WO2013018895A1 - Dispositif d'étalonnage de capteur de débit d'air - Google Patents

Dispositif d'étalonnage de capteur de débit d'air Download PDF

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Publication number
WO2013018895A1
WO2013018895A1 PCT/JP2012/069863 JP2012069863W WO2013018895A1 WO 2013018895 A1 WO2013018895 A1 WO 2013018895A1 JP 2012069863 W JP2012069863 W JP 2012069863W WO 2013018895 A1 WO2013018895 A1 WO 2013018895A1
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Prior art keywords
intake air
intake
engine
value
air flow
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PCT/JP2012/069863
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English (en)
Japanese (ja)
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充宏 阿曽
良文 花村
信貴 石井
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いすゞ自動車株式会社
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Publication of WO2013018895A1 publication Critical patent/WO2013018895A1/fr

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/18—Circuit arrangements for generating control signals by measuring intake air flow
    • 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
    • F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D41/0047—Controlling exhaust gas recirculation [EGR]
    • F02D41/005—Controlling exhaust gas recirculation [EGR] according to engine operating conditions
    • F02D41/0055—Special engine operating conditions, e.g. for regeneration of exhaust gas treatment apparatus
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/12—Introducing corrections for particular operating conditions for deceleration
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
    • F02D41/2425—Particular ways of programming the data
    • F02D41/2429—Methods of calibrating or learning
    • F02D41/2441—Methods of calibrating or learning characterised by the learning conditions
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
    • F02D41/2425—Particular ways of programming the data
    • F02D41/2429—Methods of calibrating or learning
    • F02D41/2451—Methods of calibrating or learning characterised by what is learned or calibrated
    • F02D41/2474—Characteristics of sensors
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/04—Engine intake system parameters
    • F02D2200/0411—Volumetric efficiency
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

Definitions

  • the present invention relates to an air flow rate sensor calibration device that can perform EGR full-closed control during running without increasing NOx emission and improve the accuracy of detecting the intake air amount.
  • ⁇ Intake air volume is one of the important engine parameters for engine control.
  • an air flow sensor (hereinafter referred to as MAF sensor) is installed in the intake pipe of the engine.
  • EGR exhaust gas is taken into the intake air at an appropriate ratio, so that combustion in the engine is blunted and nitrogen oxide (hereinafter referred to as NOx) emission is suppressed.
  • NOx nitrogen oxide
  • PM emission of particulate matter
  • the EGR ratio is controlled in a region where the NOx emission and the PM emission fall within specified values.
  • EGR control is performed based on the intake air amount, if there is a detection error in the MAF sensor, an EGR control error occurs.
  • the EGR control error causes a NOx discharge error and a PM discharge error.
  • the PM trapping amount in the diesel particulate filter hereinafter referred to as DPF
  • the DPF regeneration frequency is affected.
  • the fuel consumption varies. For example, if the same type of vehicle is expected to have the same fuel efficiency, if the detection value of the MAF sensor varies from vehicle to vehicle, a difference in fuel efficiency occurs. In order to prevent this, there is a method for increasing the detection accuracy of the MAF sensor.
  • the sulfur purge operation is performed to release sulfur components adhering to the catalyst of the NOx occlusion device (hereinafter referred to as LNT), and is necessary control for vehicles equipped with LNT that are being realized in recent years.
  • LNT NOx occlusion device
  • the sulfur purge operation is performed, the fuel injection amount is increased, so that accurate air-fuel ratio control is required to avoid abnormal catalyst overheating and hydrogen sulfide discharge.
  • the air-fuel ratio control In order to perform the air-fuel ratio control accurately, it is necessary to accurately detect the intake air amount, and the importance of suppressing the detection error of the MAF sensor is increasing.
  • the detection accuracy of the MAF sensor mounted on the vehicle changes due to the influence from the intake pipe, in addition to the detection accuracy provided in the MAF sensor alone.
  • the detection error of the MAF sensor alone is only about 2 to 3%.
  • the detection accuracy of the MAF sensor mounted on the vehicle reaches a maximum of 10%.
  • individual differences in detection error are large even in the same type of vehicle.
  • the detection error in the on-board MAF sensor For example, the air filter is contaminated, the air filter is attached incorrectly, the dimensional solid difference such as the diameter of the intake pipe from the MAF sensor to the engine, There are solid differences in the amount of thermal expansion. For this reason, the effect on the detection accuracy of the intake air amount in the vehicle brought about by the detection accuracy improvement of the MAF sensor alone is limited, and the detection accuracy of the entire apparatus with the MAF sensor attached to the intake pipe is low. There is a need to improve.
  • a speed density method is known in which an engine parameter other than the intake air amount is used to obtain the intake air amount by calculation.
  • the MAF sensor can be diagnosed and calibrated by comparing the value calculated by the speed density type calculation formula with the value detected by the MAF sensor. By calibrating the MAF sensor in this way, it can be expected to improve the detection accuracy of the MAF sensor.
  • volume efficiency is the ratio between the capacity of a mechanical cylinder determined by the cross-sectional area of the cylinder and the piston stroke length and the amount of air actually taken into the cylinder, and has been conventionally considered to be a constant inherent to the engine.
  • volumetric efficiency fluctuates due to fluctuations in engine parameters and the error in the calculated value of the intake air amount fluctuates, the accuracy of the calculated value decreases, and the calculated value cannot be used effectively for calibration of the MAF sensor.
  • the speed density calculation formula cannot obtain the correct intake air amount when the EGR valve is open.
  • This arithmetic expression is an expression showing how much gas the engine has inhaled. If the EGR valve is closed and there is no gas return due to EGR, the amount of gas sucked by the engine is equal to the amount of air that has passed through the intake pipe in which the MAF sensor is installed. However, when the EGR valve is open, the gas returned from the exhaust manifold is also sucked into the engine, so that the amount of gas sucked by the engine and the amount of air passing through the intake pipe are not the same. Therefore, if the EGR valve is open, the calculation formula cannot obtain an accurate intake air amount.
  • the present inventor considers that the EGR valve is controlled to be fully closed and the MAF sensor is calibrated in a state where the calculated value indicates an accurate intake air amount. However, if the EGR valve is controlled to be fully closed during traveling, NOx emissions increase, which is not preferable.
  • an object of the present invention is to provide an air flow sensor calibration device that solves the above-described problems, can perform EGR full-closed control during running without increasing NOx emission, and can improve the detection accuracy of the intake air amount. is there.
  • an air flow sensor calibration apparatus is an air flow sensor calibration apparatus that calibrates an air flow sensor that detects an intake air amount of an intake pipe of a vehicle engine, and is An engine brake detector that detects that the engine is decelerated due to the operation of the engine brake by turning off, and the EGR valve is fully closed so that only intake air that has passed through the intake pipe is drawn into the engine during deceleration due to operation of the engine brake.
  • the EGR fully-closed control unit to be controlled and the EGR valve are fully closed, the intake pressure, the intake air temperature, and the engine speed are input variables, and the volume efficiency measured in advance in the standard operation state of the engine is a constant.
  • the basic formula calculation unit that calculates the intake air amount using the basic formula and the calculated value of the basic formula are measured in advance in the standard operating state of the engine.
  • a volumetric efficiency correction calculator that corrects the volumetric efficiency variation due to the engine parameter variation by multiplying a correction term based on the ratio between the engine parameter and the current engine parameter, and the calculation of the corrected intake air amount
  • a calibration value storage unit that learns a difference between a detected value of the intake air amount by the air flow rate sensor and stores it as a calibration value, and adds the calibration value to the detected value of the intake air amount by the air flow rate sensor for inhalation
  • a calibration calculation unit for setting the air amount.
  • the engine brake detector detects that the vehicle is running, the accelerator is off, the fuel injection amount is 0, the vehicle speed is decreasing or the engine speed is decreasing, and the vehicle is decelerating so that the engine brake is decelerated. Is preferably determined.
  • the EGR fully-closed control unit preferably controls the EGR valve to be fully closed after the engine brake detection unit determines that the engine brake is decelerated, and fully opens the intake throttle in synchronization with the EGR valve being fully closed.
  • a crank angle detection sensor for detecting an intake pressure and an intake temperature from an intake pressure sensor and an intake temperature sensor provided in an intake manifold and a rotation of a crankshaft of the engine during deceleration of an engine brake. It is preferable to calculate the intake air amount by a basic equation using the engine speed from the above as an input variable.
  • the volumetric efficiency correction calculation unit includes an intake air temperature correction term based on a ratio between the reference intake air temperature and the intake air temperature, a cooling water temperature correction term based on a ratio between the reference cooling water temperature and the cooling water temperature, a reference intake-exhaust pressure, and an intake-exhaust pressure.
  • it comprises an intake-exhaust pressure ratio correction term.
  • a conversion table between the output voltage value of the air flow sensor and the intake air amount is set, the intake air amount is read from the voltage value, and the calibration storage unit reads the corrected intake air amount and the conversion table. It is preferable to obtain and store a calibration value from the difference in the intake air amount obtained.
  • the calibration calculation unit adds the calibration value read from the calibration value storage unit to the detected value of the intake air amount by the intake air flow rate sensor and sets the intake air amount, regardless of the EGR valve opening degree, while the vehicle is traveling. Is preferred.
  • the present invention exhibits the following excellent effects.
  • EGR full-closed control during running can be performed without increasing NOx emissions.
  • an air flow sensor calibration apparatus is an air flow sensor calibration apparatus that calibrates an air flow sensor (MAF sensor) 3 that detects the intake air amount of an intake pipe 2 of an engine 1 of a vehicle.
  • An engine brake detection unit 4 that detects that the vehicle is decelerating due to the operation of the engine brake by turning off the accelerator while traveling, and only the intake air that has passed through the intake pipe 2 during the deceleration due to the operation of the engine brake.
  • the EGR full-close control unit 6 that performs full-close control of the EGR valve 5 so as to be sucked into the engine, and when the EGR valve 5 is fully closed, the intake pressure, the intake air temperature, and the engine speed are input variables, and the engine 1 is operated in advance for reference operation
  • the basic equation calculation unit 7 for calculating the intake air amount by a basic equation with the volumetric efficiency measured in the state as a constant, and the calculated value of the basic equation, the engine 1 performs the reference operation in advance.
  • a volume efficiency correction calculation unit 8 that performs a correction calculation of a volume efficiency variation due to a change in the engine parameter by multiplying a correction term based on a ratio between the engine parameter measured in the state and the current engine parameter, and a correction calculation
  • a calibration value storage unit 9 that learns a difference between the calculated value of the intake air amount and a detected value of the intake air amount by the air flow sensor 3 and stores it as a calibration value, and a detected value of the intake air amount by the air flow sensor 3
  • a calibration calculation unit 10 that adds the calibration value to the intake air amount.
  • the engine brake detection unit 4, the EGR fully closed control unit 6, the basic formula calculation unit 7, the volumetric efficiency correction calculation unit 8, the calibration value storage unit 9, and the calibration calculation unit 10 are mounted as software on the engine control device (ECM) 11.
  • the ECM 11 is also referred to as an electronic control unit (ECU).
  • the air flow sensor calibration device of the present invention includes an intake pressure sensor 12 that detects intake pressure, an intake temperature sensor 13 that detects intake air temperature, and a crank angle sensor that detects the engine speed from the rotation of the crankshaft 14 of the engine 1. 15, a cooling water temperature sensor 16 that detects the temperature of the cooling water, an exhaust pressure sensor 17 that detects the exhaust pressure, and an atmospheric pressure sensor 18 that detects the atmospheric pressure.
  • the vehicle is provided with an air cleaner 19 for collecting dust on the most inlet side of the intake pipe 2.
  • the MAF sensor 3 is located downstream of the air cleaner 19.
  • a compressor 21 of a turbocharger 20 is connected to the intake pipe 2 downstream of the MAF sensor 3, and an intercooler 22 that cools intake air is connected downstream of the compressor 21.
  • An intake throttle 23 is installed in the intake pipe 2 downstream of the intercooler 22, and the intake pipe 2 is connected to an intake manifold 24 of the engine 1 downstream of the intake throttle 23.
  • An exhaust pipe 26 is connected to the exhaust manifold 25 of the engine 1, and a turbine 27 of the turbocharger 20 is provided in the exhaust pipe 26.
  • An exhaust brake 28 is provided downstream of the turbine 27 in the exhaust pipe 26.
  • a diesel particulate diffuser (hereinafter referred to as DPD) 29 that collects PM in the exhaust gas is provided downstream of the exhaust brake 28.
  • the DPD 29 is also referred to as a DPF.
  • An EGR pipe 30 is provided between the exhaust manifold 25 and the intake manifold 24.
  • the EGR pipe 30 is provided with an EGR cooler 31 and an EGR valve 5.
  • the intake pressure sensor 12 and the intake temperature sensor 13 are installed in the intake manifold 24.
  • the crank angle sensor 15 is installed facing a sensor gear attached to the crankshaft 14.
  • the coolant temperature sensor 16 is installed at an appropriate location of the coolant circulation system of the engine 1, for example, a water jacket.
  • the exhaust pressure sensor 17 is installed in the exhaust manifold 25.
  • the calculation formula (1) for the intake air amount is composed of a basic formula and three correction terms.
  • the basic formula is equivalent to the calculation formula in the conventionally known speed density method.
  • the correction term is set independently for each engine parameter that causes fluctuations in volumetric efficiency, and any of these is a coefficient term (a term to be multiplied) with respect to the basic formula.
  • intake air temperature, cooling water temperature, and intake-exhaust pressure ratio are used as engine parameters that cause fluctuations in volumetric efficiency.
  • the three correction terms are an intake air temperature correction term, a cooling water temperature correction term, and an intake-exhaust pressure ratio correction term.
  • the gas constant Rair of air is a fixed value.
  • the intake air temperature TAIm is detected by the intake air temperature sensor 13. Since the intake air temperature TAIm is detected in degrees Celsius, 273 is added to obtain the absolute temperature.
  • the intake pressure PAIm is detected by the intake pressure sensor 12.
  • the atmospheric pressure PA_A is detected by the atmospheric pressure sensor 18. Since the intake pressure PAIm is detected as a gauge pressure, it becomes an absolute pressure by adding the atmospheric pressure PA_A.
  • the total displacement Vcyl is a value specific to the engine.
  • the engine speed Ne is detected by the crank angle sensor 15.
  • the basic equation uses the intake air temperature TAIm, the intake pressure PAIm, and the engine speed Ne as input variables, and the reference volume efficiency ⁇ 0 as a constant.
  • the reference volume efficiency ⁇ 0, the reference intake air temperature TAIm0, the reference cooling water temperature THW0, the reference intake pressure PAIm0, the reference exhaust pressure PETbI0, and the reference atmospheric pressure PA_A0 are set to values obtained by measurement and calculation through experiments.
  • the intake air temperature correction multiplier m, the coolant temperature correction multiplier a, and the pressure ratio correction multiplier n values obtained by calculation through experiments are set.
  • the reference volumetric efficiency ⁇ 0 is determined by measuring the intake air amount Mair with a precisely calibrated measuring instrument in the reference operation state when the engine 1 is in a steady operation state (non-transient operation state). This is obtained by calculating back the basic equation from the air amount Mair, the intake air temperature TAIm, the intake air pressure PAIm, and the engine speed Ne.
  • the reference intake air temperature TAIm0, the reference cooling water temperature THW0, the reference intake pressure PAIm0, the reference exhaust pressure PETbI0, and the reference atmospheric pressure PA_A0 are measured in the same operating state as when the reference volume efficiency ⁇ 0 was obtained. These reference values are set in the map with the reference volume efficiency ⁇ 0 and the fuel amount and the engine speed as reference axes.
  • the intake air temperature correction multiplier m, the cooling water temperature correction multiplier a, and the pressure ratio correction multiplier n vary from the steady operation state of the engine 1 to one desired engine parameter among the intake air temperature, the cooling water temperature, and the intake to exhaust pressure ratio.
  • the intake air amount Mair is measured with a precisely calibrated measuring instrument, and the volume efficiency is obtained by calculating back the basic equation from the intake air amount Mair. It is estimated so that the variation in volumetric efficiency can be obtained.
  • These correction multipliers are set in a map having the fuel amount and the engine speed as reference axes.
  • gas is sucked from the intake manifold 24 into each cylinder of the engine 1 via the intake port.
  • Such an intake operation is repeatedly performed several tens of times per second according to the engine speed.
  • the ease of inhalation of the gas is affected by the viscosity of the gas. Since the viscosity of the gas depends on the temperature, the viscosity of the gas varies depending on the intake air temperature, and the ease with which the gas is sucked into the cylinder varies. For this reason, the volumetric efficiency fluctuates due to fluctuations in the intake air temperature.
  • the wall temperature of the cylinder and the intake manifold 24 is usually higher than the atmospheric temperature. Since the gas that has entered the cylinder from the intake pipe 2 via the intake manifold 24 is heated by the wall and expands, the gas that is going to enter thereafter is obstructed. Depending on the wall temperature, the magnitude of the blockage to the gas entering the cylinder varies.
  • the cooling water temperature reflects the wall temperature, and therefore, the volumetric efficiency fluctuates due to fluctuations in the cooling water temperature.
  • the exhaust pipe 26 is provided with a post-processing device such as a DPD 29.
  • a post-processing device such as a DPD 29.
  • the amount of exhaust coming out of the cylinder varies. That is, if a large amount of collected matter is accumulated in the post-processing device, the exhaust resistance increases, so that there is a gas that does not come out of the cylinder.
  • Such a phenomenon is called internal EGR.
  • internal EGR When internal EGR occurs, it becomes difficult for gas to enter the cylinder, and the volumetric efficiency fluctuates.
  • the degree of internal EGR can be expressed by the ratio between the intake pressure and the exhaust pressure. That is, the volumetric efficiency fluctuates due to fluctuations in the intake to exhaust pressure ratio.
  • volumetric efficiency fluctuates due to fluctuations in the intake air temperature, the coolant temperature, and the intake-exhaust pressure ratio, and each is an individual event.
  • the present inventor considered performing a calculation using a basic equation that uses the volumetric efficiency (reference value) measured in the reference operating state, and correcting the calculated value for each of these engine parameters.
  • the correction term is a term that becomes a coefficient with respect to the basic formula, and is based on the ratio of the engine parameter (reference value) measured in advance in the reference operation state to the current engine parameter (sensor value).
  • the term represented by the ratio is greater than 1 if the sensor value that is the numerator is larger than the reference value that is the denominator, and less than 1 if the sensor value is smaller than the reference value.
  • the volumetric efficiency is a fixed value regardless of the operating state of the engine 1, so that if the actual volumetric efficiency varies depending on the operating state of the engine 1, the intake air amount is accurately calculated.
  • a correction term for correcting the volumetric efficiency variation due to the engine parameter variation is added to the basic formula using the reference volumetric efficiency ⁇ 0. Therefore, it is possible to cope with fluctuations in volumetric efficiency and to calculate the intake air amount with high accuracy. Further, since a correction term is provided for each engine parameter, it is possible to individually cope with variations in a plurality of engine parameters and to superimpose them.
  • the present inventor conducted an experiment to compare the calculated value calculated by the calculation formula (1) of the intake air amount with the measured value of the intake air amount measured by a precisely calibrated measuring instrument while changing the engine parameter. As a result, a very favorable experimental result was obtained with an error within -0.5 to + 0.8%. From this experimental result, it was confirmed that the intake air amount calculation formula (1) can accurately calculate the intake air amount even if the intake air temperature, the cooling water temperature, and the intake-exhaust pressure ratio that affect the volume efficiency fluctuate.
  • the EGR fully-closed control unit 6 controls the EGR valve 5 to be fully closed. As a result, only the intake air that has passed through the intake pipe 2 is drawn into the engine 1, and all of the gas that the engine 1 draws is equal to the intake air detected by the MAF sensor 3. Thus, the detection error of the MAF sensor 3 can be evaluated.
  • the calculation formula (1) is calculated by the basic formula calculation unit 7 and the volumetric efficiency correction calculation unit 8 to obtain the calculated value of the intake air amount.
  • this calculated value is very accurate. Therefore, if the detected value of the intake air amount by the MAF sensor 3 has a deviation from the calculated value, the deviation can be regarded as an error of the MAF sensor 3. Therefore, the calibration value storage unit 9 learns the difference (deviation) between the calculated value of the intake air amount corrected by the calculation formula (1) and the detected value of the intake air amount by the MAF sensor 3, and calculates this value. Store as a calibration value.
  • the MAF sensor 3 outputs an analog signal between 0 to 5 V, for example, and the digitally converted voltage value is taken into the ECM 11.
  • the ECM 11 a conversion table between the output voltage value of the MAF sensor 3 and the intake air amount is set, and the intake air amount is read from the voltage value.
  • the calibration value storage unit 9 stores a value for calibrating the voltage value referring to the conversion table, the correct suction is performed by referring to the conversion table with the voltage value obtained by adding the calibration value to the output voltage value of the MAF sensor 3. Air volume is obtained.
  • the correct intake air amount can be obtained by adding the calibration value to the intake air amount read from the conversion table. can get.
  • FIG. 2 shows the results of an experiment for calibrating the MAF sensor 3.
  • the measured values from a precisely calibrated measuring instrument are plotted with white circles.
  • the detection values of the MAF sensor 3 are plotted with black squares, and it can be seen that the error is large over a wide region of the engine speed.
  • the calculated values according to the calculation formula (1) of the present invention are plotted with black circles.
  • the calculated value according to the calculation formula (1) of the present invention is almost the same as the measured value obtained by a precisely calibrated measuring instrument. Therefore, it can be seen that if the difference between the calculated value of the calculation formula (1) of the present invention and the detected value of the MAF sensor 3 is learned and set as a calibration value, the calibration to the intake air amount with high accuracy is possible.
  • an on-board MAF sensor has an error of nearly 10%, but the error can be reduced to 1 to 2% by calibrating according to the present invention.
  • step S1 the engine brake detection unit 4 of the air flow sensor calibration device determines whether or not the vehicle is in an engine brake deceleration state.
  • the engine brake deceleration state is that the vehicle is traveling (vehicle speed ⁇ 0 km / h), the accelerator is off, the fuel injection amount is 0, and the vehicle is decelerating (the vehicle speed is decreasing or the engine is rotating The number is decreasing). If NO, the process returns to step S1. If YES, the process proceeds to step S2.
  • step S2 the air flow rate sensor calibration device determines whether the learning condition is satisfied.
  • the learning conditions are used in step S2 and step S6.
  • (1) Exhaust brake (or exhaust throttle) operating state (2) Intake throttle operating state (3) Battery voltage (4) Cooling water temperature (5) Intake temperature (6) Side brake operating state (7) Torque converter Operating state of lock-up mechanism (for automatic transmission) (8) Clutch connection state (Manual transmission) (9) Deceleration gradient (rate) of engine speed (10) No fuel injection (11) The EGR valve is fully closed.
  • the opening degree of the intake throttle 23 may be controlled in conjunction with the EGR valve 5 in the EGR control. Since it is desirable for the intake throttle 23 to be fully open when the calibration value is learned, the condition is that the intake throttle 23 is fully open. However, this condition is used in step S6 after the EGR fully-closed control.
  • the condition is that the battery voltage is equal to or higher than the rated voltage.
  • (9) and (10) are based on the condition that the engine speed is decreasing and the fuel injection amount is 0 in order to confirm that the current vehicle state is engine brake deceleration.
  • step S6 In order to confirm that the EGR valve is actually fully closed, it is a condition that the valve opening sensor (not shown) indicates the fully closed state. This condition is used in step S6 after the EGR fully-closed control.
  • step S2 when the necessary learning conditions are not satisfied, the determination is NO and the process returns to step S2. If a determination is YES, it will progress to step S3.
  • step S3 the EGR fully-closed control unit 6 of the air flow rate sensor calibration device controls the EGR valve 5 to be fully closed. It is preferable to fully open the intake throttle 23 in synchronization with the EGR valve being fully closed. After a preset dead time (time until the state of the engine 1 is stabilized) has elapsed, the process proceeds to step S4.
  • step S4 the basic expression calculation unit 7 and the volumetric efficiency correction calculation unit 8 of the air flow sensor calibration device calculate the calculation formula (1) to obtain the calculated value of the intake air amount.
  • step S5 the calibration value storage unit 9 of the air flow rate sensor calibration device calculates the difference between the calculated value of the intake air amount corrected by the arithmetic expression (1) and the detected value of the intake air amount by the MAF sensor 3 ( Deviation) is learned, and this value is stored as a calibration value.
  • step S6 the air flow sensor calibration device determines whether or not the vehicle is in an engine brake deceleration state and whether or not the learning condition has become insufficient. If the vehicle maintains the engine brake deceleration state and the learning condition is satisfied, the determination is no and the process returns to step S4. If the determination is YES, the calibration value learning is terminated, and the process proceeds to step S7.
  • step S7 the air flow sensor calibration device cancels the EGR fully closed control and returns the EGR control to the original control.
  • the calibration calculation unit 10 adds the calibration value read from the calibration value storage unit 9 to the detected value of the intake air amount by the MAF sensor 3 regardless of the EGR valve opening degree. Amount.
  • the engine brake by the accelerator off was continued, and when about 45 seconds passed from the start, the engine speed decreased to 1000 rpm or less.
  • the difference between the detected value and the calculated value can be learned and used as a calibration value during a period in which engine braking by accelerator off is continued.
  • the calibration value may be a constant value that does not depend on the engine speed. If the variation in the difference depends on the engine speed, a calibration value may be set in a map referred to by the engine speed. For example, while the engine speed is shifting from a high value to a low value as shown in FIG. 4, the difference between the detected value and the calculated value is learned for each rotation speed for the map.
  • the fuel injection amount may be zero.
  • the EGR fully-closed control by the EGR fully-closed control unit 6 can be performed without increasing NOx emission.
  • the calibration value of the MAF sensor 3 can be learned while the vehicle is traveling, there is no need to move the vehicle to a maintenance shop having special calibration equipment, and this learning is automatically performed. Therefore, the driver can drive without having to be aware of the calibration of the MAF sensor 3, and the burden on the driver is light.
  • the calibration value of the MAF sensor 3 is learned while the vehicle is traveling, learning in a vehicle state in which individual vehicles are often used is more likely to be achieved. For example, in a long-distance transportation vehicle that frequently travels at a high speed, learning is easily achieved during high-speed travel, and in a residential city patrol vehicle that frequently travels at a low speed, learning is easily achieved during low-speed travel. Since the air flow outside the MAF sensor 3 and the intake pipe 2 differs depending on the vehicle speed, the outer shell temperature of the MAF sensor 3 and the intake pipe 2 is different, and the MAF sensor 3 and the intake pipe 2 are thermally expanded by the MAF sensor 3. Since the detection error is different, the calibration value is different, but the learning value in the vehicle state where the vehicle is often used advances, so that a calibration value in accordance with the vehicle state can be obtained.
  • the detection error of the MAF sensor 3 due to the state outside the vehicle can be dealt with at any time. For example, even when the detection error of the MAF sensor 3 depends on atmospheric pressure, atmospheric temperature, humidity, etc., calibration values that match these conditions outside the vehicle can be obtained.
  • the intake air amount is calculated by the calculation formula (1).
  • the amount of air that has passed through is equal, and even the engine 1 equipped with EGR can calibrate the MAF sensor 3 using the calculated value.
  • the volume efficiency variation is corrected and calculated by the correction term for correcting the volume efficiency variation due to the engine parameter variation, so that the accuracy of the intake air amount calculation is improved.
  • the MAF sensor 3 is accurately calibrated, and the MAF sensor 3 can detect the intake air amount with high accuracy required for EGR control and sulfur purge operation.

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

Abstract

La présente invention se rapporte à un dispositif d'étalonnage de capteur de débit d'air qui permet une commande pour couper complètement l'EGR au cours du déplacement sans augmenter l'émission de NOx et qui permet une amélioration de la précision de détection de la quantité d'air d'admission. Un dispositif d'étalonnage de capteur de débit d'air est pourvu : d'une unité de détection de frein moteur (4) qui détecte que la vitesse est réduite par l'activation d'un frein moteur provoqué par le relâchement d'un accélérateur au cours du déplacement ; d'une unité de commande de coupure d'EGR complète (6) qui effectue une commande pour couper complètement une soupape d'EGR (5) tandis que la vitesse est réduite par l'activation du frein moteur ; d'une unité de calcul de formule de base (7) qui calcule la quantité d'air d'admission par une formule de base lorsque l'EGR est complètement coupée ; d'une unité de calcul de correction de rendement volumétrique (8) qui corrige et calcule une variation du rendement volumétrique par la multiplication de la valeur calculée par la formule de base par un terme de correction ; d'une unité de mémorisation de valeur étalonnée (9) qui apprend une différence entre la valeur calculée de la quantité d'air d'admission et la valeur détectée de la quantité d'air d'admission par un capteur MAF (3) et qui mémorise la différence en tant que valeur étalonnée ; et d'une unité de calcul d'étalonnage (10) qui ajoute la valeur étalonnée à la valeur détectée de la quantité d'air d'admission par le capteur MAF (3) et définit le résultat comme quantité d'air d'admission.
PCT/JP2012/069863 2011-08-04 2012-08-03 Dispositif d'étalonnage de capteur de débit d'air WO2013018895A1 (fr)

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JP2011-171054 2011-08-04
JP2011171054A JP2013036355A (ja) 2011-08-04 2011-08-04 空気流量センサ校正装置

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JP7342483B2 (ja) * 2019-07-22 2023-09-12 三浦工業株式会社 送風装置
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