WO2022158038A1 - Dispositif de commande de moteur à combustion interne et procédé de commande de moteur à combustion interne - Google Patents

Dispositif de commande de moteur à combustion interne et procédé de commande de moteur à combustion interne Download PDF

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Publication number
WO2022158038A1
WO2022158038A1 PCT/JP2021/034242 JP2021034242W WO2022158038A1 WO 2022158038 A1 WO2022158038 A1 WO 2022158038A1 JP 2021034242 W JP2021034242 W JP 2021034242W WO 2022158038 A1 WO2022158038 A1 WO 2022158038A1
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Prior art keywords
ignition
energization
timing
ignition signal
calculation unit
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PCT/JP2021/034242
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English (en)
Japanese (ja)
Inventor
貴和 松下
康平 鈴木
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日立Astemo株式会社
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Priority to JP2022576966A priority Critical patent/JPWO2022158038A1/ja
Publication of WO2022158038A1 publication Critical patent/WO2022158038A1/fr

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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
    • F02P17/00—Testing of ignition installations, e.g. in combination with adjusting; Testing of ignition timing in compression-ignition engines
    • F02P17/12—Testing characteristics of the spark, ignition voltage or current
    • 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
    • F02P5/00—Advancing or retarding ignition; Control therefor
    • F02P5/04—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions
    • F02P5/145—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions using electrical means

Definitions

  • the present invention relates to an internal combustion engine control device and an internal combustion engine control method.
  • the secondary current (negative current in the opposite direction to the primary current) is generated in the secondary coil, and the secondary current induced in the secondary coil is generated.
  • An ignition control device is known in which a voltage is applied to a spark plug to cause spark discharge.
  • this ignition control device for example, techniques such as a coil that applies high energy to the electrode of the spark plug and a coil that superimposes energization to the primary coil have been proposed.
  • the present invention has been made in view of this situation, and aims to suppress the wear of spark plugs due to the occurrence of restrike.
  • an ignition signal is input to an ignition coil having a primary coil arranged on the primary side and a secondary coil arranged on the secondary side, and a primary current flows through the primary coil.
  • the secondary voltage and secondary current induced in the secondary coil by the controlled interruption and the interruption of the primary current are mixed by the spark discharge generated by being applied to the spark plug connected to the secondary coil.
  • An internal combustion engine control device for controlling ignition of an internal combustion engine in which air is ignited in a combustion chamber within a cylinder, and which is selected from the start timing and the end timing of re-energization of a primary current that energizes an ignition coil in one ignition process.
  • FIG. 1 is a diagram showing an example of the overall configuration of an internal combustion engine according to an embodiment of the invention
  • FIG. 1 is a block diagram showing a configuration example of an ECU according to an embodiment of the invention
  • FIG. It is a block diagram showing a configuration example of an ignition signal calculation unit according to an embodiment of the present invention. It is a figure which shows the structural example of the ignition coil which concerns on one embodiment of this invention.
  • 4 is a flowchart showing an example of ignition control processing according to one embodiment of the present invention
  • FIG. 6 is a flowchart showing an example of ignition timing 1 calculation processing in step S1 of FIG. 5
  • FIG. FIG. 6 is a flowchart showing an example of energization time 1 calculation processing in step S2 of FIG. 5;
  • FIG. 6 is a flowchart showing an example of energization 2 start time calculation processing in step S3 of FIG. 5;
  • FIG. FIG. 4 is a diagram showing an example of characteristics of a peak secondary current and a secondary current slope, an energization 2 start timing, a peak secondary current, a secondary current slope, and a restrike occurrence threshold;
  • FIG. 6 is a flowchart showing an example of pre-correction ignition timing 2 calculation processing in step S4 of FIG. 5;
  • FIG. FIG. 6 is a flowchart showing an example of post-correction ignition timing 2 calculation processing in step S ⁇ b>5 of FIG. 5 ;
  • FIG. 7 is a diagram showing an example of a flow velocity at the start timing of energization 2 and an amount of decrease in flow velocity from the start timing of energization 2 according to an embodiment of the present invention
  • FIG. 6 is a flow chart showing an example of energization 2 execution presence/absence determination processing in step S6 of FIG. 5
  • FIG. FIG. 6 is a timing chart showing an example of an ignition signal generation process in step S7 of FIG. 5
  • FIG. FIG. 4 is a timing chart showing an example of energization 2 execution presence/absence determination processing according to an embodiment of the present invention
  • FIG. FIG. 15 shows an example of the time from ignition timing 1 to top dead center timing at rotational speeds of 1000, 2000, 4000 and 6000 rpm.
  • FIG. 1 is a diagram showing an example of the overall configuration of an internal combustion engine 100.
  • the internal combustion engine 100 employs ultra-lean combustion, which enables combustion with an air-fuel mixture leaner than the stoichiometric air-fuel ratio, and EGR, which burns an air-fuel mixture in which EGR gas is taken into the intake air.
  • a combustion chamber is formed at the top of a cylinder 101 provided in the internal combustion engine 100 .
  • an ignition plug 102 to which an ignition voltage is applied an ignition coil 103 for applying an ignition voltage to the ignition plug 102, and a fuel injection valve 104 are installed.
  • the pressure inside the cylinder 101 changes as the piston 106 moves up and down according to the rotation angle of the crankshaft 107 (also referred to as the rotation angle of the piston 106). Therefore, the in-cylinder pressure sensor 105 measures the pressure inside the cylinder 101 (in-cylinder pressure) and outputs the in-cylinder pressure to an ECU (Engine Control Unit) 124 .
  • a crank angle sensor 108 measures the degree of angular rotation (crank angle) of the crankshaft 107 and outputs the crank angle to the ECU 124 .
  • An airflow sensor 110, a throttle valve 111, a throttle position sensor 112, a tumble control valve (TCV) 113, and the like are installed in an intake pipe 109 that constitutes an intake system.
  • the airflow sensor 110 measures the amount of air taken into the cylinder 101 from the intake pipe 109 and the temperature of the intake air.
  • the throttle valve 111 regulates the amount of air flowing into the intake pipe 109 and the intake pipe pressure inside the intake pipe 109 .
  • a throttle position sensor 112 detects the opening of the throttle valve 111 .
  • the TCV 113 controls the flow of air from the intake pipe 109 toward the intake port.
  • Flow refers to the flow of the air-fuel mixture.
  • the flow fluctuates due to tumble eddies, which are vertical rotating flows, and swirl eddies, which are horizontal rotating flows, in the combustion chamber.
  • the change in the flow of tumble eddies and swirl eddies due to the shape of the combustion chamber is called flow fluctuation characteristics.
  • the tumble vortex generated by the vertical motion of the piston 106 changes depending on the shape of the upper portion of the piston 106 .
  • the swirl vortex changes based on the shape of the intake port, the opening of the TCV, or the like.
  • the flow fluctuation characteristics are more likely to be affected by the shape of the combustion chamber itself than by the size of the combustion chamber.
  • the ECU 124 controls the flow rate of air from the intake pipe 109 to the intake port by adjusting the opening of the TCV 113 (referred to as "TCV opening").
  • the TCV opening degree is stored in the memory 202 (see FIG. 2 described later) as a control amount when the ECU 124 instructs the TCV 113 to operate.
  • a TCV sensor for detecting the TCV opening is provided in the TCV 113, and the TCV opening detected by this TCV sensor is written in the memory 202, or the TCV opening is input to the CPU 201 shown in FIG. good too.
  • Air in intake pipe 109 is drawn into the combustion chamber by opening intake valve 114 .
  • a catalyst upstream air-fuel ratio sensor 116, an exhaust gas purification catalyst 117, a catalyst downstream air-fuel ratio sensor 118, and the like are installed in an exhaust pipe 115 constituting an exhaust system.
  • the catalyst upstream air-fuel ratio sensor 116 is one aspect of an air-fuel ratio detector, and detects the air-fuel ratio of the exhaust gas on the upstream side of the exhaust gas purification catalyst 117 .
  • the exhaust gas purification catalyst 117 is a catalyst that purifies exhaust gas.
  • the catalyst downstream air-fuel ratio sensor 118 is one aspect of an air-fuel ratio detector, and detects the air-fuel ratio of the exhaust gas downstream of the exhaust gas purification catalyst 117 .
  • the exhaust gas burned in the combustion chamber is discharged from the combustion chamber to the exhaust pipe 115 by opening the exhaust valve 119, and the exhaust gas is post-treated.
  • the EGR pipe 120 is connected to the exhaust pipe 115 and the intake pipe 109 . By opening the EGR valve 121 , the exhaust gas in the EGR pipe 120 is recirculated to the intake pipe 109 .
  • the EGR flow rate sensor 122 measures the flow rate (EGR flow rate) of the exhaust gas recirculated to the intake pipe 109 and outputs the EGR flow rate to the ECU 124 .
  • a water temperature sensor 123 is installed in the internal combustion engine 100 .
  • a water temperature sensor 123 measures the water temperature of cooling water for cooling the cylinders 101 and the like, and outputs the water temperature of the cooling water to the ECU 124 .
  • the ECU 124 manages the operating conditions of the actuators based on the values measured by various sensors. Therefore, the ECU 124 is used as an example of an internal combustion engine control device that controls the operation of the internal combustion engine 100 .
  • the fuel injection valve 104 may be installed inside the intake pipe 109 .
  • the present invention can be applied to a port injection type internal combustion engine.
  • FIG. 2 is a block diagram showing a configuration example of the ECU 124.
  • the ECU 124 includes a CPU (Central Processing Unit) 201 , a memory 202 , an ignition signal calculator 203 , an ignition signal generator 204 and a top dead center detector 205 .
  • the ECU 124 controls the spark plug 102 by sending an ignition signal to the ignition coil 103 .
  • the CPU 201 reads out a program from the memory 202 and executes this program to control the operation of each section within the ECU 124 .
  • the memory 202 includes a RAM (Random Access Memory) for temporarily storing data necessary for program execution, a ROM (Read Only Memory) for storing the program, and the like.
  • the CPU 201 has an ignition signal calculation section 203 .
  • the EGR flow rate measured by the EGR flow rate sensor 122, the crank angle measured by the crank angle sensor 108, the cylinder pressure measured by the cylinder pressure sensor 105, and the water temperature measured by the water temperature sensor 123 are input to the ignition signal calculation unit 203.
  • the ignition signal calculation unit 203 calculates the ignition signal based on various information read from the memory 202 in addition to the EGR flow rate, crank angle, in-cylinder pressure and water temperature input from each sensor. A detailed internal configuration and processing of the ignition signal calculation unit 203 will be described later with reference to FIG.
  • the ignition signal calculation result calculated by the ignition signal calculation unit 203 is output to the ignition signal generation unit 204 .
  • the ignition signal generation unit 204 generates an ignition signal based on the ignition signal calculation result and transmits the ignition signal to the ignition coil 103 .
  • the internal combustion engine control device selects the spark plug (ignition plug 102 ) is the timing when the flow velocity of the air-fuel mixture flowing between the electrodes is equal to or less than a preset flow velocity threshold value, and the timing is advanced from the top dead center of the piston (piston 106) moving in the cylinder,
  • An ignition signal calculation unit is provided for determining whether reenergization is to be performed by comparing the start timing of reenergization with the end timing of reenergization.
  • the ignition signal calculation unit calculates the air-fuel mixture at the re-energization start timing obtained from the operation amount (TCV opening) of the flow control unit (TCV 113) that controls the flow of the air-fuel mixture in the combustion chamber.
  • a flow velocity threshold value is calculated based on the amount of flow velocity reduction from the flow velocity of , and the end timing of re-energization is set based on the flow velocity threshold value.
  • the ignition signal calculation unit 203 determines that the timing at which the frequency of occurrence of restrikes is reduced is the timing at which the flow velocity of the air-fuel mixture between the electrodes of the spark plug 102 is reduced and is advanced from the top dead center (TDC). It's time to turn around.
  • the ignition signal calculation unit (ignition signal calculation unit 203) according to the present embodiment checks the flow variation in the stage where the piston 106 moves downward from the top dead center. Flow fluctuation characteristics change depending on what kind of tumble vortex and swirl vortex are formed in the combustion chamber in the process of changing flow fluctuation.
  • the internal combustion engine control device (ECU 124) generates an ignition signal for generating spark discharge at least once in the ignition process, outputs it to the ignition coil (ignition coil 103), and then generates an ignition signal calculation unit ( When it is determined that the ignition signal calculation unit 203) performs reenergization, an ignition signal is generated and the ignition signal is output to the ignition coil (ignition coil 103) at the start timing of reenergization, and the ignition signal calculation unit (ignition signal and an ignition signal generation unit (ignition signal generation unit 204) that does not generate an ignition signal when it is determined by the calculation unit 203) not to implement re-energization.
  • the internal combustion engine control device also includes a top dead center detection section (top dead center detection section 205) that detects the top dead center of the piston 106 moving within the cylinder 101.
  • Top dead center detection unit 205 is configured by crank angle sensor 108 and information stored in memory 202 . When the crank angle sensor 108 detects the crank angle of the crankshaft 107, the crank angle values [deg] are written in the memory 202 in chronological order. Top dead center detection unit 205 detects the top dead center of piston 106 based on the crank angle read from memory 202 .
  • FIG. 3 is a block diagram showing a configuration example of the ignition signal calculation section 203.
  • the ignition signal calculation unit 203 includes an ignition timing 1 calculation unit 301, an energization time 1 calculation unit 302, an energization 2 start timing calculation unit 303, a pre-correction ignition timing 2 calculation unit 304, a post-correction ignition timing 2 calculation unit 305, and an energization 2 execution unit.
  • a presence/absence determination unit 306 is provided.
  • the ignition signal calculation unit calculates the reenergization start timing, reenergization end timing, and top dead center timing based on the rotation angle of the piston 106 .
  • the ignition timing 1 calculator 301 calculates the ignition timing 1 based on the basic ignition timing and the retard command value stored in the memory 202 .
  • Ignition timing 1 represents, for example, the timing at which the ignition signal that is turned on at the beginning (first time) of the combustion cycle is turned off. When the ignition signal is turned off, spark discharge is generated between the electrodes of the spark plug 102 to ignite the air-fuel mixture.
  • energization 1 The primary current supplied to the ignition coil 103 until the ignition signal is turned off at the beginning (first time) of the combustion cycle is referred to as "energization 1". Also, the timing at which energization 1 is started is referred to as “energization 1 start timing”. Energization 1 represents the primary current for re-energization for which it is determined whether or not the energization will be performed, which will be described later.
  • a first energization time calculation unit (energization time 1 calculation unit 302) included in the ignition signal calculation unit (ignition signal calculation unit 203) is based on the basic energization time and the temperature of the cooling water for cooling the internal combustion engine (internal combustion engine 100). to calculate the first energization time (energization time 1). Note that the first energization time calculation unit (energization time 1 calculation unit 302) calculates the basic energization time, the water temperature, and so that part of the exhaust gas after combustion is recirculated from the exhaust pipe 115 to the intake pipe 109 as EGR gas.
  • the energization time 1 calculating section 302 can calculate the energization time 1 from the water temperature, the EGR flow rate, and the basic energization time stored in the memory 202 .
  • the energization time 1 represents the time during which the ignition signal is turned on from the energization 1 start timing to the ignition timing 1 .
  • the re-energization start timing calculation unit (energization 2 start timing calculation unit 303) included in the ignition signal calculation unit (ignition signal calculation unit 203) detects the rotation speed of the internal combustion engine (internal combustion engine 100). The number of rotations detected by the sensor 108), the cylinder pressure detected by the cylinder pressure detection unit (cylinder pressure sensor 105) that detects the cylinder pressure in the combustion chamber, and the energization before the re-energization that determines whether or not to implement it.
  • the start timing of re-energization (energization 2 start timing) is calculated based on the cut-off timing of the next current and a preset restrike occurrence threshold.
  • the energization 2 start timing calculation unit 303 calculates the energization time 1 calculated by the energization time 1 calculation unit 302, the crank angle, the in-cylinder pressure, the coil design information stored in the memory 202, and the restrike occurrence threshold. 2 Calculate the start time.
  • the coil design information is information that serves as a basis for calculating the restrike occurrence threshold.
  • the primary current re-energized to the ignition coil 103 at ignition timing 2 is called “energization 2".
  • the timing at which energization 2 is started is called “energization 2 start timing”.
  • pre-correction ignition timing 2 calculation section 304 included in the ignition signal calculation section (ignition signal calculation section 203) ignites the air-fuel mixture by spark discharge generated when the re-energization is interrupted.
  • a second pre-correction ignition timing (pre-correction ignition timing 2) is calculated. That is, pre-correction ignition timing 2 calculation section 304 calculates pre-correction ignition timing 2 based on the top dead center detected by top dead center detection section 205 and the flow rate reduction margin read from memory 202 .
  • the pre-correction ignition timing 2 represents the timing at which the ignition signal that is turned ON next to the ignition timing 1 (after the second time) is turned OFF. Since this ignition timing 2 is a value before being corrected by the post-correction ignition timing 2 calculator 305, it is referred to as "pre-correction ignition timing 2".
  • the corrected second ignition timing calculation unit (corrected ignition timing 2 calculation unit 305) included in the ignition signal calculation unit (ignition signal calculation unit 203) is a flow control unit (TCV 113 ), the flow velocity threshold is calculated based on the amount of flow velocity reduction from the flow velocity of the air-fuel mixture at the start time of reenergization obtained from the operation amount (TCV opening) of ), and the end time of reenergization is set based on the flow velocity threshold. .
  • the post-correction ignition timing 2 calculation unit 305 calculates the crank angle, the TCV opening and the flow velocity threshold value read from the memory 202, the energization 2 start timing calculated by the energization 2 start timing calculation unit 303, and the pre-correction ignition timing 2 calculation.
  • a post-correction ignition timing 2 is calculated based on the pre-correction ignition timing 2 calculated by the section 304 .
  • the corrected second ignition timing calculation unit calculates the flow velocity of the air-fuel mixture at the re-energization start timing obtained from the operation amount (TCV opening) of the flow control unit (TCV 113).
  • the timing at which the flow velocity of the air-fuel mixture becomes equal to or less than the flow velocity threshold is output as the corrected second ignition timing (corrected ignition timing 2) obtained by correcting the second uncorrected ignition timing (pre-corrected ignition timing 2).
  • the reenergization execution determination unit (energization 2 implementation presence/absence determination unit 306) of the ignition signal computation unit (ignition signal computation unit 203) determines the reenergization start timing (energization 2 start timing) and the corrected second ignition timing ( Based on the post-correction ignition timing 2), it is determined whether or not re-energization is to be performed, and an ignition signal calculation result is output. That is, the energization 2 implementation presence/absence determination unit 306 determines the energization time 2 based on the energization 2 start timing calculated by the energization 2 start timing calculation unit 303 and the corrected ignition timing 2 input from the corrected ignition timing 2 calculation unit 305 .
  • the energization time 2 represents the time until the ignition signal turned on at the ignition timing 2 is turned off. For example, if the energization time 2 is "0", the energization time 2 is used as "energization 2 not performed", and if the energization time 2 is not "0", the energization time 2 is used as "energization 2 performed”. Then, the energization 2 implementation presence/absence determination unit 306 determines whether or not the energization 2 is implemented.
  • the energization time 2 calculated by the determination unit 306 is input to the ignition signal generation unit 204 that generates the ignition signal as the result of the ignition signal calculation.
  • the ignition signal generator (ignition signal generator 204) generates a first ignition timing (ignition timing 1), which is the ignition timing immediately before reenergization, and a first energization time (energization time) of the primary current that is energized immediately before reenergization Time 1), the corrected second ignition timing (corrected ignition timing 2), and an ignition signal generated based on the ignition signal calculation result are output to the ignition coil (ignition coil 103).
  • FIG. 4 is a diagram showing a configuration example of the ignition coil 103. As shown in FIG. 4
  • the ignition coil 103 includes a power source 401 , a primary coil 402 , a switching device 403 , a secondary coil 404 , a temperature detection element 405 and an excessive temperature rise prevention circuit 406 .
  • a power supply 401 supplies a primary current and a primary voltage to a primary coil 402 .
  • the switching device 403 switches between energization and non-energization of the primary coil 402 according to ON or OFF of the ignition signal transmitted from the ECU 124 (ignition signal generator 204).
  • a secondary coil 404 is installed in parallel with the primary coil 402 . One end of the secondary coil 404 is grounded and the other end is connected to the electrode of the spark plug 102 .
  • Temperature sensing element 405 measures the temperature in ignition coil 103 .
  • a temperature sensing diode may be used as the temperature sensing element 405.
  • An excessive temperature rise prevention circuit 406 is installed between the primary coil 402 and the switching device 403 .
  • the excessive temperature rise prevention unit (excessive temperature rise prevention circuit 406) is energized by the ignition signal input from the ignition signal generation unit (ignition signal generation unit 204) to the primary coil (primary coil 402).
  • the energization of the primary coil (the primary coil 402) is stopped.
  • the excessive temperature rise prevention circuit 406 determines whether or not the measured value of the temperature detection element 405 has exceeded a preset allowable temperature.
  • Excessive temperature rise prevention circuit 406 may use, for example, a circuit that uses an operational amplifier or the like to deenergize the output of the circuit when the measured value of temperature detecting element 405 exceeds a threshold value corresponding to the allowable temperature.
  • the ignition coil 103 may be configured as an ignition control circuit provided with one or more primary coils 402 and one or more secondary coils 404 . It is also possible to apply the present invention to the ignition coil 103 having such a configuration.
  • the internal combustion engine control device (ECU 124) includes the primary coil (primary coil 402) arranged on the primary side and the secondary coil (2
  • the ignition signal input to the ignition coil (ignition coil 103) having the primary coil 404) controls the energization and interruption of the primary current flowing through the primary coil (primary coil 402), and the primary current is interrupted.
  • the secondary voltage and secondary current induced in the secondary coil (secondary coil 404) are applied to the spark plug (ignition plug 102) connected to the secondary coil (secondary coil 404) and generated.
  • the ignition of the internal combustion engine (internal combustion engine 100) in which the air-fuel mixture is ignited in the combustion chamber in the cylinder is controlled by the spark discharge.
  • the ECU 124 determines whether or not reenergization is to be performed based on the relationship between the time when reenergization ends and the time when the frequency of restrikes decreases (for example, after top dead center). At this time, based on the TCV opening, the flow velocity reduction angle at which the occurrence frequency of restrikes is reduced is determined, and the reenergization end timing is set according to this flow velocity reduction angle. Therefore, it is possible to suppress an increase in product cost due to the addition of a device for measuring the secondary current to the ECU 124 and the addition of a component for switching the circuit configuration according to the secondary current.
  • the ignition signal generator 204 does not generate an ignition signal when the ignition signal calculator 203 determines not to perform reenergization, thereby suppressing unnecessary energy consumption associated with reenergization.
  • the ignition signal generation unit 204 generates an ignition signal only when the ignition signal calculation unit 203 determines that re-energization is to be performed. 102 wear can be reduced.
  • the internal combustion engine control device (ECU 124) according to the present embodiment stops energization when determining that the temperature of ignition coil 103 exceeds a preset allowable temperature when energizing primary coil 402.
  • a temperature rise prevention circuit 407 is provided.
  • the excessive temperature rise prevention circuit 407 can prevent the ignition coil 103 from malfunctioning due to excessive temperature rise.
  • FIG. 5 is a flowchart showing an example of ignition control processing.
  • the ignition timing 1 calculator 301 calculates the ignition timing 1 according to the control flow shown in FIG. 6 (S1).
  • the energization time 1 calculation unit 302 calculates the energization time 1 according to the control flow shown in FIG. 7 (S2).
  • the energization 2 start timing calculation unit 303 calculates the energization 2 start timing according to the control flow shown in FIG. 8 (S3).
  • the pre-correction ignition timing 2 calculator 304 calculates the pre-correction ignition timing 2 according to the control flow shown in FIG. 10 (S4).
  • the post-correction ignition timing 2 calculation unit 305 calculates the post-correction ignition timing 2 according to the control flow shown in FIG. 11 (S5).
  • the energization 2 execution presence/absence determination unit 306 determines whether energization 2 is implemented or not, and calculates the energization time 2 (S6).
  • the ignition signal generator 204 generates an ignition signal according to the timing chart shown in FIG. 14 (S7).
  • FIG. 6 is a flow chart showing an example of the ignition timing 1 calculation process in step S1 of FIG.
  • the ignition timing 1 calculation unit 301 acquires the basic ignition timing and the retard command value from the memory 202 (S11).
  • the ignition timing 1 calculation unit 301 uses a value set in advance for each specification of the internal combustion engine 100.
  • the ignition timing 1 calculation unit 301 sets the amount of retardation from the basic ignition timing as a retard command value according to the operating state of the internal combustion engine 100 .
  • FIG. 7 is a flowchart showing an example of the energization time 1 calculation process in step S2 of FIG.
  • the energization time 1 calculation unit 302 acquires the basic energization time, water temperature, and EGR flow rate (S21).
  • the energization time 1 calculator 302 uses a value set in advance for each specification of the internal combustion engine 100 and the ignition coil 103 as the basic energization time. Further, as the water temperature becomes lower, the spark discharge becomes more difficult to fly, so the energization time 1 calculation unit 302 sets the water temperature coefficient so that the energization time becomes longer as the water temperature becomes lower. Further, the higher the EGR flow rate, the higher the energy required for spark discharge. Therefore, the energization time 1 calculation unit 302 sets the EGR coefficient so that the energization time increases as the EGR flow rate increases.
  • FIG. 8 is a flow chart showing an example of the energization 2 start timing calculation process in step S3 of FIG.
  • FIG. 9 is a diagram showing an example of characteristics of peak secondary current and secondary current slope, energization 2 start timing, peak secondary current, secondary current slope, and restrike occurrence threshold.
  • Graph (a) of FIG. 9 shows an example of a graph 901 in which the horizontal axis is the in-cylinder pressure and the vertical axis is the peak secondary current value.
  • Graph (b) of FIG. 9 shows an example of a graph 902 in which the horizontal axis is the in-cylinder pressure and the vertical axis is the slope of the secondary current.
  • Graph (c) of FIG. 9 shows an example of ignition timing 1t903, peak secondary current 904, secondary current slope 905, and energization 2 start timing t907.
  • the energization 2 start timing calculation unit 303 acquires the energization time 1, crank angle, in-cylinder pressure, coil design information, and restrike occurrence threshold (S31).
  • the restrike occurrence threshold is stored in the memory 202 in a state calculated in advance by the energization 2 start timing calculation unit 303, but may be calculated in accordance with the execution of step S31.
  • the energization 2 start timing calculator 303 calculates the peak secondary current and the slope of the secondary current (S32).
  • a graph 901 shown in graph (a) of FIG. 9 represents a peak secondary current value characteristic in which the high peak secondary current value decreases as the in-cylinder pressure increases. Therefore, the energization 2 start timing calculation unit 303 previously measures and calculates the peak secondary current value corresponding to the in-cylinder pressure.
  • a graph 902 shown in graph (b) of FIG. 9 represents a secondary current gradient characteristic in which the secondary current gradient becomes steeper as the in-cylinder pressure increases. Therefore, the energization 2 start timing calculation unit 303 previously measures and calculates the secondary current slope corresponding to the in-cylinder pressure. If the cylinder 101 does not have the in-cylinder pressure sensor 105, the energization 2 start timing calculation unit 303, for example, determines the in-cylinder pressure estimated based on the rotation speed calculated from the amount of change in the crank angle per predetermined time. A value may be used to determine the secondary current slope.
  • the energization 2 start timing calculation unit 303 calculates the energization 2 start timing according to the following equation (1) (S33), and the process returns to FIG.
  • Energization 2 start timing ignition timing 1t903 + ⁇ (peak secondary current 904 - restrike occurrence threshold 906) / secondary current slope 905 ⁇ x time angle conversion factor (1)
  • the time-angle conversion coefficient in formula (1) is given by the following formula ( 2) calculates the time-angle conversion coefficient.
  • Time angle conversion factor (rotation speed [rpm] x 720 [deg]) ⁇ 2 x 60 [s] (2)
  • the ECU 124 measures in advance the secondary current, which is the current of the secondary coil 404 , and sets the threshold of the secondary current at which restrike occurs frequently as the restrike generation threshold 906 .
  • the ignition signal calculation unit (ignition signal calculation unit 203) sets the timing at which the secondary current exceeds a preset restrike occurrence threshold as the restrike occurrence timing, and adjusts the re-energization start timing to the restrike occurrence timing. Then, the ignition signal generation unit 204 of the ECU 124 generates an ignition signal so that the secondary current becomes 0 at the energization 2 start timing t907 when the value of the secondary current becomes less than the restrike occurrence threshold value 906. Therefore, the occurrence of restrikes is suppressed.
  • the re-energization start timing calculation unit calculates 2 The peak value of the secondary current and the slope of the secondary current that decreases from the peak value are calculated, and the peak value of the secondary current, and the slope of the secondary current and the time calculated based on the restrike occurrence threshold is added to calculate the re-energization start timing (energization 2 start timing).
  • the energization 2 start timing calculation unit 303 sets the energization 2 start timing so as to avoid regions where restrikes occur frequently, thereby suppressing the occurrence of multiple discharges and reducing the wear of the spark plug 102. becomes.
  • FIG. 10 is a flowchart showing an example of the pre-correction ignition timing 2 calculation process in step S4 of FIG.
  • the pre-correction ignition timing 2 calculation unit 304 acquires the top dead center from the top dead center detection unit 205, and acquires the flow velocity reduction margin amount from the memory 202 or the like (S41).
  • the flow velocity of the air-fuel mixture between the electrodes of the spark plug 102 may be simply referred to as "flow velocity".
  • the top dead center is set in advance by the top dead center detector 205 based on the specifications of the internal combustion engine 100 . Further, it is desirable to set the flow velocity reduction margin amount to a value that sufficiently reduces the flow velocity or the frequency of restrike occurrences based on the results of measuring the operating state of the internal combustion engine 100 and the flow velocity after top dead center or the frequency of occurrence of restrikes in advance. .
  • the ignition signal calculation unit 203 advances the ignition timing 2 from the top dead center detected by the top dead center detection unit (top dead center detection unit 205), and the flow velocity between the electrodes of the spark plug 102 decreases. Correct when necessary. At the corrected ignition timing 2, the flow velocity between the electrodes of the spark plug 102 is reduced and the restrike frequency is lowered, so that the wear of the spark plug 102 can be reduced.
  • FIG. 11 is a flow chart showing an example of post-correction ignition timing 2 calculation processing in step S5.
  • FIG. 12 is a diagram showing an example of the flow velocity at the energization 2 start timing and the flow velocity decrease amount from the energization 2 start timing.
  • the post-correction ignition timing 2 calculation unit 305 acquires the pre-correction ignition timing 2, the TCV opening, the flow velocity threshold, and the energization 2 start timing (S51).
  • the post-correction ignition timing 2 calculation unit 305 estimates the flow velocity at the energization 2 start timing (S52).
  • the flow velocity at the energization 2 start timing is estimated by previously measuring the characteristics corresponding to the TCV opening and the rotation speed.
  • Graph (a) of FIG. 12 shows the relationship between the TCV opening degree measured in advance and the flow velocity at the start of energization 2 . From this graph, it can be seen that the greater the TCV opening, the lower the flow velocity at the energization 2 start timing.
  • the post-correction ignition timing 2 calculation unit 305 can estimate the flow velocity at the energization 2 start timing from the TCV opening based on the graph selected according to the engine speed.
  • the post-correction ignition timing 2 calculation unit 305 estimates the advance amount from the pre-correction ignition timing 2 that satisfies the following equation (3) (S53).
  • the graph showing the flow velocity in FIG. 14, which will be described later, shows an example in which the flow velocity threshold is calculated based on the flow velocity at the start timing of energization 2 when weak tumble eddies are generated and the amount of decrease from this flow velocity.
  • the ECU 124 As shown in the graph (b) of FIG. is measured in advance and estimated.
  • Graph (b) of FIG. 12 shows the relationship between the amount of decrease in flow velocity from the energization 2 start timing and the amount of advance from the pre-correction ignition timing 2 .
  • This graph shows an example of the amount of flow velocity reduction from the energization 2 start timing when the air-fuel mixture flow velocity at the energization 2 start timing is 10 m/s, 20 m/s, and 30 m/s with respect to the ignition timing 1.
  • the ignition timing 1 is the same regardless of whether the flow velocity is 10 m/s, 20 m/s, or 30 m/s.
  • the ECU 124 measures the characteristics at a plurality of ignition timings 1 in advance.
  • the post-correction ignition timing 2 calculation unit 305 calculates the post-correction ignition timing 2 based on the following equation (4) (S54).
  • Post-correction ignition timing 2 Pre-correction ignition timing 2 - Advance amount from pre-correction ignition timing 2 (4)
  • the ignition signal calculation unit transmits the ignition signal to the primary coil 402, and re-energizes based on the information of the secondary coil 404. Then, the ignition signal calculation unit (ignition signal calculation unit 203) terminates reenergization when the flow velocity between the spark plugs 102 becomes equal to or less than a predetermined value, and determines the end timing of reenergization based on the flow velocity between the spark plugs 102. The angle is advanced beyond the top dead center. Therefore, the wear of the spark plug 102 can be reduced with the minimum necessary energy consumption without increasing the product cost by adding parts to the internal combustion engine 100 .
  • step S5 the ignition signal calculation unit (ignition signal calculation unit 203) calculates the flow speed based on the operation amount (TCV opening) of the TCV 113 that controls the flow in the combustion chamber and the flow speed at the energization 2 start timing. After-correction ignition timing 2 calculation processing for estimating the timing at which is equal to or less than the flow velocity threshold is performed. At this time, the ignition signal calculation unit 203 can also estimate the timing when the flow velocity becomes equal to or less than the flow velocity threshold based on the flow fluctuation characteristics determined by the flow velocity at the energization 2 start timing, the rotation speed of the internal combustion engine, and the shape of the combustion chamber. can.
  • the ignition signal calculation unit (ignition signal calculation unit 203) optimally calculates ignition timing 2 at which no restrike occurs and the spark plug 102 is not worn, based on the flow velocity, rotation speed, and flow fluctuation characteristics. Therefore, the wear of the spark plug 102 can be reduced with the minimum necessary energy consumption.
  • the opening of the TCV 113 is used in this embodiment to estimate the flow velocity
  • other devices may be used as long as they control the flow of the internal combustion engine. This makes it possible to apply the present invention to other devices related to the flow of an internal combustion engine (for example, variable valve mechanisms such as VTC (valve timing control) and SCV (swirl control valve)). These other devices can also estimate the flow velocity between the electrodes of the spark plug 102 in the internal combustion engine 100 .
  • FIG. 13 is a flowchart showing an example of the energization 2 execution presence/absence determination process in step S6 of FIG.
  • the energization 2 implementation presence/absence determination unit 306 acquires the energization 2 start timing from the energization 2 start timing calculation unit 303, and acquires the corrected ignition timing 2 from the corrected ignition timing 2 calculation unit 305 (S61).
  • the energization 2 implementation presence/absence determination unit 306 determines whether or not the energization 2 start timing is on the advanced side of the ignition timing 2 (S62).
  • the ignition signal calculation unit determines that re-energization is to be performed when the re-energization start timing is on the advanced side of the re-energization end timing, and the re-energization ends. It is determined not to perform reenergization when the reenergization start timing is on the retard side of the timing. Since it is determined whether or not reenergization is to be performed in this manner, the ignition signal is generated only when the ignition signal calculation unit 203 determines that reenergization is to be performed.
  • the energization 2 execution presence/absence determination unit 306 outputs to the ignition signal generation unit 204 a determination result that re-energization is performed.
  • the ignition signal generator 204 outputs the ignition signal generated based on the determination result to the ignition coil 103, so that the ignition coil 103 can ignite the ignition plug 102.
  • the ECU 124 can suppress the occurrence of a restrike with minimum necessary energy consumption, and can reduce wear of the spark plug 102 .
  • the energization 2 execution presence/absence determination unit 306 outputs to the ignition signal generation unit 204 a determination result that re-energization is not performed when the energization 2 start timing is retarded relative to the post-correction ignition timing 2. Since the ignition signal generator 204 does not generate an ignition signal based on this determination result, the ignition coil 103 does not ignite the ignition plug 102 . Here, at the energization 2 start timing set after the top dead center, the flow velocity between the electrodes of the spark plug 102 decreases and the restrike does not occur. The ignition coil 103 does not perform the energization 2. Therefore, unnecessary energy consumption in the ignition coil 103 accompanying the energization 2 can be suppressed.
  • FIG. 14 is a timing chart showing an example of the ignition signal generation process in step S7 of FIG. This timing chart shows the ignition signal, primary current, secondary current and flow velocity. Note that the flow velocity represents the flow velocity of the air-fuel mixture between the electrodes of the spark plug 102 .
  • the ignition signal generator 204 receives the ignition timing 1, energization time 1, corrected ignition timing 2, and energization time 2 generated in steps S1 to S6 of FIG.
  • the ignition signal generation unit 204 generates the ignition signal so that the ignition timing 1 is time t1402, the energization time 1 is time t1402-time t1401, the corrected ignition timing 2 is time t1404, and the energization time 2 is time t1404-time t1403.
  • the time t1401 represents the energization 1 start timing of the primary current (energization 1) that is energized to the ignition coil 103 in accordance with the ignition timing 1.
  • time t1403 represents the start timing of energization 2 of the primary current (energization 2).
  • the ignition signal generation process performed by the ignition signal generator 204 will be described below.
  • energization 1 start timing when the ignition signal turns from OFF to ON, energization to primary coil 402 is started.
  • the primary current flowing through the primary coil 402 increases, and the magnetic field formed between the primary coil 402 and the secondary coil 404 becomes stronger.
  • the flow velocity between the electrodes of the spark plug 102 is shown at the bottom of FIG.
  • the dashed line indicates the flow velocity when a strong tumble vortex is generated, and the solid line indicates the flow velocity when a weak tumble vortex is generated.
  • the time t1402 is set so that the flow velocity between the electrodes of the spark plug 102 is high. Since the flow velocity between the electrodes is high, the spark discharge generated between the electrodes extends for a long time, thereby increasing the feasibility of combustion. Therefore, in the vicinity of time t1402, the flow velocity between the electrodes of spark plug 102 becomes the highest before the top dead center. Thereafter, tumble collapse occurs in the combustion chamber, and the flow velocity between the electrodes of the spark plug 102 decreases over time. However, the flow velocity of strong tumble eddies is greater than that of weak tumble eddies. Therefore, when the primary coil 402 is re-energized and the spark plug 102 is ignited when the flow velocity is high, there is a possibility that the disturbance of the spark discharge becomes large.
  • the ignition signal turns from OFF to ON again, and by energizing primary coil 402, a current opposite to the secondary current flows through primary coil 402, and the secondary current becomes zero. becomes.
  • the energization 2 start timing calculation unit 303 matches the occurrence timing of this time t1403 with the time when the secondary current below the restrike occurrence threshold exceeds the restrike occurrence threshold. Let By adjusting the generation timing of time t1403 by the energization 2 start timing calculation unit 303 in this manner, frequent restrikes can be prevented and wear of the spark plug 102 can be suppressed.
  • Time t1404 is the timing at which the reduced flow velocity becomes equal to or less than the flow velocity threshold when the flow velocity at the start timing of re-energization is decreased by the flow velocity decrease amount in the process of FIG. Desired.
  • time t1404 when the ignition signal turns from ON to OFF again, the primary current becomes 0 and the secondary current rapidly increases, causing the spark plug 102 to generate spark discharge.
  • the flow velocity is equal to or less than the flow velocity threshold, and tumble collapse is progressing, so the flow velocity between the electrodes of spark plug 102 is decreasing. Since the flow velocity is slow as described above, the spark discharge generated between the electrodes of the spark plug 102 is extinguished, and spark discharge is not generated again.
  • time t1405 represents the timing of TDC.
  • the broken line graphs of the ignition signal, primary current, and secondary current show the situation when ignition timing 2 is conventionally set at time t1405, and time t1405 is ignition timing 2 before correction.
  • time t1405 is ignition timing 2 before correction.
  • energization time 2 becomes longer. If the energization time 2 becomes longer, the temperature of the ignition coil 103 (especially the primary coil 402) may be excessively increased.
  • the ignition signal is turned off at time t1404 (corrected ignition timing 2) advanced from time t1405 (TDC), and spark plug 102 is ignited.
  • energization time 2 represented by time t1404 (corrected ignition timing 2) is shorter than energization time 2 set at time t1405. Therefore, the temperature of the ignition coil 103 is not excessively increased, and unnecessary energy is not consumed.
  • FIG. 15 is a timing chart showing an example of the energization 2 implementation presence/absence determination process according to the present embodiment.
  • Timing t1501 shown in FIG. 15 represents corrected ignition timing 2 (top dead center timing -10 degrees).
  • the ignition timing (a) in FIG. 15 represents the case where the ignition timing 1 is BTDC 40deg
  • the ignition timing (b) in FIG. 15 represents the case where the ignition timing 1 is BTDC 20deg
  • FIG. 16 shows an example of the time from ignition timing 1 to post-correction ignition timing 2t1501 at rotational speeds of 1000, 2000, 4000 and 6000 rpm in FIG.
  • the ignition timing (a) in FIG. 15 represents the time from the ignition timing 1 (t1502) to the corrected ignition timing 2t1501, and the ignition timing (b) in FIG. It represents the time up to time 2t1501.
  • the ignition timing (c) in FIG. 15 represents the time from the ignition timing 1 (t1512) to the corrected ignition timing 2t1501.
  • the time between ignition timing 1 (fixed angle) and top dead center (fixed angle) changes. Therefore, as shown in FIG. 16, the time from ignition timing 1 to corrected ignition timing 2t1501 is long at low engine speeds, and the time from ignition timing 1 to corrected ignition timing 2t1501 is short at high engine speeds. is shown.
  • the energization 2 implementation presence/absence determination unit 306 determines whether or not the energization 2 is implemented when the ignition timing 1 and the engine speed are different. It is a timing chart describing a result. In addition, from ignition timing (a) in FIG. 15 to ignition timing (c) in FIG. 15, the time from ignition timing 1 until the secondary current falls below the restrike occurrence threshold is 0.7 ms, and the secondary current decreases to 0. The timing chart is described assuming that the time to complete is 1.0 ms.
  • the times from ignition timing 1t1502 to top dead center timing t1501 at each rotation speed at BTDC 40deg in FIG. 16 are all positive. Further, as shown in the ignition timing (a) of FIG. 15, timing t1503 to timing t1506 are on the advance side of top dead center timing t1501. Therefore, the energization 2 implementation/non-execution determination unit 306 implements the energization 2 from the start timing of each energization 2 to the top dead center timing t1501.
  • the times from ignition timing 1t1507 to top dead center timing t1501 at each rotation speed at BTDC 20deg in FIG. 16 are all positive. Also, as shown in the ignition timing (b) of FIG. 15, the timings t1508 and t1509 are on the advanced side of the top dead center timing t1501. Therefore, the energization 2 execution/non-execution determination unit 306 performs energization 2 during the period from each energization 2 start timing to the top dead center timing t1501 based on the energization 2 execution existence/non-execution determination processing (YES in step S62) shown in FIG. implement. On the other hand, the ignition timing (b) of FIG.
  • the energization 2 implementation/non-execution determination unit 306 does not implement the energization 2 based on the energization 2 implementation/non-execution determination processing (NO in step S62) shown in FIG.
  • the energization 2 start timing is indicated by timing t1513 for 1000 rpm, timing t1514 for 2000 rpm, timing t1515 for 4000 rpm, and timing t1516 for 6000 rpm.
  • the times from ignition timing 1t1512 to top dead center timing t1501 at each rotation speed at TDC in FIG. 16 are all negative. Also, as shown in ignition timing (c) in FIG. 15, timing t1513 to timing t1516 are shown to be on the retard side of top dead center timing t1501. Therefore, the energization 2 execution/non-execution determining unit 306 does not execute the energization 2 based on the flowchart of FIG. 13 .
  • the energization 2 execution presence/absence determining unit 306 determines whether the primary coil is By energizing 402, it is possible to suppress the occurrence of multiple discharges and reduce the wear of spark plug 102.
  • FIG. 1 the energization 2 execution presence/absence determining unit 306 determines whether the primary coil is By energizing 402, it is possible to suppress the occurrence of multiple discharges and reduce the wear of spark plug 102.
  • timing t1510 and timing t1511 shown in the ignition timing (b) of FIG. 15, and timing t1513 to timing t1516 shown in the ignition timing (c) of FIG. 15 have already passed (top dead center t1301-10deg) t1501. , the flow velocity between the electrodes of the spark plug 102 is reduced, resulting in a lower restrike frequency. Therefore, the energization 2 implementation presence/absence determination unit 306 can suppress unnecessary energy consumption by not implementing energization 2 .
  • internal processing determines whether or not to implement reenergization based on the relationship between the reenergization end timing and the timing at which the frequency of restrikes decreases. Therefore, in each combustion cycle, after the ignition coil 103 is energized for a predetermined time, the re-energization start timing is set from the time at which the restrike occurrence frequency suddenly increases, and the flow velocity between the electrodes of the spark plug 102 decreases and the restrike occurs. The end timing of re-energization is set to the flow velocity reduction angle at which the occurrence frequency of .
  • the flow velocity reduction angle is an angle estimated by the amount of operation of the TCV 113 (TCV opening), and is an angle advanced from TDC. Even if discharge sparks are generated at the flow velocity reduction angle due to re-energization, the restrike frequency is low, so wear of the spark plug 102 is suppressed. Further, when the start timing of re-energization is retarded from the end timing of re-energization, the frequency of restrike occurrence decreases, so it is determined that the spark plug 102 is not worn out, and the primary coil 402 is re-energized. do not implement
  • the ignition timing 2 is advanced from TDC according to the flow velocity between the electrodes of the spark plug 102 determined from the TCV opening. Therefore, excessive power consumption required for the energization time 2 can be suppressed. In addition, the risk of excessive temperature rise of the primary coil 402 and the secondary coil 404, which increases as the energization time 2 is longer, can be reduced.
  • the internal combustion engine 100 by configuring the internal combustion engine 100 according to the present embodiment, there is no need to add a circuit component for controlling the operation of the ignition coil 103 and increase the product cost. Further, the ignition signal is generated when it is determined that the reenergization is to be performed, and the ignition signal is not generated when it is determined that the reenergization is not to be performed. Since the generation of the ignition signal is not always performed in this way, it is possible to suppress the occurrence of a restrike with the minimum necessary energy consumption and reduce the wear of the spark plug 102 .
  • the technology according to the present embodiment contributes to extending the life of spark plug 102 .
  • the ignition coil 103 is configured to include a temperature detection element 405 and an excessive temperature rise prevention circuit 406 .
  • Excessive temperature rise prevention circuit 406 forcibly stops energization to primary coil 402 when the measured value of temperature detecting element 405 exceeds a preset allowable temperature. Therefore, even if energization time 2 is short, it is possible to reduce the risk of excessive temperature rise of primary coil 402 and secondary coil 404 due to changes in the external environment or the like.
  • the internal combustion engine 100 may be configured not to perform EGR. Further, as long as the ECU 124 can grasp the flow velocity of the spark plug 102, the internal combustion engine 100 may be configured without the TCV 113.
  • the present invention is not limited to the above-described embodiment, and it goes without saying that various other application examples and modifications can be made without departing from the gist of the present invention described in the claims.
  • the above-described embodiment describes the configuration of the internal combustion engine control device in detail and concretely in order to explain the present invention in an easy-to-understand manner.
  • the control lines and information lines indicate those considered necessary for explanation, and not all control lines and information lines are necessarily indicated on the product. In practice, it may be considered that almost all configurations are interconnected.

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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)

Abstract

Dans la présente invention, une unité de commande électronique (ECU) utilisée comme dispositif de commande de moteur à combustion interne comporte : une unité de calcul de signal d'allumage qui définit, en tant que temporisation de fin de ré-excitation, l'une parmi une temporisation de début et une temporisation de fin de ré-excitation d'un courant primaire pour exciter une bobine d'allumage dans une étape d'allumage, la temporisation parmi la temporisation de début et une temporisation de fin étant une temporisation à laquelle la vitesse d'écoulement d'un mélange air-carburant s'écoulant entre les électrodes d'une bougie d'allumage est inférieure ou égale à une valeur de seuil de vitesse d'écoulement et qui est avancée à partir du point mort haut d'un piston, et qui détermine s'il faut ou non effectuer une ré-excitation ; et une unité de génération de signal d'allumage qui, après la génération d'un signal d'allumage et la délivrance du signal d'allumage à la bobine d'allumage, génère un signal d'allumage lorsque l'unité de calcul de signal d'allumage détermine d'effectuer la ré-excitation, et ne génère pas de signal d'allumage lorsque l'unité de calcul de signal d'allumage détermine de ne pas effectuer la ré-excitation.
PCT/JP2021/034242 2021-01-19 2021-09-17 Dispositif de commande de moteur à combustion interne et procédé de commande de moteur à combustion interne WO2022158038A1 (fr)

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Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2013038530A1 (fr) * 2011-09-14 2013-03-21 トヨタ自動車株式会社 Dispositif de commande de l'allumage pour moteur à combustion interne
JP2015132170A (ja) * 2014-01-09 2015-07-23 ダイヤモンド電機株式会社 内燃機関用の点火装置
JP2018127909A (ja) * 2017-02-06 2018-08-16 株式会社デンソー 点火制御システム

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2013038530A1 (fr) * 2011-09-14 2013-03-21 トヨタ自動車株式会社 Dispositif de commande de l'allumage pour moteur à combustion interne
JP2015132170A (ja) * 2014-01-09 2015-07-23 ダイヤモンド電機株式会社 内燃機関用の点火装置
JP2018127909A (ja) * 2017-02-06 2018-08-16 株式会社デンソー 点火制御システム

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