WO2022269976A1 - Dispositif de commande de moteur à combustion interne - Google Patents

Dispositif de commande de moteur à combustion interne Download PDF

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Publication number
WO2022269976A1
WO2022269976A1 PCT/JP2022/003976 JP2022003976W WO2022269976A1 WO 2022269976 A1 WO2022269976 A1 WO 2022269976A1 JP 2022003976 W JP2022003976 W JP 2022003976W WO 2022269976 A1 WO2022269976 A1 WO 2022269976A1
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Prior art keywords
internal combustion
combustion engine
ignition
flow velocity
timing
Prior art date
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PCT/JP2022/003976
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English (en)
Japanese (ja)
Inventor
一浩 押領司
好彦 赤城
貴和 松下
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日立Astemo株式会社
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Priority to JP2023529470A priority Critical patent/JPWO2022269976A1/ja
Priority to DE112022001358.3T priority patent/DE112022001358T5/de
Publication of WO2022269976A1 publication Critical patent/WO2022269976A1/fr

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D43/00—Conjoint electrical control of two or more functions, e.g. ignition, fuel-air mixture, recirculation, supercharging or exhaust-gas treatment
    • F02D43/04—Conjoint electrical control of two or more functions, e.g. ignition, fuel-air mixture, recirculation, supercharging or exhaust-gas treatment using only digital means
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0002—Controlling intake air
    • F02D41/0007—Controlling intake air for control of turbo-charged or super-charged engines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
    • 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
    • F02P15/00—Electric spark ignition having characteristics not provided for in, or of interest apart from, groups F02P1/00 - F02P13/00 and combined with layout of ignition circuits
    • F02P15/08—Electric spark ignition having characteristics not provided for in, or of interest apart from, groups F02P1/00 - F02P13/00 and combined with layout of ignition circuits having multiple-spark ignition, i.e. ignition occurring simultaneously at different places in one engine cylinder or in two or more separate engine cylinders
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0002—Controlling intake air
    • F02D2041/0015—Controlling intake air for engines with means for controlling swirl or tumble flow, e.g. by using swirl valves
    • 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
    • F02P9/002—Control of spark intensity, intensifying, lengthening, suppression

Definitions

  • the present invention relates to a control device for an internal combustion engine.
  • the intake pipe pressure can be increased compared to when dilution combustion is not used, so it is possible to reduce the pump loss under low load conditions of the internal combustion engine.
  • the heat capacity when burning the same amount of fuel can be increased, so the combustion temperature of the air-fuel mixture can be lowered and the cooling loss can be reduced.
  • the occurrence of abnormal combustion can be suppressed by suppressing the reaction progress leading to the self-ignition reaction due to the introduction of the EGR gas.
  • the ignition timing can be advanced so as to approach the optimum timing, so that the exhaust loss can be reduced.
  • the degree of dilution of the air-fuel mixture is the ratio of the mass sum of the mixed gas consisting of air and EGR gas to the fuel mass (gas-fuel ratio G/F), the air-to-fuel mass ratio (air-fuel ratio A/F), the intake gas EGR ratio (EGR rate) is often evaluated.
  • the relative concentration of the fuel is low, so the air-fuel mixture in the cylinder is released from the spark plug during spark ignition. It is necessary to increase the amount of discharge energy supplied to the Further, the flow velocity of the air-fuel mixture around the plug at the ignition timing is a factor that affects the amount of discharge energy to be supplied. For example, it is well known that if the flow velocity of the air-fuel mixture around the plug at the ignition timing is high, the discharge will blow out, leading to misfiring.
  • Patent Document 1 proposes changing how to give the discharge current waveform according to the flow velocity in the cylinder. Specifically, in the discharge current waveform, when providing a period during which the current value is maintained at a predetermined value, an ignition device is proposed in which the rate of change from the initial value to the predetermined value is set according to the flow velocity.
  • Patent Document 1 when the predetermined value to be maintained is large with respect to the initial current, by setting the rate of change from the initial value to the predetermined value according to the flow velocity, the spark discharge is prevented from blowing out, Wasteful energy supply can be suppressed while achieving reliable ignition. However, Patent Document 1 does not consider wear of the spark plug.
  • An object of the present invention is to provide a control device for an internal combustion engine that can suppress wear of spark plugs while suppressing ignition failure of the internal combustion engine.
  • the control apparatus for an internal combustion engine of the present invention provides a target energy required for ignition of an air-fuel mixture in a cylinder of the internal combustion engine based on the operating conditions of the internal combustion engine and the dilution state of the air-fuel mixture.
  • a target ignition total energy indicating a value is calculated, and based on the parameter of the internal combustion engine that has a correlation with the flow velocity of the air-fuel mixture in the cylinder of the internal combustion engine at the ignition timing, the ignition device is caused to assist the discharge current, and the ignition
  • the device includes a processor for generating ignition energy corresponding to the target ignition total energy.
  • FIG. 1 is a configuration diagram showing a system configuration of an internal combustion engine;
  • FIG. It is a block diagram of an ignition coil. It is a figure explaining the electric current which generate
  • 1 is a configuration diagram of a control device for an internal combustion engine to which the present invention is applied;
  • FIG. It is a control block diagram of an embodiment of the present invention.
  • 4 is a control flow chart for explaining control steps executed by a control block according to an embodiment of the present invention;
  • FIG. 4 is a characteristic diagram showing the relationship between equivalence ratio and reference energy;
  • FIG. 4 is a characteristic diagram showing the relationship between an EGR rate and a correction coefficient;
  • FIG. 5 is a characteristic diagram showing the relationship between ignition timing pressure and correction coefficient;
  • FIG. 5 is a characteristic diagram showing the relationship between ignition timing temperature and correction coefficient;
  • FIG. 4 is a characteristic diagram showing the relationship between operating conditions and reference flow velocity;
  • FIG. 4 is a characteristic diagram showing the relationship between a variable valve and a correction coefficient;
  • FIG. 4 is a characteristic diagram showing the relationship between a tumble control valve and a correction coefficient;
  • FIG. 4 is a characteristic diagram showing the relationship between ignition timing and correction coefficient;
  • FIG. 5 is a characteristic diagram showing the relationship between the primary energization period and the current assist timing after the start of discharge according to the flow velocity for each target ignition total energy.
  • FIG. 4 is a characteristic diagram showing a current waveform that is realized;
  • 4 is a timing chart showing states of various actuators when the number of revolutions changes.
  • 4 is a timing chart showing states of various actuators when a variable valve operation amount changes; 4 is a timing chart showing the states of various actuators when the tumble control valve and throttle valve opening are changed. 4 is a timing chart showing states of various actuators when ignition timing is changed; 4 is a control flow chart for explaining control steps executed by a control block according to an embodiment of the present invention; 4 is a timing chart showing target values and actual values of dilution when the battery voltage changes. It is a control block diagram of the 2nd Embodiment of this invention. 4 is a control flow chart for explaining control steps executed by a control block according to an embodiment of the present invention; FIG. 10 is a characteristic diagram showing the relationship between operating conditions and a period (assist delay) until reference assist. FIG.
  • FIG. 4 is a characteristic diagram showing the relationship between a variable valve and a correction coefficient
  • FIG. 4 is a characteristic diagram showing the relationship between the degree of opening of a tumble control valve and a correction coefficient
  • FIG. 4 is a characteristic diagram showing the relationship between ignition timing and correction coefficient
  • Embodiments of the present invention relate to a control device for an internal combustion engine, and particularly to a control device for an internal combustion engine that is used in a spark ignition type internal combustion engine that uses an ignition coil to generate spark discharge in a spark plug to ignite an air-fuel mixture. It is about.
  • the purpose of the embodiments of the present invention is to provide a mechanism in which the discharge current can be added to the basic current waveform at arbitrary timing.
  • FIG. 1 shows the system configuration of a spark ignition type internal combustion engine used in automobiles, and includes an in-cylinder fuel injection device 13 that directly injects gasoline fuel into the cylinder.
  • the internal combustion engine ENG is an in-cylinder injection internal combustion engine for automobiles that performs spark ignition combustion.
  • An air flow sensor 1 for measuring the intake air amount and intake air temperature
  • a supercharger compressor 4a for supercharging the intake air
  • an intercooler 7 for cooling the intake air
  • an electronically controlled throttle 2 for adjusting the intake pipe pressure.
  • a humidity sensor (not shown) and a tumble control valve are provided at appropriate positions in each of the intake pipes.
  • the humidity sensor is a sensor that can detect relative humidity and absolute humidity.
  • a fuel injection device 13 injector for injecting fuel into the cylinder 14 of each cylinder and an ignition device (hereinafter referred to as ignition coil 16 and spark plug 17) for supplying ignition energy are provided for each cylinder. provided for.
  • the cylinder head is provided with a variable valve 5 that adjusts the air-fuel mixture flowing into the cylinder or the exhaust gas discharged from the cylinder.
  • a variable valve 5 that adjusts the air-fuel mixture flowing into the cylinder or the exhaust gas discharged from the cylinder.
  • a high-pressure fuel pump (not shown) for supplying high-pressure fuel to the fuel injection device 13 is connected to the fuel injection device 13 through a fuel pipe.
  • a fuel pressure sensor is provided.
  • a crank angle sensor 19 is attached to detect the position of the piston of the internal combustion engine. Output information from the crank angle sensor 19 is sent to an ECU 20 (Engine Control Unit).
  • a turbine 4b for applying rotational force to the compressor 4a of the supercharger by exhaust energy
  • an electronically controlled wastegate valve 11 for adjusting the flow rate of exhaust gas flowing to the turbine 4b
  • a three-way catalyst 10 for purifying the exhaust gas.
  • An air-fuel ratio sensor 9 for detecting the air-fuel ratio of the exhaust gas on the upstream side of the three-way catalyst 10 is provided at an appropriate position in each of the exhaust pipes 15 .
  • a water temperature sensor 18 is provided to measure the temperature of cooling water that flows around the internal combustion engine.
  • an EGR pipe is provided for recirculating exhaust gas from the exhaust pipe 15 downstream of the three-way catalyst 10 to the intake pipe upstream of the compressor 4a. EGR valves (EGR mechanism) for controlling the EGR flow rate are attached to the EGR pipes at appropriate positions.
  • the output information obtained from the airflow sensor 1, the water temperature sensor 18 and the air-fuel ratio sensor 9 is sent to the control unit (ECU 20) that controls the internal combustion engine. Further, output information obtained from the accelerator opening sensor 12 is sent to the ECU 20 .
  • the accelerator opening sensor 12 detects the depression amount of the accelerator pedal, that is, the accelerator opening.
  • the ECU 20 calculates the required torque based on the output information from the accelerator opening sensor 12 . That is, the accelerator opening sensor 12 is used as a required torque detection sensor that detects the required torque to the internal combustion engine.
  • the ECU 20 also calculates the rotation speed of the internal combustion engine based on output information from the crank angle sensor 19 .
  • the ECU 20 optimally calculates main operating variables of the internal combustion engine, such as air flow rate, fuel injection amount, ignition timing, and fuel pressure, based on the operating conditions of the internal combustion engine obtained from the output information of the various sensors.
  • the fuel injection amount calculated by the ECU 20 is converted into a valve opening pulse signal and sent to the fuel injection device 13 . Also, an ignition signal is sent to the ignition coil 16 so that the engine is ignited at the ignition timing calculated by the ECU 20 . Further, the throttle opening (also referred to as throttle valve opening) calculated by the ECU 20 is sent to the electronically controlled throttle 2 as a throttle drive signal.
  • Fuel is injected into the air that has flowed into the cylinder 14 from the intake pipe through the intake valve to form an air-fuel mixture.
  • the air-fuel mixture is exploded by a spark generated from the ignition plug 17 at a predetermined ignition timing, and the combustion pressure pushes down the piston to provide driving force for the internal combustion engine.
  • the exhaust gas after the explosion passes through the exhaust pipe 15 and is sent to the three-way catalyst 10, and the exhaust components are purified in the three-way catalyst 10 and discharged to the outside.
  • the ignition coil 16 is composed of a primary coil on the low voltage side (battery side) and a secondary coil on the high voltage side, and is designed to generate high voltage. In addition to these two coils, an ignition coil 16 having a tertiary coil that enables current assist on the low voltage side is applied.
  • 2A and 2B show a configuration example of the coil applied in this embodiment and the discharge current generated when the same coil is used. 2A and 2B, a specific circuit for energizing the ignition coil 16 is not shown.
  • FIG. 2A shows the configuration of the ignition coil 16
  • FIG. 2B shows the time history of the discharge current, the energized state of the primary coil, which is the manipulated variable, and the energized state of the tertiary coil.
  • the energized state is an index that indicates a state in which energization is being performed by ON, and a state in which energization is not being performed by OFF.
  • a discharge current begins to flow on the high voltage side.
  • the tertiary coil is not energized, the magnetic energy accumulated in the secondary coil is released, and the discharge current gradually decreases.
  • FIG. 3 is a configuration diagram showing the configuration of an internal combustion engine control device to which the present invention is applied.
  • Input signals such as air amount information from the air flow sensor 1, accelerator depression information from the accelerator opening sensor 12, and angle information from the crank angle sensor 19 are input to an input circuit 21 of the ECU 20, which is a control unit.
  • the input signals are not limited to these, additional description will be given as appropriate.
  • the input signal of each sensor is sent to the input port within the input/output port 22 .
  • the input information sent to the input port is temporarily stored in the RAM 23c and processed by the CPU 23a according to a predetermined control program.
  • a control program describing the contents of arithmetic processing is written in the ROM 23b in advance.
  • Output information indicating the amount of operation of the fuel injection device 13 and the ignition coil 16 for controlling the internal combustion engine calculated according to the control program is temporarily stored in the RAM 23c and then sent to the output port in the input/output port 22. It is sent to the fuel injection device 13 and the ignition coil 16 through the respective drive circuits.
  • other actuators are also used in internal combustion engines, their description is omitted here.
  • the ignition control section 24 is shown as the drive circuit, and the ignition control section 24 controls the timing of energizing the ignition coil 16, the amount of discharge energy, and the like.
  • the ECU 20 is provided with an ignition control section 24 for controlling the energization time of the ignition coil 16 and the amount of discharge energy.
  • the entire ignition control unit 24 may be mounted in a device separate from the ECU 20.
  • the ECU 20 calculates the discharge energy of the spark plug 17 according to the detected air amount, crank angle, cooling water temperature, intake air temperature, humidity, etc., and discharges the energy to the ignition coil 16 at an appropriate timing (conduction time or ignition timing). When energized, the air-fuel mixture in the cylinder is ignited.
  • FIG. 4 is a control block showing an outline of the discharge energy control performed by the ignition control section 24 in the ECU 20, which is the control device for the internal combustion engine of the embodiment of the present invention.
  • a target ignition total energy calculation unit 41 calculates a target ignition total energy amount based on the required torque calculated from the output information of the accelerator opening sensor 12 and the rotational speed of the internal combustion engine calculated from the output information of the crank angle sensor 19. It has a function to calculate The target ignition total energy amount calculated by the target ignition total energy calculation section 41 is input to the next-stage target ignition energy realization section 43 .
  • the ignition timing flow velocity calculation unit 42 has a function of calculating the plug peripheral flow velocity at the ignition timing based on the required torque, the rotational speed, the operation amount of the variable valve, the tumble control valve, and the ignition timing.
  • the plug-periphery flow velocity at the ignition timing calculated by the ignition timing flow velocity calculator 42 is also input to the next-stage target ignition energy realization section 43 .
  • the target ignition energy realization unit 43 determines the operation amount of the ignition device based on the target ignition total energy amount and the flow velocity around the plug at the ignition timing.
  • the target ignition energy realization unit 43 sets, calculates, and outputs the energization period of the primary coil that determines the basic current waveform, the timing of the assist, and the period.
  • the manipulated variable correction unit 44 is a block that determines whether or not the amount of energy that can be generated by the ignition device can be realized, and corrects the degree of dilution of the air-fuel mixture that affects the target energy and the manipulated variable of the actuator that affects the flow velocity.
  • the maximum generateable energy calculator 44 a calculates the maximum energy that can be generated based on the power supply voltage of the ignition coil 16 .
  • the calculated maximum energy is input to the target dilution correction section 44b.
  • the target dilution correction unit 44b calculates a dilution that can be achieved with the same maximum generateable energy, and based on the calculated dilution that can be achieved, sets a new air-fuel ratio target value (target air-fuel ratio) and an EGR rate target. (Target EGR rate) is calculated.
  • FIG. 5 shows a control flow of arithmetic processing for ignition control in the first embodiment.
  • Step S501 is a process executed by the target ignition total energy calculator 41 in FIG. 4
  • step S502 is a process executed by the ignition timing flow velocity calculator 42.
  • step S503 is a process executed by the target ignition energy realization section 43 .
  • a target ignition total energy is calculated.
  • the target ignition total energy is, for example, a reference energy calculated based on the equivalence ratio of the air-fuel mixture, a correction coefficient for correcting the energy amount according to the EGR rate, and a correction coefficient for correcting the energy amount according to the ignition timing pressure. , and a correction coefficient for correcting the amount of energy according to the temperature of the ignition timing.
  • the energy required for ignition is minimized in a specific equivalence ratio range.
  • the specific equivalence ratio range varies depending on the fuel type and oxidant type, but in the case of gasoline, it is minimized under conditions close to the stoichiometric mixture ratio (stoichiometry). Therefore, the reference energy has a downwardly convex characteristic with respect to the equivalence ratio (FIG. 6A).
  • the target ignition total energy can be calculated in step S501 of FIG.
  • a laminar combustion velocity as an index having characteristics opposite to the relationship between the equivalence ratio and the reference energy and the relationship between the EGR rate, pressure, temperature and the reference energy.
  • SL is the laminar combustion speed of the air-fuel mixture determined based on the ignition timing temperature, pressure, equivalence ratio, and EGR rate, and SL0 is the laminar combustion speed under the reference condition.
  • the laminar burning velocity SL may be obtained in advance through experiments, or may be obtained using an existing proposed formula. Since the laminar combustion velocity term in equation (1) is multiplied by a negative value, the target ignition total energy E calculated by equation (1) is the EGR rate, which has a minimum value for a specific equivalence ratio. It has a positive correlation with pressure, a positive correlation with pressure, and a negative correlation with temperature.
  • step S501 It is possible to calculate the target ignition total energy in step S501 by the method described above. By setting the target ignition total energy in this way, it is possible to set an appropriate energy target value based on parameters that affect ignitability, such as the equivalence ratio, EGR rate, ignition timing pressure, and ignition timing temperature.
  • step S502 the flow velocity around the spark plug at the ignition timing is calculated.
  • the flow velocity around the plug at the ignition timing depends on the operating conditions of the engine (engine torque, rotation speed), the variable valve operation amount and tumble control valve opening, which are the operation amounts of the actuators related to air flow, and the ignition timing, which is the ignition timing. Depends on the time.
  • FIGS. 7A to 7D show a relationship 71 between the operating conditions and the reference flow velocity, a relationship 72 between the variable valve operation amount and the correction coefficient, a relationship 73 between the tumble control valve opening and the correction coefficient, and a relationship 74 between the ignition timing and the correction coefficient, respectively.
  • the operating conditions include the rotational speed of the engine and the torque generated by the engine (engine torque).
  • engine torque The angular velocity of the vortex formed inside the engine tends to change according to the engine rotation speed, and the higher the engine rotation speed, the higher the ignition timing flow velocity (there is a positive correlation between the rotation speed and the flow velocity). be).
  • the greater the engine torque the more air is introduced into the engine cylinder, which increases the momentum in the engine cylinder and may increase the flow velocity (there is a positive correlation between throttle opening and flow velocity). be).
  • the correction coefficient has a characteristic of having a maximum value in the predetermined range of the operation amount of the variable valve (flow velocity).
  • flow velocity The greater the difference between the actual operation amount and the operation amount (reference operation amount) of the variable valve mechanism that maximizes the flow velocity, the smaller the flow velocity.There is a negative correlation between the difference between the reference operation amount and the actual operation amount and the flow velocity).
  • variable valve when the variable valve is operated to close the intake valve extremely early, the flow in the engine cylinder is attenuated and the flow velocity at the ignition timing becomes smaller. On the other hand, if the closing timing of the intake valve is extremely late, part of the air introduced into the engine cylinder will blow back into the intake pipe, reducing the momentum in the engine cylinder and reducing the flow velocity at the ignition timing. .
  • the change in flow velocity with respect to the operation amount of the variable valve has a characteristic that has a maximum value within a predetermined range (Fig. 7B).
  • the tumble control valve is a mechanism that increases the flow rate of gas flowing into the engine by closing part of the flow path by operating the control valve.
  • a large degree of opening of the tumble control valve indicates that the flow path is blocked by a relatively small amount.
  • the opening of the tumble control valve is large, the amount that blocks the flow path is relatively small, and the flow velocity at the ignition timing becomes small. large, and the flow velocity at the ignition timing becomes large.
  • the correction coefficient has a negative correlation with the degree of opening of the tumble control valve (Fig. 7C).
  • the radius of the vortex gradually decreases as the piston rises, and the flow velocity around the plug tends to decrease. Therefore, the correction coefficient increases as the ignition timing advances (Fig. 7D).
  • a correction map based on this is set so that the correction coefficient increases as the ignition timing is advanced.
  • the flow velocity around the spark plug at the ignition timing can be calculated in step S502.
  • Vadv is the cylinder internal volume (m 3 ) at the ignition timing
  • RT is the tumble vortex diameter (m)
  • Ne is the engine speed (rpm)
  • NT is the tumble ratio
  • ⁇ is the circumference ratio.
  • the tumble ratio is a characteristic of the engine, calculated in advance through simulations and experiments, and mapped or functioned. By mapping the tumble ratio according to the state of the tumble control valve, the influence of the tumble ratio can be reflected. Equation (3) can express differences in engine rotation speed and ignition timing, but cannot express the effects of engine torque and variable valve operation amount. In order to express these, the flow velocity can be calculated by obtaining the product of the correction coefficient calculated from the map of the relationship between the variable valve and the correction amount shown in FIGS. 7A to 7D.
  • Step S503 Based on the target ignition total energy E and the flow velocity V, the energization time of the primary coil and the assist timing are calculated. For example, the relationship between the energization time of the primary coil and the assist timing can be determined in advance according to the level of the target ignition total energy, and can be set based on the determined relationship.
  • FIGS. 8A and 8B show the relationship between the energization time of the primary coil and the assist timing according to the target ignition total energy and the flow velocity.
  • FIGS. 8A and 8B show a case where the target total energy is large, a case where the target total energy is medium, and a case where the target total energy is small.
  • the setting is based on the assumption that the target ignition total energy cannot be generated without ignition assistance.
  • the target ignition total energy is moderate, it is assumed that the target ignition total energy can be achieved within the setting range of the energization time of the primary coil, regardless of the flow velocity conditions.
  • the target ignition total energy is small, the range that can be realized by shortening the energization time of the primary coil is assumed under the condition where the flow velocity condition is small.
  • the assist timing is changed according to the flow velocity.
  • the energization time of the primary coil is set substantially constant regardless of the flow velocity conditions, and is set so that the greater the flow velocity, the earlier the ignition assist timing.
  • the discharge path expands slowly, the discharge path expands more, and the timing at which the reformation is likely to occur is delayed.
  • the reformation of the discharge path can be prevented, heating can be continued, and the target ignition total energy can be supplied to the flame.
  • the primary energization period is set larger as the flow velocity increases.
  • the assist is performed under the condition that the flow velocity is small, and the assist timing is advanced as the flow velocity increases.
  • FIG. 9 shows an example of the results of the above processing. From the top, the engine speed, flow rate at ignition timing, primary coil energization period, assist timing (tertiary coil energization start timing), and current waveform realized by the primary coil energization period and current assist are shown. In FIG. 9, the engine speed increases with the passage of time, and the figure shows the results at four levels of speed.
  • the rotation speed levels are shown as 1st level, 2nd level, 3rd level, and 4th level.
  • the primary coil energization period is increased compared to the first level, and the maximum current of the current waveform is increased.
  • the tertiary coil is energized.
  • the energization timing of the tertiary coil is earlier than when the rotational speed is at the third level.
  • FIG. 10 shows an example of the results of the above processing. From the top, the variable valve operation amount, the flow rate of the ignition timing, the primary coil energization period, the assist timing (tertiary coil energization start timing), and the current waveform realized by the primary coil energization period and current assist are shown.
  • the operation amount of the variable valve is operated from the advance side to the retard side with the passage of time, and the figure shows the results for four levels of the variable valve operation amount.
  • the levels of the variable valve operation amount are shown as 1st level, 2nd level, 3rd level, and 4th level.
  • the flow velocity increases, and in the change from the 3rd level to the 4th level, the flow velocity decreases.
  • the flow velocity does not necessarily change monotonically with respect to the amount of operation of the variable valve, so the change is as shown in FIG.
  • the change in the ignition assist timing may not change monotonically with respect to the operation amount of the same operation.
  • the necessary energy can be generated at an appropriate timing according to the flow velocity, ensuring ignitability and reducing waste. Suppression of energy supply can be realized.
  • FIG. 11 shows an example of the results of the processing described above. From the top, the tumble control valve operation amount, throttle opening, ignition timing flow rate, primary coil energization period, assist timing (tertiary coil energization start timing), and current waveform realized by primary coil energization period and current assist show.
  • the operation amount of the tumble control valve alternates between the open state and the closed state as time elapses.
  • the throttle opening is maintained at a constant opening, and in the second half (3rd and 4th levels) , the throttle opening is large.
  • variable valve operation amount of the variable valve is being operated from the advance side to the retard side, and the figure shows the results for four levels of variable valve operation amounts. Comparing the flow velocity when the tumble control valve is open and closed under the same throttle opening conditions, the flow velocity is large when the tumble control valve is closed. High velocity.
  • the flow velocity is higher when the tumble control valve is closed than when the tumble control valve is open, so the assist timing is earlier. Also, under conditions where the throttle opening is large, the flow velocity is greater than under conditions where the throttle opening is small, so the assist timing is set to be earlier.
  • FIG. 12 shows an example of the results of the above processing. From the top, the ignition timing, the flow rate at the ignition timing, the primary coil energization period, the assist timing (tertiary coil energization start timing), and the current waveform realized by the primary coil energization period and current assist are shown.
  • the ignition timing changes in the advance direction with the lapse of time. The flow velocity increases as the ignition timing advances. Therefore, the assist timing is set to advance as the ignition timing advances.
  • the maximum generateable energy calculator 44 a calculates the maximum generateable energy based on the power supply voltage of the ignition coil 16 .
  • the energy that can be stored in ignition coil 16 is proportional to the square of the voltage of the power supply connected to ignition coil 16 .
  • the stored energy will decrease by 27% at 12V and by 50% at 10V.
  • the coil power supply voltage may fluctuate. Since the relationship between the battery voltage (VB) and the maximum energy that can be generated depends on the specifications of the ignition coil 16, the relationship between the two should be investigated in advance and the maximum energy that can be generated should be stored as a voltage map. From the same relationship, the amount of energy that can be generated according to the power supply voltage is calculated.
  • the target dilution correction unit 44b performs control to correct the dilution (EGR rate and air-fuel ratio) based on the calculated amount of energy that can be generated.
  • G/F gas fuel ratio
  • EGR gas air, EGR gas, moisture (humidity)
  • G/F at which ignition becomes unstable differs depending on the gas composition.
  • the G/F at which ignition becomes unstable when the mixture is diluted with EGR gas is smaller than the G/F at which ignition becomes unstable when the mixture is diluted with air. This is thought to occur because air contains oxygen and is therefore more reactive than EGR gas.
  • ⁇ is a numerical value of about 3.
  • ⁇ is 1 in a normal G/F. This formula intends that the effect of 1 g of EGR gas on ignitability is equivalent to that of air ⁇ (g).
  • a realizable effective (G/F) is calculated based on the maximum possible energy calculated by the maximum possible energy calculation unit 44a.
  • the relationship between the coil generated energy and the achievable effective G/F is investigated in advance by tests and simulations, and then mapped. Calculate G/F.
  • the realizable effective G/F is the upper limit G/F.
  • Step S1302 It is determined whether the current effective G/F (actual effective G/F) calculated from the exhaust A/F, EGR rate, and equation (4) is smaller than the upper limit G/F calculated in step S1301. If the actual effective G/F is smaller than the upper limit G/F, the process proceeds to step S1307. If the actual effective G/F is larger than the upper limit G/F, the process proceeds to step S1303.
  • Step S1303 It is determined whether the exhaust A/F (current A/F) is greater than the lean A/F lower limit. If the current A/F is greater than the lean A/F lower limit, the process proceeds to step S1304. On the other hand, if the current A/F is smaller than the lean A/F lower limit, the process proceeds to step S1306. This determination is the same as determining whether lean combustion is currently being performed.
  • Step S1304 It is determined whether the upper limit G/F is greater than the minimum value of A/F (lean A/F lower limit) allowed for lean burn operation. If the upper limit G/F is greater than the lean A/F lower limit, that is, if an A/F exceeding the lean A/F lower limit can be set and lean combustion operation is possible, the process proceeds to step S1305.
  • the target EGR rate is set from the following relational expression (5), and the target A/F is set to the lean A/F lower limit.
  • Target EGR rate (upper limit G/F - lean A/F lower limit) ⁇ ⁇ (5)
  • Step S1306 The target air-fuel ratio is set to the stoichiometric air-fuel ratio, and the target EGR rate is set from the following relational expression (6).
  • Target EGR rate (upper limit G/F - stoichiometric A/F) ⁇ ⁇ (6)
  • A/Fst in S1306 of FIG. 13 represents the stoichiometric A/F (stoichiometric air-fuel ratio).
  • FIG. 14 shows the EGR rate and A/F movement when the processing shown in FIG. 13 is executed.
  • FIG. 14 shows, from the top, the power supply voltage of the ignition coil 16, maximum generateable energy, effective G/F, A/F, and EGR rate. As the power supply voltage of the ignition coil 16 decreases, the maximum generateable energy decreases.
  • the dashed lines in the effective G/F and A/F indicate changes in the upper limit G/F associated with changes in the maximum generateable energy.
  • the upper limit G/F begins to fall below the effective G/F.
  • the A/F target value is set to the lean A/F lower limit while maintaining the lean combustion setting. be.
  • the target EGR rate is set so as to satisfy the upper limit G/F.
  • Various actuators throttle valve, EGR valve) are operated to change the A/F and the EGR rate so as to satisfy such target setting.
  • the A/F becomes the lean A/F lower limit at time t1
  • the upper limit G/F changes at time t2.
  • the EGR rate reaches 0%
  • the situation is such that the reduction in the upper limit G/F cannot be dealt with by reducing the EGR rate.
  • the target value of A/F is set to stoichiometric A/F (A/Fst), and the target value of EGR rate is set so that the effective G/F becomes the upper limit G/F, and various actuators are operated. be done.
  • FIG. 15 is a control block showing an outline of the discharge energy control performed by the ignition control section 24 in the ECU 20, which is the control device for the internal combustion engine according to the second embodiment of the present invention.
  • the target ignition total energy calculator 151 is the same as in FIG.
  • the target ignition energy realization unit 152 determines the operation amount of the spark plug 17 based on the target ignition total energy amount, the required torque, the rotation speed, the operation amounts of the variable valve and the tumble control valve, and the ignition timing.
  • the energization period of the primary coil, which determines the basic current waveform, and the timing and period of the assist are set, calculated, and output.
  • FIG. 16 shows a control flow of arithmetic processing for ignition control in the first embodiment.
  • Step S1601 is a process executed by target ignition total energy calculation section 151 in FIG. 15, and step S1602 is a process executed by target ignition energy realization section 152.
  • FIG. 16 shows a control flow of arithmetic processing for ignition control in the first embodiment.
  • Step S1601 is a process executed by target ignition total energy calculation section 151 in FIG. 15, and step S1602 is a process executed by target ignition energy realization section 152.
  • Step S1601 The processing of step S1601 is the same as that of step S501 in FIG.
  • step S1602 it is determined whether assistance is required. For example, the necessity of assistance is determined from the target ignition total energy and the basic setting of the primary current supply period set for each operating condition. For this determination, as operating conditions, the engine torque, rotation speed, and primary coil energization period according to the dilution are mapped, and from the map, the current operating conditions and the primary coil according to the dilution determine the amount of current applied to the
  • the energy generated by the energization of the primary coil is calculated by mapping the energy that can be generated by the ignition coil 16 only by energizing the primary coil according to the same energization amount and the power supply voltage. Furthermore, it is determined whether the calculated energy satisfies the target ignition total energy. If it is determined that it is not satisfied, it is determined that assistance is required, and if it is determined that it is satisfied, it is determined that assistance is not required. Alternatively, the need for assistance may be mapped for each operating condition and degree of dilution, and the need for assistance may be determined based on the map, actual operating conditions, and degree of dilution.
  • step S1603 when it is determined in step S1602 that assistance is required, an assist timing is calculated from the operation amount of the actuator.
  • the assist timing must be set according to the flow velocity around the plug at the ignition timing.
  • the flow velocity is not estimated, and the assist timing is operated according to the correlation between the flow velocity and the actuator. For example, there is a method of finding the assist timing by multiplying the standard assist delay for each operating condition and the assist delay correction coefficient based on each of the variable valve operation amount, the tumble control valve opening, and the ignition timing.
  • 17A to 17D are used to determine the relationship between the operating conditions, the reference assist delay, the variable valve operation amount, the tumble control valve opening, and the ignition timing, and the correction coefficient when obtaining the assist delay by this method. to explain. 17A to 17D show a relationship 171 between the operating conditions and the reference assist delay, a relationship 172 between the variable valve operation amount and the correction coefficient, a relationship 173 between the tumble control valve opening and the correction coefficient, and a relation 174 between the ignition timing and the correction coefficient. show.
  • the operating conditions include the rotational speed of the engine and the torque generated by the engine (engine torque).
  • engine torque The angular velocity of the vortex formed inside the engine tends to change according to the rotational speed of the engine, and the higher the engine rotational speed, the greater the flow velocity at ignition timing.
  • the greater the engine torque the more air is introduced into the engine cylinder, which may increase the momentum in the engine cylinder and increase the flow velocity.
  • the reference assist delay has a characteristic that it becomes smaller (negative correlation) as the engine torque increases and becomes smaller (negative correlation) as the rotational speed increases (Fig. 17A).
  • the assist delay correction coefficient has a characteristic of having a minimum value in a given range of the operation amount of the variable valve. Become. The greater the difference between the actual operation amount and the operation amount (reference operation amount) of the variable valve mechanism that maximizes the flow velocity, the greater the assist delay. That is, there is a positive correlation between the difference between the reference operation amount and the actual operation and the assist delay.
  • the variable valve when the variable valve is operated to close the intake valve extremely early, the flow in the engine cylinder is damped, and the flow velocity at the ignition timing becomes smaller, so the assist delay becomes smaller. Also, if the closing timing of the intake valve is extremely late, part of the air introduced into the engine cylinder will blow back into the intake pipe, reducing the momentum in the engine cylinder and reducing the flow velocity at the ignition timing. Assist delay becomes small.
  • the change in the assist delay with respect to the operation amount of the variable valve has a characteristic that has a minimum value within a predetermined range (Fig. 17B).
  • the tumble control valve is a mechanism that increases the flow rate of gas flowing into the engine by closing part of the flow path by operating the control valve.
  • a large degree of opening of the tumble control valve indicates that the flow path is blocked by a relatively small amount.
  • the opening of the tumble control valve is large, the amount that blocks the flow path is relatively small, and the flow velocity at the ignition timing becomes small.
  • the assist delay becomes small because the flow velocity at the ignition timing becomes large.
  • the assist delay correction coefficient has a positive correlation with the opening of the tumble control valve (Fig. 17C). If the vortex formed in the cylinder is a tumble vortex, the vortex will attenuate as the piston rises, and the flow velocity around the plug will tend to decrease, so the assist delay will increase as the ignition timing is retarded. . Therefore, as the ignition timing advances, the assist delay correction coefficient decreases (FIG. 17D). The correction map based on the ignition timing is set so that the correction coefficient for the assist delay becomes smaller as the ignition timing is advanced.
  • the assist delay can be calculated in step S1603.
  • the relationship between the actuator and the assist when operated in the same steps is the same as that described with reference to FIGS.
  • the processor (CPU 23a, FIG. 3) of the control device (ECU 20, FIG. 3) of the internal combustion engine determines the operating conditions of the internal combustion engine (e.g., required torque, rotational speed) and the dilution state of the air-fuel mixture (e.g., EGR rate, air-fuel ratio). (target ignition total energy calculation unit 41, FIG. 4).
  • the processor (CPU 23a) calculates the parameters of the internal combustion engine (for example, the opening of the tumble control valve, the amount of operation of the variable valve mechanism, the opening of the throttle, the ignition Based on the timing), the ignition device is caused to assist the discharge current, and the ignition device is caused to generate ignition energy corresponding to the target ignition total energy (target ignition energy realization section 43, FIG. 4).
  • the discharge current is assisted according to the parameters of the internal combustion engine that are correlated with the flow velocity, and the reformation of the discharge path is suppressed.
  • ignition failure of the internal combustion engine can be suppressed.
  • the discharge current at the beginning of the discharge can be suppressed.
  • wear of the spark plug 17 can be suppressed.
  • the processor determines the operating conditions of the internal combustion engine (e.g., required torque, rotational speed), the operation amount of an actuator that controls the flow state of the air-fuel mixture in the cylinder of the internal combustion engine (e.g., the opening of the tumble control valve , operation amount of the variable valve mechanism) and the ignition timing, the flow velocity of the air-fuel mixture in the cylinder of the internal combustion engine at the ignition timing is estimated (ignition timing flow velocity calculator 42, FIG. 4).
  • the operating conditions of the internal combustion engine e.g., required torque, rotational speed
  • the operation amount of an actuator that controls the flow state of the air-fuel mixture in the cylinder of the internal combustion engine e.g., the opening of the tumble control valve , operation amount of the variable valve mechanism
  • the ignition timing e.g., the flow velocity of the air-fuel mixture in the cylinder of the internal combustion engine at the ignition timing is estimated (ignition timing flow velocity calculator 42, FIG. 4).
  • a parameter of the internal combustion engine that correlates with the flow velocity is, for example, a flow velocity estimated value that indicates the value of the flow velocity estimated by the processor (CPU 23a).
  • the processor (CPU 23a) reduces the assist delay, which indicates the time from the discharge start timing to the timing at which the discharge current assist is started, as the flow velocity estimated value increases (FIGS. 8A, 8B, etc.).
  • the discharge current is assisted at the timing according to the estimated flow velocity.
  • the flow velocity can be estimated without using an in-cylinder flow velocity sensor (flow rate sensor).
  • the processor increases the flow speed due to changes in parameters of the internal combustion engine (for example, the opening of the tumble control valve, the amount of operation of the variable valve mechanism, the opening of the throttle, and the ignition timing) that are correlated with the flow speed. Decrease the delay (FIGS. 17A-17D).
  • the discharge current is assisted at the timing according to the parameters of the internal combustion engine that are correlated with the flow velocity.
  • a parameter of the internal combustion engine that correlates with the flow velocity is, for example, the manipulated variable of the actuator (eg, tumble control valve, variable valve mechanism, throttle valve) that controls the flow state of the air-fuel mixture in the cylinder of the internal combustion engine.
  • the discharge current is assisted at the timing according to the operation amount of the actuator that correlates with the flow velocity (FIGS. 17A, 17B, 17C, etc.).
  • the actuator is, for example, a tumble control valve.
  • the processor CPU 23a
  • the discharge current is assisted at a timing corresponding to the degree of opening of the tumble control valve.
  • the actuator is, for example, a variable valve mechanism (variable valve 5, FIG. 1) that adjusts the timing of closing the intake valve.
  • the processor CPU 23a
  • the discharge current is assisted at the timing according to the difference between the operation amount of the variable valve mechanism and the reference operation amount.
  • the actuator is, for example, a throttle valve (electronic control throttle 2, Fig. 1).
  • the processor CPU 23a reduces the assist delay as the throttle opening (engine torque) increases (FIG. 17A, etc.). As a result, the discharge current is assisted at a timing corresponding to the opening of the throttle.
  • a parameter of the internal combustion engine that correlates with flow velocity is, for example, ignition timing.
  • the processor CPU 23a reduces the assist delay as the ignition timing advances (FIG. 17D, etc.). As a result, the discharge current is assisted at a timing corresponding to the ignition timing.
  • the parameter of the internal combustion engine that correlates with the flow velocity may be the expansion speed of the discharge plasma at the ignition timing.
  • the processor CPU 23a reduces the assist delay as the decompression speed increases.
  • the discharge current is assisted at a timing corresponding to the expansion speed of the discharge plasma.
  • the ignition device includes an ignition coil 16 (primary coil, secondary coil and tertiary coil) and a spark plug 17 (Fig. 2A).
  • an ignition coil 16 primary coil, secondary coil and tertiary coil
  • a spark plug 17 Fig. 2A.
  • the processor (CPU 23a), as shown in FIGS. 8A and 8B, when the target ignition total energy is larger than a predetermined range (the target total energy is medium) (that is, when the target total energy is large), and when the target ignition total energy is When the target total energy is within a predetermined range (medium target total energy) and the flow velocity is less than the threshold value, the primary coil and the tertiary coil generate energy corresponding to the target ignition total energy in the secondary coil.
  • the processor determines whether the target ignition total energy is within a predetermined range (target total energy is medium). If less (ie target total energy is small), the primary coil alone will cause the secondary coil to generate energy corresponding to the target ignition total energy (FIGS. 8A and 8B).
  • the timing of energizing the tertiary coil is advanced as the flow velocity increases (FIGS. 8A and 8B).
  • the processor increases the flow velocity when the target ignition total energy is within a predetermined range (target total energy is medium) and when the target ignition total energy is smaller than the predetermined range (target total energy is small).
  • the energization period to the primary coil is lengthened accordingly.
  • the processor (CPU 23a) calculates the maximum generateable energy of the ignition device based on the voltage (eg, battery voltage) of the charging power source of the ignition device (maximum generateable energy calculator 44a, FIG. 4).
  • the processor (CPU 23a) decreases the target value of the dilution of the air-fuel mixture as the maximum generateable energy decreases (target dilution correction unit 44b, FIG. 4). As a result, deterioration in efficiency of the internal combustion engine due to changes in the power supply voltage can be suppressed.
  • the present invention is not limited to the above-described embodiments, and includes various modifications.
  • the above-described embodiments have been described in detail in order to explain the present invention in an easy-to-understand manner, and are not necessarily limited to those having all the described configurations.
  • part of the configuration of one embodiment can be replaced with the configuration of another embodiment, and the configuration of another embodiment can be added to the configuration of one embodiment.
  • each of the above configurations, functions, etc. may be realized by hardware, for example, by designing a part or all of them with an integrated circuit.
  • each of the above configurations, functions, etc. may be realized by software by a processor interpreting and executing a program for realizing each function.
  • Information such as programs, tables, and files that implement each function can be stored in a recording device such as a memory, a hard disk, an SSD (Solid State Drive), or a recording medium such as an IC card, SD card, or DVD.
  • a control device for an internal combustion engine that controls an internal combustion engine having an ignition device, wherein the ignition device has a mechanism for assisting the discharge current during the discharge period, and the target ignition total energy is determined based on the operating conditions and the dilution state of the air-fuel mixture. and a target ignition energy realization part for realizing the target ignition total energy by assisting the current based on a parameter correlated with the flow velocity inside the internal combustion engine at the ignition timing.
  • a control device for an internal combustion engine that controls an internal combustion engine having an ignition device, wherein the ignition device has a mechanism for assisting the discharge current during the discharge period, and the target ignition total energy is determined based on the operating conditions and the dilution state of the air-fuel mixture. and a target ignition energy realization part for realizing the target ignition total energy by assisting the current based on a parameter correlated with the flow velocity inside the internal combustion engine at the ignition timing.
  • an ignition timing flow velocity estimator for estimating a flow velocity at the ignition timing based on an operating condition and an operation amount of an actuator for controlling a flow state inside the internal combustion engine and ignition timing, wherein a parameter correlated with the flow velocity is the ignition timing flow velocity
  • the control device characterized in that the flow velocity estimated value estimated by the estimation unit.
  • control device flow velocity generalization of correlation parameters and manipulated variables.
  • the actuator for controlling the flow state of the internal engine is an engine tumble control valve provided in the intake pipe of the internal combustion engine, and the degree of opening of the tumble control valve and the period until the assist are positively correlated.
  • (5) (small opening of tumble control valve ( large flow velocity) ⁇ short period until assist).
  • the actuator for controlling the flow state of the internal combustion engine is a variable valve mechanism of the internal combustion engine.
  • control device (10) The control device according to (1) or (4), characterized in that the parameter correlated with the flow velocity is the elongation velocity of the discharge plasma at the ignition timing.
  • control device characterized in that the expansion speed of the discharge plasma and the time from the start of discharge to the start of current assist have a negative correlation.
  • the target ignition total energy is calculated based on an engine operating condition parameter and a parameter indicating the dilution state of the air-fuel mixture, at least one of the operating condition parameters is an index correlated with engine torque, and the air-fuel mixture At least one of the parameters indicating the dilution state of is an index that correlates with the dilution rate of the air-fuel mixture, the greater the engine torque, the greater the total energy is set, and the greater the dilution rate, the greater the total energy is set.
  • the control device according to (1) to (11) characterized by:
  • a maximum possible energy calculation unit that calculates the maximum possible energy of the ignition device based on the charging power source of the ignition device; and a target dilution correction unit that corrects the target value of the mixture dilution based on the maximum possible energy.
  • the current can be added to the basic current waveform at an appropriate timing after considering the flow velocity around the spark plug at the ignition timing.
  • the discharge energy can be reduced from the required discharge energy of the system, which is determined by the ignition retard conditions, so that the heat generation of the ignition coil and the wear of the spark plug can be suppressed, and the durability of the system can be improved. can be done.

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

Abstract

Un processeur d'un dispositif de commande de moteur à combustion interne selon la présente invention calcule une énergie totale d'allumage cible représentant une valeur cible de l'énergie requise pour l'allumage d'un mélange air-carburant dans un cylindre du moteur à combustion interne sur la base d'un état de fonctionnement du moteur à combustion interne et d'un état de dilution du mélange air-carburant (unité de calcul d'énergie totale d'allumage cible (41)). Sur la base d'un paramètre du moteur à combustion interne corrélé au débit du mélange air-carburant dans le cylindre du moteur à combustion interne au moment de l'allumage, le processeur amène un dispositif d'allumage à assister un courant de décharge et amène le dispositif d'allumage à générer une énergie d'allumage correspondant à l'énergie totale d'allumage cible (unité de réalisation d'énergie d'allumage cible (43)).
PCT/JP2022/003976 2021-06-21 2022-02-02 Dispositif de commande de moteur à combustion interne WO2022269976A1 (fr)

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WO2020121375A1 (fr) * 2018-12-10 2020-06-18 日立オートモティブシステムズ阪神株式会社 Dispositif d'allumage pour moteur à combustion interne
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JPH01273838A (ja) * 1988-04-26 1989-11-01 Toyota Motor Corp 内燃機関の空燃比制御装置
US20150300312A1 (en) * 2012-11-29 2015-10-22 Advanced Fuel And Ignition System, Inc. Multi-spark and continuous spark ignition module, system, and method
JP2015090133A (ja) * 2013-11-07 2015-05-11 トヨタ自動車株式会社 火花点火式内燃機関の制御システム
JP2015166572A (ja) * 2014-03-04 2015-09-24 株式会社デンソー エンジンの点火制御装置
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