WO2017094164A1 - 内燃機関の燃焼安定化装置および燃焼安定化方法 - Google Patents
内燃機関の燃焼安定化装置および燃焼安定化方法 Download PDFInfo
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- WO2017094164A1 WO2017094164A1 PCT/JP2015/084007 JP2015084007W WO2017094164A1 WO 2017094164 A1 WO2017094164 A1 WO 2017094164A1 JP 2015084007 W JP2015084007 W JP 2015084007W WO 2017094164 A1 WO2017094164 A1 WO 2017094164A1
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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
- F02D19/12—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 non-fuel substances or with anti-knock agents, e.g. with anti-knock fuel
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/0002—Controlling intake air
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
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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
- F02D41/045—Detection of accelerating or decelerating state
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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
- F02D41/10—Introducing corrections for particular operating conditions for acceleration
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M25/00—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture
- F02M25/10—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture adding acetylene, non-waterborne hydrogen, non-airborne oxygen, or ozone
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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
- F02D2200/04—Engine intake system parameters
- F02D2200/0406—Intake manifold 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
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/04—Engine intake system parameters
- F02D2200/0414—Air temperature
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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
- F02D2200/04—Engine intake system parameters
- F02D2200/0418—Air humidity
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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
- F02D2250/00—Engine control related to specific problems or objectives
- F02D2250/18—Control of the engine output torque
- F02D2250/21—Control of the engine output torque during a transition between engine operation modes or states
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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 combustion stabilization device and a combustion stabilization method for an internal combustion engine that stabilizes combustion by supplying a combustion accelerator for promoting combustion to a combustion chamber.
- Patent Document 1 In a conventional internal combustion engine, a technique for stabilizing combustion by supplying ozone to a combustion chamber has been proposed (for example, see Patent Document 1).
- Patent Document 1 is configured to perform control to reduce the amount of ozone supplied to the combustion chamber when the load of the internal combustion engine increases.
- the present invention has been made to solve the above-described problems, and is a combustion stabilization device for an internal combustion engine that can suppress transient combustion instability associated with an increase in the load of the internal combustion engine.
- the object is to obtain a combustion stabilization method.
- the combustion stabilization device for an internal combustion engine generates a combustion accelerator by using a power supply device that supplies power and the power supplied from the power supply device, and supplies the combustion accelerator to the combustion chamber of the internal combustion engine, thereby increasing the power supply.
- a combustion accelerator generator that increases the generation amount of the combustion accelerator, an engine output command device that outputs an engine output command for controlling the engine output of the internal combustion engine, an electronic control unit that controls the power supply, The electronic control unit is operated by an engine output increase rate calculating unit that calculates the amount of change per unit time of the engine output command output by the engine output commander as an engine output increase rate, and an engine output increase rate calculating unit.
- a power supply control unit that adjusts the generation amount of the combustion accelerator by controlling the power supply so that the supply power corresponding to the engine output increase rate is supplied.
- the combustion stabilization method for an internal combustion engine includes a step of calculating a change amount per unit time of an engine output command for controlling the engine output of the internal combustion engine as an engine output increase rate, and the calculated engine Adjusting the amount of the combustion accelerator supplied to the combustion chamber of the internal combustion engine according to the output increase rate, and the step is executed by the electronic control unit.
- the amount of change per unit time of the engine output command for controlling the engine output of the internal combustion engine is calculated as the engine output increase rate, and the supply power corresponding to the engine output increase rate is supplied.
- the amount of combustion accelerator generated from the combustion accelerator generator is adjusted by controlling the power supply device.
- FIG. 9 is a timing diagram showing a fifth example of the relationship between the engine output command, the engine output increase rate, and the supplied power in the first embodiment of the present invention.
- FIG. 1 is a schematic diagram showing an example of a combustion stabilization device for an internal combustion engine according to Embodiment 1 of the present invention.
- an internal combustion engine 1 to which a combustion stabilization device for an internal combustion engine (hereinafter sometimes abbreviated as a combustion stabilization device) is applied, a combustion chamber 2 and an intake path 3 of the internal combustion engine 1, and an intake path 3 is also shown in the drawing.
- a combustion stabilization device for an internal combustion engine hereinafter sometimes abbreviated as a combustion stabilization device
- the combustion stabilizing device is configured to stabilize combustion by supplying a combustion accelerator for promoting combustion to the combustion chamber 2 of the internal combustion engine 1.
- the combustion accelerator is configured to be generated by a discharge generated by applying an alternating voltage between electrodes of a combustion accelerator generator 5 described later.
- the combustion stabilizing device includes a power supply device 4, a combustion accelerator generator 5, an electronic control unit 6, and an engine output command device 7.
- the electronic control unit 6 includes a power supply control unit 61, an engine output increase rate calculation unit 62, and an intake air amount control unit 63.
- the electronic control unit 6 is realized by, for example, a CPU that executes a program stored in a memory and a processing circuit such as a system LSI.
- the power supplier 4 has a function of converting a DC voltage into a higher AC voltage, and supplies power to the combustion accelerator generator 5 in accordance with a power amount command input from the power supply controller 61. Specifically, the power supply unit 4 supplies arbitrary power within the range of the power below the maximum output of the power supply unit 4 itself according to the control signal input from the power supply control unit 61. It can be supplied to Further, the supply timing of power from the power supply unit 4 to the combustion accelerator generator 5 is also controlled according to a control signal input from the power supply control unit 61.
- an alternating voltage since it should just be able to generate
- FIG. 2 is a circuit diagram showing an example of the configuration of power supply device 4 according to Embodiment 1 of the present invention.
- the power supply 4 includes a DC power supply 41, a DC / DC converter 42, a switching element 43, a step-up transformer 44, and a resonance coil 45.
- DC power supply 41 outputs a DC voltage to DC / DC converter 42.
- the DC power supply 41 for example, a general automobile battery capable of applying a DC voltage of 12V may be used.
- the DC / DC converter 42 boosts the DC voltage output from the DC power supply 41 to, for example, 2 times or more and 40 times or less, and outputs the boosted DC voltage.
- the boosted DC voltage is converted into an AC voltage by an inverter of a full-bridge circuit configured by four switching elements 43 connected in two series and two in parallel.
- the switching element 43 is switched on and off in accordance with a control signal input from the power supply control unit 61. By performing such switching control, an alternating voltage can be generated.
- the conversion from the DC voltage to the AC voltage is performed by a full bridge circuit, but the conversion may be performed by a half bridge circuit.
- the half bridge circuit is used in this way, the number of the switching elements 43 is only two, but a voltage twice as high as that of the full bridge circuit is applied to the switching element 43.
- the switching element 43 must be selected.
- the DC / DC converter 42 can be used. It becomes unnecessary.
- the primary side of the step-up transformer 44 is connected so as to connect two series of four switching elements 43 connected in two series and two in parallel.
- the secondary high voltage side terminal of the step-up transformer 44 is connected to the combustion accelerator generator 5 via the resonance coil 45, while the low voltage side terminal is grounded.
- the turn ratio of the step-up transformer 44 is determined in a range of 2 to 20, for example, according to a necessary step-up ratio.
- the high voltage generated by the combined use of the boosting by the boosting transformer 44 and the boosting by resonance is applied between the electrodes of the combustion accelerator generator 5.
- the step-up transformer 44 is not necessarily required, and the step-up transformer 44 may not be provided. In this case, it is necessary to generate a high voltage to be applied between the electrodes of the combustion promoter generator 5 only by boosting by resonance, not by boosting by the boosting transformer 44 and boosting by resonance.
- the power supply control unit 61 outputs a control signal having a repetition frequency of 1 Hz or more to the switching element 43.
- the power supply device 4 repeats an operation of applying a voltage between the electrodes of the combustion accelerator generator 5 and an operation of not applying a voltage between the electrodes according to a control signal input from the power supply control unit 61. Further, the power supplied from the power supply device 4 to the combustion accelerator generator 5 can be adjusted by the ratio of both the period in which the voltage is applied between the electrodes and the period in which the voltage is not applied.
- the repetition frequency of the control signal may be synchronized with the rotation of the internal combustion engine 1, and in this case, the control signal can be made to correspond to the engine speed, thereby facilitating the control.
- the power supplied to the combustion accelerator generator 5 per hour is constant.
- a capacitor is provided on the low voltage side of the combustion accelerator generator 5
- a Lissajous waveform is acquired from the voltage applied between the electrodes and the voltage of the capacitor, and the power is constantly detected, and the frequency is repeatedly adjusted from the detection result.
- the power may be kept constant.
- the combustion promoter generator 5 generates a combustion promoter by generating a discharge between the electrodes by the power supplied from the power supplier 4, and supplies the combustion promoter 2 to the combustion chamber 2 of the internal combustion engine 1.
- the amount of combustion accelerator generated increases as the power supplied to the combustion accelerator generator 5 increases.
- FIG. 3 is a schematic diagram showing an example of the configuration of the combustion accelerator generator 5 according to Embodiment 1 of the present invention.
- the combustion accelerator generator 5 includes a first electrode 51, a second electrode 52, and a dielectric 53.
- the first electrode 51 is provided to face the second electrode 52 through a gap.
- at least one dielectric 53 is interposed between the first electrode 51 and the second electrode 52.
- the high voltage terminal of the power supply device 4 is connected to the first electrode 51, and the low voltage terminal of the power supply device 4 is connected to the second electrode 52.
- a dielectric barrier discharge is generated in the gap between the first electrode 51 and the second electrode 52 via the dielectric 53.
- oxygen molecules and water molecules in the air are decomposed, and at least one of ozone, OH radicals, and O radicals is generated as a combustion accelerator that promotes combustion.
- FIG. 4 is a schematic diagram showing another example of the configuration of the combustion accelerator generator 5 according to Embodiment 1 of the present invention.
- the combustion accelerator generator 5 includes a first electrode 51, a second electrode 52, and a dielectric 53.
- the first electrode 51 is provided to face the second electrode 52.
- the dielectric 53 provided between the first electrode 51 and the second electrode 52 is in contact with both the first electrode 51 and the second electrode 52.
- the configuration shown in FIG. 3 when the configuration shown in FIG. 3 is compared with the configuration shown in FIG. 4, the configuration shown in FIG. 3 has an advantage that the generation efficiency of the combustion accelerator is higher. In the configuration shown in FIG. There is the advantage that the applied voltage required to generate the is lower.
- the combustion accelerator generator 5 is provided in the intake passage 3 of the internal combustion engine 1.
- the combustion accelerator generator 5 may be provided on the combustion chamber 2 side or on the atmosphere side with respect to the intake amount adjuster 8 for adjusting the intake amount of the internal combustion engine 1. Also good.
- the distance from the position where the combustion accelerator is generated to the combustion chamber 2 can be shortened.
- a promoter can be supplied to the combustion chamber 2.
- a part of the generated combustion accelerator may be decomposed, so that the distance needs to be set appropriately.
- the time from when the combustion accelerator is generated until it is supplied to the combustion chamber 2 can be further shortened. .
- the installation environment of the combustion accelerator generator 5 is an environment below atmospheric pressure, it is advantageous that the voltage required to generate the discharge is lowered. Further, the discharge timing in the combustion accelerator generator 5 can be set using the pressure pulsation due to the intake air.
- the combustion accelerator generator 5 when the combustion accelerator generator 5 is provided on the atmosphere side with respect to the intake air amount adjuster 8, it is possible to generate a discharge in a stable pressure environment. Further, even when the electric power supplied by the electric power supplier 4 fluctuates due to fluctuations in the ambient pressure when the combustion accelerator generator 5 generates a discharge, the combustion accelerator generator 5 is stabilized. Electric power can be supplied.
- the engine output command device 7 is configured to output an engine output command for controlling the engine output of the internal combustion engine 1.
- the engine output is represented by the product of the engine load and the engine speed. Therefore, an increase in engine output indicates that the product of engine load and engine speed increases.
- the engine output command output by the engine output command unit 7 is input to the engine output increase rate calculation unit 62 and the intake air amount control unit 63.
- the accelerator pedal corresponds to the engine output command device 7.
- the throttle grip corresponds to the engine output command device 7.
- the intake air amount control unit 63 outputs an intake air amount command for adjusting the intake air amount to the intake air amount adjuster 8 in accordance with the engine output command output from the engine output command unit 7.
- the intake air amount adjuster 8 adjusts the intake air amount in accordance with the intake air amount command. Specifically, for example, when the intake air amount adjuster 8 is configured by an intake valve, the intake air amount control unit 63 outputs an intake air amount command for controlling the opening degree of the intake valve. In this case, the intake air amount adjuster 8 adjusts the intake air amount by controlling the opening degree of the intake valve in accordance with the intake air amount command.
- the amount of fuel injected into the combustion chamber 2 is determined in accordance with the intake air amount. Therefore, in the internal combustion engine 1, if the combustion is stable, the engine output increases as the intake air amount increases. In other words, in the first embodiment, the combustion can be stabilized by the combustion stabilizing device, and as a result, the engine output can be reliably increased as the intake air amount increases.
- the engine output increase rate calculation unit 62 calculates the amount of change per unit time of the engine output command output by the engine output command unit 7 as the engine output increase rate. Specifically, the engine output increase rate calculating unit 62 calculates the time differential value of the engine output command output from the engine output command unit 7 and sets the calculation result as the engine output increase rate. In the first embodiment, it is assumed that the engine output increase rate calculated by the engine output increase rate calculation unit 62 is a value of 0 or more.
- the intake air amount control unit 63 controls the intake air amount adjuster 8 so that the intake air amount increases over time.
- the instability of the combustion indicates that the engine output fluctuation for each combustion cycle of the internal combustion engine 1 increases. Further, if the combustion becomes unstable, the engine operation may stop. Further, when the internal combustion engine 1 is of the compression ignition type, since the exhaust gas heat is carried over to the next cycle by a large amount of exhaust gas recirculation and is continuously operated, a slower adjustment is performed when the engine output increases. Is required. However, it takes a long time from when the engine output command device 7 outputs the engine output command to when the engine output actually increases. This is not preferable from the viewpoint of practical use because the response is lowered.
- the combustion stabilizing device improves transient combustion instability when the engine output increases, and stabilizes combustion even when the engine output increases more rapidly. Can do.
- FIG. 5 is a block diagram showing an example of a combustion stabilization device for an internal combustion engine in the first embodiment of the present invention.
- the engine output command output by the engine output command unit 7 is input to the engine output increase rate calculation unit 62 and the intake air amount control unit 63.
- the intake air amount control unit 63 outputs an intake air amount command to the intake air amount adjuster 8 in accordance with the input engine output command.
- the intake air amount adjuster 8 adjusts the intake air amount in accordance with the intake air amount command.
- the engine output increase rate calculation unit 62 calculates the engine output increase rate from the input engine output command and outputs the engine output increase rate to the power supply control unit 61.
- the power supply control unit 61 determines the supply power to the combustion accelerator generator 5 corresponding to the engine output increase rate according to the engine output increase rate input from the engine output increase rate calculation unit 62.
- the power supply control unit 61 determines the supplied power so that the larger the input engine output increase rate is, the larger the supplied power is.
- a map that is associated with the engine output increase rate and the supplied power and is defined in advance so that the supply power increases as the engine output increase rate increases is stored in the memory in advance.
- the power supply control unit 61 determines supply power corresponding to the engine output increase rate input from the engine output increase rate calculation unit 62 from the map stored in the memory.
- the power supply control unit 61 controls the power supply 4 so that the determined supply power is supplied to the combustion accelerator generator 5. As a result, an amount of combustion accelerator corresponding to the power supplied to the combustion accelerator generator 5 can be generated. Further, the larger the power supplied to the combustion accelerator generator 5, the greater the amount of combustion accelerator generated.
- the power supply control unit 61 controls the power supply unit 4 so that the supply power corresponding to the engine output increase rate calculated by the engine output increase rate calculation unit 62 is supplied. Adjust the amount of generation.
- the combustion accelerator generator 5 is provided in the intake passage 3, there is a delay in the time from when the combustion accelerator is generated until it is supplied to the combustion chamber 2. Therefore, in such feedback control, the response is not in time for the transient combustion instability accompanying the engine output.
- the combustion accelerator is generated from the combustion accelerator generator 5 before the combustion becomes unstable. It becomes possible to supply the agent.
- the power supply control unit 61 is configured to control the power supplied to the combustion accelerator generator 5 by using at least one of a plurality of control patterns shown in each of FIGS. .
- FIG. 6 is a timing chart showing a first example of the relationship between the engine output command, the engine output increase rate, and the supplied power in the first embodiment of the present invention.
- each vertical axis represents the relative value of the engine output command output by the engine output command unit 7, the relative value of the engine output increase rate calculated by the engine output increase rate calculation unit 62, and the power supply unit 4
- the horizontal axis is a common time axis.
- the horizontal axis is classified into a period A in which the engine output command is constant, a period B in which the engine output command changes in an increasing direction, and a period C in which the engine output command becomes constant again. be able to. It should be noted that the time when the engine output actually increases and the combustion becomes unstable according to the engine output command is in the future after the period C shown in the figure.
- period B the engine output command increases linearly, so the engine output increase rate and the supplied power are constant values that are not zero.
- period B is a period in which the engine output command changes in the increasing direction and the engine output increase rate is constant.
- the power supply control unit 61 sets the power supply unit so that the supplied power is constant in the period B, that is, the period in which the engine output command changes in the increasing direction and the engine output increase rate is constant. By controlling, the generation amount of the combustion accelerator is made constant.
- the period during which the engine output actually increases is often longer than the period B. Therefore, the supply power may be continuously supplied for a certain period from the transition point in which the period B shifts to the period C.
- the supply power is not instantaneously set to zero at the transition point where the period B transitions to the period C, and a certain period from the transition point is reached.
- the supply power may be continuously supplied while gradually decreasing over time. In this case, it is not always necessary to completely reduce the supplied power to 0.
- a configuration may be adopted in which a small amount of supplied power is continuously supplied after the supply power has finished decreasing. Good. By comprising in this way, it becomes possible to stabilize combustion more.
- the supply power at the transition point that is, the supply power in the period B is continuously supplied for a certain period, and after the combustion is completely stabilized
- the power supply may be configured to be zero.
- the supply time for which supply power is continuously supplied from the transition time is, It may be set in advance in consideration of the characteristics and operating conditions of the internal combustion engine 1.
- the value of the supply power in the period C may be set in advance so as to be equal to or less than the supply power in the period B.
- the engine output increase rate is indicated by the time differential value of the engine output command.
- the engine output increase rate is calculated by taking a difference from the value obtained in a stepwise manner by being discretized by the time resolution of the engine output increase rate calculating unit 62. That is, the difference between the current engine output command and the previous engine output command one step before is calculated, and a value obtained by dividing the difference by the time resolution is set as a time differential value of the engine output command.
- the time resolution of the engine output increase rate calculating unit 62 is not sufficiently high, a higher-order difference method is required.
- the time differential value of the engine output command is calculated using the current engine output command and the past engine output command two steps or more before. Since how much past engine output command is used, that is, how much higher order calculation is performed is a trade-off between calculation accuracy and calculation load, the time resolution of the engine output increase rate calculation unit 62, It may be determined in consideration of the memory capacity and the calculation speed.
- FIG. 7 is a timing chart showing a second example of the relationship between the engine output command, the engine output increase rate, and the supplied power in the first embodiment of the present invention.
- the vertical and horizontal axes in FIG. 7 are the same as those in FIG.
- period B the engine output command increases along a downwardly convex curve, and the engine output increase rate increases linearly. Therefore, the supplied power also increases linearly as the engine output increase rate increases.
- period B is a period in which the engine output command changes in the increasing direction and the engine output increase rate changes in the increasing direction.
- the power supply control unit 61 changes the supply power in the increasing direction in the period B, that is, in the period in which the engine output command changes in the increasing direction and the engine output increase rate changes in the increasing direction.
- the amount of combustion accelerator generated is increased.
- the supply power is controlled so as to increase linearly with an increase in the engine output increase rate in the period B.
- the power may be increased in any way.
- FIG. 7 illustrates a case where the supply power becomes 0 at the time of transition from the period B to the period C.
- the supply power continues for a certain period from the transition time. May be configured to be supplied.
- FIG. 8 is a timing chart showing a third example of the relationship between the engine output command, the engine output increase rate, and the supplied power in the first embodiment of the present invention.
- the vertical and horizontal axes in FIG. 8 are the same as those in FIG.
- the period A in which the engine output command is constant, the period B in which the engine output command changes in the increasing direction, and the engine output command are constant again with respect to the horizontal axis. And can be classified into period C.
- period B the engine output command increases along a curve that protrudes upward, and the engine output increase rate decreases linearly. For this reason, the supplied power also decreases linearly as the engine output increase rate decreases.
- period B is a period in which the engine output command changes in the increasing direction and the engine output increase rate changes in the decreasing direction.
- the power supply control unit 61 changes the supply power in the decreasing direction during the period B, that is, the period during which the engine output command changes in the increasing direction and the engine output increase rate changes in the decreasing direction.
- the power supply 4 By controlling the power supply 4, the amount of combustion accelerator generated is reduced.
- FIG 8 illustrates a case where the supply power is controlled to linearly decrease in accordance with a decrease in the engine output increase rate in the period B. However, if the supply power changes in a decreasing direction, the supply is changed. The power may be reduced in any way.
- FIG. 9 is a timing chart showing a fourth example of the relationship between the engine output command, the engine output increase rate, and the supplied power in the first embodiment of the present invention.
- the vertical and horizontal axes in FIG. 9 are the same as those in FIG.
- the horizontal axis is classified into a period A in which the engine output command changes in the increasing direction, a period B in which the engine output command changes in the increasing direction, and a period C in which the engine output command becomes constant. can do.
- the power supply control unit 61 compares the engine output increase rate with a preset threshold value, and determines supply power from the comparison result. Specifically, the power supply control unit 61 sets the supplied power to 0 if the engine output increase rate is less than or equal to the threshold, and corresponds to the engine output increase rate if the engine output increase rate is greater than the threshold. Supply power.
- FIG. 9 illustrates a case where the engine output increase rate is equal to or less than the threshold value in the period A.
- the threshold value may be set in advance in consideration of the characteristics of the internal combustion engine 1 and the operating conditions.
- period B the engine output command increases along a curve that protrudes upward, and the engine output increase rate decreases linearly.
- the supplied power increases along a curve that protrudes upward, and the engine output increase rate decreases linearly.
- the supplied power increases linearly.
- the supplied power reaches a preset lower limit value greater than 0, the supplied power becomes the lower limit value.
- period B is a period in which the engine output command changes in the increasing direction and the engine output increase rate changes in the decreasing direction.
- the power supply control unit 61 starts the period B, that is, after the point where the supplied power reaches the lower limit value in the period in which the engine output command changes in the increasing direction and the engine output increase rate changes in the decreasing direction. Then, the power supply unit 4 is controlled so that the lower limit supply power is supplied.
- FIG. 10 is a timing diagram showing a fifth example of the relationship between the engine output command, the engine output increase rate, and the supplied power in the first embodiment of the present invention.
- the vertical and horizontal axes in FIG. 10 are the same as those in FIG.
- the period A in which the engine output command is constant, the period B in which the engine output command changes in the increasing direction, and the engine output command are constant again with respect to the horizontal axis. And can be classified into period C.
- period B the engine output command increases linearly, so the engine output increase rate and the supplied power are constant values that are not zero.
- period B is a period in which the engine output command changes in the increasing direction and the engine output increase rate is constant.
- period C the engine output command becomes constant again, so the engine output increase rate becomes 0, and the power supplied to the combustion accelerator generator 5 also becomes 0.
- period B it is necessary to supply the supplied power instantaneously.
- the supply power is controlled to be continuously supplied for a certain period from the transition point where the period B shifts to the period C.
- the power supply control unit 61 shifts the period B, that is, the transition point in which the engine output command changes in the increasing direction and the engine output command becomes constant from the period in which the engine output increase rate is constant. Then, the power supply unit 4 is controlled so that the supplied power is continuously supplied for a certain period.
- the amount of change per unit time of the engine output command for controlling the engine output of the internal combustion engine is calculated as the engine output increase rate, and the supplied power corresponding to the engine output increase rate
- the amount of combustion accelerator generated from the combustion accelerator generator is adjusted by controlling the power supply so as to be supplied.
- Embodiment 2 the supply power corresponding to the engine output increase rate is corrected with respect to the configuration of the first embodiment, and the corrected supply power is supplied to the combustion accelerator generator 5. A case where the function of controlling is provided will be described. In the second embodiment, description of points that are the same as those of the first embodiment will be omitted, and points different from the first embodiment will be mainly described.
- the supply power is controlled in accordance with the increase in the engine output command.
- the amount of the combustion accelerator generated corresponding to the supply power is the combustion acceleration. It has not been considered that there is a possibility of change depending on each state of the agent generator 5 and the internal combustion engine 1. Specifically, for example, depending on the temperature of the combustion accelerator generator 5 and the intake state quantity of the internal combustion engine 1, even if equivalent supply power is supplied to the combustion accelerator generator 5, the amount of combustion accelerator generated is May be different.
- the supply power corresponding to the engine output increase rate is corrected according to the states of the combustion accelerator generator 5 and the internal combustion engine 1, and the corrected Is supplied to the combustion accelerator generator 5.
- FIG. 11 is a schematic diagram showing an example of a combustion stabilization device for an internal combustion engine according to Embodiment 2 of the present invention.
- the combustion stabilizing device is different from the configuration shown in FIG. 1 in that the intake state quantity detector 9, the generator temperature detector 10, the engine speed detector 11, and the engine load detector 12. Is further provided.
- the intake state quantity detector 9 detects an intake state quantity which is a state quantity of the intake air of the internal combustion engine 1. Specifically, the intake air quantity detector 9 detects at least one of an intake air temperature that is the temperature of intake air, an intake humidity that is the humidity of intake air, and an intake air pressure that is the pressure of intake air. Detect as quantity.
- the intake state quantity detector 9 includes, for example, a detector such as a thermistor, a dry hygrometer, or a telescopic hygrometer.
- the method of detecting the intake pressure varies depending on the position of the combustion accelerator generator 5.
- the intake state quantity detector 9 is connected to the atmospheric pressure in the intake path 3 from the atmosphere side to the intake air amount adjuster 8. Assuming that the intake pressure is equal, the atmospheric pressure is taken as the intake pressure.
- the generator temperature detector 10 detects the generator temperature that is the temperature of the combustion accelerator generator 5.
- the generator temperature detector 10 is configured by a contact-type temperature detector such as a thermocouple or a thermistor, for example.
- the detection position of the generator temperature detector 10 is the dielectric 53 or the second electrode 52 of the combustion accelerator generator 5.
- the detection position can be either the dielectric 53 or the second electrode 52 on the low voltage side. Thus, the position where the influence of electrical noise due to the discharge is small.
- the generator temperature detector 10 is configured to detect the generator temperature by detecting the strain amount of the dielectric 53 or to detect the generator temperature from the voltage waveform applied by the power supply 4. May be. With this configuration, the cost can be reduced.
- the generator temperature detector 10 may be configured by a non-contact type temperature detector such as a radiation thermometer instead of the contact type temperature detector.
- a non-contact type temperature detector such as a radiation thermometer
- the engine speed detector 11 detects the engine speed of the internal combustion engine 1.
- the engine speed detector 11 is configured to detect the engine speed from a detection value of a crank angle sensor that detects a crank angle.
- the intake air amount and the engine load are the same index, but in the second embodiment, it is not a precondition that the combustion is stable. Even if increases, the engine load does not always increase, and the meanings of both are separated.
- FIG. 12 is a block diagram showing an example of a combustion stabilization device for an internal combustion engine according to Embodiment 2 of the present invention.
- the power supply control unit 61 controls the supply power supplied to the combustion accelerator generator 5 from the output of the engine output increase rate calculation unit 62. That is, it is controlled so that the supply power corresponding to the engine output increase rate is supplied to the combustion accelerator generator 5.
- FIG. 13 is a schematic diagram showing an example of a map in which the engine speed and the power correction coefficient are associated in the second embodiment of the present invention.
- the map shown in FIG. 13 is stored in advance in the memory.
- the power supply control unit 61 calculates a power correction coefficient corresponding to the engine speed detected by the engine speed detector 11 according to the map shown in FIG.
- FIG. 14 is a schematic diagram showing an example of a map in which the engine load and the power correction coefficient are associated in the second embodiment of the present invention.
- the map shown in FIG. 14 is stored in advance in the memory.
- combustion tends to become unstable when the engine load is low, and is larger when the engine load increases from low load to medium load than when the engine load increases from medium load to high load.
- the map shown in FIG. 14 shows that when the engine load is in the region after the medium load, the power correction coefficient increases proportionally along the proportional line with respect to the increase in the engine load, while the engine load is low.
- the power correction coefficient is set to a value larger than the value along the proportional straight line.
- the power supply control unit 61 calculates a power correction coefficient corresponding to the engine load detected by the engine load detector 12 according to the map shown in FIG.
- the power correction coefficient corresponding to each of the engine speed and the engine load increases proportionally along the proportional line with respect to the increase of the intake air amount, whereas the power correction coefficient corresponding to the engine load is When the load is low, the value is larger than the value along the proportional straight line.
- a flow rate sensor is provided in the intake passage 3, and a power correction coefficient corresponding to the flow rate detected by the flow rate sensor is calculated. Also good.
- the power correction coefficient corresponding to the flow rate increases proportionally along the proportional line with respect to the increase of the flow rate, but when the flow rate is low, it is more than the value along the proportional line.
- the power correction coefficient is set to a large value.
- the map shown in FIG. 15 is set so that the power correction coefficient increases along a curve that protrudes downward as the intake air temperature increases.
- the power supply control unit 61 calculates a power correction coefficient corresponding to the intake air temperature detected by the intake air quantity detector 9 according to the map shown in FIG.
- FIG. 16 is a schematic diagram showing an example of a map in which the intake air humidity and the power correction coefficient are associated in the second embodiment of the present invention.
- the map shown in FIG. 16 is stored in advance in the memory.
- the map shown in FIG. 16 is set so that the power correction coefficient increases in proportion to the increase in intake humidity.
- FIG. 17 is a schematic diagram showing an example of a map in which the intake pressure and the power correction coefficient are associated in the second embodiment of the present invention. Note that the map shown in FIG. 17 is stored in the memory in advance.
- FIG. 18 is a schematic diagram showing an example of a map in which the generator temperature and the power correction coefficient are associated in the second embodiment of the present invention.
- the map shown in FIG. 18 is stored in advance in the memory.
- the map shown in FIG. 18 is set so that the power correction coefficient increases along a curve that protrudes downward with respect to the increase in the generator temperature, similarly to the map shown in FIG.
- the generator temperature since the generator temperature becomes higher than the intake air temperature due to the heat of discharge, the generator temperature may become a temperature at which the combustion accelerator cannot be generated. Therefore, as shown in FIG. 18, the power correction coefficient is set to 0 at a temperature at which the combustion accelerator cannot be generated.
- the power supply control unit 61 calculates a power correction coefficient corresponding to the generator temperature detected by the generator temperature detector 10 according to the map shown in FIG.
- the power supply control unit 61 calculates a plurality of power correction coefficients according to a plurality of maps shown in FIGS. 13 to 18, and then calculates all the calculated power for the supply power corresponding to the engine output increase rate.
- the supplied power is corrected by multiplying the power correction coefficient.
- the order of multiplying the power supply corresponding to the engine output increase rate by each power correction coefficient is not limited.
- the supply power may be corrected using at least one of the maps. In this case, what is necessary is just to comprise so that the supply power may be corrected by multiplying the supply power corresponding to the engine output increase rate by each power correction coefficient calculated according to the used map.
- FIG. 19 is a schematic diagram for explaining the power correction coefficient calculated according to the map shown in FIG.
- the power correction coefficient becomes a value less than 1.
- the power supply control unit 61 corrects the supply power corresponding to the engine output increase rate by multiplying the supply power by a value less than 1 so that the corrected supply power becomes the supply power before correction. On the other hand, it decreases.
- the power supply control unit 61 corrects the supply power corresponding to the engine output increase rate by multiplying the power correction coefficient by a value larger than 1, so that the corrected supply power is the supply power before correction. Increase against.
- the supply power corresponding to the engine output increase rate is corrected according to the detected values of various parameters, and the corrected supply power is It is configured to control the power supply to be supplied.
- Embodiment 3 FIG.
- the structure of Embodiment 2 is provided with a function of supplying a combustion accelerator to the combustion chamber 2 in accordance with the time when combustion becomes unstable.
- description of points that are the same as those in the second embodiment will be omitted, and differences from the second embodiment will be mainly described.
- the supply power is controlled in accordance with the increase in the engine output command, while the combustion accelerator is generated and then supplied to the combustion chamber 2.
- the third embodiment is configured to determine the power supply timing in consideration of the delay time, and to supply the supplied power to the combustion accelerator generator 5 in accordance with the power supply timing.
- FIG. 20 is a block diagram showing an example of a combustion stabilization device for an internal combustion engine according to Embodiment 3 of the present invention.
- the combustion stabilization apparatus further includes a delay time calculation unit 64 and a power supply timing calculation unit 65 included in the electronic control unit 6 with respect to the configuration of FIG.
- a delay time calculation unit 64 and a power supply timing calculation unit 65 included in the electronic control unit 6 with respect to the configuration of FIG.
- an electronic control unit different from the electronic control unit 6 may be provided with the delay time calculation unit 64 and the power supply timing calculation unit 65.
- the influence is greater when the engine speed is 3000 rpm. Therefore, in the third embodiment, it is more appropriate to express the delay time by the number of combustion cycles.
- the delay time calculation unit 64 divides the air amount Mg present in the intake passage 3 from the combustion accelerator generator 5 to the combustion chamber 2 by the air amount Mc used in one cycle of the combustion cycle, thereby reducing the delay time. Calculate.
- the amount of air Mg is known, and is obtained in advance from the volume of the intake passage 3 from the combustion accelerator generator 5 to the combustion chamber 2.
- the volume of the intake passage 3 from the combustion accelerator generator 5 to the combustion chamber 2 is known.
- the volume may be measured when the combustion accelerator generator 5 is provided in the intake passage 3.
- the delay time calculation unit 64 may be configured to correct the known air amount Mg based on the upstream and downstream pressures of the intake air amount adjuster 8.
- the upstream pressure may be the atmospheric pressure
- the downstream pressure may be the intake pressure detected by the intake state quantity detector 9.
- the air amount Mc is calculated by the delay time calculation unit 64.
- the delay time calculation unit 64 calculates the air amount Mc from the intake pressure detected by the intake state quantity detector 9 and the known stroke volume of the internal combustion engine 1. Note that the delay time calculation unit 64 may be configured to detect the in-cylinder pressure of the internal combustion engine 1 and calculate the air amount Mc using the in-cylinder pressure instead of the intake pressure.
- the delay time calculation unit 64 calculates the number of cycles required from the generation of the combustion accelerator to the supply to the combustion chamber 2 as the delay time by dividing the air amount Mg by the air amount Mc. can do.
- FIG. 21 is a timing diagram for explaining an example of the power supply time calculated by the power supply time calculation unit 65 in the third embodiment of the present invention.
- each vertical axis represents a relative value of the engine output command, a relative value of the engine output, a relative value of the supplied power, and a relative value of the amount of combustion accelerator
- the horizontal axis represents a common time. The axis.
- the timing D when the combustion accelerator is started to be supplied to the combustion chamber 2 is illustrated.
- the period between the period C and the period D corresponds to the delay time calculated by the delay time calculation unit 64 and is known.
- the power supply control unit 61 controls the power supply unit 4 so that the supplied power is supplied earlier as the engine output increase rate calculated by the engine output increase rate calculation unit 62 is larger.
- the power supply timing in consideration of the delay time is determined, and the supplied power is combusted according to the power supply timing.
- the power controller is configured to be supplied to the generator.
- Embodiment 4 FIG.
- each combustion stabilization device of the first to third embodiments is applied to a multi-cylinder internal combustion engine having a plurality of cylinders.
- description of points that are the same as in the first to third embodiments will be omitted, and differences from the first to third embodiments will be mainly described.
- Each combustion stabilization device of the first to third embodiments can be applied to both a single cylinder internal combustion engine and a multi-cylinder internal combustion engine.
- a configuration in which a combustion accelerator generator 5 is provided in each intake passage 3 branched to each cylinder can be employed.
- FIG. 22 is a schematic diagram showing an example of a combustion stabilization apparatus for an internal combustion engine according to Embodiment 4 of the present invention.
- the intake path 3 branches to each of the four cylinders of the internal combustion engine 1.
- a combustion accelerator generator 5 is provided in the intake path 3 to each cylinder.
- the combustion accelerator generator 5 can be further provided on the combustion chamber 2 side, so that the period CD shown in FIG. 16 can be shortened. Further, not only the responsiveness is improved, but also the amount of the generated combustion accelerator decomposed before being supplied to the combustion chamber 2 is reduced, so that the power consumption can be reduced.
- the pressure pulsation due to the intake of each cylinder is remarkable at the downstream side of the branch point where the intake path 3 is branched. Therefore, by controlling the discharge timing of the combustion accelerator generator 5 so that the timing at which the combustion accelerator is generated in each cylinder is different, the pressure of the discharge environment can be appropriately selected for each cylinder.
- the combustion accelerator generator is provided in the intake path to each cylinder of the plurality of cylinders of the internal combustion engine. Has been. Thereby, it becomes possible to provide a combustion accelerator generator closer to the combustion chamber.
- Embodiments 1 to 4 have been described individually, the configuration examples disclosed in Embodiments 1 to 4 can be arbitrarily combined.
Abstract
Description
図1は、本発明の実施の形態1における内燃機関の燃焼安定化装置の一例を示す概略図である。なお、図1では、内燃機関の燃焼安定化装置(以下、燃焼安定化装置と略すことがある)が適用される内燃機関1と、内燃機関1の燃焼室2および吸気経路3と、吸気経路3に設けられた吸気量調整器8とが併せて図示されている。
本発明の実施の形態2では、先の実施の形態1の構成に対して、機関出力上昇率に対応する供給電力を補正し、補正後の供給電力が燃焼促進剤発生器5へ供給されるように制御する機能を備えた場合について説明する。なお、本実施の形態2では、先の実施の形態1と同様である点の説明を省略し、先の実施の形態1と異なる点を中心に説明する。
本発明の実施の形態3では、先の実施の形態2の構成に対して、燃焼が不安定化する時期に合わせて燃焼促進剤を燃焼室2へ供給する機能を備えた場合について説明する。なお、本実施の形態3では、先の実施の形態2と同様である点の説明を省略し、先の実施の形態2と異なる点を中心に説明する。
本発明の実施の形態4では、先の実施の形態1~3の各燃焼安定化装置を、複数の気筒を備えた多気筒内燃機関に適用する場合について説明する。なお、本実施の形態4では、先の実施の形態1~3と同様である点の説明を省略し、先の実施の形態1~3と異なる点を中心に説明する。
Claims (15)
- 電力を供給する電力供給器と、
前記電力供給器からの供給電力によって燃焼促進剤を発生させて内燃機関の燃焼室に供給し、前記供給電力が増加するほど前記燃焼促進剤の発生量が増加する燃焼促進剤発生器と、
前記内燃機関の機関出力を制御するための機関出力指令を出力する機関出力指令器と、
前記電力供給器を制御する電子制御ユニットと、
を備え、
前記電子制御ユニットは、
前記機関出力指令器が出力する前記機関出力指令の単位時間当たりの変化量を、機関出力上昇率として演算する機関出力上昇率演算部と、
前記機関出力上昇率演算部によって演算された前記機関出力上昇率に対応する前記供給電力が供給されるように前記電力供給器を制御することで、前記燃焼促進剤の発生量を調整する電力供給制御部と、
を有する内燃機関の燃焼安定化装置。 - 前記電力供給制御部は、
前記機関出力指令が増加方向に変化し、かつ前記機関出力上昇率が一定となる期間において、前記供給電力が一定となるように前記電力供給器を制御する
請求項1に記載の内燃機関の燃焼安定化装置。 - 前記電力供給制御部は、
前記機関出力指令が増加方向に変化し、かつ前記機関出力上昇率が増加方向に変化する期間において、前記供給電力が増加方向に変化するように前記電力供給器を制御する
請求項1または2に記載の内燃機関の燃焼安定化装置。 - 前記電力供給制御部は、
前記機関出力指令が増加方向に変化し、かつ前記機関出力上昇率が減少方向に変化する期間において、前記供給電力が減少方向に変化するように前記電力供給器を制御する
請求項1から3のいずれか1項に記載の内燃機関の燃焼安定化装置。 - 前記内燃機関の吸気温度、前記内燃機関の吸気湿度および前記内燃機関の吸気圧力の少なくとも1つを、吸気状態量として検出する吸気状態量検出器をさらに備え、
前記電力供給制御部は、
前記機関出力上昇率演算部によって演算された前記機関出力上昇率に対応する前記供給電力に対して、前記吸気状態量検出器によって検出された前記吸気状態量に従って補正を行い、補正後の前記供給電力が供給されるように前記電力供給器を制御する
請求項1から4のいずれか1項に記載の内燃機関の燃焼安定化装置。 - 前記内燃機関の機関負荷を検出する機関負荷検出器をさらに備え、
前記電力供給制御部は、
前記機関出力上昇率演算部によって演算された前記機関出力上昇率に対応する前記供給電力に対して、前記機関負荷検出器によって検出された前記機関負荷に従って補正を行い、補正後の前記供給電力が供給されるように前記電力供給器を制御する
請求項1から5のいずれか1項に記載の内燃機関の燃焼安定化装置。 - 前記内燃機関の機関回転数を検出する機関回転数検出器をさらに備え、
前記電力供給制御部は、
前記機関出力上昇率演算部によって演算された前記機関出力上昇率に対応する前記供給電力に対して、前記機関回転数検出器によって検出された前記機関回転数に従って補正を行い、補正後の前記供給電力が供給されるように前記電力供給器を制御する
請求項1から6のいずれか1項に記載の内燃機関の燃焼安定化装置。 - 前記燃焼促進剤発生器の発生器温度を検出する発生器温度検出器をさらに備え、
前記電力供給制御部は、
前記機関出力上昇率演算部によって演算された前記機関出力上昇率に対応する前記供給電力に対して、前記発生器温度検出器によって検出された前記発生器温度に従って補正を行い、補正後の前記供給電力が供給されるように前記電力供給器を制御する
請求項1から7のいずれか1項に記載の内燃機関の燃焼安定化装置。 - 前記電子制御ユニットは、
前記燃焼促進剤発生器から前記燃焼室までの吸気経路に存在する空気量を、燃焼サイクルの1サイクルで用いられる空気量で除することで、前記燃焼促進剤発生器から発生した前記燃焼促進剤が前記燃焼室に供給されるまでの遅れ時間を演算する遅れ時間演算部と、
前記遅れ時間演算部によって演算された前記遅れ時間と、前記機関出力上昇率演算部によって演算された前記機関出力上昇率とから、前記機関出力が上昇開始となる時期と、前記燃焼促進剤発生器から発生した前記燃焼促進剤が前記燃焼室に供給される時期とが一致するように、前記供給電力が供給開始となる電力供給時期を演算する電力供給時期演算部と、
を有し、
前記電力供給制御部は、
前記電力供給時期演算部によって演算された前記電力供給時期に合わせて、前記供給電力が供給されるように前記電力供給器を制御する
請求項1から8のいずれか1項に記載の内燃機関の燃焼安定化装置。 - 前記電力供給制御部は、
前記遅れ時間演算部によって演算された前記遅れ時間が大きいほど早く前記供給電力が供給されるように前記電力供給器を制御する
請求項9に記載の内燃機関の燃焼安定化装置。 - 前記電力供給制御部は、
前記機関出力上昇率演算部によって演算された前記機関出力上昇率が大きいほど早く前記供給電力が供給されるように前記電力供給器を制御する
請求項9に記載の内燃機関の燃焼安定化装置。 - 前記内燃機関は、複数の気筒を備え、各気筒への吸気経路に前記燃焼促進剤発生器がそれぞれ設けられている
請求項1から11のいずれか1項に記載の内燃機関の燃焼安定化装置。 - 前記燃焼促進剤発生器から前記燃焼促進剤を発生させる時期を各気筒で異ならせる
請求項12に記載の内燃機関の燃焼安定化装置。 - 前記燃焼促進剤は、オゾンである
請求項1から13のいずれか1項に記載の内燃機関の燃焼安定化装置。 - 内燃機関の機関出力を制御するための機関出力指令の単位時間当たりの変化量を、機関出力上昇率として演算するステップと、
演算された前記機関出力上昇率に従って、前記内燃機関の燃焼室へ供給する燃焼促進剤の量を調整するステップと、
を備え、
前記ステップは、電子制御ユニットによって実行される
内燃機関の燃焼安定化方法。
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US20190078520A1 (en) | 2019-03-14 |
CN108291490B (zh) | 2020-12-08 |
US10436127B2 (en) | 2019-10-08 |
CN108291490A (zh) | 2018-07-17 |
DE112015007168T5 (de) | 2018-08-09 |
JP6388731B2 (ja) | 2018-09-12 |
JPWO2017094164A1 (ja) | 2018-03-29 |
DE112015007168B4 (de) | 2021-06-10 |
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