Control device and control method for internal combustion engine
阅读说明:本技术 内燃机的控制装置及控制方法 (Control device and control method for internal combustion engine ) 是由 西田健太郎 于 2019-08-16 设计创作,主要内容包括:提供内燃机的控制装置及控制方法。控制装置具备阀控制部及目标算出部。阀控制部构成为,以通过主喷射而喷射到汽缸内的燃料的着火延迟与着火延迟目标值的背离变小的方式,控制燃料喷射阀。目标算出部构成为,在扩散燃烧和预混合燃烧混合存在的区域中的内燃机运转时,以推定的汽缸内的燃料的着火性越高则着火延迟目标值越小的方式,算出着火延迟目标值。(Provided are a control device and a control method for an internal combustion engine. The control device includes a valve control unit and a target calculation unit. The valve control unit is configured to control the fuel injection valve such that a deviation between an ignition delay of fuel injected into the cylinder by the main injection and an ignition delay target value is reduced. The target calculation unit is configured to calculate the ignition delay target value such that the ignition delay target value becomes smaller as the estimated ignitability of the fuel in the cylinder is higher during operation of the internal combustion engine in a region where the diffusion combustion and the premixed combustion are mixed.)
1. A control device for an internal combustion engine configured to control a compression self-ignition type internal combustion engine provided with a fuel injection valve for injecting fuel into a cylinder, the control device being configured to cause the fuel injection valve to perform main injection after causing the fuel injection valve to perform pre-injection, the control device comprising:
a valve control unit configured to control the fuel injection valve such that a deviation between an ignition delay of the fuel injected into the cylinder by the main injection and an ignition delay target value that is a target of the ignition delay is reduced; and
the target calculation unit is configured to calculate the ignition delay target value such that the ignition delay target value becomes smaller as the ignition quality of the fuel in the cylinder estimated based on the parameter for changing the ignition quality of the fuel in the cylinder is higher during operation of the internal combustion engine in a region where the diffusion combustion and the premixed combustion are mixed.
2. The control apparatus of an internal combustion engine according to claim 1,
the parameter includes a partial pressure of fuel in the cylinder, and the target calculation unit is configured to estimate that the higher the partial pressure of fuel in the cylinder is, the higher the ignitability of fuel in the cylinder is.
3. The control apparatus of an internal combustion engine according to claim 1 or 2,
the parameter includes an oxygen partial pressure in the cylinder, and the target calculation unit is configured to estimate that the higher the oxygen partial pressure in the cylinder is, the higher the ignitability of the fuel in the cylinder is.
4. The control device for an internal combustion engine according to any one of claims 1 to 3,
the parameter includes a temperature in the cylinder, and the target calculation unit is configured to estimate that the higher the temperature in the cylinder is, the higher the ignitability of the fuel in the cylinder is.
5. The control apparatus of an internal combustion engine according to claim 1,
the parameters including a partial pressure of fuel within the cylinder, a partial pressure of oxygen within the cylinder, and a temperature within the cylinder,
the control device includes an index calculation unit configured to calculate an index of ignitability of the fuel based on a partial pressure of the fuel in the cylinder, a partial pressure of oxygen in the cylinder, and a temperature in the cylinder,
the target calculation unit is configured to calculate the ignition delay target value based on the index calculated by the index calculation unit,
the index calculation unit is configured to calculate the index using an equation shown below when τ 0 is defined as the index, Pfuel is defined as a fuel partial pressure in the cylinder, O2 is defined as an oxygen partial pressure in the cylinder, T is defined as a temperature in the cylinder, m (T) is defined as a function having the temperature in the cylinder as a variable, and A, B and C are defined as model constants:
6. the control device for an internal combustion engine according to any one of claims 1 to 5,
the valve control unit is configured to adjust at least one of a fuel injection amount in the pre-injection and a start timing of the pre-injection to cause the ignition delay to approach the ignition delay target value.
7. A method of controlling a compression self-ignition type internal combustion engine including a fuel injection valve for injecting fuel into a cylinder, the method comprising:
performing a pre-injection using the fuel injection valve;
performing a main injection with the fuel injection valve after the pre-injection;
controlling the fuel injection valve in such a manner that a deviation between an ignition delay of the fuel injected into the cylinder by the main injection and an ignition delay target value that is a target of the ignition delay becomes smaller; and
the ignition delay target value is calculated so that the ignition delay target value becomes smaller as the ignition quality of the fuel in the cylinder estimated based on the parameter for changing the ignition quality of the fuel in the cylinder is higher during operation of the internal combustion engine in a region where the diffusion combustion and the premixed combustion are mixed.
Technical Field
The present disclosure relates to a control device and a control method for an internal combustion engine configured to control a compression self-ignition type internal combustion engine.
Background
International publication No. 2013/051109 discloses an example of a control device for an internal combustion engine. In this internal combustion engine, the control device causes the fuel injection valve to perform the pre-injection before the piston reaches compression top dead center, and thereafter causes the fuel injection valve to perform the main injection when the piston reaches the vicinity of compression top dead center. When fuel is injected into the cylinder by the pre-injection, the premixed combustion is performed in the cylinder, and the temperature in the cylinder increases. When the main injection is performed in a state where the temperature in the cylinder is sufficiently high, diffusion combustion is performed in the cylinder.
In the control device, the ignition delay is estimated as a length of a period from a start time point of fuel injection from the fuel injection valve to a start of combustion of the fuel. The ignition delay target value, which is a target of the ignition delay, is derived using a predetermined arithmetic expression having the engine speed and the engine load factor as variables. Then, the opening degree of the nozzle vanes of the supercharger is adjusted so that the ignition delay becomes the target ignition delay value.
Here, when the opening degree of the nozzle vane of the supercharger is increased, the supercharging pressure of the supercharger can be decreased. Further, by reducing the boost pressure, the ignition delay can be extended.
Therefore, the control device described above increases the opening degree of the nozzle vanes when the ignition delay is shorter than the target ignition delay value. In contrast, the control device decreases the opening degree of the nozzle vanes when the ignition delay is longer than the target ignition delay value.
When the internal combustion engine is operated, combustion noise, which is noise generated by combustion in the cylinder, is generated. In addition, during operation of the internal combustion engine in a region where the diffusion combustion and the premixed combustion are mixed, the magnitude of the combustion noise may vary even if the ignition delay is maintained to be equal to the target ignition delay value by adjusting the supercharging pressure.
The region where the diffusion combustion and the premixed combustion are mixed is a region where the premixed combustion starts earlier than the diffusion combustion, but the diffusion combustion starts during the process of the premixed combustion.
Disclosure of Invention
The 1 st aspect provides a control device configured to control a compression self-ignition internal combustion engine provided with a fuel injection valve for injecting fuel into a cylinder, and configured to cause the fuel injection valve to perform main injection after causing the fuel injection valve to perform pilot injection. The control device includes a valve control unit and a target calculation unit. The valve control unit is configured to control the fuel injection valve such that a deviation between an ignition delay of fuel injected into the cylinder by the main injection and an ignition delay target value, which is a target of the ignition delay, is reduced. The target calculation unit is configured to calculate the ignition delay target value such that the ignition delay target value becomes smaller as the ignition quality of the fuel in the cylinder estimated based on the parameter for changing the ignition quality of the fuel in the cylinder is higher, during operation of the internal combustion engine in a region where the diffusion combustion and the premixed combustion are mixed.
It is known that the higher the premixed combustion speed, the greater the combustion noise, which is the noise caused by the combustion of the fuel in the cylinder.
Further, the inventors have carried out various experiments and simulations, and as a result, have newly obtained the following findings.
The lower the ignitability of the fuel in the "cylinder" the lower the premixed combustion speed.
Based on the conventional findings and the new findings of the inventors, the higher the ignitability of the fuel in the cylinder, the higher the premixed combustion speed, and therefore the higher the combustion noise.
Here, the inventors have also obtained the following findings.
When the internal combustion engine is operated in a region where the diffusion combustion and the premixed combustion are mixed, the ignition delay of the fuel in the cylinder is longer, and the proportion of the premixed combustion in the diffusion combustion and the premixed combustion is larger. As a result, combustion noise increases.
In the above configuration, the ignition delay target value of the fuel injected into the cylinder by the main injection is calculated based on the ignition property of the fuel in the cylinder estimated based on the parameter for changing the ignition property of the fuel in the cylinder. That is, the ignition delay target value is calculated so that the ignition delay target value becomes smaller as the estimated ignitability of the fuel in the cylinder becomes higher. The fuel injection valve is controlled so that the deviation between the ignition delay of the fuel injected into the cylinder by the main injection and the ignition delay target value is reduced.
As described above, the higher the ignitability of the fuel, the higher the premixed combustion speed, and the larger the combustion noise tends to be. In this regard, according to the above configuration, the ignition delay target value is smaller as the ignitability of the fuel is higher. Therefore, by reducing the ignition delay target value even when the ignitability of the fuel is high, it is possible to suppress an increase in the ratio of the premixed combustion in the diffusion combustion and the premixed combustion. That is, even if the ignitability of the fuel increases, the combustion noise can be suppressed from increasing. As a result, it is possible to suppress a change in the magnitude of combustion noise due to a change in the premixed combustion speed, that is, the ignitability. As a result, even if the parameter for changing the ignitability of the fuel in the cylinder is changed while the engine operating state is maintained at a certain state, the change in the magnitude of the combustion noise can be suppressed.
Therefore, according to the above configuration, it is possible to suppress variation in the magnitude of combustion noise during operation of the internal combustion engine in a region where the diffusion combustion and the premixed combustion are mixed.
Further, the higher the partial pressure of fuel in the cylinder, the higher the ignitability of fuel in the cylinder tends to be. That is, the partial pressure of fuel in the cylinder is an example of the above parameter. Therefore, the target calculation unit may be configured to estimate that the ignitability of the fuel in the cylinder is higher as the partial pressure of the fuel in the cylinder is higher.
Further, the higher the partial pressure of oxygen in the cylinder, the higher the ignitability of the fuel in the cylinder tends to be. That is, the partial pressure of oxygen in the cylinder is an example of the above parameter. The target calculation unit may be configured to estimate that the ignitability of the fuel in the cylinder is higher as the oxygen partial pressure in the cylinder is higher.
Further, the higher the temperature in the cylinder, the higher the ignitability of the fuel in the cylinder tends to be. That is, the temperature in the cylinder is an example of the above parameter. Therefore, the target calculation unit may be configured to estimate that the ignitability of the fuel in the cylinder is higher as the temperature in the cylinder is higher.
The control device for an internal combustion engine may further include an index calculation unit that calculates an index of ignitability of the fuel based on a partial pressure of the fuel in the cylinder, a partial pressure of oxygen in the cylinder, and a temperature in the cylinder. In this case, the target calculation unit preferably calculates the ignition delay target value based on the index calculated by the index calculation unit.
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By reducing the fuel injection amount in the pre-injection, the ignition delay of the fuel injected into the cylinder by the main injection can be extended. Therefore, the valve control unit may be configured to adjust the fuel injection amount in the pre-injection so that the ignition delay of the fuel injected into the cylinder by the main injection approaches the ignition delay target value.
Further, by retarding the start timing of the pre-injection, that is, by shortening the interval between the pre-injection and the main injection by adjusting the start timing of the pre-injection, the ignition delay of the fuel injected into the cylinder by the main injection can be lengthened. Therefore, the valve control unit may be configured to adjust the start timing of the pilot injection so that the ignition delay of the fuel injected into the cylinder by the main injection approaches the ignition delay target value.
The 2 nd aspect provides a method of controlling a compression self-ignition type internal combustion engine provided with a fuel injection valve that injects fuel into a cylinder. The method comprises the following steps: performing a pre-injection using the fuel injection valve; performing a main injection with the fuel injection valve after the pre-injection; controlling the fuel injection valve in such a manner that a deviation between an ignition delay of the fuel injected into the cylinder by the main injection and an ignition delay target value that is a target of the ignition delay becomes smaller; and calculating the ignition delay target value such that the ignition delay target value becomes smaller as the ignition quality of the fuel in the cylinder estimated based on the parameter for changing the ignition quality of the fuel in the cylinder is higher, during operation of the internal combustion engine in a region where the diffusion combustion and the premixed combustion are mixed.
Drawings
Fig. 1 is a schematic diagram showing a configuration of a control device that is an embodiment of a control device for an internal combustion engine and a configuration of the internal combustion engine controlled by the control device.
Fig. 2 is a diagram in which the spray of fuel injected from a fuel injection valve of the internal combustion engine is modeled.
Fig. 3 is a flowchart showing processing steps when driving the fuel injection valve.
Fig. 4 is a graph showing a relationship between the premixed combustion speed and the magnitude of combustion noise.
Fig. 5 is a graph showing the relationship between the ignitability of the fuel in the cylinder and the premixed combustion speed.
Fig. 6 is a graph showing a relationship between ignition delay of fuel in a cylinder and magnitude of combustion noise.
Fig. 7 is a graph showing the relationship between the index of ignitability of the fuel and the ignition delay target value.
Fig. 8 is a graph showing the relationship between the index of the ignitability of the fuel and the ignition delay target value in the modified example.
Detailed Description
An embodiment of a control device for an internal combustion engine will be described below with reference to fig. 1 to 7.
Fig. 1 shows a
The
Exhaust gas generated by combustion of fuel in each cylinder 11 is discharged to the
A
The
Signals are input to the
The intake pressure sensor 101 detects an intake pressure Pim, which is a pressure of air in the
The
The
The
When the internal combustion engine is operated in a region where the premixed combustion and the diffusion combustion are mixed, the
The
The parameters for changing the ignitability of the fuel in the cylinder 11 include, for example, an intake air temperature Thim, an intake air pressure Pim, a recirculation amount of EGR gas, a supercharging pressure BP, a temperature of engine coolant, that is, a water temperature Thw, an outside air temperature, and an outside air pressure.
For example, the
The fuel partial pressure "Pfuel" is calculated as the product of the fuel concentration Cfuel in the cylinder 11 and the in-cylinder pressure Pcy that is the pressure in the cylinder 11. The fuel concentration Cfuel is a value corresponding to the in-spray equivalence ratio Φ at the end time point of the main injection. The in-spray equivalence ratio Φ at the time point of the end of the main injection is calculated based on the instruction value of the injection amount when the
The in-spray equivalence ratio Φ refers to the equivalence ratio in the spray of fuel injected from the
Here, a method of calculating the volume V of the spray will be described with reference to fig. 2. As shown in fig. 2, it is assumed that the spray of fuel injected from the
In the relational expressions (expression 3) and (expression 4), "Δ P" is the difference between the common rail pressure Pcr and the cylinder internal pressure Pcy. The in-cylinder pressure Pcy can be estimated based on the amount of air charged into the cylinder 11 and the position of the piston in the cylinder 11. Of course, when a sensor for detecting the pressure in the cylinder 11 is provided in the cylinder 11, the detection value of the sensor may be used as the cylinder pressure Pcy. In the relational expressions (expression 3) and (expression 4), "ρ f" is the fuel density, and "ρ a" is the air density. "
The following relational expression (expression 5) is an expression for calculating the spray angle θ. In the relational expression (expression 5), "μ a" is a viscosity coefficient of air, and is set in advance.
The following relational expression (expression 6) is an expression for calculating the volume V of the spray.
The oxygen concentration Cox is calculated based on the amount of air introduced into the cylinder 11 and the amount of EGR gas introduced into the cylinder 11. As the amount of air introduced into the cylinder 11, for example, an intake air amount GA detected by the
Further, when the valve opening degree of the EGR flow
When at least one of the valve opening degree of the EGR flow
The partial pressure "O2" of oxygen in the cylinder 11 in the relational expression (expression 1) is calculated as the product of the oxygen concentration Cox in the cylinder 11 and the in-cylinder pressure Pcy.
The temperature "T" in the cylinder 11 at the start of the main injection can be estimated based on the intake air temperature Thim and the water temperature Thw. Of course, when a sensor for detecting the temperature in the cylinder 11 is provided in the cylinder 11, the detection value of the sensor may be used as the temperature "T" in the cylinder 11.
As described above, "Pfuel", "O2", and "T" in the relational expression (expression 1) vary depending on the temperature of the air flowing through the
The
τ trg ═ F11 ·
Next, referring to fig. 3, a flow of a process of fuel injection during engine operation in a region where diffusion combustion and premixed combustion are mixed will be described.
Before the description of the flow of the processing shown in fig. 3, a description will be given of a method of estimating whether or not the internal combustion engine is operating in a region where diffusion combustion and premixed combustion are mixed. In the present embodiment, this estimation is performed based on the ignition delay of the fuel injected into the cylinder 11 by the main injection. For example, as shown in fig. 6, when the ignition delay τ, which is an estimated value of the ignition delay of the fuel injected into the cylinder 11 by the main injection, is smaller than the predetermined time τ Th, it can be estimated that the internal combustion engine is operated in a region where the diffusion combustion and the premixed combustion are mixed. In contrast, when the ignition delay τ is equal to or longer than the predetermined time τ Th, it can be estimated that the engine operation is performed not in a region where diffusion combustion and premixed combustion are mixed but in a region where only premixed combustion is performed. Therefore, when the ignition delay τ is smaller than the predetermined time τ Th, it can be estimated that the engine operation is performed in a region where the diffusion combustion and the premixed combustion are mixed, and therefore a series of processes shown in fig. 3 is executed.
The ignition delay τ can be calculated based on, for example, the boost pressure BP, the intake air amount GA, the water temperature Thw, the intake air temperature Thim, the start timing of the main injection, and the fuel injection amount of the main injection.
As shown in fig. 3, in step S11, various parameters necessary for calculating the
Then, in the next step S14, the
Next, the operation and effect of the present embodiment will be described with reference to fig. 4 to 7.
Fig. 4 shows the relationship between the premixed combustion speed and the magnitude of combustion noise, which is noise caused by combustion of fuel in the cylinder 11. As shown in fig. 4, the higher the premixed combustion speed, the greater the combustion noise. This is because the higher the premixed combustion speed is, the more the flame spreads into the cylinder 11 at a stroke. The higher the speed at which the flame expands within the cylinder 11, the greater the combustion noise tends to be.
Fig. 5 shows the ignitability of the fuel injected into the cylinder 11 in relation to the premixed combustion speed. The graph shown in fig. 5 is a result obtained by experiment and simulation. As can be understood from the graph shown in fig. 5, the lower the ignitability of the fuel in the cylinder 11, the lower the premixed combustion speed. That is, it can be said that the larger the
Fig. 6 shows the relationship between the ignition delay τ and the magnitude of combustion noise. As shown in fig. 6, when the ignition delay τ is smaller than the predetermined time τ Th, the diffusion combustion and the premixed combustion are mixed in the cylinder 11. On the other hand, when the ignition delay τ is equal to or longer than the predetermined time τ Th, only the premixed combustion is performed in the cylinder 11. As can be understood from the graph shown in fig. 6, when the internal combustion engine is operated in a region where the diffusion combustion and the premixed combustion are mixed, the combustion noise becomes larger as the ignition delay τ becomes longer. This is presumably because, during the operation of the internal combustion engine in the region where the diffusion combustion and the premixed combustion are mixed, the longer the ignition delay of the fuel in the cylinder is, the greater the proportion of the premixed combustion in the diffusion combustion and the premixed combustion becomes, and as a result, the greater the combustion noise becomes. Specifically, the lower the ignitability of the fuel in the cylinder 11, the longer the ignition delay of the fuel in the cylinder is likely to be. Further, the lower the ignitability of the fuel in the cylinder 11, the lower the premixed combustion speed tends to be. Further, the lower the premixed combustion speed, the larger the proportion of premixed combustion in diffusion combustion and premixed combustion tends to be. Therefore, the longer the ignition delay, the lower the premixed combustion speed, and therefore the larger the proportion of premixed combustion in diffusion combustion and premixed combustion. As a result, combustion noise increases.
The relationship between the combustion noise and the ignition delay τ during the operation of the internal combustion engine in the region where the diffusion combustion and the premixed combustion are mixed can be expressed by an approximate expression shown in the following expression 8. In addition, in formula 8, "P1", "P2", and "P3" are constants.
Combustion noise. varies to P1. tauP2+ P3 (formula 8)
As described above, the relationship between the
Combustion noise. varies (P1. tau.)P2+ P3)/
When the combustion noise is assumed to be a constant value "Const", equation 9 can be expressed as
Const=(P1·τP2+ P3)/
As is apparent from equation 11, the ignition delay target value τ trg is increased as the
In the present embodiment, the ignition delay target value τ trg is calculated using the relational expression (expression 7) derived in this way. The solid line in fig. 7 shows the relationship between the ignition delay target value τ trg calculated using the relational expression (expression 7) and the
In the case of comparative example 1, even if the ignition
In contrast, in the present embodiment, the ignition quality of the fuel is estimated based on the
Therefore, according to the present embodiment, it is possible to suppress variation in the magnitude of combustion noise during operation of the internal combustion engine in a region where diffusion combustion and premixed combustion are mixed.
The above embodiment can be modified and implemented as follows. The above-described embodiments and the following modifications can be implemented in combination with each other within a range not technically contradictory to the technology.
The ignition delay τ of the fuel injected into the cylinder 11 in the main injection also changes in accordance with the start timing of the pre-injection. Specifically, by retarding the start timing of the pre-injection to narrow the interval between the timing of the pre-injection and the timing of the main injection, the ignition delay of the fuel injected into the cylinder 11 by the main injection can be extended. Therefore, the timing of the pre-injection may be retarded when the ignition delay τ is shorter than the ignition delay target value τ trg, and advanced when the ignition delay τ is longer than the ignition delay target value τ trg.
When the ignition delay τ of the fuel injected into the cylinder 11 in the main injection is different from the ignition delay target value τ trg, both the fuel injection amount of the pre-injection and the start timing of the pre-injection may be adjusted.
The deviation of the ignition delay τ of the fuel injected into the cylinder 11 by the main injection from the ignition delay target value τ trg may also be reduced by the modification of the start timing of the main injection. In this case, the adjustment of the fuel injection amount of the pre-injection and the adjustment of the start timing of the pre-injection for adjusting the deviation of the ignition delay τ from the ignition delay target value τ trg may be omitted.
In the above embodiment, the ignition delay target value τ trg is calculated using the relational expression (expression 7) which is a linear function. However, the ignition delay target value τ trg may be calculated using an expression different from the above-described relational expression (expression 7) as long as the ignition delay target value τ trg can be monotonically decreased with respect to the decrease in the
τtrg=F21·τ02+ F22.
When the ignition delay target value τ trg is calculated using the relational expression (expression 9), the ignition delay target value τ trg changes as shown in fig. 8 with respect to the change in the
The higher the temperature "T" in the cylinder 11, the larger the value of the calculation result can be made, and the function "m (T)" in the arrhenius equation (equation 1) may be a function different from the above equation 2.
In the above embodiment, the
For example, the
Note that, the
Note that, if the temperature "T" in the cylinder 11 at the start of main injection can be made smaller than the
Instead of estimating the ignitability of the fuel based on the
The
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