WO2018011922A1 - エンジンの制御方法および制御装置 - Google Patents
エンジンの制御方法および制御装置 Download PDFInfo
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- WO2018011922A1 WO2018011922A1 PCT/JP2016/070730 JP2016070730W WO2018011922A1 WO 2018011922 A1 WO2018011922 A1 WO 2018011922A1 JP 2016070730 W JP2016070730 W JP 2016070730W WO 2018011922 A1 WO2018011922 A1 WO 2018011922A1
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/14—Introducing closed-loop corrections
- F02D41/1497—With detection of the mechanical response of the engine
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D11/00—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated
- F02D11/06—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance
- F02D11/10—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type
- F02D11/105—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type characterised by the function converting demand to actuation, e.g. a map indicating relations between an accelerator pedal position and throttle valve opening or target engine 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
- 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
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/04—Introducing corrections for particular operating conditions
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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
- F02D41/18—Circuit arrangements for generating control signals by measuring intake air flow
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/22—Safety or indicating devices for abnormal conditions
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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
- F02D45/00—Electrical control not provided for in groups F02D41/00 - F02D43/00
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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
- F02D41/22—Safety or indicating devices for abnormal conditions
- F02D2041/228—Warning displays
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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
- F02D2200/0404—Throttle position
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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
- F02D2200/06—Fuel or fuel supply system parameters
- F02D2200/0614—Actual fuel mass or fuel injection amount
- F02D2200/0616—Actual fuel mass or fuel injection amount determined by 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
- 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
- F02D2200/1002—Output torque
- F02D2200/1004—Estimation of the 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
- F02D2200/00—Input parameters for engine control
- F02D2200/60—Input parameters for engine control said parameters being related to the driver demands or status
- F02D2200/602—Pedal position
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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
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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
- F02D2250/26—Control of the engine output torque by applying a torque limit
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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 an engine control apparatus and a control method for controlling engine torque based on a target torque while monitoring torque actually generated by the engine.
- JP2008-510921A discloses the following as a technique for monitoring engine torque (paragraphs 0022 to 0025).
- ⁇ Set the reference torque, which is the target value of engine torque, based on the amount of operation of the accelerator pedal, and control the operation of the fuel injection valve based on the reference torque.
- the actual torque actually generated by the engine is calculated from the engine operating parameters, and when the actual torque exceeds the allowable torque set based on the reference torque, the occurrence of the error is recorded, The operation of the fuel injection valve is stopped from the viewpoint of safety.
- the injection time and the injection pressure (fuel pressure) of the fuel injection valve are detected as engine operating parameters, and the individual characteristics of the fuel injection valve are taken into account in the calculation of the actual torque based on the injection time and the like.
- JP 2008-510921A lists variations and errors in manufacturing of fuel injectors (specifically, the diameter of the nozzle opening of the fuel injector) and aging characteristics that should be taken into account when calculating the actual torque. Yes.
- an object of the present invention is to make it possible to more accurately calculate the torque actually generated by the engine, and to contribute to more appropriate control of the engine.
- the present invention in one form, provides an engine control method.
- the method according to an aspect of the present invention is an engine control method for setting a target torque of an engine and controlling the engine torque based on the set target torque.
- An allowable torque larger than the target torque is set, a plurality of different operation state parameters are detected as an index indicating the actual operation state of the engine, and the actual torque that is the actual engine torque is detected as the plurality of operation state parameters detected.
- the selected actual torque is compared with the allowable torque, and a control signal corresponding to the result of the comparison between the actual torque and the allowable torque is generated.
- FIG. 1 is an overall configuration diagram of an engine according to an embodiment of the present invention.
- FIG. 2 is a flowchart schematically showing a flow of engine control according to the embodiment.
- FIG. 3 is a flowchart showing the contents of the abnormal torque determination process in the engine control.
- FIG. 4 is a flowchart showing the contents of the actual torque calculation process in the engine control.
- FIG. 5A is an explanatory diagram showing a trend of map data used for the calculation of the first actual torque.
- FIG. 5B is an explanatory diagram showing a trend of map data used for calculating the second actual torque.
- FIG. 6 is an explanatory diagram showing the operation of the electronic control unit related to the abnormal torque determination.
- FIG. 7 is a flowchart schematically showing a flow of engine control according to another embodiment of the present invention.
- FIG. 1 is an overall configuration diagram of an engine (hereinafter simply referred to as “engine”) 1 according to an embodiment of the present invention.
- the engine 1 is a direct injection engine, and is configured so that fuel can be directly injected into the cylinder.
- the engine 1 is not limited to a direct injection engine, but may be a port injection engine that injects fuel into the port portion 4 a of the intake passage 4.
- FIG. 1 shows only one cylinder for convenience, it is needless to say that the number of cylinders is not limited to one and may be plural.
- the engine 1 has a main body formed by a cylinder block 1A and a cylinder head 1B, and a cylinder or a cylinder is formed as a space surrounded by the cylinder block 1A and the cylinder head 1B.
- a piston 2 is inserted so as to reciprocate up and down along the cylinder center axis Ax, and the piston 2 is connected to a crankshaft (not shown) via a connecting rod 3.
- the reciprocating motion of the piston 2 is transmitted to the crankshaft through the connecting rod 3 and converted into the rotational motion of the crankshaft.
- a cavity is formed in the crown surface 21 of the piston 2, and the piston crown surface 21 prevents the smooth flow of air sucked into the cylinder through the port portion (intake port) 4 a of the intake passage 4. While being suppressed, the fuel injected by the fuel injection valve 6 is guided by the wall surface of the cavity and directed toward the spark plug 7.
- the cylinder head 1B has a lower surface that defines a pent roof type combustion chamber Ch.
- a combustion chamber Ch is formed as a space surrounded by the lower surface of the cylinder head 1B and the crown surface 21 of the piston 2.
- a pair of intake passages 4 are formed on one side of the cylinder center axis Ax and a pair of exhaust passages 5 are formed on the other side as passages that connect the combustion chamber Ch and the outside of the engine 1.
- An intake valve 8 is disposed in the port portion (intake port) 4 a of the intake passage 4, and an exhaust valve 9 is disposed in the port portion (exhaust port) 5 a of the exhaust passage 5. Air taken into the intake passage 4 from the outside of the engine 1 is sucked into the cylinder while the intake valve 8 is open, and the exhaust gas after combustion is discharged into the exhaust passage 5 while the exhaust valve 9 is open.
- an electric throttle device 41 is installed, and the electric throttle device 41 controls the flow rate of air sucked into the cylinder through the intake passage 4.
- the electric throttle device 41 has a butterfly valve as a valve body, and its rotation shaft is connected to an actuator (hereinafter referred to as “throttle actuator”) 301, and the throttle actuator 301 rotates the valve body (hereinafter referred to as “throttle opening”). Is controlled).
- the cylinder head 1B is further provided with a spark plug 7 along the cylinder center axis Ax between the intake port 4a and the exhaust port 5a.
- a pair of intake ports 4a, 4a A fuel injection valve 6 is disposed therebetween.
- the fuel injection valve 6 is configured and arranged so that fuel is supplied from a fuel accumulator (high pressure fuel pipe) 302 leading to a fuel tank (not shown) and the fuel is directly injected into the cylinder.
- a catalyst converter (not shown) is interposed in the exhaust passage 5, and a catalyst for exhaust purification is accommodated in the catalytic converter.
- the exhaust purification device is a three-way catalyst, and the exhaust gas after combustion discharged into the exhaust passage 5 is converted into nitrogen oxide (NOx), carbon monoxide (CO), and hydrocarbon (CO) by the exhaust purification catalyst. After toxic components such as HC) are purified, they are released into the atmosphere.
- the operation of the engine 1 is controlled by the electronic control unit 101.
- the electronic control unit 101 constitutes an “engine control unit” according to this embodiment, and includes a central processing unit (CPU), various storage devices such as a RAM and a ROM, a microcomputer equipped with an input / output interface and the like. .
- the electronic control unit 101 receives detection signals from an accelerator sensor 201, a rotation speed sensor 202, and a cooling water temperature sensor 203, as well as an air flow meter 204, a throttle sensor 205, a fuel pressure sensor 206, an air-fuel ratio sensor (not shown), and the like. A detection signal is input.
- Accelerator sensor 201 detects the amount of operation of the accelerator pedal by the driver (hereinafter referred to as “accelerator operation amount”).
- the accelerator operation amount is an index of a load required for the engine 1.
- the rotation speed sensor 202 detects the rotation speed of the engine 1.
- a crank angle sensor can be employed as the rotation speed sensor 202, and a signal (unit crank angle signal) output for each unit crank angle by the crank angle sensor or a signal (reference crank) output for each reference crank angle.
- the rotation speed is detected by converting the angle signal) into a rotation speed per unit time (for example, rotation speed per minute, hereinafter referred to as “engine rotation speed”).
- the coolant temperature sensor 203 detects the temperature of the engine coolant. Instead of the temperature of the engine cooling water, the temperature of the engine lubricating oil may be adopted.
- the air flow meter 204 is installed at the introduction portion of the intake passage 4 and detects the flow rate of air taken into the engine 1 (intake air amount).
- the air flow meter 204 is configured by a hot wire flow meter.
- the throttle sensor 205 detects the rotational position (throttle opening) of the valve body of the electric throttle device 41.
- the throttle sensor 205 is configured by a potentiometer and is assembled to the electric throttle device 41.
- the combustion pressure sensor 206 is installed in the high-pressure fuel pipe 206 and detects the pressure of the fuel supplied to the fuel injection valve 6.
- the air-fuel ratio sensor is installed in the exhaust passage 5 and detects the air-fuel ratio of the exhaust.
- the electronic control unit 101 is a storage device (in this embodiment, a ROM that holds map data to which various operation control amounts such as a target torque are allocated according to the operation state such as the load, rotation speed, and coolant temperature of the engine 1. ). Then, during actual operation of the engine 1, the map data in the storage device is referred to based on the operating state of the engine 1 to set the fuel injection amount, fuel injection timing, ignition timing, and the like.
- FIG. 2 is a flowchart schematically showing a flow of a basic routine of engine control according to the present embodiment.
- the electronic control unit 101 executes the control routine shown in FIG. 2 every predetermined time after the warm-up of the engine 1 is completed.
- the accelerator operation amount APO, the engine speed Ne, the coolant temperature Tw, the fuel pressure Pf, and the like are read as parameters indicating the operating state of the engine 1.
- an abnormality determination flag Ftrq described later is read. If the value is 0, the process proceeds to S103, and if it is 1, the process proceeds to S107.
- the abnormality determination flag Ftrq is set to 0 at the time of shipment from the manufacturing factory of the vehicle equipped with the engine 1 or delivery from the maintenance factory, and the actual torque Tact and the allowable torque are determined by the abnormal torque determination processing shown in FIG. It is maintained at 0 or changed to 1 depending on the result of comparison with Tlim.
- the abnormality determination flag Ftrq is changed from 0 to 1, the abnormality determination flag Ftrq is maintained at 1 even after the engine 1 is stopped, and is rewritten to 0 when necessary repairs are completed at the maintenance shop.
- the target torque Ttrg of the engine 1 is calculated based on the accelerator operation amount APO and the engine speed Ne.
- the calculation of the target torque Ttrg is executed by referring to map data to which the target torque Ttrg is assigned according to the accelerator operation amount APO and the engine speed Ne.
- a target value (target intake air amount) Qa_t of the intake air amount corresponding to the target torque Ttrg is calculated.
- the target intake air amount Qa_t is set to a larger value as the target torque Ttrg increases.
- a target value of throttle opening (target throttle opening) TVO_t is calculated based on the target intake air amount Qa_t and the engine speed Ne.
- the calculation of the target throttle opening TVO_t is executed by referring to map data in which the target throttle opening TVO_t corresponding to the target intake air amount Qa_t is assigned for each engine speed Ne.
- the electronic control unit 101 sets a drive signal corresponding to the target throttle opening TVO_t and outputs it to the electric throttle device 41.
- a fuel injection amount target value (target fuel injection amount) Qf_t corresponding to the target intake air amount Qa_t is calculated.
- the target fuel injection amount Qf_t is set to a larger value as the target intake air amount Qa_t increases.
- the target fuel injection amount Qf_t thus obtained is corrected according to the coolant temperature Tw and the like, and the final target fuel injection amount Qf_t is calculated.
- the electronic control unit 101 sets a drive signal corresponding to the target fuel injection amount Qf_t and the fuel pressure Pf, and outputs it to the fuel injection valve 6.
- the target fuel injection amount Qf_t is set to be equivalent to the target intake air amount Qa_t.
- the target air-fuel ratio Qf_t is calculated when calculating the target fuel injection amount Qf_t. Can be considered.
- the engine control based on the accelerator operation amount APO or the target torque Ttrg is prohibited, and the operation of the engine 1 is limited.
- the torque generated by the engine 1 is limited to a value smaller than the target torque Ttrg corresponding to the accelerator operation amount APO.
- the throttle opening TVO of the electric throttle device 41 is set to a limited throttle opening TVO_e that is smaller than the target throttle opening TVO_t corresponding to the accelerator operation amount APO.
- the limited throttle opening TVO_e is a fixed value or a calculated value that is sufficient to allow low-speed traveling or retreat traveling toward the maintenance shop of the vehicle.
- a fixed value that enables retreat traveling with an upper limit of 30 km / h can be cited.
- the throttle throttle opening TVO_e may be used as a calculated value, and this may be changed within a range where the vehicle speed does not exceed 30 km / h.
- the electronic control unit 101 outputs a restriction command signal to the electric throttle device 41.
- the electric throttle device 41 receives the restriction command signal from the electronic control unit 101, and drives the valve body to the rotational position corresponding to the restriction throttle opening TVO_e by the throttle actuator 301.
- the “limit command signal” corresponds to a “control signal” generated to limit the operation of the engine 1.
- the fuel injection amount Qf is set to a limited fuel injection amount Qf_e that is smaller than the target fuel injection amount Qf_t corresponding to the accelerator operation amount APO, and the vehicle is prohibited from traveling at a vehicle speed exceeding 30 km / h.
- the abnormality determination flag Ftrq when the abnormality determination flag Ftrq is changed to 1 by the abnormal torque determination process, in other words, when the abnormality determination flag Ftrq is determined to be 1 in the determination step shown in S102, the process is shown in S107 and 108. While the operation of the engine 1 is limited by the process, the abnormal torque determination process (including the calculation of the actual torque Tact) is stopped and the abnormality determination flag Ftrq is maintained at 1.
- FIG. 3 is a flowchart showing the flow of an abnormal torque determination routine for engine control according to the present embodiment.
- the electronic control unit 101 executes the control routine shown in FIG. 3 every predetermined time after the warm-up of the engine 1 is completed.
- an allowable torque Tlmt for monitoring the engine torque is calculated based on the read accelerator operation amount APO or the like.
- the allowable torque Tlmt is set to a value larger than the target torque Ttrg.
- the allowable torque Tlmt is calculated by referring to map data in which the allowable torque Tlmt is assigned according to the accelerator operation amount APO and the engine speed Ne.
- the map data for calculating the allowable torque Tlmt is set separately from the map data for calculating the target torque Ttrg, and is stored in the storage device (for example, ROM) of the electronic control unit 101.
- the allowable torque Tlmt is set so as to show the same increase / decrease tendency as the target torque Ttrg with respect to the accelerator operation amount APO or the like in the map data. Is set as follows.
- the intake air amount Qa, the throttle opening TVO, and the engine speed Ne are read as parameters indicating the operating state of the engine 1.
- the intake air amount Qa corresponds to a “first operating state parameter” indicating the actual operating state of the engine 1
- the throttle opening TVO corresponds to a “second operating state parameter”.
- S205 it is determined whether or not the actual torque Tact is less than or equal to the allowable torque Tlmt. If the actual torque Tact is less than or equal to the allowable torque Tlmt, the process proceeds to S206, and if it exceeds the allowable torque Tlmt, the process proceeds to S207.
- the abnormality determination flag Ftrq is changed to 1 because the engine 1 is generating an excessively large torque and some trouble has occurred in the engine control.
- the actual torque Tact exceeds the allowable torque Tlmt (S205), and the determination that the engine torque is excessive is continuously repeated the number of times determined by the predetermined value SLn. Therefore, it is determined that a problem has occurred in engine control. As a result, it is possible to avoid occurrence of a malfunction during transient operation and restricting the operation of the engine 1.
- FIG. 4 is a flowchart showing the contents of the actual torque calculation process executed in S204 of the control routine shown in FIG.
- the first actual torque Tact1 is calculated based on the intake air amount Qa.
- the calculation of the first actual torque Tact1 is executed by referring to the map data having the tendency shown in FIG. 5A, to which the first actual torque Tact1 is assigned according to the intake air amount Qa.
- the first actual torque Tact1 is calculated as a larger value as the intake air amount Qa increases.
- the second actual torque Tact2 is calculated based on the throttle opening TVO and the engine speed Ne.
- the calculation of the second actual torque Tact2 is executed by referring to map data having a tendency shown in FIG. 5B, in which the second actual torque Tact2 corresponding to the throttle opening degree TVO is assigned for each engine speed Ne.
- the second actual torque Tact2 is calculated as a larger value as the throttle opening TVO increases.
- the tendency of the change in the second actual torque Tact2 with respect to the throttle opening TVO differs depending on the engine speed Ne. .
- the second actual torque Tact2 is assumed. This is because the first actual torque Tact1 is considered to have a property closer to the actually measured value based on the intake air amount Qa. Therefore, normally, in the comparison described below, the first actual torque Tact1 is This is because the final actual torque Tact is selected.
- the predetermined value ⁇ can be increased according to the accuracy.
- the predetermined value ⁇ may be 1.
- the electronic control unit 101 constitutes an “engine control unit”.
- the air flow meter 204 constitutes a “first operating state sensor”, and the throttle sensor 205 constitutes a “second operating state sensor”.
- the electronic control unit 101 realizes the function as the “target torque setting unit” by the process of S103 in the flowchart of FIG. 2, and realizes the function as the “engine torque control unit” by the processes of S104 to S106.
- the function as the “allowable torque setting unit” is realized by the process of S202 in the flowchart
- the function as the “actual torque calculation unit” is realized by the processes of S301 and 302 in the flowchart of FIG.
- the function as “actual torque selection unit” is realized
- the function as “torque comparison unit” is realized by the process of S205 of the flowchart of FIG. 3
- the function of “control signal output unit” is realized by the process of S107 of the flowchart of FIG. Realize the function.
- FIG. 6 is an explanatory diagram showing the operation of the electronic control unit 101 related to abnormal torque determination.
- the electronic control unit 101 calculates the target torque Ttrg of the engine 1 based on the accelerator operation amount APO and the engine speed Ne, and operates the electric throttle device 41 and the fuel injection valve 6 so as to realize the target torque Ttrg. To control. Therefore, if these engine control components operate normally and engine control is normally performed, the engine torque TRQ changes so as to follow the target torque Ttrg (indicated by a two-dot chain line).
- an allowable torque Tlmt (indicated by a one-dot chain line) larger than the target torque Ttrg is set, and the torque actually generated by the engine 1 is calculated as the actual torque Tact, and the allowable torque
- the operation of the engine 1 is limited on the assumption that there is some problem in engine control. For example, when there is a problem in the operation of the electric throttle device 41 and the electric throttle device 41 opens larger than the target throttle opening TVO_t, the actual torque Tact exceeds the allowable torque Tlmt. Can be detected and the operation of the engine 1 can be limited.
- the actual torque Tact is calculated to be smaller than the original value, and a value less than the permissible torque Tlmt is maintained, so that a malfunction occurring in the electric throttle device 41 cannot be detected.
- the malfunction occurs not only in the actual torque Tact calculation process but also in the target torque Ttrg calculation process, and the target torque Ttrg is calculated with a value larger than the original value for some reason (for example, erroneous calculation).
- the target torque Ttrg is calculated with a value larger than the original value for some reason (for example, erroneous calculation).
- the intake air amount Qa is detected as the operating state parameter of the engine 1, and the throttle opening TVO is detected, and the first actual torque Tact1 is calculated based on the intake air amount Qa. Then, the second actual torque Tact2 is calculated based on the throttle opening TVO (and the engine speed Ne). Then, the larger one of the first and second actual torques Tact1 and Tact2 is selected as the final actual torque Tact.
- the final actual torque Tact exceeds the allowable torque Tlmt, it is determined that a problem has occurred in engine control, the abnormality determination flag Ftrq is changed to 1, and the operation of the engine 1 is limited.
- FIG. 6 shows the operation of the electronic control unit 101 related to the abnormal torque determination process when the actual engine torque TRQ increases at the time t0 and deviates from the target torque Ttrg and exceeds the allowable torque Tlmt at the time t3.
- Causes of the deviation of the engine torque TRQ include an erroneous calculation of the target torque Ttrg and a malfunction of the electric throttle device 41.
- the erroneous calculation of the target torque Ttrg and the malfunction of the electric throttle device 41 are engine control problems assumed in the present embodiment.
- the first actual torque Tact1 changes following the engine torque TRQ, and the engine torque As with TRQ, the allowable torque Tlmt is exceeded at time t3. Thereby, the malfunction of engine control can be detected. Since the intake air amount Qa used as the basis for calculating the first actual torque Tact1 accurately indicates the actual engine torque TRQ, the engine torque TRQ can be accurately determined by the first actual torque Tact1. It is possible to grasp and accurately detect defects.
- the second actual torque Tact2 exceeds the first actual torque Tact1 at the time t2 after the malfunction occurs in the calculation process of the first actual torque Tact1, so that before the time t2, the actual The first actual torque Tact1 is selected as the torque Tact, and after the time t2, the second actual torque Tact2 is selected as the actual torque Tact.
- the second actual torque Tact2 is selected as the first actual torque Tact1. After time t2 that exceeds the second actual torque Tact, the second actual torque Tact2 is selected.
- the second actual torque Tact2 is obtained from the throttle opening TVO, which is an operating state parameter different from the intake air amount Qa, and is selected as the final actual torque Tact in the example shown in FIG.
- the allowable torque Tlmt will be exceeded at a later time t4. Therefore, in the present embodiment, there is a problem in the calculation process of the first actual torque Tact1, and even if the engine torque cannot be accurately monitored by the first actual torque Tact1, it is allowed by the second actual torque Tact2. An increase in engine torque exceeding the torque Tlmt can be detected, and a malfunction in engine control can be detected.
- the target torque Ttrg of the engine 1 is set and the engine torque is controlled based on the target torque Ttrg.
- a plurality of different operating state parameters (intake air) are used as an index indicating the actual operating state of the engine 1.
- the amount Qa and the throttle opening TVO) are detected, and the largest value among the actual torques Tact1 and Tact2 obtained individually from the plurality of operating state parameters is selected as the final actual torque Tact.
- an allowable torque Tlmt larger than the target torque Ttrg is set, the actual torque Tact is compared with the allowable torque Tlmt, and the operation of the engine 1 is performed when the actual torque Tact exceeds the allowable torque Tlmt. It was decided to limit.
- the final actual torque Tact by selecting the largest value among the actual torques individually obtained from a plurality of different operating state parameters as the final actual torque Tact, the first and Even if one of the two actual torques Tact1 and Tact2 is calculated with a value smaller than the original torque, selecting the other actual torque as the final actual torque makes it possible to accurately grasp the engine torque.
- the operation of the engine 1 can be appropriately restricted.
- the target torque Ttrg and the allowable torque Tlmt are set by individual calculations based on the accelerator operation amount APO, so that the engine torque increases due to a problem in the calculation process of the target torque Ttrg. In this case, it is possible to detect this problem.
- the target throttle opening TVO_t is set to a value larger than the original value, and the electric throttle device 41 opens larger than the original value, the actual torque Tact is higher than the original value.
- the allowable torque Tlmt used for monitoring the engine torque is set based on the accelerator operation amount APO and the target torque Ttrg by a separate calculation.
- the allowable torque Tlmt is not limited to this, and may be calculated based on the target torque Ttrg.
- FIG. 7 shows a flow of a basic routine of engine control according to another embodiment of the present invention as control in this case.
- the electronic control unit 101 executes the control routine shown in FIG. 7 every predetermined time after the warm-up of the engine 1 is completed.
- the allowable torque Tlmt is calculated based on the target torque Ttrg.
- the allowable torque Tlmt can be set more easily by setting the allowable torque Tlmt to a value obtained by adding the predetermined torque ⁇ T to the target torque Ttrg or multiplying the predetermined value ⁇ .
- the processing executed in S203 to 209 is the same as that executed in S203 to 209 in the flowchart shown in FIG.
- the operation of the engine 1 is limited when the actual torque Tact exceeds the allowable torque Tlmt.
- occurrence of a problem in engine control is recorded.
- notification to the driver can be performed by an alarm or a warning light.
- a signal output from the electronic control unit 101 to an alarm or a warning light or the like corresponds to a “control signal” generated for notifying the driver of the occurrence of an abnormal state.
- the operating condition parameter used for the calculation of the actual torque Tact is not limited to the intake air amount Qa and the throttle opening TVO, but may be any parameter that correlates with each other.
- the intake pressure is used as the first operating state parameter
- the throttle is used as the second operating state parameter.
- the opening degree can also be adopted.
- the actual torque Tact (first actual torque Tact1) is calculated with a smaller value than the original, in other words, the actual torque is erroneously calculated as a problem in the actual torque calculation process.
- the control can be similarly applied to a case where the air flow meter 204 malfunctions and the intake air amount Qa is erroneously detected.
- the second actual torque Tact2 exceeds the first actual torque Tact1.
- the engine torque is monitored by the second actual torque Tact2, and when it is determined that the engine 1 generates an excessively large torque, the operation is limited.
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
Abstract
Description
図1は、本発明の一実施形態に係るエンジン(以下、単に「エンジン」という)1の全体構成図である。
エンジン1の運転は、電子制御ユニット101により制御される。電子制御ユニット101は、本実施形態に係る「エンジン制御ユニット」を構成するものであり、中央演算装置(CPU)、RAMおよびROM等の各種記憶装置、入出力インターフェース等を備えたマイクロコンピュータからなる。電子制御ユニット101へは、アクセルセンサ201、回転速度センサ202および冷却水温度センサ203の検出信号が入力されるほか、エアフローメータ204、スロットルセンサ205、燃料圧力センサ206および図示しない空燃比センサ等の検出信号が入力される。
電子制御ユニット101が実行する制御の内容について、フローチャートを参照して説明する。
図3は、本実施形態に係るエンジン制御の異常トルク判定ルーチンの流れを示すフローチャートである。電子制御ユニット101は、図3に示す制御ルーチンを、エンジン1の暖機完了後、所定時間毎に実行する。
図6は、異常トルク判定に関する電子制御ユニット101の動作を示す説明図である。
以上がエンジン制御の内容であり、以下、本実施形態により得られる効果をまとめる。
先に述べた実施形態では、エンジントルクの監視に用いる許容トルクTlmtを、アクセル操作量APOに基づき、目標トルクTtrgとは個別の演算により設定した。しかし、許容トルクTlmtは、これに限らず、目標トルクTtrgをもとに演算してもよい。
Claims (8)
- エンジンの目標トルクを設定し、
設定された目標トルクをもとにエンジントルクを制御するエンジンの制御方法であって、
前記目標トルクよりも大きな許容トルクを設定し、
エンジンの実際の運転状態を示す指標として、異なる複数の運転状態パラメータを検出し、
実際のエンジントルクである実際トルクを、検出された複数の運転状態パラメータをもとに個別に算出し、
算出された実際トルクのうち最も大きな値を最終的な実際トルクとして選択し、
選択された実際トルクと前記許容トルクとを比較し、
前記実際トルクと前記許容トルクとの比較の結果に応じた制御信号を生成する、エンジンの制御方法。 - 請求項1に記載のエンジンの制御方法であって、
運転者によるアクセル操作量を検出し、
前記目標トルクおよび前記許容トルクを、検出されたアクセル操作量に基づく個別の演算により設定する、エンジンの制御方法。 - 請求項1に記載のエンジンの制御方法であって、
運転者によるアクセル操作量を検出し、
前記目標トルクを、検出されたアクセル操作量をもとに設定し、
前記許容トルクを、前記目標トルクに所定トルクを加算しまたは所定値を乗算した値に設定する、エンジンの制御方法。 - 請求項1から請求項3のいずれか一項に記載のエンジンの制御方法であって、
前記複数の運転状態パラメータは、互いに相関する特性を有する、エンジンの制御方法。 - 請求項4に記載のエンジンの制御方法であって、
前記複数の運転状態パラメータが、第1の運転状態パラメータと第2の運転状態パラメータとを含み、
前記第1の運転状態パラメータは、エアフローメータにより検出される吸入空気量であり、
前記第2の運転状態パラメータは、スロットルセンサにより検出されるスロットル開度である、エンジンの制御方法。 - 請求項1から請求項5のいずれか一項に記載のエンジンの制御方法であって、
前記実際トルクが前記許容トルクを上回る場合に、前記制御信号として、エンジンの作動を制限する信号を生成する、エンジンの制御方法。 - 請求項1から請求項6のいずれか一項に記載のエンジンの制御方法であって、
前記実際トルクが前記許容トルクを上回る場合に、前記制御信号として、異常状態の発生を記録しまたは運転者に異常状態の発生を報知する信号を生成する、エンジンの制御方法。 - エンジンの実際の運転状態を示す指標として、第1の運転状態パラメータを検出する第1の運転状態センサと、
エンジンの実際の運転状態を示す指標として、前記第1の運転状態パラメータとは異なる第2の運転状態パラメータを検出する第2の運転状態センサと、
前記第1および第2の運転状態センサの検出信号を入力し、エンジンの動作を制御するエンジン制御ユニットと、
を含んで構成され、
前記エンジン制御ユニットは、
エンジンの目標トルクを設定する目標トルク設定部と、
設定された目標トルクをもとにエンジントルクを制御するエンジントルク制御部と、
前記目標トルクよりも大きな許容トルクを設定する許容トルク設定部と、
実際のエンジントルクである実際トルクを、検出された前記第1および第2の運転状態パラメータをもとに個別に算出する実際トルク演算部と、
算出された実際トルクのうち最も大きな値を最終的な実際トルクとして選択する実際トルク選択部と、
選択された実際トルクと前記許容トルクとを比較するトルク比較部と、
前記トルク比較部による比較の結果に応じた制御信号を出力する制御信号出力部と、
を備える、エンジンの制御装置。
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US16/317,351 US10458353B2 (en) | 2016-07-13 | 2016-07-13 | Engine control method and control device |
PCT/JP2016/070730 WO2018011922A1 (ja) | 2016-07-13 | 2016-07-13 | エンジンの制御方法および制御装置 |
CN201680087492.XA CN109415992B (zh) | 2016-07-13 | 2016-07-13 | 发动机的控制方法以及控制装置 |
BR112019000044-5A BR112019000044B1 (pt) | 2016-07-13 | 2016-07-13 | Método de controle de motor e dispositivo de controle de motor |
JP2018527316A JP6614351B2 (ja) | 2016-07-13 | 2016-07-13 | エンジンの制御方法および制御装置 |
EP16908825.9A EP3486470B1 (en) | 2016-07-13 | 2016-07-13 | Engine control method and control device |
RU2019101802A RU2702896C1 (ru) | 2016-07-13 | 2016-07-13 | Способ управления двигателем и устройство управления |
MX2019000418A MX2019000418A (es) | 2016-07-13 | 2016-07-13 | Metodo de control de motor de combustion interna y dispositivo de control de motor de combustion interna. |
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WO2020121807A1 (ja) * | 2018-12-14 | 2020-06-18 | 日立オートモティブシステムズ株式会社 | 制御装置 |
JP7222363B2 (ja) * | 2020-01-07 | 2023-02-15 | トヨタ自動車株式会社 | エアフロメータの異常診断装置 |
CN113062812B (zh) * | 2021-04-26 | 2022-08-05 | 中国第一汽车股份有限公司 | 一种发动机安全监控检测方法、装置、介质及电子设备 |
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JPWO2018011922A1 (ja) | 2019-04-25 |
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JP6614351B2 (ja) | 2019-12-04 |
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US20190234334A1 (en) | 2019-08-01 |
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MX2019000418A (es) | 2019-06-20 |
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