WO2019181293A1 - Dispositif de commande de moteur à combustion interne - Google Patents

Dispositif de commande de moteur à combustion interne Download PDF

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Publication number
WO2019181293A1
WO2019181293A1 PCT/JP2019/005215 JP2019005215W WO2019181293A1 WO 2019181293 A1 WO2019181293 A1 WO 2019181293A1 JP 2019005215 W JP2019005215 W JP 2019005215W WO 2019181293 A1 WO2019181293 A1 WO 2019181293A1
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WIPO (PCT)
Prior art keywords
current
internal combustion
combustion engine
control device
setting unit
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PCT/JP2019/005215
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English (en)
Japanese (ja)
Inventor
一浩 押領司
赤城　好彦
秀文 岩城
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日立オートモティブシステムズ株式会社
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Publication of WO2019181293A1 publication Critical patent/WO2019181293A1/fr

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B31/00—Modifying induction systems for imparting a rotation to the charge in the cylinder
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D43/00—Conjoint electrical control of two or more functions, e.g. ignition, fuel-air mixture, recirculation, supercharging or exhaust-gas treatment
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P3/00—Other installations
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P3/00—Other installations
    • F02P3/02—Other installations having inductive energy storage, e.g. arrangements of induction coils
    • F02P3/04—Layout of circuits
    • F02P3/045—Layout of circuits for control of the dwell or anti dwell time
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • the present invention relates to a control device for an internal combustion engine mounted on a vehicle or the like, and particularly to a control device for an internal combustion engine having an ignition function for igniting an air-fuel mixture formed in a combustion chamber.
  • variable compression ratio control with variable compression ratio exhaust circulation combustion control (EGR) that recirculates exhaust gas to suppress abnormal combustion
  • lean combustion control that leans the air-fuel mixture in the cylinder and burns it.
  • Patent Document 1 discloses a technique for appropriately setting the sustaining current of the spark plug based on the operating conditions of the internal combustion engine.
  • the technique of Patent Document 1 sets a maintenance current mainly according to the flow rate of the air-fuel mixture, and is not sufficient for improving the ignition performance.
  • An object of the present invention is to provide a control device for an internal combustion engine that improves ignition performance and fuel consumption performance by igniting an air-fuel mixture satisfactorily.
  • An internal combustion engine control apparatus is an internal combustion engine control apparatus that controls an internal combustion engine that includes an ignition coil and an ignition plug, and is related to an operating condition of the internal combustion engine or ignition of the ignition plug.
  • a target supply energy calculation unit that calculates the amount of energy required for ignition of the air-fuel mixture supplied to the combustion chamber of the internal combustion engine based on a physical quantity, and a current related to a waveform of a current supplied to the spark plug according to the energy amount
  • a current waveform generation unit configured to generate waveform data; and a power control unit configured to control power supplied to the spark plug according to the current waveform data.
  • An internal combustion engine control apparatus is an internal combustion engine control apparatus that controls an internal combustion engine that includes an ignition coil and an ignition plug.
  • An energy calculation unit that calculates an amount of energy required for ignition of the air-fuel mixture supplied to the combustion chamber of the internal combustion engine based on a related physical quantity, and supplies the spark plug according to a calculation result of the energy calculation unit
  • a current waveform generation unit that generates current waveform data relating to a current waveform, and a power control unit that controls power supplied to the spark plug according to the current waveform data.
  • the current waveform generator includes an initial current, a sustain current larger than the initial current, and a current change rate indicating a degree of change per unit time of the current between the initial current and the sustain current. Set.
  • control device for an internal combustion engine that improves the ignition performance and fuel consumption performance by favorably igniting the air-fuel mixture.
  • FIG. 2 is a functional block diagram showing a configuration of an ECU 200.
  • FIG. 3 is a block diagram illustrating an example of a more detailed configuration of a current waveform generation unit 207.
  • FIG. It is a graph explaining the significance of setting the optimal current change rate Rcc .
  • Rcc current change rate
  • FIG. 3 is a schematic view showing discharge between both electrodes of a spark plug 105.
  • 6 is a conceptual diagram illustrating an example of a method (operation) for setting a target supply energy E tar in a target supply energy setting unit 206.
  • FIG. The relationship between the initial current i ini and the amount of expansion of the discharge path of the spark plug 105 when the flow rate of the air-fuel mixture around the spark plug 105 is a predetermined value is shown.
  • the method of calculation of heating duration Delta] t R in the heating duration calculation unit 2073 is a schematic view illustrating the. It is a schematic view for explaining a method of setting the current change rate R cc at a current change rate setting unit 2074 (operation). 10 is a flowchart illustrating a correction procedure in a correction unit 2075.
  • FIG. 1 shows a basic configuration of an internal combustion engine provided with a fuel injection control device according to a first embodiment of the present invention.
  • an internal combustion engine 100 as a control target of the first embodiment is controlled by an ECU 200 as a fuel injection control device and an accelerator opening sensor 300 that detects an accelerator opening.
  • the internal combustion engine 100 includes a piston 101, an intake valve 102, and an exhaust valve 103 in a cylinder.
  • the internal combustion engine 100 can be an internal combustion engine having a plurality of, for example, four cylinders, but FIG. 1 representatively shows only one of the plurality of cylinders.
  • the piston 101 is connected to a crankshaft (not shown).
  • the crankshaft is composed of a main shaft and a subshaft, and the subshaft is connected to the piston 101 via a connecting rod.
  • variable compression ratio mechanism may be provided in which the distance between the main shaft and the sub shaft or the length of the connecting rod is variable.
  • the cylinder head is provided with an ignition plug 105 and an ignition coil 106. Further, the cylinder head is provided with a fuel injection valve 107 that directly injects fuel into the combustion chamber in the cylinder. Although not shown, the water jacket of the cylinder may be provided with a coolant temperature sensor.
  • An intake pipe 110 for introducing air sucked into the internal combustion engine 100 is provided upstream of the intake valve 102, and exhaust gas discharged from the cylinder is discharged downstream of the exhaust valve 103.
  • An exhaust pipe 111 is provided.
  • the intake pipe 110 includes an intercooler 112 that cools the intake air, a throttle valve 113 that adjusts the intake air amount according to the accelerator opening, a surge tank 114 that adjusts the flow of intake air, and a part of the intake passage that is narrowed.
  • a tumble control valve (TCV) 115 is provided for generating turbulence (tumble) in the intake air flow.
  • the exhaust pipe 111 communicates with an exhaust passage 121, and a three-way catalyst 123, an air-fuel ratio sensor 124, and a turbine 125b are provided in the exhaust passage 121.
  • the three-way catalyst 123 is for purifying the exhaust gas
  • the air-fuel ratio sensor 124 is a sensor for detecting the air-fuel ratio of the exhaust gas.
  • the turbine 125b generates a driving force for driving the compressor 125a using the energy of the exhaust gas.
  • the exhaust passage 121 is branched to an EGR pipe 126 on the downstream side of the three-way catalyst 123.
  • the EGR pipe 126 is a pipe for recirculating (recirculating) the exhaust gas EGR gas to the intake side.
  • the EGR pipe 126 includes an EGR cooler 127 that cools the EGR, an EGR valve 128 that adjusts the amount of EGR gas, and a pressure sensor 133 that measures the pressure before and after the EGR valve 128.
  • a three-way catalyst 129 different from the three-way catalyst 123 is provided further downstream of the exhaust passage 121.
  • the intake pipe 110 communicates with the intake passage 130 on the compressor 125a side.
  • the intake passage 130 is provided with a mass flow meter 131 for measuring the air flow rate and a pressure adjusting valve 132 for adjusting the intake pressure.
  • the aforementioned EGR pipe 126 is connected to the intake passage 130.
  • the intake pipe 110 is provided with an oxygen concentration sensor 134 for detecting the oxygen concentration of the mixed gas on the intake side (the gas obtained by mixing the intake air supplied from the intake passage 130 and the EGR gas).
  • the ECU 200 calculates a required torque based on detection signals from accelerator opening sensor 300 and various sensor signals.
  • the ECU 200 determines the opening degree of the pressure adjustment valve 132, the opening degree of the throttle valve 113, the injection pulse period of the fuel injection valve 107, the ignition timing of the ignition plug 105, based on the operating state of the internal combustion engine 100 obtained from the outputs of various sensors.
  • the main operating amounts of the internal combustion engine 100 such as the opening / closing timing of the intake valve 102 and the exhaust valve 103 and the opening degree of the EGR valve 128 are calculated.
  • the mixed gas flows into the combustion chamber R1 through the intercooler 112, the intake pipe 110, the surge tank 114, and the tumble valve 115 and the intake valve 102.
  • fuel is injected from the fuel injection valve 107 to form an air-fuel mixture in the combustion chamber R1.
  • the air-fuel mixture is ignited and burned by a spark generated from the spark plug 105 at a predetermined ignition timing.
  • the piston 101 is pushed down by the combustion pressure generated by the combustion of the mixer, and becomes a driving force of the internal combustion engine 100.
  • the exhaust gas after combustion is sent to the three-way catalyst 123 through the exhaust valve 103, the exhaust pipe 111, and the turbine 125b. After the NOx, CO, and HC components are purified in the three-way catalyst 123, the exhaust gas passes through the exhaust passage 121. It is purified again by the three-way catalyst 129 and discharged outside.
  • a part of the exhaust gas is introduced into the intake passage 130 as EGR gas through the EGR pipe 126, the EGR cooler 127, and the EGR valve 128, and the intake air and the EGR gas are merged in this introduction region.
  • the mixed gas composed of intake air and EGR gas passes through the intake pipe 110 and the like and reaches the combustion chamber R1.
  • FIG. 2 is a functional block diagram showing the configuration of the ECU 200 according to the first embodiment.
  • the ECU 200 generally includes an input circuit 201, a CPU 202, a RAM 203, a ROM 204, an input / output port 205, a target supply energy setting unit 206, a current waveform generation unit 207, various drive circuits 208 to 213, and a power control unit 214.
  • the input circuit 201 is an interface circuit that receives detection signals from various sensors.
  • the CPU 202 is an arithmetic control circuit that controls the entire ECU 200.
  • a RAM 203 is a storage unit for temporarily storing various types of input / output data.
  • the ROM 204 stores a control program describing the contents of arithmetic processing.
  • the input / output port 205 causes the detection signal input from the input circuit 201 to be input to the CPU 202 via the RAM 203 (after being temporarily stored), and the signals transferred from the CPU 202, RAM 203, and ROM 204 to be supplied to various drive circuits 208 to 213. It has the function to output toward Of the detection signals sent to the input circuit 201, the detection signal inputted as an analog signal is inputted after being converted into a digital signal by an A / D converter (not shown) provided in the input circuit 201.
  • the target supply energy setting unit 206 sets a target supply energy E tar as an amount of energy to be supplied to the spark plug 105 in accordance with a given operating condition of the internal combustion engine and a physical quantity related to ignition of the spark plug 105.
  • the current waveform generation unit 207 has a function of generating current waveform data related to the waveform of the pulsed current supplied to the spark plug 105 according to the set target supply energy E tar .
  • the drive circuits 208 to 213 include a pressure adjustment valve drive circuit 208, a throttle valve drive circuit 209, a variable valve mechanism (VTC) drive circuit 210, an injection valve drive circuit 211, an ignition signal output circuit 212, and an EGR valve drive circuit. 213.
  • the pressure adjustment valve drive circuit 208 is an actuator that drives the pressure adjustment valve 132.
  • the throttle valve drive circuit 209 is an actuator that drives the throttle valve 113.
  • the VTC drive circuit 210 is an actuator (valve drive circuit) that drives the intake valve 102 and the exhaust valve 103.
  • the injection valve drive circuit 211 is an actuator that drives the fuel injection valve 107.
  • the ignition signal output circuit 212 outputs an ignition signal for igniting the ignition plug 105.
  • the EGR valve drive circuit 213 is an actuator (valve drive circuit) that drives the EGR valve 128.
  • the power control unit 213 is a control circuit that performs current control and voltage control for supplying power to the ignition plug 105 according to the current waveform data generated by the current waveform generation unit 207.
  • FIG. 3 is a block diagram illustrating an example of a more detailed configuration of the current waveform generation unit 207.
  • the current waveform generation unit 207 includes a sustain current setting unit 2071, an initial current setting unit 2072, a heating duration calculation unit 2073, a current change rate setting unit 2074, and a correction unit 2075.
  • the current waveform generator 207 generates current waveform data for generating a current waveform having the initial current i ini , the current change rate R cc , and the sustain current i tar as shown in the lower right of FIG. To do.
  • the initial current i ini is a current at the rising edge of the current pulse waveform.
  • the sustain current i tar is a current that is maintained at least in the subsequent stage of the current pulse waveform and becomes a target value for current increase, and is a current that is larger than the initial current i ini .
  • the current change rate R cc represents the degree of change (slope) of the current per unit time when the current value increases from the initial current i ini to the sustain current i tar .
  • Current waveform data is generated by sequentially determining the initial current i ini , the sustain current i tar and the current change rate R cc .
  • the sustain current setting unit 2071 sets the above-described sustain current i tar according to the target supply energy E tar set by the target supply energy setting unit 206.
  • the target supply energy setting unit 206 is a target supply energy as an amount of energy to be supplied to the spark plug 105 in accordance with the operating condition given to the internal combustion engine 100 and a physical quantity related to ignition of the spark plug 105.
  • E tar has a function of setting.
  • pressure information relating to the pressure of the air-fuel mixture passing through the spark plug 105, temperature information of the air-fuel mixture, composition information of the air-fuel mixture, and flow rate information of the air-fuel mixture are input as physical quantities related to ignition of the spark plug 105. .
  • Other physical quantities may be included, and combinations thereof are arbitrary.
  • the initial current setting unit 2072 sets an initial current i ini that is an initial value of a current pulse to be supplied to the spark plug 105 in accordance with an operation condition given to the internal combustion engine 100 and a physical quantity related to ignition of the spark plug 105. It has a function.
  • the heating duration calculation unit 2073 starts from the rising edge of the current pulse waveform according to the operating condition given to the internal combustion engine 100, the physical quantity related to ignition of the ignition plug 105, and the maintenance current i tar set by the maintenance current setting unit 2071. , And has a function of calculating the heating duration ⁇ t R which is the time until the sustain current i tar is reached.
  • the correction unit 2075 is an achievable energy E o that is energy that is expected to be achieved by the sustain current i tar set by the sustain current setting unit 2071, the heating duration ⁇ t R calculated by the heating duration calculation unit 2073, and the like. And the achievable energy E o is compared with the target supply energy E tar described above. Then, the correction unit 2075 corrects physical quantities such as the sustain current i tar and the current change rate R cc according to the comparison result.
  • the internal combustion engine control apparatus of the present embodiment ensures the length of the discharge path of the spark plug 105 by setting an appropriate current change rate Rcc when setting the current to be supplied to the spark plug 105, Enough supply energy between the gaps can be ensured, whereby the mixture can be favorably ignited to improve the ignition performance and fuel efficiency.
  • FIG. 4 is a graph showing examples of current pulse waveforms having different current change rates R cc and changes in various physical quantities obtained thereby
  • FIG. 5 shows current pulses (1) having different current change rates R cc.
  • 3 is a graph showing differences in characteristics of (3) to (3)
  • the top graph in FIG. 4 shows waveforms (1) to (3) of current pulses flowing through the spark plug 105.
  • (1) is a current pulse waveform of the first comparative example, which is a waveform with a very large current change rate Rcc .
  • (3) is a current pulse waveform of the second comparative example, in which the current change rate R cc is small and the waveform gradually reaches the sustain current i tar .
  • (2) is an example of a current pulse waveform employed in the first embodiment.
  • the length of the discharge path between both electrodes of the spark plug 105 varies depending on the voltage and current between both electrodes, and may vary depending on the flow rate of the air-fuel mixture.
  • the waveform of (2) can be the largest in the extension of the discharge path of the spark plug 105.
  • the increase in current cannot catch up with the extension of the discharge path in the first discharge, and re-discharge occurs after the extension of the small discharge path.
  • the elongation of the discharge path becomes about half of the waveforms of (1) and (2), which is not preferable.
  • the gap voltage of the spark plug 105 has almost no difference between the waveform (1) and the waveform (2).
  • the waveform of (2) has a smaller current change rate than the waveform of (1), It is substantially equivalent to the waveform of (1).
  • the waveform of (2) is larger in the extension of the discharge path than the waveform of (1), and the generated energy between the gaps is also the same as that of (1) Almost inferior.
  • the target supply energy E tar can be defined by the following theoretical formula that defines the energy required to realize self-ignition to the air-fuel mixture and flame kernel growth.
  • ⁇ is the density of the air-fuel mixture
  • c p is the specific heat
  • T tar is the target temperature
  • T adv is the ignition timing temperature
  • L is the cylinder diameter (electrode diameter) of the discharge path
  • d is the distance between the electrodes
  • h is a constant
  • T “plug” indicates plug temperature
  • E FL indicates flame growth energy
  • the target supply energy E tar can be formed according to a target supply energy map as shown in FIG. A plurality of maps are provided for each different air-fuel ratio or EGR rate, and each map has data of the target supply energy E tar defined for each combination of the engine speed and the indicated mean effective pressure (IMEP). is doing.
  • the target supply energy T tar can be uniquely determined by determining the air-fuel ratio or the EGR rate and then determining the rotational speed and IMEP.
  • the extension amount of the discharge path can be predicted according to the inter-electrode voltage V g , the inter-electrode distance d, the flow rate u of the air-fuel mixture between the electrodes, the pressure p of the cylinder of the internal combustion engine 100, and the like. It is also possible to determine the sustain current i tar based on.
  • the target supply energy setting unit 206 can also input the engine speed as an operating condition of the internal combustion engine.
  • the sustain current setting unit 2071 can set the sustain current i tar to a smaller value as the engine speed is smaller.
  • the opening degree of the tumble control valve 115 can be input to the target supply energy setting unit 206 as the operating condition of the internal combustion engine.
  • the sustain current setting unit 2071 can set the sustain current i tar to a smaller value as the opening degree of the tumble control valve 115 is larger. Furthermore, the sustaining current setting unit 2071 can set the sustaining current i tar to a smaller value as the flow velocity u sp is smaller.
  • FIG. 8 shows the relationship between the initial current i ini and the amount of expansion of the discharge path of the spark plug 105 when the flow rate of the air-fuel mixture around the spark plug 105 is a predetermined value.
  • the initial current i ini in the example of FIG. 8, in the initial current i ini small area, but also increased the elongation amount of the discharge path in accordance with an initial current i ini increases, it becomes more than a certain value initial current i ini, elongation amount of the discharge path Is saturated. Therefore, in the example of FIG. 8, the initial current i ini can be determined in consideration of other factors within a range where saturation of the extension amount of the discharge path is not observed. For example, as shown in FIG. 9, it is also possible to determine the initial current i ini in consideration of the waveform of the secondary current and secondary voltage of the secondary coil (not shown) of the ignition coil 106. Further, the initial current i ini can be determined in consideration of the discharge path followability C.
  • the discharge path follow-up property C is a numerical value indicating the degree (ease of ease) that the length of the discharge path varies following the change in the pressure of the air-fuel mixture.
  • the discharge path followability C can be expressed as a function of the cylinder temperature T, the pressure p, and the like by, for example, the following expression.
  • C ref is a constant
  • T o is the reference temperature
  • Po is the reference pressure
  • the initial current i ini When the discharge path followability C is large, the initial current i ini can be set large, and when the discharge path followability C is small, the initial current i ini can also be set small. As shown in FIG. 10, the discharge path follow-up property C increases as the cylinder temperature T increases, and increases as the pressure p increases. For this reason, the initial current setting unit 2072 can set the initial current i ini to a smaller value as the pressure p is smaller. The same applies to the engine speed, and the initial current setting unit 2072 can set the initial current i ini to a smaller value as the engine speed is lower.
  • the initial current setting unit 2072 can set the initial current i ini to a smaller value as the opening degree of the tumble control valve 115 is larger. Furthermore, the initial current setting unit 2072 can set the current change rate Rcc to a smaller value as the flow velocity usp is smaller. Further, as is clear from the above [Equation 3], the initial current setting unit 2072 can set the initial current i ini to a smaller value as the flow velocity around the spark plug 105 is smaller.
  • the heating duration calculation unit 2073 uses the maintenance current i tar set by the maintenance current setting unit 2071 as a factor in addition to the operating conditions given to the internal combustion engine 100 and the physical quantities related to ignition of the spark plug 105.
  • the heating duration ⁇ t R is calculated. Specifically, as shown in FIG. 11, the flow velocity u around the spark plug 105 specified from the discharge path elongation L specified from the sustain current i tar , the engine speed and the opening of the tumble control valve 115.
  • the heating duration ⁇ t R is specified by the following formula based on the discharge path follow-up property C specified from the information on sp 1 and temperature and pressure.
  • the current change rate setting unit 2074 can set the current change rate R cc to a larger value as the pressure p increases. Further, the current change rate setting unit 2074 can set the current change rate Rcc to a larger value as the cylinder temperature T is higher. Moreover, the current change rate setting unit 2074 can set the current change rate Rcc to a larger value as the engine speed increases. In addition, the current change rate setting unit 2074 can set the current change rate R cc to a smaller value as the opening degree of the tumble control valve 115 is larger. Furthermore, the current change rate setting unit 2074 can set the current change rate R cc to a smaller value as the flow velocity u sp increases.
  • the current change rate setting unit 2074 calculates, in a case of setting the current change rate R cc, prior to the time when the elongation amount of the discharge path of the spark plug 105 is maximized, the target electric energy calculating unit (206) It is preferable to set the current change rate Rcc so that a current and voltage corresponding to the target supply energy amount E tar are supplied to the spark plug 105. That is, it is preferable to control the current so that the target supply energy amount Etar flows through the spark plug 105 before the extension amount of the discharge path of the spark plug 105 reaches the maximum. By setting the current change rate Rcc in this manner, the elongation of the discharge path can be stably increased, and the occurrence of misfire can be reliably prevented.
  • the power control unit 214 supplies current according to the set current waveform data.
  • FIG. 13 is a flowchart illustrating an example of a correction procedure in the correction unit 2075.
  • an achievable energy E o that is an achievable energy by various set numerical values is calculated.
  • the correction unit 2075 corrects the sustain current i tar and sets the correction value i tar ′ as a new sustain current (step S15).
  • the sustain current i tar is corrected to a lower value, and the achievable energy E o is also adjusted to a value substantially equal to the target supply energy E tar .
  • the correction unit 2075 corrects the sustain current i tar and sets the correction value i tar ′ as a new sustain current (step S16).
  • the sustain current i tar is corrected to a larger value, and the achievable energy E o is also adjusted to a value substantially equal to the target supply energy E tar .
  • the current change rate R cc is corrected in step S17.
  • the current change rate R cc ′ (i tar ′ ⁇ i ini ) / (a ⁇ ⁇ t R ) is expressed as a new current change rate R using the newly obtained correction value i tar ′ of the sustain current itar. cc .
  • the example of the correction operation in the correction unit 2075 has been described above. In the above example, the case where the correction is performed on the sustain current i tar and the current change rate R cc has been described. Instead, the initial current i ini , the sustain current i tar and the current change rate R cc are corrected. It is also possible to adopt. It is also possible to perform correction only for the current change rate Rcc .
  • the primary coil of the ignition coil 106 is composed of a first coil and a second coil connected in series.
  • the discharge current is supplied to the first coil and the overlap current is supplied to the second coil. The operation when applied is shown.
  • FIG. 14 shows a waveform when the engine speed gradually increases
  • FIG. 15 shows a waveform when the load gradually increases
  • FIG. 16 shows a waveform when the air-fuel ratio changes. Is shown.
  • FIG. 14 shows how the heating duration ⁇ t R gradually decreases as the engine speed increases.
  • FIG. 15 shows how the initial current i ini gradually increases as the load gradually increases.
  • FIG. 16 shows how the sustain current i tar increases as the air-fuel ratio increases.
  • the target supply energy calculation unit 206 calculates the amount of energy required for ignition in the combustion chamber of the internal combustion engine based on a predetermined factor.
  • the current waveform generation unit 207 data relating to the waveform of the current supplied to the spark plug is generated according to this energy amount.
  • the power control unit 213 controls power according to the current waveform data. According to this, the waveform of the current supplied to the spark plug is optimized, and the air-fuel mixture can be favorably ignited to improve the ignition performance and fuel consumption performance.
  • a reference supply energy map is provided to obtain the target supply energy E tar .
  • the reference supply energy map is map data for obtaining a reference supply energy E base that serves as a reference for obtaining the target supply energy E tar .
  • the reference supply energy map is a set of reference supply energy E base values defined for each combination of engine speed and indicated mean effective pressure (IMEP).
  • IMEP engine speed and indicated mean effective pressure
  • One set of engine speed value and indicated mean effective pressure The value of one reference supply energy E base is determined.
  • the target supply energy E tar can be calculated, for example, as a value obtained by multiplying the value of the reference supply energy E base by the value of the function F of the air-fuel ratio A / F, the EGR rate Y EGR , and the ignition timing temperature TADV. it can.
  • the third embodiment an internal combustion engine control apparatus according to a third embodiment will be described with reference to FIG. Since the basic configuration of the third embodiment is the same as that of the first embodiment (FIGS. 1 to 3), duplicate description is omitted. However, in the third embodiment, the method of setting the sustain current i tar in the sustain current setting unit 2071 is different from that of the first embodiment.
  • a standard sustain current map is provided to obtain the sustain current I tar .
  • the standard maintenance current map is map data for obtaining a standard maintenance current i base that is a reference for obtaining the standard current i tar .
  • the standard maintenance current map is different for each different air-fuel ratio or EGR rate, for example.
  • Each map is a standard maintenance current defined for each combination of engine speed and indicated mean effective pressure (IMEP). It is a set of i base values. When one set of engine speed value and indicated mean effective pressure value are determined, one standard maintenance current iase value is determined. Thereafter, the standard current i tar can be calculated as a value obtained by multiplying the value of the standard sustain current i base by a predetermined variable, for example.
  • IMEP indicated mean effective pressure
  • this invention is not limited to an above-described Example, Various modifications are included.
  • the above-described embodiments have been described in detail for easy understanding of the present invention, and are not necessarily limited to those having all the configurations described.
  • a part of the configuration of one embodiment can be replaced with the configuration of another embodiment, and the configuration of another embodiment can be added to the configuration of one embodiment.
  • EGR valve 130 ... intake passage, 131 ... mass flow meter, 132 ... pressure regulating valve, 133 ... pressure sensor, 134 ... oxygen concentration sensor, 201 ... input circuit, 205 ... input / output port, 206 ... target Supply energy -Setting unit, 207 ... Current waveform generation unit, 208 ... Pressure adjustment valve drive circuit, 209 ... Throttle valve drive circuit, 210 ... Variable valve mechanism (VTC) drive circuit, 211 ... Injection valve drive circuit, 212 ... Ignition signal output circuit 213, EGR valve drive circuit, 214, power control unit, 300, accelerator opening sensor.
  • VTC Variable valve mechanism

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Ignition Installations For Internal Combustion Engines (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Abstract

L'invention concerne un dispositif de commande de moteur à combustion interne, lequel dispositif allume de façon favorable un mélange air-carburant de façon à améliorer les performances d'allumage et les performances de carburant. Le dispositif de commande de moteur à combustion interne commande un moteur à combustion interne comportant une bobine d'allumage et une bougie d'allumage, et comporte : une unité de calcul d'énergie d'alimentation cible qui calcule une quantité d'énergie nécessaire pour allumer un mélange air-carburant délivré à une chambre de combustion du moteur à combustion interne sur la base d'une condition de fonctionnement du moteur à combustion interne ou d'une quantité physique associée à l'allumage de la bougie d'allumage ; une unité de génération de forme d'onde de courant qui génère, en fonction de la quantité d'énergie, des données de forme d'onde de courant associées à la forme d'onde d'un courant délivré à la bougie d'allumage ; et une unité de commande de puissance qui commande la puissance délivrée à la bougie d'allumage en fonction des données de forme d'onde de courant.
PCT/JP2019/005215 2018-03-20 2019-02-14 Dispositif de commande de moteur à combustion interne WO2019181293A1 (fr)

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JP2018053050A JP6908548B2 (ja) 2018-03-20 2018-03-20 内燃機関制御装置
JP2018-053050 2018-03-20

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2022269976A1 (fr) * 2021-06-21 2022-12-29 日立Astemo株式会社 Dispositif de commande de moteur à combustion interne

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2015533983A (ja) * 2012-09-17 2015-11-26 プロメテウス アプライド テクノロジーズ，エルエルシー スパークプラグ性能及び耐久性を改善する時変スパーク電流量
JP2016217190A (ja) * 2015-05-15 2016-12-22 株式会社日本自動車部品総合研究所 点火装置

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2015533983A (ja) * 2012-09-17 2015-11-26 プロメテウス アプライド テクノロジーズ，エルエルシー スパークプラグ性能及び耐久性を改善する時変スパーク電流量
JP2016217190A (ja) * 2015-05-15 2016-12-22 株式会社日本自動車部品総合研究所 点火装置

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2022269976A1 (fr) * 2021-06-21 2022-12-29 日立Astemo株式会社 Dispositif de commande de moteur à combustion interne

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JP2019163745A (ja) 2019-09-26
JP6908548B2 (ja) 2021-07-28

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