WO2014024609A1 - Dispositif de commande et procédé de commande destiné à un moteur à combustion interne - Google Patents

Dispositif de commande et procédé de commande destiné à un moteur à combustion interne Download PDF

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Publication number
WO2014024609A1
WO2014024609A1 PCT/JP2013/068340 JP2013068340W WO2014024609A1 WO 2014024609 A1 WO2014024609 A1 WO 2014024609A1 JP 2013068340 W JP2013068340 W JP 2013068340W WO 2014024609 A1 WO2014024609 A1 WO 2014024609A1
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Prior art keywords
egr
control valve
opening area
correction value
egr control
Prior art date
Application number
PCT/JP2013/068340
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English (en)
Japanese (ja)
Inventor
露木　毅
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日産自動車株式会社
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Publication of WO2014024609A1 publication Critical patent/WO2014024609A1/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
    • F02D41/24—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
    • F02D41/2464—Characteristics of actuators
    • 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]
    • F02D41/0077—Control of the EGR valve or actuator, e.g. duty cycle, closed loop control of position
    • 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
    • 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
    • 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
    • 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
    • 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
    • F02M26/45—Sensors specially adapted for EGR systems
    • F02M26/46—Sensors specially adapted for EGR systems for determining the characteristics of gases, e.g. composition
    • F02M26/47—Sensors specially adapted for EGR systems for determining the characteristics of gases, e.g. composition the characteristics being temperatures, pressures or flow rates
    • 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.
  • an EGR gas partial pressure estimated value is calculated using an air partial pressure estimated value and an intake pipe internal pressure, and the EGR gas partial pressure estimated value is calculated based on a throttle opening and an engine speed.
  • An EGR control device that performs feedback control so as to be equal to a target value for EGR gas partial pressure control is disclosed.
  • the actual volume efficiency is calculated based on the engine speed, the intake air amount, the gas temperature in the intake pipe, the pressure in the intake pipe, the exhaust amount per cylinder, and the gas constant.
  • the reference volumetric efficiency is an initial setting value that does not take into account individual differences or changes with time that the engine has individually, and is calculated based on the engine speed.
  • this Patent Document 1 performs feedback control so that the EGR gas partial pressure estimated value calculated from the air partial pressure estimated value and the intake pipe internal pressure becomes the EGR gas partial pressure control target value. For each (operating point), an EGR gas partial pressure estimate must be calculated. That is, there is a problem that the air partial pressure estimated value must be corrected with the learning correction value for every operating condition.
  • the present invention provides a control device for an internal combustion engine that recirculates a part of the exhaust gas as EGR from the upstream side of the turbocharger, and when the actual EGR amount deviates from the target EGR amount, It is determined that a change in pressure loss has occurred in the exhaust system, and the opening area of the EGR control valve corresponding to the EGR rate is corrected so that the actual EGR amount matches the target EGR amount.
  • the opening area of the EGR control valve can be corrected so that the actual EGR amount follows the target EGR amount, the EGR amount recirculated to the intake passage can be accurately controlled.
  • 1 is a system diagram showing the overall configuration of a control device for an internal combustion engine according to the present invention.
  • Explanatory drawing which showed typically the control content in 1st Example.
  • the block diagram which shows the calculation content of the opening degree correction
  • the block diagram which shows the calculation content of the opening degree correction
  • Explanatory drawing which showed typically the control content in 2nd Example.
  • FIG. 1 is a system diagram showing an overall configuration of an internal combustion engine 1 to which the present invention is applied.
  • 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 each other.
  • a throttle valve 5 is provided in the intake passage 2 connected to the internal combustion engine 1 via the intake manifold 4, and an air flow meter 6 and an air cleaner 7 for detecting the intake air amount are provided upstream thereof. Yes.
  • 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.
  • 13 in FIG. 1 is an intercooler provided on the downstream side of the throttle valve 5.
  • the intercooler 13 may be provided between the throttle valve 5 and the compressor 11.
  • 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 is controlled so that the air in the intake passage 2 between the compressor 11 and the throttle valve 5 is returned to the upstream side of the compressor 11 when the throttle valve 5 is closed.
  • a ration valve 15 is interposed.
  • 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.
  • a waste gate valve 17 that controls the exhaust flow rate in the exhaust bypass passage 16 is interposed.
  • 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 EGR control valve 21 and an EGR cooler 22 are interposed in the EGR passage 20.
  • the opening degree of the EGR control valve 21 is controlled by the control unit 25 so that a predetermined EGR rate corresponding to the operating condition is obtained.
  • the control unit 25 detects the intake pressure P1 in the intake passage 2 on the upstream side of the compressor 11 and the crank angle sensor 26 that detects the crank angle of the crankshaft (not shown), in addition to the detection signal of the air flow meter 6 described above.
  • the exhaust pressure sensor 28 may detect the exhaust pressure in the exhaust passage on the downstream side of the exhaust catalyst 9.
  • 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 control the opening of the intake passage 2 from the exhaust passage 3.
  • Exhaust gas recirculation control EGR control
  • the opening degree of the throttle valve 5, the recirculation valve 15, and the waste gate valve 17 is also controlled by the control unit 25.
  • the recirculation valve 15 is not controlled to be opened and closed by the control unit 25, and 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. is there.
  • EGR is introduced from the upstream side of the compressor 11 of the turbocharger 10 provided in the intake passage 2
  • EGR is introduced by the pressure difference between the exhaust pressure P2 and the intake pressure P1.
  • a proportional relationship is established between the intake air amount and the square root of the differential pressure across the EGR control valve 21 (pressure difference between the exhaust pressure P2 and the intake pressure P1). .
  • a proportional relationship is also established between the square root of the differential pressure across the EGR control valve 21 (the difference in pressure between the exhaust pressure P2 and the intake pressure P1) and the EGR amount (exhaust gas recirculation amount). Accordingly, a proportional relationship (constant EGR rate) is also established between the intake air amount and the EGR amount.
  • the EGR rate corresponding to the opening degree (opening area) of the EGR control valve 21 changes.
  • the actually measured EGR amount changes with respect to the target EGR amount.
  • the target EGR amount can be obtained, for example, by multiplying the target EGR rate estimated from the opening degree of the EGR control valve 21 by the intake air amount.
  • the actual EGR amount can be calculated from the intake pressure P1, the exhaust pressure P2, and the intake air amount before and after the EGR control valve 21.
  • the opening degree (opening area) of the EGR control valve 21 is constant, if the exhaust system muffler has a hole due to corrosion or the like and the pressure loss is small, the exhaust system pressure loss is small. As a result, the pressure difference becomes smaller and it becomes difficult to introduce EGR, and the actual EGR amount becomes smaller than the target EGR amount. In addition, when water enters the exhaust passage 3 due to traveling on the submerged channel and the pressure loss increases, the pressure difference increases and the EGR is introduced as the exhaust system pressure loss increases. As a result, the actual EGR amount becomes larger than the target EGR amount.
  • the opening degree (opening area) of the EGR control valve 21 corresponding to the EGR rate changes, so the actual EGR amount with respect to the target EGR amount Will diverge.
  • the opening area of the EGR control valve 21 corresponding to the EGR rate is corrected so that the actual EGR amount matches the target EGR amount.
  • the actual EGR amount is made to follow the target EGR amount. That is, the opening area of the EGR control valve 21 corresponding to the EGR rate is corrected according to the deviation of the actual EGR amount with respect to the target EGR amount regardless of the operating conditions.
  • the characteristic indicating the correlation between the two is shown. As shown in FIG. 2, the line A passes through the origin and becomes a straight line having a predetermined inclination.
  • the control unit 25 stores the value of the opening area of the EGR control valve 21 corresponding to the target EGR rate.
  • EGR that can be set so that the opening area of the EGR control valve 21 corresponding to the current target EGR rate corresponds to the actual EGR rate.
  • the correlation between the EGR rate and the opening area of the EGR control valve 21 is uniformly corrected over the entire rate range.
  • the inclination of the line A is corrected, and thereafter the opening area of the EGR control valve 21 is set from the target EGR rate according to the relationship of the characteristic line B.
  • an opening area correction value that is a flow rate ratio between the target EGR amount corresponding to the target EGR rate and the actual EGR amount corresponding to the actual EGR rate is calculated, and the EGR control valve 21 is based on the opening area correction value.
  • the EGR rate set corresponding to the opening area is corrected.
  • the opening area correction value is stored in a RAM or the like in the control unit 25 as a learning value.
  • this opening area correction value is multiplied by the current opening area of the EGR control valve, a new opening area of the EGR control valve that realizes the current target EGR amount can be calculated. For example, when the actual EGR amount is 20% short of the target EGR amount, the current target EGR amount is opened by opening the opening so that the opening area of the EGR control valve is increased by 20%. Can be realized. That is, this opening area correction value is a ratio of excess or deficiency of the opening area of the EGR control valve 21 necessary for realizing the target EGR rate.
  • the opening area of the EGR control valve 21 is set from the target EGR rate according to the relationship of the characteristic line B, if the actual EGR rate is deviated from the target EGR rate, the current target EGR rate is handled.
  • the inclination of the characteristic line B is corrected so that the opening area of the EGR control valve 21 corresponds to the actual EGR rate. That is, every time the actual EGR rate deviates from the target EGR rate, the opening area correction value is calculated, and a characteristic line representing the correlation between the EGR rate and the opening area of the EGR control valve 21 is calculated based on the opening area correction value.
  • the tilt is corrected.
  • the opening area of the corresponding EGR control valve 21 can be corrected for all the opening degrees of the EGR control valve 21, and the actual EGR amount can be reduced. It is possible to follow the target EGR amount. That is, it is possible to accurately control the amount of EGR returned to the intake passage 2.
  • the opening area correction value is a flow rate ratio between the target EGR amount and the actual EGR amount, and is not easily affected by the intake air temperature or the exhaust temperature. Therefore, the actual EGR amount follows the target EGR amount regardless of temperature factors. Thus, the opening area of the EGR control valve 21 can be corrected stably.
  • FIG. 3 is a block diagram showing the calculation content of the opening correction of the EGR control valve 21.
  • the provisional value of the opening area correction value is calculated by dividing the target EGR amount by the actual EGR amount.
  • a new opening area correction value is calculated by dividing the provisional value of the opening area correction value calculated in S1 by the opening area correction value (previous value) stored as a learning value. That is, the opening area correction value is newly calculated based on the previous value of the opening area correction value.
  • the opening area correction value newly calculated in S2 is stored as a learning value in association with the opening degree of the EGR control valve 21.
  • the opening area correction is performed since the actual EGR amount is made to follow the target EGR amount by correcting the inclination of the characteristic line A representing the correlation between the EGR rate and the opening area of the EGR control valve 21, the opening area correction is performed.
  • the correction target EGR rate corresponding to the opening area of the EGR control valve 21 is calculated by multiplying the opening area correction value stored in S3 as the learning value and the target EGR rate.
  • the opening area of the EGR control valve 21 corresponding to the corrected target EGR rate calculated in S4 is calculated. Then, the opening area of the EGR control valve 21 calculated in S5 is converted into the opening degree of the EGR control valve 21, and the EGR control valve 21 is controlled so as to have the converted opening degree.
  • the aperture area correction value is updated so that the learning result up to now is more important than the provisional value of the aperture area correction value. May be. In that case, it is possible to reduce the influence when the error of the provisional value of the opening area correction value is large.
  • FIG. 4 is a block diagram showing the calculation content of the opening correction of the EGR control valve 21 when the opening area correction value is updated so as to place importance on the learning results up to now.
  • the provisional value of the opening area correction value is calculated by dividing the target EGR amount by the actual EGR amount.
  • the first correction value is calculated by multiplying the provisional value of the opening area correction value by a predetermined coefficient K.
  • the coefficient K is a positive value of “1” or less, and is a value such as 0.2 or 0.3, for example.
  • the second correction value is calculated by multiplying the opening area correction value stored as the learning value by (1 ⁇ K), which is a value obtained by subtracting the coefficient K from 1.
  • the second correction value is added to the first correction value to calculate a new opening area correction value.
  • the opening area correction value newly calculated in S14 is stored as a learning value in association with the opening of the EGR control valve 21.
  • the opening area correction is performed. The value is constant regardless of the opening degree of the EGR control valve 21.
  • the correction target EGR rate corresponding to the opening area of the EGR control valve 21 is calculated by multiplying the opening area correction value stored as the learning value by the target EGR rate.
  • the opening area of the EGR control valve 21 corresponding to the corrected target EGR rate calculated in S16 is calculated. Then, the opening area of the EGR control valve 21 calculated in S17 is converted into the opening degree of the EGR control valve 21, and the EGR control valve 21 is controlled so as to have the converted opening degree.
  • the current correlation between the EGR rate and the opening area of the EGR control valve 21 is uniformly corrected using the opening area correction value when the EGR control valve 21 has an arbitrary opening degree.
  • an opening area correction value is calculated for each opening degree of the EGR control valve 21, and the opening area of the EGR control valve 21 corresponding to the EGR rate is corrected for each opening degree of the EGR control valve 21. Good.
  • a second embodiment of the present invention for correcting the opening area of the EGR control valve 21 corresponding to the EGR rate for each opening degree of the EGR control valve 21 will be described with reference to FIGS.
  • the EGR rate and the EGR control valve 21 are controlled according to the characteristic of the characteristic line C1.
  • the EGR control valve 21 has an arbitrary opening degree V1
  • the target EGR rate and the actual EGR rate deviate for the first time for example, the actual EGR when the opening area A1 of the EGR control valve 21 corresponds to the opening degree V1.
  • the rate Ra1 is smaller than the target EGR rate Rt at that time (EGR rate corresponding to the opening area A1 in the characteristic line C1)
  • the EGR rate at the opening area A1 of the EGR control valve 21 is set to Ra1.
  • the slope of the characteristic line C1 is changed. That is, the characteristic line indicating the correlation between the EGR rate and the opening area of the EGR control valve 21 is changed from C1 to D1.
  • the characteristic line D1 is a straight line that passes through the origin and has a larger slope than the characteristic line C1, as indicated by a one-dot chain line in FIG.
  • the opening area of the EGR control valve 21 corresponding to the EGR rate is corrected in the unlearned region. As a result, there is a step in the value of the opening area of the EGR control valve 21 with respect to the EGR rate between the already learned region and the unlearned region.
  • the opening area correction value calculated at the first time is reflected in the correction of the opening area of the EGR control valve 21 over the entire settable EGR rate so that such a step does not occur. It is.
  • the EGR control valve 21 When the EGR control valve 21 is controlled according to the characteristic of the characteristic line D1, if the actual EGR rate deviates from the target EGR rate, learning of the opening area correction value is performed.
  • the target EGR rate and the actual EGR rate deviate when the EGR control valve 21 is at the opening V2, for example, the actual EGR rate Ra2 at the opening area A2 of the EGR control valve 21 corresponding to the opening V2 is 5 is smaller than the target EGR rate Rt at the time (EGR rate corresponding to the opening area A2 in the characteristic line D1) so that the EGR rate at the opening area A2 of the EGR control valve 21 becomes Ra2.
  • the slope of D1 is changed in a region where the EGR rate Ra1 or higher.
  • the characteristic line indicating the correlation between the EGR rate and the opening area of the EGR control valve 21 is changed from D1 to E1.
  • the characteristic line E1 is a straight line having the same characteristics as the characteristic line D1 (passing through the origin and having the same slope as the characteristic line C1) in the region where the EGR rate is 0 to Ra1.
  • the characteristic line C1 is such that when the EGR rate is Ra1, the opening area of the EGR control valve 21 is A1, and when the EGR rate is Ra2, the opening area of the EGR control valve 21 is A2. It is a straight line with a larger slope than that.
  • the opening area correction value is calculated every time the actual EGR rate deviates from the target EGR rate.
  • the calculated opening area correction value is stored as a learning value in association with the opening degree of the EGR control valve 21 at that time.
  • the opening area correction value is set to 1.25 in the region where the opening degree of the EGR control valve 21 is 0 to V1. This is because when the EGR control valve 21 is at the opening degree V1, the opening area correction value is already calculated, and the correlation between the EGR rate and the opening area of the EGR control valve 21 so that the actual EGR rate follows the target EGR rate. This is because the correction is made.
  • the opening degree of the EGR control valve 21 is V1 to V2
  • the opening is corrected for each opening degree of the EGR control valve 21 by interpolation between the opening area correction value at the opening degree V1 and the opening area correction value at the opening degree V2.
  • the area correction value is determined. In the region where the opening degree of the EGR control valve 21 is V2 or more, the opening area correction value is set to 1.39.
  • FIG. 6 is an explanatory view schematically showing the correlation between the opening area of the EGR control valve 21 and the opening degree of the EGR control valve 21.
  • Characteristic lines C2, D2, and E2 in FIG. 6 correspond to the above-described characteristic lines C1, D1, and E1 in FIG.
  • the characteristic line indicating the correlation between the opening area of the EGR control valve 21 and the opening degree of the EGR control valve 21 changes accordingly. To do.
  • the calculated opening area correction value is sequentially written in a table as shown in FIG. 7 for each opening degree of the EGR control valve 21. That is, when the actual EGR rate deviates from the target EGR rate, the opening area correction value for the opening degree of the EGR control valve 21 at that time is learned.
  • the opening area of the EGR control valve 21 determined from the target EGR rate can be accurately corrected, and the actual EGR amount Can accurately follow the target EGR amount.
  • the opening area of the EGR control valve 21 is constant with respect to the EGR rate.
  • the opening area correction value at an arbitrary opening of the EGR control valve 21
  • the area correction value may be calculated, and the case where the opening area of the EGR control valve corresponding to the EGR rate is corrected for each opening degree of the EGR control valve 21 may be switched depending on the situation.
  • the opening area of the EGR control valve 21 is corrected in the same manner as in the first embodiment, and in other situations, the procedure is as in the second embodiment.
  • the opening area of the EGR control valve may be corrected.

Abstract

Dans la présente invention, lorsque la valeur réelle de recirculation de gaz d'échappement dévie d'une valeur cible de recirculation de gaz d'échappement, on détermine qu'un changement de perte de pression s'est produit dans le système d'admission/échappement d'un moteur à combustion interne (1), et que l'aire d'ouverture d'une soupape de commande de recirculation de gaz d'échappement (21), qui correspond au taux de recirculation de gaz d'échappement, est corrigée de telle sorte que la valeur réelle de recirculation de gaz d'échappement correspond à la valeur cible de recirculation de gaz d'échappement. Par exemple, une valeur de correction d'aire d'ouverture, qui est le rapport de débit volumique entre la valeur cible de recirculation de gaz d'échappement correspondant au taux cible de recirculation de gaz d'échappement et la valeur réelle de recirculation de gaz d'échappement correspondant au taux réel de recirculation de gaz d'échappement, est calculée, et la pente d'une ligne caractéristique indiquant la corrélation entre le taux de recirculation de gaz d'échappement et l'aire d'ouverture de la soupape de commande de recirculation de gaz d'échappement (21) est corrigée sur la base de la valeur de correction d'aire d'ouverture. Ainsi, la valeur de recirculation de gaz d'échappement remise en circulation vers le conduit d'admission (2) peut être commandée précisément.
PCT/JP2013/068340 2012-08-07 2013-07-04 Dispositif de commande et procédé de commande destiné à un moteur à combustion interne WO2014024609A1 (fr)

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JP2012174497 2012-08-07
JP2012-174497 2012-08-07

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Cited By (6)

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EP3081803A1 (fr) * 2015-04-13 2016-10-19 Kamtec, Inc. Soupape de recirculation des gaz d'échappement dont la largeur d'ouverture peut être régulée avec précision pendant la période durée d'ouverture précoce
JP2017048754A (ja) * 2015-09-03 2017-03-09 日産自動車株式会社 内燃機関制御方法及び内燃機関制御装置
JP2017203413A (ja) * 2016-05-11 2017-11-16 トヨタ自動車株式会社 内燃機関の制御装置
CN109882301A (zh) * 2019-03-26 2019-06-14 中国第一汽车股份有限公司 一种小排量汽油机废气再循环控制系统
CN111749805A (zh) * 2019-03-26 2020-10-09 丰田自动车株式会社 混合动力车辆和混合动力车辆的发动机控制方法

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Publication number Priority date Publication date Assignee Title
JP2016056734A (ja) * 2014-09-10 2016-04-21 三菱電機株式会社 内燃機関のｅｇｒ流量推定装置、及び内燃機関の制御装置
EP3081803A1 (fr) * 2015-04-13 2016-10-19 Kamtec, Inc. Soupape de recirculation des gaz d'échappement dont la largeur d'ouverture peut être régulée avec précision pendant la période durée d'ouverture précoce
JP2017048754A (ja) * 2015-09-03 2017-03-09 日産自動車株式会社 内燃機関制御方法及び内燃機関制御装置
JP2017203413A (ja) * 2016-05-11 2017-11-16 トヨタ自動車株式会社 内燃機関の制御装置
US20170328291A1 (en) * 2016-05-11 2017-11-16 Toyota Jidosha Kabushiki Kaisha Control apparatus for internal combustion engine
CN107366589A (zh) * 2016-05-11 2017-11-21 丰田自动车株式会社 内燃机的控制装置
CN109882301A (zh) * 2019-03-26 2019-06-14 中国第一汽车股份有限公司 一种小排量汽油机废气再循环控制系统
CN111749805A (zh) * 2019-03-26 2020-10-09 丰田自动车株式会社 混合动力车辆和混合动力车辆的发动机控制方法
CN111749805B (zh) * 2019-03-26 2023-03-31 丰田自动车株式会社 混合动力车辆和混合动力车辆的发动机控制方法

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