JP5924910B2 - Control device for internal combustion engine - Google Patents

Description

  The present invention relates to a control device that controls idle operation of an internal combustion engine.

  It is desirable that the rotational speed of the internal combustion engine during idling be stabilized at a low speed as long as engine stall does not occur. The explosive power of the explosion combustion in each cylinder of the internal combustion engine varies among the cylinders, and therefore, an explosion primary vibration occurs at the idle rotation speed. In order to suppress this explosion primary vibration, the angular velocity of the crankshaft is repeatedly sensed at every predetermined rotation angle, and combustion is performed in each cylinder so that the measured angular velocity converges to a predetermined idle rotation speed. Feedback control for adjusting the ignition timing is performed (see, for example, the following patent document).

  However, with the above control method, it is impossible to sense and level the variation in the explosion force that does not appear as a significant change in the rotational speed of the crankshaft. For this reason, the ignition timing in the combustion in each cylinder is not always optimal, and there is a tendency to cause unnecessary fuel consumption.

JP-A-11-324877

  An object of the present invention is to optimize the ignition timing control for each cylinder during idle operation.

In the present invention, the idle operation of the internal combustion engine is controlled, and the idle operation of the internal combustion engine is controlled. During the idle operation, the ignition timing is retarded from the MBT , and combustion is performed at that timing. A target crank angle is set so that the necessary reserve torque is secured when the pressure reaches a peak, and this deviation is reduced based on the deviation between the measured rotational speed of the crankshaft and a predetermined idle rotational speed. The ignition timing is controlled at each combustion opportunity of each cylinder so that the target crank angle to which the advance amount or the retard amount is added is determined, and the combustion pressure in the cylinder reaches a peak in the vicinity of the target crank angle. A control device for an internal combustion engine which is a feature is configured.

  The ignition timing for each cylinder at which the peak of the combustion pressure of each cylinder is near the target crank angle is stored as a learning value in association with the operating state of the internal combustion engine at that time, and thereafter the same operating state was obtained. At this time, the ignition timing of each cylinder may be set according to the stored learning value.

  According to the present invention, it is possible to optimize the ignition timing control for each cylinder during the idling operation of the internal combustion engine.

The figure which shows schematic structure of the internal combustion engine in one Embodiment of this invention. The circuit diagram of the spark ignition device in the embodiment. The figure which shows the relationship between the amount of advance of ignition timing, and output torque. The figure which shows transition of the ignition timing and combustion pressure in each cylinder of an internal combustion engine. The figure which shows each transition of the combustion pressure and ion current in each cylinder of an internal combustion engine. The figure which shows transition of the ignition timing and combustion pressure in each cylinder of an internal combustion engine at the time of employ | adopting the control method of the embodiment.

  An embodiment of the present invention will be described with reference to the drawings. FIG. 1 shows an outline of a spark ignition type internal combustion engine in the present embodiment. This internal combustion engine is of a direct injection type, and includes a plurality of cylinders 1 (one of which is shown in FIG. 1), an injector 10 that injects fuel into each cylinder 1, An intake passage 3 for supplying intake air to the cylinder 1, an exhaust passage 4 for discharging exhaust from each cylinder 1, an exhaust turbocharger 5 for supercharging intake air flowing through the intake passage 3, and an exhaust passage And an external EGR device 2 that recirculates EGR gas from 4 toward the intake passage 3.

  A spark plug 13 is attached to the ceiling of the combustion chamber of the cylinder 1. FIG. 2 shows an electric circuit for spark ignition. The spark plug 13 receives spark voltage generated by the ignition coil 12 and causes spark discharge between the center electrode and the ground electrode. The ignition coil 12 is integrally incorporated in a coil case together with an igniter 11 that is a semiconductor switching element.

  When the igniter 11 receives an ignition signal o from an ECU (Electronic Control Unit) 0, which is a control device for the internal combustion engine, the igniter 11 is first ignited and a current flows to the primary side of the ignition coil 12, and at the ignition timing immediately thereafter. The igniter 11 is extinguished to interrupt this current. Then, a self-induction action occurs, and a high voltage is generated on the primary side. Since the primary side and the secondary side share the magnetic circuit and the magnetic flux, a higher induced voltage is generated on the secondary side. This high induction voltage is applied to the center electrode of the spark plug 13, and spark discharge occurs between the center electrode and the ground electrode.

  The ECU 0 detects an ionic current generated in the combustion chamber of the cylinder 1 during the explosive combustion of the fuel, and refers to this ionic current to determine the combustion pressure in the combustion chamber during the period from the latter stage of the compression stroke to the latter stage of the expansion stroke. In other words, the in-cylinder pressure is estimated.

  As shown in FIG. 2, the electrical circuit for spark ignition has a bias power supply unit 14 for effectively detecting the ionic current, and an amplification that amplifies and outputs a detection voltage corresponding to the amount of the ionic current. The part 15 is attached. The bias power supply unit 14 includes a capacitor 141 that stores a bias voltage, a Zener diode 142 for increasing the voltage of the capacitor 141 to a predetermined voltage, current blocking diodes 143 and 144, and a load that outputs a voltage corresponding to the ion current. A resistor 145. The amplifying unit 15 includes a voltage amplifier 151 typified by an operational amplifier.

  During arc discharge between the center electrode and the ground electrode of the spark plug 13, the capacitor 141 is charged, and then an ion current flows through the load resistor 145 by the bias voltage charged in the capacitor 141. The voltage between both ends of the resistor 145 generated due to the flow of the ionic current is amplified by the amplifying unit 15 and received by the ECU 0 as the ionic current signal h.

  The intake passage 3 takes in air from the outside and guides it to the intake port of the cylinder 1. On the intake passage 3, an air cleaner 31, a compressor 51 of the supercharger 5, an intercooler 32, an electronic throttle valve 33, a surge tank 34, and an intake manifold 35 are arranged in this order from the upstream side.

  The exhaust passage 4 guides exhaust generated as a result of burning fuel in the cylinder 1 from the exhaust port of the cylinder 1 to the outside. An exhaust manifold 42, a drive turbine 52 for the supercharger 5, and a three-way catalyst 41 are disposed on the exhaust passage 4. In addition, an exhaust bypass passage 43 that bypasses the turbine 52 and a waste gate valve 44 that is a bypass valve that opens and closes the inlet of the bypass passage 43 are provided. The waste gate valve 44 is an electric waste gate valve that can be opened and closed by inputting a control signal l to the actuator, and a DC servo motor is used as the actuator.

  The exhaust turbocharger 5 is configured such that the drive turbine 52 and the compressor 51 are connected and linked in a coaxial manner. Then, the driving turbine 52 is rotationally driven by using the energy of the exhaust gas, and the compressor 51 is pumped by using the rotational force, whereby the intake air is pressurized and compressed (supercharged) and sent to the cylinder 1.

  The external EGR device 2 realizes a so-called high-pressure loop EGR. The inlet of the external EGR passage is connected to a predetermined location upstream of the turbine 52 in the exhaust passage 4. The outlet of the external EGR passage is connected to a predetermined location downstream of the throttle valve 33 in the intake passage 3, specifically to a surge tank 34. An EGR cooler 21 and an EGR valve 22 are also provided on the external EGR passage.

  The ECU 0 is a microcomputer system having a processor, a memory, an input interface, an output interface, and the like.

  The input interface includes a vehicle speed signal a output from a vehicle speed sensor for detecting the vehicle speed, an engine rotation signal b output from an engine rotation sensor for detecting the rotation angle and engine speed of the crankshaft, an accelerator pedal depression amount or a throttle. An accelerator opening signal c output from an accelerator opening sensor that detects the opening of the valve 33 as an accelerator opening, intake air temperature and intake pressure (or supercharging pressure) in the intake passage 3 (especially the surge tank 34). The intake air temperature / intake pressure signal d output from the temperature / pressure sensor for detecting engine, the shift position signal e output from the shift position (gear position) switch, and the cooling output from the water temperature sensor for detecting the cooling water temperature of the internal combustion engine. Cam signal output from cam angle sensor at multiple cam angles of water temperature signal f and intake camshaft , An ion current signal h output from a circuit for detecting an ion current generated by the generation of plasma in the combustion chamber and the combustion of the air-fuel mixture, an operation signal i regarding whether or not the air conditioner is operating, The battery state signal j etc. output from the sensor which detects the parameter | index which suggests a charge state are input. The engine rotation sensor generates a pulse signal b every 10 ° CA (crank angle). The cam angle sensor generates a pulse signal g at an angle obtained by dividing 720 ° CA by the number of cylinders, or every 240 ° CA for a three-cylinder engine. The operation signal i of the air conditioner may be a signal issued from a switch manually operated by the driver to turn on the air conditioner or a signal issued from an auto air conditioner ECU that controls the auto air conditioner system. . The battery status signal j displays, for example, battery current, battery voltage, and battery temperature.

  From the output interface, the opening operation signal k for the throttle valve 33, the opening operation signal l for the waste gate valve 44, the opening operation signal m for the EGR valve 22, and the fuel injection signal for the injector 10. n, an ignition signal o is output to the igniter 11, and a voltage instruction signal p is output to a voltage regulator that controls the output voltage of the alternator that generates power upon receiving the driving force transmitted from the crankshaft.

  The processor of the ECU 0 interprets and executes a program stored in the memory in advance, calculates operation parameters, and controls the operation of the internal combustion engine. The ECU 0 obtains various information a, b, c, d, e, f, g, h, i, j necessary for operation control of the internal combustion engine via the input interface, knows the engine speed, and uses the cylinder 1 Estimate the amount of intake air to be filled. Based on the engine speed and intake air amount, the required fuel injection amount, fuel injection timing (including the number of times of fuel injection for one combustion), fuel injection pressure, ignition timing, EGR amount (or EGR rate) And various operating parameters such as the opening degree of the EGR valve 22 and the electric power generated by the alternator. As the operation parameter determination method itself, a known method can be adopted, and the description thereof will be omitted. The ECU 0 applies various control signals k, l, m, n, o, and p corresponding to the operation parameters via the output interface.

  In the idling operation in which the accelerator pedal is not depressed, the ECU 0 controls the ignition timing in order to stabilize the engine speed to a lower idling speed. The ignition timing is set so as to ensure the necessary reserve torque and suppress fluctuations in the engine speed due to disturbance.

  FIG. 3 shows the relationship between the ignition timing and the output torque of the internal combustion engine when the intake air amount, the fuel injection amount, and other operating parameters are assumed to be constant. The output torque is maximized when the ignition timing is set to an MBT (Minimum Advance for Best Torque) point, and decreases as the ignition timing is advanced or retarded from the MBT point.

  The ratio of the change amount of the output torque with respect to the advance amount or retard amount of the ignition timing, in other words, the slope of the tangent line of the curve shown in FIG. 3 is small in the vicinity of the MBT point and increases as the distance from the MBT point increases. That is, in the vicinity of the MBT point, the sensitivity of increase / decrease in output torque with respect to the ignition timing operation is low. Therefore, usually, a timing that is retarded from the MBT point is determined as a reference ignition timing, and the ignition timing is operated around this reference timing. The difference between the output torque at the MBT point and the output torque at the reference time is the reserve torque. By securing the reserve torque, the fuel efficiency is deteriorated, but a margin for increasing / decreasing the output torque with respect to disturbance is created.

  The magnitude of the reserve torque is set according to the external load applied to the internal combustion engine. Examples of external loads include air conditioner compressors, alternators or lighting (including blinkers), blower fans, and other electrical loads that rotate by receiving driving force from the crankshaft, the engine itself and the drive train (transmission). Friction), D range in AT vehicles (in the D range, the torque converter and the axle are not separated, and the load is larger than that in the N range).

  Basically, the reserve torque increases as the external load applied to the internal combustion engine increases. This is because as the external load increases, the engine speed tends to decrease, and the output torque needs to be increased to compensate for the decrease. Conversely, in situations where the external load applied to the internal combustion engine is small, the reserve torque is reduced to improve fuel efficiency.

  Then, the ignition timing is adjusted so that the engine speed converges to a predetermined idle speed and stabilizes. That is, the rotational speed of the crankshaft is sensed at every predetermined rotational angle, for example, every 30 ° CA, and the ignition timing is advanced or retarded from the reference timing in a direction to reduce the deviation between the rotational speed and the predetermined idle rotational speed. Horn.

  However, even if ignition is performed at a certain ignition timing for each cylinder 1, the magnitude of output torque obtained in each cylinder 1 is not necessarily equal. As illustrated in FIG. 4, there is a difference in the transition of increase in combustion pressure for each cylinder 1 (in the figure, the first cylinder is indicated by a solid line, the second cylinder is indicated by a broken line, and the third cylinder is indicated by a chain line). This is partly due.

  Therefore, in the present embodiment, during idle operation, the timing at which the combustion pressure in each cylinder 1 reaches a peak is detected, and the ignition timing is manipulated for each combustion opportunity of each cylinder 1 so that the peak approaches the target crank angle. Feedback control is to be implemented.

  The combustion pressure in the cylinder 1 is estimated with reference to the ion current signal h. FIG. 5 illustrates respective transitions of the combustion pressure (indicated by a broken line in the figure) and the ionic current (indicated by a solid line in the figure). In the case of normal combustion, the ionic current suddenly flows like a surge at the moment of ignition (inductive discharge), decreases before compression top dead center, and then increases again (capacitive discharge). And, at the same time as the combustion pressure reaches its peak, the ionic current also becomes maximum. Therefore, by measuring the maximum value of the ionic current, it is possible to detect the timing at which the combustion pressure reaches a peak.

  The target crank angle is based on the deviation between the measured rotational speed of the crankshaft and a predetermined idle rotational speed so that the required reserve torque is ensured when the combustion pressure reaches a peak at that timing. The amount of advance or retard is added.

  In the memory of the ECU 0, the air conditioner ON / OFF, the power generation amount or electric load of the alternator, the coolant temperature indicating the friction loss of the engine, the transmission oil temperature indicating the drive system friction loss (or Stored is map data that defines the relationship between external load conditions such as torque converter oil temperature) and drive system shift position, etc., and a reference crank angle at which a necessary reserve torque is ensured under those conditions. The ECU 0 searches the map using the condition of the external load being sensed as a key, and knows the reference crank angle. Further, a deviation between the measured rotational speed and the idle rotational speed is calculated with reference to the engine rotational signal b, and an advance amount or a retard amount for reducing this deviation is added to the reference crank angle to obtain a target crank angle. To decide.

  Thus, the ECU 0 calculates a deviation between the combustion pressure peak timing detected for each cylinder 1 based on the ionic current and the determined target crank angle, and feedback correction (advance angle) for reducing this deviation. Correction or retardation correction) is added to the ignition timing of the cylinder 1 to obtain the ignition timing at the next combustion in each cylinder 1. As a result, as shown in FIG. 6, the ignition timings in each cylinder 1 are different from each other, but the peak of the combustion pressure in each cylinder 1 is aligned near the target crank angle, and the output torque and rotational speed of each cylinder 1 Variation is suppressed.

  Incidentally, the ECU 0 during idle operation may adjust not only the ignition timing but also the intake air amount and the fuel injection amount. In that case, the opening degree of the throttle valve 33 and the valve opening time of the injector 10 are increased or decreased in a direction to reduce the deviation between the actually measured rotational speed of the crankshaft and a predetermined idle rotational speed.

  In the present embodiment, the idling operation of the internal combustion engine is controlled, and the ignition timing is controlled for each cylinder 1 so that the combustion pressure in the cylinder 1 becomes a peak near the target crank angle. The control device 0 for the internal combustion engine was configured. According to the present embodiment, even if there is a difference in the combustion state or the like of each cylinder 1, explosion combustion can be performed at the combustion timing originally desired in all the cylinders 1 and rotation fluctuation can be suppressed.

  Conventionally, a relatively large reserve torque common to each cylinder 1 has been set taking into consideration that the output torque of each cylinder 1 varies. However, by adopting the control method of this embodiment, the reserve is set. Since it is not necessary to give a large margin to the torque, that is, the reserve torque can be further reduced, it can contribute to an improvement in fuel consumption.

  The present invention is not limited to the embodiment described in detail above.

  In particular, learning control of the ignition timing of each cylinder 1 during idle operation can be considered. In learning control, the ECU 0 determines, for each cylinder 1, the ignition timing when the peak of the combustion pressure or the peak of the ionic current is close to the target crank angle, the operating state of the internal combustion engine at that time, for example, the cooling water temperature, the intake air temperature, etc. And stored in the memory as a learning value in association with information indicating the status of the external load applied to the internal combustion engine or the like. In the subsequent control, when the operation state similar to the operation state in which the learned value has been learned in the past is reproduced, the learning value for each cylinder 1 stored in the memory is associated with the operation state. And the learning value is used as the ignition timing of the corresponding cylinder 1.

  The ECU 0 as the control device stores the ignition timing for each cylinder at which the peak of the combustion pressure of each cylinder 1 is near the target crank angle as a learning value in association with the operating state of the internal combustion engine at that time, and thereafter If the ignition timing of each cylinder 1 is set in accordance with the stored learning value when the engine is in the operating state, the ignition timing can be optimized quickly, and the accuracy of idle rotation control is further enhanced.

  In the above embodiment, the ECU 0 senses the peak of the combustion pressure in the combustion chamber of the cylinder 1 by referring to the ionic current. However, when the cylinder pressure sensor is incorporated in the cylinder 1, the cylinder pressure sensor The combustion pressure can be directly measured through the sensor and its peak can be detected.

  In the above embodiment, the opening degree of the electronic throttle valve 33 is manipulated to correct the increase / decrease in the intake air amount during idle operation. However, in an internal combustion engine equipped with an idle speed control valve, the idle speed control valve It is good also as operating. As is well known, the idle speed control valve is a flow control valve that opens and closes a bypass passage that communicates the upstream side and the downstream side of the throttle valve in the intake passage.

  Other specific configurations of each part can be variously modified without departing from the spirit of the present invention.

  The present invention can be applied to control of an internal combustion engine mounted on a vehicle or the like.

0 ... Control unit (ECU)
DESCRIPTION OF SYMBOLS 1 ... Cylinder 13 ... Spark plug 14 ... Bias power supply part 15 ... Amplification part

Claims (1)

Control idle operation of an internal combustion engine,
During idle operation, the target crank angle is set so that the required reserve torque is secured when the combustion pressure reaches a peak at that timing by retarding the ignition timing from MBT, and the crankshaft Based on the deviation between the measured rotational speed and the predetermined idle rotational speed, the target crank angle is determined by adding the advance amount or the retard amount to reduce this deviation,
A control apparatus for an internal combustion engine, wherein an ignition timing is controlled at each combustion opportunity of each cylinder so that a combustion pressure in the cylinder reaches a peak in the vicinity of a target crank angle.

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