WO2024018575A1 - Dispositif de commande de moteur à combustion interne - Google Patents

Dispositif de commande de moteur à combustion interne Download PDF

Info

Publication number
WO2024018575A1
WO2024018575A1 PCT/JP2022/028271 JP2022028271W WO2024018575A1 WO 2024018575 A1 WO2024018575 A1 WO 2024018575A1 JP 2022028271 W JP2022028271 W JP 2022028271W WO 2024018575 A1 WO2024018575 A1 WO 2024018575A1
Authority
WO
WIPO (PCT)
Prior art keywords
coil
temperature
ignition
internal combustion
control device
Prior art date
Application number
PCT/JP2022/028271
Other languages
English (en)
Japanese (ja)
Inventor
一浩 押領司
修 向原
Original Assignee
日立Astemo株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 日立Astemo株式会社 filed Critical 日立Astemo株式会社
Priority to PCT/JP2022/028271 priority Critical patent/WO2024018575A1/fr
Publication of WO2024018575A1 publication Critical patent/WO2024018575A1/fr

Links

Images

Classifications

    • 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
    • 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
    • F02P5/15—Digital data processing

Definitions

  • the present invention relates to a control device for an internal combustion engine.
  • Patent Document 1 As a technique for increasing the energy supplied to a spark plug.
  • a main primary coil and a sub-primary coil are arranged on the primary side of an ignition coil that provides energy to a spark plug.
  • the sub-primary coil is energized after the main primary coil is de-energized.
  • the amount of current applied to the ignition coil is increased too much in order to increase the amount of energy supplied to the spark plug, the temperature of the ignition coil will rise excessively due to the heat generated by the ignition coil, which may cause the ignition coil to malfunction. Therefore, it is necessary to set an upper limit value for the amount of current applied to the ignition coil so that the ignition coil does not exceed the upper limit temperature even when the ignition coil is used in the harshest usage environment.
  • the upper limit value of the amount of current applied to the ignition coil is set with a margin. If this margin is too large, the amount of current supplied to the ignition coil will be greatly restricted, and the amount of energy supplied to the spark plug will also be greatly restricted.
  • the present invention has been made in view of the above, and an object of the present invention is to provide a control device for an internal combustion engine that can achieve both stable combustion of an air-fuel mixture and prevention of failures due to heat generation of an ignition coil. .
  • the present invention provides an internal combustion engine control device that includes an ignition plug and an ignition coil, and estimates a coil temperature that is the temperature inside or around the ignition coil. and an ignition control unit that controls the current supplied to the spark plug by controlling energization of the ignition coil, and the ignition coil is configured to an increasing mechanism that increases the current, and the ignition control unit controls the increasing amount such that the higher the estimated coil temperature, the smaller the increasing amount of the current by the increasing mechanism. It is characterized by
  • FIG. 1 is a diagram showing a schematic configuration of an internal combustion engine system including a control device according to the present embodiment.
  • 2 is a diagram showing a schematic configuration of an ignition coil and an ignition coil energization circuit shown in FIG. 1.
  • FIG. FIG. 3 is a diagram illustrating the operation of an ignition coil and an ignition coil energization circuit.
  • 1 is a block diagram showing a functional configuration of a control device according to a first embodiment;
  • FIG. 5 is a block diagram showing a detailed configuration of the temperature estimation section shown in FIG. 4.
  • FIG. Figure 6(a) is a diagram illustrating a map showing the relationship between the energization amount of the primary coil, the dilution of the mixture, and the rotational speed of the internal combustion engine, and FIG.
  • FIG. 6(b) is a diagram illustrating the relationship between the energization amount of the tertiary coil and the mixture
  • FIG. 3 is a diagram illustrating a map showing the relationship between the degree of dilution and the rotational speed of an internal combustion engine.
  • FIG. 7(a) is a diagram illustrating an example of controlling the energization amount of the tertiary coil according to the coil temperature
  • FIG. 7(b) is an example of controlling the energization amount of each of the primary coil and the tertiary coil according to the coil temperature.
  • FIG. 3 is a block diagram showing the functional configuration of a control device according to a second embodiment.
  • FIG. 9(a) is a diagram illustrating the relationship between the length of the return signal and the coil temperature
  • FIG. 9(b) is a diagram illustrating the length of the return signal.
  • FIG. 3 is a diagram illustrating a map showing the relationship between the upper limit value of the current (energy) generated by a secondary coil and the target value of the EGR rate and/or the target value of the air-fuel ratio of the air-fuel mixture.
  • FIG. 3 is a diagram illustrating a temperature characteristic diagnosis section.
  • FIGS. 1 to 7 A control device 200 for an internal combustion engine 100 according to a first embodiment will be described using FIGS. 1 to 7.
  • FIG. 1 is a diagram showing a schematic configuration of an internal combustion engine system 1 including a control device 200 of this embodiment.
  • the internal combustion engine 100 is controlled by an engine control unit (ECU) 200 and an accelerator opening sensor 140 that detects the accelerator opening.
  • the internal combustion engine 100 includes a piston 101, an intake valve 102, and an exhaust valve 103 in a cylinder.
  • the internal combustion engine 100 can be an internal combustion engine having a plurality of cylinders, for example, four cylinders, but FIG. 1 representatively shows only one cylinder among the plurality of cylinders. .
  • a crankshaft (not shown) is connected to the piston 101.
  • the crankshaft is composed of a main shaft and a subshaft.
  • the subshaft is connected to the piston 101 via a connecting rod.
  • the crankshaft may include a variable compression ratio mechanism that changes the distance between the main shaft and the subshaft or the length of the connecting rod. By including the variable compression ratio mechanism, the internal combustion engine 100 can change the stroke amount of the piston 101, and can make the pressure within the combustion chamber R1 variable.
  • a spark plug 105 and an ignition coil 150 are provided in the cylinder head. Further, the cylinder head is provided with a fuel injection valve 107 that directly injects fuel into the combustion chamber R1 within the cylinder. Although not shown, the water jacket of the cylinder is equipped with a water temperature sensor that detects the temperature of cooling water.
  • an intake pipe 110 is provided upstream of the intake valve 102 to introduce air to be taken into the internal combustion engine 100.
  • An exhaust pipe 111 is provided on the downstream side of the exhaust valve 103 to discharge exhaust gas discharged from the cylinder to the outside.
  • the intake pipe 110 includes an intercooler 112 that cools the intake gas, a throttle valve 113 that adjusts the amount of intake air according to the accelerator opening, a surge tank 114 that adjusts the flow of the intake gas, and a portion of the intake pipe 110.
  • a tumble control valve (TCV) 115 is provided which narrows the intake gas flow and causes turbulence (tumble) in the intake gas flow.
  • the exhaust pipe 111 is communicated with an exhaust passage 121.
  • the exhaust passage 121 is provided with a three-way catalyst 123, an air-fuel ratio sensor 124, and a turbine 125b.
  • the three-way catalyst 123 is for purifying exhaust gas.
  • the air-fuel ratio sensor 124 is a sensor that detects the air-fuel ratio of exhaust gas.
  • the turbine 125b uses the energy of the exhaust gas to generate driving force for driving the compressor 125a.
  • the exhaust passage 121 branches into an EGR pipe 126 on the downstream side of the three-way catalyst 123.
  • the EGR pipe 126 is a pipe for recirculating exhaust gas to the intake side as EGR gas.
  • the EGR pipe 126 is connected to an intake passage 130 that communicates with the intake pipe 110.
  • the EGR pipe 126 is provided with an EGR cooler 127 that cools the EGR gas, an EGR valve 128 that adjusts the amount of EGR gas, and a pressure sensor 133 that detects the pressure before and after the EGR valve 128.
  • a three-way catalyst 129 different from the three-way catalyst 123 is provided further downstream of the branch point of the exhaust passage 121 with the EGR pipe 126.
  • the intake pipe 110 is communicated with an intake passage 130 on the compressor 125a side.
  • the intake passage 130 is provided with an air flow sensor 131 that measures the air flow rate and a pressure adjustment valve 132 that adjusts the intake pressure.
  • the intake pipe 110 is provided with an oxygen concentration sensor 134 that detects the oxygen concentration of intake gas (a gas obtained by mixing intake air supplied from the intake passage 130 and EGR gas).
  • the intake gas flows into the combustion chamber R1 through the intercooler 112, the intake pipe 110, the surge tank 114, the tumble valve 115, and the intake valve 102.
  • Fuel is injected from the fuel injection valve 107 into the intake gas that has flowed into the combustion chamber R1 to form an air-fuel mixture.
  • the air-fuel mixture is ignited and combusted by a spark generated from the spark plug 105 at a predetermined ignition timing.
  • the internal combustion engine 100 generates power as the combustion pressure generated by combustion of the air-fuel mixture pushes down the piston 101.
  • the exhaust gas after combustion is sent to the three-way catalyst 123 via the exhaust valve 103, the exhaust pipe 111, and the turbine 125b, and NOx, CO, and HC components are purified within the three-way catalyst 123. Thereafter, the exhaust gas is sent to the three-way catalyst 129 through the exhaust passage 121, purified again within the three-way catalyst 129, and discharged to the outside.
  • a part of the exhaust gas is introduced into the intake passage 130 as EGR gas through the EGR pipe 126, the EGR cooler 127, and the EGR valve 128.
  • the EGR gas introduced into the intake passage 130 merges with the intake air to form intake gas in which the intake air and EGR gas are mixed.
  • the intake gas passes through the intake pipe 110 and the like and reaches the combustion chamber R1.
  • the control device 200 is configured by an electronic control unit including a processor such as a CPU, and a storage device such as a ROM and a RAM.
  • the control device 200 realizes the functions of the control device 200 by the CPU executing a program stored in the ROM. Specifically, the control device 200 calculates the required torque based on the detection signal of the accelerator opening sensor 140 and various sensor signals.
  • the control device 200 controls the opening degree of the pressure regulating valve 132, the opening degree of the throttle valve 113, and the opening degree of the fuel injection valve 107 based on the operating state of the internal combustion engine 100 and the operating conditions of the internal combustion engine 100 obtained from detection signals of various sensors.
  • the main operating quantities of the internal combustion engine 100 such as the injection pulse period, the ignition timing of the spark plug 105, the opening/closing timing of the intake valve 102 and the exhaust valve 103, and the opening degree of the EGR valve 128, are calculated.
  • FIG. 2 is a diagram showing a schematic configuration of the ignition coil 150 and the ignition coil energization circuit 160 shown in FIG. 1.
  • FIG. 3 is a diagram illustrating the operation of the ignition coil 150 and the ignition coil energization circuit 160.
  • the ignition coil 150 constitutes a transformer that supplies the ignition plug 105 with the current (energy) necessary for the ignition plug 105 to ignite the air-fuel mixture and combust the air-fuel mixture.
  • the ignition coil 150 includes a primary coil 151 placed on the primary side of the transformer, a secondary coil 152 placed on the secondary side of the transformer and connected to the spark plug 105, and a secondary coil 152 placed on the primary side of the transformer. It has a tertiary coil 153 arranged.
  • the primary coil 151, the secondary coil 152, and the tertiary coil 153 are wound around the same core.
  • the number of turns of the secondary coil 152 is greater than the total number of turns of the primary coil 151 and the tertiary coil 153.
  • the ignition coil energization circuit 160 includes a primary coil energization circuit 161, a tertiary coil energization circuit 162, and a tertiary current monitoring circuit 163.
  • the primary coil energization circuit 161 is a circuit that energizes the primary coil 151 based on a primary coil energization signal from the control device 200.
  • the tertiary coil energization circuit 162 is a circuit that energizes the tertiary coil 153 based on a tertiary coil energization signal from the control device 200.
  • Each of the primary coil energizing circuit 161 and the tertiary coil energizing circuit 162 includes, for example, an igniter.
  • the tertiary current monitoring circuit 163 monitors the current flowing through the tertiary coil 153 (also referred to as "tertiary current”). Specifically, the tertiary current monitoring circuit 163 detects the current flowing through the tertiary coil 153 and also detects a return signal from the tertiary coil 153, and outputs it to the control device 200.
  • the return signal is a signal output from the ignition coil 150 side to the control device 200 side in response to energization of the ignition coil 150.
  • the return signal of this embodiment is output when the energization of the tertiary coil 153 stops, particularly when the energization stops abnormally. Therefore, the return signal of this embodiment can be said to be a signal indicating the diagnosis result of the tertiary coil 153 (also referred to as a "diagnosis signal").
  • the control device 200 When the spark plug 105 is ignited, the control device 200 outputs a primary coil energization signal to the primary coil energization circuit 161 to energize the primary coil 151.
  • the primary coil energization signal may be a pulse signal that exhibits a high level when the primary coil 151 is energized and a low level when the primary coil 151 is not energized.
  • the energization period of the primary coil 151 is set according to the amount of energization of the primary coil 151, and is adapted to the dwell angle.
  • the primary coil 151 When the primary coil 151 is energized (when energization is started and stopped), a current is generated in the secondary coil 152 by electromagnetic induction, and the generated current is supplied to the spark plug 105. As shown in the lower part of FIG. 3, the current generated by the secondary coil 152 becomes a large current corresponding to the energization period of the primary coil 151, and decreases as time passes.
  • energizing the primary coil 151 alone may not be enough to supply the amount of energy to the spark plug 105 necessary for stable combustion of the air-fuel mixture. There may be a shortage.
  • the control device 200 while supplying current to the spark plug 105 by energizing the primary coil 151, the control device 200 outputs a tertiary coil energization signal to the tertiary coil energization circuit 162 to energize the tertiary coil 153.
  • the tertiary coil energization signal may be a pulse signal that exhibits a high level during the energization period of the tertiary coil 153 and a low level during the non-energization period of the tertiary coil 153, as shown in the middle part of FIG.
  • the energization period of the tertiary coil 153 is set according to the amount of energization of the tertiary coil 153.
  • the amount and timing of energization of the tertiary coil 153 are set according to the amount and timing of the shortage of energy supplied to the spark plug 105.
  • the energization period of the tertiary coil 153 is also referred to as an overlapping period because the energization of the primary coil 151 and the energization of the tertiary coil 153 overlap.
  • the tertiary coil 153 When the tertiary coil 153 is energized while the primary coil 151 is supplying current to the ignition plug 105, a current is generated in the secondary coil 152 by electromagnetic induction, and the generated current is supplied to the ignition plug 105. . As shown in the lower part of FIG. 3, the current generated by the secondary coil 152 is such that a current corresponding to the energization of the tertiary coil 153 is superimposed on a current corresponding to the energization of the primary coil 151. As a result, the current supplied to the spark plug 105 increases.
  • the ignition coil 150 of this embodiment has the tertiary coil 153 as an increasing mechanism that increases the current while it is being supplied to the spark plug 105.
  • this increasing mechanism is not limited to the tertiary coil 153.
  • FIG. 4 is a block diagram showing the functional configuration of the control device 200 of the first embodiment.
  • FIG. 5 is a block diagram showing the detailed configuration of temperature estimating section 210 shown in FIG. 4.
  • FIG. 6A is a diagram illustrating a map showing the relationship between the amount of current applied to the primary coil 151, the degree of dilution of the air-fuel mixture, and the rotational speed of the internal combustion engine 100.
  • FIG. 6B is a diagram illustrating a map showing the relationship between the amount of current applied to the tertiary coil 153, the degree of dilution of the air-fuel mixture, and the rotational speed of the internal combustion engine 100.
  • FIG. 6A is a diagram illustrating a map showing the relationship between the amount of current applied to the primary coil 151, the degree of dilution of the air-fuel mixture, and the rotational speed of the internal combustion engine 100.
  • FIG. 6B is a diagram illustrating a map showing the relationship between the amount of current applied to the tertiary
  • FIG. 7A is a diagram illustrating an example of controlling the amount of current applied to the tertiary coil 153 according to the coil temperature.
  • FIG. 7B is a diagram illustrating an example of controlling the amount of current applied to the primary coil 151 and the tertiary coil 153 according to the coil temperature.
  • the control device 200 includes a temperature estimation section 210 and an ignition control section 220.
  • the temperature estimation unit 210 estimates the coil temperature, which is the temperature inside or around the spark plug 105.
  • the temperature estimation unit 210 estimates the coil temperature based on the operating conditions of the internal combustion engine 100, the cooling water temperature of the internal combustion engine 100, and the amount of current applied to the ignition coil 150.
  • the temperature estimation section 210 includes a heat generation amount calculation section 211, a heat radiation amount calculation section 212, a temperature calculation section 213, and a temperature update section 214.
  • the calorific value calculation unit 211 calculates the calorific value Qc(J) of the ignition coil 150 based on the amount of current applied to the ignition coil 150 and the operating conditions of the internal combustion engine 100. Specifically, as shown in FIG. 5, the calorific value calculation unit 211 stores a calorific value indicating the relationship between the amount of energization of the primary coil 151 and the tertiary coil 153 and the calorific value of the ignition coil 150 per ignition. A quantity map is provided in advance. The calorific value calculation unit 211 uses this calorific value map to specify the calorific value of the ignition coil 150 per ignition from the respective energization amounts of the primary coil 151 and the tertiary coil 153.
  • the calorific value calculation unit 211 calculates the calorific value Qc(J) of the ignition coil 150 using equation (1).
  • Calorific value Qc (J) qc (J/ignition) x ⁇ t x rotation speed (rpm)/120...(1)
  • qc (J/ignition) is the amount of heat generated by the ignition coil 150 per ignition.
  • ⁇ t is the coil temperature calculation interval (s).
  • the temperature update unit 214 updates and stores the previously calculated coil temperature Tc using the coil temperature Tc' currently calculated by the temperature calculation unit 213.
  • the temperature estimation unit 210 can estimate the coil temperature based on the operating conditions of the internal combustion engine 100, the cooling water temperature of the internal combustion engine 100, and the amount of current flowing through the ignition coil 150.
  • control device 200 can grasp the temperature of the ignition coil 150 without adding hardware such as a temperature sensor and a temperature detection circuit. Therefore, the control device 200 can easily prevent failures due to heat generation in the ignition coil 150 while ensuring the amount of energy supplied to the spark plug 105 necessary for stable combustion of the air-fuel mixture.
  • the ignition control unit 220 controls the current supplied to the spark plug 105 by controlling the energization of the ignition coil 150. Specifically, the ignition control unit 220 sets the amount of current applied to the primary coil 151 based on the operating conditions of the internal combustion engine 100 and the dilution level of the air-fuel mixture. For example, as shown in FIG. 6(a), the ignition control unit 220 is provided with a map showing the relationship between the amount of current applied to the primary coil 151, the degree of dilution of the air-fuel mixture, and the rotational speed of the internal combustion engine 100. There is.
  • the ignition control unit 220 sets the energization amount of the primary coil 151 used for the current energization based on the rotation speed of the internal combustion engine 100 and the degree of dilution of the air-fuel mixture, using the map shown in FIG. 6(a). Ignition control section 220 generates a primary coil energization signal according to the set amount of energization of primary coil 151 and outputs it to primary coil energization circuit 161 .
  • the ignition control unit 220 sets the amount of current applied to the tertiary coil 153 based on the operating conditions of the internal combustion engine 100 and the dilution level of the air-fuel mixture. Specifically, as shown in FIG. 6(b), the ignition control unit 220 has a map in advance that shows the relationship between the amount of electricity supplied to the tertiary coil 153, the dilution level of the air-fuel mixture, and the rotational speed of the internal combustion engine 100. It is provided. The ignition control unit 220 uses the map shown in FIG.
  • Ignition control section 220 generates a tertiary coil energization signal according to the set amount of energization of tertiary coil 153 and outputs it to tertiary coil energization circuit 162 .
  • the ignition control unit 220 sets the energization amount of the tertiary coil 153 so that the higher the estimated coil temperature, the smaller the energization amount of the tertiary coil 153, as shown in FIG.
  • the amount of current applied to the secondary coil 153 is controlled. Specifically, the ignition control unit 220 sets the upper limit value of the energization amount of the tertiary coil 153 such that the higher the estimated coil temperature, the smaller the energization amount of the tertiary coil 153. Then, the ignition control unit 220 may set the amount of current applied to the tertiary coil 153 to be equal to or less than this upper limit value.
  • the ignition control unit 220 can limit (reduce) the amount of current applied to the tertiary coil 153 within the range of the amount of current that does not cause the ignition coil 150 to malfunction due to heat generation. Therefore, the control device 200 can prevent failures due to heat generation in the ignition coil 150 while ensuring the amount of energy supplied to the spark plug 105 necessary for stable combustion of the air-fuel mixture.
  • the predetermined temperature may be a temperature (for example, 150° C.) at which the ignition coil 150 will not fail due to heat generation even if the ignition coil 150 is used in the harshest usage environment.
  • the harshest environment in which the ignition coil 150 is used is, for example, an environment where heat is trapped in the engine room, such as after rapid acceleration of a car.
  • the engine room temperature or the cooling water temperature may be, for example, 120°C.
  • control device 200 can reliably prevent failures due to heat generation in the ignition coil 150 while ensuring the amount of energy supplied to the spark plug 105 necessary for stable combustion of the air-fuel mixture.
  • the ignition control unit 220 can control not only the amount of energization of the tertiary coil 153 but also the amount of energization of the primary coil 151 according to the coil temperature. For example, as shown in FIG. 7(b), when the rotational speed of the internal combustion engine 100 is high, a large current is required to be supplied to the spark plug 105, so it is difficult to limit the amount of current flowing through the primary coil 151. Therefore, when the rotational speed of the internal combustion engine 100 is high, the ignition control unit 220 prioritizes and limits (reduces) the amount of energization of the tertiary coil 153 over the amount of energization of the primary coil 151.
  • the ignition control unit 220 prioritizes and limits (reduces) the amount of energization of the primary coil 151 over the amount of energization of the tertiary coil 153.
  • the control device 200 can reliably and efficiently secure the amount of energy supplied to the spark plug 105 necessary for stable combustion of the air-fuel mixture. , failure due to heat generation of the ignition coil 150 can be prevented.
  • the control device 200 of the first embodiment is a control device for the internal combustion engine 100 that includes the spark plug 105 and the ignition coil 150, and estimates the coil temperature, which is the temperature inside or around the ignition coil 150.
  • the ignition control unit 220 includes a temperature estimation unit 210 and an ignition control unit 220 that controls current supplied to the spark plug 105 by controlling energization of the ignition coil 150.
  • the ignition coil 150 has an increasing mechanism that increases the current while supplying the current to the spark plug 105.
  • the ignition control unit 220 controls the amount of increase in current due to the increase mechanism so that the higher the estimated coil temperature is, the smaller the amount of increase in current due to the increase mechanism becomes.
  • control device 200 of the first embodiment can limit (reduce) the amount of increase in current by the increasing mechanism to within the range of the amount of current that does not cause the ignition coil 150 to malfunction due to heat generation. Therefore, the control device 200 of the first embodiment can prevent failure due to heat generation of the ignition coil 150 while ensuring the amount of energy supplied to the spark plug 105 necessary for stable combustion of the air-fuel mixture. Therefore, the control device 200 of the first embodiment can achieve both stable combustion of the air-fuel mixture and prevention of failures due to heat generation of the ignition coil 150.
  • FIGS. 8 to 12 A control device 200 for an internal combustion engine 100 according to a second embodiment will be described using FIGS. 8 to 12.
  • the control device 200 for the internal combustion engine 100 according to the second embodiment descriptions of the same configuration and operation as those in the first embodiment will be omitted.
  • FIG. 8 is a block diagram showing the functional configuration of the control device 200 of the second embodiment.
  • FIG. 9(a) is a diagram illustrating the relationship between the length of the return signal and the coil temperature.
  • FIG. 9(b) is a diagram illustrating the length of the return signal.
  • FIG. 10 is a diagram illustrating a map showing the relationship between the energization amount of the primary coil 151 or the tertiary coil 153 and the current (energy) generated by the secondary coil 152.
  • FIG. 11 is a diagram illustrating a map showing the relationship between the upper limit value of the current (energy) generated by the secondary coil 152 and the target value of the EGR rate and/or the target value of the air-fuel ratio of the air-fuel mixture.
  • FIG. 12 is a diagram illustrating the temperature characteristic diagnosis section 250.
  • the control device 200 of the second embodiment includes a temperature estimation section 210, an ignition control section 220, a generated current estimation section 230, a dilution setting section 240, and a temperature characteristic diagnosis section 250.
  • the ignition control unit 220 of the second embodiment is the same as that of the first embodiment, so a description thereof will be omitted.
  • the temperature estimation unit 210 of the second embodiment estimates the coil temperature based on a return signal output from the ignition coil 150 side to the control device 200 side in response to energization of the ignition coil 150.
  • the return signal is output when the energization of the tertiary coil 153 stops, particularly when the energization stops abnormally.
  • the length of the return signal varies depending on the characteristics of the ignition coil 150 as a component. As shown in FIG. 9(a), the length of the return signal increases as the coil temperature increases.
  • the length of the return signal may be the time width of the return signal itself, or may be the time width of the return signal and the tertiary coil energization signal, as shown in FIG. 9(b). That is, the length of the return signal may be the time from the rise of the tertiary coil energization signal to the fall of the return signal.
  • the temperature estimation unit 210 of the second embodiment is provided with a map showing the relationship between the length of the return signal and the coil temperature in advance.
  • the temperature estimation unit 210 of the second embodiment estimates the coil temperature from the length of the return signal using the map shown in FIG. 9(a).
  • the temperature estimating unit 210 of the second embodiment can estimate the coil temperature in accordance with the temperature characteristics of the ignition coil 150, so that the accuracy of estimating the coil temperature can be improved compared to the first embodiment. Therefore, the control device 200 of the second embodiment can more reliably prevent failures due to heat generation in the ignition coil 150 while ensuring the amount of energy supplied to the spark plug 105 necessary for stable combustion of the air-fuel mixture.
  • the generated current estimation unit 230 estimates the upper limit value of the generated current (energy) of the secondary coil 152 based on the amount of energization of the primary coil 151 and the amount of energization of the tertiary coil 153. Specifically, as shown in FIG. 10, the generated current estimation unit 230 calculates the relationship between the amount of energization of the primary coil 151 and the generated current (energy) of the secondary coil 152, and the energization of the tertiary coil 153. A map showing the relationship between the amount and the current (energy) generated by the secondary coil 152 is provided in advance.
  • the generated current estimating unit 230 specifies the generated current (energy) of the secondary coil 152 from the amount of energization of the primary coil 151 and the tertiary coil 153 using the map shown in FIG.
  • the generated current estimation unit 230 calculates the total value of the current (energy) generated in the secondary coil 152 due to the energization of the primary coil 151 and the current (energy) generated in the secondary coil 152 due to the energization of the tertiary coil 153;
  • the current (energy) generated by the secondary coil 152 is calculated from the conversion efficiency.
  • the generated current estimation unit 230 can then use this calculated value as the upper limit value of the generated current (energy) of the secondary coil 152.
  • the dilution level setting unit 240 sets a target dilution level of the air-fuel mixture supplied into the cylinders of the internal combustion engine 100 based on the upper limit value of the generated current (energy) of the secondary coil 152 estimated by the generated current estimation unit 230. Set the value.
  • the dilution degree of the mixture is the EGR rate of the mixture and/or the air-fuel ratio of the mixture. As shown in FIG.
  • the generated current estimating unit 230 includes the relationship between the upper limit value of the generated current (energy) of the secondary coil 152 and the target value of the EGR rate of the air-fuel mixture, and/or the relationship between the upper limit value of the generated current (energy) of the secondary coil 152 and the target value of the EGR rate of the A map showing the relationship between the upper limit value of the generated current (energy) and the target value of the air-fuel ratio is provided in advance.
  • the dilution level setting unit 240 uses the map shown in FIG. 11 to determine the target value of the EGR rate and/or the target value of the air-fuel ratio of the air-fuel mixture from the estimated upper limit value of the current (energy) generated by the secondary coil 152. Set.
  • the dilution setting unit 240 sets the target value of the EGR rate of the mixture and/or the air-fuel ratio.
  • the target value of the EGR rate and/or the target value of the air-fuel ratio of the air-fuel mixture is set using the relationship of decreasing the target value.
  • the control device 200 of the second embodiment cannot secure the amount of energy supplied to the spark plug 105 necessary for stable combustion of the air-fuel mixture if the energization amount of the tertiary coil 153 is restricted (reduced).
  • the control device 200 of the second embodiment can achieve both stable combustion of the air-fuel mixture and prevention of failures due to heat generation of the ignition coil 150.
  • the generated current estimating section 230 and the dilution level setting section 240 may be included in the control device 200 of the first embodiment.
  • the temperature characteristic diagnosis section 250 diagnoses the temperature characteristic of the ignition coil 150, in which the length of the return signal changes depending on the coil temperature. Specifically, when it is assumed that the outside temperature and the coil temperature are equal, the temperature characteristic diagnosis unit 250 collects in advance the outside temperature and the length of the return signal in association with each other.
  • the time when the outside air temperature and the coil temperature are assumed to be equal is, for example, the timing immediately after the internal combustion engine 100 is started after the internal combustion engine 100 has stopped for a long time and the cooling water temperature and the outside air temperature have become equal.
  • the temperature characteristic diagnosis unit 250 calculates the relationship between the median value (or average value) of the collected outside air temperature and the median value (or average value) of the length of the return signal based on the median value (or average value) of the coil temperature. value) and the median value (or average value) of the length of the return signal, and is stored in advance.
  • the relationship between the median value (or average value) of the coil temperature and the median value (or average value) of the length of the return signal is such that the higher the coil temperature, the longer the length of the return signal. It is expressed as a linear relationship as shown in .
  • the temperature characteristic diagnosis unit 250 acquires the outside temperature and the length of the return signal, it passes through the acquired outside temperature and the length of the return signal and follows the dashed line shown in FIG. 12 stored in advance. A straight line with the same slope (solid line in FIG. 12) is identified. The temperature characteristic diagnosis unit 250 determines the relationship between the coil temperature indicated by the identified straight line and the length of the return signal as the temperature characteristic of the ignition coil 150 obtained by the current diagnosis.
  • the temperature estimating unit 210 of the control device 200 including the temperature characteristic diagnosing unit 250 can estimate the coil temperature based on the temperature characteristics obtained by the current diagnosis by the temperature characteristic diagnosing unit 250.
  • the temperature estimating unit 210 can estimate the coil temperature by taking into account the temperature characteristics of the ignition coil 150, which vary depending on the individual ignition coils 150, so that the accuracy of estimating the coil temperature can be further improved. Therefore, the control device 200 including the temperature characteristic diagnosis section 250 can more reliably prevent failures due to heat generation in the ignition coil 150 while ensuring the amount of energy supplied to the spark plug 105 necessary for stable combustion of the air-fuel mixture. Can be done.
  • the return signal is a signal that is output when the tertiary coil 153 is de-energized, as described above.
  • the return signal may be a signal that is output when the primary coil 151 is de-energized. That is, the return signal includes a primary return signal outputted from the primary coil 151 side to the control device 200 side in response to energization of the primary coil 151, and a primary return signal outputted from the tertiary coil 153 side in response to energization of the tertiary coil 153. and a tertiary return signal output from the side to the control device 200 side.
  • the temperature estimation unit 210 can estimate the coil temperature based on at least one of the primary return signal and the tertiary return signal.
  • the temperature estimation unit 210 can estimate the coil temperature based on the primary return signal from the primary coil 151 even if the tertiary return signal is not output from the tertiary coil 153 due to an unexpected situation. can. Therefore, the control device 200 can reliably and stably prevent failures due to heat generation in the ignition coil 150 while ensuring the amount of energy supplied to the spark plug 105 necessary for stable combustion of the air-fuel mixture.
  • the return signal is a signal that is output when the ignition coil 150 is de-energized, but the return signal is a detection signal of a temperature sensor that detects the coil temperature of the ignition coil 150. Good too.
  • the temperature estimation unit 210 can estimate the coil temperature based on the detection signal of this temperature sensor.
  • the temperature estimation unit 210 can obtain accurate coil temperature. Therefore, the control device 200 can more reliably prevent failures due to heat generation in the ignition coil 150 while ensuring the amount of energy supplied to the spark plug 105 necessary for stable combustion of the air-fuel mixture.
  • the present invention is not limited to the above-described embodiments, and includes various modifications.
  • the above embodiments have been described in detail to explain the present invention in an easy-to-understand manner, and the present invention is not necessarily limited to having all the configurations described.
  • each of the above-mentioned configurations, functions, processing units, processing means, etc. may be partially or entirely realized by hardware, for example, by designing an integrated circuit. Further, each of the above-mentioned configurations, functions, etc. may be realized by software by a processor interpreting and executing a program for realizing each function. Information such as programs, tapes, and files that implement each function can be stored in a memory, a recording device such as a hard disk, an SSD (solid state drive), or a recording medium such as an IC card, SD card, or DVD.
  • a recording device such as a hard disk, an SSD (solid state drive), or a recording medium such as an IC card, SD card, or DVD.
  • control lines and information lines are shown that are considered necessary for explanation, and not all control lines and information lines are necessarily shown in the product. In reality, almost all components may be considered to be interconnected.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Signal Processing (AREA)
  • Ignition Installations For Internal Combustion Engines (AREA)

Abstract

Le but de la présente invention est de fournir un dispositif de commande de moteur à combustion interne qui permet à la fois d'obtenir une combustion stable d'un mélange air-carburant et d'empêcher un endommagement d'une bobine d'allumage provoquée par la production de chaleur. Un dispositif de commande 200 pour un moteur à combustion interne 100 qui comprend une bougie d'allumage 105 et une bobine d'allumage 150 comprend : une unité d'estimation de température 210 qui estime une température de bobine qui est la température dans et autour de la bobine d'allumage 150 du moteur à combustion interne 100 ; et une unité de commande d'allumage 220 qui commande l'excitation de la bobine d'allumage 150 et commande ainsi le courant fourni à la bougie d'allumage 105. La bobine d'allumage 150 a un mécanisme d'augmentation qui augmente le courant fourni à la bougie d'allumage 105. L'unité de commande d'allumage 220 commande l'augmentation de courant par le mécanisme d'augmentation de telle sorte que l'augmentation diminue à mesure que la température de bobine estimée augmente.
PCT/JP2022/028271 2022-07-20 2022-07-20 Dispositif de commande de moteur à combustion interne WO2024018575A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PCT/JP2022/028271 WO2024018575A1 (fr) 2022-07-20 2022-07-20 Dispositif de commande de moteur à combustion interne

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/JP2022/028271 WO2024018575A1 (fr) 2022-07-20 2022-07-20 Dispositif de commande de moteur à combustion interne

Publications (1)

Publication Number Publication Date
WO2024018575A1 true WO2024018575A1 (fr) 2024-01-25

Family

ID=89617528

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/JP2022/028271 WO2024018575A1 (fr) 2022-07-20 2022-07-20 Dispositif de commande de moteur à combustion interne

Country Status (1)

Country Link
WO (1) WO2024018575A1 (fr)

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2015194125A (ja) * 2014-03-31 2015-11-05 ダイハツ工業株式会社 内燃機関の制御装置
WO2016157543A1 (fr) * 2015-04-01 2016-10-06 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
JP2017207007A (ja) * 2016-05-18 2017-11-24 トヨタ自動車株式会社 点火制御装置
JP2019203488A (ja) * 2018-05-25 2019-11-28 株式会社デンソー 内燃機関の点火装置

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2015194125A (ja) * 2014-03-31 2015-11-05 ダイハツ工業株式会社 内燃機関の制御装置
WO2016157543A1 (fr) * 2015-04-01 2016-10-06 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
JP2017207007A (ja) * 2016-05-18 2017-11-24 トヨタ自動車株式会社 点火制御装置
JP2019203488A (ja) * 2018-05-25 2019-11-28 株式会社デンソー 内燃機関の点火装置

Similar Documents

Publication Publication Date Title
US7249454B2 (en) Fuel injection control apparatus and fuel injection control method for internal combustion engine
US7275516B1 (en) System and method for boosted direct injection engine
US6804952B2 (en) Catalyst warm up control for diesel engine
EP1859149B1 (fr) Appareil de commande pour moteur a combustion interne
US20080066715A1 (en) Control of Air-Charge and Cylinder Air Temperature in Engine
JP4156370B2 (ja) 空燃比を制御するための装置および方法
EP2888464B1 (fr) Dispositif de commande et procédé de commande pour moteur à combustion interne
WO2009127929A1 (fr) Système et procédé de commande pour moteur à combustion interne
US9453481B2 (en) System and method for operating an engine
RU2577675C2 (ru) Способ контроля за системой рециркуляции отработавших газов
CN110219730B (zh) 内燃机
JP2007211594A (ja) エンジン
JP2008267207A (ja) ディーゼルエンジンの制御装置
WO2024018575A1 (fr) Dispositif de commande de moteur à combustion interne
US11067008B2 (en) Internal combustion engine control method and internal combustion engine control device
JP5076951B2 (ja) 内燃機関の排気還流装置
JP2015121182A (ja) エンジンの制御装置
US6317680B1 (en) Automatic aircraft engine fuel mixture optimization
JP2012087641A (ja) 燃料噴射装置
JP4254361B2 (ja) 内燃機関の燃料噴射装置
JP2014231758A (ja) 燃焼状態診断装置
US8219301B2 (en) Control device for internal combustion engine
JP6210744B2 (ja) 内燃機関の制御装置
JP5924910B2 (ja) 内燃機関の制御装置
JP2017089585A (ja) 車両の制御方法及び車両の制御装置

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 22951962

Country of ref document: EP

Kind code of ref document: A1