pression dans un cylindre, procédé de diagnostic d'un capteur de pression dans un cylindre et dispositif de commande de moteur à combustion interne
JP7324384B2 (ja) 2021-02-24 2023-08-09 日立Astemo株式会社 筒内圧力検出方法、筒内圧センサ診断方法及び内燃機関制御装置

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