WO2012090267A1 - 内燃機関の制御装置 - Google Patents
内燃機関の制御装置 Download PDFInfo
- Publication number
- WO2012090267A1 WO2012090267A1 PCT/JP2010/073542 JP2010073542W WO2012090267A1 WO 2012090267 A1 WO2012090267 A1 WO 2012090267A1 JP 2010073542 W JP2010073542 W JP 2010073542W WO 2012090267 A1 WO2012090267 A1 WO 2012090267A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- fuel ratio
- air
- torque
- required air
- amount
- Prior art date
Links
Images
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D43/00—Conjoint electrical control of two or more functions, e.g. ignition, fuel-air mixture, recirculation, supercharging or exhaust-gas treatment
- F02D43/04—Conjoint electrical control of two or more functions, e.g. ignition, fuel-air mixture, recirculation, supercharging or exhaust-gas treatment using only digital means
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D37/00—Non-electrical conjoint control of two or more functions of engines, not otherwise provided for
- F02D37/02—Non-electrical conjoint control of two or more functions of engines, not otherwise provided for one of the functions being ignition
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/0002—Controlling intake air
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/14—Introducing closed-loop corrections
- F02D41/1497—With detection of the mechanical response of the engine
-
- 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
- F02D2041/1431—Controller structures or design the system including an input-output delay
-
- 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
- F02D2200/08—Exhaust gas treatment apparatus parameters
- F02D2200/0814—Oxygen storage amount
-
- 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
- F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
- F02D2200/1002—Output torque
- F02D2200/1004—Estimation of the output torque
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2250/00—Engine control related to specific problems or objectives
- F02D2250/18—Control of the engine output torque
- F02D2250/21—Control of the engine output torque during a transition between engine operation modes or states
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/021—Introducing corrections for particular conditions exterior to the engine
- F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
- F02D41/0295—Control according to the amount of oxygen that is stored on the exhaust gas treating apparatus
-
- 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 a control device for an internal combustion engine, and more particularly to a control device for an internal combustion engine that uses torque and air-fuel ratio as control amounts.
- a method for controlling an internal combustion engine a method is known in which the operation amount of each actuator is determined using torque or air-fuel ratio as a control amount.
- Japanese Patent Application Laid-Open No. 2010-7489 discloses a method for determining a required torque and a required air-fuel ratio for an internal combustion engine and determining each operation amount of a throttle, an ignition device, and a fuel injection device so as to realize them.
- the throttle opening which is the operation amount, is determined according to the target air amount for realizing the required torque. For example, by using an inverse model of the air model, the throttle opening required for realizing the target air amount can be obtained by calculation.
- the air-fuel ratio is closely related to the torque generated by the internal combustion engine.
- the torque decreases if the air-fuel ratio of the air-fuel mixture used for combustion is leaner than the stoichiometric ratio, and the torque increases if it is rich.
- the required air-fuel ratio is not necessarily constant and may be actively changed from the viewpoint of exhaust gas performance.
- the required air-fuel ratio is made richer than the stoichiometric value for a predetermined period in order to quickly recover the NOx reduction capability of the catalyst.
- the required air-fuel ratio is periodically changed centering on the stoichiometry, or the required air-fuel ratio is changed by air-fuel ratio feedback control. In these cases, the target air amount also changes in accordance with the change in the required air-fuel ratio, and the throttle opening is controlled accordingly.
- the movement of the throttle at this time is a movement that cancels the fluctuation of the torque accompanying the change in the air-fuel ratio by increasing or decreasing the air amount. That is, when the air-fuel ratio changes to the rich side, the throttle moves to the close side so that the increase in torque caused by the change is offset by the decrease in the air amount. Conversely, when the air-fuel ratio changes to the lean side, the throttle moves to the open side so that the decrease in torque caused by the change is offset by the increase in the air amount.
- FIG. 3 is a chart showing changes over time in torque, rotation speed, air-fuel ratio, fuel injection amount, in-cylinder intake air amount, and throttle opening when the required air-fuel ratio changes suddenly.
- the dotted line indicates the time change of the required value or target value of each item
- the solid line indicates the actual behavior of each item.
- the target air amount increases stepwise accordingly.
- the throttle opening cannot be increased in steps, and the response of the air amount is delayed with respect to the movement of the throttle, so the actual air amount increases with a delay from the target air amount. become.
- the fuel injection amount is determined from the actual air amount and the required air-fuel ratio, the fuel injection amount once decreases greatly due to a delay in the increase of the air amount.
- the torque generated by the internal combustion engine is temporarily reduced significantly more than the required torque, and the engine speed is also temporarily reduced.
- the actual air-fuel ratio also varies.
- the ignition timing is retarded so as to compensate for the deviation.
- the retard of the ignition timing causes a deterioration in fuel consumption, there is a demand for maintaining the ignition timing at the optimum ignition timing as much as possible from the viewpoint of fuel consumption performance.
- the required torque suddenly changes to the lean side, the torque and the rotational speed temporarily decrease.
- the above-described conventional control method has room for further improvement in satisfying the demands related to the exhaust gas performance, the fuel efficiency performance, and the driving performance of the internal combustion engine in a balanced manner.
- the required air-fuel ratio is determined so as to satisfy the requirements regarding the exhaust gas performance, it is not always preferable from the viewpoint of the exhaust gas performance to reduce the rate of change.
- the torque generated by the internal combustion engine can be adjusted by controlling the ignition timing.
- the adjustment of the torque based on the ignition timing is effective only when the torque is reduced by retarding, and in that case, the fuel consumption is deteriorated. In other words, simply reducing the rate of change of the required air-fuel ratio or simply adjusting the ignition timing cannot satisfy the various performance requirements of the internal combustion engine in a balanced manner.
- the present invention relates to a requirement relating to the exhaust gas performance of an internal combustion engine and a fuel consumption performance by appropriately adjusting the change speed of the required air-fuel ratio and the ignition timing in an internal combustion engine in which torque and air-fuel ratio are controlled amounts. It is an object to satisfy the requirements and the requirements regarding the driving performance in a balanced manner. In order to achieve such a problem, the present invention provides the following control device for an internal combustion engine.
- the control device determines the required value of the torque generated by the internal combustion engine, that is, the required torque, and determines the required value of the air-fuel ratio of the air-fuel mixture to be used for combustion, that is, the required air-fuel ratio. .
- the control device first receives a request regarding the exhaust gas performance of the internal combustion engine, and calculates the air-fuel ratio that satisfies the request as the required air-fuel ratio. If a predetermined relaxation condition described later is not satisfied, the calculated required air-fuel ratio is determined as the final required air-fuel ratio as it is.
- the calculated required air-fuel ratio signal is processed to reduce the change speed, and the required air-fuel ratio with the reduced change speed is set as the final required air-fuel ratio. decide.
- a low-pass filter such as a first-order lag filter or a smoothing process such as a weighted average can be used.
- the present control device calculates a target air amount for realizing the required torque under the required air-fuel ratio determined as described above. For the calculation of the target air amount, it is possible to use data in which the relationship between the torque at the optimal ignition timing and the air amount sucked into the cylinder is associated with the air-fuel ratio.
- the control device operates an actuator for controlling the air amount according to the target air amount, and operates an actuator for controlling the fuel injection amount according to the required air-fuel ratio.
- the present control device estimates the air amount realized by the operation of the air amount control actuator according to the target air amount, and estimates the torque realized by the estimated air amount under the required air-fuel ratio. For the calculation of the estimated torque, data in which the relationship between the air amount and the torque at the optimal ignition timing is associated with the air-fuel ratio can be used. If the predetermined permission condition described later is not satisfied, the present control device holds the ignition timing at the optimal ignition timing. However, when a predetermined permission condition to be described later is satisfied, the ignition timing is controlled so that the difference generated between the estimated torque and the required torque is compensated by the ignition timing. Specifically, when the estimated torque is larger than the required torque, the actual torque generated by the internal combustion engine is made to match the required torque by retarding the ignition timing from the optimal ignition timing.
- the required air-fuel ratio calculated based on the request regarding the exhaust gas performance changes in the rich direction, and the change amount of the required air-fuel ratio, more specifically, the change amount per calculation cycle. Is larger than a predetermined criterion value.
- the determination reference value is preferably set to a value corresponding to the response speed of the air amount with respect to the operation of the air amount control actuator.
- the relaxation condition includes that the calculated change amount of the required air-fuel ratio (original required air-fuel ratio) is larger than the determination reference value and the permission condition is not satisfied.
- the change amount of the original required air-fuel ratio is larger than the determination reference value, if the direction of change is the rich direction, the original required air-fuel ratio is used as it is as the final required air-fuel ratio, The ignition timing is controlled so that the difference between the estimated torque and the required torque is compensated by the ignition timing.
- the direction of change of the required air-fuel ratio is the lean direction, the required air-fuel ratio with the change rate reduced while the ignition timing is maintained at the optimal ignition timing is used as the final required air-fuel ratio.
- the calculated change amount of the required air-fuel ratio is equal to or less than the determination reference value, the original required air-fuel ratio is used as it is as the final required air-fuel ratio, and the ignition timing is held at the optimal ignition timing.
- the ignition timing is set so as to suppress an increase in torque accompanying a delay in the decrease in the air amount with respect to the richness of the required air-fuel ratio. Since the angle is retarded, the driving performance can be maintained while suppressing the deviation of the torque generated by the internal combustion engine from the required torque. In this case, since the original required air-fuel ratio is used as it is for the fuel injection amount control, the effect on the exhaust gas performance obtained by positively changing the required air-fuel ratio can be obtained as expected.
- the reduced rate of change is used for calculating the target air amount.
- the response delay of the actual air amount can be eliminated or sufficiently reduced.
- the ignition timing is maintained at the optimal ignition timing, high fuel efficiency can be maintained as it is.
- the present control device it is possible to satisfy the demands related to the exhaust gas performance, the fuel efficiency performance, and the driving performance of the internal combustion engine in a balanced manner.
- the permission condition may further include that the oxygen storage amount of the catalyst disposed in the exhaust passage of the internal combustion engine exceeds a predetermined reference value. That is, if the change amount of the original required air-fuel ratio is larger than the air-fuel ratio change determination value, the change direction is rich, and the oxygen storage amount of the catalyst exceeds a predetermined reference value Further, the retard of the ignition timing may be permitted. In other words, if the oxygen storage amount of the catalyst does not exceed the predetermined reference value, the rate of change of the required air-fuel ratio changing in the rich direction should be relaxed and used as the final required air-fuel ratio. Can do.
- the oxygen storage amount of the catalyst can be obtained by calculation based on the change in the output signal of the oxygen sensor or air-fuel ratio sensor arranged downstream of the catalyst.
- the present control device calculates an air-fuel ratio richer than stoichiometric as the required air-fuel ratio after returning from the fuel cut, and changes the required air-fuel ratio to stoichiometric after a predetermined time has elapsed. By doing so, it is possible to reduce the oxygen storage amount of the catalyst that has been saturated during the fuel cut to an appropriate amount, thereby restoring the purification performance of the catalyst.
- the target air amount is increased and the difference between the estimated torque and the required torque is increased. It is preferable to control the ignition timing so as to compensate.
- the air amount control actuator operates in a direction to increase the air amount, and thus the estimated torque changes in the increasing direction.
- a difference occurs between the estimated torque and the required torque, and the ignition timing is retarded from the optimum ignition timing by the difference. That is, according to the present control device, the ignition timing can be retarded without increasing the torque by increasing the target air amount.
- the retarding of the ignition timing from the optimal ignition timing is, in other words, the advancement of the ignition timing to the optimal ignition timing.
- the torque decreases due to a delay in the increase in the air amount with respect to leaning of the required air-fuel ratio.
- the ignition timing since the ignition timing has a margin enough to advance, if the ignition timing is advanced, the torque can be rapidly increased to prevent torque fluctuation.
- the ignition timing is automatically advanced toward the optimal ignition timing by reducing the difference between the estimated torque and the required torque as the required air-fuel ratio becomes leaner. As a result, it is possible to maintain the driving performance while suppressing the deviation of the torque generated by the internal combustion engine from the required torque.
- An internal combustion engine (hereinafter referred to as an engine) to be controlled in the embodiment of the present invention is a spark ignition type four-cycle reciprocating engine.
- a three-way catalyst for purifying exhaust gas is provided in the exhaust passage of the engine.
- the control device controls the operation of the engine by operating an actuator provided in the engine.
- the actuator that can be operated by the control device includes an ignition device, a throttle, a fuel injection device, a variable valve timing mechanism, an EGR device, and the like.
- the control device operates a throttle, an ignition device, and a fuel injection device, and the control device operates these three actuators to control the operation of the engine.
- the control device of the present embodiment uses torque, air-fuel ratio, and efficiency as engine control amounts. More precisely, the torque here means the indicated torque generated by the engine, and the air-fuel ratio means the air-fuel ratio of the air-fuel mixture used for combustion.
- the efficiency in this specification means the ratio of the actually output torque to the potential torque that the engine can output. The maximum value of efficiency is 1, and at that time, the potential torque that can be output by the engine is actually output as it is. When the efficiency is smaller than 1, the torque that is actually output is smaller than the potential torque that can be output by the engine, and the margin is mainly output as heat and output from the engine.
- the control device 2 shown in the block diagram of FIG. 1 shows the configuration of the control device of the present embodiment.
- each component constituting the control device 2 includes three types of actuators, that is, a throttle 4, an ignition device 6, and a fuel injection device (INJ) 8 among various functional elements of the control device 2.
- a throttle 4 a throttle 4
- an ignition device 6 a fuel injection device 8
- FIG. 1 does not mean that the control device 2 is composed of only these elements.
- Each element may be configured by dedicated hardware, or the hardware may be shared and virtually configured by software.
- control device 2 will be described with a focus on the function of each element shown in FIG.
- control device 2 determines a required torque, a required efficiency, and a required air-fuel ratio (required A / F) as requests for the engine control amount.
- the required torque is determined by the required torque determination unit 10.
- the required torque determination unit 10 determines the required torque based on the operation amount of the accelerator pedal by the driver or a signal from a vehicle control system such as VSC, TRC, etc., depending on the engine operating conditions. .
- the required efficiency is determined by the required efficiency determining unit 12. As will be described later, the ignition timing is controlled to the optimal ignition timing by setting the required efficiency to 1, and the ignition timing is retarded from the optimal ignition timing by setting the required efficiency to a value smaller than 1.
- the required efficiency determination unit 12 fixes the required efficiency to 1 which is normally the maximum value of efficiency, and when there is an instruction (requested efficiency change instruction) from the integrated control unit 40 described later, The required efficiency is changed to a predetermined value smaller than 1.
- the required air-fuel ratio is determined by the required air-fuel ratio determining unit 14.
- the required air-fuel ratio determining unit 14 includes a required air-fuel ratio calculating unit 32, a low-pass filter (LPF) 34, and a switch 36.
- the required air-fuel ratio calculating unit 32 has a function of receiving a request regarding the exhaust gas performance of the engine and calculating an air-fuel ratio that satisfies the request as the required air-fuel ratio.
- the normal setting of the required air-fuel ratio is stoichiometric, but when necessary from the viewpoint of exhaust gas performance, it is changed to the lean side or the rich side.
- the required air-fuel ratio is periodically changed centering on stoichiometry, or the required air-fuel ratio is changed by air-fuel ratio feedback control. Further, at the time of return from the fuel cut, the required air-fuel ratio is made richer than stoichiometric for a predetermined period in order to quickly recover the NOx reduction capability of the catalyst.
- the required air-fuel ratio output from the required air-fuel ratio calculation unit 32 is divided into two, and one required air-fuel ratio is input to the switch 36 after passing through the low-pass filter 34.
- the other required air-fuel ratio is input to the switch 36 as it is.
- the low-pass filter 34 is, for example, a first-order lag filter, and is provided to moderate the change rate of the required air-fuel ratio.
- the time constant is set so that the change speed of the required air-fuel ratio relaxed by the low-pass filter 34 is equal to or lower than the response speed of the air amount with respect to the operation of the throttle 4.
- the switch 36 is in accordance with an instruction (switching instruction) from the integrated control unit 40 to be described later, whichever one of the input required air-fuel ratios, that is, either the required air-fuel ratio whose rate of change has been relaxed or the original required air-fuel ratio. select.
- the required air-fuel ratio selected by the switch 36 is determined as the final required air-fuel ratio, and is output from the required air-fuel ratio determining unit 14.
- the required air-fuel ratio determined by the required air-fuel ratio determining unit 14 is input to the fuel injection amount calculating unit 30.
- the fuel injection amount calculation unit 30 calculates the fuel injection amount from the required air-fuel ratio and the predicted air amount at the intake valve closing timing of the cylinder.
- the control device 2 operates the fuel injection device 8 so as to realize the fuel injection amount calculated by the fuel injection amount calculation unit 30.
- the required torque determined by the required torque determination unit 10 and the required efficiency determined by the required efficiency determination unit 12 are input to the air amount control torque calculation unit 16.
- the air amount control torque calculator 16 calculates the air amount control torque by dividing the required torque by the required efficiency. When the required efficiency is smaller than 1, the air amount control torque is raised more than the required torque.
- the air amount control torque is input to the target air amount calculation unit 18.
- the target air amount calculation unit 18 converts the air amount control torque into the target air amount (KL) using the air amount map.
- the amount of air here means the amount of air sucked into the cylinder (a non-dimensional filling efficiency or load factor can be used instead).
- the air amount map is based on the assumption that the ignition timing is the optimum ignition timing (the ignition timing on the more retarded side of the MBT and the trace knock ignition timing). It is a map associated with various engine state quantities including the key.
- the air amount map is created based on data obtained by testing the engine. The actual value or target value of the engine state quantity is used for searching the air quantity map.
- the required air-fuel ratio determined by the required air-fuel ratio determining unit 14 is used for map search. Therefore, the target air amount calculation unit 18 calculates the air amount necessary for realizing the air amount control torque under the required air-fuel ratio as the target air amount of the engine. When the required efficiency is less than 1, the target air amount is increased. This means that the throttle 4 is required to be able to potentially output a torque larger than the required torque.
- the target air amount is input to the target throttle opening calculation unit 20.
- the target throttle opening calculation unit 20 converts the target air amount (KL) into the throttle opening (TA) using an inverse model of the air model. Since the air model is a physical model that models the response characteristic of the air amount to the operation of the throttle 4, the throttle opening necessary for achieving the target air amount can be calculated backward by using the inverse model.
- the control device 2 operates the throttle 4 according to the throttle opening calculated by the target throttle opening calculation unit 20.
- the control device 2 calculates the estimated torque based on the actual throttle opening (actual TA) in the estimated torque calculator 22.
- the estimated torque is a torque that can be output when the ignition timing is set to the optimal ignition timing under the current throttle opening, that is, an estimated value of the torque that the engine can potentially output.
- the estimated torque calculation unit 22 first converts the throttle opening into the estimated air amount using the forward model of the air model described above. Next, the estimated air amount is converted into estimated torque using a torque map.
- the torque map is an inverse map of the air amount map described above, and is a map associated with the air amount, torque, and various engine state amounts as keys on the assumption that the ignition timing is the optimal ignition timing. . In the search of the torque map, the required air-fuel ratio determined by the required air-fuel ratio determining unit 14 is used. Therefore, the estimated torque calculation unit 22 calculates the torque estimated to be realized by the estimated air amount under the required air-fuel ratio.
- the estimated torque is input to the ignition timing control efficiency calculation unit 24 together with the replicated target torque.
- the ignition timing control efficiency calculation unit 24 calculates the ratio between the required torque and the estimated torque.
- the calculated ratio means efficiency for realizing the required torque, and is used as instruction efficiency for ignition timing control.
- the indicated efficiency for controlling the ignition timing is input to the ignition timing calculation unit 28 via the efficiency guard unit 26.
- the efficiency guard unit 26 limits the maximum value and the minimum value of the indicated efficiency by the upper limit guard value and the lower limit guard value.
- the upper guard value is a fixed value and is set to 1 which is the maximum value of efficiency.
- the lower limit guard value is variable and can take at least two values.
- the normal value of the lower limit guard value is 1, and in this case, the value of the indicated efficiency input to the ignition timing calculation unit 28 is held at 1 regardless of the ratio between the required torque and the estimated torque.
- the lower limit guard value is changed only when there is an instruction (guard release instruction) from the integrated control unit 40 described later. In that case, the efficiency guard 26 greatly lowers the lower limit guard value to a value that can ensure combustion.
- the ignition timing calculation unit 28 calculates the ignition timing (SA) from the input instruction efficiency for ignition timing control. Specifically, the optimal ignition timing is calculated based on the engine state quantity such as the engine speed, the required torque, the air-fuel ratio, and the like, and the retard amount with respect to the optimal ignition timing is calculated from the input instruction efficiency for ignition timing control. If the instruction efficiency is 1, the retardation amount is set to zero. The smaller the instruction efficiency is, the larger the retardation amount. Then, the optimum ignition timing plus the retard amount is calculated as the final ignition timing. For the calculation of the optimum ignition timing, for example, a map that associates the optimum ignition timing with various engine state quantities can be used.
- a map that associates the retard amount with the efficiency and various engine state amounts can be used.
- the actual values and target values of engine state quantities are used for searching these maps.
- the required air-fuel ratio determined by the required air-fuel ratio determining unit 14 is used for map search.
- the control device 2 operates the ignition device 6 in accordance with the ignition timing calculated by the ignition timing calculation unit 28. As described above, since the instruction efficiency is normally maintained at 1, normally, that is, unless the lower limit guard value of the instruction efficiency is canceled by the efficiency guard unit 26, the ignition timing is maintained at the optimum ignition timing. Yes.
- the integrated control unit 40 issues instructions to the required efficiency determining unit 12, the switch 36 of the required air-fuel ratio determining unit 14, and the efficiency guard unit 26, and performs integrated control thereof.
- the contents of the integrated control of each element 12, 26, 36 performed by the integrated control unit 40 can be represented by the flowchart of FIG.
- the integrated control unit 40 acquires a calculated value of the required air-fuel ratio (requested A / F) from the required air-fuel ratio calculating unit 32.
- the integrated control unit 40 acquires information related to the oxygen storage amount (OSA) of the catalyst disposed in the exhaust passage.
- the oxygen storage amount of the catalyst can be obtained by calculation based on the change in the output signal of the oxygen sensor arranged downstream of the catalyst.
- information on the oxygen storage amount is taken into the integrated control unit 40 from the outside, but the oxygen storage amount is taken inside the integrated control unit 40 by taking the output signal of the oxygen sensor into the integrated control unit 40. May be calculated.
- the integrated control unit 40 determines whether or not rich control after return from fuel cut is currently being performed (FC rich control) based on information input from the outside. For a while after returning from the fuel cut, the required air-fuel ratio is changed to the rich side and flows into the catalyst in order to reduce the oxygen storage amount of the catalyst that was saturated during the fuel cut to an appropriate amount. The air-fuel ratio of exhaust gas to be made is made richer than stoichiometric. If such control is not performed, the integrated control unit 40 next performs the determination in step S8.
- FC rich control rich control after return from fuel cut is currently being performed
- step S8 the integrated control unit 40 determines whether the change amount per calculation cycle of the required air-fuel ratio is larger than the air response equivalent value that is the determination reference value.
- the air response equivalent value is a value corresponding to the response speed of the air amount to the operation of the throttle 4.
- the integrated control unit 40 has a map that associates the air response equivalent value with the engine speed and the load, and determines the air response equivalent value used for the determination with reference to the map. If the determination result of step S8 is negative, the integrated control unit 40 maintains the current control state without changing the instructions to the elements 12, 26, and 36. On the other hand, if the determination result is affirmative, the integrated control unit 40 next performs the determination of step 10.
- step S10 the integrated control unit 40 determines whether the current value of the required air-fuel ratio is smaller than the previous value of the required air-fuel ratio, that is, whether the required air-fuel ratio has changed in the rich direction. If the determination result is negative, that is, if the direction of change in the required air-fuel ratio is the lean direction, the integrated control unit 40 performs the process of step S16. On the other hand, if the determination result is affirmative, that is, if the direction of change in the required air-fuel ratio is the rich direction, the integrated control unit 40 next performs the determination in step 12.
- step S12 the integrated control unit 40 determines whether or not the oxygen storage amount of the catalyst is larger than the OSA determination value that is the determination reference value, that is, whether or not there is a margin in the oxygen storage amount of the catalyst. If the determination result is negative, that is, if there is a surplus in the oxygen storage amount of the catalyst, the integrated control unit 40 performs the process of step S16. On the other hand, if the determination result is affirmative, that is, if there is no allowance for the oxygen storage amount of the catalyst, the integrated control unit 40 performs the process of step S14.
- step S14 the integrated control unit 40 issues a guard release instruction to the efficiency guard unit 26, and causes the efficiency guard unit 26 to release the lower limit guard value.
- the ignition timing control instruction efficiency input to the ignition timing calculation unit 28 can take a value smaller than one.
- the command efficiency is less than 1, the ignition timing is retarded from the optimal ignition timing.
- step S16 the integrated control unit 40 issues a switching instruction to the switch 36 of the required air-fuel ratio determining unit 14.
- the required air-fuel ratio output from the required air-fuel ratio determining unit 14 is switched from the original required air-fuel ratio calculated by the required air-fuel ratio calculating unit 32 to the required air-fuel ratio whose rate of change is relaxed by the low-pass filter 34. It is done.
- step S6 the integrated control unit 40 performs the process of step S18, and subsequently performs the process of step S16.
- step S18 the integrated control unit 40 instructs the required efficiency determining unit 12 to change the required efficiency to a value smaller than 1.
- the air amount control torque calculated by the air amount control torque calculating unit 16 is larger than the required torque, and the target air amount calculated by the target air amount calculating unit 18 is raised.
- the change of the required efficiency to a value lower than 1 is maintained until a predetermined time elapses after the required air-fuel ratio is returned to stoichiometric again.
- the requirements of the present invention for satisfying the requirements relating to the exhaust gas performance of the engine, the requirements relating to the fuel consumption performance, and the requirements relating to the driving performance in a balanced manner. The challenge will be achieved.
- the low-pass filter 34 whose rate of change is relaxed is output as the final required air-fuel ratio.
- the target air amount is calculated using the required air-fuel ratio in which the change speed is relaxed. Since the relaxed change speed of the required air-fuel ratio is set to be equal to or less than the response speed of the air to the operation of the throttle 4, the change speed of the target air amount can be realized by the operation of the throttle 4.
- the lower limit guard value is released by the efficiency guard unit 26 while the output required air-fuel ratio is maintained at the original required air-fuel ratio, and from the optimal ignition timing of the ignition timing. Is allowed.
- the ignition timing is automatically retarded so as to suppress it. Therefore, in this case, it is possible to satisfy the requirements regarding the driving performance by suppressing the engine torque fluctuation while obtaining the effect on the exhaust gas performance as expected.
- the purification performance of the catalyst does not suddenly decrease if there is a certain margin in the amount of oxygen stored in the catalyst.
- the ignition timing is kept at the optimal ignition timing. What the rate of change is reduced by the low-pass filter 34 is output as the final required air-fuel ratio.
- the target air amount is calculated using the required air-fuel ratio in which the change speed is relaxed, and the throttle 4 is operated according to the target air amount.
- the target air amount is raised until the required air-fuel ratio is returned to stoichiometric again after the required air-fuel ratio is enriched with the return from the fuel cut, and in parallel therewith. Then, the lower limit guard value is canceled by the efficiency guard unit 26.
- the throttle 4 operates to increase its opening.
- the estimated torque calculated based on the actual throttle opening becomes larger than the required torque, and the ignition timing is retarded from the optimal ignition timing so as to compensate for the difference. By retarding the ignition timing, there is a margin for advancement between the optimum ignition timing and the current ignition timing.
- the torque decreases due to the delay in the increase in the air amount with respect to the leaning of the required air-fuel ratio.
- the control device 2 of the present embodiment the ignition timing is automatically advanced toward the optimal ignition timing by reducing the difference between the estimated torque and the required torque as the required air-fuel ratio becomes leaner. . As a result, it is possible to maintain the driving performance while suppressing the deviation of the torque generated by the engine from the required torque.
- control device 2 of the present embodiment it is possible to satisfy the requirements regarding the exhaust gas performance of the engine, the requirements regarding the fuel consumption performance, and the requirements regarding the driving performance in a balanced manner.
- the throttle is used as an actuator for controlling the air amount, but an intake valve having a variable lift amount or operating angle may be used.
- the change speed of the required air-fuel ratio is reduced by the low-pass filter, but so-called annealing processing may be used.
- An example of the annealing process is a weighted average.
- the rate of change can be reduced by performing guard processing on the change rate of the required air-fuel ratio.
Landscapes
- 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)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
- Electrical Control Of Ignition Timing (AREA)
- Exhaust Gas After Treatment (AREA)
Abstract
Description
4 スロットル
6 点火装置
8 燃料噴射装置
10 要求トルク決定部
12 要求効率決定部
14 要求空燃比決定部
16 空気量制御用トルク算出部
18 目標空気量算出部
20 スロットル開度算出部
22 推定トルク算出部
24 点火時期制御用効率算出部
26 効率ガード部
28 点火時期算出部
30 燃料噴射量算出部
32 要求空燃比算出部
34 ローパスフィルタ
36 スイッチ
40 統合制御部
Claims (3)
- 内燃機関が発生させるトルクの要求値(以下、要求トルク)を決定する要求トルク決定手段と、
燃焼に供される混合気の空燃比の要求値(以下、要求空燃比)を決定する要求空燃比決定手段と、
最適点火時期における空気量とトルクとの関係を空燃比に関連付けて定めたデータに基づいて、前記要求空燃比のもとで前記要求トルクを実現するための目標空気量を算出する目標空気量算出手段と、
前記目標空気量に従って空気量制御用のアクチュエータを操作する空気量制御手段と、
前記要求空燃比に従って燃料噴射量制御用のアクチュエータを操作する燃料噴射量制御手段と、
前記空気量制御用アクチュエータの動作により実現される空気量を推定し、最適点火時期における空気量とトルクとの関係を空燃比に関連付けて定めたデータに基づいて、前記要求空燃比のもとで前記推定空気量によって実現されるトルクを推定するトルク推定手段と、
所定の許可条件が満たされた場合には、前記推定トルクと前記要求トルクとの間に生じる差を点火時期によって補償するように点火時期を制御し、前記許可条件が満たされていない場合には、点火時期を最適点火時期に保持する点火時期制御手段と、を備え、
前記要求空燃比決定手段は、
前記内燃機関の排気ガス性能に関する要求を受け、前記要求を満足させる空燃比を要求空燃比として算出する要求空燃比算出手段と、
前記要求空燃比算出手段で算出された要求空燃比の信号を処理してその変化速度を緩和させる変化速度緩和手段と、
所定の緩和条件が満たされた場合には、前記変化速度緩和手段により変化速度を緩和された要求空燃比を最終的な要求空燃比として決定し、前記緩和条件が満たされていない場合には、前記要求空燃比算出手段で算出された要求空燃比を最終的な要求空燃比として決定する最終決定手段とを備え、
前記許可条件には、前記要求空燃比算出手段で算出された要求空燃比がリッチ方向に変化し、且つ、その変化量が所定の判定基準値よりも大きいことが含まれ、
前記緩和条件には、前記要求空燃比算出手段で算出された要求空燃比の変化量が前記判定基準値よりも大きく、且つ、前記許可条件が満たされていないことが含まれることを特徴とする内燃機関の制御装置。 - 前記許可条件には、さらに、前記内燃機関の排気通路に配置された触媒の酸素貯蔵量が所定の基準値を超えていることが含まれることを特徴とする請求項1に記載の内燃機関の制御装置。
- 前記要求空燃比算出手段は、燃料カットからの復帰後はストイキよりもリッチな空燃比を要求空燃比として算出し、所定時間の経過後に要求空燃比をストイキに変化させるように構成され、
前記制御装置は、燃料カットからの復帰後、少なくとも前記要求空燃比がリッチ化されてからストイキに変化させられるまでの間、前記目標空気量を嵩上げする目標空気量嵩上げ手段をさらに備え、
前記点火時期制御手段は、少なくとも前記目標空気量が嵩上げされている間は、前記推定トルクと前記要求トルクとの間に生じる差を点火時期の進角或いは遅角によって補償するように構成されていることを特徴とする請求項1又は2に記載の内燃機関の制御装置。
Priority Applications (5)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US13/513,978 US8666635B2 (en) | 2010-12-27 | 2010-12-27 | Control device for internal combustion engine |
PCT/JP2010/073542 WO2012090267A1 (ja) | 2010-12-27 | 2010-12-27 | 内燃機関の制御装置 |
CN201080070960.5A CN103299051B (zh) | 2010-12-27 | 2010-12-27 | 内燃机的控制装置 |
JP2012525561A JP5252133B2 (ja) | 2010-12-27 | 2010-12-27 | 内燃機関の制御装置 |
DE112010006093.2T DE112010006093B4 (de) | 2010-12-27 | 2010-12-27 | Steuerungsvorrichtung für eine Verbrennungskraftmaschine |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
PCT/JP2010/073542 WO2012090267A1 (ja) | 2010-12-27 | 2010-12-27 | 内燃機関の制御装置 |
Publications (1)
Publication Number | Publication Date |
---|---|
WO2012090267A1 true WO2012090267A1 (ja) | 2012-07-05 |
Family
ID=46382418
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/JP2010/073542 WO2012090267A1 (ja) | 2010-12-27 | 2010-12-27 | 内燃機関の制御装置 |
Country Status (5)
Country | Link |
---|---|
US (1) | US8666635B2 (ja) |
JP (1) | JP5252133B2 (ja) |
CN (1) | CN103299051B (ja) |
DE (1) | DE112010006093B4 (ja) |
WO (1) | WO2012090267A1 (ja) |
Cited By (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP2014145310A (ja) * | 2013-01-29 | 2014-08-14 | Toyota Motor Corp | 異常検出装置 |
CN105378249A (zh) * | 2013-07-09 | 2016-03-02 | 丰田自动车株式会社 | 内燃机的控制装置 |
JPWO2014188601A1 (ja) * | 2013-05-24 | 2017-02-23 | トヨタ自動車株式会社 | 内燃機関の制御装置 |
WO2019230406A1 (ja) * | 2018-05-31 | 2019-12-05 | 株式会社デンソー | 内燃機関の制御装置および内燃機関の制御方法 |
JP7493885B2 (ja) | 2020-10-01 | 2024-06-03 | ダイハツ工業株式会社 | 内燃機関の制御装置 |
Families Citing this family (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
WO2014184871A1 (ja) | 2013-05-14 | 2014-11-20 | トヨタ自動車株式会社 | 内燃機関の制御装置 |
CN105247194B (zh) * | 2013-05-24 | 2018-10-09 | 丰田自动车株式会社 | 内燃机的控制装置 |
CN106438069B (zh) * | 2016-08-24 | 2019-02-15 | 中国第一汽车股份有限公司 | 一种稀燃天然气发动机扭矩估计方法 |
JP7020088B2 (ja) * | 2017-12-06 | 2022-02-16 | トヨタ自動車株式会社 | 内燃機関の制御装置 |
KR20210105665A (ko) * | 2020-02-19 | 2021-08-27 | 현대자동차주식회사 | 조기 점화시 공연비 제어 방법 및 공연비 제어 시스템 |
Citations (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPH08319862A (ja) * | 1995-05-25 | 1996-12-03 | Toyota Motor Corp | 内燃機関の制御装置 |
JP2003328809A (ja) * | 2002-05-09 | 2003-11-19 | Denso Corp | 筒内噴射式内燃機関の制御装置 |
JP2005113877A (ja) * | 2003-10-10 | 2005-04-28 | Denso Corp | 内燃機関の制御装置 |
Family Cites Families (17)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US5426938A (en) * | 1992-09-18 | 1995-06-27 | Honda Giken Kogyo Kabushiki Kaisha | Control system for internal combustion engines |
DE69522379T2 (de) * | 1994-06-17 | 2002-05-29 | Hitachi Ltd | Ausgangsdrehmoment-Steuerungsvorrichtung und Verfahren für eine Brennkraftmaschine |
JPH09126040A (ja) * | 1995-11-02 | 1997-05-13 | Hitachi Ltd | 内燃機関の制御装置 |
US5931138A (en) * | 1996-02-23 | 1999-08-03 | Nissan Motor Co., Ltd. | Engine torque control apparatus |
JP3211677B2 (ja) * | 1996-08-28 | 2001-09-25 | 三菱自動車工業株式会社 | 筒内噴射式内燃機関の点火時期制御装置 |
JPH11159377A (ja) * | 1997-12-01 | 1999-06-15 | Hitachi Ltd | エンジン制御装置 |
US6708681B2 (en) * | 2000-07-07 | 2004-03-23 | Unisia Jecs Corporation | Method and device for feedback controlling air-fuel ratio of internal combustion engine |
EP1279821B1 (en) * | 2001-07-23 | 2005-04-06 | Visteon Global Technologies, Inc. | Engine torque controller |
JP2003239786A (ja) * | 2002-02-15 | 2003-08-27 | Toyota Motor Corp | 内燃機関の空燃比制御装置、及び空燃比制御方法 |
JP4251081B2 (ja) * | 2003-11-21 | 2009-04-08 | 株式会社デンソー | 内燃機関の制御装置 |
JP4375213B2 (ja) * | 2004-11-19 | 2009-12-02 | トヨタ自動車株式会社 | 内燃機関の制御装置および制御方法 |
JP4726663B2 (ja) * | 2006-03-22 | 2011-07-20 | 日立オートモティブシステムズ株式会社 | 内燃機関の空燃比制御装置 |
JP4329799B2 (ja) * | 2006-09-20 | 2009-09-09 | トヨタ自動車株式会社 | 内燃機関の空燃比制御装置 |
JP4396748B2 (ja) | 2007-08-21 | 2010-01-13 | トヨタ自動車株式会社 | 内燃機関の制御装置 |
JP4926917B2 (ja) * | 2007-11-12 | 2012-05-09 | 日立オートモティブシステムズ株式会社 | エンジン制御装置 |
JP4664395B2 (ja) * | 2008-05-23 | 2011-04-06 | 日立オートモティブシステムズ株式会社 | エンジンの制御装置 |
JP2010007489A (ja) * | 2008-06-24 | 2010-01-14 | Toyota Motor Corp | 内燃機関の制御装置 |
-
2010
- 2010-12-27 DE DE112010006093.2T patent/DE112010006093B4/de not_active Expired - Fee Related
- 2010-12-27 JP JP2012525561A patent/JP5252133B2/ja not_active Expired - Fee Related
- 2010-12-27 CN CN201080070960.5A patent/CN103299051B/zh not_active Expired - Fee Related
- 2010-12-27 WO PCT/JP2010/073542 patent/WO2012090267A1/ja active Application Filing
- 2010-12-27 US US13/513,978 patent/US8666635B2/en not_active Expired - Fee Related
Patent Citations (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPH08319862A (ja) * | 1995-05-25 | 1996-12-03 | Toyota Motor Corp | 内燃機関の制御装置 |
JP2003328809A (ja) * | 2002-05-09 | 2003-11-19 | Denso Corp | 筒内噴射式内燃機関の制御装置 |
JP2005113877A (ja) * | 2003-10-10 | 2005-04-28 | Denso Corp | 内燃機関の制御装置 |
Cited By (7)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP2014145310A (ja) * | 2013-01-29 | 2014-08-14 | Toyota Motor Corp | 異常検出装置 |
JPWO2014188601A1 (ja) * | 2013-05-24 | 2017-02-23 | トヨタ自動車株式会社 | 内燃機関の制御装置 |
CN105378249A (zh) * | 2013-07-09 | 2016-03-02 | 丰田自动车株式会社 | 内燃机的控制装置 |
WO2019230406A1 (ja) * | 2018-05-31 | 2019-12-05 | 株式会社デンソー | 内燃機関の制御装置および内燃機関の制御方法 |
JP2019210816A (ja) * | 2018-05-31 | 2019-12-12 | 株式会社デンソー | 内燃機関の制御装置および内燃機関の制御方法 |
JP7106993B2 (ja) | 2018-05-31 | 2022-07-27 | 株式会社デンソー | 内燃機関の制御装置および内燃機関の制御方法 |
JP7493885B2 (ja) | 2020-10-01 | 2024-06-03 | ダイハツ工業株式会社 | 内燃機関の制御装置 |
Also Published As
Publication number | Publication date |
---|---|
US8666635B2 (en) | 2014-03-04 |
JPWO2012090267A1 (ja) | 2014-06-05 |
DE112010006093B4 (de) | 2014-10-02 |
US20130275028A1 (en) | 2013-10-17 |
CN103299051B (zh) | 2014-08-27 |
DE112010006093T5 (de) | 2014-06-18 |
JP5252133B2 (ja) | 2013-07-31 |
CN103299051A (zh) | 2013-09-11 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
JP5252133B2 (ja) | 内燃機関の制御装置 | |
JP5126425B2 (ja) | 内燃機関の制御装置 | |
JP2009068403A (ja) | 内燃機関の制御装置 | |
JP4941193B2 (ja) | 内燃機関の制御装置 | |
JP2009047101A (ja) | 内燃機関の制御装置 | |
JP4957868B1 (ja) | 内燃機関の制御装置 | |
JP5534098B2 (ja) | 内燃機関の制御装置 | |
JP2009299667A (ja) | 内燃機関の制御装置 | |
JP2017008839A (ja) | 内燃機関の制御装置 | |
JP5115665B2 (ja) | 内燃機関の制御装置 | |
JP5240416B2 (ja) | 内燃機関の制御装置 | |
JP2010053826A (ja) | 内燃機関の制御装置 | |
JP4952687B2 (ja) | 内燃機関の制御装置 | |
JP5326997B2 (ja) | 内燃機関の制御装置 | |
JP2010223122A (ja) | 内燃機関の制御装置 | |
JP5108799B2 (ja) | 内燃機関の制御装置 | |
JP2015117604A (ja) | 内燃機関の制御装置 |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
WWE | Wipo information: entry into national phase |
Ref document number: 2012525561 Country of ref document: JP |
|
WWE | Wipo information: entry into national phase |
Ref document number: 13513978 Country of ref document: US |
|
121 | Ep: the epo has been informed by wipo that ep was designated in this application |
Ref document number: 10861370 Country of ref document: EP Kind code of ref document: A1 |
|
WWE | Wipo information: entry into national phase |
Ref document number: 112010006093 Country of ref document: DE Ref document number: 1120100060932 Country of ref document: DE |
|
122 | Ep: pct application non-entry in european phase |
Ref document number: 10861370 Country of ref document: EP Kind code of ref document: A1 |