WO2018180466A1 - 内燃機関制御装置 - Google Patents
内燃機関制御装置 Download PDFInfo
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- WO2018180466A1 WO2018180466A1 PCT/JP2018/009733 JP2018009733W WO2018180466A1 WO 2018180466 A1 WO2018180466 A1 WO 2018180466A1 JP 2018009733 W JP2018009733 W JP 2018009733W WO 2018180466 A1 WO2018180466 A1 WO 2018180466A1
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- temperature
- internal combustion
- combustion engine
- engine
- injector
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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
- F02D41/20—Output circuits, e.g. for controlling currents in command coils
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/04—Introducing corrections for particular operating conditions
- F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
- F02D41/062—Introducing corrections for particular operating conditions for engine starting or warming up for starting
- F02D41/064—Introducing corrections for particular operating conditions for engine starting or warming up for starting at cold start
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/04—Introducing corrections for particular operating conditions
- F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
- F02D41/068—Introducing corrections for particular operating conditions for engine starting or warming up for warming-up
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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
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M51/00—Fuel-injection apparatus characterised by being operated electrically
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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
- F02M51/00—Fuel-injection apparatus characterised by being operated electrically
- F02M51/06—Injectors peculiar thereto with means directly operating the valve needle
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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
- F02D41/20—Output circuits, e.g. for controlling currents in command coils
- F02D2041/202—Output circuits, e.g. for controlling currents in command coils characterised by the control of the circuit
- F02D2041/2065—Output circuits, e.g. for controlling currents in command coils characterised by the control of the circuit the control being related to the coil 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
- F02D2200/021—Engine 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
- F02D2200/021—Engine temperature
- F02D2200/022—Estimation of engine 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
- F02D2200/0414—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
- F02D2200/06—Fuel or fuel supply system parameters
-
- 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
- F02D2200/70—Input parameters for engine control said parameters being related to the vehicle exterior
Definitions
- the present invention relates to an internal combustion engine control device, and more particularly to an internal combustion engine control device applied to a general-purpose machine such as a generator or a vehicle such as a motorcycle.
- a temperature sensor in a fuel injection system is generally used for detecting a warm-up state of an internal combustion engine. More specifically, the fuel injection system calculates the temperature of the internal combustion engine based on the output of the temperature sensor, detects the warm-up state of the internal combustion engine based on the calculated temperature of the internal combustion engine, and determines the ignition timing. And control of fuel injection. For this reason, when adopting a fuel injection system, it is necessary to attach a temperature sensor to the internal combustion engine. Furthermore, when installing a temperature sensor in the internal combustion engine, it is necessary to install wires and couplers for wiring, and it is necessary to process the part of the internal combustion engine where the temperature sensor is installed.
- the ratio of the cost of the fuel injection system to the sales price is higher than that of the carburetor system.
- a temperature sensor is required to be omitted from the fuel injection system for the purpose of cost reduction.
- Patent Document 1 relates to the electronic control unit 20 of the engine 10 by paying attention to the correlation between the temperature of the injector 15 and the temperature of the engine 10 and calculating the temperature of the engine 10 from the temperature of the injector 15.
- a configuration for controlling the engine 10 at the temperature of the engine 10 is disclosed.
- the fuel injection amount is corrected to be increased, and further, when the engine is fully opened immediately after starting, the drive of the injector is further increased.
- the injector temperature injector temperature
- the injector temperature injector temperature
- the injector temperature estimated from the injector temperature is higher than the actual internal combustion engine temperature because the injector temperature is high.
- the estimated internal combustion engine temperature is used as it is in the calculation of the fuel injection amount, a fuel injection amount that is smaller than the appropriate fuel injection amount is calculated. It is possible to do.
- An object of the present invention is to provide an internal combustion engine control device capable of suppressing the internal combustion engine temperature from deviating from the actual internal combustion engine temperature.
- an internal combustion engine control device comprising: an internal combustion engine temperature calculation unit that performs an operation state control unit that controls an operation state of the internal combustion engine based on the internal combustion engine temperature calculated by the internal combustion engine temperature calculation unit.
- a cooling / warming determination unit that determines whether the internal combustion engine is in a cold state or a warming state, an atmospheric temperature calculation unit that calculates an ambient temperature around the internal combustion engine control device, and the internal combustion engine is in the cold state If the difference between the injector temperature and the ambient temperature is greater than or equal to a first predetermined value, the internal combustion engine calculated from the injector temperature
- a correcting unit for correcting the relationship temperature further comprising a a first aspect.
- the correction unit calculates an initial value of a correction amount for correcting the internal combustion engine temperature from a relative relationship with respect to a difference between the injector temperature and the ambient temperature.
- the second aspect is to reduce the correction amount as time elapses from the start of the internal combustion engine.
- the internal combustion engine control device is disposed corresponding to first and second positions at which a temperature difference occurs when the internal combustion engine control device is driven.
- a first temperature sensor and a second temperature sensor wherein the cooling / warming determination unit includes a difference between a first temperature detected by the first temperature sensor and a second temperature detected by the second temperature sensor.
- the correction unit increases the temperature by the injector temperature when the difference between the injector temperature and the ambient temperature is large even though the internal combustion engine is in the cold state. Since the internal combustion engine temperature calculated from the injector temperature is appropriately corrected, the value of the injector temperature that exhibits an appropriate correlation with the internal combustion engine temperature when the internal combustion engine is restarted is determined. Even in the case of deviation, it is possible to suppress the deviation of the internal combustion engine temperature calculated from the injector temperature from the actual internal combustion engine temperature.
- the correction unit increases the actual temperature of the internal combustion engine as time elapses from the start of the internal combustion engine, and stores the correlation with the injector temperature. Since the correction amount is reduced in consideration of approaching the one stored in the medium, the internal combustion engine temperature can be corrected appropriately.
- the internal combustion engine control apparatus corresponds to the first and second positions at which a temperature difference occurs when the internal combustion engine control apparatus is driven.
- the cooling / warming determination unit determines that the difference between the first temperature detected by the first temperature sensor and the second temperature detected by the second temperature sensor is the first. 2
- the value is equal to or less than the predetermined value, it is possible to appropriately determine the cooling / warming-up state of the internal combustion engine without separately providing a temperature sensor in the internal combustion engine by determining that the internal combustion engine is in the cold state.
- FIG. 1A is a schematic diagram showing a configuration of an internal combustion engine control apparatus according to an embodiment of the present invention.
- FIG. 1B is a schematic diagram showing the configuration of the injector in FIG. 1A.
- FIG. 2 shows the change over time of the injector temperature, the actual engine temperature, the pre-correction estimated engine temperature, and the post-correction estimated engine temperature when the internal combustion engine to which the internal combustion engine control apparatus according to the present embodiment is applied is started from a cold state. It is a figure which shows an example.
- FIG. 3 is a flowchart showing the flow of the restart engine temperature subtraction amount calculation process of the internal combustion engine control device in the present embodiment.
- FIG. 4 is an example of table data representing the relationship between the difference between the injector temperature and the ambient temperature used in the restart engine temperature subtraction amount calculation process of the internal combustion engine control apparatus according to the present embodiment, and the engine temperature subtraction amount.
- FIG. 1A is a schematic diagram showing a configuration of an internal combustion engine control apparatus according to an embodiment of the
- the internal combustion engine control device in the present embodiment is typically suitably mounted on an internal combustion engine mounting body such as a general-purpose machine such as a generator or a vehicle such as a motorcycle.
- the internal combustion engine control device will be described as being mounted on a vehicle such as a motorcycle.
- FIG. 1A is a schematic diagram showing a configuration of an internal combustion engine control apparatus according to the present embodiment
- FIG. 1B is a schematic diagram showing a configuration of an injector in FIG. 1A.
- the internal combustion engine control device 1 is based on the temperature of functional parts of an engine that is an internal combustion engine such as a gasoline engine mounted on a vehicle not shown.
- the electronic control unit (Electronic Control Unit: ECU) 10 is provided.
- the ECU 10 operates using electric power from the battery B mounted on the vehicle, and includes a waveform shaping circuit 11, the thermistor elements 12a and 12b, an A / D converter 13, an ignition circuit 14, a drive circuit 15, and a resistor.
- Value detection circuit 16 EEPROM (Electrically Erasable Programmable Read-Only Memory) 17, ROM (Read-Only Memory) 18, RAM (Random Access Memory) 19, Timer 20, and Central Processing Unit (Centr) I have.
- Each component of the ECU 10 is accommodated in a casing 10a of the ECU 10.
- the ECU 10 and the surroundings of the engine are in contact with the outside air, and the ECU 10 is arranged away from the engine so as not to be affected by the radiant heat of the engine and the heat transfer from the engine. is there.
- the waveform shaping circuit 11 shapes a crank pulse signal corresponding to the rotation angle of the crankshaft 3 of the engine output from the crank angle sensor 2 to generate a digital pulse signal.
- the waveform shaping circuit 11 outputs the digital pulse signal thus generated to the CPU 21.
- the thermistor element 12a (thermistor B) is located in the region of the ECU 10 having the highest temperature in the casing 10a (typically a region close to the heating element whose distance to the heating element as the ignition circuit 14 is about several millimeters).
- the chip thermistor is arranged and exhibits an electric resistance value corresponding to the temperature, and outputs an electric signal indicating a voltage corresponding to the electric resistance value to the A / D converter 13.
- the thermistor element 12a may be replaced with another temperature sensor such as a thermocouple as long as such an electrical signal can be output.
- the thermistor element 12b (thermistor A) is an ambient temperature (outside temperature) that is the ambient temperature outside the casing 10a of the ECU 10 in the casing 10a of the ECU 10, that is, an ambient temperature (outside temperature) that is the ambient temperature around the engine.
- a chip thermistor placed in a region close to (temperature) (typically a region close to the housing 10a whose distance to the housing 10a is about several millimeters), and exhibits an electrical resistance value corresponding to the temperature. Then, an electric signal indicating a voltage corresponding to the electric resistance value is output to the A / D converter 13.
- the thermistor element 12b may be replaced with another temperature sensor such as a thermocouple as long as it can output such an electrical signal.
- the A / D converter 13 is an electric signal indicating the opening degree of the throttle valve of the engine output from the throttle opening degree sensor 4 and an electric signal indicating the oxygen concentration in the atmosphere sucked into the engine output from the oxygen sensor 5.
- the electrical signals output from the thermistor elements 12a and 12b are converted from an analog form to a digital form, respectively.
- the A / D converter 13 outputs these electrical signals thus converted into digital form to the CPU 21.
- the ignition circuit 14 includes a switching element such as a transistor that is controlled to be turned on / off in accordance with a control signal from the CPU 21. When the switching element is turned on / off, the fuel in the engine is passed through a spark plug (not shown). And the operation of the ignition coil 6 for generating a secondary voltage for igniting the air-fuel mixture.
- the ignition circuit 14 is typically a driver IC (Integrated Circuit) that is a semiconductor element, and is a component that generates the largest amount of heat in the housing 10a.
- the drive circuit 15 includes a switching element such as a transistor that is controlled to be turned on / off according to a control signal from the CPU 21, and the switching element is turned on / off to energize the coil 7a of the injector 7 that supplies fuel to the engine. / Switch the de-energized state.
- the injector 7 is attached to an intake pipe or a cylinder head (not shown) of the engine, and heat generated from the engine is transferred.
- the equivalent circuit 7b of the coil 7a of the injector 7 is represented by a series circuit including an inductance component L and an electric resistance component R.
- the coil 7a is a component for electrically driving the solenoid 7c of the injector 7, and the fuel is ejected from the injector 7 when the solenoid 7c operates in the energized state of the coil 7a.
- the resistance value detection circuit 16 measures an electrical resistance value (resistance value), which is a physical quantity that varies depending on the electrical resistance component R of the coil 7a of the injector 7, and sends an electrical signal indicating the measured resistance value to the CPU 21. Output to.
- the EEPROM 17 stores data relating to various learning values such as a fuel injection amount learning value and a throttle reference position learning value. Note that the EEPROM 17 may be replaced with another storage medium such as a data flash as long as it can store data relating to such various learning values.
- the ROM 18 is configured by a nonvolatile storage device, and includes a control program for engine temperature subtraction amount calculation processing at restart, which will be described later, injector temperature table data, table data representing a correlation characteristic line of differential temperature of the thermistor, engine temperature, and the like.
- the table data defining the initial value of the subtraction amount and various control data such as engine temperature table data are stored.
- the RAM 19 is composed of a volatile storage device and functions as a working area for the CPU 21.
- the timer 20 performs a time measurement process according to a control signal from the CPU 21.
- the CPU 21 controls the operation of the entire ECU10.
- the CPU 21 executes a control program stored in the ROM 18, thereby causing an injector temperature calculation unit 21a, an engine temperature calculation unit 21b, an operation state control unit 21c, a cooling / warming determination unit 21d, and an ambient temperature calculation. It functions as the unit 21e and the correction unit 21f.
- the injector temperature calculation unit 21 a calculates the temperature of the injector 7 (injector temperature) corresponding to the resistance value of the coil 7 a of the injector 7.
- the engine temperature calculation unit 21b calculates the temperature of the engine (engine temperature) based on the injector temperature calculated by the injector temperature calculation unit 21a.
- the operation state control unit 21c controls the operation state of the engine by controlling the ignition circuit 14 and the drive circuit 15 based on the engine temperature calculated by the engine temperature calculation unit 21b.
- the cooling / warming determination unit 21d determines whether the engine is in a cold state or a warm state.
- the ambient temperature calculation unit 21e calculates the ambient temperature (outside temperature) that is the ambient temperature outside the casing 10a of the ECU 10, that is, the ambient temperature (outside temperature) around the engine.
- the correction unit 21f determines that the engine is in a cold state by the cooling / warming determination unit 21d, and the difference between the injector temperature calculated by the injector temperature calculation unit 21a and the atmospheric temperature calculated by the atmospheric temperature calculation unit 21e is When it is equal to or greater than the predetermined value (first predetermined value), the engine temperature calculated by the engine temperature calculation unit 21b is corrected.
- an injector temperature can be cited as a suitable example from the viewpoint of simplicity of measurement, etc., but as a functional component of the engine, a resistance value corresponding to the engine temperature can be measured. If there is any other functional equipment, the temperature of the functional equipment may be used as the temperature of the functional parts of the engine. Also, when acquiring the engine temperature having a correlation with the injector temperature, taking into account that the temperature of the engine spark plug seat is close to the actual temperature inside the engine, actually measuring the temperature of the engine spark plug seat, It is easy to obtain this as the engine temperature.
- FIG. 2 shows an injector temperature L1, an actual engine temperature L2, a corrected estimated engine temperature L3 (indicated by a wavy line), and a correction when an engine to which the internal combustion engine control apparatus 1 in the present embodiment is applied is started from a cold state. It is a figure which shows an example of the time change of the pre-estimated engine temperature L4.
- the engine temperature estimated from the injector temperature L1 becomes higher than the actual engine temperature L2, and a difference occurs between them. If the estimated engine temperature (pre-correction estimated engine temperature L4) is used as it is for the calculation of the fuel injection amount, the drivability is reduced because it is less than the appropriate fuel injection amount.
- the internal combustion engine control apparatus 1 performs the restart engine temperature subtraction amount process described below, whereby the difference between the injector temperature L1 and the ambient temperature TA is equal to or greater than a predetermined value (first predetermined value).
- a predetermined value first predetermined value
- the engine temperature (pre-correction estimated engine temperature L4) calculated from the injector temperature L1 is corrected to the post-correction estimated engine temperature L3.
- the engine temperature calculated from the injector temperature L1 (corrected estimated engine temperature L3) is Deviation from the actual engine temperature L2 can be suppressed.
- a typical example in which the injector temperature L1 deviates from a value exhibiting an appropriate correlation with the actual engine temperature L2 when the engine is restarted is that the engine is restarted immediately after the engine is stopped before the engine is warmed up. In addition to the case where the engine is started, there is a case where the engine is restarted in a warm-up state before the engine is stopped and before it is completely cooled.
- FIG. 3 is a flowchart showing the flow of the restart engine temperature subtraction amount calculation process of the internal combustion engine control apparatus 1 according to the embodiment of the present invention.
- FIG. 4 shows an example of table data representing the relationship between the difference between the injector temperature (INJ temperature) used in the restart engine temperature subtraction amount calculation process and the ambient temperature and the subtraction amount of the engine temperature.
- IJ temperature injector temperature
- the flowchart shown in FIG. 3 is one of the processes for calculating the fuel injection amount in the internal combustion engine control device which starts its operation when the ignition switch of the vehicle is switched from the off state to the on state and the CPU 21 is activated.
- 5 is a flowchart of a restart engine temperature subtraction amount calculation process executed as: When the fuel injection amount calculation process proceeds to the restart engine temperature subtraction amount calculation process, the process of step S1 is executed. Such restart engine temperature subtraction amount calculation processing is repeatedly executed at predetermined control intervals while the CPU 21 is operating with the ignition switch of the vehicle turned on.
- step S1 the correction unit 21f determines whether or not the injector temperature (INJ temperature) has been calculated by referring to the injector temperature calculated flag. As a result of the determination, when the injector temperature has been calculated (step S1: Yes), the injector temperature calculation unit 21a advances the restart engine temperature subtraction amount calculation process to the process of step S2. On the other hand, when the injector temperature has not been calculated (step S1: No), the injector temperature calculation unit 21a ends the series of restart engine temperature subtraction amount calculation processing at this time.
- the injector temperature is typically calculated by the injector temperature calculation unit 21a corresponding to the resistance value (INJ resistance value) of the injector 7 detected through the resistance value detection circuit 16. .
- the injector temperature calculation unit 21a for example, from the injector temperature table indicating the relationship between the resistance value of the injector 7 stored in advance in the ROM 18 and the value of the injector temperature, the resistance value of the injector 7 thus detected.
- the injector temperature may be calculated by searching for the injector temperature value corresponding to.
- step S2 the correction unit 21f determines whether or not the subtraction amount initial value calculated flag is on, thereby determining the subtraction amount (negative value) as a correction amount for correcting the engine temperature. It is determined whether or not the initial value has been calculated. As a result of the determination, when the subtraction amount initial value calculated flag is on (step S2: Yes), the correction unit 21f determines that the initial value of the subtraction amount has been calculated, and restarts the engine temperature subtraction amount at restart. The calculation process proceeds to step S8. On the other hand, when the subtraction amount initial value calculated flag is not on (step S2: No), the correction unit 21f determines that the initial value of the subtraction amount has not been calculated, and the engine temperature subtraction amount calculation process during restart The process proceeds to step S3.
- the cooling / warming determination unit 21d determines whether or not the difference between the detected temperature T1 of the thermistor element 12a (thermistor A) and the detected temperature T2 of the thermistor element 12b (thermistor B) is equal to or smaller than a second predetermined value. Is determined. As a result of the determination, if the difference is equal to or smaller than the second predetermined value (step S3: Yes), the cooling / warming determination unit 21d determines that the engine is in a cold state, and performs a restart engine temperature subtraction amount calculation process in step S4. Proceed to the process.
- step S3 determines that the engine is in a warm-up state, and performs the engine temperature subtraction amount calculation process at restart in step S6. Proceed to the process.
- step S4 the ambient temperature calculation unit 21e calculates an ambient temperature (outside temperature) that is the ambient air temperature outside the casing 10a of the ECU 10. Then, the correction unit 21f determines whether or not the difference between the injector temperature and the ambient temperature is greater than or equal to a first predetermined value. If the difference is greater than or equal to the first predetermined value as a result of determination (step S4: Yes), the correction unit 21f determines that there is a difference between the injector temperature and the ambient temperature, and calculates the engine temperature subtraction amount at restart. The process proceeds to step S5.
- step S4 determines that there is no difference between the injector temperature and the ambient temperature, and the engine temperature subtraction amount at restart The calculation process proceeds to step S6.
- the ambient temperature calculation unit 21e calculates the ambient temperature, typically, first, a first differential temperature ⁇ T12 obtained by subtracting the detected temperature T2 of the thermistor element 12b from the detected temperature T1 of the thermistor element 12a and Table data indicating a correlation characteristic line that predefines a relationship with the second differential temperature ⁇ T2a obtained by subtracting the ambient temperature Ta from the detected temperature T2 of the thermistor element 12b is stored in the ROM 18 in advance.
- the first differential temperature ⁇ T12 basically corresponds to the amount of heat generated by the ignition circuit 14, that is, the amount of heat generated by the ECU 10.
- the second differential temperature ⁇ T2a is determined based on the detected temperature T2 of the thermistor element 12b in consideration of the fact that the detected temperature T2 of the thermistor element 12b may differ from the engine ambient temperature Ta due to the influence of the amount of heat generated by the ignition circuit 14, etc. This corresponds to the temperature difference between T2 and the engine ambient temperature Ta.
- the ambient temperature calculation unit 21e calculates the first differential temperature ⁇ T12 and searches the table data indicating the correlation characteristic line to thereby calculate the second differential temperature ⁇ T2a corresponding to the value of the first differential temperature ⁇ T12. Find the value.
- a value obtained by subtracting the second difference temperature ⁇ T2a from the detected temperature T2 of the thermistor element 12b may be calculated as the engine ambient temperature Ta.
- the ambient temperature calculation unit 21e may calculate the engine ambient temperature from the detected temperature using only the thermistor element 12b. If there is a separate sensor for detecting the engine ambient temperature, the engine ambient temperature may be calculated from the detected temperature.
- the correction unit 21f calculates an initial value of the subtraction amount of the engine temperature from the difference between the injector temperature and the ambient temperature. Specifically, the correction unit 21f searches the table data as shown in FIG. 4 for the subtraction amount of the engine temperature corresponding to the difference between the injector temperature and the ambient temperature as the initial value of the subtraction amount. In the table data shown in FIG. 4, the subtraction amount is a negative value. When the difference between the injector temperature and the ambient temperature is 0, the subtraction amount is set to 0. The larger the difference is, the more the absolute value of the subtraction amount is. The value is set to be large. Thereby, the process of step S5 is completed, and the engine temperature subtraction amount calculation process at restart proceeds to the process of step S7.
- step S6 the correction unit 21f sets the initial value of the engine temperature subtraction amount to zero. Thereby, the process of step S6 is completed, and the engine temperature subtraction amount calculation process at restart proceeds to the process of step S7.
- step S7 the correction unit 21f sets a subtraction amount initial value calculated flag indicating whether or not the initial value of the engine temperature subtraction amount has been calculated to an ON state. Thereby, the process of step S7 is completed, and the engine temperature subtraction amount calculation process at restart proceeds to the process of step S8.
- step S8 the correction unit 21f determines whether or not the calculation process of the subtraction amount of the engine temperature has ended by determining whether or not the subtraction amount calculation end flag is in the ON state. As a result of the determination, if the subtraction amount calculation end flag is on (step S8: Yes), the correction unit 21f determines that the calculation process of the subtraction amount of the engine temperature has ended, and this series of restarts The engine temperature subtraction amount calculation process is terminated. On the other hand, when the subtraction amount calculation end flag is not in the on state (step S2: No), the correction unit 21f determines that the engine temperature subtraction amount calculation process has not ended, and restarts the engine temperature subtraction amount. The calculation process proceeds to step S9.
- step S9 the correction unit 21f determines whether or not a predetermined time has elapsed since the previous subtraction amount calculation process by determining whether or not the count value of the timer 20 is equal to or less than zero. As a result of the determination, if the count value of the timer 20 is equal to or less than zero (step S9: Yes), the correction unit 21f determines that a predetermined time has elapsed since the previous subtraction amount calculation process, and subtracts the engine temperature during restart. The amount calculation process proceeds to step S10.
- step S9 when the count value of the timer 20 is not less than or equal to zero (step S9: No), the correction unit 21f determines that a predetermined time has not elapsed since the previous subtraction amount calculation process, and repeats The engine temperature subtraction amount calculation process at the start is finished.
- step S10 the correction unit 21f resets the count value of the timer 20. Thereby, the process of step S10 is completed, and the restart engine temperature subtraction amount calculation process proceeds to the process of step S11.
- step S11 the correction unit 21f decreases the absolute value of the subtraction amount by adding a predetermined value to the subtraction amount of the current engine temperature. Thereby, the process of step S11 is completed, and the engine temperature subtraction amount calculation process at the time of restart proceeds to the process of step S12.
- step S12 the correction unit 21f determines whether or not the subtraction amount is zero or more. As a result of determination, when the subtraction amount is zero or more (step S12: Yes), the correction unit 21f advances the restart engine temperature subtraction amount calculation processing to the processing of step 13. On the other hand, if the subtraction amount is not equal to or greater than zero (step S12: No), the correction unit 21f ends the current series of restart engine temperature subtraction amount calculation processing.
- step S13 the correction unit 21f sets the subtraction amount of the engine temperature to zero. Thereby, the process of step S13 is completed, and the restart engine temperature subtraction amount calculation process proceeds to the process of step S14.
- step S14 the correction unit 21f sets the subtraction amount calculation end flag to the on state. Thereby, the process of step S14 is completed, and the current series of engine temperature subtraction amount calculation process at the time of restart ends.
- the correction unit 21f corrects the engine temperature by adding the subtraction amount calculated as described above to the engine temperature calculated by the engine temperature calculation unit 21b, thereby performing the post-correction estimation shown in FIG.
- the engine temperature L3 is calculated.
- the engine temperature calculation unit 21b calculates the engine temperature (pre-correction estimated engine temperature L4 shown in FIG. 2), typically, first, the injector temperature calculated by the injector temperature calculation unit 21a is used as the atmosphere. Correction is performed with the ambient temperature calculated by the temperature calculation unit 21e. Next, the engine temperature calculation unit 21b defines the relationship between the injector temperature value corrected in this way and the engine temperature value, and searches the engine temperature table data stored in advance in the ROM 18 to search for this. The engine temperature corresponding to the corrected injector temperature may be calculated.
- the engine temperature can be calculated in an aspect in which an unnecessary influence due to a difference in engine ambient temperature is eliminated.
- the correction at the atmospheric temperature calculated by the atmospheric temperature calculating unit 21e is omitted, and the engine temperature is calculated from the injector temperature calculated by the injector temperature calculating unit 21a.
- the temperature may be calculated.
- the correction unit 21f determines that the engine is in the cold state, and the difference between the injector temperature and the ambient temperature is equal to or greater than the first predetermined value.
- the engine temperature calculated from the injector temperature is corrected, so that even if the engine is in a cold state, if the difference between the injector temperature and the ambient temperature is large, the injector temperature is increased.
- the engine temperature calculated from the injector temperature can be corrected, and even if the injector temperature deviates from a value that exhibits an appropriate correlation with the engine temperature when the engine is restarted, The engine temperature calculated from the temperature can be prevented from deviating from the actual engine temperature.
- the correction unit 21f calculates the initial value of the correction amount for correcting the engine temperature from the relative relationship with respect to the difference between the injector temperature and the ambient temperature, and Since the correction amount is reduced as time elapses from the start, the correction amount is reduced in consideration of the fact that the actual temperature of the engine rises and the correlation with the injector temperature approaches that stored in the ROM 18. The engine temperature can be corrected appropriately.
- the thermistor element 12a and the thermistor element 12b which are respectively arranged corresponding to the first and second positions where a temperature difference occurs when the internal combustion engine control apparatus 1 is driven, are provided.
- the cooling / warming determination unit 21d is configured to determine that the engine is in a cold state when the difference between the detected temperature T1 of the thermistor element 12a and the detected temperature T2 of the thermistor element 12b is equal to or smaller than a second predetermined value. Therefore, it is possible to appropriately determine the cooling / heating state of the engine without separately providing a temperature sensor in the engine.
- the type, shape, arrangement, number, and the like of the members are not limited to the above-described embodiment, and the gist of the invention is appropriately replaced such that the constituent elements are appropriately replaced with those having the same operational effects.
- the gist of the invention is appropriately replaced such that the constituent elements are appropriately replaced with those having the same operational effects.
- it can be changed as appropriate without departing from the scope.
- the temperature of the spark plug seat of the engine is used as the engine temperature corresponding to the injector temperature.
- the present invention is not limited to this.
- the engine cooling water temperature or the cylinder wall temperature is used. Also good.
- the present invention is not limited thereto.
- a positive value may be used.
- the subtraction amount is a negative value, the subtraction amount is added to the basic fuel injection amount.
- the subtraction amount is a positive value, the subtraction amount is subtracted from the basic fuel injection amount.
- the configuration of the present embodiment may be used not only for a single cylinder engine but also for a multi-cylinder engine.
- the temperature of the cylinder can be estimated from the coil resistance value of the injector of each cylinder of the multi-cylinder engine, and the fuel injection amount of the cylinder can be controlled in accordance with the temperature of each cylinder.
- the internal combustion engine temperature calculated from the injector temperature is actually an internal combustion engine control device capable of suppressing deviation from the temperature of the internal combustion engine. Due to its general-purpose characteristics, the internal combustion engine control device for a general-purpose machine such as a generator or a vehicle such as a motorcycle is provided. It is expected to be widely applicable.
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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)
- Fuel-Injection Apparatus (AREA)
Abstract
Description
に、それを適用した結果、ドライバビリティが低下することが考えられる。
まず、図1A及び図1Bを参照して、本実施形態における内燃機関制御装置の構成について説明する。本実施形態における内燃機関制御装置は、典型的には、発電機等の汎用機や自動二輪車等の車両といった内燃機関搭載体に好適に搭載されるものであるが、以下、説明の便宜上、かかる内燃機関制御装置は、自動二輪車等の車両に搭載されるものとして説明する。
図3は、本発明の実施形態における内燃機関制御装置1の再始動時エンジン温度減算量算出処理の流れを示すフローチャートである。また、図4は、かかる再始動時エンジン温度減算量算出処理で用いられるインジェクタ温度(INJ温)と雰囲気温度との差と、エンジン温度の減算量と、の関係を表すテーブルデータの一例を示す図である。
Claims (3)
- 内燃機関に適用されると共に、インジェクタのコイル抵抗値に基づいてインジェクタ温度を算出するインジェクタ温度算出部と、前記インジェクタ温度に基づいて内燃機関温度を算出する内燃機関温度算出部と、前記内燃機関温度算出部にて算出された前記内燃機関温度に基づいて前記内燃機関の運転状態を制御する運転状態制御部と、を有する内燃機関制御装置において、
前記内燃機関が冷機状態又は暖機状態にあるかを判断する冷暖機判断部と、
前記内燃機関制御装置の周囲の雰囲気温度を算出する雰囲気温度算出部と、
前記内燃機関が前記冷機状態にあると判断され、前記インジェクタ温度と前記雰囲気温度との差が第1所定値以上である場合、前記インジェクタ温度から算出された前記内燃機関温度を補正する補正部と、
を更に有することを特徴とする内燃機関制御装置。 - 前記補正部は、前記内燃機関温度を補正するための補正量の初期値を、前記インジェクタ温度と前記雰囲気温度との差に対する相対関係から算出すると共に、前記内燃機関の始動から時間が経過するにつれて前記補正量を小さくすることを特徴とする請求項1に記載の内燃機関制御装置。
- 前記内燃機関制御装置は、前記内燃機関制御装置の駆動時において互いに温度差が生じる第1及び第2の位置に対応してそれぞれ配置される第1温度センサ及び第2温度センサを更に有し、
前記冷暖機判断部は、前記第1温度センサが検出する第1の温度と前記第2温度センサが検出する第2の温度との差が第2所定値以下である場合、前記内燃機関が前記冷機状態にあると判断することを特徴とする請求項1又は2に記載の内燃機関制御装置。
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CN201880018829.0A CN110446843B (zh) | 2017-03-27 | 2018-03-13 | 内燃机控制装置 |
BR112019019453A BR112019019453A2 (pt) | 2017-03-27 | 2018-03-13 | dispositivo de controle de motor de combustão interna |
EP18777388.2A EP3604780B1 (en) | 2017-03-27 | 2018-03-13 | Internal combustion engine control device |
US16/497,028 US11248550B2 (en) | 2017-03-27 | 2018-03-13 | Internal combustion engine control device |
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CN111878230B (zh) * | 2020-07-06 | 2022-02-08 | 东风汽车集团有限公司 | 一种发动机缸内混合气温度预估方法 |
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JP2000073901A (ja) * | 1998-09-02 | 2000-03-07 | Nippon Soken Inc | 内燃機関の燃料供給制御装置 |
JP2008086119A (ja) * | 2006-09-27 | 2008-04-10 | Denso Corp | インジェクタ駆動装置及びインジェクタ駆動システム |
JP2012246821A (ja) * | 2011-05-27 | 2012-12-13 | Nippon Soken Inc | インジェクタ状態検出装置 |
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EP3604780B1 (en) | 2021-05-19 |
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US20200370493A1 (en) | 2020-11-26 |
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BR112019019453A2 (pt) | 2020-04-14 |
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