WO2014017189A1 - 内燃機関の制御装置及び制御方法 - Google Patents
内燃機関の制御装置及び制御方法 Download PDFInfo
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- WO2014017189A1 WO2014017189A1 PCT/JP2013/065992 JP2013065992W WO2014017189A1 WO 2014017189 A1 WO2014017189 A1 WO 2014017189A1 JP 2013065992 W JP2013065992 W JP 2013065992W WO 2014017189 A1 WO2014017189 A1 WO 2014017189A1
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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
- F02D41/0025—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
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
- F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
- F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
- F01L1/344—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
- F01L1/3442—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear using hydraulic chambers with variable volume to transmit the rotating force
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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
- F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
- F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
- F02D13/0203—Variable control of intake and exhaust valves
- F02D13/0215—Variable control of intake and exhaust valves changing the valve timing only
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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
- F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
- F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
- F02D13/0261—Controlling the valve overlap
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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
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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
- F02D23/00—Controlling engines characterised by their being supercharged
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/0002—Controlling intake air
- F02D41/0007—Controlling intake air for control of turbo-charged or super-charged engines
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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
- F02D41/0025—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]
- F02D41/006—Controlling exhaust gas recirculation [EGR] using internal EGR
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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
- F02D41/0025—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]
- F02D41/006—Controlling exhaust gas recirculation [EGR] using internal EGR
- F02D41/0062—Estimating, calculating or determining the internal EGR rate, amount or flow
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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
- F02D41/0025—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]
- F02D41/0065—Specific aspects of external EGR control
- F02D41/0072—Estimating, calculating or determining the EGR rate, amount or flow
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
- F02M26/01—Internal exhaust gas recirculation, i.e. wherein the residual exhaust gases are trapped in the cylinder or pushed back from the intake or the exhaust manifold into the combustion chamber without the use of additional passages
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
- F02M26/02—EGR systems specially adapted for supercharged engines
- F02M26/04—EGR systems specially adapted for supercharged engines with a single turbocharger
- F02M26/06—Low pressure loops, i.e. wherein recirculated exhaust gas is taken out from the exhaust downstream of the turbocharger turbine and reintroduced into the intake system upstream of the compressor
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B29/00—Engines characterised by provision for charging or scavenging not provided for in groups F02B25/00, F02B27/00 or F02B33/00 - F02B39/00; Details thereof
- F02B29/04—Cooling of air intake supply
- F02B29/0406—Layout of the intake air cooling or coolant circuit
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
- F02B37/12—Control of the pumps
- F02B37/16—Control of the pumps by bypassing charging air
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
- F02B37/12—Control of the pumps
- F02B37/18—Control of the pumps by bypassing exhaust from the inlet to the outlet of turbine or to the atmosphere
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/0002—Controlling intake air
- F02D2041/001—Controlling intake air for engines with variable valve actuation
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
- F02M26/02—EGR systems specially adapted for supercharged engines
- F02M26/09—Constructional details, e.g. structural combinations of EGR systems and supercharger systems; Arrangement of the EGR and supercharger systems with respect to the engine
- F02M26/10—Constructional details, e.g. structural combinations of EGR systems and supercharger systems; Arrangement of the EGR and supercharger systems with respect to the engine having means to increase the pressure difference between the exhaust and intake system, e.g. venturis, variable geometry turbines, check valves using pressure pulsations or throttles in the air intake or exhaust system
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
- F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
- F02M26/14—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories in relation to the exhaust system
- F02M26/15—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories in relation to the exhaust system in relation to engine exhaust purifying apparatus
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
- F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
- F02M26/22—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories with coolers in the recirculation passage
- F02M26/23—Layout, e.g. schematics
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
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- 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 and a control method for an internal combustion engine that recirculates part of exhaust gas upstream of a supercharger.
- Patent Document 1 when the operation state in which the amount of EGR gas introduced from the upstream side of the compressor of the turbocharger arranged in the intake passage is switched to an operation state in which the amount is increased more than the present state, the valve timing is changed by the variable valve timing mechanism. To increase the internal EGR and compensate for the shortage of the external EGR by the internal EGR at the time of switching transition.
- this Patent Document 1 does not specifically disclose at what timing the valve timing for increasing the internal EGR is terminated when the internal EGR is increased by the variable valve timing mechanism. For this reason, for example, if the valve timing is reached such that the internal EGR that compensates for the excess or deficiency of the external EGR rate in the cylinder after the EGR rate in the cylinder reaches the target value, the operation delay of the variable valve mechanism is caused. There is a possibility that the EGR rate in the cylinder may overshoot or undershoot the target value.
- an internal combustion engine control apparatus includes an EGR rate predicting means for predicting a change in the EGR rate in a cylinder of the internal combustion engine caused by a change in the opening of the EGR control valve, and a valve timing of the engine valve.
- a valve timing control device that can be changed, and controls the valve timing control device based on the prediction by the EGR rate prediction means so that the EGR rate in the cylinder becomes the target EGR rate. It is characterized by adjusting the amount.
- the EGR rate in the cylinder of the internal combustion engine can be accurately followed to the target EGR rate, and deterioration of drivability can be avoided.
- FIG. 1 is a system diagram showing the overall configuration of a control device for an internal combustion engine according to the present invention.
- the timing chart which shows the condition at the time of stopping external EGR.
- the timing chart which shows the condition at the time of starting external EGR.
- the block diagram which showed the control content of the variable valve mechanism.
- FIG. 1 is a system diagram showing the overall configuration of a control device for an internal combustion engine according to the present invention.
- the internal combustion engine 1 is mounted on a vehicle such as an automobile as a drive source, and an intake passage 2 and an exhaust passage 3 are connected to a cylinder 1 a of the internal combustion engine 1.
- An intake passage 2 connected to the internal combustion engine 1 via an intake collector 4a and an intake manifold 4b is provided with an electrically controlled throttle valve 5 driven by an electric motor, and an intake air amount is provided upstream thereof.
- An air flow meter 6 and an air cleaner 7 are provided.
- An exhaust catalyst 9 such as a three-way catalyst is provided for exhaust purification in the exhaust passage 3 connected to the internal combustion engine 1 via the exhaust manifold 8.
- the internal combustion engine 1 has a turbocharger 10 that is coaxially provided with a compressor 11 disposed in the intake passage 2 and a turbine 12 disposed in the exhaust passage 3.
- the compressor 11 is located upstream of the throttle valve 5 and is located downstream of the air flow meter 6.
- the turbine 12 is located on the upstream side of the exhaust catalyst 9.
- reference numeral 13 in FIG. 1 denotes an intercooler provided on the upstream side of the throttle valve 5.
- a recirculation passage 14 that bypasses the compressor 11 and connects the upstream side and the downstream side of the compressor 11 is connected to the intake passage 2.
- the recirculation passage 14 is provided with an electrically controlled recirculation valve 15 that controls the intake flow rate in the recirculation passage 14.
- the recirculation valve 15 is driven by an electric motor.
- a so-called check valve that opens only when the pressure on the downstream side of the compressor 11 exceeds a predetermined pressure can be used.
- the exhaust passage 3 is connected to an exhaust bypass passage 16 that bypasses the turbine 12 and connects the upstream side and the downstream side of the turbine 12.
- the exhaust bypass passage 16 is provided with an electrically controlled wastegate valve 17 that controls the exhaust flow rate in the exhaust bypass passage 16.
- the wastegate valve 17 is driven by an electric motor. Therefore, in the supercharging region, the supercharging pressure can be controlled by adjusting the opening degree of the wastegate valve 17, and the intake air amount can be controlled according to the opening degree of the wastegate valve 17. ing.
- the internal combustion engine 1 can perform exhaust gas recirculation (EGR), and an EGR passage 20 is provided between the exhaust passage 3 and the intake passage 2.
- EGR exhaust gas recirculation
- One end of the EGR passage 20 is connected to the exhaust passage 3 at a position downstream of the exhaust catalyst 9, and the other end is connected to the intake passage 2 at a position downstream of the air cleaner 7 and upstream of the compressor 11.
- an electrically controlled EGR control valve 21 and an EGR cooler 22 are interposed in the EGR passage 20, an electrically controlled EGR control valve 21 and an EGR cooler 22 are interposed.
- the EGR control valve 21 is driven by an electric motor.
- the opening degree of the EGR control valve 21 is controlled by the control unit 25 so that a target EGR rate corresponding to the operating condition is obtained.
- control unit 25 includes a crank angle sensor 26 that detects a crank angle of a crankshaft (not shown), and an accelerator opening that detects a depression amount of an accelerator pedal (not shown). Detection signals of sensors such as the sensor 27 are input.
- the control unit 25 controls the ignition timing and air-fuel ratio of the internal combustion engine 1 and controls the opening degree of the EGR control valve 21 to exhaust the exhaust gas from the exhaust passage 3 to the intake passage 2.
- Exhaust gas recirculation control (EGR control) is performed to recirculate part of the exhaust gas.
- the control unit 25 also controls the opening degree of the throttle valve 5, the recirculation valve 15, and the wastegate valve 17 according to the operating conditions.
- the opening degree of the throttle valve 5 is fully opened, and the opening degree of the wastegate valve 17 is controlled, so that fresh air necessary for realizing the engine required torque is supplied into the cylinder.
- Control as follows.
- the opening degree of the waste gate valve 17 is set to a predetermined constant opening degree, and the opening degree of the throttle valve 5 is set so that fresh air necessary for realizing the engine required torque is supplied into the cylinder.
- the wastegate valve 17 controls the intake air amount in the supercharging region
- the throttle valve 5 controls the intake air amount in the non-supercharging region.
- the valve operating mechanism for driving the intake valve (not shown) of the internal combustion engine 1 is a variable valve operating mechanism 28 as a valve timing control device capable of changing the valve timing of the intake valve.
- a variable valve operating mechanism 28 as a valve timing control device capable of changing the valve timing of the intake valve.
- the opening timing of the intake valve is controlled by continuously delaying the central angle of the operating angle (opening / closing period) of the intake valve. It can be changed.
- the variable valve mechanism 28 is controlled by the control unit 25, and the valve opening period of the intake valve overlaps the valve opening period of the exhaust valve (not shown) by changing the opening timing of the intake valve. It is possible to change the overlap amount.
- the EGR rate in the cylinder is determined by the external EGR introduced by opening the EGR control valve 21 and the internal EGR (residual gas amount in the cylinder) due to the valve overlap of the intake valve and the exhaust valve. It is determined.
- the ratio of the external EGR to all the gases at any position in the intake system is the external EGR rate
- the ratio of the internal EGR to all the gases in the cylinder is the internal EGR ratio
- the external EGR ratio in the cylinder is The sum of the in-cylinder internal EGR rate is defined as the in-cylinder total EGR rate (in-cylinder total EGR rate).
- EGR when performing EGR, external EGR is mainly introduced in a high load state, and internal EGR is mainly introduced in a low load state. That is, when performing EGR in a high load state, the opening degree of the EGR control valve 21 is relatively increased, and the valve overlap amount of the intake valve and the exhaust valve is relatively decreased. Further, when EGR is performed in a low load state, the opening degree of the EGR control valve 21 is made relatively small, and the valve overlap amount between the intake valve and the exhaust valve is made relatively large.
- the EGR control valve 21 that adjusts the external EGR is closed and the internal EGR is adjusted.
- the valve overlap between the intake valve and the exhaust valve is controlled to be relatively large.
- the target value (command value) of the variable valve mechanism 28 is set to the valve overlap amount of the intake valve and the exhaust valve at the timing T01 when the opening degree of the EGR control valve 21 is changed. It is changed to a provisional value at the time of low load transient that is smaller than the current valve overlap amount, and the provisional value at the time of low load transient is changed at a timing T31 at which the change in the external EGR rate in the cylinder appears after changing the opening of the EGR control valve 21. If the value is changed to the target value at the time of low load, it is possible to suppress the in-cylinder total EGR rate from significantly exceeding the target EGR rate after the change of the opening degree of the EGR control valve 21.
- variable valve mechanism 28 has a response delay after the target value is changed until the intake valve opening timing actually starts to change (the timing at which the intake valve opening timing starts to change).
- the change (increase) in the internal EGR rate in the cylinder does not follow the change (increase) in the external EGR rate in the cylinder, and the total EGR in the cylinder The rate will be significantly lower than the target EGR rate transiently.
- the provisional value at the time of low load transient is set so that the in-cylinder total EGR rate does not become larger than the target EGR rate when the EGR control valve 21 is closed, and the EGR control valve 21 is closed. The value is smaller than the valve overlap amount.
- the opening of the throttle valve 5 becomes small and the EGR control valve 21 is Instead of changing the valve overlap amount between the intake valve and the exhaust valve to the target value at the time of low load at the timing T01 when the valve is closed, the valve overlap between the intake valve and the exhaust valve is temporarily set as the provisional value at the time of low load transient.
- the in-cylinder total EGR rate is prevented from transiently exceeding the target EGR rate after changing the opening degree of the EGR control valve 21.
- the response time ⁇ t of the variable valve mechanism 28 (the target value of the variable valve mechanism 28 is actually changed).
- the EGR rate at a predetermined position of the intake system in which the EGR rate changes at the timing T21 that precedes by the time until the valve overlap amount of the intake valve and the exhaust valve starts to change after the opening timing of the intake valve changes. This is reflected in the control of the valve mechanism 28.
- the target value of the valve overlap amount of the intake valve and the exhaust valve is changed from the provisional value at the time of low load to the value at the time of low load. Change to the target value.
- the change (increase) in the internal EGR rate in the cylinder can follow the change (increase) in the external EGR rate in the cylinder, and the in-cylinder total EGR rate increases the target EGR rate transiently. It can suppress that it falls below, and it can avoid that drivability deteriorates.
- the EGR rate at the predetermined position is based on, for example, the amount of intake air, the EGR rate at the junction 31 between the EGR passage 20 and the intake passage 2, and the volume of the flow path from the EGR control valve 21 to the predetermined position. Presumed.
- the EGR rate at the predetermined position may be directly detected by a sensor.
- the predetermined position is a position defined according to the specifications of the intake system. Further, in FIG. 2, a characteristic line Ef indicates a change in the estimated EGR rate at the predetermined position. In FIG. 2, a characteristic line Et indicates a target value of the in-cylinder total EGR rate.
- a delay time Td from when the opening degree of the EGR control valve 21 is changed to when the EGR rate starts to change at the predetermined position is predicted, and the valve overlap amount between the intake valve and the exhaust valve after the delay time Td has elapsed. Even if the target value is changed from the provisional value at the time of low load transient to the target value at the time of low load, a change (increase) in the internal EGR rate in the cylinder changes to a change (increase) in the external EGR rate in the cylinder. Can be made to follow.
- the delay time Td can be estimated based on, for example, the intake air amount and the volume of the flow path from the EGR control valve 21 to the predetermined position.
- an EGR control valve that adjusts the external EGR The valve 21 is opened, and the valve overlap between the intake valve and the exhaust valve for adjusting the internal EGR is controlled to be relatively small.
- the target value (command value) of the variable valve mechanism 28 is reduced to the valve overlap of the intake valve and the exhaust valve (high (The target valve overlap amount at the time of load) is changed so that the internal EGR rate in the cylinder changes (decreases) before the external EGR rate in the cylinder changes (increases).
- the EGR rate is transiently below the target EGR rate.
- a characteristic line Ef shows a change in the estimated EGR rate at the predetermined position.
- a characteristic line Et indicates a target value of the in-cylinder total EGR rate.
- the target value (command value) of the variable valve mechanism 28 is set to the valve overlap amount between the intake valve and the exhaust valve at the timing T02 when the opening degree of the EGR control valve 21 is changed. It is changed to a provisional value at the time of high load transient that is larger than the current valve overlap amount, and after changing the opening degree of the EGR control valve 21, the provisional value at the time of high load transient at the timing T32 when the change in the external EGR rate in the cylinder appears. If the value is changed to the target value at the time of high load, it is possible to suppress the in-cylinder total EGR rate from being significantly lower than the target EGR rate after the opening degree of the EGR control valve 21 is changed.
- variable valve mechanism 28 the opening timing of the intake valve starts to change at timing T12
- T32 after timing T32 when the change in the external EGR rate in the cylinder appears.
- the change (decrease) in the internal EGR rate in the cylinder does not follow the change (increase) in the external EGR rate in the cylinder, and the total EGR rate in the cylinder transiently exceeds the target EGR rate. It will be.
- the provisional value at the time of high load transient is set so that the in-cylinder total EGR rate does not become smaller than the target EGR rate when the EGR control valve 21 is opened, and the EGR control valve 21 is opened. This value is larger than the valve overlap amount.
- the opening degree of the throttle valve 5 is increased and the EGR control valve 21 is set.
- the valve overlap between the intake valve and the exhaust valve is temporarily set as the provisional value at the time of high load transient.
- the EGR rate changes from the timing T32 at which the external EGR rate in the cylinder changes due to the change in the opening of the EGR control valve 21 to the timing T22 that precedes the response time ⁇ t of the variable valve mechanism 28 described above.
- the position EGR rate is reflected in the control of the variable valve mechanism 28. That is, the target value of the valve overlap amount of the intake valve and the exhaust valve is changed from the provisional value at the time of high load to the value at the time of high load at the timing T22 when the external EGR rate at the predetermined position changes due to the opening of the EGR control valve 21. Change to the target value.
- the change (increase) in the internal EGR rate in the cylinder can follow the change (increase) in the external EGR rate in the cylinder, and the in-cylinder total EGR rate increases the target EGR rate transiently. It can suppress that it exceeds, and it can avoid that drivability deteriorates.
- a delay time Td from when the opening degree of the EGR control valve 21 is changed to when the EGR rate starts to change at the predetermined position is predicted, and the valve overlap amount between the intake valve and the exhaust valve after the delay time Td has elapsed. Even if the target value is changed from the provisional value at the time of high load transient to the target value at the time of high load, the change in the internal EGR rate in the cylinder can follow the change in the external EGR rate in the cylinder. .
- the predetermined position may be changed according to the response time ⁇ t.
- the response speed of the variable valve mechanism 28 becomes relatively slower as the oil temperature or the cooling water temperature becomes lower. What is necessary is just to change so that it may become an upstream in an intake system.
- the adjustment of the internal EGR gas amount by the variable valve mechanism 28 is performed within the operable range of the variable valve mechanism 28, and the target value of the variable valve mechanism 28 moves beyond the operable range. Is required, the internal EGR gas amount is adjusted within the operating limit of the operable range. That is, when the calculated target value of the variable valve mechanism 28 advances the intake valve opening timing further than the most advanced angle position, the control unit 25 sets the intake valve opening timing as the most advanced angle position. Thus, the variable valve mechanism 28 is controlled. Further, when the calculated target value of the variable valve mechanism 28 causes the opening timing of the intake valve to be delayed more than the most retarded position, the control unit 25 sets the opening timing of the intake valve as the most retarded position. Thus, the variable valve mechanism 28 is controlled.
- FIG. 4 is a block diagram showing the control contents of the variable valve mechanism 28 in the embodiment described above.
- a basic target value (valve timing) of the variable valve mechanism 28 in a steady state is calculated from the engine speed and the intake air amount.
- the EGR rate at the predetermined position of the intake system is determined using the target EGR rate determined by the operating conditions, the intake air amount, and the volume of the flow path from the EGR control valve 21 to the predetermined position in the intake system. calculate.
- the difference (deviation amount) between the EGR rate calculated in S2 and the target EGR rate determined by operating conditions is calculated.
- the steady state of the variable valve mechanism 28 is set so that the EGR rate at the predetermined position in the intake system becomes the EGR rate calculated in S2 using the deviation amount calculated in S3 and the engine speed.
- the valve timing correction amount for the target value at is calculated.
- the basic target value calculated in S1 is corrected with the valve timing correction amount calculated in S4, and set as the target value of the variable valve mechanism 28.
- valve operating mechanism on the intake valve side is a variable valve operating mechanism.
- the valve operating mechanism for driving the exhaust valve also includes the phase of the lift central angle of the exhaust valve (a crankshaft (not shown)).
- the intake valve is opened by the variable valve mechanism on the intake valve side.
- the timing may be advanced and the exhaust valve closing timing may be retarded by the variable valve mechanism on the exhaust valve side to increase the valve overlap between the intake valve and the exhaust valve.
- the valve mechanism on the intake valve side and the valve mechanism on the exhaust valve side are variable valve mechanisms that can simultaneously and continuously expand and reduce the lift amount and operating angle of the intake valve or exhaust valve. May be.
- valve timing control device in the case of non-supercharging is described.
- the opening degree of the EGR control valve 21 is changed even in the case of supercharging, the non-supercharging is performed.
- the variable valve mechanism 28, which is a valve timing control device is controlled in the same manner as during supply, the change in the internal EGR rate in the cylinder can follow the change in the external EGR rate in the cylinder, and the total EGR in the cylinder It can be suppressed that the rate greatly deviates from the target value.
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
- Exhaust-Gas Circulating Devices (AREA)
- Valve Device For Special Equipments (AREA)
Abstract
Description
Claims (14)
- スロットル弁の上流側に位置する過給機と、該過給機よりも上流側から排気の一部をEGRとして還流するEGR通路と、上記EGR通路の途中に配置されたEGR制御弁と、を備えた内燃機関の制御装置において、
上記EGR制御弁の開度の変更によって生じる内燃機関のシリンダ内のEGR率の変化を先取りして予測するEGR率予測手段と、
機関弁のバルブタイミングを変更可能なバルブタイミングコントロールデバイスと、を有し、
上記EGR率予測手段での予測に基づいて上記バルブタイミングコントロールデバイスを制御し、上記シリンダ内のEGR率が目標EGR率となるように内部EGRガス量を調整する内燃機関の制御装置。 - 上記バルブタイミングコントロールデバイスは、吸気弁の開時期を変更するものであり、
内部EGRを増加させる場合には上記吸気弁の開時期を進角して吸気弁と排気弁とのバルブオーバーラップを増大させ、内部EGRを減少させる場合には上記吸気弁の開時期を遅角して上記バルブオーバーラップを減少させる請求項1に記載の内燃機関の制御装置。 - 上記バルブタイミングコントロールデバイスは、吸気弁の開時期と排気弁の閉時期を変更するものであり、
内部EGRを増加させる場合には上記吸気弁の開時期を進角すると共に、上記排気弁の閉時期を遅角して上記吸気弁と上記排気弁とのバルブオーバーラップを増大させ、
内部EGRを減少させる場合には上記吸気弁の開時期を遅角すると共に、上記排気弁の閉時期を進角して上記バルブオーバーラップを減少させる請求項1に記載の内燃機関の制御装置。 - 上記EGR率予測手段は、上記EGR通路と上記吸気通路との合流部よりも下流側となる吸気系の所定位置でのEGR率を予測する請求項1~3のいずれかに記載の内燃機関の制御装置。
- 上記EGR率予測手段は、上記EGR制御弁の開度の変更により上記シリンダ内のEGR率が変化するタイミングよりも、上記バルブタイミングコントロールデバイスの目標値を変更してから機関弁のバルブタイミングが変化するまでのバルブタイミングコントロールデバイス応答時間分だけ早いタイミングでEGR率が変化する吸気系の所定位置でのEGR率を予測するものであり、
上記所定位置におけるEGR率に基づいて上記バルブタイミングコントロールデバイスを制御する請求項1~4のいずれかに記載の内燃機関の制御装置。 - 上記EGR率予測手段は、上記EGR制御弁の開度が変更されてから、上記EGR通路と上記吸気通路との合流部よりも下流側となる吸気系の所定位置においてEGR率が変化するまでのディレイ時間を予測する請求項1~3のいずれかに記載の内燃機関の制御装置。
- 上記EGR率予測手段は、上記EGR制御弁の開度の変更により上記シリンダ内のEGR率が変化するタイミングよりも上記バルブタイミングコントロールデバイスの目標値を変更してから機関弁のバルブタイミングが変化するまでのバルブタイミングコントロールデバイス応答時間分だけ早いタイミングでEGR率が変化する吸気系の所定位置で、上記EGR制御弁の開度を変更してからEGR率が変化するまでのディレイ時間を予測するものであり、
上記EGR制御弁の開度を変更した際には、上記EGR制御弁の開度を変更してから上記ディレイ時間経過後に、上記バルブタイミングコントロールデバイスの目標値を変更する請求項1~3、または6のいずれかに記載の内燃機関の制御装置。 - 上記バルブタイミングコントロールデバイスの目標値を変更してから機関弁のバルブタイミングが変化するまでの時間に応じて上記所定位置を変更する請求項4~7のいずれかに記載の内燃機関の制御装置。
- 上記バルブタイミングコントロールデバイスの目標値を変更してから機関弁のバルブタイミングが変化するまでの時間が長くなる運転条件では、上記所定位置を相対的に吸気系内の上流側に変更する請求項4~8のいずれかに記載の内燃機関の制御装置。
- 上記バルブタイミングコントロールデバイスは油圧駆動するものであり、油温もしくは冷却水温が低い運転条件では、上記所定位置を相対的に吸気系内の上流側に変更する請求項9に記載の内燃機関の制御装置。
- 上記所定位置におけるEGR率は、吸入空気量と、上記EGR通路と上記吸気通路との合流部におけるEGR率と、上記EGR制御弁から上記所定位置に至る流路の体積とに基づいて推定される請求項4または5に記載の内燃機関の制御装置。
- 上記所定位置におけるEGR率は、EGR率を検知可能なセンサにより検出される請求項4または5に記載の内燃機関の制御装置。
- 上記バルブタイミングコントロールデバイスによる内部EGRガス量の調整は、該バルブタイミングコントロールデバイスの動作可能範囲内で実施され、
該バルブタイミングコントロールデバイスの目標値が上記動作可能範囲を越える動きを要求する場合には、上記動作可能範囲の動作限界を限度に内部EGRガス量の調整を行う請求項1~12のいずれかに記載の内燃機関の制御装置。 - スロットル弁の上流側に位置する過給機よりもさらに上流側から排気の一部をEGRとして還流するEGR通路に配置されたEGR制御弁の開度の変更によって生じる内燃機関のシリンダ内のEGR率の変化を先取りして予測し、この予測に基づいて機関弁のバルブタイミングを変更可能なバルブタイミングコントロールデバイスを制御し、上記シリンダ内のEGR率が目標EGR率となるように内部EGRガス量を調整する内燃機関の制御方法。
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US14/414,980 US9964055B2 (en) | 2012-07-25 | 2013-06-10 | Control device and control method of internal combustion engine |
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US9964055B2 (en) | 2018-05-08 |
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EP2878792A4 (en) | 2016-03-30 |
CN104471216A (zh) | 2015-03-25 |
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US20150192079A1 (en) | 2015-07-09 |
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