WO2020179500A1 - 内燃機関の制御装置 - Google Patents
内燃機関の制御装置 Download PDFInfo
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- WO2020179500A1 WO2020179500A1 PCT/JP2020/007060 JP2020007060W WO2020179500A1 WO 2020179500 A1 WO2020179500 A1 WO 2020179500A1 JP 2020007060 W JP2020007060 W JP 2020007060W WO 2020179500 A1 WO2020179500 A1 WO 2020179500A1
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- Prior art keywords
- torque
- control device
- fuel
- internal combustion
- combustion engine
- Prior art date
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- 238000002485 combustion reaction Methods 0.000 title claims description 99
- 239000000446 fuel Substances 0.000 claims abstract description 292
- 238000002347 injection Methods 0.000 claims abstract description 179
- 239000007924 injection Substances 0.000 claims abstract description 179
- 230000007704 transition Effects 0.000 claims abstract description 62
- 238000004422 calculation algorithm Methods 0.000 claims description 47
- 238000004364 calculation method Methods 0.000 claims description 37
- 238000001816 cooling Methods 0.000 claims description 36
- 230000000153 supplemental effect Effects 0.000 claims description 24
- 230000006835 compression Effects 0.000 claims description 13
- 238000007906 compression Methods 0.000 claims description 13
- 230000008859 change Effects 0.000 claims description 8
- 230000009467 reduction Effects 0.000 claims description 6
- 238000005086 pumping Methods 0.000 claims description 3
- 238000000034 method Methods 0.000 description 103
- 230000008569 process Effects 0.000 description 83
- 238000001514 detection method Methods 0.000 description 30
- 230000001052 transient effect Effects 0.000 description 20
- 239000002826 coolant Substances 0.000 description 12
- 239000007789 gas Substances 0.000 description 12
- 238000002474 experimental method Methods 0.000 description 11
- 238000004088 simulation Methods 0.000 description 9
- 239000013589 supplement Substances 0.000 description 9
- MWUXSHHQAYIFBG-UHFFFAOYSA-N Nitric oxide Chemical compound O=[N] MWUXSHHQAYIFBG-UHFFFAOYSA-N 0.000 description 6
- 239000003054 catalyst Substances 0.000 description 4
- 238000010586 diagram Methods 0.000 description 4
- 230000003647 oxidation Effects 0.000 description 4
- 238000007254 oxidation reaction Methods 0.000 description 4
- XSQUKJJJFZCRTK-UHFFFAOYSA-N Urea Chemical compound NC(N)=O XSQUKJJJFZCRTK-UHFFFAOYSA-N 0.000 description 3
- 239000004202 carbamide Substances 0.000 description 3
- 238000004904 shortening Methods 0.000 description 3
- 238000003860 storage Methods 0.000 description 3
- 241000894433 Turbo <genus> Species 0.000 description 2
- 239000010419 fine particle Substances 0.000 description 2
- 238000011144 upstream manufacturing Methods 0.000 description 2
- UGFAIRIUMAVXCW-UHFFFAOYSA-N Carbon monoxide Chemical compound [O+]#[C-] UGFAIRIUMAVXCW-UHFFFAOYSA-N 0.000 description 1
- 230000001133 acceleration Effects 0.000 description 1
- 229910002091 carbon monoxide Inorganic materials 0.000 description 1
- 239000000567 combustion gas Substances 0.000 description 1
- 238000010276 construction Methods 0.000 description 1
- 229930195733 hydrocarbon Natural products 0.000 description 1
- 150000002430 hydrocarbons Chemical class 0.000 description 1
- 238000004519 manufacturing process Methods 0.000 description 1
- 230000004044 response Effects 0.000 description 1
- 230000035939 shock Effects 0.000 description 1
- 230000009469 supplementation Effects 0.000 description 1
- 230000001502 supplementing effect Effects 0.000 description 1
- WTHDKMILWLGDKL-UHFFFAOYSA-N urea;hydrate Chemical compound O.NC(N)=O WTHDKMILWLGDKL-UHFFFAOYSA-N 0.000 description 1
Images
Classifications
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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
- F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
- F02B37/007—Engines characterised by provision of pumps driven at least for part of the time by exhaust with exhaust-driven pumps arranged in parallel, e.g. at least one pump supplying alternatively
-
- 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
- F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
- F02B37/12—Control of the pumps
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D23/00—Controlling engines characterised by their being supercharged
- F02D23/02—Controlling engines characterised by their being supercharged the engines being of fuel-injection type
-
- 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
-
- 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
-
- 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, which controls an internal combustion engine system having a plurality of superchargers.
- turbocharger a supercharger
- the supercharger obtains a larger output by supercharging with the energy of the exhaust gas.
- Some internal combustion engines have more than one supercharger.
- an internal combustion engine including a first supercharger and a second supercharger arranged in series with each other is known.
- an internal combustion engine including a first supercharger and a second supercharger arranged in parallel to each other is known.
- the above-mentioned internal combustion engine having two turbochargers has merits such as high response or obtaining torque from a low rotation range as compared with an internal combustion engine having only one large turbocharger.
- an internal combustion engine equipped with two turbochargers is supercharged by (almost) only one turbocharger and two turbochargers depending on the operating condition.
- a system to switch to the second mode is required.
- the supercharging amount may temporarily decrease and the torque may drop.
- the torque drop is a level at which the user can clearly feel. Therefore, this phenomenon is not preferable because it gives the user a feeling of strangeness. Therefore, there is a demand for a technique for suppressing the amount of torque drop during the transitional period when the number of superchargers to be used is switched.
- Japanese Patent Laid-Open No. 2010-190070 discloses a system control device for controlling an internal combustion engine in which a first supercharger and a second supercharger are arranged in series.
- the system control device has a cylinder pressure sensor in each cylinder, and the cylinder pressure sensor acquires the cylinder pressure of the cylinder that has reached the exhaust process. Based on the acquired in-cylinder pressure, parameters related to the fluctuation of the exhaust pressure due to the change of the exhaust supply state to the first supercharger and the second supercharger are acquired. Then, based on the obtained parameters, the pump loss before switching the state of the supercharger and the pump loss during the switching transition period of the supercharger are calculated. Pump loss is the loss of energy associated with the intake and exhaust pumping of the piston.
- the pump loss step which is the difference between the pump loss before switching and the pump loss during the transition period.
- the torque correction injection amount is calculated based on the pump loss step, and the fuel injection amount is increased (the torque is increased). This suppresses torque fluctuations caused by pump loss.
- Japanese Unexamined Patent Publication No. 2010-151087 discloses a control device for controlling an internal combustion engine in which a first supercharger and a second supercharger are arranged in parallel.
- An intake bypass passage and an intake bypass valve for temporarily performing a series supercharging operation of the first supercharger and the second supercharger are provided.
- the control device has a switching transition period from the single turbo mode (supercharging with only one supercharger) to the twin turbo mode (supercharging with two superchargers).
- post-injection for injecting a small amount of fuel again into the combustion gas is performed after the main injection.
- the exhaust temperature rises and the expansion rate of the exhaust improves.
- the exhaust energy increases during the transitional transition period of the supercharger. That is, the turbine speed of the turbocharger rises faster. And it is possible to suppress the drop of supercharging and the drop of torque.
- Japanese Patent Laying-Open No. 2010-048225 discloses a supercharging system for controlling an internal combustion engine in which a first supercharger and a second supercharger are arranged in parallel.
- the second supercharger is configured to be driven by the exhaust energy of the internal combustion engine and also to be driven by an electric motor.
- the control device switches from a mode in which only the first supercharger is supercharged to a mode in which the first supercharger and the second supercharger are supercharged. In this switching transition period, the rotation speed of the second supercharger is instantly started by using the electric motor. As a result, the drop in supercharging and the drop in torque are suppressed.
- the internal combustion engine system preferably does not require new additional equipment such as an electric motor.
- the internal combustion engine system preferably does not impair the durability and reliability of the supercharger.
- the control device of the internal combustion engine detects the operating state of the internal combustion engine having a plurality of superchargers.
- the control device controls the amount of fuel injected into the cylinder of the internal combustion engine based on the detected operating state.
- the amount of fuel injected into the cylinder is adjusted by starting fuel injection at a normal injection timing, which is a predetermined timing when the piston of the internal combustion engine is near the position of the compression top dead center, and the generated torque can be adjusted. ..
- the control device can further adjust the generated torque by adjusting the fuel injection start timing before and after the normal injection timing.
- a supercharging switching circuit (means) or an algorithm for switching the number of superchargers used for supercharging control is provided according to the operating state of the internal combustion engine.
- the supercharging drop An overall loss torque estimation circuit (means) or algorithm for estimating an overall loss torque which is a loss of torque due to In the switching transition period, a first required torque calculation circuit (means) or an algorithm for calculating the first required torque according to the estimated total loss torque is provided.
- an injection start timing correction amount calculation circuit (means) or an algorithm for calculating the injection start timing correction amount based on the calculated first required torque is provided.
- An injection start timing changing circuit (means) or an algorithm is provided that makes the fuel injection start timing earlier than the normal injection timing based on the calculated injection start timing correction amount during the switching transition period.
- the first required torque according to the total loss torque is calculated, and the injection start timing correction amount is calculated based on the first required torque. To do. Then, based on the injection start timing correction amount, the fuel injection start timing is set earlier than the normal injection timing. That is, the fuel injection start time is advanced without changing the fuel amount.
- the peak position of the expansion pressure due to the combustion of fuel injected into the cylinder is adjusted for various reasons such that the injection start timing is adjusted so that the piston is slightly lower than the compression top dead center. ing. Therefore, by advancing the injection start timing in the switching transition period, the peak position of the expansion pressure is set so that the piston is closer to the compression top dead center.
- the torque generated by the internal combustion engine can be increased without increasing the fuel amount. Therefore, without adding a new device such as an electric motor, it is possible to more appropriately suppress the drop in torque due to the switching transition period in which the number of superchargers used for supercharging control is switched. Further, since the fuel injection amount is not changed, the exhaust flow rate and the exhaust pressure hardly change. Therefore, it is possible to more appropriately suppress the drop in torque due to the switching transition period in which the number of superchargers used for supercharge control is switched, without impairing the durability and reliability of the supercharger.
- the total loss torque estimation circuit (means) or algorithm is configured to increase the heat loss of the piston and the cylinder of the internal combustion engine due to the drop of supercharging during the switching transition period. Estimate the cooling loss torque, which is the torque lost based on. The total loss torque is estimated based on the estimated cooling loss torque.
- the torque loss caused by the drop in supercharging during the turbocharger switching transition period is cooling loss torque, exhaust loss torque, and pump loss torque.
- the cooling loss torque is dominant (has the largest proportion).
- the total loss torque estimation circuit or algorithm provides an exhaust loss due to a drop in supercharging during a switching transient period and further in an exhaust loss based on an exhaust flow rate from a cylinder of an internal combustion engine.
- the exhaust loss torque which is the torque to be gained, is estimated based on the amount of reduction of.
- the total loss torque is estimated based on the estimated cooling loss torque and exhaust loss torque. Therefore, the total loss torque is estimated based on the cooling loss torque and the exhaust loss torque. Therefore, the total loss torque can be estimated more accurately.
- the total loss torque estimation circuit or algorithm results in a drop in supercharging during switching transients and in pump loss based on intake and exhaust pumping by pistons of the internal combustion engine.
- the pump loss torque which is the torque that is lost, is estimated based on the increased pump loss.
- the total loss torque is estimated based on the estimated cooling loss torque, exhaust loss torque, and pump loss torque. As a result, the total loss torque can be estimated more accurately.
- the control device can further adjust the generated torque by adjusting the fuel pressure that is the pressure of the fuel injected into the cylinder of the internal combustion engine to adjust the fuel injection time width.
- a first supplemental torque calculation circuit or algorithm is provided that calculates the first supplemental torque that is the torque increased according to the injection start timing of the fuel that is accelerated based on the injection start timing correction amount during the switching transition period.
- a second required torque calculation circuit or algorithm is provided that calculates a second required torque that is a torque that is insufficient with the first supplemental torque with respect to the first required torque during the switching transition period.
- a fuel pressure correction amount calculation circuit or algorithm is provided that calculates the fuel pressure correction amount based on the second required torque when the second required torque is present during the switching transition period.
- a fuel pressure changing circuit or algorithm is provided that increases the fuel pressure based on the calculated fuel pressure correction amount during the switching transition period.
- first supplementary torque When increasing the generated torque by advancing the fuel injection start timing, it is not possible to advance the injection start timing indefinitely and there is a limit, so there is also a limit to the torque that can be increased (first supplementary torque).
- first supplementary torque when the first supplemental torque due to the earlier fuel injection start timing with respect to the first required torque is still insufficient by the second required torque, the fuel pressure is increased.
- the injection time width that is, by shortening the time width for injecting fuel without changing the amount of fuel, the injection can be completed earlier.
- combustion proceeds according to the amount of fuel injected, and a force that pushes down the piston is generated by the expansion pressure.
- the control device increases the torque that is increased according to the fuel pressure increased based on the fuel pressure correction amount when the second required torque is present. It has a second compensation torque calculation circuit or algorithm for calculating the compensation torque.
- a third request torque calculation circuit or algorithm is provided that calculates a third request torque that is a torque that is insufficient with the second supplemental torque with respect to the second request torque when the second request torque is present during the switching transition period. ..
- a fuel correction amount calculation circuit or algorithm is provided that calculates the fuel correction amount based on the third required torque when the third required torque is present during the switching transition period.
- a fuel amount change circuit or algorithm is provided that increases the amount of fuel injected into the cylinder based on the calculated fuel correction amount during the switching transition period.
- FIG. 6 is an image diagram illustrating an example of an expansion pressure state in a cylinder, a fuel injection timing, and a fuel pressure state when a torque drop occurs (before correction) during a switching transition period.
- FIG. 11 is an image diagram illustrating an example of an expansion pressure state in a cylinder, a fuel injection timing, and a fuel pressure state when the fuel pressure is further increased (second compensation) from the state shown in FIG. 10.
- FIG. 12 is an image diagram illustrating an example of an expansion pressure state in a cylinder, a fuel injection timing, and a fuel pressure state when the fuel amount is further increased (third compensation) from the state shown in FIG. 11.
- 2 is a diagram for explaining how the output torque drop shown in FIG. 2 is compensated for by first compensation for advancing the fuel injection start timing, second compensation for increasing the fuel pressure, and third compensation for increasing the fuel amount. is there.
- the internal combustion engine system includes an internal combustion engine 10 such as a diesel engine mounted on a vehicle, and a control device 70 for controlling the internal combustion engine 10.
- the internal combustion engine system is provided with, for example, a first supercharger 31 and a second supercharger 32 arranged in parallel.
- the internal combustion engine system is further provided with an intake bypass pipe 11CB and an intake bypass valve 61, which also enable the second supercharger 32 and the first supercharger 31 to perform a supercharging operation in series.
- an intake flow rate detecting means 21 (for example, an intake flow rate sensor) is provided on the inflow side of the intake pipe 11A.
- the intake flow rate detecting means 21 outputs a detection signal corresponding to the flow rate of the air taken in by the internal combustion engine 10 to the control device 70.
- the outflow side of the intake pipe 11A is bifurcated into intake pipes 11B1 and 11B2, and is connected to the inflow side of the intake pipe 11B1 and the inflow side of the intake pipe 11B2.
- the outflow side of the intake pipe 11B1 is connected to the inflow side of the compressor 31A of the first supercharger 31 (first turbocharger).
- the outflow side of the intake bypass pipe 11CB is connected in the middle of the intake pipe 11B1.
- the outflow side of the compressor 31A is connected to the inflow side of the intake pipe 11C1.
- the outflow side of the intake pipe 11C1 merges with the outflow side of the intake pipe 11C2 and is connected to the inflow side of the intake pipe 11D.
- the compressor 31A is rotationally driven by the turbine 31B, compresses the air taken in from the intake pipe 11B1 and discharges (supercharges) it to the intake pipe 11C1.
- the outflow side of the intake pipe 11B2 is connected to the inflow side of the compressor 32A of the second supercharger 32 (second turbocharger).
- the outflow side of the compressor 32A is bifurcated into an intake pipe 11C2 and an intake bypass pipe 11CB, and is connected to the inflow side of the intake pipe 11C2 and the inflow side of the intake bypass pipe 11CB.
- the outflow side of the intake pipe 11C2 merges with the outflow side of the intake pipe 11C1 and is connected to the inflow side of the intake pipe 11D.
- the intake pipe 11C2 is provided with an intake switching valve 62 that opens and closes the intake pipe 11C2 based on a control signal from the control device 70.
- the outflow side of the intake bypass pipe 11CB is connected to the intake pipe 11B1.
- the intake bypass pipe 11CB is provided with an intake bypass valve 61 that opens and closes the intake bypass pipe 11CB based on a control signal from the control device 70.
- the turbine 32B that rotationally drives the compressor 32A is rotationally driven by the energy of the exhaust gas when the exhaust switching valve 63 is opened.
- the exhaust switching valve 63 opens and closes the exhaust pipe 12B2 based on the control signal from the control device 70.
- the control device 70 opens one of the intake switching valve 62 and the intake bypass valve 61 and closes the other.
- the control device 70 closes both the intake switching valve 62 and the intake bypass valve 61.
- the compressor 32A compresses the air sucked from the intake pipe 11B2 when the turbine 32B is rotationally driven and the intake switching valve 62 is open and the intake bypass valve 61 is closed. Discharge (supercharge) to the intake pipe 11C2.
- the first supercharger 31 and the second supercharger 32 supply air to the internal combustion engine 10 in parallel.
- the compressor 32A When the compressor 32A is rotationally driven by the turbine 32B, when the intake switching valve 62 is closed and the intake bypass valve 61 is open, the compressor 32A compresses the air taken in from the intake pipe 11B2 and discharges it to the intake bypass pipe 11CB. (Supercharge).
- the first supercharger 31 and the second supercharger 32 supply air to the internal combustion engine 10 in series.
- the inflow side of the intake pipe 11D is connected to the outflow side of the intake pipe 11C1 and the outflow side of the intake pipe 11C2.
- the outflow side of the intake pipe 11D is connected to the inflow side of the intake manifold 11E.
- a supercharging pressure detecting means 22A (for example, a pressure sensor) for detecting the supercharging pressure is provided in any of the intake pipe 11C1, the intake pipe 11D, and the intake manifold 11E on the downstream side of the compressor 31A of the first supercharger 31. It is provided.
- the supercharging pressure detecting means 22A outputs a detection signal corresponding to the pressure of the supercharged intake air to the control device 70.
- the outflow side of the intake manifold 11E shown in FIG. 1 is connected to each cylinder of the internal combustion engine 10.
- the internal combustion engine 10 has a plurality of cylinders, and injectors 43A to 43H are provided in each cylinder. Fuel is supplied to the injectors 43A to 43H from the common rail 42 via the fuel pipe. The injectors 43A to 43H are driven by a control signal from the control device 70 and inject fuel into the respective cylinders.
- the common rail 42 is supplied with fuel from a fuel pressure adjusting pump 41 that is driven based on a control signal from the control device 70.
- the common rail 42 is provided with a fuel pressure detecting means 23 (for example, a pressure sensor) for detecting the pressure of the fuel in the common rail 42.
- the fuel pressure detecting means 23 outputs a detection signal corresponding to the detected fuel pressure to the control device 70.
- the control device 70 controls the fuel pressure adjusting pump 41 so that the fuel pressure based on the detection signal from the fuel pressure detecting means 23 becomes the target fuel pressure.
- the internal combustion engine 10 is provided with a rotation detecting means 25 (for example, a rotation sensor), a coolant temperature detecting means 24 (for example, a temperature sensor), and the like.
- the rotation detection means 25 outputs a detection signal corresponding to the rotation speed of the crankshaft of the internal combustion engine 10 (that is, the engine rotation speed) to the control device 70.
- the coolant temperature detecting means 24 detects the temperature of the cooling coolant circulated in the internal combustion engine 10 and outputs a detection signal corresponding to the detected temperature to the control device 70.
- the exhaust side of the internal combustion engine 10 is connected to the inflow side of the exhaust manifolds 12A1 and 12A2.
- the inflow side of the exhaust pipe 12B1 is connected to the outflow side of the exhaust manifold 12A1.
- the inflow side of the exhaust pipe 12B2 is connected to the outflow side of the exhaust manifold 12A2.
- the outflow side of the exhaust pipe 12B1 is connected to the inflow side of the turbine 31B of the first supercharger 31.
- the outflow side of the exhaust pipe 12B2 is connected to the inflow side of the turbine 32B of the second supercharger 32.
- the exhaust pipe 12B2 is provided with an exhaust switching valve 63 that opens and closes the exhaust pipe 12B2 based on a control signal from the control device 70.
- the exhaust pipe 12B1 and the exhaust pipe 12B2 are connected by an exhaust bypass pipe 12BB that guides the exhaust gas in the exhaust pipe 12B2 to the exhaust pipe 12B1 when the exhaust switching valve 63 is in the closed state.
- the inflow side of the exhaust pipe 12C1 is connected to the outflow side of the turbine 31B of the first supercharger 31.
- the outflow side of the exhaust pipe 12C1 is connected to the inflow side of the oxidation catalyst 51.
- the inflow side of the exhaust pipe 12C2 is connected to the outflow side of the turbine 32B of the second supercharger 32.
- the outflow side of the exhaust pipe 12C2 is connected in the middle of the exhaust pipe 12C1.
- an exhaust pressure detection means 22B for example, a pressure sensor
- an exhaust temperature detection means 26 for example, a temperature sensor
- the turbine 31B of the first supercharger 31 is provided with a variable nozzle 31C capable of adjusting the flow velocity of the exhaust gas that rotationally drives the turbine 31B.
- the variable nozzle 31C is operated by a nozzle driving unit 31D (for example, an electric motor) that operates according to a control signal from the control device 70.
- the nozzle opening degree detection means 31E (for example, a rotation angle sensor) sends to the control device 70 a detection signal according to the operating state of the nozzle driving means 31D (in this case, the rotation angle of the electric motor) according to the opening degree of the variable nozzle 31C. Output.
- the control device 70 controls the nozzle driving means 31D so that the opening degree of the variable nozzle 31C obtained based on the detection signal from the nozzle opening degree detecting means 31E becomes the target nozzle opening degree.
- the outflow side of the oxidation catalyst 51 is connected to the inflow side of the DPF 52 (particulate particulate filter).
- the oxidation catalyst 51 oxidizes and purifies HC (hydrocarbons) and CO (carbon monoxide) in the exhaust gas of the internal combustion engine 10.
- the outflow side of the DPF 52 is connected to the inflow side of the urea SCR 53.
- the DPF 52 collects fine particles in the exhaust.
- the DPF 52 is provided with a differential pressure detecting means 22C (for example, a differential pressure sensor) that detects a pressure difference between the inflow side and the outflow side of the DPF 52.
- the differential pressure detecting means 22C outputs a detection signal corresponding to the pressure difference between the inflow side and the outflow side of the DPF 52 to the control device 70.
- the control device 70 can estimate the amount of fine particles accumulated in the DPF 52 from the differential pressure based on the detection signal from the differential pressure detection means 22C.
- the urea SCR53 reduces and purifies NOx (nitrogen oxide) in the exhaust gas by using urea injected from a urea water addition valve (not shown).
- the control device 70 has at least a control means 71 (CPU) and a storage means 73.
- the control device 70 detects the operating state of an internal combustion engine (internal combustion engine system) having a plurality of superchargers, and controls the amount of fuel injected into the cylinder of the internal combustion engine based on the detected operating state.
- the control device 70 (control means 71) is not limited to the detection means and actuator shown in FIG. 1, but detects the operating state of the internal combustion engine 10 based on detection signals from various detection means including the above detection means. ..
- the control device 70 includes various actuators including the injectors 43A to 43H, the intake bypass valve 61, the intake switching valve 62, the exhaust switching valve 63, the nozzle driving means 31D and 32D, and the fuel pressure adjusting pump 41.
- the storage unit 73 is a storage device such as a Flash-ROM, for example, and stores programs and data for executing the processes described below.
- the control means 71 includes a supercharging switching means 71A, a total loss torque estimating means 71B, a first required torque calculating means 71C, an injection start time correction amount calculating means 71D, an injection start timing changing means 71E, and a first compensation torque calculating means 71F.
- 2nd required torque calculation means 71G fuel pressure correction amount calculation means 71H, fuel pressure changing means 71I, 2nd compensation torque calculation means 71J, 3rd required torque calculation means 71K, fuel correction amount calculation means 71L, fuel amount changing means 71M , And the like, which will be described later.
- the atmospheric pressure detection means 22D (for example, atmospheric pressure sensor) is provided in, for example, the control device 70, and outputs a detection signal corresponding to the atmospheric pressure around the control device 70 to the control device 70.
- the accelerator pedal depression amount detection means 27 (for example, an accelerator pedal depression angle sensor) is provided on the accelerator pedal, and outputs a detection signal to the control device 70 according to the depression amount of the accelerator pedal by the driver. To do.
- the supercharging control is performed from 1 turbo (supercharging only by the first supercharger 31 shown in FIG. 1) to 2 turbo (both the first supercharger 31 and the second supercharger 32 shown in FIG. 1).
- An example of switching to supercharging) is shown.
- the supercharge control is performed by one turbo until time Ta.
- the switching condition for switching from 1 turbo to 2 turbo is satisfied at time Ta.
- supercharging control is performed with 2 turbos.
- the times Ta to Tb are the times during switching when switching from 1 turbo to 2 turbo.
- the control device 70 determines to perform supercharging control with one turbo. In this case, the control device 70 closes the intake bypass valve 61, the intake switching valve 62, and the exhaust switching valve 63. As a result, exhaust gas does not flow into the turbine 32B of the second supercharger 32. Thus, the second supercharger 32 does not perform supercharging, and only the first supercharger 31 performs supercharging (see FIGS. 1 and 2).
- the control device 70 determines that the switching condition for switching from the supercharging control of 1 turbo to the supercharging control of 2 turbos is satisfied.
- the control device 70 temporarily connects the second supercharger 32 and the first supercharger 31 in series as described below to supercharge in order to suppress the drop in supercharging.
- the control device 70 opens the intake bypass valve 61, closes the intake switching valve 62, and opens the exhaust switching valve 63. This state is maintained until the switching time elapses from the time Ta, and the second supercharger 32 and the first supercharger 31 are connected in series to supercharge (see FIGS. 1 and 2).
- the control device 70 determines that the supercharging control is performed by 2 turbo. In this case, the control device 70 closes the intake bypass valve 61, opens the intake switching valve 62, and opens the exhaust switching valve 63. Thereby, the control device 70 performs supercharging by using the first supercharger 31 and the second supercharger 32 in parallel (see FIGS. 1 and 2).
- the transient state time (corresponding to the switching transient period) is a time Tc when a time Ta is switched from 1 turbo to 2 turbo, and a time Tb is switched from 2 turbo to a further time.
- the rotation speed of the turbine of the second supercharger is not sufficiently increased, so that the boost pressure drops.
- the output torque of the internal combustion engine 10 also drops in accordance with the drop in the boost pressure.
- the user can hardly experience the drop in boost pressure, but the drop in output torque is accompanied by the shock of the vehicle equipped with the internal combustion engine, so the user can experience it.
- this drop in output torque is suppressed to such an extent that the user cannot feel it.
- total loss torque ⁇ TQ The amount of drop in output torque shown in FIG. 2 is hereinafter referred to as total loss torque ⁇ TQ.
- the inventor repeated various experiments and simulations to analyze the factors of the total loss torque ⁇ TQ. Then, as shown in FIG. 3, the inventor has found that the total loss torque ⁇ TQ is the sum of the cooling loss torque, the exhaust loss torque, and the pump loss torque. As can be seen from FIG. 3, the cooling loss torque is dominant in the total loss torque ⁇ TQ (the ratio is very large).
- Cooling loss torque is generated as follows. That is, as the supercharging pressure drops, the fuel injected into the cylinder collides with the cylinder and the piston before being atomized. As a result, heat is taken from the cylinder and piston (heat loss). As a result, the torque is reduced.
- This cooling loss torque can be derived by acquiring and analyzing various experimental data with respect to the actual coolant temperature and boost pressure of the internal combustion engine. For example, the cooling loss torque according to the coolant temperature and the supercharging pressure can be calculated. Specifically, the increased cooling loss torque can be obtained by subtracting the cooling loss torque before switching the supercharging control from the cooling loss torque in the transient state time.
- the control device can estimate the heat loss torque of the piston and the cylinder of the internal combustion engine, which is lost based on the increase in the heat loss due to the drop in supercharging, as will be described later.
- Exhaust loss torque is a torque that "gains" due to a decrease in exhaust pressure due to a drop in supercharging pressure.
- the exhaust pressure loss is hardware that is used to discharge the exhaust gas pressure from the oxidation catalyst 51 shown in FIG.
- the exhaust pressure in the exhaust manifold 12A1 of the internal combustion engine 10 is the atmospheric pressure detected by the atmospheric pressure detection means 22D, the pressure loss characteristics described above, the differential pressure detected by the differential pressure detection means 22C, and the variable nozzle 31C. It can be obtained from the opening degree. Then, the exhaust loss torque can be obtained from the exhaust pressure in the exhaust manifold 12A1 of the internal combustion engine 10.
- the "reduced" exhaust loss torque can be obtained by subtracting the exhaust loss torque before switching the supercharging control from the exhaust loss torque in the transient state time.
- the control device can estimate the exhaust loss torque that is gained based on the reduction amount of the exhaust loss due to the drop in supercharging, as described below.
- Pump loss torque occurs when the piston operates to pump intake air from the intake manifold and pump exhaust gas to the exhaust manifold.
- the pump loss torque is determined by the intake side pressure, the exhaust side pressure, and the area of the upper surface of the piston.
- the suction force is increased, so when the supercharging pressure falls, the pump loss increases. That is, the increased pump loss torque can be obtained by subtracting the pump loss torque before switching the supercharging control from the pump loss torque in the transient state time.
- the control device can estimate the pump loss torque that is lost based on the increase amount of the pump loss due to the drop in supercharging in the pump loss based on the pump operation of intake and exhaust by the piston of the internal combustion engine, as described below. ..
- control device 70 control means 71
- control means 71 advance the processing to step S010.
- step S010 shown in FIG. 4 the control device 70 acquires and stores physical quantities based on detection signals from various detection means as input signal processing, and proceeds to step S020.
- current supercharging pressure, coolant temperature, fuel amount to be injected, injection time width, fuel pressure, internal combustion engine speed, intake flow rate, exhaust pressure, exhaust temperature, opening of variable nozzle of first supercharger , The DPF differential pressure, the atmospheric pressure, and the like are acquired by the control device 70.
- the control device 70 uses the acquired data as the current boost pressure, the current coolant temperature, the current fuel amount, the current injection time width, the current fuel pressure, the current rotation speed, the current intake flow rate, the current exhaust pressure, the current exhaust temperature, the current time. It is stored as the nozzle opening, this time differential pressure, this time atmospheric pressure, etc.
- the physical quantity to be stored is not limited to these.
- step S020 shown in FIG. 4 the control device 70 executes [SB000: supercharging control switching process] shown in FIG. 5, and proceeds to step S025.
- control device 70 advances the process to step SB010 shown in FIG.
- step SB010 shown in FIG. 5 the control device 70 determines whether or not it is currently in 1 turbocharging control (during single supercharging control in which only the first supercharger supercharges).
- the control device 70 advances the processing to step SB020 when the 1-turbo supercharging control is being performed (Yes).
- the control device 70 advances the processing to step SB110.
- the processing of SB000 shown in FIG. 5 is an existing processing, and is from 1 turbo supercharging control (single supercharging control in which only the first supercharger is supercharged) to 2 turbo supercharging control (first supercharger). And twin supercharging control in which both the second supercharger supercharges).
- step SB110 which is a process of switching from 2-turbocharging control to 1-turbocharging control, are omitted.
- control device 70 determines whether or not the condition for switching from 1 turbo supercharging control to 2 turbo supercharging control is satisfied, based on the operating state of the internal combustion engine. Control device 70 advances the processing to step SB030 when the switching condition is satisfied (Yes), and advances the processing to step SB060A when the switching condition is not satisfied (No).
- step SB030 shown in FIG. 5 the control device 70 determines whether or not the switching timer (see FIG. 2) is running. The control device 70 advances the processing to step SB050 if it is being activated (Yes), and advances the processing to step SB040 if it is not being activated (No).
- step SB040 the control device 70 turns on the switch start flag to activate the switch timer, and proceeds to step SB050.
- control device 70 determines whether the switching timer is less than the switching time (see FIG. 2). If it is less than the switching time (Yes), the process proceeds to step SB060B. If it is longer than the switching time (No), the process proceeds to step SB060C. It should be noted that the value of the switching time is set to an appropriate value by various experiments using an actual vehicle.
- step SB060A shown in FIG. 5 1 turbo supercharging control is maintained (continued). That is, supercharging is performed only by the first supercharger.
- the control device 70 closes the intake bypass valve 61, closes the intake switching valve 62, closes the exhaust switching valve 63 (see FIG. 2), and proceeds to step SB070A.
- step SB070A the control device 70 stops and initializes the switching timer, ends the process shown in FIG. 5, and proceeds to step S025 shown in FIG.
- step SB060B shown in FIG. 5 The case where the process proceeds to step SB060B shown in FIG. 5 is during the switching from the 1 turbocharger control to the 2 turbocharger control, and the second turbocharger and the first turbocharger are connected in series. Supercharge. Specifically, the control device 70 opens the intake bypass valve 61, closes the intake switching valve 62, and opens the exhaust switching valve 63 (see FIG. 2). Then, control device 70 ends the processing shown in FIG. 5 and advances the processing to step S025 shown in FIG.
- step SB060C it is a case where the two-turbo supercharge control is maintained (continued), and both the first supercharger and the second supercharger are arranged in parallel and supercharge is performed. I do.
- the control device 70 closes the intake bypass valve 61, opens the intake switching valve 62, opens the exhaust switching valve 63 (see FIG. 2 ), and advances the processing to step SB070C.
- control device 70 stops and initializes the switching timer, ends the processing shown in FIG. 5, and advances the processing to step S025 shown in FIG.
- the control means 71 that executes the processing of steps SB010 to SB070C shown in FIG. 5 corresponds to the supercharging switching means 71A (see FIG. 1) that switches the number of superchargers used for supercharging control.
- the control device 70 includes a supercharging switching circuit or a supercharging switching algorithm that executes the above steps. The number of superchargers used in the above steps is switched according to the operating state of the internal combustion engine.
- step S025 shown in FIG. 4 the control device 70 determines whether or not the switching start flag (turned ON in step SB040 in FIG. 5) is ON. When the switching start flag is ON (Yes), the control device 70 advances the process to step S030. If the switching start flag is not ON (No), the control device 70 proceeds to step S040.
- the control device 70 determines that the current timing is the time Ta shown in FIG. Subsequently, the control device 70 stores the current boost pressure as the pre-switching boost pressure. Further, the control device 70 stores the current coolant temperature in the pre-switching coolant temperature, the current fuel amount in the pre-switching fuel amount, the current injection time width in the pre-switching injection time width, and the current time in the pre-switching fuel pressure.
- the fuel pressure is stored, the current speed is stored in the pre-switching speed, the current intake flow rate is stored in the pre-switching intake flow rate, the current exhaust pressure is stored in the pre-switching exhaust pressure, and the current exhaust temperature is stored in the pre-switching exhaust temperature.
- the nozzle opening this time is stored in the nozzle opening before switching, the differential pressure is stored in the differential pressure before switching, and the atmospheric pressure this time is stored in the atmospheric pressure before switching.
- control device 70 advances the process to step S035.
- the various physical quantities stored in step S030 are used when estimating various loss torques in steps S050 to S065.
- the physical quantity stored as “before switching” is not limited to these.
- control device 70 activates the switching transient timer (see FIG. 2) and advances the process to step S040.
- step S040 the control device 70 determines whether or not the switching transient timer is running.
- the control device 70 advances the processing to step S045 when the switching transient timer is active (Yes), and advances the processing to step S070 when the switching transient timer is not active (No).
- the control device 70 determines whether or not the switching transient timer is equal to or shorter than the transient state time (switching transient period) (see FIG. 2).
- the control device 70 advances the processing to step S050 when it is equal to or shorter than the transient state time (Yes), and advances the processing to step S070 when it exceeds the transient state time (No).
- the value of the transient state time (switching transition period) is set to an appropriate value by various experiments using an actual vehicle. As shown in FIG. 2, the value of the transient state time is the time (period) during which the boost pressure and the output torque drop occur during the switching and the predetermined time after the switching. For example, the transient state time (switching transient period) is about 1 to 2 [sec].
- control device 70 stops and initializes the switching transition timer, initializes the injection start timing correction amount, the fuel pressure correction amount, and the fuel correction amount, and then proceeds to step S165. Proceed.
- the control device 70 estimates the cooling loss torque (see FIG. 3) and proceeds to step S055.
- the control device 70 can estimate the cooling loss torque from map values or the like according to the coolant temperature and the supercharging pressure, which are obtained by various experiments using various types of actual vehicles and various simulations.
- the control device 70 estimates the (before switching) cooling loss torque using the map, the pre-switching boost pressure, the pre-switching coolant temperature, and the like.
- the control device 70 estimates the (current) cooling loss torque using the map, the current supercharging pressure, the current coolant temperature, and the like. Then, the control device 70 can estimate the cooling loss torque increased from that before switching by subtracting the (before switching) cooling loss torque from the (current) cooling loss torque.
- the method of estimating the cooling loss torque for the increase is not limited to the above method.
- step S055 shown in FIG. 4 the control device 70 estimates the exhaust loss torque (see FIG. 3) and proceeds to step S060.
- the control device 70 has an exhaust loss torque based on a map value corresponding to the exhaust flow rate and the exhaust pressure (pressure in the exhaust manifold) and the differential pressure of the DPF obtained in various experiments and various simulations using an actual vehicle. Can be estimated.
- the control device 70 exhausts (before switching) using the map, the exhaust flow rate before switching (calculated from the intake flow rate before switching and the exhaust temperature before switching), the exhaust pressure before switching, the differential pressure before switching, the nozzle opening before switching, and the like. Estimate the loss torque.
- the control device 70 estimates the (current) exhaust loss torque using the map, the current exhaust flow rate (calculated from the current intake flow rate and the current exhaust temperature), the current exhaust pressure, the current differential pressure, the current nozzle opening, and the like. ..
- the pre-switching exhaust pressure exhaust manifold internal pressure
- the pre-switching exhaust pressure can be estimated from the pre-switching exhaust pressure (turbine downstream pressure), the pre-switching nozzle opening, and the like.
- the control device 70 can estimate the exhaust loss torque reduced compared to before switching.
- the method for estimating the exhaust loss torque for the reduction is not limited to the above method.
- step S060 shown in FIG. 4 the control device 70 estimates the pump loss torque (see FIG. 3) and proceeds to step S065.
- the control device 70 obtains map values corresponding to the supercharging pressure and the exhaust pressure (exhaust manifold pressure) obtained by various experiments and various simulations using an actual vehicle, and the supercharging pressure and the exhaust pressure.
- the pump loss can be estimated from the area of the upper surface of the piston.
- the control device 70 estimates the pump loss torque (before switching) using the map, the boost pressure before switching and the exhaust pressure before switching, the boost pressure before switching, the exhaust pressure before switching, the area of the piston upper surface, and the like.
- the control device 70 estimates the (current) pump loss torque using the map, the current supercharging pressure and the present exhaust pressure, the present supercharging pressure, the present exhaust pressure, the area of the piston upper surface, and the like.
- the pre-switching exhaust pressure exhaust manifold internal pressure
- the pre-switching exhaust pressure can be estimated from the pre-switching exhaust pressure (turbine downstream pressure), the pre-switching nozzle opening, and the like.
- step S065 shown in FIG. 4 the control device 70 estimates the total loss torque and proceeds to step S110.
- the control means 71 that executes the processes of steps S040 to S065 described above corresponds to the total loss torque estimating means 71B (see FIG. 1) that estimates the total loss torque.
- the control device 70 includes a total loss torque estimation circuit or a total loss torque estimation algorithm that executes the above steps.
- the total loss torque is the loss of torque due to a drop in supercharging during the switching transition period.
- step S110 shown in FIG. 4 the control device 70 calculates the first required torque based on the total loss torque and proceeds to step S115.
- the control device 70 calculates the first required torque by subtracting a predetermined torque (for example, 10 [Nm]) from the total loss torque.
- a predetermined torque for example, 10 [Nm]
- the predetermined torque is a torque reduction amount that is not felt by the user.
- steps S115 to S160B the supplement torque for supplementing the first required torque is sequentially obtained.
- the compensation torque is calculated in three stages. First, the first required torque is compensated by the first compensation torque that advances (advances) the fuel injection start timing. If the torque is insufficient with the first compensation torque, the second compensation torque that further increases the fuel pressure is added to the first required torque to compensate. If the first supplement torque and the second supplement torque are insufficient, the third supplement torque that further increases the fuel amount is added to the first required torque to supplement.
- the control unit 71 that executes the process of step S110 described above corresponds to the first required torque calculation unit 71C (see FIG. 1) that calculates the first required torque.
- the control device 70 includes a first required torque calculation circuit or a first required torque calculation algorithm that executes the above steps.
- the first required torque is a torque according to the estimated total loss torque during the switching transition period.
- the control device 70 determines the first compensation torque with respect to the first required torque, and proceeds to the process in step S120.
- the first supplemental torque is a torque obtained by advancing (advancing) the fuel injection start timing. Since the first supplemental torque has an upper limit for advancing (advancing) the injection start timing, there is also an upper limit for the obtained torque.
- the upper limit of the first compensation torque obtained from various experiments and various simulations using an actual vehicle may be 30 [Nm].
- the injection advance angle increase value map (map for 10 [Nm], map for 20 [Nm], map for 30 [Nm], which can obtain each of 10 [Nm], 20 [Nm], and 30 [Nm]. Prepare 3 maps).
- Each injection advance angle increase value map is, for example, a map in which an injection advance angle increase value is set according to the rotation speed of the internal combustion engine and the amount of fuel. For example, when the first required torque is 40 [Nm], the control device 70 determines the first compensation torque as the upper limit of 30 [Nm], and when the first required torque is 25 [Nm], the first compensation The torque is determined to be 25 [Nm]. The value of the first supplementary torque is determined to be a value equal to or smaller than the value of the first required torque.
- the control means 71 that executes the processing in step S115 described above corresponds to the first compensation torque calculation means 71F (see FIG. 1) that calculates the first compensation torque during the switching transition period.
- the control device 70 includes a first compensation torque calculation circuit or a first compensation torque calculation algorithm that executes the above steps.
- the first compensation torque is a torque that increases according to the fuel injection start timing that has been accelerated based on the injection start timing correction amount.
- the control device 70 calculates the injection start timing correction amount (injection advance angle increase value) according to the first compensation torque, and advances the process to step S125.
- the control device 70 obtains the injection advance angle increase value from the map for 30 [Nm], the current rotation speed, and the current fuel amount, and stores it in the injection start time correction amount. ..
- the control device 70 first obtains the first injection advance amount increase value from the map for 20 [Nm], the present rotational speed, and the present fuel amount.
- the second injection advance amount increase value is obtained from the map for 30 [Nm], the present rotational speed, and the present fuel amount. Then, the control device 70 interpolates between the first injection advance angle increase value and the second injection advance angle increase value to obtain the injection advance angle increase value for 25 [Nm] and stores it in the injection start timing correction amount. ..
- the control unit 71 that executes the process of step S120 shown in FIG. 4 corresponds to the injection start timing correction amount calculation unit 71D (see FIG. 1) that calculates the injection start timing correction amount.
- the control device 70 includes an injection start timing correction amount calculation circuit or an injection start timing correction amount calculation algorithm that executes the above steps.
- the injection start timing correction amount is calculated based on the first required torque (first compensation torque based on) in the switching transition period.
- step S125 shown in FIG. 4 the control device 70 subtracts the first supplemental torque from the first required torque to obtain the second required torque ( ⁇ 0), and advances the processing to step S130. Since there is an upper limit to the first compensation torque, the torque that is insufficient for the first compensation torque with respect to the first required torque is the second required torque.
- the control unit 71 that executes the process of step S125 shown in FIG. 4 corresponds to the second required torque calculation unit 71G (see FIG. 1) that calculates the second required torque.
- the control device 70 includes a second required torque calculation circuit or a second required torque calculation algorithm that executes the above steps.
- the second required torque is a torque that is insufficient with the first supplemental torque with respect to the first required torque, and is calculated during the switching transition period.
- step S130 shown in FIG. 4 the control device 70 determines whether there is the second required torque (whether it is greater than zero). The control device 70 proceeds to step S135 when there is a second required torque (Yes), and proceeds to step S140B when there is no second required torque (No).
- the control device 70 determines the second supplemental torque with respect to the second required torque and advances the process to step S140A.
- the second supplemental torque is a torque obtained by increasing the fuel pressure and shortening the fuel injection time width. Since the second supplemental torque has an upper limit for increasing the fuel pressure, the obtained torque also has an upper limit.
- the upper limit of the second compensation torque obtained from various experiments and various simulations using an actual vehicle may be 30 [Nm].
- 3 of the fuel pressure increase value map (10 [Nm] map, 20 [Nm] map, 30 [Nm] map) in which 10 [Nm], 20 [Nm], and 30 [Nm] can be obtained respectively. Two maps).
- Each fuel pressure increase value map is, for example, a map in which the fuel pressure increase value is set according to the number of revolutions of the internal combustion engine and the fuel amount. For example, when the second required torque is 40 [Nm], the control device 70 determines that the second compensation torque is the upper limit of 30 [Nm]. When the second required torque is 25 [Nm], the second supplemental torque is determined to be 25 [Nm]. The value of the second supplementary torque is determined to be a value equal to or smaller than the value of the second required torque.
- the control means 71 that executes the processes of steps S130 to S135 shown in FIG. 4 corresponds to the second compensation torque calculation means 71J (see FIG. 1) that calculates the second compensation torque.
- the control device 70 includes a second compensation torque calculation circuit or a second compensation torque calculation algorithm that executes the above steps.
- the second compensation torque is a torque that increases according to the fuel pressure increased based on the fuel pressure correction amount when there is a second required torque in the switching transition period.
- control device 70 calculates a fuel pressure correction amount (fuel pressure increase value) according to the second compensation torque and advances the process to step S145.
- the control device 70 obtains a fuel pressure increase value from the map for 30 [Nm], the current rotation speed, and the current fuel amount, and stores it in the fuel pressure correction amount.
- the control device 70 first obtains the first fuel pressure increase value from the map for 20 [Nm], the current rotation speed, and the current fuel amount.
- the second fuel pressure increase value is obtained from the map for 30 [Nm], the present rotational speed, and the present fuel amount. Then, the control device 70 interpolates between the first fuel pressure increase value and the second fuel pressure increase value to obtain the fuel pressure increase value for 25 [Nm] and stores it in the fuel pressure correction amount.
- the control means 71 that executes the processes of steps S130 to S140A shown in FIG. 4 corresponds to the fuel pressure correction amount calculation means 71H (see FIG. 1) that calculates the fuel pressure correction amount.
- the control device 70 includes a fuel pressure correction amount calculation circuit or a fuel pressure correction amount calculation algorithm that executes the above steps.
- the fuel pressure correction amount is calculated during the switching transition period based on the second required torque when the second required torque is present.
- step S145 shown in FIG. 4 the control device 70 subtracts the second compensating torque from the second required torque to obtain the third required torque ( ⁇ 0), and proceeds to step S150. Since there is an upper limit to the second compensation torque, the torque that is insufficient for the second compensation torque with respect to the second required torque is the third required torque.
- the control unit 71 that executes the process of step S145 shown in FIG. 4 corresponds to the third required torque calculation unit 71K (see FIG. 1) that calculates the third required torque.
- the control device 70 includes a third required torque calculation circuit or a third required torque calculation algorithm that executes the above steps.
- the third required torque is a torque that is insufficient for the second supplement torque with respect to the second required torque when there is a second required torque in the switching transition period.
- control device 70 determines whether there is a third required torque (whether it is greater than zero). The control device 70 advances the processing to step S155 when the third required torque is present (Yes), and advances the processing to step S160B when the third required torque is not present (zero) (No).
- the control device 70 determines the third supplemental torque with respect to the third required torque, and advances the process to step S160A.
- the third supplemental torque is a torque obtained by increasing the fuel amount.
- the upper limit of the third compensation torque can sufficiently compensate the total loss torque. Therefore, the control device 70 determines the value of the third supplemental torque as the value of the third required torque. For example, when the third required torque is 25 [Nm], the third supplemental torque is determined to be 25 [Nm].
- the amount of fuel increased to obtain 10 [Nm], 20 [Nm], 30 [Nm], 40 [Nm], 50 [Nm], etc. from various experiments and various simulations using actual vehicles.
- Each fuel amount increase value map is, for example, a map in which the fuel amount increase value is set according to the number of revolutions of the internal combustion engine and the fuel amount.
- control device 70 calculates a fuel correction amount (fuel amount increase value) according to the third compensation torque, and advances the process to step S165.
- the control device 70 first obtains the first fuel amount increase value from the map for 20 [Nm], the current rotation speed, and the current fuel amount.
- the second fuel amount increase value is obtained from the map for 30 [Nm], the present rotational speed, and the present fuel amount. Then, the control device 70 interpolates between the first fuel amount increase value and the second fuel amount increase value to obtain the fuel amount increase value for 25 [Nm], and stores it in the fuel correction amount.
- the control unit 71 that executes the processing of steps S150 to S160A shown in FIG. 4 corresponds to the fuel correction amount calculation unit 71L (see FIG. 1) that calculates the fuel correction amount.
- the control device 70 includes a fuel correction amount calculation circuit or a fuel correction amount calculation algorithm that executes the above steps.
- the fuel correction amount is calculated based on the third required torque when the third required torque is present during the switching transition period.
- step S140B the control device 70 initializes the fuel pressure correction amount (sets it to zero) and advances the process to step S160B.
- step S160B the control device 70 initializes the fuel correction amount (sets it to zero) and advances the process to step S165.
- step S165 shown in FIG. 4 the control device 70 turns off the switching start flag and ends the process.
- the injection start timing correction amount is reflected in the existing [fuel injection timing processing]. As shown in FIG. 6, in the [fuel injection timing process], steps SC010, SC020A, and SC020B are newly added to the existing step SC030. When executing the [fuel injection timing process], the control device 70 advances the process to step SC010.
- step SC010 shown in FIG. 6 the control device 70 determines whether there is an injection start timing correction amount (whether it is zero). Then, the control device 70 advances the processing to step SC020A when there is an injection start timing correction amount (Yes), and advances the processing to step SC020B when there is no injection start timing correction amount (No).
- the control device 70 stores the value obtained by adding the injection start time correction amount to the normal injection timing at the target injection start time and proceeds to the process to step SC030.
- the normal injection timing is a value calculated by an existing process (not shown) by the control device 70 according to the operating state of the internal combustion engine.
- the normal injection timing is a predetermined timing when the piston of the internal combustion engine is near the position of the compression top dead center.
- control device 70 stores the value of the normal injection timing in the target injection start timing and advances the process to step SC030.
- control device 70 controls the injection start timing from the injectors 43A to 43H so as to start the fuel injection at the target injection start timing. To finish.
- the control means 71 that executes the processes of steps SC010 to SC030 shown in FIG. 6 corresponds to the injection start time changing means 71E (see FIG. 1) that makes the fuel injection start time earlier than the normal injection timing.
- the control device 70 includes an injection start timing changing circuit or an injection start timing changing algorithm that executes the above steps.
- the fuel injection start timing is determined to be earlier than the normal injection timing based on the calculated injection start timing correction amount during the switching transition period.
- step SD010 The fuel pressure treatment will be described with reference to FIG.
- the fuel pressure correction amount is reflected in the existing [fuel pressure processing].
- steps SD010, SD020A, and SD020B are newly added to the existing step SD030.
- the control device 70 advances the process to step SD010.
- step SD010 shown in FIG. 7 the control device 70 determines whether there is a fuel pressure correction amount (whether it is zero). Then, the control device 70 proceeds to step SD020A when there is a fuel pressure correction amount (Yes), and proceeds to step SD020B when there is no fuel pressure correction amount (No).
- the control device 70 stores the value obtained by adding the fuel pressure correction amount to the normal fuel pressure in the target fuel pressure and proceeds to the process to step SD030.
- the normal fuel pressure is a value calculated by an existing process (not shown) by the control device 70 according to the operating state of the internal combustion engine.
- control device 70 stores the value of the normal fuel pressure in the target fuel pressure and advances the process to step SD030.
- control device 70 controls the fuel pressure adjusting pump 41 so as to reach the target fuel pressure, and ends the process.
- the control means 71 for executing the processing of steps SD010 to SD030 shown in FIG. 7 corresponds to the fuel pressure changing means 71I (see FIG. 1) for increasing the fuel pressure.
- the controller 70 includes a fuel pressure change circuit or fuel pressure change algorithm that performs the above steps.
- the fuel pressure is raised during the switching transition period on the basis of the calculated fuel pressure correction amount, for example, higher than the normal fuel pressure Fpn.
- Step SE010, SE020A, and SE020B are newly added to the existing step SE030 in the [fuel injection process].
- the control device 70 advances the process to step SE010.
- step SE010 shown in FIG. 8 the control device 70 determines whether or not there is a fuel correction amount (whether or not it is zero). Then, the control device 70 advances the processing to step SE020A when there is a fuel correction amount (Yes), and advances the processing to step SE020B when there is no fuel correction amount (No).
- control device 70 stores the value obtained by adding the fuel correction amount to the normal fuel amount in the target fuel amount and advances the process to step SE030.
- the normal fuel amount is calculated by an existing process (not shown) by the control device 70 according to the operating state of the internal combustion engine.
- control device 70 stores the value of the normal fuel amount in the target fuel amount and advances the process to step SE030.
- step SE030 shown in FIG. 8 the control device 70 acquires the current fuel pressure and converts the target fuel amount into the injection time width according to the current fuel pressure. Then, the control device 70 controls the injectors 43A to 43H so that the injection time width from the target injection start timing becomes the converted injection time width and ends the process.
- the control means 71 that executes the processes of steps SE010 to SE030 shown in FIG. 8 corresponds to the fuel amount changing means 71M (see FIG. 1) that increases the amount of fuel injected into the cylinder.
- the control device 70 includes a fuel amount changing circuit or a fuel amount changing algorithm for executing the above steps.
- the fuel amount injected into the cylinder is increased based on the calculated fuel correction amount during the switching transition period, and is increased, for example, from the normal fuel amount Qmn.
- FIG. 9 to 12 show pressure and fuel injection pulse (injector drive signal) generated by the combustion process in the cylinder when the horizontal axis is the position of the piston (crank angle position) with respect to the target cylinder. , Fuel pressure, fuel amount are shown.
- FIG. 9 shows an example of a pre-correction state before performing the above-mentioned [first compensation], [second compensation], and [third compensation].
- the fuel injection start timing is the normal injection timing (advance angle amount ⁇ sn, which is the conventional advance angle amount).
- the fuel pressure is the normal fuel pressure Fpn (conventional fuel pressure).
- the fuel amount is the normal fuel amount Qmn (conventional fuel amount).
- the fuel injection pulse shown in FIG. 9 is executed slightly before the compression top dead center of the target cylinder. For example, a small amount of fuel that promotes combustion is executed in the pre-injection P1 and P2. After that, the main injection M1 is executed from a position (normal injection timing) before the advance angle ⁇ sn from the compression top dead center.
- the number of pre-injections P1 and P2, timing, pulse width, etc. are not limited to these.
- the injected fuel burns and the expansion pressure Pn is generated.
- the advance amount ⁇ sn (normal injection timing) of the injection start timing of the main injection M1 is set so that the peak pressure Pp, which is the peak of the expansion pressure Pn, becomes the retard amount ⁇ pn from the compression top dead center.
- FIG. 10 shows a state in which the [first compensation] is being executed.
- the fuel injection start timing of the main injection M1 is earlier than the advance angle amount ⁇ sn (normal injection timing) to the advance angle amount ( ⁇ sn + ⁇ s) with respect to [before correction] shown in FIG. It is shown in FIG. ⁇ s is the injection start timing correction amount.
- the fuel injection start timing of the main injection M1 is advanced and the fuel injection start timing of the pre-injection P1 and P2 is also advanced.
- the combustion is accelerated as the fuel injection start timing of the main injection M1 is advanced.
- the position of the expansion pressure Pn1 and the position of the peak pressure Pp1 move to the advance side from the position of the expansion pressure Pn and the position of the peak pressure Pp shown in FIG. That is, since the peak pressure Pp1 is generated at a position where the piston is closer to the compression top dead center, the torque can be increased without increasing the fuel amount.
- the control device can adjust the generated torque by adjusting the fuel injection start timing before and after the normal injection timing (advance amount ⁇ sn). It should be noted that the position of the peak pressure Pp1 must not be on the advance side of the compression top dead center (on the left side of the position of the compression top dead center in FIG. 10), so there is a limit to the injection start timing correction amount ⁇ s.
- FIG. 11 shows a state in which the [second compensation] is being executed.
- FIG. 11 shows an example of a state in which the fuel pressure is further increased from the normal fuel pressure Fpn to the fuel pressure (Fpn+ ⁇ Fp) from the [first compensation] state shown in FIG. 10.
- ⁇ Fp is a fuel pressure correction amount. Since the fuel pressure is increased, the injection angle width Tn of the main injection M1 is changed to the injection angle width Tn2 even if the fuel amount (normal fuel amount Qmn) does not change, and the injection angle width becomes shorter. That is, the injection time width converted from the injection angle width also becomes shorter.
- the piston can finish injecting fuel at a position closer to the position of the compression top dead center. Therefore, the inflation pressure Pn2 is raised at substantially the same timing as the rise timing of the inflation pressure Pn1.
- the angle width Wn2 of the expansion pressure Pn2 can be made narrower than the angle width Wn1 of the expansion pressure Pn1. That is, the piston can generate the expansion pressure Pn2 at a position closer to the compression top dead center. As a result, the torque can be increased without increasing the fuel amount.
- the control device can adjust the generated torque by adjusting the fuel pressure to be higher or lower than the normal fuel pressure Fpn to adjust the fuel injection time width. Since the upper limit of the fuel pressure is determined by various factors, the fuel pressure correction amount ⁇ Fp is also limited.
- FIG. 12 shows a state in which the [third compensation] is being executed.
- FIG. 12 shows an example of a state in which the fuel amount is further increased from the normal fuel amount Qmn to the fuel amount (Qmn+ ⁇ Qm) from the state of [second compensation] shown in FIG. 11.
- ⁇ Qm is a fuel correction amount. Since the fuel amount is increased, the pulse width of the fuel injection pulse of the main injection M1 becomes longer from the injection angle width Tn2 to the injection angle width Tn2+ ⁇ Tn.
- the control device can adjust the generated torque by adjusting the amount of fuel injected into the cylinder to increase or decrease with respect to the normal fuel amount Qmn. Further, since the torque that is insufficient even in the first compensation and the second compensation is compensated by the third compensation, the amount of fuel to be increased (fuel correction amount ⁇ Qm) is not so large, and the fuel correction amount ⁇ Qm reaches the limit (upper limit). That is unlikely.
- FIG. 13 shows how the output torque drop shown in FIG. 2 is compensated by the first compensation, the second compensation, and the third compensation by the processing of the control device described above.
- TQ1 in the output torque of FIG. 13 indicates the upper limit supplementary torque that can be compensated by the first supplement.
- TQ2 indicates the upper limit supplementary torque that can be compensated by the second supplementation.
- the torque drop amount is TQ1 or more and TQ1 + TQ2 or less, and the injection start time correction amount (first compensation) + fuel pressure correction amount (second compensation)
- the torque is compensated.
- the portion exceeding TQ1 is compensated by the first compensation
- the portion exceeding TQ1 is compensated by the second compensation.
- the torque drop amount exceeds TQ1 + TQ2, so the injection start time correction amount (first compensation) + fuel pressure correction amount (second compensation) + fuel correction amount (third compensation).
- the torque is compensated by (compensation).
- the TQ1 portion is compensated by the first compensation.
- About 2 minutes of TQ it is compensated by the second compensation.
- the portion exceeding TQ1+TQ2 is compensated by the third compensation.
- the torque drop amount is TQ1 or more and TQ1 + TQ2 or less, and the injection start time correction amount (first compensation) + fuel pressure correction amount (second compensation)
- the torque is compensated.
- the TQ1 portion is compensated by the first compensation.
- the portion exceeding TQ1 is compensated by the second compensation.
- the amount of torque drop is TQ1 or less, and the torque is compensated only by the injection start timing correction amount (first compensation).
- the internal combustion engine system is not limited to the one shown in the example of FIG. 1, and can be applied to various internal combustion engine systems.
- an internal combustion engine system having two superchargers, a first supercharger and a second supercharger has been described as an example.
- one embodiment of the present disclosure may be applied to an internal combustion engine having three or more superchargers, which suppresses a torque drop during a switching transition period immediately after switching the number of superchargers. It is possible.
- an example of a configuration in which the first supercharger and the second supercharger are supercharged in parallel (a configuration in which supercharging can also be performed in series) has been described. Instead of this, the torque during the switching transition period immediately after switching the number of superchargers is used regardless of whether the superchargers are supercharged in parallel or serially.
- the present disclosure suppresses the drop of the.
- the multiple superchargers may be superchargers, or the multiple superchargers may be turbochargers and superchargers, and the switching transition period immediately after switching the number of superchargers. It is possible to apply one form of the present disclosure that suppresses the drop of the torque in.
- the total loss torque was obtained based on the cooling loss torque, the exhaust loss torque, and the pump loss torque. Since the cooling loss torque is dominant (large proportion), the total loss torque is instead based on the cooling loss torque and the exhaust loss torque, or the cooling loss torque and the pump loss torque, or the cooling loss torque. May be asked.
- the numerical value used in the explanation of the present embodiment is an example, and is not limited to this numerical value. Further, the above ( ⁇ ), the following ( ⁇ ), the larger (>), the less than ( ⁇ ), etc. may or may not include the equal sign.
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Abstract
Description
Claims (6)
- 複数の過給機を有する内燃機関の運転状態を検出し、検出した前記運転状態に基づいて前記内燃機関のシリンダ内へ噴射する燃料量を制御する内燃機関の制御装置において、
前記制御装置は、
前記内燃機関のピストンが圧縮上死点の位置の近傍にいる所定タイミングである通常噴射タイミングにて燃料の噴射を開始して前記シリンダ内へ噴射する燃料量を調整することで発生トルクを調整可能であるとともに、燃料の噴射開始時期を前記通常噴射タイミングに対して前後に調整することで、さらに発生トルクを調整可能であり、
前記内燃機関の前記運転状態に応じて、過給制御に使用する過給機の数を切替える、過給切替回路またはアルゴリズムと、
前記過給切替回路またはアルゴリズムを用いて過給機の数を切替えた直後の過給の落ち込みが発生した状態から目標とする過給状態に達するまでの切替過渡期間において、過給の落ち込みに起因するトルクの損失分である総合損失トルクを推定する、総合損失トルク推定回路またはアルゴリズムと、
前記切替過渡期間において、推定した前記総合損失トルクに応じた第1要求トルクを算出する、第1要求トルク算出回路またはアルゴリズムと、
前記切替過渡期間において、算出した前記第1要求トルクに基づいて噴射開始時期補正量を算出する、噴射開始時期補正量算出回路またはアルゴリズムと、
前記切替過渡期間において、算出した前記噴射開始時期補正量に基づいて燃料の噴射開始時期を前記通常噴射タイミングよりも早くする、噴射開始時期変更回路またはアルゴリズムと、を有する、内燃機関の制御装置。 - 請求項1に記載の内燃機関の制御装置であって、
前記総合損失トルク推定回路またはアルゴリズムは、
前記切替過渡期間において、前記内燃機関の前記ピストン及び前記シリンダの熱損失において過給の落ち込みに起因した前記熱損失の増量分に基づいて損失するトルクである冷却損失トルクを推定し、
推定した前記冷却損失トルクに基づいて前記総合損失トルクを推定する、内燃機関の制御装置。 - 請求項2に記載の内燃機関の制御装置であって、
前記総合損失トルク推定回路またはアルゴリズムは、
前記切替過渡期間において、さらに、前記内燃機関の前記シリンダからの排気流量に基づいた排気損失において過給の落ち込みに起因した前記排気損失の減量分に基づいて利得するトルクである排気損失トルクを推定し、
推定した前記冷却損失トルクと前記排気損失トルクに基づいて前記総合損失トルクを推定する、内燃機関の制御装置。 - 請求項3に記載の内燃機関の制御装置であって、
前記総合損失トルク推定回路またはアルゴリズムは、
前記切替過渡期間において、さらに、前記内燃機関の前記ピストンによる吸気と排気のポンプ動作に基づいたポンプ損失において過給の落ち込みに起因した前記ポンプ損失の増量分に基づいて損失するトルクであるポンプ損失トルクを推定し、
推定した前記冷却損失トルクと前記排気損失トルクと前記ポンプ損失トルクに基づいて前記総合損失トルクを推定する、内燃機関の制御装置。 - 請求項1~4のいずれか一項に記載の内燃機関の制御装置であって、
前記制御装置は、
前記内燃機関の前記シリンダ内に噴射する燃料の圧力である燃料圧力を調整して燃料噴射時間幅を調整することで、さらに発生トルクを調整可能であり、
前記切替過渡期間において、前記噴射開始時期補正量に基づいて早くした燃料の噴射開始時期に応じて増加したトルクである第1補填トルクを算出する、第1補填トルク算出回路またはアルゴリズムと、
前記切替過渡期間において、前記第1要求トルクに対して前記第1補填トルクでは不足するトルクである第2要求トルクを算出する、第2要求トルク算出回路またはアルゴリズムと、
前記切替過渡期間において、前記第2要求トルクがある場合に、前記第2要求トルクに基づいて燃料圧力補正量を算出する、燃料圧力補正量算出回路またはアルゴリズムと、
前記切替過渡期間において、算出した前記燃料圧力補正量に基づいて燃料圧力を高くする、燃料圧力変更回路またはアルゴリズムと、を有する、内燃機関の制御装置。 - 請求項5に記載の内燃機関の制御装置であって、
前記制御装置は、
前記切替過渡期間において、前記第2要求トルクがある場合に、前記燃料圧力補正量に基づいて高くした燃料圧力に応じて増加したトルクである第2補填トルクを算出する、第2補填トルク算出回路またはアルゴリズムと、
前記切替過渡期間において、前記第2要求トルクがある場合に、前記第2要求トルクに対して前記第2補填トルクでは不足するトルクである第3要求トルクを算出する、第3要求トルク算出回路またはアルゴリズムと、
前記切替過渡期間において、前記第3要求トルクがある場合に、前記第3要求トルクに基づいて燃料補正量を算出する、燃料補正量算出回路またはアルゴリズムと、
前記切替過渡期間において、算出した前記燃料補正量に基づいて前記シリンダ内へ噴射する燃料量を増量する、燃料量変更回路またはアルゴリズムと、を有する、内燃機関の制御装置。
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