WO2022123861A1 - 内燃機関制御装置 - Google Patents

内燃機関制御装置 Download PDF

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Publication number
WO2022123861A1
WO2022123861A1 PCT/JP2021/034945 JP2021034945W WO2022123861A1 WO 2022123861 A1 WO2022123861 A1 WO 2022123861A1 JP 2021034945 W JP2021034945 W JP 2021034945W WO 2022123861 A1 WO2022123861 A1 WO 2022123861A1
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WO
WIPO (PCT)
Prior art keywords
energization
ignition
internal combustion
combustion engine
control circuit
Prior art date
Application number
PCT/JP2021/034945
Other languages
English (en)
French (fr)
Japanese (ja)
Inventor
英一郎 大畠
Original Assignee
日立Astemo株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
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Publication date
Application filed by 日立Astemo株式会社 filed Critical 日立Astemo株式会社
Priority to JP2022568058A priority Critical patent/JP7412599B2/ja
Priority to CN202180073254.4A priority patent/CN116529477A/zh
Publication of WO2022123861A1 publication Critical patent/WO2022123861A1/ja

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P3/00—Other installations
    • F02P3/02—Other installations having inductive energy storage, e.g. arrangements of induction coils
    • F02P3/04—Layout of circuits
    • F02P3/045—Layout of circuits for control of the dwell or anti dwell time
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P3/00—Other installations
    • F02P3/02—Other installations having inductive energy storage, e.g. arrangements of induction coils
    • F02P3/04—Layout of circuits
    • F02P3/05—Layout of circuits for control of the magnitude of the current in the ignition coil
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P9/00—Electric spark ignition control, not otherwise provided for
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

Definitions

  • the present invention relates to an internal combustion engine control device.
  • Patent Document 1 discloses an ignition device for an internal combustion engine that uses two igniter switches, a capacitor, and a diode to recover and consume excess current.
  • An object of the present invention is to consider the above-mentioned problems and to suppress an increase in the volume of the ignition coil while suppressing an ignition failure of the internal combustion engine.
  • the internal combustion engine control device of the present invention generates an electromotive force when the primary side coil and the primary side coil are energized. And an internal combustion engine having a spark plug connected to a secondary coil.
  • This internal combustion engine control device is connected in parallel with the first energization control circuit that controls the energization of the primary coil and the first energization control circuit, and is connected in parallel to the second energization control that controls the energization of the primary coil. Equipped with a circuit.
  • the energization OFF timing of the first energization control circuit and the energization OFF timing of the second energization control circuit are set. It is provided with an ignition control unit that controls the internal combustion engine so as to provide a time difference. Then, the ignition control unit performs the energization OFF timing of the first energization control circuit and the second energization control circuit before the end of the discharge by the spark plug.
  • the internal combustion engine control device having the above configuration, it is possible to suppress ignition failure of the internal combustion engine while suppressing an increase in the volume of the ignition coil. Issues, configurations and effects other than those described above will be clarified by the following description of the embodiments.
  • FIG. 1 It is an overall block diagram which shows the basic structure example of the internal combustion engine which concerns on 1st Embodiment of this invention. It is a partially enlarged view explaining the spark plug which concerns on 1st Embodiment of this invention. It is a functional block diagram explaining the functional structure of the control device of the internal combustion engine which concerns on 1st Embodiment of this invention. It is a figure explaining the relationship between the operating state of the internal combustion engine which concerns on 1st Embodiment of this invention, and the gas flow rate around a spark plug.
  • a and B are diagrams for explaining the relationship between the discharge path and the flow velocity between the electrodes of the spark plug according to the first embodiment of the present invention. It is a figure explaining the electric circuit including the conventional ignition coil.
  • FIG. 1 is an overall configuration diagram showing a basic configuration example of an internal combustion engine according to the first embodiment of the present invention.
  • the internal combustion engine 100 shown in FIG. 1 may have a single cylinder or a plurality of cylinders, but in the embodiment, the internal combustion engine 100 having four cylinders will be described as an example.
  • the air sucked from the outside passes through the air cleaner 110, the intake pipe 111, and the intake manifold 112.
  • the air that has passed through the intake manifold 112 flows into each cylinder 150 when the intake valve 151 is opened.
  • the amount of air flowing into each cylinder 150 is adjusted by the throttle valve 113.
  • the amount of air adjusted by the throttle valve 113 is measured by the flow rate sensor 114.
  • the throttle valve 113 is provided with a throttle opening sensor 113a that detects the opening of the throttle.
  • the opening information of the throttle valve 113 detected by the throttle opening sensor 113a is output to the control device (Electronic Control Unit: ECU) 1.
  • ECU Electronic Control Unit
  • an electronic throttle valve driven by an electric motor is applied as the throttle valve 113.
  • a throttle valve according to another method may be applied as long as the flow rate of air can be appropriately adjusted.
  • the temperature of the gas flowing into each cylinder 150 is detected by the intake air temperature sensor 115.
  • a crank angle sensor 121 is provided on the radial outer side of the ring gear 120 attached to the crankshaft 123.
  • the crank angle sensor 121 detects the rotation angle of the crankshaft 123.
  • the crank angle sensor 121 detects the rotation angle of the crankshaft 123 every 10 ° and every combustion cycle.
  • a water temperature sensor 122 is provided on the water jacket (not shown) of the cylinder head.
  • the water temperature sensor 122 detects the temperature of the cooling water of the internal combustion engine 100.
  • the vehicle is provided with an accelerator position sensor (Accelerator Position Sensor: APS) 126 that detects the displacement amount (depression amount) of the accelerator pedal 125.
  • the accelerator position sensor 126 detects the torque required by the driver.
  • the driver's required torque detected by the accelerator position sensor 126 is output to the control device 1 described later.
  • the control device 1 controls the throttle valve 113 based on this required torque.
  • the fuel stored in the fuel tank 130 is sucked and pressurized by the fuel pump 131.
  • the fuel sucked and pressurized by the fuel pump 131 is adjusted to a predetermined pressure by the pressure regulator 132 provided in the fuel pipe 133.
  • the fuel adjusted to a predetermined pressure is injected into each cylinder 150 from the fuel injection device (injector) 134.
  • the excess fuel after the pressure is adjusted by the pressure regulator 132 is returned to the fuel tank 130 via the return pipe (not shown).
  • the control of the fuel injection device 134 is performed based on the fuel injection pulse (control signal) of the fuel injection control unit 82 of the control device 1 described later.
  • the cylinder head (not shown) of the internal combustion engine 100 is provided with a combustion pressure sensor (Cylinder Pressure Sensor: CPS, also referred to as an in-cylinder pressure sensor) 140.
  • the combustion pressure sensor 140 is provided in each cylinder 150 and detects the pressure (combustion pressure) in the cylinder 150.
  • a piezoelectric type or gauge type pressure sensor is applied as the combustion pressure sensor 140. Thereby, the combustion pressure (in-cylinder pressure) in the cylinder 150 can be detected over a wide temperature range.
  • An exhaust valve 152 and an exhaust manifold 160 are attached to each cylinder 150.
  • exhaust gas is discharged from the cylinder 150 to the exhaust manifold 160.
  • the exhaust manifold 160 discharges the burned gas (exhaust gas) to the outside of the cylinder 150.
  • a three-way catalyst 161 is provided on the exhaust side of the exhaust manifold 160. The three-way catalyst 161 purifies the exhaust gas. The exhaust gas purified by the three-way catalyst 161 is discharged to the atmosphere.
  • An upstream air-fuel ratio sensor 162 is provided on the upstream side of the three-way catalyst 161.
  • the upstream air-fuel ratio sensor 162 continuously detects the air-fuel ratio of the exhaust gas discharged from each cylinder 150.
  • a downstream air-fuel ratio sensor 163 is provided on the downstream side of the three-way catalyst 161.
  • the downstream air-fuel ratio sensor 163 outputs a switch-like detection signal in the vicinity of the theoretical air-fuel ratio.
  • the downstream air-fuel ratio sensor 163 of the present embodiment is an O2 sensor.
  • a spark plug 200 is provided on the upper part of each cylinder 150.
  • the spark plug 200 generates a spark by electric discharge (ignition), and the spark ignites the air-fuel mixture in the cylinder 150. This causes an explosion in the cylinder 150 and pushes down the piston 170.
  • the crankshaft 123 rotates.
  • An ignition coil 300 that generates electrical energy (voltage) supplied to the spark plug 200 is connected to the spark plug 200.
  • Output signals from various sensors such as the throttle opening sensor 113a, the flow rate sensor 114, the crank angle sensor 121, the accelerator position sensor 126, the water temperature sensor 122, and the combustion pressure sensor 140 described above are output to the control device 1.
  • the control device 1 detects the operating state of the internal combustion engine 100 based on the output signals from these various sensors. Then, the control device 1 controls the amount of air sent into the cylinder 150, the amount of fuel injected from the fuel injection device 134, the ignition timing of the spark plug 200, and the like.
  • FIG. 2 is a partially enlarged view illustrating the spark plug 200.
  • the spark plug 200 has a center electrode 210 and an outer electrode 220.
  • the center electrode 210 is supported by a plug base (not shown) via an insulator 230. As a result, the center electrode 210 is insulated.
  • the outer electrode 220 is grounded.
  • a predetermined voltage for example, 20,000V to 40,000V in this embodiment
  • a discharge occurs between the center electrode 210 and the outer electrode 220. Then, the spark generated by the electric discharge ignites the air-fuel mixture in the cylinder 150.
  • the voltage at which the gas component in the cylinder 150 undergoes dielectric breakdown and discharge (ignition) is generated depends on the state of the gas (gas) existing between the center electrode 210 and the outer electrode 220 and the cylinder pressure of the cylinder 150. It fluctuates according to.
  • the voltage at which the discharge occurs is called the breakdown voltage.
  • the discharge control (ignition control) of the spark plug 200 is performed by the ignition control unit 83 of the control device 1 described later.
  • the control device 1 includes an analog input unit 10, a digital input unit 20, an A / D (Analog / Digita) conversion unit 30, a RAM (RandomAccessMemory) 40, and an MPU (Micro-). It has a ProcessingUnit) 50, a ROM (ReadOnlyMemory) 60, an I / O (Input / Output) port 70, and an output circuit 80.
  • the analog input unit 10 is provided with various sensors such as a throttle opening sensor 113a, a flow rate sensor 114, an accelerator position sensor 126, an upstream air fuel ratio sensor 162, a downstream air fuel ratio sensor 163, an in-cylinder pressure sensor 140, and a water temperature sensor 122.
  • An analog output signal is input.
  • the A / D conversion unit 30 is connected to the analog input unit 10.
  • the analog output signals from various sensors input to the analog input unit 10 are converted into digital signals by the A / D conversion unit 30 after signal processing such as noise removal is performed. Then, the digital signal converted by the A / D conversion unit 30 is stored in the RAM 40.
  • the digital output signal from the crank angle sensor 121 is input to the digital input unit 20.
  • the I / O port 70 is connected to the digital input unit 20.
  • the digital output signal input to the digital input unit 20 is stored in the RAM 40 via the I / O port 70.
  • Each output signal stored in the RAM 40 is arithmetically processed by the MPU 50.
  • the MPU 50 executes a control program (not shown) stored in the ROM 60 to perform arithmetic processing on the output signal stored in the RAM 40 according to the control program.
  • the MPU 50 calculates a control value that defines the operating amount of each actuator (for example, throttle valve 113, pressure regulator 132, spark plug 200, etc.) that drives the internal combustion engine 100 according to a control program, and temporarily transfers the control value to the RAM 40.
  • each actuator for example, throttle valve 113, pressure regulator 132, spark plug 200, etc.
  • the control value that defines the operating amount of the actuator stored in the RAM 40 is output to the output circuit 80 via the I / O port 70.
  • the output circuit 80 includes an overall control unit 81 (see FIG. 3) that controls the entire internal combustion engine based on output signals from various sensors (for example, the in-cylinder pressure sensor 140), and a plunger rod (non-standard) of the fuel injection device 134.
  • Functions such as a fuel injection control unit 82 (see FIG. 3) for controlling the drive of the (illustrated) and an ignition control unit 83 (see FIG. 3) for controlling the voltage applied to the spark plug 200 are provided.
  • FIG. 3 is a functional block diagram illustrating the functional configuration of the control device 1.
  • Each function of the control device 1 is realized as various functions in the output circuit 80 by executing the control program stored in the ROM 60 by the MPU 50.
  • Various functions in the output circuit 80 include, for example, control of the fuel injection device 134 by the fuel injection control unit 82 and discharge control of the spark plug 200 by the ignition control unit 83.
  • the output circuit 80 of the control device 1 has an overall control unit 81, a fuel injection control unit 82, and an ignition control unit 83.
  • the overall control unit 81 is connected to the accelerator position sensor 126 and the in-cylinder pressure sensor 140 (CPS), and has the required torque (acceleration signal S1) from the accelerator position sensor 126 and the output signal S2 from the in-cylinder pressure sensor 140. Accept. The overall control unit 81 corrects the output signal S2 from the in-cylinder pressure sensor 140 according to a predetermined correction period.
  • the overall control unit 81 is based on the required torque (acceleration signal S1) from the accelerator position sensor 126 and the output signal S2 from the in-cylinder pressure sensor 140, and the overall control unit 81 is the fuel injection control unit 82 and the ignition control unit 83. Take control.
  • the fuel injection control unit 82 includes a cylinder discrimination unit 84 that discriminates each cylinder 150 of the internal combustion engine 100, an angle information generation unit 85 that measures the crank angle of the crankshaft 123, and a rotation speed information generation unit that measures the engine rotation speed. It is connected to 86 and.
  • the fuel injection control unit 82 receives the cylinder discrimination information S3 from the cylinder discrimination unit 84, the crank angle information S4 from the angle information generation unit 85, and the engine rotation speed information S5 from the rotation speed information generation unit 86.
  • the fuel injection control unit 82 measures the temperature of the engine cooling water, the intake air amount measuring unit 87 that measures the intake amount of the air taken into the cylinder 150, the load information generation unit 88 that measures the engine load, and the engine cooling water. It is connected to the water temperature measuring unit 89.
  • the fuel injection control unit 82 receives the intake air amount information S6 from the intake air amount measurement unit 87, the engine load information S7 from the load information generation unit 88, and the cooling water temperature information S8 from the water temperature measurement unit 89.
  • the fuel injection control unit 82 calculates the injection amount and injection time of the fuel injected from the fuel injection device 134 based on each received information. Then, the fuel injection control unit 82 transmits the fuel injection pulse S9 generated based on the calculated fuel injection amount and injection time to the fuel injection device 134.
  • the ignition control unit 83 is connected to the cylinder discrimination unit 84, the angle information generation unit 85, the rotation speed information generation unit 86, the load information generation unit 88, and the water temperature measurement unit 89, in addition to the overall control unit 81. We accept each information from these.
  • the ignition control unit 83 Based on each received information, the ignition control unit 83 applies the amount of current (energization angle) to energize the primary coil 310 (see FIG. 8) of the ignition coil 300, the energization start time, and the primary coil 310. Calculate the time (ignition time) to cut off the energized current.
  • the ignition control unit 83 outputs an energization signal SA to the primary coil 310 of the ignition coil 300 based on the calculated energization amount, the energization start time, and the ignition time, thereby controlling the discharge by the spark plug 200 ( Ignition control) is performed.
  • FIG. 4 is a diagram illustrating the relationship between the operating state of the internal combustion engine 100 and the gas flow velocity around the spark plug 200.
  • the EGR rate is set, for example, as shown in FIG. 4 according to the relationship between the engine rotation speed and the load. It should be noted that the larger the high EGR region in which the EGR rate is set higher, the lower the fuel consumption and the lower the exhaust gas can be realized. However, in the high EGR region, the probability that the flame nucleus grows decreases, so that ignition failure is likely to occur in the spark plug 200.
  • FIGS. 5A and 5B are diagrams for explaining the relationship between the discharge path and the flow velocity between the electrodes of the spark plug.
  • FIGS. 5A and 5B when dielectric breakdown occurs between the center electrode 210 and the outer electrode 220 of the spark plug 200, the electrode 210, until the current flowing between the electrodes 210 and 220 becomes a constant value or less.
  • a discharge path 211 is formed between 220.
  • the discharge path 211 moves under the influence of the gas flow between the electrodes 210 and 220, as shown in FIG. 5A, the higher the gas flow velocity, the shorter the discharge path 211 is formed.
  • FIG. 5B the lower the gas flow velocity, the shorter the discharge path 211.
  • the discharge path 211 is generated by breaking the gas insulation. Therefore, if the current required to maintain the discharge path 211 is constant, it is necessary to supply electric power according to the length of the discharge path 211 in order to maintain the discharge path 211.
  • the energization control of the ignition coil 300 is performed so that a large amount of electric power is output from the ignition coil 300 to the spark plug 200 in a short time.
  • This makes it possible to form a long discharge path 211 as shown in FIG. 5A.
  • the discharge path 211 can have an opportunity to come into contact with the gas in a wide space.
  • the energization control of the ignition coil 300 is performed so that a small amount of electric power is continuously output from the ignition coil 300 to the spark plug 200 for a long time.
  • the discharge path 211 can obtain a contact opportunity with the gas passing near the electrode of the spark plug 200 for a longer period of time.
  • FIG. 6 is a diagram illustrating a conventional electric circuit including an ignition coil.
  • the electric circuit 400 shown in FIG. 6 has an ignition coil 300.
  • the ignition coil 300 includes a primary coil 310 wound with a predetermined number of turns and a secondary coil 320 wound with a larger number of turns than the primary coil 310.
  • One end of the primary coil 310 is connected to the DC power supply 330. As a result, a predetermined voltage (for example, 12V) is applied to the primary coil 310.
  • the other end of the primary coil 310 is connected to the collector (C) terminal of the igniter (energization control circuit) 340 and is grounded via the igniter 340.
  • a transistor, a field effect transistor (FET), or the like is used for the igniter 340.
  • the base (B) terminal of the igniter 340 is connected to the ignition control unit 83.
  • the energization signal SA output from the ignition control unit 83 is input to the base (B) terminal of the igniter 340.
  • the collector (C) terminal and the emitter (E) terminal of the igniter 340 are energized, and the collector (C) terminal and the emitter (E) terminal are connected to each other.
  • the energization signal SA is output from the ignition control unit 83 to the primary coil 310 of the ignition coil 300 via the igniter 340.
  • a current flows through the primary coil 310 and electric power (electrical energy) is stored.
  • the high voltage generated in the secondary coil 320 is applied to the center electrode 210 (see FIGS. 5A and 5B) of the spark plug 200. As a result, a potential difference is generated between the center electrode 210 of the spark plug 200 and the outer electrode 220.
  • Vm dielectric breakdown voltage
  • the gas component is dielectrically broken down to the center electrode 210 and the outer electrode 220. A discharge occurs during. As a result, the fuel (air-fuel mixture) is ignited (ignited).
  • the energization of the ignition coil 300 is controlled by using the energization signal SA by the operation of the electric circuit 400 as described above.
  • FIG. 7 is a diagram showing an example of a timing chart for explaining the relationship between the control signal input to the ignition coil and the output in the conventional discharge control.
  • the timing chart shown in FIG. 7 is an example when the spark plug 200 is discharged by using the ignition coil 300 when the gas has a high flow velocity.
  • the relationship between the secondary current I2 flowing through the secondary coil 320 and the secondary voltage V2 generated in the secondary coil 320 is shown.
  • the measurement points of the secondary current I2 and the secondary voltage V2 are between the spark plug 200 and the ignition coil 300 shown in FIG.
  • the measurement point of the primary current I1 is between the DC power supply 330 and the ignition coil 300.
  • the igniter 340 energizes the primary coil 310 and the primary current I1 rises. While the primary coil 310 is energized, the electric energy E in the ignition coil 300 rises with time. Further, while the primary coil 310 is energized, the secondary current I2 does not flow in the secondary coil 320, and the spark plug 200 is not discharged. Therefore, the spark plug 200 is in the non-discharged state a while the primary coil 310 is energized.
  • the igniter 340 cuts off the energization of the primary coil 310.
  • an electromotive force is generated in the secondary coil 320, and the supply of electric energy E from the ignition coil 300 to the spark plug 200 is started.
  • the spark plug 200 starts discharging (initial discharge).
  • the discharge of the spark plug 200 accompanied by such dielectric breakdown is called capacitive discharge. That is, when the insulation between the electrodes 210 and 220 of the spark plug 200 is broken, the capacitive discharge b is started.
  • the electric energy E in the ignition coil 300 decreases with time, and the discharge of the spark plug 200 is maintained.
  • the discharge of the spark plug 200 without such dielectric breakdown is called an induced discharge.
  • the secondary current I2 greatly increases when the capacity is discharged.
  • the secondary current I2 due to this capacity discharge ends in a short time.
  • the secondary current I2 drops sharply and then drops with time during the subsequent induced discharge. That is, the secondary current I2 gradually decreases from the initial stage c of the induced discharge to the late stage d of the induced discharge.
  • the resistance between the electrodes 210 and 220 increases.
  • the secondary voltage V2 rises with the passage of time.
  • the magnitude of the secondary current I2 required to maintain the discharge path 211 changes according to the flow velocity of the gas existing between the electrodes 210 and 220 of the spark plug 200.
  • the spark plug 200 When the secondary current I2 falls within the range from the minimum value required to maintain the discharge path 211 to the maximum value (not including the maximum value) at which the spark plug 200 cannot be discharged, the spark plug 200 is set to the discharge path 211. Blow-off and re-discharge (capacity discharge b) are repeated. Note that the blowout of the discharge path 211 means that the spark plug 200 is in a non-discharged state a. In the example shown in FIG. 7, the initial discharge is performed once and the re-discharge is performed three times, so that the total number of capacitance discharges is four.
  • the secondary current I2 decreases accordingly. Then, the secondary current I2 becomes equal to or less than the maximum value at which discharge cannot be performed.
  • FIG. 8 is a diagram illustrating an electric circuit 401 including an ignition coil 300 according to the first embodiment.
  • the electric circuit 401 has an ignition coil 300.
  • the ignition coil 300 includes a primary coil 310 wound with a predetermined number of turns and a secondary coil 320 wound with a larger number of turns than the primary coil 310.
  • One end of the primary coil 310 is connected to the DC power supply 330. As a result, a predetermined voltage (for example, 12V) is applied to the primary coil 310.
  • the other end of the primary coil 310 is connected to the collector (C) terminals of the first igniter (first energization control circuit) 340 and the second igniter (second energization control circuit) 341.
  • the emitter (E) terminal of the first igniter 340 is grounded via the internal resistance Ra.
  • the emitter (E) terminal of the second igniter 341 is grounded via the internal resistance Rb and the additional resistance Rc.
  • the base (B) terminals of the first igniter 340 and the second igniter 341 are connected to the ignition control unit 83, respectively.
  • the energization signals SA and SB output from the ignition control unit 83 are input to the base (B) terminals of the first igniter 340 and the second igniter 341.
  • the energization signal SA When the energization signal SA is input to the base (B) terminal of the first igniter 340, the energization state is established between the collector (C) terminal and the emitter (E) terminal of the first igniter 340. As a result, a current flows between the collector (C) terminal and the emitter (E) terminal. As a result, the energization signal SA is output to the primary coil 310 of the ignition coil 300, a current flows through the primary coil 310, and electric power (electrical energy) is stored.
  • the energization signal SB is input to the base (B) terminal of the second igniter 341, the energization state is established between the collector (C) terminal and the emitter (E) terminal of the second igniter 341. As a result, a current flows between the collector (C) terminal and the emitter (E) terminal. As a result, the energization signal SB is output to the primary coil 310 of the ignition coil 300, a current flows through the primary coil 310, and electric power (electrical energy) is accumulated.
  • a high voltage generated in the secondary coil 320 is applied to the center electrode 210 (see FIGS. 5A and 5B) of the spark plug 200.
  • a potential difference is generated between the center electrode 210 of the spark plug 200 and the outer electrode 220.
  • Vm dielectric breakdown voltage
  • the gas component is dielectrically broken down to the center electrode 210 and the outer electrode 220.
  • a discharge occurs during.
  • the fuel air-fuel mixture
  • the resistance between the other end of the primary coil 310 and the ground is defined as the primary resistance.
  • the resistance value R1 of the primary resistance changes depending on the energized state of the first igniter 340 and the second igniter 341.
  • FIG. 9 is a diagram showing a first example of a timing chart for explaining the relationship between the control signal and the output input to the ignition coil 300 of the electric circuit 401.
  • the resistance value R1 of the primary resistance becomes infinite when the energization signal SA or the energization signal SB is changed from ON to OFF. Then, the change in the resistance value R1 becomes the change in the primary current, and a voltage and a current corresponding to the coil turns ratio with respect to the primary coil 310 are generated in the secondary coil 320.
  • the primary energy stored in the primary coil 310 is determined by the primary current I1.
  • the primary current I1 and the primary resistance are inversely proportional. Therefore, when the resistance value R1 of the primary resistance is small, the primary energy increases, and when the resistance value R1 of the primary resistance is large, the primary energy decreases.
  • the primary energy is voltage-converted and transmitted to the secondary side. Therefore, when the primary energy is large, the secondary energy increases, and when the primary energy is small, the secondary energy decreases.
  • the resistance values of the secondary voltage (V2) and the secondary resistance are constant.
  • the secondary energy in this case is the integral of the secondary current I2. Therefore, the resistance value R1 of the primary resistance is proportional to the secondary energy.
  • FIG. 10 is a diagram showing a second example of a timing chart for explaining the relationship between the control signal and the output input to the ignition coil 300 of the electric circuit 401.
  • the resistors Ra, Rb, and Rc shown in FIG. 8 satisfy the relationship of the above equation (1).
  • the reduction of the resistance value R1 of the primary resistance increases the secondary current I2 and the secondary energy.
  • FIG. 11 is a diagram showing a third example of a timing chart for explaining the relationship between the control signal and the output input to the ignition coil 300 of the electric circuit 401.
  • the resistors Ra, Rb, and Rc shown in FIG. 8 satisfy the relationship between the above equations (2) and (3).
  • the energization signal SB is turned off after an appropriate time has elapsed after the energization signal SA is turned off.
  • the resistance value R1 of the primary resistor is changed.
  • the timing chart on the left side and the timing chart on the right side of FIG. 11 have different timings for turning off the energization signal SB.
  • the change timing of the resistance value R1 is different.
  • the timing for turning off the energization signal SB is before the start of re-discharging.
  • the energization of the ignition coil 300 is controlled so that the secondary energy is released in addition to the primary energy by changing the resistance value R1 of the primary resistance.
  • the secondary current I2 secondary energy
  • the difference between supply and demand of current can be reduced, wasteful power can be prevented from increasing, and heat generation can be suppressed. Therefore, since the number of cooling countermeasure parts can be reduced, it is possible to suppress an increase in volume and cost of the ignition coil 300. Further, since the amount of current that can maintain the discharge path 211 can be secured by the secondary current I2 from the start of discharge of the spark plug 200 to the time when the primary current I1 becomes 0, ignition failure can be suppressed. can.
  • FIG. 12 is a diagram showing a fourth example of a timing chart for explaining the relationship between the control signal and the output input to the ignition coil 300 of the electric circuit 401.
  • the resistors Ra, Rb, and Rc shown in FIG. 8 satisfy the relationship of the above equation (1).
  • the energization signal SB is turned off after an appropriate time has elapsed after the energization signal SA is turned off.
  • the resistance value R1 of the primary resistor is changed.
  • the timing chart on the left side and the timing chart on the right side of FIG. 12 have different timings for turning off the energization signal SB.
  • the change timing of the resistance value R1 is different.
  • the timing for turning off the energization signal SB is before the start of re-discharging.
  • the energization of the ignition coil 300 is controlled so that the secondary energy is released in addition to the primary energy by changing the resistance value R1 of the primary resistance.
  • the secondary current I2 secondary energy
  • the difference between supply and demand of current can be reduced, wasteful power can be prevented from increasing, and heat generation can be suppressed. Therefore, since the number of cooling countermeasure parts can be reduced, it is possible to suppress an increase in volume and cost of the ignition coil 300. Further, since the amount of current that can maintain the discharge path 211 can be secured by the secondary current I2 from the start of discharge of the spark plug 200 to the time when the primary current I1 becomes 0, ignition failure can be suppressed. can.
  • FIG. 13 is a diagram showing a fifth example of a timing chart for explaining the relationship between the control signal and the output input to the ignition coil 300 of the electric circuit 401.
  • the resistors Ra, Rb, and Rc shown in FIG. 8 satisfy the relationship of the above equation (1).
  • the energization signal SA is turned off after an appropriate time has elapsed after the energization signal SB is turned off.
  • the resistance value R1 of the primary resistor is changed.
  • the timing chart on the left side and the timing chart on the right side of FIG. 13 have different timings for turning off the energization signal SA.
  • the change timing of the resistance value R1 is different.
  • the timing for turning off the energization signal SA is before the start of re-discharge.
  • the energization of the ignition coil 300 is controlled so that the secondary energy is released in addition to the primary energy by changing the resistance value R1 of the primary resistance.
  • the secondary current I2 secondary energy
  • the difference between supply and demand of current can be reduced, wasteful power can be prevented from increasing, and heat generation can be suppressed. Therefore, since the number of cooling countermeasure parts can be reduced, it is possible to suppress an increase in volume and cost of the ignition coil 300. Further, since the amount of current that can maintain the discharge path 211 can be secured by the secondary current I2 from the start of discharge of the spark plug 200 to the time when the primary current I1 becomes 0, ignition failure can be suppressed. can.
  • the state of the fuel gas between the electrodes 210 and 220 in the spark plug 200 differs depending on the operating state (engine operating condition) of the internal combustion engine 100. Along with this, the required energy and the time allocation of energy change.
  • the main influencing factors for the state of the fuel gas include, for example, the flow velocity and the EGR rate.
  • the number of energized igniters 340 and 341 is set to one, and in the case of a high EGR rate, the number of energized igniters 340 and 341 is set to two. This makes it possible to reduce the excess and deficiency of the supply and demand of ignition energy. Further, the ignition energy can be adjusted in two steps according to the operating conditions of the engine. As a result, it is possible to reduce power consumption and improve ignitability at the same time.
  • the charging energy E can be adjusted according to the time during which the energization signal SA is set to HIGH. Therefore, the charging energy E can be adjusted steplessly by adjusting the rising time (charging start time) of the energization signal SA. As a result, it is possible to finely adjust the ignition energy supply amount.
  • the change in the required voltage or the power differs depending on the flow velocity. Therefore, it is advisable to change the energization order and energization timing of the igniters 340 and 341 according to the flow velocity shown in FIG. As a result, the time distribution of ignition energy can be adjusted, and the supply / demand excess / deficiency of ignition energy can be adjusted on an hourly basis.
  • FIG. 14 is a diagram illustrating an electric circuit including an ignition coil according to a second embodiment.
  • the internal combustion engine control device has the same configuration as the internal combustion engine control device (control device 1) according to the first embodiment, and the difference is the electric circuit including the ignition coil. Therefore, here, the electric circuit 402 according to the second embodiment will be described, and the description of the configuration overlapping with the first embodiment will be omitted.
  • the same reference numerals are given to the configurations common to those of the first embodiment.
  • the electric circuit 402 has a timer circuit 342.
  • the timer circuit 342 is connected to the ignition control unit 83. Further, the base (B) terminals of the first igniter 340 and the second igniter 341 are connected to the timer circuit 342, respectively.
  • the timer circuit 342 receives the energization signal SC from the ignition control unit 83.
  • the timer circuit 342 receives the energization signal SC from the ignition control unit 83, and after the lapse of a predetermined first time, outputs the energization signal SA to the first igniter 340. Further, the timer circuit 342 receives the energization signal SC from the ignition control unit 83, and after the lapse of a predetermined second time, outputs the energization signal SB to the second igniter 341.
  • the first time is different from the second time.
  • the number of signal lines connected to the ignition control unit 83 can be one.
  • the secondary current I2 secondary energy
  • the difference between supply and demand of current can be reduced, and wasteful power can be prevented from increasing.
  • the number of cooling countermeasure parts can be reduced, it is possible to suppress an increase in volume and cost of the ignition coil 300.
  • the amount of current that can maintain the discharge path 211 can be secured by the secondary current I2 from the start of discharge of the spark plug 200 to the time when the primary current I1 becomes 0, ignition failure can be suppressed. can.
  • control device 1 of the internal combustion engine is the primary side coil (primary side coil 310) and the primary side coil. It controls an internal combustion engine having a secondary coil (secondary coil 320) that generates an electromotive force when the energization is cut off and a spark plug (spark plug 200) connected to the secondary coil.
  • This internal combustion engine control device is connected in parallel with a first energization control circuit (first igniter 340) that controls energization of the primary side coil and a first energization control circuit, and controls energization of the primary side coil.
  • a second energization control circuit (second igniter 341) and an ignition control unit (ignition control unit 83) are provided. After turning on the first energization control circuit and the second energization control circuit, the ignition control unit sets a time difference between the energization OFF timing of the first energization control circuit and the energization OFF timing of the second energization control circuit. Control to provide. Then, the ignition control unit performs the energization OFF timing of the first energization control circuit and the second energization control circuit before the end of the discharge by the spark plug.
  • the ignition control unit energizes the first energization control circuit (first igniter 340). After turning off, before the secondary current I2 flowing through the secondary side coil (secondary side coil 320) becomes 0, the energization of the second energization control circuit (second igniter 341) is turned off. As a result, the secondary current I2 that meets the demand can be supplied, and the discharge path of the spark plug can be extended. As a result, the ignitability can be improved.
  • the ignition control unit (ignition control unit 83) is before the start of re-discharge by the spark plug (ignition plug 200).
  • the energization of the second energization control circuit is turned off. As a result, the secondary current I2 that meets the demand can be supplied, and the discharge path of the spark plug can be extended. As a result, the ignitability can be improved.
  • the first energization control circuit first igniter 340
  • the second energization control circuit second igniter 341.
  • the secondary current I2 can be easily varied according to the demand, and the current supply-demand difference can be reduced. As a result, it is possible to prevent unnecessary power from increasing and suppress heat generation.
  • the ignition control unit changes the number of energization control circuits to be energized according to the operating conditions. .. As a result, it is possible to execute the discharge according to the required ignition energy, and it is possible to reduce the supply and demand shortage of the ignition energy. Further, since the ignition energy can be adjusted in two stages according to the operating conditions of the engine, it is possible to reduce the power consumption and improve the ignitability at the same time.
  • the ignition control unit is the first energization control circuit (first) according to the operating conditions.
  • the energization time of the igniter 340) and the second energization control circuit (second igniter 341) is changed. As a result, the charging energy can be adjusted steplessly.
  • the ignition control unit is the first energization control circuit (first) according to the operating conditions.
  • the order in which the igniter 340) and the second energization control circuit (second igniter 341) are energized is changed.
  • the time distribution of the ignition energy can be adjusted according to the required voltage which differs depending on the flow velocity between the electrodes of the spark plug (spark plug 200).
  • the supply and demand shortage of ignition energy can be adjusted on an hourly basis.
  • the ignition control unit is the first energization control circuit (first) according to the operating conditions.
  • the timing of energization of the igniter 340) and the second energization control circuit (second igniter 341) is changed.
  • the time distribution of the ignition energy can be adjusted according to the required voltage which differs depending on the flow velocity between the electrodes of the spark plug (spark plug 200).
  • the supply and demand shortage of ignition energy can be adjusted on an hourly basis.
  • control device control device 1 of the internal combustion engine (internal combustion engine 100) according to the above-described embodiment, the first energization control circuit (first igniter 340) and the second energization control circuit (second igniter 341). It is provided with a timer circuit for carrying out phase difference control. As a result, the number of signal lines connected to the ignition control unit (ignition control unit 83) can be unified.
  • two igniters (energization control circuits), a first igniter 340 and a second igniter 341, were used.
  • three or more igniters (energization control circuits) connected in parallel may be used.
  • the variation of the secondary current I2 according to the demand can be controlled more finely, and the difference between the current supply and demand can be reduced.
  • Control device 10 ... Analog input unit, 20 ... Digital input unit, 30 ... A / D conversion unit, 40 ... RAM, 50 ... MPU, 60 ... ROM, 70 ... I / O port, 80 ... Output circuit, 81 ... Overall control unit, 82 ... Fuel injection control unit, 83 ... Ignition control unit, 84 ... Cylinder discrimination unit, 85 ... Angle information generation unit, 86 ... Rotation speed information generation unit, 87 ... Intake amount measurement unit, 88 ... Load information Generation unit, 89 ... Water temperature measurement unit, 100 ... Internal combustion engine, 110 ... Air cleaner, 111 ... Intake pipe, 112 ... Intake manifold, 113 ...
  • Throttle valve 115 ... Intake temperature sensor, 120 ... Ring gear, 123 ... Crank shaft, 125 ... Accelerator pedal, 130 ... Fuel tank, 131 ... Fuel pump, 132 ... Pressure regulator, 133 ... Fuel piping, 134 ... Fuel injection device, 150 ... Cylinder, 151 ... Intake valve, 152 ... Exhaust valve, 160 ... Exhaust manifold, 161 ... ternary catalyst, 170 ... piston, 200 ... spark plug, 210 ... center electrode, 211 ... discharge path, 220 ... outer electrode, 230 ... insulator, 300 ... ignition coil, 310 ... primary side coil, 320 ... secondary Side coil, 330 ... DC power supply, 340 ... 1st igniter (1st energization control circuit), 341 ... 2nd igniter (2nd energization control circuit), 342 ... timer circuit, 400, 401 ... electric circuit

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Ignition Installations For Internal Combustion Engines (AREA)
PCT/JP2021/034945 2020-12-07 2021-09-24 内燃機関制御装置 WO2022123861A1 (ja)

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Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH05312094A (ja) * 1992-05-12 1993-11-22 Ngk Spark Plug Co Ltd ガソリン機関の燃焼状態検出装置
JP2002221139A (ja) * 2001-01-25 2002-08-09 Ngk Spark Plug Co Ltd 内燃機関用点火装置
JP2015200284A (ja) * 2014-04-10 2015-11-12 株式会社デンソー 内燃機関用点火装置
WO2017010310A1 (ja) * 2015-07-15 2017-01-19 日立オートモティブシステムズ株式会社 エンジン制御装置
JP2019044662A (ja) * 2017-08-31 2019-03-22 株式会社デンソー 点火装置
JP2019065734A (ja) * 2017-09-29 2019-04-25 日立オートモティブシステムズ株式会社 内燃機関の制御装置

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH05312094A (ja) * 1992-05-12 1993-11-22 Ngk Spark Plug Co Ltd ガソリン機関の燃焼状態検出装置
JP2002221139A (ja) * 2001-01-25 2002-08-09 Ngk Spark Plug Co Ltd 内燃機関用点火装置
JP2015200284A (ja) * 2014-04-10 2015-11-12 株式会社デンソー 内燃機関用点火装置
WO2017010310A1 (ja) * 2015-07-15 2017-01-19 日立オートモティブシステムズ株式会社 エンジン制御装置
JP2019044662A (ja) * 2017-08-31 2019-03-22 株式会社デンソー 点火装置
JP2019065734A (ja) * 2017-09-29 2019-04-25 日立オートモティブシステムズ株式会社 内燃機関の制御装置

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