WO2013069488A1 - Dispositif de commande de moteur - Google Patents

Dispositif de commande de moteur Download PDF

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Publication number
WO2013069488A1
WO2013069488A1 PCT/JP2012/077827 JP2012077827W WO2013069488A1 WO 2013069488 A1 WO2013069488 A1 WO 2013069488A1 JP 2012077827 W JP2012077827 W JP 2012077827W WO 2013069488 A1 WO2013069488 A1 WO 2013069488A1
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WIPO (PCT)
Prior art keywords
amount
soot
fuel injection
value
predetermined value
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Application number
PCT/JP2012/077827
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English (en)
Japanese (ja)
Inventor
中川　慎二
沼田　明人
福地　栄作
Original Assignee
日立オートモティブシステムズ株式会社
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Publication of WO2013069488A1 publication Critical patent/WO2013069488A1/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
    • F02D21/00—Controlling engines characterised by their being supplied with non-airborne oxygen or other non-fuel gas
    • F02D21/06—Controlling engines characterised by their being supplied with non-airborne oxygen or other non-fuel gas peculiar to engines having other non-fuel gas added to combustion air
    • F02D21/08—Controlling engines characterised by their being supplied with non-airborne oxygen or other non-fuel gas peculiar to engines having other non-fuel gas added to combustion air the other gas being the exhaust gas of engine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2560/00—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics
    • F01N2560/05—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics the means being a particulate sensor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2900/00—Details of electrical control or of the monitoring of the exhaust gas treating apparatus
    • F01N2900/06—Parameters used for exhaust control or diagnosing
    • F01N2900/14—Parameters used for exhaust control or diagnosing said parameters being related to the exhaust gas
    • F01N2900/1402—Exhaust gas composition
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2900/00—Details of electrical control or of the monitoring of the exhaust gas treating apparatus
    • F01N2900/06—Parameters used for exhaust control or diagnosing
    • F01N2900/16—Parameters used for exhaust control or diagnosing said parameters being related to the exhaust apparatus, e.g. particulate filter or catalyst
    • F01N2900/1606—Particle filter loading or soot 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
    • F02D2200/06—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
    • F02D41/0025—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
    • F02D41/0052—Feedback control of engine parameters, e.g. for control of air/fuel ratio or intake air amount
    • 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
    • F02D41/0057—Specific combustion modes
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
    • F02D41/1444—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases
    • F02D41/1466—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being a soot concentration or content
    • 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
    • F02D41/32—Controlling fuel injection of the low pressure type
    • F02D41/34—Controlling fuel injection of the low pressure type with means for controlling injection timing or duration
    • F02D41/345—Controlling injection timing
    • 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
    • F02D41/3809—Common rail control systems
    • F02D41/3836—Controlling the fuel pressure
    • F02D41/3845—Controlling the fuel pressure by controlling the flow into the common rail, e.g. the amount of fuel pumped

Definitions

  • the present invention relates to a control device for an engine, and more particularly to a control device for an engine capable of reducing the amount of soot discharged from the engine, and more particularly, improving the emission performance (emission characteristics).
  • Patent Document 1 describes a method of estimating the amount of soot generation and correcting the fuel injection pressure based on the estimated amount of generation.
  • the present invention has been made in view of the above circumstances, and the object of the present invention is to surely reduce the amount of soot in the exhaust and accurately decrease (increase) the amount of soot in the exhaust. It is providing the control device of the engine which can be detected and notified.
  • means for directly detecting the amount of soot in exhaust gas, and a direct detection value of the amount of soot in the exhaust gas is higher than a predetermined value.
  • Means for changing a control parameter of the engine so that the detected value of the amount of soot in the exhaust gas becomes smaller than the predetermined value when it becomes larger see FIG. 26).
  • the amount of soot in the exhaust is detected in real time accurately using a means for directly detecting the amount of soot in the exhaust.
  • the direct detection value of the amount of soot in the exhaust gas becomes larger than the value determined to be normal, the amount of soot in the exhaust gas becomes worse (increases), the direct detection value of the amount of soot in the exhaust gas Means for changing the control parameters of the engine such that is smaller than a predetermined value.
  • a fuel injection pressure which is one of the control parameters of the engine is selected. It is characterized in that means for raising is provided (see FIG. 27).
  • the amount of soot in the exhaust gas is accurately detected in real time using a means for directly detecting the amount of soot in the exhaust gas, and the direct detection value of the amount of soot in the exhaust gas is
  • the control parameter of the engine is set so that the direct detection value of the amount of soot in the exhaust gas becomes smaller than a predetermined value.
  • a means for increasing the fuel injection pressure is provided.
  • a third aspect of the engine control system according to the present invention is a more specific version of the second aspect, and the means for increasing the fuel injection pressure is fuel pressure feedback control based on a fuel pressure sensor detection value performed in a fuel supply system.
  • the fuel injection pressure is raised by resetting the target fuel pressure set in accordance with the engine operating state to a high value (see FIG. 28).
  • the pressure of the fuel supplied to the fuel injection valve in the fuel supply system provided with a fuel pump and a fuel pressure sensor is Since fuel pressure feedback control based on the fuel pressure sensor detection value is performed in order to converge and match the target fuel pressure set according to the operating condition, the means for increasing the fuel injection pressure utilizes this to determine the amount of soot
  • the target fuel pressure is made to be high so that the direct detection value of is smaller than a predetermined value.
  • a fourth aspect of the engine control device is characterized by comprising means for accelerating the fuel injection timing when the direct detection value of the amount of soot in the exhaust gas exceeds the predetermined value. It is characterized (see FIG. 29).
  • the direct detection value of the amount of soot in the exhaust gas is determined to be a predetermined value, assuming that the amount of soot in the exhaust gas is deteriorated when the direct detection value of the amount of soot in the exhaust gas becomes larger than the value determined to be normal.
  • a means for accelerating the fuel injection timing which is one of the control parameters of the engine, is provided so as to be smaller than the above.
  • a fifth aspect of the engine control device is characterized by comprising means for increasing the number of times of fuel injection when the direct detection value of the amount of soot in the exhaust gas becomes larger than the predetermined value. (See FIG. 30).
  • the direct detection value of the amount of soot in the exhaust gas is determined to be a predetermined value, assuming that the amount of soot in the exhaust gas is deteriorated when the direct detection value of the amount of soot in the exhaust gas becomes larger than the value determined to be normal.
  • a means for increasing the number of fuel injections, which is one of the control parameters of the engine, is provided so as to be smaller than the above.
  • a sixth aspect of the engine control device is characterized by comprising means for reducing the EGR amount when the direct detection value of the amount of soot in the exhaust gas is larger than the predetermined value. (See Figure 31).
  • the direct detection value of the amount of soot in the exhaust gas is determined to be a predetermined value, assuming that the amount of soot in the exhaust gas is deteriorated when the direct detection value of the amount of soot in the exhaust gas becomes larger than the value determined to be normal.
  • an EGR valve is interposed in an EGR passage for external EGR connecting the exhaust passage and the intake passage, and the amount of EGR (exhaust (exhaust) is controlled by controlling the opening degree of the EGR valve. This is realized by controlling the internal EGR amount by increasing or decreasing the reflux amount) or operating, for example, the intake variable valve and / or the exhaust variable valve.
  • the filling efficiency of the in-cylinder air amount is smaller than the predetermined value.
  • the fuel injection pressure changing means is provided to lower the fuel injection pressure when the fuel injection pressure is increased and the filling efficiency of the in-cylinder air amount is larger than a predetermined value (see FIG. 32).
  • the direct detection value of the amount of soot in the exhaust gas is determined to be a predetermined value, assuming that the amount of soot in the exhaust gas is deteriorated when the direct detection value of the amount of soot in the exhaust gas becomes larger than the value determined to be normal.
  • the fuel injection pressure is changed to be smaller than that.
  • the amount of soot tends to decrease as the fuel injection pressure is increased, but the required fuel injection amount also increases as the air filling efficiency in the cylinder increases, so increasing the fuel injection pressure results in fuel penetration
  • the fuel injection amount is likely to hit the piston crown surface and the piston inner wall, which may increase the amount of generated soot. Therefore, when the filling efficiency of the in-cylinder air amount is smaller than a predetermined value, the fuel injection pressure is increased, and when the filling efficiency of the in-cylinder air amount is larger than the predetermined value, the fuel injection pressure is decreased. It is intended to suppress the deterioration of the amount of soot.
  • An eighth aspect of the engine control device is dependent on the first aspect, and after changing the control parameter by the means for changing the control parameter of the engine, even if a predetermined time has elapsed, If the direct detection value of the amount of soot in the exhaust gas does not become smaller than the predetermined value, the apparatus is characterized in that it comprises means for notifying that effect (see FIG. 33).
  • the direct detection value of the amount of soot in the exhaust gas is determined to be a predetermined value, assuming that the amount of soot in the exhaust gas is deteriorated when the direct detection value of the amount of soot in the exhaust gas becomes larger than the value determined to be normal. Change the control parameters of the engine to be smaller. However, in the case where a serious abnormality occurs in the engine such as deterioration with time, the direct detection value of the amount of soot in the exhaust gas may not be smaller than a predetermined value even if the control parameter of the engine is changed.
  • a means for notifying that the abnormality is generated such that the deterioration of the amount of soot in the exhaust can not be suppressed can comprise, for example by the warning lamp provided in the instrument panel of a driver's seat, an indicator, etc., and the control part which makes it light-display.
  • the ninth to thirteenth aspects are the same as the eighth aspect, and even if one of the control parameters of the engine is changed, the direct detection value of the amount of soot in the exhaust gas is greater than the predetermined value. Also, when it does not become smaller, means for notifying that is provided.
  • a ninth aspect of the engine control device is dependent on the second aspect, and a predetermined time is set after the fuel injection pressure is increased by the means for increasing the fuel injection pressure. If the directly detected value of the amount of soot in the exhaust gas does not become smaller than the predetermined value even after lapse of time, it is characterized in that it comprises means for notifying of that (see FIG. 34).
  • a tenth aspect of the engine control system according to the present invention is dependent on the fourth aspect, and the means for accelerating the fuel injection timing accelerates the fuel injection timing, and then the predetermined time has elapsed.
  • the direct detection value of the amount of soot in the exhaust gas does not become smaller than the predetermined value, it is characterized in that it comprises means for notifying that effect (see FIG. 35).
  • An eleventh aspect of the engine control device is dependent on the fifth aspect, and the means for increasing the number of fuel injections increases the number of fuel injections, and then the predetermined time has elapsed.
  • the direct detection value of the amount of soot in the exhaust gas does not become smaller than the predetermined value, it is characterized in that it comprises means for notifying that effect (see FIG. 36).
  • a twelfth aspect of the engine control device is dependent on the sixth aspect, and after reducing the EGR amount by the means for reducing the EGR amount, during the exhaust gas, even if a predetermined time has elapsed,
  • the direct detection value of the amount of soot does not become smaller than the predetermined value, it is characterized in that it comprises means for notifying that effect (see FIG. 37).
  • a thirteenth aspect of the engine control device is dependent on the seventh aspect, and after the fuel injection pressure is changed by the fuel pressure changing means, even if a predetermined time has elapsed, the exhaust pressure is changed. If the direct detection value of the amount of soot does not become smaller than the predetermined value, it is characterized in that it is provided with means for notifying that effect (see FIG. 38).
  • a fourteenth aspect of the engine control system according to the present invention is dependent on the first aspect, and when the direct detection value of soot in the exhaust gas exceeds the predetermined value, soot in the exhaust gas is generated.
  • the fuel injection pressure is increased so that the direct detection value of the amount of fuel is smaller than the predetermined value, and the amount of EGR is reduced if the amount of soot is still smaller than the predetermined value. If the amount of soot does not become smaller than the predetermined value, the fuel injection timing is advanced, and if the amount of soot still does not become smaller than the predetermined value, the number of fuel injections is increased. It is characterized (see FIG. 39).
  • the control parameters are changed in the order (fuel pressure, EGR amount, fuel injection timing, number of fuel injections) in which the adverse effect on the engine is considered to be small. Since the correction is performed, the amount of soot in the exhaust can be more reliably reduced.
  • a fifteenth aspect of the engine control device is dependent on the first aspect, and the means for directly detecting the amount of soot in the exhaust detects the mass of soot or the number of soot as the amount of soot. (See FIG. 40). Here, it is specified that the amount of soot is the mass of soot or the number of soot.
  • the amount of soot in exhaust gas is accurately detected in real time using means for directly detecting the amount of soot in exhaust gas, and the amount of soot in exhaust gas becomes worse (increased)
  • one (at least one) of the engine control parameters is changed to suppress it, so that it is possible to suppress the deterioration of the amount of soot in the exhaust gas timely and appropriately.
  • the driver or the like takes some measures by notifying that the amount of soot in the exhaust has deteriorated. It is more likely to be taken, and as a result, the amount of soot released to the atmosphere can be further reduced.
  • FIG. 7 is an internal configuration diagram of a control unit in the first to seventh embodiments.
  • FIG. 2 is a control system diagram of the first embodiment.
  • FIG. 2 is a block diagram showing an example of fuel pressure control means in the first embodiment.
  • FIG. 7 is a control system diagram of a second embodiment.
  • FIG. 7 is a block diagram showing an example of fuel injection timing calculation means in Embodiment 2.
  • FIG. 10 is a control system diagram of a third embodiment.
  • the block diagram which shows an example of the basic fuel injection quantity calculating means in Example 3 and Example 6.
  • FIG. 14 is a block diagram showing an example of fuel injection number calculation means in the third embodiment.
  • FIG. FIG. 14 is a block diagram showing an example of fuel injection timing calculation means in Embodiment 3.
  • FIG. 14 is a control system diagram of a fourth embodiment.
  • FIG. 14 is a block diagram showing an example of an EGR amount control means in a fourth embodiment.
  • FIG. 16 is a control system diagram of a fifth embodiment.
  • FIG. 16 is a block diagram showing an example of an in-cylinder air amount charging efficiency computing means in a fifth embodiment.
  • FIG. 16 is a block diagram showing an example of fuel pressure control means in a fifth embodiment.
  • FIG. 16 is a control system diagram of a sixth embodiment.
  • FIG. 16 is a block diagram showing an example of control method selection flag calculation means in the sixth embodiment.
  • FIG. 16 is a block diagram showing an example of fuel pressure control means in a sixth embodiment.
  • FIG. 16 is a block diagram showing an example of an EGR amount control means in a sixth embodiment.
  • FIG. 16 is a block diagram showing an example of fuel injection timing calculation means in a sixth embodiment.
  • FIG. 16 is a block diagram showing an example of fuel injection number calculation means in a sixth embodiment.
  • FIG. 16 is a control system diagram of a seventh embodiment.
  • FIG. 18 is a block diagram showing an example of fuel pressure control means in a seventh embodiment.
  • FIG. 18 is a block diagram showing an example of abnormality determination means in Embodiment 7.
  • FIG. 1 is a schematic configuration view showing an embodiment (common to Examples 1 to 7) of a control device of an engine according to the present invention, together with an example of a vehicle-mounted engine to which it is applied.
  • air from the outside passes through the air cleaner 1 and passes through the intake passage 4, collector 5, intake manifold (manifold) 4 a and intake valve 41. It is drawn into a cylinder (a combustion chamber 43 defined above the piston 44).
  • the amount of intake air is adjusted by the electronically controlled throttle 3.
  • the air flow sensor 2 detects the amount of intake air.
  • the intake air temperature sensor 29 detects the intake air temperature.
  • the crank angle sensor 15 attached to the crank shaft 45 outputs a signal for each rotation angle 10 ° of the crank shaft and a signal for each combustion cycle.
  • the water temperature sensor 14 detects the temperature of the engine coolant.
  • the accelerator opening sensor 13 detects the amount of depression of the accelerator 6, and thereby detects the driver's request torque.
  • the target air amount calculated in the control unit 100 is converted into a target throttle opening degree ⁇ electric throttle control signal and sent to the electric throttle 3.
  • the fuel injection amount is converted into a valve opening pulse signal, and is sent to a fuel injection valve (injector) 7 in the form of in-cylinder injection. Further, a drive signal is sent to the spark plug 8 so as to be ignited at the ignition timing calculated by the control unit 100.
  • the injected fuel is mixed with the air from the intake manifold to form an air-fuel mixture in the cylinder (combustion chamber 43).
  • the air-fuel mixture is ignited by a spark generated from the spark plug 8 at a predetermined ignition timing to detonate and burn, and the combustion pressure depresses the piston 44 to become a rotational driving force of the engine.
  • Exhaust gas after explosion is sent to the three-way catalyst 11 through the exhaust passage 10 such as the exhaust valve 42 and the exhaust manifold. Part of the exhaust gas is recirculated to the intake side through an EGR (exhaust gas recirculation) passage 18. The amount of reflux is controlled by the EGR valve 19.
  • a catalyst upstream air-fuel ratio sensor 12 and a soot sensor 20 for detecting the amount of soot in the exhaust are provided. Detection signals obtained from the catalyst upstream air-fuel ratio sensor 12 and the soot sensor 20 are sent to the control unit 100.
  • a fuel supply system for supplying fuel to the fuel injection valve 7 is constituted by a fuel pump 32, a fuel pipe and the like, and a fuel pressure sensor 31 is disposed in the fuel pipe.
  • the output of the fuel pressure sensor 31 is also sent to the control unit 100, and based on the detection value of the fuel pressure sensor 31, the control unit 100 sets the fuel pressure (detected pressure) to an appropriate pressure (according to the operating condition of the engine)
  • the discharge pressure (discharge amount) of the fuel pump 32 is feedback-controlled so as to obtain the target fuel pressure.
  • FIG. 2 shows the internal configuration of the control unit 100.
  • the control unit 100 includes an air flow sensor 2, an upstream air-fuel ratio sensor 12, an accelerator opening sensor 13, a water temperature sensor 14, a crank angle sensor 15, a throttle valve opening sensor 17, a soot sensor 20, an intake temperature sensor 29, fuel pressure.
  • Signals obtained from the respective sensors of the sensor 31 are input, and after being subjected to signal processing such as noise removal in the input circuit 24, the signals are sent to the input / output port 25.
  • the value of the input / output port 25 is stored in the RAM 23 and is arithmetically processed in the CPU 21.
  • a control program describing the contents of the arithmetic processing is written in advance in the ROM 22.
  • a value representing each actuator operation amount calculated according to the control program is stored in the RAM 23 and then sent to the input / output port 25.
  • the operation signal of the spark plug is ON when the primary coil in the ignition output circuit is in conduction, and the ON / OFF signal is OFF when it is in the non-conduction state.
  • the ignition timing is when it turns off from on.
  • the signal for the spark plug set at the output port is amplified by the ignition signal output circuit 26 to sufficient energy necessary for combustion and supplied to the spark plug 8.
  • the drive signal of the fuel injection valve is set to ON / OFF signal which is ON when opening the valve and OFF when closing the valve, and amplified by the fuel injection valve drive circuit 27 to energy sufficient for opening the fuel injection valve.
  • Sent to A drive signal for realizing the target opening degree of the electronically controlled throttle 3 is sent to the electronically controlled throttle 3 via the electronically controlled throttle drive circuit 28.
  • the duty signal for controlling the fuel pressure is sent to the fuel pump 32 through the fuel pump control circuit 30.
  • FIG. 3 is a control system diagram of the first embodiment.
  • the fuel injection pressure which is one of the control parameters of the engine is increased.
  • the fuel injection pressure is increased by setting the target fuel pressure set again according to the engine operating condition to a high value. Ru.
  • the fuel injection pressure is increased by the fuel pressure control means 110 described below.
  • ⁇ Fuel pressure control means 110 calculates RdPf (fuel pump control duty ratio). Specifically, it is shown in FIG. ⁇ When Pm (soot amount) is Pm K K1_Pm, TgPf_hos (target fuel pressure correction value) is Let d1_Pf be added to the previous value of TgPf_hos. However, the upper limit value is L_Pf_hos. When Pm ⁇ K1_Pm, TgPf_hos is 0.
  • the TgPf0 target fuel pressure basic value is a value obtained by referring to the map M_TgPf0 from the engine operating state parameters Ne (rotational speed) and Tp (in-cylinder air amount equivalent value).
  • TgPf target fuel pressure
  • RdPf fuel pump control duty ratio
  • the amount of soot in exhaust gas is detected directly and accurately in real time by the soot sensor 20, and when the amount of soot in exhaust gas becomes worse (increased), one of the engine control parameters Since the fuel injection pressure is increased, it is possible to suppress the deterioration of the amount of soot in the exhaust gas timely and appropriately.
  • Example 2 when the amount of soot in the exhaust gas exceeds a predetermined value, the fuel injection timing, which is one of the control parameters of the engine, is advanced.
  • the fuel injection timing computing means 120 computes TITMG (fuel injection timing). Specifically, it is shown in FIG. When Pm (soot amount) is Pm ⁇ K2_Pm, TITMG_hos (fuel injection timing correction value) is a value obtained by adding d2_TITMG to the previous value of TITMG_hos. However, the upper limit value is L_TITMG_hos. When Pm ⁇ K2_Pm, TITMG_hos is set to 0.
  • -TITMG0 fuel injection timing basic value
  • M_TITMG0 from Ne (rotational speed) and Tp (equivalent amount of air in cylinder). Since the calculation method of Tp is a well-known and general technique, it is omitted here.
  • a value obtained by subtracting TITMG_hos from TITMG0 is taken as TITMG (fuel injection timing).
  • the set values of K2_Pm, d2_TITMG, L_TITMG_hos, and M_TITMG0 are preferably determined from actual device tests and the like.
  • the fuel injection timing which is one of the engine control parameters, is made earlier, so the soot in the exhaust gas is reduced. It becomes possible to control the deterioration of quantity in a timely and appropriate manner.
  • the basic fuel injection amount calculation means calculates the basic fuel injection amount (Tp0).
  • the fuel injection number calculating means calculates the fuel injection number (N_T1) based on the amount of soot (Pm).
  • the fuel injection amount calculation means calculates the fuel injection amount (TI_k) based on Tp0 and N_T1.
  • the fuel injection timing calculation means calculates the fuel injection timing (TITMG_k) based on N_T1. Details will be described below.
  • the calculation means 130 calculates Tp0 (basic fuel injection amount). Specifically, calculation is performed using the equation shown in FIG. Here, Cyl represents the number of cylinders. K0 is determined based on the specification of the injector (the relationship between the fuel injection pulse width and the fuel injection amount).
  • ⁇ Fuel injection number calculation means 140 (FIG. 9)> The computing means 140 computes N_TI (the number of times of fuel injection). Specifically, it is shown in FIG. When Pm (soot amount) satisfies PmmK3_Pm, N_TI (the number of times of fuel injection) is N_TI_hos. When Pm ⁇ K3_Pm, N_TI is 1. The set value of N_TI_hos should be determined from the actual machine test or the like.
  • TITMG_k (kth fuel injection timing) is computed. Specifically, it is shown in FIG. Determine TITMG_k (kth fuel injection timing) from N_TI with reference to the table T_TITMG_k. The set value of T_TITMG_k should be determined from the actual machine test or the like.
  • the number of fuel injections which is one of the engine control parameters, is increased, so that the amount of soot in the exhaust gas is increased. It becomes possible to control deterioration appropriately and appropriately.
  • the EGR amount control means 210 calculates TITMG (fuel injection timing). Specifically, it is shown in FIG. When Pm (amount of soot) satisfies Pm ⁇ K4_Pm, TgEGR_hos (target EGR rate correction value) is a value obtained by adding d4_TgEGR to the previous value of TgEGR_hos. However, the upper limit value is L_TgEGR_hos. When Pm ⁇ K4_Pm, TgEGR_hos is set to 0.
  • -TgEGR0 target EGR rate basic value
  • Ne rotational speed
  • Tp value corresponding to the amount of air in the cylinder. Since the calculation method of Tp is a well-known and general technique, it is omitted here.
  • -A value obtained by subtracting TgEGR_hos from TgEGR0 is set as TgEGR0 (target EGR rate).
  • a value obtained by referring to the map M_RdEGR from TgEGR and Tp is taken as RdEGR (EGR valve control duty ratio).
  • Each set value of K4_Pm, d4_TgEGR, L_TgEGR_hos, M_TgEGR0, and M_RdEGR may be determined from an actual machine test or the like.
  • the amount of soot in the exhaust gas is deteriorated (increased)
  • the amount of EGR which is one of the engine control parameters, is reduced, so the amount of soot in the exhaust gas is deteriorated. Timely and appropriately.
  • the fuel injection pressure is increased if the filling efficiency of the cylinder air quantity is smaller than a predetermined value, and the fuel injection pressure is reduced if the filling efficiency of the cylinder air quantity is larger than the predetermined value.
  • the in-cylinder air amount charging efficiency computing means 220 and the fuel pressure control means 230 are provided.
  • the present computing means 220 computes Ita_cyl (in-cylinder air amount charging efficiency computing means). Specifically, the calculation is performed using the equation shown in FIG. Here, Cyl represents the number of cylinders. Max_Air is a value corresponding to 100% filling of air in the cylinder.
  • ⁇ Fuel pressure control means 230 (FIG. 16)>
  • the control means 230 calculates RdPf (fuel pump control duty ratio). Specifically, it is shown in FIG. -When Pm (soot amount) is Pm K K5_Pm, TgPf_hos (target fuel pressure correction value) is ⁇ When Ita_cylKK5_Ita_cyl The value obtained by subtracting d5a_Pf from the previous value of TgPf_hos. However, the lower limit value is La_Pf_hos. ⁇ When Ita_cyl ⁇ K5_Ita_cyl The value is obtained by adding d5b_Pf to the previous value of TgPf_hos.
  • the upper limit value is Lb_Pf_hos.
  • TgPf_hos is set to 0.
  • TgPf0 target fuel pressure basic value
  • M_TgPf0 is a value obtained by referring to the map M_TgPf0 from Ne (rotational speed) and Tp (equivalent amount of air in cylinder). Since the calculation method of Tp is a well-known and general technique, it is omitted here.
  • a value obtained by adding TgPf_hos to TgPf0 is defined as TgPf (target fuel pressure). From the difference between Pf (fuel pressure) and TgPf, PI control is performed to determine RdPf (fuel pump control duty ratio).
  • the set values of K5_Pm, d5_Pfa, d5_Pfb, La_Pf_hos, Lb_Pf_hos, and M_TgPf0 are preferably determined from actual device tests and the like.
  • the fuel injection pressure is increased if the filling efficiency of the air amount in the cylinder is smaller than a predetermined value, and the air amount in the cylinder is increased. In the case where the charging efficiency is higher than the predetermined value, the fuel injection pressure is lowered, so that the deterioration of the amount of soot in the exhaust can be suppressed in a timely and appropriate manner.
  • Control method selection flag calculation means 310 (FIG. 18) Fuel pressure control means 320 (FIG. 19) ⁇ EGR amount control means 330 (FIG. 20) ⁇ Fuel injection timing calculation means 340 (FIG. 21) ⁇ Fuel injection number calculation means 350 (FIG. 22) ⁇ Fuel injection amount calculation means 150 (FIG. 10) ⁇ Basic fuel injection amount computing means 130 (FIG. 8)
  • control method selection flag calculation means 320 In the control method selection flag calculation means 320 (FIG. 18), calculation is performed in f_mode (control method selection flag). Based on the value of f_mode, fuel pressure control means 320 (FIG. 19), EGR amount control means 330 (FIG. 20), fuel injection timing calculation means 340 (FIG. 21), and fuel injection number calculation means 350 (FIG. 22) respectively. , RdPf (fuel pump control duty ratio), RdEGR (EGR valve control duty ratio), TITMG (fuel injection timing), TI_k (kth fuel injection amount) are calculated. Details will be described below.
  • ⁇ Control method selection flag calculation means 310 (FIG. 18)>
  • the operation means 310 calculates f_mode (control method selection flag). Specifically, it is shown in FIG.
  • the initial value of f_mode is 0.
  • f_mode_z 0 and Pm ⁇ K1_Pm
  • f_mode 2.
  • f_mode 3.
  • f_mode 4.
  • Each set value of K1_Pm, K2_Pm, and K3_Pm may be determined as an optimum value from an actual machine test or the like.
  • ⁇ Fuel pressure control means 320 (FIG. 19)>
  • the control means 320 calculates RdPf (fuel pump control duty ratio). Specifically, it is shown in FIG.
  • Pm fuel pump control duty ratio
  • TgPf_hos target fuel pressure correction value
  • the upper limit value is L_Pf_hos.
  • TgPf0 target fuel pressure basic value
  • Ne rotational speed
  • Tp equivalent amount of air in cylinder
  • Each set value of K1_Pm, d1_Pf, L_Pf_hos, and M_TgPf0 may be determined as an optimum value from a test on a real machine or the like.
  • -TgEGR0 target EGR rate basic value
  • Ne rotational speed
  • Tp value corresponding to the amount of air in the cylinder. Since the calculation method of Tp is a well-known and general technique, it is omitted here.
  • -A value obtained by subtracting TgEGR_hos from TgEGR0 is set as TgEGR0 (target EGR rate).
  • RdEGR EGR valve control duty ratio
  • Each set value of K4_Pm, d4_TgEGR, L_TgEGR_hos, M_TgEGR0, and M_RdEGR may be determined from an actual machine test or the like.
  • TgEGR_hos becomes 0, but it is also preferable to use a specification that maintains the previous value.
  • TITMG_hos fuel injection timing correction value
  • -TITMG0 fuel injection timing basic value
  • M_TITMG0 from Ne (rotational speed)
  • Tp equivalent amount of air in cylinder
  • ⁇ Fuel injection amount calculation means 150 (FIG. 10)> The computing means 150 computes TI_k (kth fuel injection amount). Specifically, although it is shown in FIG. 10, since it is the same as the third embodiment, the description is omitted.
  • the calculation means 130 calculates Tp0 (basic fuel injection amount). Specifically, although it is shown in FIG. 8, since it is the same as the third embodiment, the description is omitted.
  • the order of the control parameters that are considered to have little adverse effect on the engine fuel pressure, EGR amount, fuel injection timing, number of fuel injections
  • the change correction is made in the order of (1), it is possible to more reliably reduce the amount of soot in the exhaust.
  • each engine control parameter is changed in order to suppress the deterioration of the amount of soot in the exhaust when the amount of soot in the exhaust exceeds a predetermined value.
  • the fuel pressure control unit 410 and the abnormality determination unit 420 are provided. Details will be described below.
  • ⁇ Fuel pressure control means 410 (FIG. 24)>
  • the control unit 410 calculates RdPf (fuel pump control duty ratio). Specifically, it is shown in FIG. When Pm (amount of soot) satisfies Pm ⁇ K1_Pm, f_seigyo (soot suppression control flag) is set to 1.
  • TgPf_hos target fuel pressure correction value
  • f_seigyo 1, d1_Pf is added to the previous value of TgPf_hos.
  • the upper limit value is L_Pf_hos.
  • TgPf_hos is 0 when Pm ⁇ K1_Pm.
  • TgPf0 target fuel pressure basic value
  • Ne rotational speed
  • Tp equivalent amount of air in cylinder
  • TgPf target fuel pressure
  • PI control is performed to determine RdPf (fuel pump control duty ratio).
  • K1_Pm, d1_Pf, L_Pf_hos, and M_TgPf0 may be determined as an optimum value from a test on a real machine or the like.
  • ⁇ Abnormality judging means 420 (FIG. 25)>
  • the main judging means 420 calculates f_MIL (error occurrence flag). Specifically, it is shown in FIG.
  • the set value of L_Pf_hos should be determined from the actual machine test and the like.
  • the fuel pressure is controlled and abnormality determination is performed.
  • the abnormality determination is performed when the amount of soot does not decrease. Of course it may be good.

Abstract

L'invention concerne un dispositif de commande de moteur qui est apte à réduire de manière fiable la quantité de suie dans l'échappement et est apte à détecter et de rapporter de manière précise le fait que la quantité de suie dans l'échappement s'est détériorée (a augmenté). A l'aide d'un moyen pour détecter de manière directe la quantité de suie dans l'échappement, la quantité de suie dans l'échappement est détectée de manière précise en temps réel, et lorsque la quantité de suie dans l'échappement se détériore, des paramètres de commande de moteur (par exemple, la pression d'injection de carburant) sont modifiés (augmentés) de façon à rendre minimale la quantité de suie dans l'échappement. En outre, si la décharge de suie ne peut pas être supprimée même après la réalisation d'une telle opération de traitement, ce fait est rapporté.
PCT/JP2012/077827 2011-11-10 2012-10-29 Dispositif de commande de moteur WO2013069488A1 (fr)

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