JP2018080645A - Internal combustion engine control device and internal combustion engine control system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To restrain accidental fire even when abnormality occurs to a charging system of a secondary battery device.SOLUTION: An internal combustion engine control device in one embodiment comprises a high frequency control part, and a control part. The high frequency control part controls a high frequency generation device for generating a high frequency to generate a plasma according to spark discharge of an ignition plug provided in an internal combustion engine, and controls the high frequency generation device so that a high frequency output level when abnormality occurs to a charging system of a secondary battery device supplying power to the high frequency generation device becomes lower than when an output level of high frequency is normal. The control part controls the internal combustion engine so that it is easier to ignite when the abnormality occurs to the charging system of the second battery device than normal.SELECTED DRAWING: Figure 1

Description

  The present invention relates to an internal combustion engine control device and an internal combustion engine control system.

  2. Description of the Related Art Conventionally, in an internal combustion engine such as an automobile engine, a spark discharge generated in a combustion chamber using an ignition plug is used as a nucleus of plasma, and a high frequency generated by a high frequency generator is supplied to expand a plasma region so that an air-fuel mixture. There has been proposed a plasma ignition type ignition system that ignites.

  For example, Patent Document 1 describes a technique for changing the operating state of an internal combustion engine in accordance with the plasma generation state.

JP 2010-101180 A

  However, the above-described conventional technology does not consider the secondary battery device that supplies power to the high-frequency generator. If an abnormality occurs in the charging system of the secondary battery device, the secondary battery device cannot be charged.

  If the secondary battery device is irradiated with a high frequency in a state where the secondary battery device cannot be charged, the remaining capacity of the secondary battery device is lost, power necessary for irradiating the high frequency is insufficient, and the high frequency cannot be irradiated. If high-frequency irradiation is not possible, plasma ignition cannot be performed, and misfire is likely to occur, and vibration may occur due to torque fluctuations due to misfire.

  The present invention has been made in view of the above, and provides an internal combustion engine control device and an internal combustion engine control system that can suppress misfire even if an abnormality occurs in a charging system of a secondary battery device. Objective.

  In order to solve the above-described problems and achieve the object, an internal combustion engine control device according to the present invention includes a high-frequency control unit and a control unit. The high frequency control unit controls a high frequency generation device that generates a high frequency in order to generate plasma in response to a spark discharge of a spark plug provided in the internal combustion engine, and also supplies power to the high frequency generation device. When an abnormality occurs in the charging system, the high-frequency generator is controlled so that the high-frequency output level is lower than that in the normal case. The control unit controls the internal combustion engine so that when an abnormality occurs in the charging system of the secondary battery device, ignition is easier than in a normal case.

  According to the present invention, misfire can be suppressed even if an abnormality occurs in the charging system of the secondary battery device.

FIG. 1 is a diagram illustrating an engine control system according to the embodiment. Drawing 2 is a mimetic diagram showing the example of composition of the engine system concerning an embodiment. FIG. 3 is a block diagram illustrating a configuration of the engine control system according to the embodiment. FIG. 4 is a diagram illustrating an example of a high frequency generated by the high frequency generation device according to the embodiment. FIG. 5 is a diagram illustrating an example of a high frequency generated by the high frequency generation device according to the embodiment. FIG. 6 is a flowchart illustrating an engine control process according to the embodiment. FIG. 7 is a diagram illustrating an example of the target rotational speed determined by the rotational speed determination unit according to Modification Example 1 of the embodiment. FIG. 8 is a flowchart illustrating an engine control process according to the first modification of the embodiment. FIG. 9 is a diagram illustrating an example of the target rotational speed determined by the rotational speed determination unit according to the second modification of the embodiment. FIG. 10 is a flowchart illustrating an engine control process according to the second modification of the embodiment. FIG. 11 is a diagram illustrating an example of a high frequency generated by the high frequency generation device according to Modification 3 of the embodiment.

  Hereinafter, embodiments of an internal combustion engine control device and an internal combustion engine control system disclosed in the present application will be described in detail with reference to the accompanying drawings. In this embodiment, the case where the internal combustion engine control device controls a vehicle engine will be described as an example. However, the internal combustion engine control device controls an internal combustion engine other than the vehicle engine such as a ship or an aircraft. It is also possible. In addition, this invention is not limited by this embodiment.

  In the following, an outline of an engine control system including an internal combustion engine control device (engine control device) according to an embodiment will be described with reference to FIG. 1, and then details of the engine control system will be described with reference to FIGS. 2 to 6. I decided to.

(1. Outline of engine control system)
First, an outline of the engine control system will be described with reference to FIG. FIG. 1 is a diagram illustrating an engine control system according to the embodiment.

  The engine control system 100 shown in FIG. 1 supplies a high frequency to spark discharge generated in the combustion chamber of the engine to generate plasma and ignite the air-fuel mixture. As a result, the engine control system 100 can reliably ignite a lean air-fuel mixture that is thinner than the stoichiometric air-fuel ratio.

  In addition, when an abnormality occurs in the charging system of the secondary battery device 5 that supplies power to the engine control system 100, the engine control system 100 suppresses power consumption by lowering the high-frequency output level from the normal level. .

  Furthermore, when an abnormality occurs in the charging system of the secondary battery device 5, the engine control system 100 controls the engine so that ignition is easy, for example, by increasing the engine speed. As a result, the engine misfire can be suppressed even if the ignition energy is reduced by lowering the high-frequency output level from the normal level.

  In the following, in order to simplify the description, a case will be described in which the engine control system 100 increases the rotational speed of the engine so as to facilitate ignition, but the method for improving the ignitability is not limited thereto. For example, the air-fuel mixture may be easily ignited by increasing the fuel injection amount or adjusting the air-fuel ratio.

  The engine control system 100 includes a high frequency generation device 1, an engine control device 2, an ignition coil 3, and a spark plug 4. The secondary battery device 5 includes a battery (not shown), and supplies power to the high frequency generator 1, the engine controller 2, and the ignition coil 3.

  An engine control device 2 shown in FIG. 1 performs engine ignition control and engine speed control.

  When engine ignition control is performed, the engine control device 2 controls spark discharge of the spark plug 4 through an ignition coil and generates plasma through the high frequency generator 1.

  Specifically, the engine control device 2 controls the spark discharge of the spark plug 4 by generating an ignition signal and outputting it to the ignition coil 3. The ignition signal is a signal for controlling the energization time of the ignition coil 3, the generation timing of spark discharge (ignition timing) by the ignition plug 4, and the like. This ignition signal is also input to the high frequency generator 1.

  Further, the engine control device 2 generates a plasma by outputting a control signal for controlling the high frequency generation device 1 to generate a high frequency, for example, a microwave of 2.45 GHz. The control signal is a signal that controls a high-frequency output level, an irradiation period, and the like.

  As described above, the engine control device 2 performs the ignition control of the engine by generating the ignition signal and the control signal.

  When controlling the engine speed, the engine control device 2 controls the opening of the throttle 6 based on the engine speed. The engine control device 2 increases the opening of the throttle 6 when increasing the engine speed. Moreover, the engine control apparatus 2 makes the opening degree of the throttle 6 small, when reducing the rotation speed of an engine.

  The engine control device 2 controls the engine speed based on the operating state of the engine. Hereinafter, a case where the engine is in an idle state will be described as an example, but the operating state of the engine is not limited thereto. For example, the operating state of the engine includes a state where the engine is operating at a constant speed, an acceleration state, and the like other than the idle state.

  When the engine is in an idle state, the engine control device 2 controls the opening degree of the throttle 6 so that the rotation speed is such that the engine is not stalled.

  The high frequency generator 1 generates a high frequency based on the ignition signal and the control signal input from the engine control device 2. For example, the high frequency generator 1 generates a high frequency based on the control signal at a timing according to the ignition signal and outputs the high frequency to the spark plug 4.

  The ignition coil 3 receives an ignition signal from the engine control device 2 and generates a high voltage. For example, a current flows through the ignition coil 3 only for a time corresponding to the ignition signal, thereby generating a high voltage in the ignition coil 3. The high voltage generated in the ignition coil 3 is supplied to the spark plug 4.

  When a high voltage from the ignition coil 3 is applied to the spark plug 4, the spark plug 4 generates a spark discharge.

  Further, when a high frequency is supplied from the high frequency generator 1, the spark plug 4 irradiates the combustion chamber with this high frequency. When a high frequency is irradiated from the spark plug 4 into the combustion chamber, plasma is generated and ignites the air-fuel mixture in the combustion chamber. As described above, by increasing the ignition energy by the plasma, the air-fuel mixture can be stably combusted even when the engine is driven by an air-fuel mixture thinner than the stoichiometric air-fuel ratio.

  The secondary battery device 5 includes a battery and an alternator (generator) (not shown). The secondary battery device 5 stores the power generated by the alternator by the rotation of the engine in a battery. Further, the secondary battery device 5 supplies the electric power stored in the battery to the high frequency generation device 1, the engine control device 2, and the ignition coil 3.

  Here, in the conventional technology, when an abnormality occurs in the charging system of the secondary battery device and charging becomes impossible, if the high-frequency irradiation is continued, the remaining capacity of the secondary battery device 5 disappears, that is, a so-called “battery” "Rising" occurs.

  As a result, power cannot be supplied to the high-frequency generator 1, so that high-frequency plasma cannot be generated. For example, the air-fuel mixture in the combustion chamber cannot be ignited, and the engine may misfire. Further, there is a risk that the vehicle will vibrate due to torque fluctuation or the like due to engine misfire.

  In particular, as described above, when the engine is in an idle state, the engine control device 2 keeps the engine speed to a minimum that does not stall. Therefore, if the high-frequency power cannot be supplied due to an abnormality in the charging system of the secondary battery device 5 and the engine misfires, there is a possibility that engine stalls.

  Therefore, in the engine control device 2 according to the present embodiment, when an abnormality occurs in the charging system of the secondary battery device 5, the high-frequency output level is made lower than normal and the engine speed is increased from normal. I decided to let them.

  Specifically, for example, when an abnormality occurs in the charging system and the high frequency cannot be generated, the secondary battery device 5 notifies the engine control device 2 to that effect. When the engine control device 2 receives the notification from the secondary battery device 5, the engine control device 2 controls the high-frequency generation device 1 so as to lower the output level of the high frequency than when the charging system of the secondary battery device 5 is normal.

  Thereby, the power consumption of the secondary battery device 5 can be suppressed, and “battery exhaust” can be suppressed.

  Further, when the high-frequency output level is lowered, the ignition energy that can be supplied to the air-fuel mixture becomes smaller than that in the normal state. Therefore, the engine control device 2 controls the throttle 6 so that the engine speed increases. The engine control device 2 controls the throttle 6 so as to increase the opening when the engine speed is increased. As a result, the engine speed increases and the air-fuel mixture is easily ignited, so that misfire of the engine can be suppressed.

  Here, the high-frequency output level when the abnormality occurs in the charging system of the secondary battery device 5 is set lower than that in the normal state, but this also includes zero output level, that is, high-frequency output stop.

  As described above, the engine control device 2 suppresses the engine misfire while suppressing the decrease in the remaining capacity of the secondary battery device 5 by setting the output level of the high frequency to zero or more and lower than the normal level. Can do.

  Here, the secondary battery device 5 detects the abnormality of the charging system and notifies the engine control device 2 of the abnormality, but the present invention is not limited to this. The engine control device 2 may be configured to detect an abnormality in the charging system of the secondary battery device 5, and an apparatus for detecting an abnormality in the charging system of the secondary battery device 5, such as an abnormality detection device (not shown), for example. It may be provided separately from the secondary battery device 5.

(2. Details of the engine control system)
Hereinafter, a detailed configuration of the engine control system 100 will be described with reference to FIGS. First, the outline of the engine system S on which the engine control system 100 is mounted will be described with reference to FIG. FIG. 2 is a schematic diagram illustrating a configuration example of the engine system S according to the embodiment. In FIG. 2, components necessary for explaining the engine system S are schematically described.

(2-1. Engine system)
In the engine system S shown in FIG. 2, various controls such as combustion control are performed by an electronic control device 200 (hereinafter referred to as ECU 200) including the engine control device 2. Further, the high frequency generated by the high frequency generator 1 is irradiated from the spark plug 4. Thus, in the engine system S, ignition control is performed by a plasma ignition type ignition system.

  As shown in FIG. 2, an intake pipe 60 and an exhaust pipe 70 are connected to a cylinder (cylinder) 50 included in the engine system S via an intake valve 16 and an exhaust valve 17. The intake pipe 60 includes a throttle 6 that adjusts the intake air amount and an injector 7 that injects fuel into the intake pipe 60. Air sucked through the air cleaner 107 flows into the intake pipe 60.

  The cylinder 50 is provided with an ignition coil 3 and a spark plug 4. Further, a piston 41 is provided in the cylinder 50.

  Here, the operation of the engine system S in the case of a 4-stroke engine will be described.

  First, when the piston 41 provided in the cylinder 50 moves in the negative direction of the Y axis, the air-fuel mixture in which air and fuel are mixed is sucked into the cylinder 50 by opening the intake valve 16.

  Thereafter, the air-fuel mixture in the cylinder 50 is compressed by the piston 41 moving in the positive direction of the Y-axis direction. Subsequently, an ignition signal is input from the engine control device 2 to the ignition coil 3, and the spark plug 4 generates a spark discharge. Thereafter, the high frequency generated by the high frequency generator 1 is irradiated from the spark plug 4 to generate plasma and ignite the air-fuel mixture.

  Here, the ignition state of the engine will be described. For example, there may be a case where the ignition system cannot be ignited because sufficient ignition energy cannot be supplied to the air-fuel mixture because an abnormality occurs in the charging system of the secondary battery device 5 and the high-frequency output level decreases. As described above, when the ignition energy is insufficient and the air-fuel mixture is hardly burned in the cylinder 50, the ignition state of the engine becomes “misfire”.

  On the other hand, when sufficient ignition energy is supplied to the air-fuel mixture and ignition occurs, and the air-fuel mixture in the cylinder 50 is completely combusted, the ignition state of the engine becomes “complete ignition”. Further, even if the air-fuel mixture is ignited, the supplied ignition energy is not sufficient, and only a part of the air-fuel mixture in the cylinder 50 may burn. In this case, the ignition state of the engine is “incomplete ignition”.

  The ignition state of the engine is not limited to whether the high-frequency generator 1 generates a high frequency, that is, not only the magnitude of the ignition energy supplied to the air-fuel mixture, but also the air-fuel ratio of the air-fuel It also changes depending on the ease of combustion.

  When the air-fuel mixture is ignited, the piston 41 receives the gas expansion pressure due to the combustion of the air-fuel mixture and moves in the negative direction of the Y axis. The movement of the piston 41 moving in the negative direction of the Y-axis is transmitted to a crankshaft (not shown) as a rotational movement through the connecting rod 53, and the wheels are driven.

  The crank angle sensor 8 detects the rotation angle of the crankshaft. The expansion pressure of the gas in the cylinder 50 changes depending on the ignition state of the engine, and the moving speed of the piston 41, that is, the rotational speed of the crankshaft changes. Therefore, the ignition state of the engine can be detected based on the temporal change of the rotation angle detected by the crank angle sensor 8.

  Subsequently, when the piston 41 moves in the negative direction of the Y-axis and the exhaust valve 17 opens, the piston 41 moves in the positive direction of the Y-axis due to inertia, whereby the exhaust gas is pushed out of the cylinder 50 and exhausted. It is discharged to the exhaust hole 91 via the pipes 70 and 71.

  Returning to the description of the configuration of the engine system S. A three-way catalyst device 80 is provided between the exhaust pipe 70 and the exhaust pipe 71. Further, a NOx occlusion reduction type three-way catalyst device 81 is provided between the exhaust pipe 71 and the exhaust hole 91. The three-way catalyst device 80 and the NOx occlusion reduction type three-way catalyst device 81 purify harmful components in the exhaust gas by using a catalyst.

(2-2. Engine control system)
Next, the engine control system 100 according to the embodiment will be described with reference to FIG. FIG. 3 is a block diagram illustrating a configuration of the engine control system 100 according to the embodiment. In FIG. 3, only components necessary for explaining the features of the present embodiment are represented by functional blocks, and descriptions of general components are omitted.

  In other words, each component illustrated in FIG. 3 is functionally conceptual and does not necessarily need to be physically configured as illustrated. For example, the specific form of distribution / integration of each functional block is not limited to the one shown in the figure, and all or a part thereof is functionally or physically distributed in arbitrary units according to various loads or usage conditions.・ It can be integrated and configured.

  As shown in FIG. 3, the engine control system 100 includes a high frequency generation device 1, an engine control device 2, an ignition coil 3, and a spark plug 4. The high frequency generation device 1, the engine control device 2, and the ignition coil 3 of the engine control system 100 operate with power supplied from the secondary battery device 5. Here, the secondary battery device 5 will be described first.

(2-3. Secondary battery device)
The secondary battery device 5 stores the electric power generated by the rotation of the engine. Further, the secondary battery device 5 supplies the stored electric power to an electric load such as the high-frequency generator 1, the engine controller 2, the ignition coil 3, and an air conditioner. The secondary battery device 5 includes a battery 51 and an abnormality detection unit 52.

(2-3-1. Battery)
The battery 51 is, for example, a lead battery. The battery 51 stores electric power generated by an alternator (not shown) due to the rotation of the engine. The battery 51 supplies power to the high frequency generator 1, the engine control device 2, the ignition coil 3, and the electric load.

(2-3-2. Abnormality detection unit)
The abnormality detection unit 52 detects an abnormality that has occurred in the charging system of the secondary battery device 5. For example, when a failure or disconnection / short circuit occurs in a charging system such as an alternator (not shown) or a path connecting the alternator and the battery 51, electric power is not stored in the battery 51.

  The abnormality detection unit 52 detects an abnormality of the charging system by monitoring the power generation amount of the alternator, the remaining capacity of the battery 51, and the like, for example. The abnormality detection unit 52 notifies the engine control device 2 when detecting an abnormality in the charging system.

  In addition, the abnormality detection by the abnormality detection part 52 is not limited to the example mentioned above. For example, the abnormality may be detected by detecting the voltage of the circuit of the secondary battery device 5 or the like.

(2-4. Ignition coil)
The ignition coil 3 includes a primary coil and a secondary coil (not shown), and allows a primary current to flow through the primary coil based on an ignition signal input from the engine control device 2 and also blocks the primary current. A high voltage is generated in the secondary coil by the induction phenomenon. The high voltage generated in the secondary coil is supplied to the spark plug 4.

(2-5. Spark plug)
The spark plug 4 includes a center electrode and a ground electrode (not shown) arranged so as to have a narrow gap with the center electrode. When a high voltage from the ignition coil 3 is applied to the center electrode, a spark discharge is generated in a narrow gap space.

  Further, when a high frequency (microwave) is supplied from the high frequency generator 1, the spark plug 4 functions as an antenna that irradiates the combustion chamber with the high frequency. When a high frequency is irradiated from the spark plug 4 into the combustion chamber, the high frequency is supplied to the spark discharge that is the core of the plasma, the plasma region is expanded, and the air-fuel mixture in the combustion chamber is ignited.

  As a result, the air-fuel mixture can be stably burned even when the engine is driven with a lean air-fuel mixture that is less than the stoichiometric air-fuel ratio. A dedicated antenna for irradiating the combustion chamber with a high frequency may be provided separately from the spark plug 4. In this case, the high frequency generator 1 supplies a high frequency to a dedicated antenna.

(2-6. High frequency generator)
When the ignition signal is input from the engine control device 2, the high frequency generator 1 shifts from the high frequency non-output state to the output preparation state. When a control signal is input in the output preparation state, the high frequency generator 1 generates a high frequency under the irradiation condition and irradiation timing based on the control signal and outputs the high frequency to the spark plug 4.

(2-7. Engine control device 2)
The engine control device 2 generates an ignition signal and a control signal according to the operating state of the engine and the presence / absence of an abnormality in the charging system of the secondary battery device 5, and controls spark discharge and plasma generation, thereby igniting the engine. Control. Further, the engine control device 2 controls the number of revolutions of the engine according to the operating state of the engine and the presence or absence of abnormality in the charging system of the secondary battery device 5.

  The engine control device 2 is a microcomputer including a CPU (Central Processing Unit) and a storage unit 26, and controls the entire engine control system 100. The engine control device 2 is mounted on, for example, an ECU (Electric Control Unit) 200 (see FIG. 2).

  The engine control device 2 includes a signal generation unit 21, a high frequency control unit 22, an abnormality acquisition unit 23, an ignition state detection unit 24, and a control unit 25.

(2-7-1. Signal Generator 21)
The signal generator 21 generates an ignition signal for controlling spark discharge by the spark plug 4 and outputs the ignition signal to the ignition coil 3. The ignition signal is a signal for controlling the energization time and ignition timing of the ignition coil 3. The signal generator 21 generates an ignition signal according to the operating state of the engine.

(2-7-2. Abnormality acquisition unit 23)
The abnormality acquisition unit 23 acquires the detected abnormality when the secondary battery device 5 detects the abnormality. The abnormality acquisition unit 23 notifies the high frequency control unit 22 and the control unit 25 when an abnormality is acquired.

  The abnormality acquisition unit 23 includes a remaining capacity acquisition unit 23 a that acquires the remaining capacity of the battery 51. The remaining capacity acquisition unit 23 a acquires the remaining capacity of the battery 51 when an abnormality occurs in the charging system of the secondary battery device 5.

(2-7-3. High-frequency control unit)
The high frequency control unit 22 outputs a control signal including setting parameters such as a high frequency output level and irradiation timing to the high frequency generation device 1. As setting parameters, for example, the timing, period, period, number of times, etc. of irradiation with high frequency can be mentioned.

  The high frequency control unit 22 generates a control signal based on, for example, a normal control signal map 26a in which the engine state is associated with each setting parameter. The normal-time control signal map 26 a is generated based on, for example, experiments and stored in the storage unit 26.

  In addition, when the abnormality acquisition unit 23 acquires an abnormality in the charging system of the secondary battery device 5, the high frequency control unit 22 generates a high frequency having a lower output level than that in the normal state according to the remaining capacity of the battery 51. The high frequency generator 1 is controlled.

  When an abnormality occurs in the charging system of the secondary battery device 5, the battery 51 cannot be charged, but power can be supplied from the battery 51. However, if the charging system of the secondary battery device 5 generates a high frequency at the same output level as when it is normal, the power of the battery 51 may be consumed and “battery running out” may occur. Therefore, by generating a high frequency whose output level is lower than that in the normal state according to the remaining capacity of the battery 51, the power consumption of the high frequency generation device 1 can be suppressed, and the occurrence of “battery running out” can be suppressed. In addition, the high frequency which the high frequency generator 1 produces | generates at the time of abnormality is later mentioned using FIG. 4 and FIG.

  The high-frequency control unit 22 generates a control signal when an abnormality occurs based on, for example, the abnormal-time control signal map 26 b in which the battery 51 is associated with each setting parameter, and outputs the control signal to the high-frequency generation device 1. The abnormal-time control signal map 26b is generated based on, for example, experiments and stored in the storage unit 26.

(2-7-4. Ignition state detection unit)
The ignition state detection unit 24 detects the ignition state of the engine by acquiring the detection result of the crank angle sensor 8. As the combustion in the cylinder 50 (see FIG. 2) is weaker and the ignition state is worse, the force pushing the piston 41 becomes weaker and the rotational speed of the crankshaft becomes slower.

  Thus, the rotation speed of the crankshaft, that is, the detection result of the crank angle sensor 8 changes according to the ignition state of the engine. Therefore, the ignition state detection unit 24 outputs, for example, the detection result of the crank angle sensor 8 to the control unit 25 as an ignition state.

(2-7-5. Control unit)
The control unit 25 performs engine speed control according to the operating state and ignition state of the engine, the presence or absence of abnormality in the charging system of the secondary battery device 5, and the like. The control unit 25 performs the rotational speed control based on the operating state of the engine or the like in each of the case where the charging system of the secondary battery device 5 is normal and the case where an abnormality occurs.

  Specifically, for example, when the charging system of the secondary battery device 5 is normal, rotation is performed using a map in which the engine operating state, the operating electric load (for example, an air conditioner) and the target rotation speed are associated with each other. Perform number control. For example, when the charging system of the secondary battery device 5 is abnormal, the rotational speed control is performed using a map that associates the ignition state of the engine, the remaining battery capacity, and the target rotational speed.

  Hereinafter, a map used for the rotational speed control when the charging system of the secondary battery device 5 is normal is referred to as a normal rotational speed map 26c, and the rotational speed when an abnormality occurs in the charging system of the secondary battery device 5. The map used for control is referred to as an abnormal time rotation speed map 26d. These maps are generated based on, for example, experiments and stored in the storage unit 26.

  The control unit 25 includes a rotation speed determination unit 251, a throttle control unit 252, and a fuel adjustment unit 253.

(Rotation speed determination unit)
The rotational speed determination unit 251 determines the target rotational speed according to the operating state and ignition state of the engine, whether or not the charging system of the secondary battery device 5 is normal, and the like.

  For example, when the charging system of the secondary battery device 5 is normal, the rotational speed determination unit 251 determines the target rotational speed with reference to the normal rotational speed map 26c based on the operating state of the engine at a constant cycle. To do. Hereinafter, the operation state of the engine will be described as being in an idle state.

  When the operating state of the engine is an idle state, the rotational speed determination unit 251 determines the target rotational speed so that the rotational speed is low enough to prevent the engine from stalling, according to the operating electric load.

  Note that the high frequency generator 1 irradiates the cylinder 50 with a high frequency, thereby increasing the ignition energy so that the air-fuel mixture can be ignited even in a state where the inside of the cylinder 50 is difficult to ignite. For this reason, the rotational speed determination unit 251 determines a rotational speed of, for example, about 650 rpm, which is lower than that when the target rotational speed is not irradiated when the high frequency is irradiated. Thereby, the fuel consumption at the time of idling can be reduced.

  Next, when the abnormality acquisition unit 23 acquires an abnormality in the charging system of the secondary battery device 5, the rotation speed determination unit 251 refers to the abnormality rotation speed map 26 d, and determines the remaining battery capacity and engine ignition. A target rotational speed is determined based on the state.

  Here, the rotational speed determination unit 251 determines the target rotational speed so that the rotational speed at the time of abnormality increases from the normal time. This is because, when an abnormality occurs in the charging system of the secondary battery device 5, the ignition energy is reduced by lowering the high-frequency output level.

  Therefore, the rotational speed determination unit 251 increases the rotational speed of the engine when an abnormality occurs in the charging system of the secondary battery device 5. Thereby, the air-fuel mixture is easily ignited, and the air-fuel mixture can be ignited even with low ignition energy, and misfire can be suppressed.

  Further, as described above, the rotation speed determination unit 251 sets the target rotation speed when an abnormality occurs in the charging system of the secondary battery device 5 when the ignition is performed without irradiating a high frequency, that is, when an abnormality occurs. It is determined according to the ignition status of the engine and the remaining battery capacity.

  This is because the ignition state of the engine may change due to individual differences in the engine, aging deterioration, and the like. Therefore, even if the air-fuel mixture is ignited at the same engine speed, the ignition state may differ depending on the usage period of the vehicle and the engine. Therefore, when it becomes impossible to irradiate a high frequency in the idle state, the number of revolutions necessary for suppressing misfire may vary depending on the vehicle or the like, that is, the ignition state.

  Therefore, the rotation speed determination unit 251 acquires the ignition state of the engine when the abnormality occurs in the charging system of the secondary battery device 5 and the high frequency cannot be emitted from the ignition state detection unit 24, and sets the acquired ignition state. The target rotational speed is determined accordingly.

  The high frequency control unit 22 determines a high frequency output level according to the remaining battery capacity. Therefore, the rotational speed determination unit 251 can increase the rotational speed according to the reduced ignition energy by determining the target rotational speed of the engine based on the remaining battery capacity, that is, the high-frequency output level.

  Accordingly, it is possible to suppress engine misfire without unnecessarily improving the engine speed, and to suppress an increase in fuel consumption of the engine.

  Specifically, the rotation speed determination unit 251 sets the target rotation speed based on the abnormal rotation speed map 26d so that the rotation speed after the occurrence of abnormality is a minimum rotation speed that does not stall even when high-frequency irradiation is not performed. To decide. For example, the target rotational speed is highest when the ignition state of the engine is “misfire”, and the target rotational speed becomes lower as the ignition state of the engine is closer to “complete ignition”. When the ignition state of the engine is “complete ignition”, the target rotational speed after occurrence of abnormality may be the same as the target rotational speed before occurrence of abnormality. The details of the target rotation speed determined by the rotation speed determination unit 251 will be described later with reference to FIGS. 4 and 5.

  Here, the rotational speed determination unit 251 determines the target rotational speed based on the normal rotational speed map 26c and the abnormal rotational speed map 26d, but the present invention is not limited to this. The rotational speed determination unit 251 may determine the target rotational speed using, for example, a table or a function.

(Throttle controller)
The throttle control unit 252 controls the opening degree of the throttle 6 based on the target rotation number determined by the rotation number determination unit 251. When the target engine speed is greater than the current engine speed, the throttle control unit 252 increases the opening of the throttle 6 and increases the engine speed.

  Further, when the target rotational speed is smaller than the current engine rotational speed, the throttle control unit 252 decreases the opening degree of the throttle 6 and decreases the rotational speed. The throttle control unit 252 maintains the current opening degree of the throttle 6 when the target engine speed and the current engine speed are the same.

(Fuel adjustment part)
The fuel adjustment unit 253 adjusts the amount of fuel injected from the injector 7 based on the opening degree of the throttle 6 and the air-fuel ratio. For example, when the opening of the throttle 6 increases and the intake air amount increases, the fuel adjustment unit 253 increases the fuel injection amount in order to keep the air-fuel ratio constant.

  Further, when an abnormality occurs in the charging system of the secondary battery device 5 and the output level of the high frequency becomes low, the fuel adjustment unit 253 sets the injection amount of fuel injected from the injector 7 regardless of the opening degree of the throttle 6. You may make it increase. By increasing the fuel, the output torque of the engine increases, and the engine misfire can be suppressed.

  Next, an example of the high frequency generated by the high frequency generation device 1 will be described with reference to FIGS. 4 and 5. First, the case where the output level of the high frequency is not changed even if an abnormality occurs in the charging system of the secondary battery device 5 will be described with reference to FIG. Next, the case where the high-frequency output level is changed will be described with reference to FIG. 4 and 5 are diagrams illustrating an example of the high frequency generated by the high frequency generation device 1. FIG.

  As shown in FIGS. 4A and 4C, the high frequency generator 1 generates high frequencies at regular intervals, for example, until an abnormality occurs in the charging system of the secondary battery device 5. When the high frequency generator 1 generates a high frequency, the power of the battery 51 is consumed. However, if there is no abnormality in the charging system, the power is stored in the battery 51. Therefore, as shown in FIG. The remaining battery capacity is a constant value V1.

  Here, as shown in FIG. 4A, it is assumed that an abnormality has occurred in the charging system of the secondary battery device 5 at time t1. At this time, as shown in FIG. 4 (c), if the charging system of the secondary battery device 5 generates a high frequency at the same output level as when normal, for example, all the power of the battery 51 is consumed at time t2, and the remaining battery capacity is reduced. It becomes zero and high frequency cannot be generated.

  Therefore, when the abnormality occurs in the charging system of the secondary battery device 5 at time t1, the high frequency control unit 22 of the present embodiment reduces the high frequency output level from A1 to A2, as shown in FIG. (A1> A2). As a result, as shown in FIG. 5B, the decrease in the remaining battery capacity can be suppressed to V2 (V1> V2), and “battery rise” in which the remaining battery capacity becomes zero can be suppressed.

  Further, as shown in FIG. 5 (d), the rotation speed determination unit 251 increases the target rotation speed from R1 to R2 at time t2 after the abnormality occurs in the charging system of the secondary battery device 5.

  Thereby, the ignitability of the air-fuel mixture can be improved, and even if the high-frequency output level decreases from A1 to A2 after time t1, the air-fuel mixture can be ignited and engine misfire can be suppressed. it can. In FIG. 5D, the target engine speed is indicated by a dotted line, and the actual engine speed is indicated by a solid line.

(2-7-6. Storage unit)
Returning to FIG. The storage unit 26 stores information used for processing of each unit of the engine control device 2, such as a normal control signal map 26a and an abnormal control signal map 26b used by the high frequency control unit 22 to generate control signals. In addition, the storage unit 26 stores the processing results of each unit of the engine control device 2 such as the target rotation number determined by the rotation number determination unit 251.

  The storage unit 26 includes a semiconductor memory element such as a RAM (Random Access Memory) and a flash memory, or a storage device such as a hard disk and an optical disk.

(3. Engine control process)
Next, an engine control processing procedure executed by the engine control apparatus 2 according to the embodiment will be described with reference to FIG. FIG. 6 is a flowchart illustrating an engine control process according to the embodiment. Here, the engine control process when an abnormality occurs in the charging system of the secondary battery device 5 will be described. The engine control device 2 executes the engine control process shown in FIG. 6 at a constant cycle.

  First, the engine control device 2 determines whether or not an abnormality in the charging system of the secondary battery device 5 has been acquired (step S101). When the abnormality of the charging system of the secondary battery device 5 has not been acquired (step 101; No), the engine control device 2 ends the process.

  On the other hand, when the abnormality of the charging system of the secondary battery device 5 is acquired (step S101; Yes), the engine control device 2 acquires the remaining battery capacity of the battery 51 (step S102). The engine control device 2 adjusts the high-frequency output level based on the remaining battery capacity (step S103).

  Subsequently, the engine control device 2 detects the ignition state of the engine (step S104). The engine control device 2 determines the target rotational speed based on the detected ignition state and the remaining battery capacity (step S105).

  The engine control device 2 controls the throttle 6 based on the determined target rotational speed (step S106), and adjusts the fuel injection amount (step S107).

  In addition, the process of step S106 and step S107 may change order, and may perform a process simultaneously.

  As described above, when an abnormality occurs in the charging system of the secondary battery device 5, the engine control device 2 according to the embodiment lowers the output level of the high frequency than when it is normal and increases the engine speed. . Thereby, misfire of the engine can be suppressed while suppressing “battery running out”.

(4. Modifications)
As mentioned above, although embodiment of this invention has been described, this invention is not limited to the said embodiment, A various deformation | transformation is possible. Below, such a modification is demonstrated. All the forms including the above embodiment and the forms described below can be appropriately combined.

(4-1. Modification 1)
In the embodiment described above, when an abnormality occurs in the charging system of the secondary battery device 5, the rotational speed determination unit 251 of the engine control device 2 increases the target rotational speed from R1 to R2 (see FIG. 5). However, it is not limited to this.

  For example, the rotational speed determination unit 251 may gradually increase the target rotational speed at the time of abnormality until the ignition state of the engine becomes the target ignition state. This point will be described with reference to FIGS.

  FIG. 7 is a diagram for explaining an example of the target rotational speed determined by the rotational speed determination unit 251. As shown in FIG. 7, when an abnormality occurs in the charging system of the secondary battery device 5 at time t1, the rotation speed determination unit 251 gradually increases the target rotation speed, for example, in a step shape from time t2. In addition, the dotted line of FIG.7 (b) shows the target rotation speed, and the continuous line has shown the actual rotation speed of the engine.

  As shown in FIG. 7B, when the rotational speed determination unit 251 gradually increases the target rotational speed, the rotational speed of the engine also increases. When the ignition state detected by the ignition state detection unit 24 becomes the target ignition state at time t3, the rotation speed determination unit 251 stops the increase of the target rotation speed and maintains the target rotation speed R3 at time t3.

  Here, the target ignition state may be an ignition state corresponding to the operating state of the engine, and may not necessarily be “complete ignition” in which the air-fuel mixture burns completely. For example, if the engine is in an idle state, it may be in an ignition state that does not stall, and the ignition state may be “partial ignition” in which a part of the air-fuel mixture burns.

  Next, the engine control processing procedure executed by the engine control apparatus 2 according to the first modification will be described with reference to FIG. FIG. 8 is a flowchart showing an engine control process according to the first modification. In addition, about the same process as the engine control process shown in FIG. 6, the same code | symbol is attached | subjected and description is abbreviate | omitted.

  When detecting the ignition state in step S104, the engine control device 2 determines whether or not the detected ignition state is the target ignition state (step S201). If the detected ignition state is the target ignition state (step S201; Yes), the engine control device 2 ends the process.

  When the detected ignition state is not the target ignition state (step S201; No), the engine control device 2 increases the target rotational speed (step S202). The engine control device 2 controls the throttle 6 and adjusts the fuel injection amount according to the increased target rotational speed to control the rotational speed (step S203), and returns to step S104.

  As described above, when an abnormality occurs in the charging system of the secondary battery device 5, the engine control device 2 according to Modification 1 gradually increases the target rotational speed until the engine reaches the target ignition state. As a result, the engine speed can be kept low while suppressing the misfire of the engine, and the fuel efficiency can be improved.

(4-2. Modification 2)
In addition, the control method of the rotation speed when abnormality occurs in the charging system of the secondary battery device 5 is not limited to the method of the embodiment and the modification 1 described above. For example, the rotational speed determination unit 251 may increase the target rotational speed, and then gradually decrease the target rotational speed until the ignition state of the engine becomes the target ignition state. This point will be described with reference to FIGS.

  FIG. 9 is a diagram for explaining an example of the target rotational speed determined by the rotational speed determination unit 251. As shown in FIG. 9, when an abnormality occurs in the charging system of the secondary battery device 5 at time t1, the rotation speed determination unit 251 performs the target rotation so that, for example, the ignition state of the engine becomes “complete ignition” at time t5. The number is greatly increased from R1 to R4.

  Thereafter, the rotational speed determination unit 251 gradually decreases the target rotational speed stepwise from, for example, time t6 when the rotational speed of the engine becomes R4. When the target engine speed gradually decreases, the engine speed also decreases. When the ignition state detected by the ignition state detection unit 24 becomes the target ignition state at time t7, the rotation speed determination unit 251 stops the decrease of the target rotation speed and maintains the target rotation speed R5 at time t7. In addition, the dotted line of FIG.9 (b) shows the target rotation speed, and the continuous line has shown the actual rotation speed of the engine.

  Subsequently, a processing procedure of engine control executed by the engine control device 2 according to Modification 2 will be described with reference to FIG. FIG. 10 is a flowchart showing an engine control process according to the second modification. In addition, about the same process as the engine control process shown in FIG. 6, the same code | symbol is attached | subjected and description is abbreviate | omitted.

  When adjusting the high-frequency output level in step S103, the engine control device 2 increases the target rotational speed (step S301). The engine control device 2 controls the speed by controlling the throttle 6 and adjusting the fuel injection amount in accordance with the increased target speed (step S302).

  The engine control device 2 detects the ignition state (step S303), and determines whether or not the detected ignition state is the target ignition state (step S304). If the detected ignition state is the target ignition state (step S304; Yes), the engine control device 2 ends the process.

  When the detected ignition state is not the target ignition state (step S304; No), the engine control device 2 reduces the target rotational speed (step S305), and returns to step S302.

  As described above, when an abnormality occurs in the charging system of the secondary battery device 5, the engine control device 2 according to the modified example 2 first increases the target rotational speed so that the engine misfire immediately after the abnormality occurs. Can be suppressed. Further, the engine control device 2 increases the target rotational speed and then decreases it until the target ignition state is reached. Thereby, the engine speed can be kept low, and fuel consumption can be improved.

(4-3. Modification 3)
In the embodiment described above, the engine control device 2 reduces the high-frequency output level according to the remaining battery capacity when an abnormality occurs in the charging system of the secondary battery device 5, but the present invention is not limited to this. For example, the high-frequency output level may be reduced according to the remaining battery capacity even after an abnormality has occurred and the high-frequency output level has been reduced.

  For example, as shown in FIG. 11, an abnormality occurs in the charging system of the secondary battery device 5 at time t1, the high-frequency output level is changed from A1 to A2 at time t2, and the target engine speed is changed from R1 to R2. Suppose that

  Also in this case, since the high frequency is output from the high frequency generator 1, the remaining battery capacity of the battery 51 gradually decreases as shown in FIG. Therefore, the high frequency control unit 22 of the engine control device 2 changes the output level of the high frequency from A2 to A3 (A2> A3) when the remaining battery capacity is equal to or lower than the threshold value Vth, as shown in FIG. Reduce. Further, the rotational speed determination unit 251 increases the target rotational speed of the engine from R2 to R6 (R2 <R6) at time t9. In addition, FIG. 11 is a figure explaining an example of the high frequency which the high frequency generator 1 which concerns on the modification 3 produces | generates.

  As described above, the engine control device 2 adjusts the high-frequency output level and the engine speed according to the remaining capacity of the battery, so that the engine misfire can be suppressed while suppressing “battery running out”.

(4-4. Other modifications)
In the embodiment and the modification described above, the rotation speed determination unit 251 increases the target rotation speed after the abnormality acquisition unit 23 acquires the abnormality of the charging system of the secondary battery device 5, but is not limited thereto. For example, the rotation speed determination unit 251 may determine the target rotation speed when an abnormality occurs in advance when the secondary battery device 5 is normal.

  In this case, for example, the rotation speed determination unit 251 determines the target rotation speed when the charging system of the secondary battery device 5 is normal based on an electric load or the like at a constant cycle, and the secondary battery device according to the ignition state. 5 determines the target rotation speed when the charging system is abnormal.

  As described above, when the secondary battery device 5 is normal, the target rotational speed at the time of abnormality is determined in advance, so that misfire of the engine can be suppressed immediately after the occurrence of the abnormality of the secondary battery device 5. Similarly, the control of the high-frequency output level by the high-frequency control unit 22 can also determine the output level when an abnormality occurs in advance when the secondary battery device 5 is normal.

  In the above-described embodiment and modification, the case where the engine has one cylinder, that is, one cylinder 50 has been described, but the present invention is not limited to this. For example, the engine may have a plurality of cylinders.

  In this case, the engine control system 100 may include, for example, the high-frequency generation device 1 for each of the plurality of cylinders, and includes one high-frequency generation device 1 for the plurality of spark plugs 4. 1 may output a high frequency to each spark plug 4.

  In the above-described embodiment and modification, the high-frequency generation device 1 and the engine control device 2 have different configurations, but the present invention is not limited to this. For example, the high frequency generation device 1 and the engine control device 2 may be mounted on the ECU 200 (see FIG. 2) as one engine control system.

  Further effects and modifications can be easily derived by those skilled in the art. Thus, the broader aspects of the present invention are not limited to the specific details and representative embodiments shown and described above. Accordingly, various modifications can be made without departing from the spirit or scope of the general inventive concept as defined by the appended claims and their equivalents.

DESCRIPTION OF SYMBOLS 1 High frequency generator 2 Engine control apparatus 3 Ignition coil 4 Spark plug 5 Secondary battery device 21 Signal generation part 22 High frequency control part 23 Abnormality acquisition part 24 Ignition state detection part 25 Control part 251 Rotation speed determination part 252 Throttle control part 253 Fuel Adjustment unit 26 Storage unit

Claims (10)

An abnormality is detected in a charging system of a secondary battery device that controls a high-frequency generation device that generates a high frequency to generate plasma in response to spark discharge of a spark plug provided in an internal combustion engine and supplies power to the high-frequency generation device A high-frequency control unit that controls the high-frequency generator so that the output level of the high-frequency is lower than when normal,
When the abnormality occurs in the charging system of the secondary battery device, a control unit that controls the internal combustion engine so that it is easier to ignite than normal,
An internal combustion engine control device comprising: The high frequency controller
2. The internal combustion engine control device according to claim 1, wherein when the abnormality occurs in the secondary battery device, the high-frequency generation device is controlled so as to stop the output of the high frequency. The high frequency controller
2. The internal combustion engine according to claim 1, wherein when the abnormality occurs in a charging system of the secondary battery device, the output level of the high frequency is reduced based on a remaining capacity of the secondary battery device. Engine control device. The controller is
4. The internal combustion engine control device according to claim 1, wherein when the abnormality occurs in the charging system of the secondary battery device, the rotational speed of the internal combustion engine is increased. The controller is
5. The internal combustion engine control device according to claim 4, wherein when the internal combustion engine is in an idle state and the abnormality occurs in the charging system of the secondary battery device, the rotational speed is increased. The controller is
The fuel supplied to the internal combustion engine is increased when the abnormality occurs in the charging system of the secondary battery device as compared with a normal case. The internal combustion engine control device. The controller is
The rotational speed is increased so as to be a target rotational speed corresponding to an ignition state of the internal combustion engine when the abnormality occurs in the charging system of the secondary battery device. The internal combustion engine control device according to any one of claims. The controller is
When the abnormality occurs in the charging system of the secondary battery device, after the rotational speed is increased to a target rotational speed, the rotational speed is decreased until the internal combustion engine reaches a target ignition state. The internal combustion engine control device according to any one of claims 1 to 6. The controller is
The rotational speed is gradually increased until the internal combustion engine reaches a target ignition state when the abnormality occurs in the charging system of the secondary battery device. An internal combustion engine control device according to claim 1. A high-frequency generating device that generates a high frequency for generating plasma in response to a spark discharge of a spark plug provided in an internal combustion engine;
A high-frequency control unit that controls the high-frequency generation device so that the output level of the high-frequency is lower than that when the abnormality occurs in the charging system of the secondary battery device that supplies power to the high-frequency generation device; And an internal combustion engine controller that controls the internal combustion engine such that when the abnormality occurs in the charging system of the secondary battery device, the internal combustion engine is more easily ignited than when it is normal.
An internal combustion engine control system comprising:

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