WO2017073340A1 - 内燃機関制御装置 - Google Patents
内燃機関制御装置 Download PDFInfo
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- WO2017073340A1 WO2017073340A1 PCT/JP2016/080331 JP2016080331W WO2017073340A1 WO 2017073340 A1 WO2017073340 A1 WO 2017073340A1 JP 2016080331 W JP2016080331 W JP 2016080331W WO 2017073340 A1 WO2017073340 A1 WO 2017073340A1
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- cylinder
- internal combustion
- combustion engine
- sensor
- pressure
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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
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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
- F02D35/023—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions by determining the cylinder pressure
- F02D35/024—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions by determining the cylinder pressure 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
- F02D41/009—Electrical control of supply of combustible mixture or its constituents using means for generating position or synchronisation signals
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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
- F02D2200/024—Fluid pressure of lubricating oil or working fluid
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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
- F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
- F02D2200/1002—Output torque
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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
- F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
- F02D2200/101—Engine speed
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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
- F02D41/2409—Addressing techniques specially adapted therefor
- F02D41/2412—One-parameter addressing technique
Definitions
- the present invention relates to a combustion pressure detection method and a combustion pressure detection apparatus for an internal combustion engine that detect a combustion pressure (cylinder pressure) in a cylinder of the internal combustion engine, and more particularly to a combustion pressure of an internal combustion engine that detects a combustion pressure using a crank angle sensor.
- the present invention relates to a detection method and a combustion pressure detection device.
- a method is generally proposed in which a hole communicating with the combustion chamber is formed in the cylinder block or the cylinder head, and the combustion pressure in the cylinder is applied to the pressure detection element via the hole to detect the combustion pressure. ing.
- air column vibration generated in the hole becomes an error factor.
- a pressure detection element will be located in the combustion chamber vicinity. In the vicinity of the combustion chamber, since the thermal shock is large, the load on the pressure detection element is large, causing a failure such as a decrease in sensitivity and disconnection, which is a technical problem.
- Patent Document 1 Japanese Patent Application Laid-Open No. 2006-336498
- a crank angle detection sensor for detecting a crank angular speed of an internal combustion engine as means for grasping a combustion state in a cylinder of the internal combustion engine.
- This crank angle sensor detects the crank angular speed of the crankshaft of the internal combustion engine, but indirectly detects the combustion state in the combustion chamber, and the change of the combustion state changes the angular speed of the crankshaft. Detected.
- Patent Document 1 it is proposed to detect the combustion state by correcting the period variation of the angle signal of the crank angle sensor and analyzing it appropriately.
- An object of the present invention is to provide a combustion pressure detecting method and a combustion pressure detecting device for an internal combustion engine, which can detect the combustion pressure with a simple and accurate method using a crank angle sensor.
- the present invention provides a memory that records the relationship between a crank sensor signal that serves as a reference and the in-cylinder pressure of a predetermined cylinder, and a crank sensor signal that stores the detected signal of the clasen sensor in the memory. And a processor for obtaining the in-cylinder pressure of the cylinder by checking with the relationship between the in-cylinder pressure of the predetermined cylinder.
- FIG. 1 shows a control system for an internal combustion engine to which the present invention is applied.
- the internal combustion engine 1 composed of multiple cylinders (here, four cylinders)
- external air passes through the air cleaner 2 and flows into the cylinder through the intake pipe 3 and the collector 4.
- the inflow air amount is adjusted by the throttle valve 5, and the adjusted inflow air amount is detected by the flow sensor 6.
- the intake air temperature is detected by an intake air temperature sensor (not shown).
- the throttle valve 5 may be an electronic throttle valve driven by an electric motor, and recently, this electronic throttle valve has become mainstream.
- a ring gear 8 outputs a predetermined rotation angle of the crankshaft, for example, a signal every 10 ° and a signal every combustion cycle.
- the water temperature sensor 30 detects the cooling water temperature of the internal combustion engine, and the accelerator depression amount sensor (not shown) detects the accelerator depression amount, thereby detecting the driver's required torque.
- the output of this accelerator depression amount sensor is converted into the opening degree of the electronic throttle valve 5 by the control device 18, and the electronic throttle valve 5 is controlled based on this.
- the acceleration operation is judged using the signal of the accelerator depression amount sensor. Since the accelerator depression amount sensor can reflect the driver's intention of the driving operation earliest, it is desirable to use it for the determination of the acceleration driving.
- the fuel in the fuel tank 9 is sucked and pressurized by the fuel pump 10 and then guided to the fuel inlet of the fuel injection valve 13 through the fuel pipe 12 provided with the pressure regulator 11, and the excess fuel is fuel. Returned to tank 9.
- a combustion pressure sensor 14 for measuring the combustion pressure of the internal combustion engine is provided in the vicinity of the combustion chamber of the internal combustion engine 1 (usually a communication hole is provided in the cylinder head).
- This combustion pressure sensor 14 is a piezoelectric or gauge type combustion pressure sensor, and can detect the combustion pressure over a wide temperature range.
- an amplifier for amplifying the signal may be attached.
- a three-way catalyst 15 is attached to the exhaust system, and the exhaust gas is purified by the three-way catalyst 15 and then discharged to the atmosphere.
- An upstream air-fuel ratio sensor 16 is provided upstream of the three-way catalyst 15, and in this embodiment, an air-fuel ratio sensor 16 that outputs a continuous detection signal according to the air-fuel ratio is used as the upstream air-fuel ratio sensor 16.
- a downstream air-fuel ratio sensor 17 is provided downstream of the three-way catalyst 15, and in this embodiment, an O2 sensor 17 that outputs a switch-like detection signal in the vicinity of the theoretical air-fuel ratio is used as the downstream air-fuel ratio sensor 17. Is provided.
- Signals of a throttle opening sensor, a flow sensor 6, a crank angle sensor 7, an accelerator depression sensor, an intake air temperature sensor, a water temperature sensor 30, a vibration detection sensor 14 and the like attached to the throttle valve 5 are transmitted to a control device 18 described later.
- the operation state of the internal combustion engine is detected from these sensor outputs, and main operation amounts of the internal combustion engine such as the air amount, the fuel injection amount, and the ignition timing are appropriately calculated.
- the target air amount calculated in the control device 18 is converted from the target throttle opening to an electronic throttle drive signal and sent to an electric motor that drives the throttle valve 5. Further, the fuel injection amount calculated in the control device 18 is converted into a valve opening pulse signal and sent to the fuel injection valve 13. Further, the ignition timing calculated by the control device 18 is sent to the ignition coil 19 as an ignition signal converted into an energization start angle and an energization angle, and is ignited by an ignition plug 20.
- the fuel injected from the fuel injection valve 13 is mixed with air from the intake manifold and flows into the cylinder of the internal combustion engine 1 to form an air-fuel mixture.
- the air-fuel mixture burns and explodes by a spark generated at a predetermined ignition timing by the spark plug 20, and the piston is pushed down by the combustion pressure to become power for the internal combustion engine.
- the exhaust gas after the explosion is sent to the three-way catalyst 15 through the exhaust pipe 21.
- the air-fuel ratio sensor 16 provided upstream of the three-way catalyst 15 detects the air-fuel ratio of the exhaust gas before flowing into the catalyst, and the O2 sensor 17 provided downstream of the three-way catalyst 15 is the exhaust gas purified by the catalyst. The air-fuel ratio is detected. The air-fuel ratio detected thereby is used to correct the amount of fuel injected from the fuel injection valve 13.
- the control device 18 includes an air flow rate sensor 6, an air-fuel ratio sensor 16 upstream of the catalyst, an O 2 sensor 17 downstream of the catalyst, an accelerator depression sensor, a water temperature sensor 30, a throttle opening sensor, an intake air temperature sensor, and a combustion pressure sensor 14. Are output to the analog input unit 22.
- a discrete signal such as an angle signal from the crank angle sensor 7 is input to the digital input unit 23.
- the sensor signal input to the analog input unit 22 is subjected to signal processing such as noise removal, and then A / D converted by the A / D converter 24 and stored in the RAM 25.
- the angle signal input to the digital input unit 23 is also stored in the RAM 25 via the input / output port 26.
- the detection signal stored in the RAM 25 is processed in an MPU (micro, processor unit) 27.
- the MPU 27 executes calculations for generating various control signals.
- a control program describing the contents of the arithmetic processing is written in the ROM 28 in advance, and a control value representing the operation amount of each actuator calculated by the MPU 27 according to the control program is stored in the RAM 25 and then sent to the input / output port 26. .
- the operation signal of the spark plug 20 is sent to an ignition control unit in the output circuit 29, and an ON-OFF signal is set which is ON when the primary coil is energized and is OFF when the primary coil is not energized.
- the ignition signal set in the ignition control unit is amplified to energy necessary for igniting the spark plug 20 by the ignition coil 19 and supplied to the spark plug 20.
- the drive signal of the fuel injection valve 13 is sent to the fuel control unit in the output circuit 29, and an ON-OFF signal that is ON when the valve is opened and OFF when the valve is closed is set.
- the injection signal set in the fuel control unit is sent to the fuel injection valve 13.
- Other control devices are driven in the same manner.
- control device 18 is provided with a fuel injection control block 40 and an ignition control block 41. These blocks actually represent functions executed by the MPU 27 provided in the control device 18.
- the fuel injection control block 40 includes a cooling water temperature information generation unit 42, a load information generation unit 43, an air amount information generation unit 44, a rotation speed information generation unit 45, a crank angle information generation unit 46, and a cylinder discrimination information generation unit 47. Information is entered.
- the fuel injection control block 40 calculates the injection amount and injection timing of the fuel injected from the fuel injection valve 13 based on a predetermined arithmetic expression from these input information, and injects fuel from the fuel injection valve 13 to the intake manifold. To do.
- the ignition timing control block 41 is input with information from the coolant temperature information generation unit 42, the load information generation unit 43, the rotation speed information generation unit 45, the crank angle information generation unit 46, and the cylinder discrimination information generation unit 47.
- This ignition timing control block 41 is based on a predetermined arithmetic expression from these input information, and the ignition current that cuts off the primary current of the ignition coil 19 (energization start timing), the energization amount (energization angle), and the temporary current. The time is calculated.
- the primary current of the ignition coil 19 is controlled by these energization start timing, energization angle, and ignition timing.
- the ignition timing control block 41 is input with the combustion pressure information and knock information from the combustion pressure estimation calculation block 48, which is a feature of the present embodiment, and thereby, for example, MBT (Minimum) based on the combustion pressure signal. (SparkAdvanced for Best Torque) control and retard control when knocking occurs.
- MBT Minimum
- the combustion pressure estimation calculation block 48 estimates the combustion pressure. The occurrence of knock is detected.
- information from the acceleration state information generation unit 50 is also input.
- the ignition timing control block 41 calculates the ignition timing correction value by MBT control and the retard correction value when knocking occurs.
- FIG. 3 shows an example of the cylinder arrangement when viewed from the vertical direction of the multi-cylinder internal combustion engine cylinder.
- the cylinders are arranged in series, and the cylinder numbers of the four cylinders are # 1 to # 4.
- a combustion pressure sensor 14 is attached to each cylinder.
- FIG. 4 is a partial excerpt of the crankshaft periphery from FIG.
- the four cylinders burn at equal intervals during a crank angle of 720 °.
- a period obtained by dividing 720 ° into four equal parts is a combustion period, and the period is 180 °.
- the ring gear 8 makes one revolution, a combustion period for two cylinders is included.
- the ring gear has irregularities at certain angles (here, assumed to be 10 °). However, there is strictly a pitch error due to the machining accuracy of the ring gear.
- the pitch error of the ring gear 8 is constant regardless of the engine operating conditions.
- FIG. 5 is an example of a crank angle sensor output waveform during constant rotation.
- the horizontal axis is a reference crank angle for one rotation, and the vertical axis is an output voltage.
- the period of the corrugation of the waveform is equal during constant rotation, but strictly speaking, variations occur.
- the first half of the crank angle is a combustion period for one cylinder, which is 180 °.
- the crank angle top dead center (TDC) is located at the center of each of the first and second half.
- the combustion cylinder order of this engine is the order of # 1, # 3, # 4, # 2, and if the first 180 ° is the combustion period of the # 1 cylinder, the latter 180 ° is If the first half 180 ° is the combustion period of the # 4 cylinder, the second half 180 ° is the # 2 cylinder.
- the range of the ring gear measured during the combustion period of the # 1 cylinder and the # 4 cylinder is the same.
- the range of the ring gear measured during the combustion period of the # 2 cylinder and the # 3 cylinder is the same.
- the range of the ring gear measured during the combustion period of the # 1 cylinder and the # 4 cylinder is different from the range of the ring gear measured during the combustion period of the # 2 cylinder and the # 3 cylinder.
- Fig. 6a shows an example of a waveform during constant rotation.
- the vertical axis represents the time period of the unevenness of the waveform of the crank angle sensor output signal in FIG.
- the abscissa is the crank angle detected from the crank angle sensor output signal for half rotation (one combustion period).
- the range of the horizontal axis is 180 °.
- the 18 point signals are fluctuating.
- the factor of the period fluctuation during the constant rotation is the influence of the pitch error.
- Fig. 6b shows a waveform example during engine operation.
- the vertical axis represents the time period of the unevenness of the waveform of the crank angle sensor output signal in FIG.
- the abscissa is the crank angle detected from the crank angle sensor output signal for half rotation (one combustion period).
- the 18 point signals are fluctuating.
- the main factors of periodic fluctuations during engine operation are combustion pressure and torsional vibration in addition to pitch error. Since the crankshaft is linked to various devices and the engine cannot be rotated at a strictly constant speed, it is impossible to break down the breakdown of the periodic fluctuation factors, including pitch errors, by factor. Influenced by pitch error and ring gear engine differences. Torsional vibration is influenced by the individual engine difference of the crankshaft, but is generated by combustion pressure.
- the relationship between the fluctuation in the output of the combustion pressure sensor and the fluctuation in the crank angle sensor output signal is reproducible.
- the relationship between the periodic signal waveform and the combustion pressure waveform in the combustion period is recorded in advance, and the combustion pressure waveform can be estimated if it coincides with the newly measured periodic signal waveform.
- Fig. 7 shows an example of waveforms during engine operation.
- the vertical axis represents the output voltage of the combustion pressure 14.
- the abscissa is the crank angle detected from the crank angle sensor output signal for half rotation (one combustion period).
- the actual waveform varies depending on the temperature in the combustion chamber, the amount of air, the amount of fuel, the amount of residual gas, and the distribution state thereof.
- a combustion pressure detection sensor is mounted.
- the expression “step” is used, but the concept of an actual combustion pressure estimation and detection method will be described.
- a specific combustion pressure detection method can be implemented by the control device 18, and a combustion pressure detection device can be constructed.
- the combustion pressure detection method is executed by an arithmetic function by the control program of the MPU 27 provided in the control device 18, and the combustion pressure detection device is constructed as an arithmetic function block by the control program of the MPU 27. It is.
- FIG. 8 shows a procedure for measuring the combustion pressure of the # 1 cylinder.
- Step S102 the output signal of the combustion pressure sensor 14 is extracted.
- One measurement period is one combustion period (in the case of an in-line four-cylinder engine, the crank angle is 180 °).
- a combustion pressure signal A of the internal combustion engine is detected by a piezoelectric combustion pressure sensor 14 provided at an appropriate position of the internal combustion engine 1.
- the combustion pressure sensor 14 can detect vibrations over a wide frequency band, and the output signal of the combustion pressure sensor 14 is used for calculation by the control device 18. Then, the output signal of the combustion pressure sensor 14 obtained in this way is taken into the analog input circuit of the control device 18, and the processing described below is executed by the MPU 27.
- Step S103 First, an output signal of the crank angle sensor 7 is extracted by the digital input unit 23 in the control device 18.
- One measurement period is one combustion period (in the case of an in-line four-cylinder engine, the crank angle is 180 °).
- a period B at a time when the output signal of the extracted crank angle sensor 7 exceeds a predetermined threshold is measured by a reciprocal frequency counter.
- the pitch of the ring gear 8 is 10 °, the number of measurements is 18 points.
- Step S104 the cycle B of the crank angle sensor output signal measured in step S103 is compared with the cycle C of the plurality of crank angle sensor output signals included in the previously recorded relationship.
- the cycle C of a plurality of crank angle sensor output signals and the output signal D of the combustion pressure sensor 14 measured simultaneously are recorded as a pair. From the comparison, the cycle C ′ of the crank angle sensor output signal that is most approximated in the relationship is selected, and the output signal D ′ of the combustion pressure sensor 14 measured simultaneously with C ′ is extracted from the relationship.
- the step S104 will be described in detail.
- the internal combustion engine control device 18 of the present embodiment simultaneously measured the cycle [sec] of the crank angle sensor output signal with respect to the crank angle [deg] as shown in FIG.
- a plurality of relations of the output signal D of the combustion pressure sensor 14 as shown in FIG. 7 are stored in the RAM 25 (memory) as a learning database according to the engine speed or torque.
- the MPU (which may be referred to as a microprocessor unit or simply a processor) compares the actually detected clasen sensor signal with the above relationship stored in the RAM 25 (memory), and the crank angle [ deg] is selected as a relation of the cycle [sec] of the crank angle sensor output signal, and the corresponding output signal D of the combustion pressure sensor 14 is estimated and output as in-cylinder pressure.
- the MPU (microprocessor unit) 27 decomposes the actually measured angular velocity of the crankshaft into frequency components. Then, for the decomposed frequency component, the closest frequency component is extracted from the frequency component group stored in the learning data. Then, the MPU (microprocessor unit) 27 estimates and determines the in-cylinder pressure associated with the extracted closest frequency component as the actual in-cylinder pressure.
- the collation is performed after performing the frequency decomposition, but the present embodiment is not limited to this method, and the collation may be performed by simply comparing the respective waveforms.
- the MPU (microprocessor unit) 27 performs vehicle control using the estimated in-cylinder pressure only when a failure of the pressure sensor 14 is detected. You may do it.
- the reference pressure sensor 14 is provided in one cylinder # 2.
- the internal combustion engine control device 18 includes a crank that is associated with the in-cylinder pressure of the cylinder in a reference cylinder (for example, cylinder # 2) provided with a reference pressure sensor in accordance with the engine speed or torque. Learning data of the frequency component group of the angular velocity of the axis is created and stored in the RAM 25 (memory).
- the MPU (microprocessor unit) 27 uses the measured classane signal based on the above relationship to determine the cylinder # Correction is made so as to correspond to 2.
- the MPU (microprocessor unit) 27 decomposes the corrected angular velocity of the crankshaft into frequency components. Then, for the decomposed frequency component, the closest frequency component is extracted from the frequency component group stored in the learning data. Then, the MPU (microprocessor unit) 27 estimates and determines the in-cylinder pressure associated with the extracted closest frequency component as the actual in-cylinder pressure.
- the MPU (microprocessor unit) 27 uses the estimated in-cylinder pressure to control the vehicle only when a failure of the pressure sensor 14 is detected. May be performed.
- Step S105 in order to compare the combustion pressure signal A measured in step S102 with the combustion pressure signal D ′ estimated in step S104, a deviation between both is calculated.
- Step S106 a conditional branch process is performed by comparing the deviation calculated in step S105 with a predetermined specified value. If the deviation calculated in step S105 is less than or equal to the deviation calculated in step S105, it is determined that the combustion pressure sensor is operating normally, and the process proceeds to step S107. If the deviation calculated in step S105 is larger than the deviation calculated in step S105, it is determined that the combustion pressure sensor is operating abnormally, and the process proceeds to step S110.
- Step S107 the combustion pressure signal A measured in step S102 and the period B measured in step S103 are additionally recorded in the relationship as pair information.
- Step S108 the combustion pressure signal A measured in step S102 is output.
- Step S110 the combustion pressure signal D ′ estimated in step S104 is output.
- the combustion pressure sensor operates abnormally, the abnormality is detected, and the estimated value is output instead of the measured value, thereby maintaining the quality of the combustion control.
- the procedure of steps S101 to S111 is applied to each cylinder, and the relationship is recorded and verified for each cylinder.
- the estimation accuracy may be improved by using the relationship between different cylinders, and will be described below. If the number of records of the relationship is small, the deviation in the collation in step S104 becomes large, and the estimation accuracy of the combustion pressure decreases.
- FIG. 9 shows a procedure for measuring the combustion pressure of the # 1 cylinder, and a part of the procedure is added to FIG. The added procedure is steps S204 to S209.
- Step S204 the number of records related to the # 1 cylinder (hereinafter, the number of related records) is compared with the required number of records (hereinafter, the specified value). If the number of related records is less than the specified value, the process proceeds to step S205. If the number of related records is not less than the specified value, the process proceeds to step S210.
- Step S205 the number of records related to the # 4 cylinder (hereinafter referred to as the number of related records) is compared with the required number of records (hereinafter referred to as the prescribed value). If the related record number is less than the specified value, the process proceeds to step S206. If the related record number is not less than the specified value, the process proceeds to step S211.
- Step S206 the number of records related to the # 4 cylinder (hereinafter referred to as the number of related records) is compared with the required number of records (hereinafter referred to as the prescribed value). If the related record number is less than the specified value, the process proceeds to step S207. If the related record number is not less than the specified value, the process proceeds to step S208.
- Step S207 the number of records related to the # 4 cylinder (hereinafter referred to as the number of related records) is compared with the required number of records (hereinafter referred to as the prescribed value). If the related record number is less than the specified value, the process proceeds to step S221. If the related record number is not less than the specified value, the process proceeds to step S209.
- Step S208 the pitch error is relatively corrected.
- the # 1 cylinder and the # 2 cylinder have the same ring gear usage range during the combustion period, and the pitch error is relatively equal, so correction processing is required.
- the crank angle sensor To measure the deviation between the ring gear pitch used during the # 1 cylinder combustion period and the ring gear pitch used during the # 2 cylinder combustion period, the crank angle sensor must be Measure the period of the output signal. As an operation state in which the rotational fluctuation is suppressed, there is a case where combustion does not occur due to fuel cut at the time of vehicle deceleration.
- the vehicle acceleration sensor may have a small vertical movement and a small load fluctuation from the road surface to the crankshaft.
- Relative correction of pitch error by determining the ratio of the cycle of the output signal of the crank angle sensor of the # 1 cylinder and the cycle of the output signal of the crank angle sensor of the # 2 cylinder, measured in an operating state in which the rotational fluctuation is suppressed as much as possible. Is possible.
- the relative correction is made to the cycle of the output signal of the crank angle sensor of the # 2 cylinder.
- Step S208 the pitch error is relatively corrected.
- the # 1 cylinder and the # 3 cylinder have the same ring gear usage range during the combustion period, and the pitch error is relatively equal, so correction processing is required.
- the crank angle sensor To measure the deviation between the ring gear pitch used during the # 1 cylinder combustion period and the ring gear pitch used during the # 3 cylinder combustion period, the crank angle sensor must be Measure the period of the output signal. As an operation state in which the rotational fluctuation is suppressed, there is a case where combustion does not occur due to fuel cut at the time of vehicle deceleration.
- the vehicle acceleration sensor may have a small vertical movement and a small load fluctuation from the road surface to the crankshaft.
- Relative correction of pitch error by determining the ratio of the output signal cycle of the # 1 cylinder crank angle sensor and the output signal cycle of the # 3 cylinder crank angle sensor, measured in an operating state with minimal rotational fluctuations Is possible.
- the cycle ratio (relationship ⁇ ) by the cycle of the output signal of the crank angle sensor of the # 1 cylinder
- the cycle of the output signal of the crank angle sensor of the # 3 cylinder is relatively corrected.
- the combustion pressure of the # 1 cylinder is estimated.
- Step S210 Since step S210 is the same fuel pressure estimation method as step S104 of FIG. 8, the description thereof is omitted.
- Step S211 is the same as Step S104 of FIG.
- the # 1 cylinder and the # 4 cylinder have the same ring gear usage range in the combustion period, and the pitch error is relatively equal, so correction processing is not necessary.
- Step S212 is a fuel pressure estimation method similar to step S104 in FIG. That is, the internal combustion engine controller 18 simultaneously measured the cycle [sec] of the crank angle sensor output signal with respect to the crank angle [deg] as shown in FIG. A plurality of relations of the output signal D of the combustion pressure sensor 14 as shown are stored in the RAM 25 (memory) as a learning database in accordance with the engine speed or torque.
- the MPU (which may be referred to as a microprocessor unit or simply a processor) compares the actually detected clasen sensor signal with the above relationship stored in the RAM 25 (memory), and the crank angle [ deg] is selected as a relation of the cycle [sec] of the crank angle sensor output signal, and the corresponding output signal D of the combustion pressure sensor 14 is estimated and output as in-cylinder pressure.
- the MPU (microprocessor unit) 27 estimates the cylinder pressure of the cylinder # 2 other than the predetermined cylinder # 1
- the MPA 27 is corrected so as to correspond to the reference cylinder # 1 as described above. To do.
- the corrected cylinder signal is collated with the relationship between the crank sensor signal stored in the RAM 25 (memory) and the in-cylinder pressure of the predetermined cylinder to obtain the in-cylinder pressure of the cylinder # 1, and this is obtained as the cylinder #. 2 cylinder pressure is estimated and output.
- Step S213 is the same as step S104 in FIG. Other procedures are the same as those in FIG.
- the order of other cylinders is given priority to other cylinders that do not require relative correction of pitch error.
- priority is given to the other cylinders with a short distance. For example, in the case of estimating the combustion pressure of the # 1 cylinder in the in-line four-cylinder engine of FIG. 3, if the relationship record number of # 1 is less than a specified value, the relationship of # 3 cylinder is used. When the number of records for the # 3 cylinder is less than the specified value, the distance of the # 2 cylinder, which is close to the # 1 cylinder, is used after relative correction.
- the relationship for the # 4 cylinder is used after being relatively corrected.
- the above procedure is equipped with a combustion pressure sensor for each cylinder, and even if the combustion pressure sensor fails early, it is possible to estimate the combustion pressure using the history of the combustion state of other cylinders. Can be given. If the number of related records reaches the specified value, the output of the estimated value of the combustion pressure can be continued even if all the combustion pressure sensors fail. Further, in the future, if the durability of the combustion pressure sensor is improved, the number of attached combustion pressure sensors can be reduced, and the cost can be reduced if the combustion pressure of the unmounted cylinder is estimated.
- SYMBOLS 2 Air cleaner, 5 ... Throttle valve, 6 ... Flow rate detection apparatus, 7 ... Rotation speed detection means, 8 ... Plate or ring gear, 9 ... Fuel tank, 10 ... Fuel pump, 11 ... Pressure regulator, 12 ... Fuel pipe, 13 DESCRIPTION OF SYMBOLS ... Fuel injection device, 15 ... Three-way catalyst, 16 ... Air-fuel ratio sensor, 17 ... O2 sensor, 18 ... Control device of an internal combustion engine, 19 ... Ignition device, 40 ... Fuel injection control block, 41 ... Ignition control block, 48 ... Combustion pressure estimation block.
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- Combined Controls Of Internal Combustion Engines (AREA)
Abstract
Description
図3は多気筒内燃機関シリンダ鉛直方向から見た場合のシリンダ配置の一例である。各気筒は直列に配置されており、4気筒それぞれの気筒番号を#1~#4とする。各気筒それぞれに燃焼圧センサ14が取り付けられている。
このステップS102は燃焼圧力センサ14の出力信号を抽出するものである。一度の測定期間は1燃焼期間分(直列4気筒エンジンの場合、クランク角度で180°分)とする。内燃機関の燃焼状態を把握するため、内燃機関1の適宜位置に設けた圧電式燃焼圧力センサ14によって、内燃機関の燃焼圧力信号Aが検出される。この燃焼圧力センサ14は広い周波数帯域にわたって振動を検出することができるものであり、燃焼圧力センサ14の出力信号は制御装置18の演算に使用される。そして、このようにして得られた燃焼圧力センサ14の出力信号は制御装置18のアナログ入力回路に取り込まれ、以下に説明する処理がMPU27によって実行されるものである。
ステップS103では、まず、クランク角度センサ7の出力信号を制御装置18内のデジタル入力部23にて抽出する。一度の測定期間は1燃焼期間分(直列4気筒エンジンの場合、クランク角度で180°分)とする。抽出したクランク角度センサ7の出力信号が予め定めた閾値を跨って超えた時期の周期Bをレシプロカル方式の周波数カウンタにて測定する。ここで、リングギア8のピッチが10°の場合、測定数は18点となる。
ステップS104では、ステップS103で測定したクランク角度センサ出力信号の周期Bと、予め記録した関係に含まれる、複数のクランク角度センサ出力信号の周期Cと照合する。関係には、複数のクランク角度センサ出力信号の周期Cと、同時に測定した、燃焼圧センサ14の出力信号Dが対になって記録されている。照合より、関係の中で最も近似したクランク角度センサ出力信号の周期C’を選定し、C’と同時に測定した燃焼圧センサ14の出力信号D’を関係から抽出する。
ステップS105では、ステップS102で測定した燃焼圧力信号Aと、ステップS104で推定した燃焼圧力信号D’を比較するため、双方の偏差を算出する。
ステップS106では、ステップS105で算出した偏差と、予め定めた規定値を比較して、条件分岐処理を行う。ステップS105で算出した偏差がステップS105で算出した偏差以下である場合、燃焼圧センサが正常動作していると判断し、ステップS107へ進める。ステップS105で算出した偏差がステップS105で算出した偏差より大きい場合、燃焼圧センサが異常動作していると判断し、ステップS110へ進める。
ステップS107では、ステップS102で測定した燃焼圧力信号Aと、ステップS103で測定した周期Bを対の情報として、関係に追加記録する。
ステップS108では、ステップS102で測定した燃焼圧力信号Aを出力する。
ステップS110では、ステップS104で推定した燃焼圧力信号D’を出力する。
以上に述べた手順により、燃焼圧力センサが異常動作した場合に、異常を検出して、測定値の代わりに推定値を出力することで、燃焼制御の品質を維持するものである。
ステップS101~S111の手順は、気筒別に適用されるものであり、気筒毎に関係の記録と照合を行う。しかし、多気筒エンジンにおいては、別気筒の関係を用いることで推定精度を向上させることが出来る場合があるため、以下に説明する。関係の記録数が少ないと、ステップS104の照合における乖離が大きくなり、燃焼圧力の推定精度が低下する。しかし、関係の記録数が多いと、照合回数が増えるため、制御装置18の演算能力を消費する。このため、関係の必要記録数はエンジン機種毎に設定される。よって、関係の記録数が必要記録数に到達した後は、これ以上記録数が増えないようにする必要がある。そのためには、新たな記録を止めるか、新たな記録を古い記録と置き換えるなどの方法がある。エンジンの摩耗などにより、関係に経時変化が認められる場合は、新たな記録を古い記録と置き換える方法がより有効となる。しかし、関係の記録数が必要記録数に到達するよりも前に燃焼圧力センサが故障して、自己回復されずに出力異常が続く場合、関係の追加記録は停止する。この状態では、関係の記録数(以下、関係記録数)が必要記録数(以下、規定値)に到達されないため、燃焼圧力の推定精度が低下したまま、改善されないことになる。この場合、他の気筒の関係を使用することで、推定精度の改善が可能となるので、この手順を図9へ示す。図9は、#1気筒の燃焼圧を測定する手順であり、図8に一部の手順を追加したものである。追加した手順は、ステップS204からS209である。
求めた周期の比率を、測定した#1気筒のクランク角度センサの出力信号の周期に乗じることで、#2気筒のクランク角度センサの出力信号の周期へ相対補正する。相対補正後の周期信号を#2気筒の関係と照合することで、#1気筒の燃焼圧力を推定する。
ステップS212は、図8のステップS104と同様の燃料圧力の推定方法である。すなわち、内燃機関制御装置18は、#1気筒に対応して、図6に示したようなクランク角度[deg]に対するクランク角度センサ出力信号の周期[sec]に対し、同時に測定した、図7に示したような燃焼圧センサ14の出力信号Dの関係をエンジン回転数、又はトルクに応じて、複数、学習データベースとしてRAM25(メモリ)に記憶する。
上記の手順は、燃焼圧力センサを気筒毎に装着し、燃焼圧力センサが早期に故障した場合でも、他気筒の燃焼状態の履歴を利用して、燃焼圧力を推定可能とすることで、冗長性を持たせることができるものである。関係記録数が規定値に達していれば、燃焼圧力センサが全て故障しても燃焼圧力の推定値の出力を継続可能となる。また、将来的に、燃焼圧力センサの耐久性が改善すれば、燃焼圧力センサの装着数を減らし、未装着気筒の燃焼圧力を推定する構成にすれば、コスト削減が可能となる。
Claims (5)
- 基準となるクランクセンサ信号と所定の気筒の筒内圧力との関係を記録するメモリと、
検知したクラセンセンサの信号を前記メモリに記憶されたクランクセンサ信号と所定の気筒の筒内圧力との関係と照合することで前記気筒の筒内圧力を求めるプロセッサを備えたことを特徴とする内燃機関制御装置。 - 請求項1に記載の内燃機関制御装置において、
前記メモリは、エンジン回転数、又はトルクに応じて、気筒の筒内圧力と対応付けされたクランク軸の角速度の周波数成分群の学習データとして記憶し、
前記プロセッサは、測定したクランク軸の角速度を周波数成分に分解し、分解した周波数成分に対し、前記学習データに記憶された周波数成分群のうち、最も近い周波数成分に対応付けされた筒内圧力を実際の筒内圧力として求める。
ことを特徴とする内燃機関制御装置。 - 請求項1に記載の内燃機関制御装置において、
前記所定の気筒以外の気筒圧力を推定する場合に、前記プロセッサは測定したクラセン信号を前記基準の気筒に対応するものとなるように補正し、補正したクラセンセンサの信号を前記メモリに記憶されたクランクセンサ信号と所定の気筒の筒内圧力との関係と照合することで前記気筒の筒内圧力を求めるプロセッサを備えたことを特徴とする内燃機関制御装置。 - 複数の気筒を備えた内燃機関を制御する内燃機関制御装置において、
基準となるクランクセンサ信号と基準の気筒の筒内圧力との関係を記録するメモリと、
前記複数の気筒のうち、圧力センサが設置されていない気筒の筒内圧力を検出する場合に、検知したクラセンセンサの信号を前記基準の気筒に対応するものとなるように補正し、
補正したクラセンセンサの信号を前記メモリに記憶されたクランクセンサ信号と所定の気筒の筒内圧力との関係と照合することで前記気筒の筒内圧力を求めるプロセッサを備えたことを特徴とする内燃機関制御装置。 - 請求項4に記載の内燃機関制御装置において、
前記メモリはエンジン回転数、又はトルクに応じて、前記基準の気筒の筒内圧力と対応付けされたクランク軸の角速度の周波数成分群の学習データを記憶し、
前記プロセッサは、圧力センサが設けられていない気筒を検出する場合に、測定したクラセン信号を前記基準の気筒に対応するものとなるように補正し、補正したクランク軸の角速度を周波数成分に分解し、分解した周波数成分に対し、前記学習データに記憶された周波数成分群のうち、最も近い周波数成分に対応付けされた筒内圧力を実際の筒内圧力として求めることを特徴とする内燃機関制御装置。
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