BRIEF DESCRIPTION OF THE DRAWINGS
FIG. 1 is used to explain a controller in a first aspect of the present invention.
FIG. 2 is used to explain a controller in a second aspect of the present invention.
FIG. 3 is used to explain a controller in third to fifth aspects of the present invention.
FIG. 4 is used to explain a controller in a sixth aspect of the present invention.
FIG. 5 is used to explain a controller in seventh and eights aspects of the present invention.
FIG. 6 is used to explain a controller in a ninth aspect of the present invention.
FIG. 7 is used to explain a controller in a tenth aspect of the present invention.
FIG. 8 is used to explain a controller in eleventh to thirteenth aspects of the present invention.
FIG. 9 is used to explain a controller in fourteenth and fifteenth aspects of the present invention.
FIG. 10 is used to explain a controller in a sixteenth aspect of the present invention.
FIG. 11 is used to explain a controller in seventeenth and eighteenth aspects of the present invention.
FIG. 12 is used to explain a controller in a nineteenth aspect of the present invention.
FIG. 13 is used to explain a controller in a twentieth aspect of the present invention.
FIG. 14 is used to explain a controller in a twenty-first aspect of the present invention.
FIG. 15 is used to explain a controller in a twenty-second aspect of the present invention.
FIG. 16 schematically shows an engine to which an embodiment of the controller according to the present invention is applied.
FIG. 17 shows the internal structure of the control unit shown in FIG. 16.
FIG. 18 shows a control system in a first example.
FIG. 19 is used to explain the basic fuel injection calculation means shown in FIG. 18.
FIG. 20 is used to explain the fuel injection correction calculation means shown in FIG. 18.
FIG. 21 is used to explain the combustion state detection means shown in FIG. 18.
FIG. 22 is used to explain the first-order and second-order differential value calculation means shown in FIG. 21.
FIG. 23 is used to explain the combustion state detection permission means shown in FIG. 21.
FIG. 24 is used to explain the effective power calculation means shown in FIG. 21.
FIG. 25 is used to explain the combustion state index calculation means (first-order differential value) shown in FIG. 21.
FIG. 26 is used to explain the combustion state index calculation means (second-order differential value) shown in FIG. 21.
FIG. 27 is used to explain the basic combustion air-fuel ratio value calculation means in the combustion state detection means shown in FIG. 21.
FIG. 28 is used to explain an example of the combustion air-fuel ratio estimation means shown in FIG. 18.
FIG. 29 is used to explain another example of the combustion air-fuel ratio estimation means shown in FIG. 18.
FIG. 30 shows a control system in a second example.
FIG. 31 is used to explain the supply air-fuel ratio calculation means shown in FIG. 30.
FIG. 32 is used to explain the combustion state detection means shown in FIG. 30.
FIG. 33 is used to explain the basic combustion air-fuel ratio value calculation means shown in FIG. 32.
FIG. 34 shows a control system in a third example.
FIG. 35 is used to explain the combustion state detection means shown in FIG. 34.
FIG. 36 is used to explain the basic combustion air-fuel ratio value calculation means shown in FIG. 35.
FIG. 37 shows a control system in a fourth example.
FIG. 38 shows an example of the second fuel injection correction calculation means shown in FIG. 37.
FIG. 39 shows another example of the second fuel injection correction calculation means shown in FIG. 37.
FIG. 40 shows a control system in a fifth example.
FIG. 41 is used to explain the exhaust air-fuel ratio feedback control means shown in FIG. 40.
FIG. 42 shows a control system in a sixth example.
FIG. 43 is used to explain the combustion state detection and basic combustion air-fuel ratio value learning means shown in FIG. 42.
FIG. 44 is used to explain the learning permission means shown in FIG. 43.
FIG. 45 is used to explain the learning value calculation means shown in FIG. 43.
FIG. 46 is used to explain the basic combustion air-fuel ratio value calculation means shown in FIG. 43.
FIG. 47 shows a control system in a seventh example.
FIG. 48 shows the fuel state estimation means shown in FIG. 47.
FIG. 49 is used to explain the combustion state index calculation means (first-order differential value) shown in FIG. 25.
DESCRIPTION OF THE PREFERRED EMBODIMENTS
An embodiment of an engine controller according to the present invention will be described with reference to the drawings.
FIG. 16 schematically shows the embodiment (common to first to seventh examples) of the inventive engine controller together with a vehicle-mounted engine to which the embodiment is applied.
The engine 10 shown in the drawing is a multi-cylinder engine having, for example, four cylinders 1 to 4. The engine 10 has a cylinder assembly 12, which comprises cylinders 1 to 4, into each of which a piston 15 is slidably fitted. A combustion chamber 17 is formed above each of the pistons 15. An ignition plug 35 protrudes into the combustion chamber 17 of each of the cylinders 1 to 4.
Air supplied for the combustion of fuel is inhaled from an air cleaner 21 provided at the upstream end of an intake path 20, passes through an air flow sensor 24 and an electronically controller throttle valve 25, and then enters a collector 27. The air is inhaled from the collector 27 through an intake valve 28 disposed at a downstream end of the intake path 20 into the combustion chambers 17 of the cylinders 1 to 4. A fuel injection valve 30 is provided downstream (intake port) of the intake path 20.
A mixture of the air inhaled into the combustion chamber 17 and the fuel injected from the fuel injection valve 30 undergoes combustion by spark ignition by the ignition plug 35. A waste gas (exhaust) resulting from the combustion is exhausted from the combustion chamber 17 through an exhaust valve 48 into an individual path 40A forming an upstream part of an exhaust path 40. The gas then passes from the individual path 40A through an exhaust collector 40B and enters a three-way catalyst 50, in which the gas is purified, the three-way catalyst 50 being provided in the exhaust path 40. The purified gas is exhausted into the outside.
An oxygen sensor 52 is provided downstream of the three-way catalyst 50 in the exhaust path 40, and an air-fuel ratio sensor 51 is provided as an exhaust sensor for sensing the exhaust air-fuel ratio in the exhaust collector 40B disposed upstream of the catalyst 50 in the exhaust path 40.
The air-fuel ratio sensor 51 has a linear output characteristic with respect to the density of the oxygen included in the exhaust. The relation between the oxygen density in the exhaust and the air-fuel ratio is approximately linear. Therefore, it is possible to obtain the exhaust air-fuel ratio in the exhaust collector 40B from the air-fuel ratio sensor 51 for detecting the oxygen density. A control unit 100 described below obtains the exhaust air-fuel ratio upstream of the three-way catalyst 50 from a signal from the air-fuel ratio sensor 51. The control unit 100 also obtains the oxygen density downstream of the three-way catalyst 50 from the oxygen sensor 52, or determines whether the air-fuel ratio is rich or lean compared with the stoichiometry. The outputs from the air-fuel ratio sensor 51 and oxygen sensor 52 are used to perform F/B control in which the amount of fuel to be injected or the amount of air is corrected successively so that the purifying efficiency of the three-way catalyst 50 is optimized.
Part of the exhaust gas ejected from the combustion chamber 17 to the exhaust path 40 is brought into the intake path 20 through an exhaust gas recirculation (EGR) path 41 and then returned to the combustion chamber 17 of each cylinder through a branch path of the intake path 20, as necessary. An EGR valve 42 for adjusting an EGR ratio is provided in the EGR path 41.
A controller 1 in this embodiment has a control unit 100 incorporating a microprocessor so as to perform various types of control for the engine 10.
Basically, the control unit 100 comprises a CPU 101, an input circuit 102, an input/output port 103, a RAM 104, and a ROM 105, as shown in FIG. 17.
Input signals supplied to the control unit 100 include a signal responsive to the amount of air to be inhaled, which is detected by the air flow sensor 24; a signal responsive to the opening of the throttle valve 25, which is detected by a throttle sensor; a signal indicating the rotation (engine revolutions) and phase of a crank shaft 18, which is obtained from a crank angle sensor (revolutions sensor) 37 (the crank angle sensor 37 outputs a signal pulse at intervals of, for example, one degree of rotational angle); a signal indicating the oxygen density downstream of the three-way catalyst 50 or determining whether the air-fuel ratio is rich or lean compared with the stoichiometry, which is obtained from the oxygen sensor 52 disposed downstream of the three-way catalyst 50 in the exhaust path 40; a signal responsive to the oxygen density (air-fuel ratio) detected by the air-fuel ratio sensor 51 disposed in the exhaust collector 40B upstream of the three-way catalyst 50 in the exhaust path 40; a signal responsive to an engine cooling water temperature detected by a water temperature sensor 19 attached to the cylinder 12; a signal responsive to the amount of depression of an accelerator pedal 39 (indicating a torque demanded by the driver), which is obtained from an accelerator sensor 36; a signal responsive to the pressure in each cylinder (in the combustion chamber 17), which is obtained from an intra-cylinder pressure sensor 56; and a signal responsive to the temperature in each cylinder (in the combustion chamber 17), which is obtained from an intra-cylinder temperature sensor 57.
The control unit 100 accepts outputs from the air-fuel ratio sensor 51, oxygen sensor 52, throttle sensor, air flow sensor 24, crank angle sensor 37, water temperature sensor 19, accelerator sensor 36, intra-cylinder pressure sensor 56, intra-cylinder temperature sensor 57, and so on. The control unit 100 recognizes the running state of the engine from these outputs, and calculates the amount of air to be inhaled, the amount of fuel to be injected, and an ignition timing, which are main amounts for operating the engine, according to the running state. The fuel injection amount calculated by the control unit 100 is converted to an open valve pulse signal and the converted signal is sent from a fuel injection valve driving circuit 117 to the fuel injection valve 30. A driving signal is sent from an ignition output circuit 116 to the ignition plug 35 so that ignition occurs at the ignition timing calculated by the control unit 100.
More specifically, in the control unit 100, signal processing such as noise removal is performed in the input circuit 102, and then the processed signals are sent to the input/output port 103. The values received by the input port are stored in the RAM 104 and the CPU 101 performs calculation on these values. A control program in which the calculation processing is coded is prewritten to the ROM 105. Values calculated according to the control program, each of which represents the amount of actuator operation, are stored in the RAM 104 and then output to the output port 103.
As the driving signal for the ignition plug 35, an on/off signal is set, the signal being in the on state while the primary coil in the ignition output circuit 116 is energized and in the off state while not energized. Ignition occurs when the on state changes to the off state. The signal set in the output port 103 for the ignition plug 35 is amplified to energy sufficient for ignition in the ignition output circuit 116, and then supplied to the ignition plug 35. As the driving signal (open valve pulse signal) for the fuel injection valve 30, an on/off signal is set, the signal being turned on when the valve is opened and turned off when the valve is closed. The on/off signal is amplified to energy sufficient to open the fuel injection valve 30 in the fuel injection valve driving circuit 117, and then supplied to the fuel injection valve 30. A driving signal for achieving a target opening of the electronically controller throttle valve 25 is sent through the electronically controller throttle driving circuit 118 to the electronically controller throttle valve 25.
Next, the processing executed by the control unit 100 will be specifically described.
FIRST EXAMPLE (1A)
FIG. 18
FIG. 18 shows a control system indicating a controller 1A in a first example. The controller 1A comprises a basic fuel injection calculation means 120, a fuel injection correction calculation means 130, a combustion state detection means 140, and a combustion air-fuel ratio estimation means 150. The amount Ti of fuel to be injected is calculated by multiplying the basic amount Tp of fuel to be injected by Tp_hos1 obtained from calculation by the fuel injection correction calculation means 130, so that the combustion air-fuel ratios of all cylinders become desired air-fuel ratios. The value of Tp_hos1 calculated by the fuel injection correction calculation means 130 is such that the combustion air-fuel ratio becomes the desired air-fuel ratio (near the stoichiometry), particularly in an area in which the fuel vaporization rate at the time of start is low. The combustion state detection means 140 calculates a basic combustion air-fuel ratio value from a variation in rotation. The combustion air-fuel ratio estimation means 150 calculates the combustion air-fuel ratio from the basic combustion air-fuel ratio value and exhaust air-fuel ratio.
The basic fuel injection calculation means 120, fuel injection correction calculation means 130, combustion state detection means 140, and combustion air-fuel ratio estimation means 150 will be described below in detail.
<Basic Fuel Injection Calculation Means 120 (FIG. 19)>
The basic fuel injection calculation means 120 calculates the amount of fuel to be injected that achieves a target torque and target air-fuel ratio at the same time in an arbitrary running condition, according to the amount of air to be inhaled into the engine. Specifically, as shown in FIG. 18, the basic fuel injection amount Tp is calculated. Cyl indicates the number of cylinders, which is 6 in this example. K is determined according to the specifications (the relation between the fuel injection pulse width and the amount of fuel to be injected) of the fuel injection valve (injector) 30.
<Fuel Injection Correction Calculation Means 130 (FIG. 20)>
The fuel injection correction calculation means 130 calculates the amount Tp_hos1 of fuel injection to be corrected. Particularly, the calculation is performed so that the combustion air-fuel ratio becomes the desired air-fuel ratio (near the stoichiometry) in an area in which the fuel vaporization rate at the time of start is low. Specifically, as shown in FIG. 20, the calculation is performed according to the time elapsed from the start time and the water temperature at the start time. Since Tp_hos1 is calculated so as to compensate the fuel vaporization rate, its initial value is determined depending on the water temperature at the start time and gradually decreases with the time elapsed.
<Combustion State Detection Means 140 (FIG. 21)>
FIG. 21 shows the combustion state detection means 140. The combustion state detection means 140 comprises a combustion state detection permission means 141, a first-order and second-order differential value calculation means 142, an effective power calculation means 143, a combustion state index calculation means 144, and a basic combustion air-fuel ratio value calculation means 145. The combustion state detection permission means 141 determines whether to detect the combustion state from the variation in rotation. The first-order and second-order differential value calculation means 142 calculates first-order and second-order differential values of time ΔT120 taken between pulses at intervals of 120 degrees. In practice, since the calculation is performed by a microprocessor, differences are taken. When a combustion state detection permission flag is 1, prescribed processing is performed on the first-order and second-order differential values, and an effective power, combustion state index, and basic combustion air-fuel ratio value are calculated in that order.
Processing on each block will be described below in detail.
<First-Order and Second-Order Differential Value Calculation Means 142 (FIG. 22)>
The first-order and second-order differential value calculation means 142 calculates first-order and second-order differential values of time ΔT120 taken between pulses at intervals of 120 degrees. Specifically, in practice, since the calculation is performed by a microprocessor, differences are taken, as shown in FIG. 22.
<Combustion State Detection Permission Means 141 (FIG. 23)>
The combustion state detection permission means 141 performs operations to set the combustion state detection permission flag. Specifically, as shown in FIG. 23, the combustion state detection permission means 141 sets the combustion state detection permission flag to 1 to detect the combustion state when cycles after the start are equal to or more than a prescribed value Cycle_sidou0, a cooling water temperature Twn(k) is within a prescribed range, and an intake temperature Twa(k) is within a prescribed range. If any of these conditions is not met, detection of the combustion state is not permitted, setting the combustion state detection permission flag to 0. The value of Cycle_sidou0 is preferably determined according to the performance of the engine. A value is preferably set according to the purpose, for example, to detect the combustion state from a first explosion, after the completion of an explosion, or after peak revolutions are reached. This is also true for the cooling water temperature and intake temperature. To detect an effect by the fuel state, a value is preferably set within an area in which there is a difference in the fuel vaporization rate, as shown in example 7.
<Effective Power Calculation Means 143 (FIG. 24)>
The effective power calculation means 143 calculates effective power for a positive first-order differential value and effective power for a negative second-order differential value, as shown in FIG. 24.
When the combustion state detection permission flag is 1 and the first-order differential value is equal to or greater than a prescribed value, an effective power generation flag (first-order differential) is set to 1 and the difference between the first-order differential value and a prescribed value is taken as effective power (first differential). When the combustion state detection permission flag is 1 and the second-order differential value is equal to or smaller than a prescribed value, another effective power generation flag (second-order differential) is set to 1 and the difference between the second-order differential value and a prescribed value is taken as effective power (second differential).
Each time this processing is initiated after the combustion state detection permission flag is set to 1, the total number of combustions after the combustion state detection permission is calculated by incrementing the total number of combustions after the detection permission by one.
Although the effective power is obtained from a difference (relative value) from a threshold, an absolute value may be used.
<Combustion State Index Calculation Means (First-Order Differential Value) 144 (FIG. 25)>
The combustion state index calculation means 144 calculates a frequency of rotation variation occurrences and a variation strength according to the effective power of the first-order differential value. Specifically, as shown in FIG. 25, when an effective power occurrence flag (first-order differential) is 1, the combustion state index calculation means 144 performs calculation to set a combustion count and variation strength update flag (first-order differential), and calculates a combustion count (first-order differential) and variation strength (first-order differential). These calculations are performed by a method as illustrated in FIG. 49. When the effective power occurrence flag (first-order differential) is 1 and the number of effective power occurrences (first-order differential) is 3 or more, the combustion count and variation strength (first-order differential) update flag is set to 1.
<Combustion State Index Calculation Means (Second-Order Differential Value) 144′ (FIG. 26)>
The combustion state index calculation means 144′ calculates a frequency of rotation variation occurrences and a variation strength according to the effective power of the second-order differential value. Specifically, as shown in FIG. 26, when an effective power occurrence flag (second-order differential) is 1, the combustion state index calculation means 144 performs calculation to set a combustion count and variation strength update flag (second-order differential), and calculates a combustion count (second-order differential) and variation strength (second-order differential). These calculations are performed in the same way as in the case of the first-order differential value illustrated in FIG. 49. When the effective power occurrence flag (second-order differential) is 1 and the number of effective power occurrences (second-order differential) is 3 or more, the combustion count and variation strength (second-order differential) update flag is set to 1.
<Basic Combustion Air-Fuel Ratio Value Calculation Means 145 (FIG. 27)>
The basic combustion air-fuel ratio value calculation means 145 calculates a basic combustion air-fuel ratio value C_abf0 according to the above combustion state index. Specifically, as shown by (A) to (D) in FIG. 27, C_abf0 is obtained from, for example, the variation strength (first-order differential) and revolutions Ne. The reason why the revolutions Ne are referenced is that the correlation between the variation strength (first-order differential) and the combustion air-fuel ratio changes according to the revolutions Ne. Alternatively, C_abf0 may be obtained from the variation strength (second-order differential) and the revolutions Ne, C_abf0 may be obtained from the variation strength (second-order differential) and the revolutions Ne, or C_abf0 may be obtained from the combustion count (second-order differential) and the revolutions Ne. The largest (lean value) of the C_abf0 values may be selected.
<Combustion Air-Fuel Ratio Estimation Means 150 and 150′ (FIGS. 28 and 29)>
The combustion air-fuel ratio estimation means 150 and 150′ calculate the combustion air-fuel ratio C_abf according to the above basic combustion air-fuel ratio value. Specifically, as shown in FIG. 28 (combustion air-fuel ratio estimation means 150), when the difference between the basic combustion air-fuel ratio value C_abf0 and the exhaust air-fuel ratio E_abf is equal to or greater than a prescribed value, that is, the basic combustion air-fuel ratio value C_abf0 is leaner than the exhaust air-fuel ratio E_abf by the prescribed value or more, the value of the exhaust air-fuel ratio E_abf is determined to have no validity due to, for example, the effect by unburned fuel and the basic combustion air-fuel ratio value C_abf0 is regarded as the combustion air-fuel ratio C_abf. When the difference between the basic combustion air-fuel ratio value C_abf0 and the exhaust air-fuel ratio E_abf is smaller than the prescribed value, the value of the exhaust air-fuel ratio E_abf is determined to have validity and the exhaust air-fuel ratio E_abf is regarded as the combustion air-fuel ratio C_abf.
Alternatively, the combustion air-fuel ratio C_abf may be obtained by a method as illustrated in FIG. 29 (combustion air-fuel ratio estimation means 150′). Specifically, when the difference between the basic combustion air-fuel ratio value C_abf0 and the exhaust air-fuel ratio E_abf is equal to or greater than the prescribed value, a value obtained by adding an exhaust air-fuel ratio correction value E_abf_hos to the exhaust air-fuel ratio E_abf is regarded as the combustion air-fuel ratio C_abf. That is, when the basic combustion air-fuel ratio value C_abf0 is leaner than the exhaust air-fuel ratio E_abf by the prescribed value or more, the value of the exhaust air-fuel ratio E_abf is determined to have no validity due to, for example, the effect by unburned fuel. The exhaust air-fuel ratio E_abf is then corrected and the corrected value is regarded as the combustion air-fuel ratio C_abf. The value used for correction is obtained from the basic combustion air-fuel ratio value C_abf0, which is considered to be a more accurately detected combustion air-fuel ratio.
When the difference between the basic combustion air-fuel ratio value C_abf0 and the exhaust air-fuel ratio E_abf is smaller than the prescribed value, the value of the exhaust air-fuel ratio E_abf is determined to have validity and the exhaust air-fuel ratio E_abf is regarded as the combustion air-fuel ratio C_abf, as in FIG. 28.
SECOND EXAMPLE (1B)
FIG. 30
Although, in the first example, a variation in rotation is detected to handle it as the combustion state having a correlation to the combustion air-fuel ratio, an intra-cylinder is detected to handle it as the combustion state having a correlation to the combustion air-fuel ratio, in this example.
FIG. 30 shows a system indicating a controller 1B in this example. Basically, the controller 1B shown in the drawing is the same as in the first example, but the intra-cylinder pressure sensor 56 rather than the revolutions sensor 37 is used to detect the combustion state. That is, the detected value Pcyl (intra-cylinder pressure profile) of the intra-cylinder pressure sensor 56 instead of the revolutions sensor 37 is used to detect the combustion state (the basic combustion air-fuel ratio value is calculated). Furthermore, a supply air-fuel ratio calculation means 260 for calculating the supply air-fuel ratio is added. The description that follows focuses on means having structural functions different from the first example. Although being assigned a different reference numeral, each means having the same name as in the previous example has almost the same structural function, so its explanation is simplified or omitted. The means having structural functions different from the previous example will be mainly described below.
<Supply Air-Fuel Ratio Calculation Means 260 (FIG. 31)>
The supply air-fuel ratio calculation means 260 calculates the supply air-fuel ratio. Specifically, as shown in FIG. 31, the ratio of the basic amount Tp of fuel to be injected (the amount of fuel to be injected equivalent to the theoretical air-fuel ratio) to the amount Ti of fuel actually injected is multiplied by a value of 14.6 equivalent to the theoretical air-fuel ratio, and the resulting value is used as the supply air-fuel ratio S_abf.
<Combustion State Detection Means 240 (FIG. 32)>
FIG. 32 shows the combustion state detection means 240. The combustion state detection means 240 comprises a combustion state detection permission means 241, an indicated mean effective pressure calculation means 242, and a basic combustion air-fuel ratio value calculation means 245.
The combustion state detection permission means 241 determines whether to calculate the basic combustion air-fuel ratio value from the intra-cylinder pressure profile Pcyl. When detection is permitted, the combustion state detection permission flag is set to 1; when not permitted (denied), the flag is set to 0. The indicated mean effective pressure calculation means 242 calculates an indicated mean effective pressure Pi from the intra-cylinder pressure profile Pcyl. The method of calculating the indicated mean effective pressure from the intra-cylinder pressure profile is well-known, so it is not described here in detail. However, the indicated mean effective pressure should be obtained by performing rotation synchronous sampling at as high a speed as possible. The basic combustion air-fuel ratio value calculation means 245 calculates the basic combustion air-fuel ratio value C_abf0 from the indicated mean effective pressure Pi (details will be described below).
<Basic Combustion Air-Fuel Ratio Value Calculation Means 245 (FIG. 33)>
The basic combustion air-fuel ratio value calculation means 245 calculates the basic combustion air-fuel ratio value. Specifically, it obtains a reference indicated mean effective pressure Pi0 from the basic amount Tp of fuel to be injected, as shown in FIG. 33. Although the combustion air-fuel ratio C_abf0 is obtained from the ratio between the indicated mean effective pressure Pi and the reference indicated mean effective pressure Pi0, the supply air-fuel ratio S_abf is also referenced during the obtaining process. A general characteristic of the indicated mean effective pressure with respect to the combustion air-fuel ratio tends to show an upward convex with a pressure near the stoichiometry maximized if the ignition timing is constant. Accordingly, it is discriminated in advance whether the combustion air-fuel ratio is on the rich side or lean side with respect to the stoichiometry, according to the value of the supply air-fuel ratio.
Although the indicated mean effective pressure is used to obtain the basic combustion air-fuel ratio value in this example, the maximum intra-cylinder pressure within one cycle may be used.
THIRD EXAMPLE (1C)
FIG. 34
Although a variation in rotation is detected to handle it as the combustion state having a correlation to the combustion air-fuel ratio in the first example and an intra-cylinder pressure is detected to handle it as the combustion state having a correlation to the combustion air-fuel ratio in the second example, an intra-cylinder temperature is detected to handle it as the combustion state having a correlation to the combustion air-fuel ratio in a third example.
FIG. 34 shows a system indicating a controller 1C in the third example. Basically, the controller 1C shown in the drawing is the same as in the second example, but the intra-cylinder temperature sensor 57 rather than the intra-cylinder pressure sensor 56 is used to detect the combustion state. That is, the value Tcyl detected by the intra-cylinder temperature sensor 57 instead of the intra-cylinder pressure sensor 56 is used to detect the combustion state (the basic combustion air-fuel ratio value is calculated). Although being assigned a different reference numeral, each means having the same name as in the previous examples has almost the same structural function, so its explanation is simplified or omitted. The means having structural functions different from the previous examples will be mainly described below.
<Combustion State Detection Means 340 (FIG. 35)>
FIG. 35 shows the combustion state detection means 340. The combustion state detection means 340 comprises a combustion state detection permission means 341 and a basic combustion air-fuel ratio value calculation means 345.
The combustion state detection permission means 341 determines whether to calculate the basic combustion air-fuel ratio value from the intra-cylinder temperature profile Tcyl. When detection is permitted, the combustion state detection permission flag is set to 1. The basic combustion air-fuel ratio value calculation means 345 calculates the basic combustion air-fuel ratio value C_abf0 from the intra-cylinder temperature profile Tcyl (details will be described below).
<Basic Combustion Air-Fuel Ratio Value Calculation Means 345 (FIG. 36)>
The basic combustion air-fuel ratio value calculation means 345 calculates the basic combustion air-fuel ratio value. Specifically, as shown in FIG. 36, it obtains a reference intra-cylinder temperature Tcyl0 from the basic amount Tp of fuel to be injected. Although the combustion air-fuel ratio C_abf0 is obtained from the ratio between a mean intra-cylinder temperature Tcyl_m in one cycle and the reference intra-cylinder temperature Tcyl0, the supply air-fuel ratio S_abf is also referenced during the obtaining process. A general characteristic of the intra-cylinder temperature with respect to the combustion air-fuel ratio tends to show an upward convex with a temperature near the stoichiometry maximized if the ignition timing is constant. Accordingly, it can be discriminated in advance whether the combustion air-fuel ratio is on the rich side or lean side with respect to the stoichiometry, according to the value of the supply air-fuel ratio.
Although the mean intra-cylinder temperature within one cycle is used to obtain the basic combustion air-fuel ratio value in this example, the maximum intra-cylinder temperature within one cycle may be used.
FOURTH EXAMPLE (1D)
FIG. 37
In the first, second, and third examples, a variation in rotation, an intra-cylinder pressure, and an intra-cylinder temperature are respectively detected to handle them as the combustion state having a correlation to the combustion air-fuel ratio, and the exhaust air-fuel ratio is also used to estimate or calculate the combustion air-fuel ratio. In a fourth example, the estimated combustion air-fuel ratio is used to calculate an engine control parameter (the amount of fuel to be injected in this example).
FIG. 37 shows a system indicating a controller 1D in the fourth example. Basically, the controller 1D shown in the drawing is the same as in the first example, but a second fuel injection correction calculation means for calculating the amount Tp_hos2 of fuel injection correction by use of the combustion air-fuel ratio C_abf is added. Although being assigned a different reference numeral, each means having the same name as in the previous examples has almost the same structural function, so its explanation is simplified or omitted. The means having structural functions different from the previous examples will be mainly described below.
<Second Fuel Injection Correction Calculation Means 430 and 430′ (FIGS. 38 and 39)>
The second fuel injection correction calculation means 430 calculates the amount Tp_hos2 of fuel injection correction by use of the combustion air-fuel ratio C_abf. Specifically, as shown in FIG. 38, the second fuel injection correction calculation means 430 obtains Tp_hos2 from the combustion air-fuel ratio C_abf with reference to a map or the like. As with the second fuel injection correction calculation means 430′ shown in FIG. 39, a PI control unit may be used to calculate the amount Tp_hos2 of fuel injection correction from a difference between a target air-fuel ratio Tg_abf and the combustion air-fuel ratio C_abf. A map setting and a setting in the PI control unit may be obtained on the basis of experience in test using actual vehicles.
Although, in this example, the combustion air-fuel ratio is obtained from a value detected by the revolutions sensor 37, the combustion air-fuel ratio may be estimated from the intra-cylinder pressure or intra-cylinder temperature described in the second and third examples.
FIFTH EXAMPLE (1E)
FIG. 40
In the method in the fourth example, the estimated combustion air-fuel ratio is used to calculate an engine control parameter (the amount of fuel to be injected). In a fifth example, the estimated combustion air-fuel ratio is used to operate a parameter for exhaust air-fuel ratio feedback control.
FIG. 40 shows a system indicating a controller 1E in the fifth example. The controller 1E shown in the drawing has a structure similar to the structure in the fourth example, but an exhaust air-fuel ratio feedback control means 570 is added instead of the second fuel injection correction calculation means 430. To operate the parameter for exhaust air-fuel ratio feedback control by use of the combustion air-fuel ratio C_abf, the combustion air-fuel ratio C_abf is input to the exhaust air-fuel ratio feedback control means 570. Although being assigned a different reference numeral, each means having the same name as in the previous examples has almost the same structural function, so its explanation is simplified or omitted. The means having structural functions different from the previous examples will be mainly described below.
<Exhaust Air-Fuel Ratio Feedback Control Means 570 (FIG. 41)>
The exhaust air-fuel ratio feedback control means 570 obtains the amount Tp_hos2 of fuel correction based on the exhaust air-fuel ratio E_abf. Specifically, as shown in FIG. 41, a PI control unit is used to obtain the amount Tp_hos2 of fuel injection correction from a difference between the exhaust air-fuel ratio E_abf and a target air-fuel ratio Tg_abf. However, when the difference between the combustion air-fuel ratio C_abf and the exhaust air-fuel ratio E_abf is equal to or greater than a prescribed value, the value of the exhaust air-fuel ratio E_abf is determined to have no validity and Tp_host2 is set to 1, stopping the feedback control based on the exhaust air-fuel ratio E_abf.
Although, in this example, the combustion air-fuel ratio is obtained on the basis of the detection by the revolutions sensor 37, it may be estimated from the intra-cylinder pressure or intra-cylinder temperature described in the second and third examples.
SIXTH EXAMPLE (1F)
FIG. 42
This example discloses a method of learning the relation between the combustion state and the combustion air-fuel ratio in an online manner.
FIG. 42 shows a system indicating a controller 1F in a sixth example. In the controller 1F shown in the drawing, the combustion state detection means 140 in the first example in FIG. 18 is replaced with a combustion state detection and basic combustion air-fuel ratio value learning means 640. Although being assigned a different reference numeral, each means having the same name as in the previous examples has almost the same structural function, so its explanation is simplified or omitted. The means having structural functions different from the previous examples will be mainly described below.
<Combustion State Detection and Basic Combustion Air-Fuel Ratio Value Learning Means 640 (FIG. 43)>
In the combustion state detection and basic combustion air-fuel ratio value learning means 640, as shown in FIG. 43, a learning permission means 646 and a learning value calculation means 647 are added to the combustion state detection means 140 (FIG. 21) in the first example; the calculation result given by the learning value calculation means 647 is entered into a basic combustion air-fuel ratio value calculation means 645. More specifically, when the learning permission flag f_gakusyuu_kyoka is 1, online learning of the relation between the combustion state and the combustion air-fuel ratio is permitted. The learning value calculation means 647 learns the relation between the exhaust air-fuel ratio E_abf and the combustion state index, which typifies the combustion state.
<Learning Permission Means 646 (FIG. 44)>
The learning permission means 646 determines whether to permit online learning of the relation between the combustion state and the combustion air-fuel ratio. Specifically, as shown in FIG. 44, when cycles after the start are equal to or more than a prescribed value Cycle_sidoul, a cooling water temperature Twn is within a prescribed range, and an intake temperature Twa is within a prescribed range, the learning permission flag f_gakusuu_kyoka is set to 1, permitting the learning. In other cases, the learning permission flag f_gakusuu_kyoka is set to 0, inhibiting the learning. The above conditions are valid when there is no error between the combustion air-fuel ratio and the exhaust air-fuel ratio or such error, if any, is sufficiently small. The exhaust air-fuel ratio E_abf is then regarded as the combustion air-fuel ratio, and the relation between the combustion state (such as the strength of the variation), and the exhaust air-fuel ratio E_abf at that time is learned as the relation between the combustion state and the basic combustion air-fuel ratio value.
<Learning Value Calculation Means 647 (FIG. 45)>
The learning value calculation means 647 calculates a learning value. Specifically, as shown by (A) to (D) in FIG. 45, for example, E_abf is stored in a learning map grid that is determined by the number of combustions (first-order differential) (i) and the number of revolutions (Ne) (j) as a learning value CNT_dd_time_e_gak (i, j); the learning value learns the relation between the number of combustions (first differential), which is an combustion state index, and the basic combustion air-fuel ratio value C_abf0.
A combustion count learning value (second-order differential), variation strength learning value (first-order differential), and variation strength learning value (second-order differential) are also calculated in a similar way, as illustrated in the drawing.
<Basic Combustion Air-Fuel Ratio Value Calculation Means 645 (FIG. 46)>
The basic combustion air-fuel ratio value calculation means 645 calculates the basic combustion air-fuel ratio value C_abf0 according to combustion state indexes. Specifically, as shown in FIG. 46, functions for reflecting the above learning values are added to the basic combustion air-fuel ratio value calculation means 145 (shown in FIG. 27) in the first example. The learning value CNT_dd_time_e_gak (i, j) for the number of combustions (first-order differential) is a value within the reference map area (i, j) in FIG. 46. Learning values CNT_ddd_l_time_e_gak (i, j), P_dd_time_e_gak (i, j), and P_ddd_l_time_e_gak (i, j) of other combustion state indexes, that is, the number of combustions (second-order differential), variation strength (first-order differential), and variation strength (second-order differential) are also reflected in a similar way, as shown in the drawing.
Although, in this example, the combustion air-fuel ratio is based on the detection by the revolutions sensor 37, combustion state indexes may be calculated from the intra-cylinder pressure or intra-cylinder temperature described in the second and third examples for the learning.
SEVENTH EXAMPLE (1G)
FIG. 47
This example discloses a method of estimating a state (vaporization rate) of the fuel to be used from the supply air-fuel ratio, combustion air-fuel ratio, and exhaust air-fuel ratio. The example is based on the method in the second example.
FIG. 47 shows a system indicating a controller 1G in the seventh example. In the controller 1G in the drawing, a fuel state estimation means 780 is added to the second example in FIG. 30. The fuel state estimation means 780 detects a fuel state by comparing the supply air-fuel ratio, combustion air-fuel ratio, and exhaust air-fuel ratio in an area in which the fuel vaporization rate is relatively low due to, for example, a low engine temperature and an effect by a difference in fuel state is thereby produced with ease. Although being assigned a different reference numeral, each means having the same name as in the previous examples has almost the same structural function, so its explanation is simplified or omitted. The means having structural functions different from the previous examples will be mainly described below.
<Fuel State Estimation Means 780 (FIG. 48)>
The fuel state estimation means 780 estimates the state of the fuel to be used. Specifically, as shown in FIG. 48, when the combustion state detection permission flag is 1, the fuel state estimation means 780 calculates the fuel state index from a difference between the supply air-fuel ratio S_abf and the combustion air-fuel ratio C_abf and a difference between the combustion air-fuel ratio C_abf and the exhaust air-fuel ratio E_abf, with reference to a map. That is, the characteristics of the air-fuel ratio transmission system are largely affected by the fuel state (fuel vaporization rate). Accordingly, the fuel state estimation means 780 detects a fuel state by comparing the supply air-fuel ratio, combustion air-fuel ratio, and exhaust air-fuel ratio in an area in which the fuel vaporization rate is relatively low due to, for example, a low engine temperature and an effect by a difference in fuel state is thereby produced with ease. When the combustion state detection permission flag is 0, the previous fuel state index value is maintained.
Although, in this example, the basic combustion air-fuel ratio value is obtained from the indicated mean effective pressure, the maximum intra-cylinder pressure in one cycle may be used. Alternatively, the basic combustion air-fuel ratio value may be obtained from the variation in rotation or the intra-cylinder temperature described in the first and third examples may be used.
Patent Application
20070261671
