WO2020195223A1 - Dispositif de commande de moteur à combustion interne - Google Patents

Dispositif de commande de moteur à combustion interne Download PDF

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WO2020195223A1
WO2020195223A1 PCT/JP2020/004728 JP2020004728W WO2020195223A1 WO 2020195223 A1 WO2020195223 A1 WO 2020195223A1 JP 2020004728 W JP2020004728 W JP 2020004728W WO 2020195223 A1 WO2020195223 A1 WO 2020195223A1
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fuel
cylinder
air
internal combustion
combustion engine
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PCT/JP2020/004728
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English (en)
Japanese (ja)
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隆太郎 小祝
一浩 押領司
佐藤　真也
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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 WO2020195223A1 publication Critical patent/WO2020195223A1/fr

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D45/00—Electrical control not provided for in groups F02D41/00 - F02D43/00

Definitions

  • the present invention relates to an internal combustion engine control device.
  • particulate matter In an internal combustion engine, particulate matter (PM: Particulate Matter) is generated when the air-fuel mixture, which is a mixture of fuel and air, burns.
  • PM Particulate Matter
  • a so-called direct injection engine there is an air-fuel mixture (hereinafter, referred to as a rich air-fuel mixture) in which the proportion of fuel is locally concentrated. Therefore, in the fuel chamber of the direct injection engine, the ratio of fuel in the air to the air-fuel mixture tends to be uneven, and the PM emission amount increases.
  • a PM collection filter is provided in order to reduce PM contained in the exhaust gas of the internal combustion engine.
  • the PM collection filter needs to burn and remove the collected PM in order to prevent clogging.
  • the temperature of the PM collection filter may rise excessively due to the combustion of PM, and the filter may be damaged. Therefore, it is necessary to accurately grasp the amount of PM accumulated in the PM collection filter, and it is important to estimate the amount of PM flowing into the PM collection filter.
  • the amount of PM produced increases at the location where the rich mixture and fuel adhere in a specific temperature range. Therefore, in order to estimate the amount of PM, it is important to estimate the state of the air-fuel mixture in the cylinder and the ratio of the fuel adhering to the wall surface in the cylinder.
  • a technique for estimating the state of the air-fuel mixture for example, there is a technique described in Patent Document 1.
  • Patent Document 1 describes a technique including an injection fuel classification means and an air-fuel mixture state estimation means.
  • the injection fuel classification means classifies the fuel that is continuously injected in the cylinder of the internal combustion engine for a predetermined injection period from the start of the predetermined injection into a plurality of parts.
  • the air-fuel mixture state estimation means assumes that each part of the classified injection fuel is independently and sequentially injected according to the lapse of time from a predetermined injection start time, and each part of the injection fuel is a cylinder.
  • the state of each air-fuel mixture formed by mixing with the in-cylinder gas sucked into the inside is individually estimated.
  • Patent Document 1 is a technique for estimating the state of an air-fuel mixture in a diesel engine as an internal combustion engine.
  • the diesel engine is diffusion combustion in which the fuel injected from the fuel injection device evaporates and combustion proceeds while taking in air. In diffusion combustion, the movement of the fuel spray and the combustion reaction proceed at the same time, so that the fuel spray dominates the combustion.
  • a mixture of fuel and air is activated by the ignition energy generated by the spark plug, starts combustion, and the performance starts in a combustion form called flame propagation in the premixed combustion that progresses in the cylinder. is there.
  • Premixed combustion differs from diesel engine combustion because the air-fuel mixture and ignition timing dominate the combustion.
  • the gasoline engine usually injects fuel during the intake stroke.
  • the purpose of this object is to provide an internal combustion engine control device capable of accurately estimating the state of the air-fuel mixture in the cylinder of the cylinder in consideration of the above problems.
  • the internal combustion engine control device is an internal combustion engine control device that controls an internal combustion engine.
  • the internal combustion engine consists of a cylinder, a piston that slides inside the cylinder, a crankshaft that is connected to the piston, an injector that injects fuel into the cylinder, and a mixture of air and fuel inside the cylinder. It has a spark plug that ignites the engine.
  • the internal combustion engine control device includes a control unit that acquires the ignition timing at which the spark plug ignites the air-fuel mixture in the cylinder and the fuel injection start timing at which the injector starts the injection of fuel into the cylinder.
  • the control unit calculates the degree of dispersion of the air-fuel mixture distribution in the cylinder based on the ignition timing and the fuel injection start timing.
  • the internal combustion engine control device is an internal combustion engine control device that controls an internal combustion engine.
  • the internal combustion engine consists of a cylinder, a piston that slides inside the cylinder, a crankshaft that is connected to the piston, an injector that injects fuel into the cylinder, and a mixture of air and fuel inside the cylinder. It has a spark plug that ignites the engine.
  • the internal combustion engine control device includes a control unit that acquires the opening / closing timing of an exhaust valve arranged so as to open / close the exhaust port of the cylinder, and the intake pressure which is the pressure of the air taken into the cylinder.
  • the control unit calculates the fuel adhesion ratio, which is the ratio of the amount of fuel adhering to the wall surface of the cylinder and the crown surface of the piston, based on the opening / closing timing of the exhaust valve and the intake pressure.
  • the state of the air-fuel mixture in the cylinder of the cylinder can be accurately estimated.
  • FIG. 1 is a schematic configuration diagram showing a system configuration of the internal combustion engine of this example.
  • the internal combustion engine 2 shown in FIG. 1 is an in-cylinder injection type internal combustion engine (direct injection engine) that directly injects fuel made of gasoline into the cylinder.
  • the internal combustion engine 2 is a four-cycle engine that repeats four strokes of an intake stroke, a compression stroke, a combustion (expansion) stroke, and an exhaust stroke. Further, the internal combustion engine 2 is, for example, a multi-cylinder engine including four cylinders (cylinders).
  • the number of cylinders of the internal combustion engine 2 is not limited to four, and may have six or eight or more cylinders. Further, the number of cycles of the internal combustion engine 2 is not limited to 4 cycles.
  • the internal combustion engine 2 includes a cylinder 21, a piston 22, a crankshaft 23, an intake valve 24, an exhaust valve 25, a spark plug 26, and an injector 27 which is a fuel injection device. are doing.
  • the internal combustion engine 2 is controlled by the internal combustion engine control device 10.
  • the piston 22 is slidably arranged in the cylinder 21a of the cylinder 21.
  • the piston 22 compresses the fuel-gas mixture that has flowed into the cylinder 21a of the cylinder 21. Then, the piston 22 reciprocates in the cylinder 21a due to the combustion pressure generated in the cylinder 21a.
  • a crankshaft 23 is connected to the piston 22 via a connecting rod. Then, the reciprocating motion of the piston 22 is converted into a rotary motion by the crankshaft 23. Further, the crankshaft 23 is provided with a crank angle sensor 29 that detects the crank angle of the crankshaft 23. The crank angle sensor 29 detects the crank angle of the crankshaft 23 from the rotating disk provided on the crankshaft 23. The crank angle sensor 29 is connected to an internal combustion engine control device 10 described later. Then, the crank angle sensor 29 outputs the detected angle information regarding the crank angle to the internal combustion engine control device 10.
  • the intake valve 24 is arranged to be openable and closable at the intake port of the cylinder 21, and the exhaust valve 25 is arranged to be openable and closable at the exhaust port of the cylinder 21.
  • the intake valve 24 is in contact with an intake side camshaft (not shown), and the exhaust valve 25 is in contact with an exhaust side camshaft (not shown). Then, the intake valve 24 and the exhaust valve 25 are driven by the rotation of the intake side camshaft and the exhaust side camshaft.
  • gas (air) flows into the cylinder 21a of the cylinder 21 from the intake port. Further, by driving the exhaust valve 25, the exhaust gas after combustion is discharged from the exhaust port of the cylinder 21.
  • the injector 27 injects fuel into the cylinder 21a of the cylinder 21.
  • the injector 27 is connected to the internal combustion engine control device 10.
  • the internal combustion engine control device 10 calculates the target fuel injection amount by dividing the intake amount output from the airflow sensor 42, which will be described later, by the target air-fuel ratio determined by the rotation speed, the intake pressure, and the like. Then, the internal combustion engine control device 10 injects fuel from the injector 27 according to the calculated target fuel injection amount. As a result, in the cylinder 21a, an air-fuel mixture in which air and fuel are mixed is generated.
  • a spark plug 26 and an injector 27 are attached to the cylinder 21.
  • An ignition coil (not shown) is connected to the spark plug 26.
  • the ignition coil generates a high voltage under the control of the internal combustion engine control device 10 and applies it to the spark plug 26.
  • sparks are generated in the spark plug 26.
  • the spark generated in the spark plug 26 burns the air-fuel mixture in the cylinder 21a and explodes.
  • the piston 22 is pushed down by the exploding air-fuel mixture.
  • the pushing-down motion of the piston 22 is converted into a rotational motion of the crankshaft 23, which becomes a driving force for a vehicle or the like.
  • the cylinder 21 is provided with a cooling water sensor 28 that measures the temperature of the cooling water that cools the cylinder 21.
  • the cooling water sensor 28 is connected to the internal combustion engine control device 10, and outputs the measured temperature of the cooling water to the internal combustion engine control device 10.
  • An intake pipe 31 for taking in gas composed of air is connected to the intake port of the cylinder 21, and an exhaust pipe 32 for exhausting the exhaust gas is connected to the exhaust port of the cylinder 21. Further, the intake pipe 31 and the exhaust pipe 32 are connected by an EGR pipe 33.
  • the EGR pipe 33 returns a part of the exhaust gas passing through the exhaust pipe 32 to the intake pipe 31. This reduces pumping loss.
  • the EGR tube 33 is provided with an EGR valve 45.
  • the EGR valve 45 regulates the flow rate of gas passing through the EGR pipe 33.
  • the intake pipe 31 is provided with a throttle valve 41 and an air flow sensor 42.
  • the throttle valve 41 is provided on the upstream side of the intake pipe 31 at the connection point with the intake port and the EGR pipe 33.
  • the throttle valve 41 is driven so as to be openable and closable by a drive motor (not shown). Then, the opening degree of the throttle valve 41 is adjusted based on the accelerator operation of the driver. As a result, the amount of gas taken into the intake pipe 31 (intake amount) is adjusted.
  • the air flow sensor 42 measures the amount of intake air taken into the intake pipe 31.
  • the air flow sensor 42 is connected to the internal combustion engine control device 10.
  • the air flow sensor 42 outputs the measured intake air amount to the internal combustion engine control device 10.
  • the intake pipe 31 is provided with an intake pressure sensor 43 and an intake temperature sensor 44.
  • the intake pressure sensor 43 and the intake temperature sensor 44 are connected to the internal combustion engine control device 10.
  • the intake pressure sensor 43 measures the pressure (intake pressure) of the gas passing through the intake pipe 31. Then, the intake pressure sensor 43 outputs the measured intake pressure to the internal combustion engine control device 10.
  • the intake air temperature sensor 44 measures the temperature of the gas passing through the intake pipe 31 (intake air temperature). Then, the intake air temperature sensor 44 outputs the measured intake air temperature to the internal combustion engine control device 10.
  • the exhaust pipe 32 is provided with an air-fuel ratio sensor 46, a three-way catalyst 34, and a gasoline particulate filter (hereinafter referred to as “GPF”) 35.
  • the air-fuel ratio sensor 46 measures the oxygen concentration contained in the exhaust gas passing through the exhaust pipe 32. Then, the air-fuel ratio sensor 46 is connected to the internal combustion engine control device 10, and outputs the measured oxygen concentration to the internal combustion engine control device 10.
  • the three-way catalyst 34 is provided in the intermediate portion of the exhaust pipe 32.
  • the three-way catalyst 34 purifies harmful substances contained in the exhaust gas by an oxidation / reduction reaction.
  • a GPF 35 is provided on the downstream side of the three-way catalyst 34 in the exhaust pipe 32.
  • the GPF35 which is a PM collection filter, collects particulate matter contained in the exhaust gas, so-called PM.
  • a GPF upstream temperature sensor 47 is provided on the upstream side of the GPF 35, that is, between the three-way catalyst 34 and the GPF 35. The GPF upstream temperature sensor 47 measures the temperature of the exhaust gas flowing into the GPF 35. Then, the GPF upstream temperature sensor 47 is connected to the internal combustion engine control device 10, and outputs the measured exhaust gas temperature to the internal combustion engine control device 10.
  • the GPF 35 is provided with a differential pressure sensor 48.
  • the differential pressure sensor 48 measures the pressure difference (differential pressure) between the upstream side and the downstream side of the GPF 35. Then, the differential pressure sensor 48 is connected to the internal combustion engine control device 10, and outputs the measured differential pressure to the internal combustion engine control device 10.
  • the present invention is not limited to this.
  • it may be a PM collection filter such as a quaternary catalyst in which a GPF 35 is provided with a purification function of a three-way catalyst 34.
  • FIG. 2 is a block diagram showing the configuration of the internal combustion engine control device 10.
  • the internal combustion engine control device 10 which is an ECU (Engine Control Unit) includes a CPU (Central Processing Unit) 101 showing an example of a control unit, a RAM (Random Access Memory) 102, and a ROM (Read Only). It has a Memory) 103, an input / output port 104, and an input circuit 105. Further, the internal combustion engine control device 10 has a GPF control unit 110 showing an example of the control unit.
  • ECU Engine Control Unit
  • CPU Central Processing Unit
  • RAM Random Access Memory
  • ROM Read Only
  • GPF control unit 110 showing an example of the control unit.
  • the input circuit 105 which shows an example of the receiving unit, inputs the output of each sensor such as the intake amount from the airflow sensor 42, the intake pressure from the intake pressure sensor 43, the intake temperature from the intake temperature sensor 44, and the rotation speed from the crank angle sensor 29. Will be done.
  • the input signal input to the input circuit 105 is not limited to the above.
  • the input circuit 105 performs signal processing such as noise removal on the input signal and sends it to the input / output port 104.
  • the value input to the input port of the input / output port 104 is stored in the RAM 102.
  • the ROM 103 which shows an example of the storage unit, stores a control program that describes the contents of various arithmetic processes executed by the CPU 101, a MAP, a data table, and the like used for each process.
  • the RAM 102 is provided with a storage area for storing the value input to the input port of the input / output port 104 and the value representing the operation amount of each actuator calculated according to the control program. Further, a value representing the operation amount of each actuator stored in the RAM 102 is sent to the output port of the input / output port 104.
  • each drive circuit for driving the injector 27, the spark plug 26, and the throttle valve 41 is connected to the input / output port 104. Then, the drive signal set in the output port of the input / output port 104 is sent to the injector 27, the spark plug 26, and the throttle valve 41 via each drive circuit.
  • the GPF control unit 110 is connected to the input / output port 104.
  • the GPF control unit 110 calculates the internal temperature of the GPF 35 (hereinafter referred to as the GPF temperature) and the amount of PM deposited on the GPF 35 based on the information output from various sensors. Then, when the calculated GPF temperature and PM accumulation amount exceed the set threshold values, the PM in the GPF 35 is burned and removed by controlling the spark plug 26 and the injector 27 and adjusting the air-fuel ratio and the ignition timing. In this example, this operation of burning and removing PM in GPF is referred to as regeneration control of GPF35.
  • FIG. 3 is a block diagram showing the configuration of the GPF control unit 110.
  • the GPF control unit 110 includes a scattering degree calculation processing unit 201, a fuel adhesion ratio calculation processing unit 202, a temperature / pressure state calculation processing unit 203, a PM emission amount calculation processing unit 204, and PM deposition. It has an amount calculation processing unit 205 and a reproduction control processing unit 206.
  • the PM emission amount calculation processing unit 204 is connected to the scattering degree calculation processing unit 201, the fuel adhesion ratio calculation processing unit 202, and the temperature / pressure state calculation processing unit 203. Then, the PM discharge amount calculation processing unit 204 is connected to the PM accumulation amount calculation processing unit 205, and the PM accumulation amount calculation processing unit 205 is connected to the regeneration control processing unit 206.
  • the dispersion degree calculation processing unit 201 is based on the engine speed, fuel injection pulse, fuel injection start timing, ignition timing, etc., and the degree of dispersion of the air-fuel mixture distribution in the cylinder 21a of the cylinder 21, that is, the air-fuel mixture in the cylinder 21a. Calculate the state of. Then, the dispersion degree calculation processing unit 201 outputs the calculated dispersion degree of the air-fuel mixture distribution to the PM emission amount calculation processing unit 204. The method of calculating the degree of dispersion of the air-fuel mixture distribution in the dispersion degree calculation processing unit 201 will be described later.
  • the fuel adhesion ratio calculation processing unit 202 is based on the engine speed, fuel injection pulse, fuel injection start timing, ignition timing, cooling water temperature, intake pressure, fuel pressure, exhaust valve opening / closing timing, intake pressure, and the like. Calculate the injection amount of the fuel injected into. Further, based on the above information, the fuel adhesion ratio calculation processing unit 202 determines the ratio (fuel adhesion) of the fuel N2 attached to the wall surface of the cylinder 21a and the fuel N3 (see FIG. 11) attached to the crown surface 22a of the piston 22. Percentage) is calculated. Then, the fuel adhesion ratio calculation processing unit 202 outputs the calculated fuel adhesion ratio to the PM emission amount calculation processing unit 204. The method of calculating the fuel adhesion ratio in the fuel adhesion ratio calculation processing unit 202 will be described later.
  • the temperature / pressure state calculation processing unit 203 calculates the temperature history of the air-fuel mixture in the cylinder 21a and the pressure history of the cylinder 21a based on the intake pressure, the intake temperature, and the cylinder volume of the cylinder 21.
  • the temperature / pressure state calculation processing unit 203 outputs the calculated temperature / pressure history to the PM emission amount calculation processing unit 204.
  • the method of calculating the temperature / pressure history in the temperature / pressure state calculation processing unit 203 will be described later.
  • the PM emission calculation processing unit 204 calculates the PM emission (PM emission) emitted from the internal combustion engine 2 based on the degree of dispersion of the air-fuel mixture distribution, the fuel adhesion ratio, and the temperature and pressure history. Then, the PM discharge amount calculation processing unit 204 outputs the calculated PM discharge amount to the PM accumulation amount calculation processing unit 205. The method of calculating the PM emission amount in the PM emission amount calculation processing unit 204 will be described later.
  • the PM accumulation amount calculation processing unit 205 calculates the amount of PM accumulated in the GPF35 (PM accumulation amount) based on the PM discharge amount. Then, the PM accumulation amount calculation processing unit 205 outputs the calculated PM accumulation amount to the regeneration control processing unit 206. The method of calculating the PM deposit amount in the PM deposit amount calculation processing unit 205 will be described later.
  • the regeneration control processing unit 206 determines whether or not to perform regeneration control of the GPF 35 based on the amount of PM deposited. Then, the reproduction control processing unit 206 commands the reproduction control based on the determination result.
  • the drive circuit (not shown) generates a drive signal based on the regeneration control command from the regeneration control processing unit 206 to drive the spark plug 26 and the injector 27. The determination operation in the reproduction control processing unit 206 will be described later.
  • the GPF control unit 110 described above may be provided in the CPU 101. Therefore, various calculation processing units included in the GPF control unit 110 are provided in the CPU 101. Then, the CPU 101 calculates the degree of dispersion of the air-fuel mixture, the fuel adhesion ratio, the temperature and pressure history of the air-fuel mixture, the PM discharge amount, and the PM accumulation amount, and determines the regeneration control of the GPF 35.
  • the GPF control unit 110 may be provided in the internal combustion engine control device 10 as a control unit separate from the CPU 101.
  • FIG. 4 is a characteristic diagram showing the PM generation rate
  • FIG. 5 is a graph showing the air-fuel mixture distribution in the cylinder 21a and showing the relationship between the air-fuel mixture ratio and the equivalent ratio.
  • the horizontal axis shows the temperature of the reaction gas, that is, the air-fuel mixture
  • the vertical axis shows the equivalent ratio.
  • the equivalent ratio is an index showing the fuel concentration in the air-fuel mixture, and is the value obtained by dividing the theoretical air-fuel ratio, which is the theoretically highest combustion efficiency air-fuel ratio, by the actual air-fuel ratio.
  • the rate of PM production increases, with no increase in the equivalent ratio.
  • FIG. 5 is a diagram showing the air-fuel mixture distribution in the cylinder 21a.
  • the horizontal axis shows the equivalent ratio and the vertical axis shows the air-fuel mixture ratio.
  • Gasoline engines usually burn in a state where fuel and air are uniformly mixed (highly homogeneous state).
  • the fuel injection start timing such as fuel injection in the compression stroke is late, or the air flow is slow. If it is weak, the mixture of fuel and air will be insufficient. Therefore, the in-cylinder 21a tends to be in a state (low homogeneous state) in which an air-fuel mixture (hereinafter, rich air-fuel mixture) in which the ratio of fuel is locally concentrated is present.
  • rich air-fuel mixture an air-fuel mixture
  • the equivalent ratio is higher than a certain value (rich), that is, when the ratio of fuel becomes high, the amount of PM produced increases.
  • PM generation can be estimated by estimating the air-fuel mixture distribution in the cylinder 21a.
  • this air-fuel mixture distribution there is a method of estimating the air-fuel mixture distribution using the probability density function of the mixed fraction space.
  • Beta function is one of the probability density functions.
  • the beta function P (Z) in the mixed fraction space is obtained by the following equations 1 to 4. [Equation 1] [Equation 2] [Equation 3] [Equation 4]
  • Z is the mixed fraction [-]
  • Z ave is the in-cylinder average value of the mixed fraction
  • ⁇ is the variance of the mixed fraction
  • a / F is the air-fuel ratio
  • a and b are the distribution constants. Is shown.
  • FIG. 6 is a diagram showing the distribution of beta functions.
  • the beta function P (Z) becomes convex upward, convex downward, or mixed fraction Z depending on the combination of the in-cylinder average value Z ave of the mixed fraction and the variance ⁇ of the mixed fraction.
  • a distribution such as monotonous decrease can be obtained.
  • a state in which fuel and air are mixed well high homogeneous state
  • the ⁇ a 1
  • Z ave b 1
  • beta function P (Z) becomes convex upward.
  • the state in which fuel and air are separated in cylinder 21a low homogeneous state)
  • ⁇ a 2
  • Z ave In b 2
  • beta function P (Z) becomes convex downward.
  • the in-cylinder average value Z ave of the mixed fraction can be given from the average air-fuel ratio A / F of the in-cylinder 21a.
  • the average air-fuel ratio A / F is set to 14.7 as the ideal air-fuel ratio has been described, but the present invention is not limited to this.
  • the important parameter when estimating the state of the air-fuel mixture in the probability density function is the variance ⁇ . If the change in dispersion can be calculated based on the operating conditions of the vehicle and the amount of operation of each actuator such as the injector 27 and the spark plug 26, the state of the air-fuel mixture distribution in the cylinder 21a can be calculated by the probability density function. ..
  • FIG. 7 is a flowchart showing the calculation operation of the scattering degree of the air-fuel mixture distribution in the scattering degree calculation processing unit 201.
  • the dispersion degree calculation processing unit 201 acquires the operating conditions of the internal combustion engine 2 (step S11).
  • the dispersion degree calculation processing unit 201 acquires output information of various sensors, an operation amount of each actuator, and the like as operating conditions of the internal combustion engine 2.
  • the output information and the amount of operation of the sensor include, for example, the rotation speed Ne, the fuel injection pulse ti, the fuel injection start timing ⁇ SOI , the ignition timing ⁇ ADV, and the like.
  • the rotation speed Ne is the rotation speed of the crankshaft 23, and the fuel injection pulse ti is a period during which fuel is injected from the injector 27. Further, the fuel injection start time ⁇ SOI is a time when fuel injection is started from the injector 27 with respect to the crank angle.
  • the ignition timing ⁇ ADV is the timing at which the spark plug 26 ignites the air-fuel mixture in the cylinder 21a with respect to the crank angle.
  • the rotation speed Ne is acquired based on the detection information of the crank angle sensor 29.
  • the fuel injection pulse ti and the fuel injection start time ⁇ SOI are known as the control amount of the injector 27, and the ignition timing ⁇ ADV is known as the control amount of the spark plug 26.
  • the scattering degree calculation processing unit 201 calculates the rotation period ct based on the acquired rotation speed Ne (step S12).
  • the rotation cycle tc [s] is calculated by the following equation 5 using the rotation speed Ne [rpm]. [Equation 5]
  • the scatter degree calculation processing unit 201 calculates the fuel injection end time ⁇ EOI [ATDC] (step S13).
  • the fuel injection end time ⁇ EOI is calculated by the following equation 6 using the fuel injection pulse ti [s], the fuel injection start time ⁇ SOI [ATDC], and the rotation speed Ne [rpm]. [Equation 6]
  • the scatter degree calculation processing unit 201 calculates the mixing time tm (step S14).
  • the mixing time tm represents the time from the end of fuel injection to ignition.
  • the mixing time tm [s] is calculated by the following equation 7 using the ignition timing ⁇ ADV [ATDC], the rotation speed Ne [rpm], and the fuel injection end time ⁇ EOI [ATDC]. [Equation 7]
  • the dispersion degree calculation processing unit 201 calculates the dispersion degree of the air-fuel mixture distribution, that is, the variance ⁇ (step S15).
  • the degree of dispersion ⁇ of the air-fuel mixture distribution is calculated by the following equation 8 using the mixing time tm [s]. [Equation 8]
  • the degree of dispersion ⁇ of the air-fuel mixture distribution can be calculated more accurately from the following equation 9 by using the injection pulse ti [s], the rotation period ct [s], and the mixing time tm [s]. [Equation 9]
  • FIG. 8 is an explanatory view showing the shape of the spray in the central cross section of the fuel spray injected from the injector 27.
  • the fuel injected from the injector 27 is sprayed in a substantially conical shape. Therefore, the central cross section of the fuel spray is triangular.
  • the spray tip speed u tip is calculated by the following equation 10. [Equation 10] U 0 shown in the formula 10 is the initial velocity [m / s] of the injection, and t is the injection time [s].
  • Equation 11 ⁇ in Equation 11 is the injection angle [rad]
  • ti the fuel injection pulse [s].
  • the initial position of the spray at the end of injection can be calculated by a function of the initial injection speed u 0 , the injection time t, and the injection angle ⁇ .
  • the initial injection speed u 0 the injection angle
  • the initial position of the spray at the end of injection is a function of the fuel injection pulse ti. Therefore, by using the fuel injection pulse ti, that is, the period during which the fuel is injected, the degree of dispersion ⁇ of the air-fuel mixture distribution in the cylinder 21a can be estimated in consideration of the initial distribution of the fuel. As a result, the calculation accuracy of the degree of dispersion ⁇ of the air-fuel mixture distribution can be improved by the fuel injection pulse ti.
  • FIG. 9 is an explanatory diagram showing the vaporization rate of fuel after fuel injection.
  • the SOI in FIG. 9 indicates the start time of fuel injection, and the EOI indicates the end time of fuel injection.
  • the vaporization rate of the fuel increases from 0 when the injection is completed and the EOI is completed. Then, the time from the end time EOI of the fuel injection until the vaporization rate becomes 1 is the delay time until the start of mixing, that is, the time that occurs until the fuel evaporates (evaporation delay time).
  • a model formula in which the evaporation rate is regulated by the ratio of the saturated vapor pressure of the fuel to the pressure is shown in the following formula 12. [Equation 12]
  • Equation 13 shows a model equation in which the temperature change during the intake stroke is controlled by the heat transfer of the wall surface of the cylinder 21a.
  • ⁇ f is the gas density of the fuel component [kg / m 3 ]
  • ⁇ l is the liquid density of the fuel component [kg / m 3 ]
  • D is the nucleic acid coefficient [m 2 / s 2 ]
  • d is the particle size [m 2 / s 2 ].
  • m] ⁇ s, f are saturated gas pressure [Pa]
  • M is the mass [kg] of the cylinder 21a
  • C p is the constant pressure specific heat [J / Kg / K]
  • ⁇ is the heat transfer rate [W / m 2 / K] and S are the surface area [m 2 ] of the cylinder 21a
  • T is the gas temperature [K]
  • T w is the wall surface temperature [K].
  • Equation 14 shows that the evaporation delay time shown in FIG. 9 is a function of the rotation cycle tc.
  • the evaporation delay time can be obtained by using the rotation cycle tk.
  • the degree of dispersion ⁇ of the air-fuel mixture distribution in the cylinder 21a can be estimated in consideration of the evaporation delay time of the formed spray. Therefore, the calculation accuracy of the degree of dispersion ⁇ of the air-fuel mixture distribution can be improved by the rotation period tc.
  • FIG. 10 shows the mixing fraction of the cylinder 21a immediately after fuel injection and at the ignition timing.
  • the solid line shown in FIG. 10 shows the mixing fraction immediately after fuel injection, and the dotted line shows the mixing fraction at the ignition timing.
  • Equation 16 Equation 16
  • the turbulent diffusion coefficient D can be expressed by the following equation 18 using the turbulent energy k and the turbulent energy dissipation rate ⁇ . [Equation 18] Re is a Reynolds number.
  • Equation 19 the variance ⁇ of the air-fuel mixture distribution in the real space is obtained by the following equation 19.
  • FIGS. 11 to 13 show the calculation operation of the fuel adhesion ratio and the PM generation characteristics in the fuel adhesion ratio calculation processing unit 202.
  • FIG. 11 is a diagram showing a state of adhesion of fuel in the cylinder 21a.
  • FIG. 12 is a flowchart showing the calculation operation of the fuel adhesion ratio in the fuel adhesion ratio calculation processing unit 202.
  • the fuel adhesion ratio calculation processing unit 202 acquires the operating conditions of the internal combustion engine 2 (step S21).
  • the fuel adhesion ratio calculation processing unit 202 acquires output information of various sensors, an operating amount of each actuator, and the like as operating conditions of the internal combustion engine 2.
  • the sensor output information and the amount of operation include, for example, the exhaust valve timing ⁇ evic , the intake pressure Pi, the fuel pressure Pf which is the pressure applied to the fuel from the injector 27, the fuel injection start time ⁇ SOI , the fuel injection pulse ti, and the rotation speed Ne. Cooling water temperature Tw or the like.
  • the intake pressure Pi is the pressure at which the cylinder 21 flows into the cylinder 21a, and is acquired based on the measurement information measured by the intake pressure sensor 43.
  • the rotation speed Ne is acquired based on the detection information of the crank angle sensor 29.
  • the exhaust valve timing ⁇ evc is the opening / closing timing of the exhaust valve 25.
  • the fuel injection pulse ti, fuel pressure P, and fuel injection start time ⁇ SOI are known as the control amount of the injector 27, and the exhaust valve timing ⁇ evc is known as the control amount of the injector 27 and the exhaust valve 25, respectively.
  • the cooling water temperature Tw is acquired from the cooling water sensor 28 provided in the cylinder 21.
  • the fuel adhesion ratio calculation processing unit 202 determines the cylinder based on the exhaust valve timing ⁇ evic , the intake pressure Pi, the fuel pressure Pf, the fuel injection start time ⁇ SOI , the fuel injection pulse ti, the rotation speed Ne, and the cooling water temperature Tw.
  • the ratio (fuel adhesion ratio) ⁇ of the amount of fuel adhering to the wall surface of the inner 21a and the crown surface 22a of the piston 22 is calculated (step S22).
  • the fuel adhesion ratio ⁇ is calculated by the following formula 20.
  • the rotation cycle tc is calculated by the above-mentioned equation 5 based on the rotation speed Ne. [Equation 20]
  • the fuel adhesion ratio ⁇ is calculated as a function of the exhaust valve timing ⁇ evic , the intake pressure Pi, the fuel pressure Pf, the fuel injection start time ⁇ SOI , the fuel injection pulse ti, the rotation cycle tk, and the cooling water temperature Tw. be able to.
  • the calculation operation of the fuel adhesion ratio ⁇ in the fuel adhesion ratio calculation processing unit 202 is completed.
  • Fuel Adhesion Control Factors Next, the fuel adhesion control factors in the in-cylinder injection type internal combustion engine 2 will be described.
  • the following factors can be considered as control factors for fuel adhesion in the in-cylinder injection type internal combustion engine 2.
  • the temperature and pressure of the air-fuel mixture in the cylinder 21a affect the penetration (injection distance) of the fuel as a factor of the state of the air-fuel mixture in the cylinder.
  • a fuel evaporation factor it is considered that the wall surface temperature and the vaporization temperature affect the evaporation of the attached fuel.
  • Spray tip distance S is, the pressure difference [Delta] P L of the fuel pressure and ambient gas, based on the elapsed time t after the ejection ambient gas density [rho A, the fuel is calculated by the following equation 21. [Equation 21]
  • Equation 21 the spray tip distance S is, the pressure difference [Delta] P L of the fuel pressure and ambient gas, to be dependent on the ambient gas density [rho A seen. Further, the relationship shown in the following equation 22 can be obtained from the gas state equation. In the formula 22, T is the temperature of the cylinder 21a, P is the pressure of the cylinder 21a, and R is the gas constant. [Equation 22]
  • the injection tip distance S has a negative correlation with the pressure P of the ambient gas and has a sex correlation with the temperature T.
  • VVT Variable valve timing mechanism
  • one of the causes of the change in the pressure P in the cylinder 21a is, for example, the change in the intake pressure due to the adjustment of the opening degree of the throttle valve 41 performed for controlling the intake air amount.
  • the opening degree of the throttle valve 41 becomes small, the intake pressure decreases, and the pressure P in the cylinder 21a decreases.
  • the injection tip distance S becomes longer.
  • FIG. 13 is a diagram showing the position of the piston 22 and the state of fuel adhesion.
  • the relative positional relationship between the tip position of the injected fuel at the end time of fuel injection and the piston 22 is important. As shown in FIG. 13, when the fuel N1 is injected at a position where the distance between the piston 22 and the injector 27 is close, the injected fuel N1 reaches the crown surface 22a of the piston 22. Therefore, the fuel N3 adhering to the crown surface 22a of the piston 22 increases.
  • the injection tip distance S is proportional to the fuel pressure Pf and the elapsed time t from the injection. Further, the elapsed time t from the injection can be calculated from the fuel injection pulse ti, which is the injection period. Therefore, the injection tip distance S can be calculated from the fuel injection pulse ti. Further, the position of the piston 22 is uniquely determined by the crank angle detected by the crank angle sensor 29.
  • FIG. 14 is a flowchart showing a temperature / pressure history calculation operation in the temperature / pressure state calculation processing unit 203.
  • the temperature / pressure state calculation processing unit 203 acquires the operating conditions of the internal combustion engine 2 (step S31).
  • the dispersion degree calculation processing unit 201 acquires output information of various sensors, an operation amount of each actuator, and the like as operating conditions of the internal combustion engine 2. Examples of the output information and the amount of operation of the sensor include the intake pressure Pi, the intake temperature Ti, and the in-cylinder volume V.
  • the intake air temperature Ti is the temperature of the air taken into the cylinder 21, and is acquired based on the measurement information measured by the intake air temperature sensor 44.
  • the intake pressure Pi is the pressure at which the intake pressure Pi is taken into the cylinder 21, and is acquired based on the measurement information measured by the intake pressure sensor 43.
  • the in-cylinder volume V is acquired based on the detection information of the crank angle sensor 29.
  • the temperature / pressure state calculation processing unit 203 calculates the in-cylinder pressure (hereinafter referred to as the ignition timing in-cylinder pressure) PADV at the ignition timing (step S32).
  • the temperature / pressure state calculation processing unit 203 includes the intake pressure Pi, the in-cylinder volume V, the ignition timing in-cylinder volume V ( ⁇ ADV ), and the in-cylinder volume at the time when the intake valve 24 is closed (hereinafter, intake air).
  • the ignition timing in-cylinder pressure PADV is calculated by the following equation 23 based on V ( ⁇ IVC ) (called the valve closing timing in-cylinder volume). [Equation 23]
  • the ignition timing in-cylinder volume V ( ⁇ ADV ) and the intake valve closing timing in-cylinder volume V ( ⁇ IVC ) may be preset constants. Further, the ignition timing cylinder internal volume V ( ⁇ ADV ) and the intake valve closing timing tubular internal volume V ( ⁇ IVC ) may be calculated for each cycle based on the detection information of the crank angle sensor 29. In this case, the accuracy of calculating the ignition timing in-cylinder pressure PADV can be improved.
  • the temperature / pressure state calculation processing unit 203 calculates the in-cylinder pressure history Papp (step S33).
  • the temperature / pressure state calculation processing unit 203 sets the following equation 24 and based on the ignition timing in-cylinder pressure P ADV , the in-cylinder volume V, the ignition timing in-cylinder volume V ( ⁇ ADV ), and the specific heat ratio ⁇ .
  • the in-cylinder pressure history Papp is calculated by the equation 25.
  • Equation 24 [Equation 25]
  • a and m are constants
  • Q f is the total calorific value
  • ⁇ burn is the combustion period. From equations 24 and 25, the pressure inside the cylinder 21a can be calculated including during the combustion period.
  • the specific heat ratio ⁇ may be a preset constant, or may be obtained by another method.
  • the temperature / pressure state calculation processing unit 203 calculates the ignition timing temperature TADV (step S34).
  • the temperature / pressure state calculation processing unit 203 ignites based on the intake air temperature Ti, the ignition timing cylinder internal volume V ( ⁇ ADV ), the intake valve closing timing tubular internal volume V ( ⁇ IVC ), and the specific heat ratio. Calculate the timing temperature T ADV . [Equation 26]
  • the temperature / pressure state calculation processing unit 203 calculates the product MR of the in-cylinder air mass and the gas constant based on the ignition timing in-cylinder pressure P ADV , the ignition timing in-cylinder volume V ( ⁇ ADV ), and the ignition timing temperature T ADV . Then, the calculation is performed by the following equation 27 (step S35). [Equation 27]
  • the temperature / pressure state calculation processing unit 203 calculates the in-cylinder gas temperature history Tave ( ⁇ ), which is the temperature history of the air-fuel mixture in the in-cylinder 21a (step S36).
  • the temperature / pressure state calculation processing unit 203 uses the following equation 28 to formulate the in-cylinder gas temperature based on the in-cylinder pressure history Papp , the in-cylinder volume V, and the product MR of the in-cylinder air mass and the gas constant.
  • the history Tave ( ⁇ ) is calculated. [Equation 28]
  • the temperature / pressure history calculation operation in the temperature / pressure state calculation processing unit 203 is completed.
  • the pressure in the cylinder 21a and the gas temperature in the cylinder of the air-fuel mixture which change variously depending on the operating conditions, can be calculated, so that the PM calculation accuracy described later can be improved.
  • FIG. 15 is a graph showing the relationship between the air-fuel mixture ratio and the fuel concentration.
  • the production of PM largely depends on the proportion of the air-fuel mixture.
  • the ratio of the air-fuel mixture largely depends on the generation of PM is mixture mixture due to the distribution resulting from the probability density function P 1 and (Z), the fuel deposition due probability density function due to fuel adhesion It increases at P 2 (Z).
  • the average reaction rate W ( ⁇ ) [g / m 3 ⁇ s] of PM is determined by the following equation 20 according to the air-fuel mixture-induced probability density function P 1 (Z) and the fuel adhesion-induced probability density function P 2 (Z). Can be calculated.
  • Equation 29 w 1 is the reaction rate due to the air-fuel mixture [g / m 3 ⁇ s]
  • w 2 is the reaction rate due to fuel adhesion [g / m 3 ⁇ s]
  • Z is the mixing fraction
  • T is the temperature [K].
  • p is the pressure [pa].
  • the air-fuel mixture-induced probability density function P 1 (Z) is calculated by the above equation 1. Further, the fuel adhesion-induced probability density function P 2 (Z) is a fixed value set in advance as a probability density function having a certain size.
  • the air-fuel mixture-induced probability density function P 1 (Z) and the fuel adhesion-induced probability density function P 2 (Z) are weighted by the fuel adhesion ratio ⁇ calculated by the above-mentioned equation 20. It is summed up. As a result, the ratio of the air-fuel mixture from the cold state to the warm state in the internal combustion engine 2 can be accurately detected.
  • Figure 16 shows the air-fuel mixture caused the reaction rate w 1 map is a characteristic diagram showing an air-fuel mixture caused the reaction rate w 1 on the map represented in that the gas mixture the reaction gas temperature distribution constant a.
  • the reaction rate w1 caused by the air-fuel mixture is mapped with the reaction gas temperature as the horizontal axis and the distribution constant a as the vertical axis.
  • FIG. 17 shows a fuel adhesion due kinetics w 2 map is a characteristic diagram showing the relationship of the reaction gas temperature and fuel adhesion due kinetics w 2 is the air-fuel mixture.
  • the characteristic diagrams shown in FIGS. 16 and 17 are created in advance and stored in a storage unit such as a ROM 103. Thus, it is possible to shorten the calculation time of the mixture resulting from the reaction rate w 1 and the fuel deposition due kinetics w 2.
  • FIG. 18 is a flowchart showing a PM emission amount calculation operation in the PM emission amount calculation processing unit 204.
  • the PM emission amount calculation processing unit 204 calculates the distribution constant a (step S41).
  • the PM emission amount calculation processing unit 204 uses the distribution constant a from the above equation 3 based on the in-cylinder average value Zave of the mixed fraction and the variance ⁇ calculated by the dispersion degree calculation processing unit 201. Is calculated.
  • the PM emission amount calculation processing unit 204 calculates the air-fuel mixture-induced reaction rate w 1 and the fuel adhesion-induced reaction rate w 2 (step S42).
  • the PM emission calculation processing unit 204 uses the maps shown in FIGS. 16 and 17 based on the distribution constant a calculated in the process of step S41 and the reaction gas temperature Tb, and causes the air-fuel mixture.
  • the reaction rate w 1 and the reaction rate w 2 due to fuel adhesion are calculated.
  • the reaction gas temperature Tb is obtained from the in-cylinder gas temperature history Tave ( ⁇ ) calculated by the temperature / pressure state calculation processing unit 203.
  • step S43 the PM emission amount calculation processing unit 204 calculates the PM emission amount (step S43).
  • step S43 PM emission amount calculation processing section 204 first calculates the average reaction rate W of the PM from the equation 29 described above ( ⁇ ) [g / m 3 ⁇ s].
  • step S43 the PM emission amount calculation processing unit 204 integrates the average reaction rate W ( ⁇ ) of PM with the crank angle ⁇ from the ignition timing ⁇ ADV to the exhaust valve opening timing ⁇ EVO , as shown in the following equation 30. [Equation 30]
  • the PM emission amount calculation processing unit 204 can calculate the PM emission amount PMcycle [g] per cycle.
  • the PM emission amount calculation processing unit 204 calculates the PM concentration PMout [g / m 3 ] in the standard state (25 ° C., 100 kPa) by the following formula 31. Further, as shown in Equation 31, the calculation of PM concentration PMout [g / m 3], the in-cylinder pressure history P app of temperature and pressure state calculation processing unit 203 is calculated is used. [Equation 31]
  • the PM emission amount calculation operation in the PM emission amount calculation processing unit 204 is completed.
  • the reaction rate and PM emission of PM from the cold state to the warm state in the internal combustion engine 2 can be accurately estimated. ..
  • the reaction rate of PM and the amount of PM emission may be calculated using only the fuel adhesion ratio ⁇ and the fuel adhesion cause probability density function P 2 (Z), or the internal combustion engine 2 may calculate.
  • FIG. 19 is a schematic view showing the internal state of the GPF 35 and the PM flowing into the GPF 35.
  • PM deposition amount PM collection amount-PM combustion amount
  • FIG. 20 is a flowchart showing a PM accumulation amount calculation operation in the PM accumulation amount calculation processing unit 205.
  • FIG. 21 is a characteristic diagram showing the relationship between the upstream temperature of GPF35 and the PM combustion rate
  • FIG. 22 is a characteristic diagram showing the relationship between the excess air ratio and the PM combustion rate correction coefficient A.
  • the PM accumulation amount calculation processing unit 205 calculates the amount of PM flowing into the GPF 35 (step S51).
  • PM accumulation amount calculation processing section 205 calculates [g / m 3], based on the exhaust gas flow Q EXH [m 3 / s] ,
  • the PM inflow amount PM usGPF [g / s] is calculated by the following formula 32. [Equation 32]
  • the exhaust flow rate Q EXH [m 3 / s] is obtained from the intake air amount Q in [m 3 / s] measured by the air flow sensor 42 attached to the intake pipe 31.
  • the PM deposition amount calculation processing unit 205 calculates the amount of PM collected in the GPF 35, that is, the PM collection amount (step S52).
  • PM accumulation amount calculation processing section 205 based on the PM inflow PM usGPF [g / s] and PM trapping efficiency eta adp, PM collecting quantity PMadp [g / s] of the following formula 33 Calculated by [Equation 33]
  • the PM collection efficiency ⁇ app is preset and stored in the ROM 103.
  • the PM accumulation amount calculation processing unit 205 acquires the PM combustion rate Vburn [g / s] based on the PM combustion rate map preset and stored in the ROM 103 and the upstream temperature of the GPF 35 (step S53). ..
  • the upstream temperature [K] of the GPF 35 is a temperature detected by the GPF upstream temperature sensor 47 provided on the upstream side of the GPF 35.
  • the PM combustion speed map is shown in FIG. In FIG. 21, the horizontal axis shows the upstream temperature of GPF35, and the vertical axis shows the PM combustion rate. As shown in FIG. 21, the PM combustion rate increases as the upstream temperature of the GPF 35 rises.
  • the PM deposition amount calculation processing unit 205 acquires the correction coefficient A (step S54).
  • the PM accumulation amount calculation processing unit 205 has the PM combustion rate correction coefficient map preset and stored in the ROM 103, and the air excess rate ⁇ detected by the air-fuel ratio sensor 46 provided in the exhaust pipe 32. Based on, the PM combustion rate correction coefficient A is acquired.
  • the PM combustion speed correction coefficient map is shown in FIG. In FIG. 22, the horizontal axis shows the excess air ratio ⁇ , and the vertical axis shows the PM combustion rate correction coefficient A. Considering that the PM combustion rate increases due to the increase in the oxygen concentration in the exhaust gas, as shown in FIG. 22, in the PM combustion rate correction coefficient map, the PM combustion rate correction coefficient increases as the excess air ratio ⁇ increases. A is increasing.
  • the PM accumulation amount calculation processing unit 205 calculates the PM combustion amount (step S55).
  • the PM accumulation amount calculation processing unit 205 uses the PM combustion rate Vburn [g / s] per second and the PM combustion rate correction coefficient A to determine the PM combustion amount PMburn [g / s]. It is calculated by the following formula 34. [Equation 34]
  • the PM deposit amount calculation processing unit 205 calculates the PM deposit amount (step S55).
  • the PM accumulation amount calculation processing unit 205 sets the PM accumulation amount PMload (n) in the nth cycle (current cycle) to the PM accumulation amount PMload (n-1) in the n-1 cycle (pre-cycle). ), PM collection amount PMadp, PM combustion amount PMburn, and unit time ⁇ t, calculated from the following equation 35. [Equation 35]
  • the PM emission amount calculation processing unit 204 described above can calculate an accurate PM emission amount, and further, by calculating the PM collection amount collected by the GPF35 and the PM combustion amount burned inside the GPF35, the GPF35 can be obtained. The amount of PM deposited can be calculated accurately.
  • FIG. 23 is a flowchart showing a determination operation of the reproduction control command in the reproduction control processing unit 206.
  • the reproduction control processing unit 206 determines whether or not to perform reproduction control (step S61). In the process of step S61, when the reproduction control processing unit 206 determines that the reproduction control is not performed (NO determination in step S61). Then, the reproduction control processing unit 206 ends the determination operation.
  • step S61 when it is determined that the reproduction control is performed (YES determination in step S61), the reproduction control processing unit 206 outputs a reproduction control command (step S62). As a result, the determination operation of the reproduction control command in the reproduction control processing unit 206 is completed.
  • the regeneration control processing unit 206 determines whether or not the PM accumulation amount PM load calculated by the PM accumulation amount calculation processing unit 205 described above exceeds the PM accumulation allowance stored in the ROM 103 or the like. to decide. Further, in the determination process of step S61, the reproduction control processing unit 206 determines whether or not the temperature measured by the GPF upstream temperature sensor 47 exceeds the GPF allowable temperature in which the ROM 103 or the like is stored.
  • the regeneration control processing unit 206 issues a lean burn control command and a fuel cut prohibition command.
  • the lean burn control command is a command that controls the throttle valve 41 and the injector 27 so that the combustion exceeds the ideal air-fuel ratio.
  • the fuel cut prohibition command is a command for controlling the injector 27 and prohibiting the stop of the fuel supply to the cylinder 21a of the cylinder 21.
  • the amount of PM flowing into the GPF 35 is accurately calculated in consideration of the degree of dispersion ⁇ of the air-fuel mixture distribution, the fuel adhesion ratio ⁇ , and the reaction gas temperature Tb. can do.
  • the regeneration control of the GPF 35 can be performed at an appropriate timing, and it is possible to prevent the GPF 35 from being damaged due to excessive accumulation of PM.
  • GPF upstream temperature sensor 48 ... Differential pressure sensor, 101 ... CPU ( Control unit), 102 ... RAM, 103 ... ROM (storage unit), 104 ... input / output port, 105 ... input circuit (reception unit), 110 ... GPF control unit (control unit), 201 ... scatter degree calculation processing unit, 202 ... Fuel adhesion ratio calculation processing unit, 203 ... Temperature and pressure state calculation processing unit, 204 ... PM emission amount calculation processing unit, 205 ... PM accumulation amount calculation processing unit, 206 ... Regeneration control processing unit

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)

Abstract

L'invention concerne un dispositif de commande de moteur à combustion interne grâce auquel l'état d'un mélange air-carburant dans un cylindre peut être estimé précisément. Ce dispositif de commande de moteur à combustion interne (10) est pourvu d'unités de commande (101) et (110) destinées à acquérir une synchronisation d'allumage à laquelle une bougie d'allumage allume un mélange air-carburant à l'intérieur d'un cylindre et une synchronisation de début d'injection de carburant à laquelle un injecteur commence à injecter du carburant dans le cylindre. Les unités de commande (101) et (110) calculent un degré de variation de la distribution du mélange air-carburant dans le cylindre sur la base de la synchronisation d'allumage et de la synchronisation de début d'injection de carburant.
PCT/JP2020/004728 2019-03-27 2020-02-07 Dispositif de commande de moteur à combustion interne WO2020195223A1 (fr)

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Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH1150897A (ja) * 1997-07-31 1999-02-23 Toyota Motor Corp 燃料噴射装置
JP2002332849A (ja) * 2001-05-07 2002-11-22 Mazda Motor Corp 火花点火式直噴エンジンの制御装置
JP2002371893A (ja) * 2001-06-15 2002-12-26 Toyota Motor Corp 内燃機関の制御装置
JP2008121494A (ja) * 2006-11-10 2008-05-29 Toyota Motor Corp 内燃機関の制御装置
JP2008232073A (ja) * 2007-03-22 2008-10-02 Nissan Diesel Motor Co Ltd 排気浄化装置
JP2010121606A (ja) * 2008-11-21 2010-06-03 Mitsubishi Fuso Truck & Bus Corp エンジン制御パラメータの最適化方法
JP2010121605A (ja) * 2008-11-21 2010-06-03 Mitsubishi Fuso Truck & Bus Corp エンジン制御パラメータ最適化方法
JP2014105652A (ja) * 2012-11-28 2014-06-09 Toyota Motor Corp 機関制御装置

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2007315383A (ja) 2006-04-24 2007-12-06 Toyota Central Res & Dev Lab Inc 火花点火式内燃機関

Patent Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH1150897A (ja) * 1997-07-31 1999-02-23 Toyota Motor Corp 燃料噴射装置
JP2002332849A (ja) * 2001-05-07 2002-11-22 Mazda Motor Corp 火花点火式直噴エンジンの制御装置
JP2002371893A (ja) * 2001-06-15 2002-12-26 Toyota Motor Corp 内燃機関の制御装置
JP2008121494A (ja) * 2006-11-10 2008-05-29 Toyota Motor Corp 内燃機関の制御装置
JP2008232073A (ja) * 2007-03-22 2008-10-02 Nissan Diesel Motor Co Ltd 排気浄化装置
JP2010121606A (ja) * 2008-11-21 2010-06-03 Mitsubishi Fuso Truck & Bus Corp エンジン制御パラメータの最適化方法
JP2010121605A (ja) * 2008-11-21 2010-06-03 Mitsubishi Fuso Truck & Bus Corp エンジン制御パラメータ最適化方法
JP2014105652A (ja) * 2012-11-28 2014-06-09 Toyota Motor Corp 機関制御装置

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