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WO2014013769A1 - Dispositif de commande pour moteur à combustion interne - Google Patents

Dispositif de commande pour moteur à combustion interne Download PDF

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Publication number
WO2014013769A1
WO2014013769A1 PCT/JP2013/061282 JP2013061282W WO2014013769A1 WO 2014013769 A1 WO2014013769 A1 WO 2014013769A1 JP 2013061282 W JP2013061282 W JP 2013061282W WO 2014013769 A1 WO2014013769 A1 WO 2014013769A1
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WO
WIPO (PCT)
Prior art keywords
cylinder
fresh air
air amount
amount
intake
Prior art date
Legal status (The legal status 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 status listed.)
Ceased
Application number
PCT/JP2013/061282
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English (en)
Japanese (ja)
Inventor
高志 臼田
露木　毅
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Nissan Motor Co Ltd
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Nissan Motor Co Ltd
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Filing date
Publication date
Application filed by Nissan Motor Co Ltd filed Critical Nissan Motor Co Ltd
Priority to JP2014525738A priority Critical patent/JP5850155B2/ja
Publication of WO2014013769A1 publication Critical patent/WO2014013769A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0002—Controlling intake air
    • F02D41/0007—Controlling intake air for control of turbo-charged or super-charged engines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B25/00—Engines characterised by using fresh charge for scavenging cylinders
    • F02B25/14—Engines characterised by using fresh charge for scavenging cylinders using reverse-flow scavenging, e.g. with both outlet and inlet ports arranged near bottom of piston stroke
    • F02B25/145—Engines characterised by using fresh charge for scavenging cylinders using reverse-flow scavenging, e.g. with both outlet and inlet ports arranged near bottom of piston stroke with intake and exhaust valves exclusively in the cylinder head
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0223—Variable control of the intake valves only
    • F02D13/0234—Variable control of the intake valves only changing the valve timing only
    • F02D13/0238—Variable control of the intake valves only changing the valve timing only by shifting the phase, i.e. the opening periods of the valves are constant
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0261—Controlling the valve overlap
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D23/00—Controlling engines characterised by their being supercharged
    • F02D23/02—Controlling engines characterised by their being supercharged the engines being of fuel-injection type
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/02—EGR systems specially adapted for supercharged engines
    • F02M26/04—EGR systems specially adapted for supercharged engines with a single turbocharger
    • F02M26/06—Low pressure loops, i.e. wherein recirculated exhaust gas is taken out from the exhaust downstream of the turbocharger turbine and reintroduced into the intake system upstream of the compressor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0002—Controlling intake air
    • F02D2041/001—Controlling intake air for engines with variable valve actuation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/04—Engine intake system parameters
    • F02D2200/0402—Engine intake system parameters the parameter being determined by using a model of the engine intake or its components
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/04—Engine intake system parameters
    • F02D2200/0406—Intake manifold pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/04—Engine intake system parameters
    • F02D2200/0411—Volumetric efficiency
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/04—Engine intake system parameters
    • F02D2200/0414—Air temperature
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/02—EGR systems specially adapted for supercharged engines
    • F02M26/09—Constructional details, e.g. structural combinations of EGR systems and supercharger systems; Arrangement of the EGR and supercharger systems with respect to the engine
    • F02M26/10—Constructional details, e.g. structural combinations of EGR systems and supercharger systems; Arrangement of the EGR and supercharger systems with respect to the engine having means to increase the pressure difference between the exhaust and intake system, e.g. venturis, variable geometry turbines, check valves using pressure pulsations or throttles in the air intake or exhaust system
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
    • F02M26/14—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories in relation to the exhaust system
    • F02M26/15—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories in relation to the exhaust system in relation to engine exhaust purifying apparatus
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
    • F02M26/22—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories with coolers in the recirculation passage
    • F02M26/23—Layout, e.g. schematics
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • the present invention relates to an in-cylinder direct injection internal combustion engine equipped with a turbocharger, and more particularly to a technique that uses scavenging air that blows from an intake passage side to an exhaust passage side during a valve overlap period.
  • the in-cylinder fresh air amount is generally obtained based on the intake fresh air amount detected by an air flow meter provided upstream of the intake collector of the intake passage.
  • the scavenging amount that blows through without being filled in the cylinder is included, the obtained in-cylinder fresh air amount becomes larger than the actual in-cylinder fresh air amount by the scavenging amount. Therefore, when the fuel injection amount is set based on the in-cylinder fresh air amount estimated in this way, the air-fuel ratio shifts in the rich direction, and control accuracy such as air-fuel ratio control is lowered.
  • Patent Document 1 the scavenging amount is estimated using the output of the air-fuel ratio sensor or the like, and the amount of air trapped in the cylinder is obtained by subtracting the scavenging amount from the intake fresh air amount detected by the air flow meter.
  • the technology is described.
  • the in-cylinder fresh air amount is obtained by subtracting the scavenging amount from the intake fresh air amount
  • the estimation accuracy of the in-cylinder fresh air amount directly decreases. Therefore, it is required to accurately estimate the scavenging amount.
  • the scavenging amount varies depending on various factors such as the intake pressure, intake air temperature, exhaust pressure, and intake pulsation in addition to the valve overlap period, it is very difficult to estimate accurately. Since the adaptation for obtaining the scavenging amount is complicated and enormous, there is a problem that the calculation load and the memory usage amount increase.
  • the present invention has been made in view of such circumstances. That is, the internal combustion engine according to the present invention supercharges intake air by driving a fuel injection valve that directly injects fuel into a cylinder and an intake compressor provided in the intake passage by an exhaust turbine provided in the exhaust passage. And a turbo-supercharger, and a valve overlap period variable means such as a variable valve mechanism capable of adjusting a valve overlap period in which both the intake valve and the exhaust valve are opened.
  • the air density in the cylinder is detected or estimated, and the cylinder effective volume is detected or estimated based on the valve overlap period.
  • a trapped in-cylinder fresh air amount is obtained, and a fuel injection amount to be supplied into the cylinder is set based on the in-cylinder fresh air amount.
  • the air density can be obtained, for example, using detection values of a pressure sensor for detecting boost pressure and an intake air temperature sensor for detecting intake air temperature provided in the intake air collector.
  • the in-cylinder fresh air amount is obtained based on the air density in the cylinder and the cylinder effective volume, and the in-cylinder fresh air amount is obtained based on, for example, the intake fresh air amount detected by the air flow meter.
  • the fuel injection amount can be obtained with high accuracy.
  • the system block diagram which shows an example of the control apparatus of the internal combustion engine which concerns on this invention.
  • Explanatory drawing which shows the relationship between the 1st in-cylinder fresh air quantity and the 2nd in-cylinder fresh air quantity with respect to the valve overlap amount.
  • the flowchart which shows the flow of control which concerns on one Example of this invention.
  • Explanatory drawing which shows a scavenging area
  • the functional block diagram which shows an example of the calculation process of the increase target cylinder air-fuel ratio corresponded to a rich limit.
  • the timing chart which shows switching etc. of the intake fresh air amount which concerns on a present Example.
  • the intake gas supplied to the cylinder 1A is referred to as “fresh air” or “intake fresh air” and does not contain EGR gas or the like as exhaust gas, and includes EGR gas or the like. Is called “intake air” or simply “air”.
  • FIG. 1 shows an example of a system configuration of an internal combustion engine according to the present invention.
  • the internal combustion engine 1 is an in-cylinder direct injection type in-line four-cylinder gasoline internal combustion engine. Intake air is supplied to each cylinder 1 ⁇ / b> A of the four cylinders via the intake passage 2, and exhaust gas after combustion is discharged via the exhaust passage 3.
  • a branch pipe-shaped intake manifold 4 having a plurality of intake branches connected to the intake ports of the respective cylinders 1A is provided on the downstream side of the intake collector 2A of the intake passages 2.
  • a branch pipe-shaped exhaust manifold 8 having a plurality of exhaust branches connected to the exhaust port 1A is provided.
  • an air cleaner 7 that collects foreign matters such as dust in the intake air, and an air flow that measures the amount of fresh intake air passing through the intake passage 2 Meter 6, intake compressor 11 of turbocharger 10, electronically controlled throttle valve 5 for adjusting the amount of intake air flowing into cylinder 1 ⁇ / b> A of internal combustion engine 1, and intercooler 13 for cooling intake air And are provided.
  • the turbocharger 10 supercharges intake air using exhaust energy, and an intake compressor 11 and an exhaust turbine 12 are coaxially connected via a shaft, and the exhaust turbine 12 is an internal combustion engine. When it is rotated by the exhaust energy of 1, the intake compressor 11 is rotationally driven to pump the intake air downstream.
  • the recirculation passage 14 is a passage connecting the upstream portion and the downstream portion of the intake compressor 11 in the intake passage 2 and is opened and closed by a recirculation valve 15 provided in the middle.
  • the recirculation valve 15 is opened when the differential pressure between the supercharging pressure and the pressure in the intake manifold 4 (hereinafter referred to as intake pipe pressure) becomes a predetermined value or more, as is generally known.
  • intake pipe pressure the differential pressure between the supercharging pressure and the pressure in the intake manifold 4
  • intake pipe pressure the differential pressure between the supercharging pressure and the pressure in the intake manifold 4
  • the reaction force of the built-in spring is urged in the valve closing direction against the valve body provided inside, and the boost pressure acts in the valve opening direction of the valve body, while the intake pressure is applied in the valve closing direction.
  • the differential pressure between the supercharging pressure and the intake pipe pressure when the recirculation valve 15 is opened can be set to an arbitrary value depending on the spring constant of the spring.
  • an exhaust catalyst 9 for exhaust purification is disposed downstream of the exhaust turbine 12.
  • the exhaust bypass passage 16 is a passage connecting the upstream portion and the downstream portion of the exhaust turbine 12 in the exhaust passage 3, and the opening degree is adjusted by a wastegate valve 17 provided in the middle.
  • the operation of the wastegate valve 17 is controlled by a control unit 25 which will be described later.
  • the wastegate valve 17 is opened so that excess exhaust gas is directly discharged through the exhaust bypass passage 16. .
  • the EGR passage 20 is a passage connecting the exhaust passage 3 downstream of the exhaust catalyst 9 and the intake passage 2 downstream of the air flow meter 6 and upstream of the intake compressor 11.
  • the EGR passage 20 is provided with an EGR control valve 21 that adjusts an EGR amount that is the amount of exhaust gas recirculated to the intake passage 2, and an EGR cooler 22 that cools the exhaust gas flowing through the EGR passage 20. Is provided.
  • a fuel injection valve 40 that directly injects fuel into the cylinder 1A is arranged.
  • an intake valve timing changing mechanism (intake VTC) 41 capable of changing the valve timing of the intake valve
  • An exhaust valve timing changing mechanism (exhaust VTC) 42 capable of changing the valve timing of the exhaust valve is provided.
  • the mechanism that can adjust the valve overlap period is not limited to this, and any mechanism that can change at least one of the intake valve opening timing (IVO) and the exhaust valve closing timing (EVC) may be used.
  • Other generally known variable valve mechanisms may be used, such as a lift operating angle changing mechanism that changes the lift amount and operating angle of the exhaust valve.
  • the control unit 25 as a control unit has a function of storing and executing various engine control processes based on the engine operation state detected from various sensors.
  • the intake collector 2A of the intake passage 2 includes a pressure sensor 27 for detecting a boost pressure as a boost pressure, and a pressure sensor 27 for detecting a boost pressure as a boost pressure, and an intake collector 2A as an intake air temperature.
  • a crank angle sensor 26 for detecting the engine rotation speed, an accelerator opening sensor 29 for detecting the opening of an accelerator pedal operated by the driver, and the like are provided.
  • the control unit 25 controls the fuel injection amount and fuel injection timing by the fuel injection valve 40 as the various engine controls described above, and the valve timing (VTC conversion angle) of the intake and exhaust valves by the valve timing changing mechanisms 41 and 42. Further, ignition timing control or the like is performed by a spark plug (not shown) provided in the combustion chamber.
  • the control unit 25 estimates the scavenging rate of the scavenging air that blows from the intake passage 2 to the exhaust passage 3 based on the valve overlap period and the like.
  • the “scavenging rate” corresponds to the ratio of the scavenging amount blown from the intake passage 2 to the exhaust passage 3 during the valve overlap period with respect to the intake fresh air amount sucked into the cylinder 1A.
  • the “cylinder fresh air amount” corresponds to the amount of fresh air that is filled in the cylinder 1A and used for combustion.
  • the control unit 25 changes the valve timing so that the valve timing during which the valve overlap period during which the intake valve and the exhaust valve are open occurs.
  • the mechanisms 41 and 42 are operated. This is because, during the valve overlap period, fresh air that has flowed from the intake manifold 4 is directly blown into the exhaust manifold 8 as scavenging gas, so that the rotational speed of the exhaust turbine 12 is increased and into the cylinder 1A. This is to increase the filling efficiency.
  • the valve overlap (O / L) amount as the valve overlap period is set to increase on the low rotation high load side and decrease on the high rotation low load side.
  • the scavenging rate also increases on the low rotation high load side and decreases on the high rotation low load side in proportion to the O / L amount.
  • the EGR region where the EGR control valve 21 is opened and EGR is applied is not subjected to the valve overlap amount and the scavenging rate is 0. It is set in the area.
  • an intake passage measured using an air flow meter 6 as conventionally known.
  • L-Jetoro (L-Jetronic) method for obtaining the second in-cylinder fresh air amount QTOTAL as the in-cylinder fresh air amount from the fresh air amount passing through the cylinder
  • D-Jetro (D-Jetronic) method is used in combination, which uses the cylinder effective volume to determine the first in-cylinder fresh air amount QCYLTR as the in-cylinder fresh air amount.
  • the air density in the cylinder 1A can be obtained using detection values of a pressure sensor for detecting boost pressure, a temperature sensor for detecting intake air temperature, and the like provided in the intake collector, for example.
  • the cylinder effective volume can be calculated based on a valve overlap period or the like.
  • the exhaust gas is obtained in order to obtain the in-cylinder fresh air amount from the intake fresh air amount that passes through the portion of the air flow meter 6 provided in the intake passage 2 upstream of the merged portion of the EGR passage 20.
  • the EGR gas is not erroneously measured as the in-cylinder fresh air amount and is not easily affected by external factors such as EGR, but the scavenged amount is also measured as the in-cylinder fresh air amount. Therefore, in the engine operating state in which scavenging is being performed, there is a drawback in that the scavenging reduces the estimation accuracy of the in-cylinder fresh air amount.
  • FIG. 2 shows the relationship between the first in-cylinder fresh air amount QCYLTR and the second in-cylinder fresh air amount QTOTAL with respect to the valve overlap amount (O / L).
  • the valve overlap amount increases as the valve overlap amount increases. Therefore, when the valve overlap amount is large (D), the second in-cylinder fresh air measured including the scavenging amount is obtained.
  • the amount QTOTAL is greater than the first in-cylinder fresh air amount QCYLTR and there is no valve overlap amount (A) or smaller, the second in-cylinder fresh air amount QTOTAL is greater than the first in-cylinder fresh air amount QCYLTR.
  • a predetermined valve overlap amount (C) the second in-cylinder fresh air amount QTOTAL and the first in-cylinder fresh air amount QCYLTR become equal.
  • the larger second in-cylinder fresh air amount QTOTAL includes the scavenging amount, an error with respect to the actual in-cylinder fresh air amount becomes large.
  • the larger first in-cylinder fresh air amount is also measured by the remaining gas in the cylinder 1A. Becomes larger. Therefore, in this embodiment, the smaller one of the first in-cylinder fresh air amount QCYLTR and the second in-cylinder fresh air amount QTOTAL is selected as the in-cylinder fresh air amount.
  • FIG. 3 is a flowchart showing the control flow of this embodiment.
  • the second in-cylinder fresh air amount QTOTAL is calculated by the L-Jetro method using the air flow meter 6 described above.
  • the first in-cylinder fresh air amount is calculated by the D-Jetro method using the above-described cylinder air density and cylinder effective volume.
  • step S13 it is determined whether the second in-cylinder fresh air amount QTOTAL is larger than the first in-cylinder fresh air amount QCYLTR. If the second in-cylinder fresh air amount QTOTAL is smaller than the first in-cylinder fresh air amount QCYLTR, the determination in step S13 is denied and the routine proceeds to step S16, where the second in-cylinder fresh air amount QTOTAL is used as the intake fresh air amount. Select and set as
  • step S13 If the first in-cylinder fresh air amount QCYLTR is smaller than the second in-cylinder fresh air amount QTOTAL, the determination in step S13 is affirmed and the process proceeds to step S14, and whether the engine speed NE is within the scavenging region or not Specifically, as shown in FIG. 4, it is determined whether it is within the range between the lower limit value NESCAL and the upper limit value NESCAH for determining the scavenging region ⁇ on the low rotation high load side where scavenging is actively performed. The If the engine speed NE is not in the scavenging region ⁇ , the process proceeds to step S16 described above, and the second in-cylinder fresh air amount QTOTAL is selected and set as the intake fresh air amount. On the other hand, if the engine speed NE is within the scavenging region ⁇ , the process proceeds to step S15, and the smaller first in-cylinder fresh air amount QCYLTR is selected and set as the intake fresh air amount.
  • step S17 it is determined whether or not the required torque TRQREQ based on the driver's accelerator operation is equal to or greater than the torque upper limit value CLTRQREQ obtained at the stoichiometric air-fuel ratio (stoichiometric). If the required torque TRQREQ is smaller than the torque upper limit value CLTRQREQ, the process proceeds to step S19, and the target in-cylinder A / F is set to a stoichiometric equivalent to the theoretical air-fuel ratio.
  • the process proceeds to step S18, and the target cylinder air-fuel ratio (A / F) is set to the rich side to increase the fuel.
  • the target in-cylinder air-fuel ratio (A / F) is set to a predetermined value that can protect exhaust system components such as the exhaust catalyst 9 even when all unburned fuel discharged from the cylinder 1A is burned in the exhaust system.
  • Set to rich limit By setting the rich limit in this way, in the scavenging region ⁇ , scavenging (fresh air) and unburned fuel are combusted in the exhaust passage 3 on the upstream side of the exhaust turbine 12, whereby the exhaust turbine 12.
  • FIG. 5 is a functional block diagram for explaining the contents of the setting / calculation of the target cylinder A / F (B12) when increasing as the rich limit.
  • the target fuel injection amount (B13) at the time of increase is obtained from the trap fresh air amount (B11) at the time of theoretical air-fuel ratio operation and the target cylinder in-cylinder A / F (B12) at the time of increase.
  • the fuel increase amount (B15) can be obtained by subtracting the fuel injection amount (B14) during the theoretical air-fuel ratio operation from the target fuel injection amount during the increase. From the fuel increase amount and the unit calorific value (B16) of the fuel, the total calorific value (B17) due to the fuel increase can be obtained.
  • the exhaust gas calorific value (B20) is determined from the exhaust gas amount (B18) and the exhaust gas specific heat (B19), and the temperature rise (B21) of the exhaust gas is determined from the total calorific value (B17) and the exhaust gas calorific value (B20).
  • the exhaust gas temperature (B23) can be calculated by adding the exhaust gas temperature rise (B21) and the cylinder outlet temperature (B22) during the theoretical air-fuel ratio operation.
  • the increase target cylinder internal A / F (B12) which is the rich side limit, is determined so that the exhaust gas temperature (B23) is lower than a predetermined exhaust system protection limit temperature (B24).
  • the target cylinder in-cylinder A / F (B12) at the time of increase can be obtained from the exhaust system protection limit temperature (B24) or the like in the reverse order to the content of the calculation described above with reference to FIG.
  • FIG. 6 is a timing chart showing changes in the valve overlap amount and the like when the present embodiment is applied.
  • the smaller first in-cylinder fresh air amount QCYLTR is selected as the intake fresh air amount. Set as quantity.
  • the broken line in FIG. 6 shows the characteristic of the comparative example in which the second in-cylinder fresh air amount QTOTAL is set as the intake fresh air amount even in the scavenging region (t1 to t2).
  • the air-fuel ratio (A / F) shifts to the smaller side, that is, the rich side, and the exhaust temperature due to unburned fuel
  • the amount of increase ( ⁇ exhaust temperature) increases and the catalyst temperature exceeds the limit temperature (catalyst NG temperature).
  • the first in-cylinder fresh air amount QCYLTR using the air density in the cylinder is used as the intake fresh air amount. Therefore, the amount of fresh intake air can be accurately obtained without being affected by scavenging. For this reason, the air-fuel ratio is maintained in the vicinity of the stoichiometric air-fuel ratio, and the exhaust temperature does not rise excessively.
  • the smaller one of the first in-cylinder fresh air amount QCYLTR and the second in-cylinder fresh air amount QTOTAL is selected as the intake fresh air amount, that is, switching is performed at the time when both values are equal (t1).
  • the intake fresh air amount that is, switching is performed at the time when both values are equal (t1).
  • the unburned fuel is burnt afterward in the exhaust passage upstream of the exhaust turbine 12, thereby increasing the turbine speed and increasing the boost pressure. Can be improved.
  • the fuel injection amount below a predetermined rich limit that can protect the exhaust catalyst 9 even when unburned fuel burns in the exhaust system, the exhaust system parts including the exhaust catalyst 9 are excessively increased. Temperature can be prevented beforehand.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Abstract

La présente invention porte sur des mécanismes de modification de calage de distribution (41, 42), qui sont aptes à régler la période de chevauchement de soupapes. La concentration de l'air dans les cylindres (1A) est déterminée sur la base des valeurs de détection provenant de capteurs (27, 30) qui détectent la pression et la température dans un collecteur d'air d'admission (2A), et l'efficacité de remplissage de cylindre est déterminée sur la base du degré de chevauchement de soupapes et analogue. Dans une région de balayage, dans laquelle il se produit un balayage, la quantité d'air frais présente dans les cylindres est calculée sur la base de la concentration de l'air dans les cylindres (1A) et sur l'efficacité de remplissage de cylindre, et il est donc possible de supprimer la diminution, due à l'influence du balayage, de la précision avec laquelle la quantité d'air frais dans les cylindres est calculée.
PCT/JP2013/061282 2012-07-18 2013-04-16 Dispositif de commande pour moteur à combustion interne Ceased WO2014013769A1 (fr)

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JP2012-159210 2012-07-18
JP2012159210 2012-07-18

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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2015214966A (ja) * 2014-04-25 2015-12-03 トヨタ自動車株式会社 内燃機関の制御装置
EP3150824A4 (fr) * 2014-05-30 2017-04-05 Nissan Motor Co., Ltd Moteur à combustion interne et procédé permettant de commander le moteur à combustion interne

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH0763700B2 (ja) 1992-06-26 1995-07-12 アエロジェット―ジェネラル コーポレイション 試薬の再生による活動的組成物の減感方法

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH0192551A (ja) * 1987-10-01 1989-04-11 Mitsubishi Electric Corp エンジンの空燃比制御装置
JP2007240310A (ja) * 2006-03-08 2007-09-20 Nissan Motor Co Ltd エンジンのシリンダ吸入ガス量計測装置
JP2008175201A (ja) * 2006-12-20 2008-07-31 Toyota Motor Corp 内燃機関の制御装置
WO2012090988A1 (fr) * 2010-12-27 2012-07-05 日産自動車株式会社 Dispositif de commande de moteur à combustion interne

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH0192551A (ja) * 1987-10-01 1989-04-11 Mitsubishi Electric Corp エンジンの空燃比制御装置
JP2007240310A (ja) * 2006-03-08 2007-09-20 Nissan Motor Co Ltd エンジンのシリンダ吸入ガス量計測装置
JP2008175201A (ja) * 2006-12-20 2008-07-31 Toyota Motor Corp 内燃機関の制御装置
WO2012090988A1 (fr) * 2010-12-27 2012-07-05 日産自動車株式会社 Dispositif de commande de moteur à combustion interne

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2015214966A (ja) * 2014-04-25 2015-12-03 トヨタ自動車株式会社 内燃機関の制御装置
EP3150824A4 (fr) * 2014-05-30 2017-04-05 Nissan Motor Co., Ltd Moteur à combustion interne et procédé permettant de commander le moteur à combustion interne

Also Published As

Publication number Publication date
JP5850155B2 (ja) 2016-02-03
JPWO2014013769A1 (ja) 2016-06-30

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