WO2016088649A1 - エンジンの制御装置 - Google Patents
エンジンの制御装置 Download PDFInfo
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- WO2016088649A1 WO2016088649A1 PCT/JP2015/083274 JP2015083274W WO2016088649A1 WO 2016088649 A1 WO2016088649 A1 WO 2016088649A1 JP 2015083274 W JP2015083274 W JP 2015083274W WO 2016088649 A1 WO2016088649 A1 WO 2016088649A1
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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
- F02D41/30—Controlling fuel injection
- F02D41/3011—Controlling fuel injection according to or using specific or several modes of combustion
- F02D41/3076—Controlling fuel injection according to or using specific or several modes of combustion with special conditions for selecting a mode of combustion, e.g. for starting, for diagnosing
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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
- F02D13/0223—Variable control of the intake valves only
- F02D13/0234—Variable control of the intake valves only 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
- F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
- F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
- F02D19/0639—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed characterised by the type of fuels
- F02D19/0649—Liquid fuels having different boiling temperatures, volatilities, densities, viscosities, cetane or octane numbers
- F02D19/0652—Biofuels, e.g. plant oils
- F02D19/0655—Biofuels, e.g. plant oils at least one fuel being an alcohol, e.g. ethanol
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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
- F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
- F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
- F02D19/08—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed simultaneously using pluralities of fuels
- F02D19/082—Premixed fuels, i.e. emulsions or blends
- F02D19/084—Blends of gasoline and alcohols, e.g. E85
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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
- F02D35/00—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
- F02D35/02—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions
- F02D35/027—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions using knock sensors
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/04—Introducing corrections for particular operating conditions
- F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
- F02D41/062—Introducing corrections for particular operating conditions for engine starting or warming up for starting
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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
- F02D41/30—Controlling fuel injection
- F02D41/38—Controlling fuel injection of the high pressure type
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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
- F02D41/30—Controlling fuel injection
- F02D41/38—Controlling fuel injection of the high pressure type
- F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
- F02D41/401—Controlling injection timing
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/14—Introducing closed-loop corrections
- F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
- F02D2041/1412—Introducing closed-loop corrections characterised by the control or regulation method using a predictive controller
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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
- F02D41/30—Controlling fuel injection
- F02D41/38—Controlling fuel injection of the high pressure type
- F02D2041/389—Controlling fuel injection of the high pressure type for injecting directly into the cylinder
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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
- 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
- F02D2200/0611—Fuel type, fuel composition or fuel quality
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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
- F02D35/00—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
- F02D35/02—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions
- F02D35/025—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions by determining temperatures inside the cylinder, e.g. combustion temperatures
- F02D35/026—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions by determining temperatures inside the cylinder, e.g. combustion temperatures using an estimation
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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
- F02D41/30—Controlling fuel injection
- F02D41/38—Controlling fuel injection of the high pressure type
- F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
- F02D41/402—Multiple injections
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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
- Y02T10/30—Use of alternative fuels, e.g. biofuels
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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 that controls an engine so as to prevent the occurrence of pre-ignition.
- Patent Document 1 discloses that at the time of cold start, fuel is directly injected into the cylinder at the latter stage of the compression stroke in which the cylinder temperature becomes high.
- a pre-ignition is performed.
- the margin period for self-ignition becomes longer in a predetermined low rotational speed range (for example, 200 rpm) which is the time point when fuel injection is started. , Pre-ignition is likely to occur.
- valve timing variable mechanism means for changing the opening / closing timing of the intake valve
- the effective compression ratio cannot be lowered at the time of engine start when pre-ignition is likely to occur.
- the present invention has been made in view of the above circumstances, and an object of the present invention is to provide an engine control device that can prevent pre-ignition without reducing the effective compression ratio.
- the present invention is an apparatus for controlling an engine including a fuel injection valve that directly injects fuel into a combustion chamber, and a preig prediction unit that predicts the occurrence of a preig at the time of engine start; And an injection control unit that injects fuel from the fuel injection valve in an expansion stroke when the pre-ignition prediction unit predicts that pre-ignition will occur.
- FIG. 1 is a cross-sectional view showing an example of an engine to which the present invention is applied.
- the time chart which shows the example of control of this invention.
- the figure which shows the example of a control system of this invention.
- the figure which shows the map which determines an octane number from alcohol concentration and a knock index value.
- the flowchart which shows the example of control of this invention.
- the engine E shown in FIG. 1 is a multi-cylinder (four-cylinder in the embodiment) engine for automobiles.
- 1 is a cylinder block
- 2 is a cylinder head
- 3 is a cylinder head cover.
- a piston 4 is slidably fitted into the cylinder block 1, and a space above the piston 4 is a combustion chamber 5.
- an intake port 6 is opened and an exhaust port 7 is opened.
- the intake port 6 is opened and closed by an intake valve 8, and the exhaust port 7 is opened and closed by an exhaust valve 9.
- An intake passage 10 is connected to the intake port 6.
- An exhaust passage 11 is connected to the exhaust port 7.
- a first exhaust gas purification catalyst 12 and a second exhaust gas purification catalyst 13 are connected to the exhaust passage 11 sequentially from the upstream side to the downstream side.
- a linear O 2 sensor 14 is connected to the exhaust passage 11 upstream of the first exhaust gas purification catalyst 12.
- a lambda O 2 sensor 15 is connected between the exhaust gas purification catalysts 12 and 13 in the exhaust passage 11.
- the intake valve 8 is opened / closed by a camshaft 22 via a rocker arm 21.
- the exhaust valve 9 is driven to open and close by the camshaft 24 via the rocker arm 23.
- a hydraulic valve timing variable mechanism 25 is provided at the end of the camshaft 22 for the intake valve 8. This valve timing variable mechanism 25 is designed to change the closing timing of the intake valve 8 in particular. When the hydraulic pressure is not supplied, the variable valve timing mechanism 25 is fixed at a position where the intake air amount becomes maximum, and the intake air pressure increases as the supplied hydraulic pressure increases. The intake air amount is reduced due to the late closing.
- the cylinder head 2 is provided with an ignition plug 31 and a fuel injection valve 32 so as to face the combustion chamber 5.
- the engine E is a direct-injection and spark-ignition engine that directly injects fuel from the fuel injection valve 32 into the cylinder (combustion chamber 5).
- the engine E is designed on the assumption that gasoline containing alcohol (particularly ethanol) is used as a fuel, and therefore, the geometric compression ratio is large (for example, 13 to 14).
- PCM PowertrainPowerControl Module
- the controller U performs pre-ignition generation prediction and fuel injection timing change control. Specifically, when the controller U predicts the occurrence of the pre-ignition while controlling the fuel injection valve 32 so as to basically inject fuel in the intake stroke, the controller U delays the fuel injection timing to the expansion stroke.
- the controller U has various modules M1 to M7 shown in FIGS. 3 and 4 and receives signals from the knock sensor 35 attached to the cylinder block 1 and signals from various other sensors.
- the controller U includes a first estimation unit M1 that estimates the concentration of alcohol contained in the fuel, a second estimation unit M2 that estimates the octane number of the fuel, and an effective compression that is an upper limit effective compression ratio that does not cause pre-ignition.
- a first calculation unit M3 that calculates a ratio limit
- a second calculation unit M4 that calculates an effective compression ratio based on the operating state of the engine
- a prediction unit M5 that predicts the occurrence of a pre-ignition when the engine is started
- a fuel injection valve 32 And a storage unit M7 for storing a knock index value indicating the ease of occurrence of knocking while updating it.
- the first estimation unit M1 corresponds to the “concentration specifying unit” in the claims
- the second estimation unit M2 corresponds to the “octane number estimation unit” in the claims
- the first calculation unit M3 is in the claims.
- the prediction unit M5 corresponds to the “pre-ignition prediction unit” in the claims
- the control unit M6 corresponds to the “injection control unit” in the claims
- the storage unit M7 corresponds to the “effective compression ratio limit calculation unit”. This corresponds to the “knock index value storage unit” in the claims.
- Each part of the engine includes a rotation speed sensor 36 for detecting the rotation speed of the engine, an in-cylinder temperature sensor 37 for detecting the in-cylinder temperature of the engine (internal temperature of the combustion chamber 5), and an intake passage 10 for the engine.
- An intake manifold pressure sensor 38 for detecting the pressure of the flowing intake air is provided, and detection signals from these sensors 36, 37, 38 are input to the controller U.
- Pre-ignition is likely to occur immediately after the first fuel injection in the engine starting process (that is, at the first explosion). Specifically, in this embodiment, since the fuel injection is started when the cranking rotation speed by the starter motor reaches the first predetermined value A (200 rpm in the embodiment) at which the fuel pressure is sufficiently increased, Pre-ignition is likely to occur immediately after the first predetermined value A is reached. Therefore, the controller U predicts whether or not pre-ignition will occur when fuel is injected at the first first predetermined value A between the start of cranking and the first predetermined value A. When it is predicted that pre-ignition will occur, fuel injection is performed not in the intake stroke, but in the expansion stroke that can completely prevent pre-ignition.
- a flag indicating that the expansion stroke injection for injecting fuel in the expansion stroke should be executed at time t2 is set to 1.
- the timing of the expansion stroke injection is, for example, in the range of 4 to 8 degrees after compression top dead center in terms of the crank angle, and is 6 degrees in the embodiment. That is, even when fuel is injected in the expansion stroke, the injection timing close to the compression top dead center is selected from the viewpoint of reducing the amount of fuel adhering to the top surface of the piston 4 and ensuring the torque as much as possible.
- Engine E rotates by fuel injection, and at time t4, the engine speed increases to a second predetermined value B (500 rpm).
- B a second predetermined value
- the pre-ignition will no longer occur, so the expansion stroke injection execution flag is reset to 0 and the fuel is injected in the compression stroke.
- a flag indicating that the stroke injection should be executed is set to 1.
- the compression stroke injection is executed instead of the expansion stroke injection.
- the timing of the compression stroke injection is in the range of 30 to 50 degrees before the compression top dead center at the crank angle, and is 40 degrees in the embodiment. That is, such injection timing is selected so that the combustion chamber 5 is sufficiently cooled by the heat of vaporization of the injected fuel and the fuel is sufficiently uniformized.
- the transition from the expansion stroke injection to the compression stroke injection is performed at once, rather than gradually shifting the injection timing to the compression stroke side.
- the fuel injection at about 6 degrees after the compression top dead center is switched at once to the fuel injection at about 40 degrees before the compression top dead center.
- the engine speed has increased to a third predetermined value C (for example, 750 rpm).
- a third predetermined value C for example, 750 rpm.
- the execution flag for the compression stroke injection is reset to 0, and thereafter, the intake stroke injection for injecting fuel in the intake stroke is executed. That is, the fuel injection control for starting the engine is shifted to the normal fuel injection control for idle operation.
- the idle speed is, for example, 600 to 650 rpm.
- the occurrence of the pre-ignition is prevented by performing the expansion stroke injection. After the expansion stroke injection is performed, the process shifts to the compression stroke injection as quickly as possible. Thus, by shortening the period during which the expansion stroke is injected as much as possible, it is possible to shorten the period during which the torque decreases and the amount of unburned fuel discharged increases as much as possible.
- the compression stroke injection is performed by performing the compression stroke injection. Combustion can be performed even in a cylinder that reaches the combustion order next to the performed cylinder, and the engine speed can be increased quickly.
- the first calculation unit M3 receives a signal indicating that the estimation of the alcohol concentration in the fuel is completed and the estimated concentration value from the first estimation unit M1. Further, the first calculation unit M3 includes an engine speed detected by the speed sensor 36, an octane number of the fuel estimated by the second estimation unit M2, and an in-cylinder temperature detected by the in-cylinder temperature sensor 37. The intake manifold pressure (intake pressure) detected by the intake manifold pressure sensor 38 is input. In the embodiment, the intake manifold pressure is used as a substitute for the in-cylinder pressure.
- the first calculation unit M3 calculates the effective compression ratio limit at the first engine explosion based on the various input values described above. That is, the upper limit effective compression ratio at which the pre-ignition does not occur when the engine speed is increased to the first predetermined value A (200 rpm) and the first fuel injection is performed is determined and calculated as the effective compression ratio limit. .
- the first calculation unit M3 calculates the effective compression ratio limit by calculation using a polynomial model in which the intake manifold pressure is a variable and the engine speed, octane number, in-cylinder temperature, and fuel injection timing are constants. Since this calculation can use the technique described in Japanese Patent Application Laid-Open No. 2012-52472 as it is, no further explanation is given regarding the calculation of the effective compression ratio limit.
- the effective compression ratio limit is calculated as a larger value as the octane number is higher.
- the octane number increases as the alcohol concentration increases. For this reason, the effective compression ratio limit increases as the alcohol concentration increases.
- the estimated concentration value of alcohol input from the first estimation unit M1 to the first calculation unit M3 can be estimated based on the output value of the linear O 2 sensor 14, for example.
- various other methods are known as methods for estimating the alcohol concentration, it is needless to say that the method is not limited to the method using the linear O 2 sensor 14.
- the octane number input from the second estimation unit M2 to the first calculation unit M3 is input from the storage unit M7 and the alcohol concentration (p) input from the first estimation unit M1, for example, as shown in FIG.
- the knock index value (k) is a deviation when a predetermined control parameter is changed with respect to a reference value in order to prevent knocking. That is, when knocking is detected by the knock sensor 35, the controller U changes a predetermined control parameter (for example, ignition timing or effective compression ratio) that affects knocking to a direction in which knocking is suppressed, thereby knocking. Avoid the occurrence of continuation.
- the knock index value (k) is a deviation between the value when the control parameter is changed until knocking ceases to occur and the reference value of the control parameter determined in advance for each condition such as engine load and rotation speed. That is. As the control parameter is greatly changed in the knocking suppression direction, knocking is more likely to occur. Therefore, the magnitude of the deviation (knock index value) between the control parameter and the reference value is determined as knocking. It can be understood as an index representing the ease of occurrence (or difficulty of occurrence).
- the storage unit M7 stores knock index values having such properties while sequentially updating the engine during operation.
- the second calculation unit M4 calculates an effective compression ratio at the time of the first engine explosion, that is, an effective compression ratio set when the engine speed is the first predetermined value A (200 rpm).
- the effective compression ratio at the time of the first engine explosion is an effective compression ratio that is determined based on the closing timing of the intake valve 8 that is set when there is no supply of hydraulic pressure to the variable valve timing mechanism 25. Is a value determined independently.
- the prediction unit M5 functionally includes determination units K1 to K8 for predicting the pre-ignition.
- the determination unit K1 uses a deviation between the effective compression ratio limit calculated by the first calculation unit M3 and the effective compression ratio calculated by the second calculation unit M4, that is, a value obtained by subtracting the latter from the former as a pre-ignition margin. calculate.
- the pre-ignition margin is determined by the fact that the actual effective compression ratio when the engine speed increases to the first predetermined value A (200 rpm) and the first fuel injection is performed (that is, at the first explosion) It can be said to be a degree indicating how close to the upper limit effective compression ratio (effective compression ratio limit) at which no occurrence occurs.
- the determination unit K2 compares the pre-ignition margin determined by the determination unit K1 with a predetermined threshold value.
- a signal indicating that the pre-ignition is predicted is output to the determination unit K4. That is, a small pre-ignition margin means that the effective compression ratio at the time of the first explosion is close to a limit value (effective compression ratio limit) in consideration of the pre-ignition, and there is a high possibility that pre-ignition will occur. For this reason, when the pre-ignition margin is smaller than the threshold value, it is predicted that pre-ignition will occur.
- the process in the determination unit K2 corresponds to a determination process for determining whether or not a pre-ignition is likely to occur when the engine is started.
- the determination unit K4 is an AND circuit.
- the determination unit K2 predicts the occurrence of pre-ignition, the engine speed is equal to or less than the first predetermined value A (200 rpm), and the three conditions that the estimation of the alcohol concentration is completed. Is satisfied, a SET signal for “SET” the determination unit K5 including the AND circuit is output.
- the SET signal corresponds to a signal indicating that fuel should be injected in the expansion stroke.
- the determination unit K5 When the set signal from the determination unit K4 is input, the determination unit K5 outputs a SET signal to the determination unit K7 including an AND circuit. On the other hand, the determination unit K5 outputs an RST signal to the determination unit K7 in response to the input of the RST signal (reset signal) from the determination unit K3.
- the determination unit K3 is an OR circuit, and when a signal (edge signal) indicating that the engine speed is equal to or less than the first predetermined value A (200 rpm) is input, the engine speed is the third predetermined value C (750 rpm). ) When a signal indicating greater than is input, and when a signal indicating that the count value of the number of injections after starting fuel injection is equal to or greater than the predetermined number N is input, When satisfied, an RST signal is output to the determination unit K5.
- the determination unit K6 outputs an RST signal to the determination unit K7 when a signal indicating that the engine speed is greater than the second predetermined value B (500 rpm) is input. On the other hand, the determination unit K6 outputs a SET signal to the determination unit K7 when a signal indicating that the engine speed is equal to or less than the second predetermined value B (500 rpm) is input.
- the determination unit K7 outputs a request signal for injecting fuel in the expansion stroke on condition that both the SET signal from the determination unit K5 and the SET signal from the determination unit K6 are input. Output to.
- the control unit M6 controls the fuel injection valve 32 so that the fuel is injected in the expansion stroke.
- the determination unit K8 has a condition that the signal indicating that the engine speed is greater than the second predetermined value B (500 rpm) has been input, and that the SET signal from the determination unit K5 has already been input before that.
- a request signal for injecting fuel in the compression stroke is output to the control unit M6.
- the control unit M6 receives this signal and controls the fuel injection valve 32 so that the fuel is injected in the compression stroke.
- the fuel injection in the compression stroke is switched to the fuel injection in the intake stroke (also this switching). It ’s done at once, not slowly).
- FIG. 5 shows a flowchart for performing control as shown in FIG.
- FIG. 5 will be described.
- Q represents a step.
- the ignition switch is turned on and the control of FIG. 3 starts, whether or not there is a possibility of pre-ignition at Q1 at the first explosion, that is, when the engine speed is the first predetermined value A (200 rpm). Is determined. If the determination in Q1 is YES, it is determined in Q2 whether or not the number of injections when the fuel injection at the first explosion is counted as the first fuel injection is equal to or less than a predetermined number N (for example, 4 times).
- a predetermined number N for example, 4 times
- the case where the priming prediction process (Q1) is not in time until the rotation speed reaches 200 rpm that is, the case where the priming prediction is not yet completed at the time of the first explosion. Can happen.
- expansion stroke injection is selected as at least the first fuel injection.
- the alcohol contained in the fuel may be methanol or the like in addition to ethanol.
- the alcohol concentration may be specified by directly detecting the concentration using an alcohol concentration sensor.
- the engine speed at the time of starting fuel injection for the first time (at the time of the first explosion) (200 rpm in the embodiment), the engine speed at the time of switching from the expansion stroke injection to the compression stroke injection (in the embodiment, 500 rpm), and The engine speed (750 rpm in the embodiment) when switching from the compression stroke injection to the intake stroke injection can be appropriately changed according to the characteristics of the engine E and the like.
- the switching from the expansion stroke injection to the compression stroke injection may be performed based on only the number of injections from the first explosion without depending on the engine speed. Specifically, for example, it is possible to switch to the compression stroke injection after performing the fuel injection once (or twice), and to switch to the intake stroke injection after performing the compression stroke injection once (or twice). it can.
- the engine speed is increased to around 500 rpm by the first fuel injection (and subsequent combustion), and the engine speed is surely increased to 500 rpm or more by the second fuel injection (and subsequent combustion). be able to.
- the pre-ignition allowance may be any value that can measure how easily pre-ignition occurs at the first explosion when the first fuel is injected.
- the pre-ignition margin can be determined by using some physical quantity linked to the effective compression ratio at the first explosion. A margin may be calculated.
- Predicting the occurrence of pre-ignition is not limited to the first explosion when the first fuel is injected. Similar pre-ignition prediction may be performed at the time of the second fuel injection.
- the number of cylinders of the engine E is not limited to 4 cylinders, and can be an appropriate number of cylinders such as 3 cylinders, 6 cylinders, 8 cylinders, and the like.
- the present invention can be grasped as an engine control method.
- the object of the present invention is not limited to what is explicitly stated, but also implicitly includes providing what is substantially preferred or expressed as an advantage.
- the control device disclosed in the embodiment is intended for an engine including a fuel injection valve that directly injects fuel into a combustion chamber.
- the control device includes: a preig prediction unit that predicts the occurrence of a preig at the time of engine start; and an injection control unit that injects fuel from the fuel injection valve in an expansion stroke when the preig prediction unit predicts the occurrence of a preig. Is provided.
- the fuel when the pre-ignition is predicted to occur, the fuel is injected in the expansion stroke. Therefore, the period from fuel injection to ignition, that is, the heat receiving period of the injected fuel can be shortened. Can be prevented.
- the pre-ignition predicting unit predicts whether or not the pre-ignition occurs at the first explosion when the first fuel injection is performed after the ignition is turned on.
- control device further includes a concentration specifying unit that estimates or detects an alcohol concentration contained in the fuel.
- concentration specifying unit estimates or detects an alcohol concentration contained in the fuel.
- the pre-ignition prediction unit predicts that a pre-ignition occurs when an effective compression ratio of the engine set at the time of the first explosion is close to a predetermined limit value, and the limit value is determined based on the alcohol concentration determined by the concentration specifying unit. The higher the value, the larger the value.
- the injection control unit injects the first fuel in the expansion stroke.
- the injection control unit causes the first fuel to be injected in the intake stroke.
- the engine includes a hydraulic valve timing variable mechanism that changes an opening / closing timing of the intake valve.
- the opening / closing timing of the intake valve can be appropriately set according to the operating state of the engine by the hydraulic valve timing variable mechanism.
- the hydraulic pressure cannot be sufficiently supplied when the engine is started, the effective compression ratio cannot be lowered by the variable valve timing mechanism, and there is a concern about the occurrence of pre-ignition.
- the expansion stroke injection is performed when the pre-ignition is predicted, the expansion stroke injection can prevent the occurrence of the pre-ignition.
- control device of the embodiment is intended for an engine that includes a fuel injection valve that directly injects fuel into a combustion chamber and that can use a fuel containing alcohol as a fuel.
- the control device includes a concentration specifying unit that estimates or detects an alcohol concentration in fuel, a knock index value storage unit that updates and stores a knock index value that is an index that indicates the ease of occurrence of knocking, and the concentration specifying unit.
- an effective compression ratio limit calculation unit that calculates an effective compression ratio limit that is an upper limit effective compression ratio that does not cause pre-ignition based on the operating state of the engine, and an effective compression ratio that is set at the time of the first explosion of the engine includes the effective compression ratio.
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Abstract
Description
Claims (7)
- 燃焼室に直接燃料を噴射する燃料噴射弁を備えたエンジンを制御する装置であって、
エンジン始動時にプリイグの発生を予測するプリイグ予測部と、
前記プリイグ予測部によりプリイグが発生すると予測された場合に、前記燃料噴射弁から膨張行程で燃料を噴射させる噴射制御部とを備えた、
ことを特徴とするエンジンの制御装置。 - 請求項1において、
前記プリイグ予測部は、少なくともイグニッションオン後の最初の燃料噴射が行われる初爆時にプリイグが発生するか否かを予測する、ことを特徴とするエンジンの制御装置。 - 請求項2において、
燃料に含まれるアルコール濃度を推定または検出する濃度特定部をさらに備え、
前記プリイグ予測部は、前記初爆時に設定されるエンジンの有効圧縮比が所定の限界値に近い場合にプリイグが発生すると予測し、
前記限界値は、前記濃度特定部により判定されたアルコール濃度が高いほど大きい値に設定される、ことを特徴とするエンジンの制御装置。 - 請求項2または請求項3において、
前記初爆時までに前記プリイグ予測部による予測が終了していない場合、前記噴射制御部は、最初の燃料を膨張行程で噴射させる、ことを特徴とするエンジンの制御装置。 - 請求項2ないし請求項4のいずれか1項において、
前記プリイグ予測部によりプリイグが発生しないと予測された場合、前記噴射制御部は、最初の燃料を吸気行程で噴射させる、ことを特徴とするエンジンの制御装置。 - 請求項1ないし請求項5のいずれか1項において、
前記エンジンは、吸気弁の開閉タイミングを変更する油圧式のバルブタイミング可変機構を備えている、ことを特徴とするエンジンの制御装置。 - 燃焼室に直接燃料を噴射する燃料噴射弁を備えるとともに、燃料としてアルコールを含有する燃料が使用可能なエンジンを制御する装置であって、
燃料中のアルコール濃度を推定または検出する濃度特定部と、
ノッキングの発生し易さを表す指標となるノック指標値を更新しつつ記憶するノック指標値記憶部と、
前記濃度特定部で推定または検出されたアルコール濃度と、前記ノック指標値記憶部に記憶されたノック指標値とに基づいて、燃料のオクタン価を推定するオクタン価推定部と、
前記オクタン価推定部により推定されたオクタン価とエンジンの運転状態とに基づいて、プリイグが発生しない上限の有効圧縮比である有効圧縮比限界を算出する有効圧縮比限界算出部と、
エンジンの初爆時に設定される有効圧縮比が、前記有効圧縮比限界算出部で算出された有効圧縮比限界に近い場合に、初爆から所定期間だけ膨張行程で燃料が噴射されるように前記燃料噴射弁を制御する噴射制御部とを備えた、
ことを特徴とするエンジンの制御装置。
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US15/514,803 US10344700B2 (en) | 2014-12-05 | 2015-11-26 | Engine control device |
CN201580051785.8A CN107002587A (zh) | 2014-12-05 | 2015-11-26 | 发动机的控制装置 |
BR112017011203A BR112017011203A2 (pt) | 2014-12-05 | 2015-11-26 | dispositivo de controle de motor |
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