Internal combustion engine control device

FIELD: engines and pumps.

SUBSTANCE: internal combustion engine (ICE) control device consists in controlling variable calculation device and drive control device. Controlling variable calculation device calculates many controlling variables that help to control energy generated by ICE. Drive control device influences controls of many executive mechanisms on the base of many controlling variables. Controlling variable calculation device includes required value calculation device that refers to ICE (61) energy, ICE (62) emission, heat losses at ICE (63) cooling and required values summing device (64). Required values summing device summarises every required value to define required summed value. Controlling variables also can be intake air quantity and ignition timing. Controlling variable calculation device can additionally include calculation means of supplied fuel quantity, intake air quantity, ignition timing (67), exhaust gas energy estimation (70) devices, second ignition timing device (68) and corrective device (69).

EFFECT: creation of ICE control device that allows realisation of many functions.

6 cl, 11 dwg

 

The technical field

The present invention relates to a control device of the internal combustion engine and, in particular, to compute a set of control variables, which allow you to regulate the energy produced in the internal combustion engine.

The level of technology

In the prior art it is known device to control the functional elements of the internal combustion engine is carried out to achieve the calculated torque based on the acceleration value of the motion set by the driver, and the requirement to drive system or something similar (see, for example, Patent Document 1).

The prior art also known device for controlling the amount of injected fuel is carried out to implement the desired workload, which is requested in accordance with the magnitude of the acceleration of the movement (see, for example, Patent Document 2). The device disclosed in Patent Document 2, provides additional injection along with the main injection. More specifically, work equivalent to the additional injection is calculated for the regulation of the main injection, so that the sum of the calculated desktop equivalent and working equivalent of the main injection becomes equal to the above required workload.

Patent Document 1: wylo the fair application for the Japan patent No. 2006-183506.

Patent Document 2: published patent application of Japan No. 2003-97330.

The problem solved by the invention

The function required for the internal combustion engine is not limited to generating torque (work) for movement of the vehicle in accordance with the driver's intention. In addition to creating torque (work) to improve the characteristics of the emission are also required function to increase the energy of the exhaust gases and function for optimal control the ratio of air to fuel.

However, neither of the two Patent Documents 1 and 2 not disclosed the features required for an internal combustion engine, except create the desired torque.

The present invention was created to resolve the above-mentioned tasks. The purpose of this invention is to provide a control device of an internal combustion engine, which allows you to access many of the functions required for the internal combustion engine.

Means for solving the problem

To solve the above-mentioned objectives, the first aspect of the present invention is a control device of an internal combustion engine, containing:

the means of calculating control values to compute the set of control variables, through which is regulated by saving the I, produced by the internal combustion engine; and

the vehicle drive control for the exposure control multiple actuators on the basis of sets of control values, calculated by means of the calculation of the control values of these controlled variables calculated by means of calculating the controlled variable,

this means the calculation of control values contains:

the means of calculating the required values to calculate the required value related to the energy of the internal combustion engine, the required value related to the exhaust of the internal combustion engine, and the required value related to the heat loss during cooling of the internal combustion engine, respectively, in the form of energy; and

means summing the required values for the summation of each of the required values calculated by means of calculating the required value, to determine the total required value,

this means the calculation of control values defines a set of control values on the basis of the total required value.

The second aspect of the present invention is a control device of the internal combustion engine in accordance with the first aspect of the present invention, to what PR

numerous control variables represents the amount of intake air and the installation of ignition, and

the means of calculating the control value further comprises:

the means of calculating the amount of fuel to calculate the amount of fuel required to produce the total quantity required;

the means of calculating the amount of intake air to calculate the amount of intake air required to implement a given ratio of air to fuel, using the specified quantity of the supplied fuel; and

the calculator tool installation ignition timing to calculate the installation of the ignition timing when using the required value related to the exhaust.

The third aspect of the present invention is a control device of the internal combustion engine in accordance with a second aspect of the present invention, in which the tool calculate the installation of the ignition timing includes:

the means of calculating the amount of exhaust gas to calculate the amount of exhaust gas from the internal combustion engine when using the quantity of the supplied fuel and the amount of intake air; and

the means of calculating the temperature in the cylinder is La calculating the temperature in the cylinder based on the amount of exhaust gas and the required value, related to exhaust

the tool calculate the installation of the ignition timing calculates the installation of advance ignition timing on the basis of the temperature in the cylinder.

A fourth aspect of the present invention is a control device of the internal combustion engine in accordance with a second aspect of the present invention, in which

internal combustion engine installed on the vehicle, and

the means of calculating control values contains:

the means of calculating the second installation of the ignition timing to calculate a second installation of the ignition timing based on a specified desired value related to power; and

tool set ignition timing for setting the ignition timing calculated by the calculator tool installation ignition timing, or the second installation of the ignition timing based on the condition of the vehicle.

The fifth aspect of the present invention is a control device of the internal combustion engine in accordance with the fourth aspect of the present invention, in which the means of calculating the control value further comprises correction means for correcting the desired value related to the exhaust when installing op is regenia ignition is selected again by means of setting the ignition timing after as the second ignition timing is selected by the selector installation ignition timing.

The sixth aspect of the present invention is a control device of the internal combustion engine in accordance with the fifth aspect of the present invention, in which

the means of calculating the control value further comprises means for estimating the energy of exhaust gases to assess the actual energy of the exhaust gases generated during the time period in which the second ignition timing is selected by the selector installation timing ignition timing, and

correcting means corrects the desired value related to the exhaust, taking into account the actual energy of the exhaust gases, estimated by means of estimating the energy of exhaust gases.

Advantages of the invention

In accordance with the first aspect of the present invention the desired value related to the engine power required is related to the exhaust, and the desired value related to the heat loss during cooling, are calculated as energy, respectively, to determine the total required value for the internal combustion engine by summing each computed desired value. Then the set of control variables, using the cat is where the energy produced in the internal combustion engine, can be adjusted, is calculated on the basis of the total required value. In accordance with the first aspect of the present invention, the exposure control multiple actuators is based on the set control values, calculated taking into account not only the engine power, but also emissions and heat loss during cooling. Therefore, many of the functions required for the internal combustion engine, can be implemented by activating a variety of Executive mechanisms.

In accordance with the second aspect of the present invention, the quantity of supplied fuel is calculated so that satisfied the desired value related to the engine power required is related to the exhaust, and the desired value related to the heat loss during cooling. In addition, the amount of intake air is calculated so that the ratio of air to fuel is consistent with a given ratio of air to fuel, while setting the ignition timing is calculated so that satisfied the desired value related to the exhaust. In accordance with the second aspect of the present invention function related to the exhaust, can be implemented. is in addition to the functions, related to engine power.

In accordance with a third aspect of the present invention, the amount of exhaust gas from the internal combustion engine is calculated based on the amount of supplied fuel and the quantity of intake air, which are determined on the basis of the total required value, and then calculates the temperature in the cylinder when the specified amount of exhaust gas and the required value related to the exhaust. The requirement relating to the exhaust can be exactly implemented by calculating the installation of ignition timing with respect to temperature in the cylinder, since the temperature in the cylinder is in connection with the installation of ignition timing.

In the fourth aspect of the present invention an internal combustion engine installed on a vehicle; a second setting of the ignition timing is calculated on the basis of the required value related to the engine power, and selects the setting ignition timing on the basis of the required value related to the exhaust, or the second setting ignition timing. In accordance with the fourth aspect of the present invention can respond to a rapid change of the desired value related to the engine power by selecting the second installation of ignition timing.

Demand is the value related to the exhaust cannot be satisfied within a period of time, when you select the above-mentioned second setting ignition timing. In accordance with the fifth aspect of the present invention the desired value related to the exhaust, is adjusted when is selected again setting the ignition timing. As a consequence, the function related to the exhaust, can be realized even in the case when you select the second setting ignition timing.

In accordance with the sixth aspect of the present invention is measured actual energy of the exhaust gases generated during the period of time for which the selected second setting ignition timing. Then the desired value related to the exhaust, adjusted to reflect estimated actual energy of the exhaust gases. In the function related to the exhaust, can be realized with high precision.

Brief description of drawings

Figure 1 is a drawing for explanation of the structure of the system according to the first variant implementation of the present invention;

figure 2 is a drawing to explain the distribution of the energy generated in the engine;

figure 3 is a drawing for explanation of the calculation process, the control quantities performed in the electronic unit 60 according to the first embodiment of implementation;

figure 4(A)-4(C) - BP is time chart showing changes to the estimated energy of the exhaust gases and the calculated setting the ignition timing according to the first variant of implementation;

5 is a drawing for explanation of the calculation process, the control quantities performed in the electronic unit 60 according to the second variant of implementation of the present invention; and

6(A)-6(D) is a timing diagram showing the change of the calculated energy of the exhaust gases at a point in time when the set time timing is changed to rapid changes in the estimated torque, according to the second variant of implementation of the present invention.

In the drawings:

1 - engine

18 - injector

20 - spark plug

24 - inlet valve

26 - mechanism control valve

32 - throttle

34 - engine throttle

60 is an electronic control unit

61 - unit calculation of work

the 62 - unit calculation of the energy of exhaust gases

63 - unit calculation of the heat loss during cooling

64 - summing block

65 - unit calculation of the amount of fed fuel

66 - block calculate the estimated amount of intake air

67 - unit calculation of installation ignition timing

67A - block calculate the amount of exhaust gas

V - block calculated what I estimated the temperature in the cylinder

S unit for determining the estimated installation ignition timing

68 - unit calculate a second estimated installation ignition timing

69 - selector block

70 - unit assessment energy of exhaust gases

The best way of carrying out the invention

Now, embodiments of the present invention will be described with reference to the drawings. The same elements in the drawings are denoted by the same positions, and repetitive descriptions will be omitted.

The first option exercise

[Description system configuration]

Figure 1 presents a drawing intended to explain the structure of the system according to the first implementation of the present invention. The system shown in figure 1, equipped with the engine 1 internal combustion, which is a gasoline engine with spark ignition (hereinafter called "engine"). The engine 1 has many cylinders 2. Figure 1 shows only one cylinder among the multiple cylinders.

The engine 1 is block 6 cylinder, with the piston 4. The piston 4 is connected to the crankshaft 8 via a crank mechanism. The sensor 10 of the angle of rotation of the crank is installed near the crankshaft 8. The sensor 10 of the angle of rotation of the crank put into the design to detect the rotation angle of the crankshaft 8 (angle SA of rotation of the crank). In addition to t the th, in block 6 cylinder includes a sensor 12, the temperature of cooling water for detecting the temperature Tw of the cooling water of the engine 1.

The head 14 of the cylinder is installed on the upper part of unit 6 cylinders. The space between the upper surface of the piston 4 and the cylinder cylinder 14 forms a chamber 16 of combustion. The head 14 of the cylinder is supplied by the injector 18, which injects fuel directly into the chamber 16 of the combustion. In addition, the head 14 of the cylinder provided with a candle 20 plugs to ignite the mixture of fuel and air in the chamber 16 of combustion.

The head 14 of the cylinder provided with inlet 22, which is in communication with the chamber 16 of the combustion. The inlet valve 24 is installed on the connecting area between the inlet 22 and the chamber 16 of the combustion. The inlet valve 24 is equipped with a mechanism 26 of the control valve, which is able to modify the characteristics of the opening (the installation of the moments of opening and closing the valve, stroke) inlet valve 24.

The inlet 22 is connected to the intake by 28. Surge tank 30 is installed in the intake path 28. Throttle valve 32 is installed upstream from the surge tank 30. Used throttle valve 32 is electrically controlled type, which is driven by a motor 34 of the throttle. Throttle valve 32 is provided in the step on the basis of the angle AA of the accelerator, determined by the sensor 38 of the angle of the accelerator or the like. The sensor 36 of the angle of the throttle valve to detect THE angle of a throttle valve installed near the throttle valve 32.

The flow meter 40 air installed upstream from the throttle valve 32. The flow meter 40 of the air introduced into the construction for detecting the amount Ga of intake air (hereinafter referred to as the amount of intake air").

In addition, the head 14 of the cylinder includes an exhaust aperture 42 which is in communication with the chamber 16 of the combustion. The exhaust valve 44 is installed on the connecting area between the exhaust hole 42 and the chamber 16 of the combustion. The exhaust valve 44 is equipped with a mechanism 46 of the control valve, which is able to modify the characteristics of the opening (the installation of the moments of opening and closing the valve, stroke) exhaust valve 44. The exhaust hole 42 is connected with the path 48 of the exhaust. The path of the exhaust is equipped with a catalyst 50 purification of exhaust gases (hereinafter referred to as "catalyst"), intended for purification of exhaust gas. The catalyst 50 is equipped with a sensor 52, the temperature of the catalyst layer, which detects the temperature TC of the layer of catalyst. In addition, the sensor 54 the ratio of air to fuel that is designed to detect the relationship number is and air to fuel in the exhaust gases, installed upstream of the catalyst 50.

The system according to the presented variant implementation includes a control device, that is, the electronic unit 60 management (ECU). The output side of the electronic unit 60 controls connected to the injector 18, the candle 20 ignition mechanisms 26, 46 of the control valve and the motor 34 of the throttle or anything like that. The input side of the electronic unit 60 control connected to the sensor 10 of the angle of rotation of the crank, the sensor 12 of the cooling water temperature, the sensor 36 of the angle of the throttle valve, the sensor 38 of the angle of the accelerator, the flow meter 40 air sensor 52, the temperature of the catalyst layer and the sensor 54 the ratio of air to fuel or anything like that.

The electronic unit 60, the control calculates the number NE of revolutions of the engine on the basis of the angle SA of rotation of the crank. In addition, the electronic unit 60, the control calculates the load KL, required for the engine 1, based on the angle AA of the accelerator.

The electronic unit 60 performs control management engine 1 on the basis of output signals of various sensors. More specifically, the estimated quantity of supplied fuel, the estimated amount of intake air and the calculated setting the ignition timing calculated in the manner described below, to implement the impact is of major operating controls various actuators (injector 18, engine 34 throttle mechanisms 26, 46 of the control valve, spark 20 ignition).

[Description of the first variant implementation]

As shown in Patent Documents 1 and 2, the control quantity of supplied fuel and control the installation of the ignition timing or the like is known as a way to implement the calculated torque is determined based on the angle of the accelerator or the like.

However, the function required for the engine are not limited to the work (power) for the propulsion of the vehicle, more specifically includes a function of increasing energy of the exhaust gases, as well as the function of optimal control the ratio of air to fuel to improve the characteristics of the emission. When managing requiring torque described in the above Patent Documents 1 and 2, it is impossible to get all the features required for the engine.

It is known that, as shown in figure 2, the energy generated by the engine is divided into (A), (B) the energy of the exhaust gases, and (C) loss by cooling.

Therefore, in the present embodiment, an attempt is made to calculate the total energy generated by the engine 1, taking fully into account the specific requirements arising from the work, the energy of exhaust gases, the heat loss during cooling, to implement all functions required for the engine 1. In addition, for the implementation of this energy in the presented implementation is an attempt to determine the control values, such as the amount of injected fuel, the amount of intake air and setting ignition timing. Below will be described a method of calculating control values.

Figure 3 presents a drawing intended to explain the process of calculating the control values, performed in the electronic unit 60 controls in the present first embodiment.

Block 61 of calculation work, shown in figure 3, calculates the estimated torque based on the requirements of the driver (for example, rotation AA of the accelerator), the various controls of the vehicle (for example, system motion with constant speed) or the like, in addition calculates the estimated work in the form of energy based on the calculated estimated torque. In other words, calculates the energy that is needed to implement the settlement. The calculated computational work is fed to summing block 64.

In addition, the block 62 calculation of energy of exhaust gases calculates the estimated energy of the exhaust gases on the basis of the conditions of the heating catalyst 50 when using the model is whether the chart. In other words, calculates the energy that is required to heat the catalyst. The condition of the heating catalyst 50 can be obtained based on the temperature TC of the layer of catalyst. Calculated calculated energy of the exhaust gases is fed to a summing block 64. In addition, the calculated energy is also fed to a block 67 calculation of the installation of the ignition timing, as described below.

It should be noted that when the engine equipped with a supercharger, the calculated energy of the exhaust gases can be calculated taking into account the design pressure of the pressurization, the estimated speed of the turbine or the like in addition to the condition of heating. In this case, we calculate the energy that is required to heat the catalyst and the desired conditions of pressure increase.

In addition, the block 63 calculation of heat losses in the cooling evaluates mechanical friction on the basis of the number NE of revolutions of the engine and the temperature Tw of cooling water when using models and diagrams, in addition calculates heat loss during cooling in the form of energy based on the measured mechanical friction. In other words, calculates the energy consumed due to heat loss during cooling. The calculated heat loss during cooling serves to summing block 64.

Summerhouse the block 64 summarizes the estimated work the calculated energy of the exhaust gases and heat loss during cooling. As stated above, the computational work and the estimated energy of the exhaust gases are calculated in the form of energy. Therefore, the estimated total energy (hereinafter called "Esummary"), which must be produced by the engine 1, can be calculated by summing the processing summing block 64. Calculated Esummary served in the block 65 calculation of the quantity of the supplied fuel.

Block 65 calculate the estimated amount of fuel calculates the quantity of supplied fuel (hereinafter called the "estimated quantity of supplied fuel, which is required for the production Esummary, in accordance with the following expression (1). Then the electronic unit 60 management management determines the magnitude of the impact on the injector 18, which is the actuating mechanism for the implementation of the calculated amount of fuel.

The estimated fuel quantity = Esummary/(lower calorific value per unit volume of fuel) (1)

It should be noted that in the above expression (1) "lower calorific value per unit volume of fuel varies depending on the fuel composition. Therefore, it can be obtained by defining the composition of the fuel way the detection and evaluation, and receiving lower heating value in accordance with certain components, using a chart or function.

The estimated fuel quantity calculated in accordance with the above expression (1), is fed to the block 66 the calculation of the amount of intake air. At block 66 the calculation of the amount of intake air is calculated the ratio of air to fuel (a/T) in addition to the calculated amount of supplied fuel. Although the ratio of air to fuel is usually put equal to theoretical ratio of air to fuel (=14,6), it can be put equal to the ratio of air to fuel in the rich mixture or ratio of air to fuel lean mixture when implemented this ability of the engine 1, as a cost-effective operation.

Block 66 the calculation of the amount of intake air that calculates the required amount of intake air (hereinafter called "the estimated amount of intake air") to implement the calculation of the ratio of air to fuel amount using the calculated amount of supplied fuel. Specifically, as shown in the following expression, the estimated amount of intake air obtained by multiplying the calculated ratio of air to to the number of fuel at a specified fuel quantity.

The estimated amount of the intake air = estimated fuel quantity × estimated the ratio of air to fuel (2)

Then the electronic unit 60 control determines the angle of THE throttle valve and the characteristic opening of the inlet valve (installation of opening and closing of the valve and the stroke) for the implementation of the above, the estimated amount of intake air, thus further identifies influencing the control values for the actuators, i.e. for the engine 34 of the throttle mechanism 26 of the control valve.

In addition, the block 67 calculation of installation ignition timing calculates the estimated installation ignition timing using the above calculated energy of the exhaust gases. In the example shown in figure 3, the calculated setting the ignition timing is calculated using the correlation between the energy of the exhaust gases and the temperature of exhaust gas in the cylinder (hereinafter referred to as the temperature in the cylinder) and the correlation between the temperature in the cylinder and install the ignition timing. It should be noted that the temperature in the cylinder, the definition of which is given in this application is the temperature which prevails when the exhaust valve is open.

Campocatino figure 3, block 67 calculation of installation ignition timing includes block 67A calculate the amount of exhaust gas block W calculate the estimated temperature in the cylinder and the block S for determining the estimated installation ignition timing.

First block 67A calculate the amount of exhaust gas calculates the amount of gas discharged from the engine 1 (hereinafter referred to as the amount of exhaust gas") by summing the estimated quantity of the supplied fuel and the estimated amount of intake air that is introduced into it. The calculated quantity of exhaust gas is supplied to the unit V calculate the estimated temperature in the cylinder. Then block V calculate the estimated temperature in the cylinder calculates the estimated temperature in the cylinder using dependencies from the following expression (3), i.e. in accordance with the following expression (4), which is obtained by converting the following expression (3). Here it should be noted that "With" in the following expressions (3) and (4) is a factor.

The energy of the exhaust gases = C × temperature in the cylinder × the amount of exhaust gas (3)

The estimated temperature in the cylinder = the calculated energy of the exhaust gases/(S × number of exhaust gas) (4)

The estimated temperature in the cylinder is calculated in accordance with that given in the above expression (4), served on the block S for determining the estimated installation ignition timing. Block S for determining the estimated installation timing saves the chart, which illustrates the estimated temperature in the cylinder and install the ignition timing for the implementation of the design temperature in the cylinder (i.e. the estimated installation ignition timing). Block S for determining the estimated installation ignition timing determines the target setting ignition timing in accordance with the input design temperature in the cylinder when referring to this diagram.

Then the electronic unit 60 control determines affecting the control value for the candle 20 ignition, which is the Executive mechanism for the implementation of calculated install ignition timing.

Figure 4(A)-4(C) are shown timing charts showing changes of the calculated energy of the exhaust gases and the estimated installation ignition timing according to the first implementation. More specifically, figure 4(A) shows the variation of the integral value of the estimated energy of the exhaust gases; figure 4(B) shows the variation in the instantaneous estimated energy of the exhaust gases; and figure 4(C) shows the change of settlement install ignition timing.

The calculated energy of the exhaust gases, calculated by the block 62 calculate the estimated energy of the exhaust gases, represents the instantaneous calculated energy of the exhaust gases changes which are shown in figure 4(B).

During the process of heating catalyst 50 is impossible to instantaneously raise the temperature of the Cu catalyst layer to the reference temperature. Therefore, control is performed to increase the temperature of the catalyst layer to the design temperature, which takes a certain period of time. More specifically, the electronic unit 60, the control determines at the time t1 to the time calculated energy of the exhaust gases (integral) EA (t2), shown in figure 4(A), which should be taken into account at the moment of time t2, which is the time after passage of a predetermined period of time from time t1 to time.

Then divide the calculated energy of the exhaust gases (integral) for a specified period of time in order to calculate the estimated energy of the exhaust gases (instant) at t1 time, which is shown in figure 4(B). Block 67 calculation of installation ignition timing calculates the estimated installation ignition timing for the implementation of the calculated estimated energy of exhaust gases (instant), shown in figure 4(C).

As described above, presents the first implementation estimated total energy Esummary is calculated by summing the estimated work, the calculated e is ergie exhaust gases and heat loss during cooling, additionally calculates the estimated fuel quantity, the estimated amount of intake air and the calculated setting the ignition timing on the basis of Esummary. In accordance with the first implementation of a variety of actuators such as the injector 18, the candle 20 ignition mechanism 26 of the control valve and the motor 38 of the throttle valve is driven based on the calculated amount of supplied fuel, the estimated amount of intake air and the estimated installation ignition timing, which is calculated taking into account the energy of exhaust gases and heat loss during cooling in addition to engine power. When, as described above, many actuators is actuated, the calculation can be implemented by the engine 1, the ratio of air to fuel can be adjusted to the calculated ratio of air to fuel, and can be obtained from the energy of the exhaust gases, which is necessary to heat the catalyst. Therefore, it is possible to implement many of the functions required for the engine 1.

Although presents the first implementation of the block S for determining the estimated installation ignition timing determines the estimated installation ignition timing put the m refer to the chart estimated installation ignition timing can be determined by using the chart instead of a function that specifies the relationship between the estimated temperature in the cylinder and calculated by setting the ignition timing.

In addition, when determining the estimated installation ignition timing block S for determining the estimated installation ignition timing may take into account the load KL, the number NE of revolutions of the engine and the temperature Tw of cooling water, which affect the relationship between the estimated temperature in the cylinder and calculated by setting the ignition timing. That is, the block S for determining the estimated installation ignition timing may have inputs for the above load KL or something similar.

In addition, although presents the first implementation of heat loss during cooling are calculated on the basis of NE and Tw, a variant of the method, in which the temperature Tw of cooling water is adjusted until the calculated values it may be suitable for use in the case when the system is able to regulate the temperature Tw of the cooling water.

Furthermore, the method of calculation of the installation of the ignition timing for the implementation of the design energy of exhaust gases is not limited to the method described in the first implementation, another method may be suitable is passed for use.

It should be noted that in the present first embodiment, the engine 1 corresponds to "internal combustion engine" in the first aspect of the present invention, the electronic unit 60 of the control corresponds to the "tool to calculate the control values" and "management tool drives" in the first aspect of the present invention; and the injector 18, the candle 20 ignition mechanism 26 of the control valve and the motor 34 of the throttle is consistent with the "multiple actuators" in the first aspect of the present invention.

In addition, in the first aspect of the present invention, the block 61 of the calculation operation, the block 62 calculate the estimated energy of the exhaust gases and the block 63 calculation of heat losses in the cooling conform to the means of calculation of the desired values; and summing unit 64 corresponds "means the sum of the desired values in the first aspect of the present invention.

In addition, in the first aspect of the present invention, the block 65 calculate the estimated amount of fuel corresponds to the "tool to calculate the amount of fuel in the second aspect of the present invention; block 66 the calculation of the amount of intake air in line with the "tool to calculate the amount of intake air in the second aspect of this is subramania; block 67 calculation of the installation of the ignition timing corresponds to the "tool to calculate the installation of the ignition timing in the second aspect of the present invention; block 67A calculate the amount of exhaust gas corresponds to the "tool to calculate the amount of exhaust gas in the third aspect of the present invention; and block V calculate the estimated temperature in the cylinder corresponds to the "tool to calculate the temperature in the cylinder in the third aspect of the present invention.

The second option exercise

Next, a second variant implementation of the present invention will be described with reference to figure 5 and 6(A)-6(D).

Technical means, shown in figure 1, can be used for the system according to the second variant implementation.

[Description of the second variant of realization]

In the above-described first embodiment, the computational work is realized mainly using the calculated amount of supplied fuel and the estimated amount of intake air. In other words, setting the ignition timing is determined so that basically implements the calculated energy of the exhaust gases. In the above-described first embodiment, there is no special problem in the case when the estimated torque does not change quickly or not you want a fast R is aerovane, since the characteristic of the vehicle is sufficiently satisfied by adjusting the amount of intake air, as for example, during the uniform motion or automatically maintain the speed.

It should be noted that the estimated torque can change quickly depending on the driving conditions of the vehicle. Such a change may occur, for example, at the time of gear shifting or during the execution of the stability control of the vehicle. In this case, the response resulting from the estimated torque may not be sufficient only when throttling the intake air. That is, subsequent rapid change in the estimated torque may not be possible even if the adjustable angle TA of the throttle and is a variable throttling valve opening characteristic for the (set of opening and closing the valve and stroke).

Therefore, in the present second embodiment, will be described a case where a can be chosen one of the estimated installation ignition timing based on the calculated energy of the exhaust gases, and the second estimated installation ignition timing based on the design work so that you have the ü dealing with rapid change, the estimated torque and the estimated work.

Figure 5 presents a drawing intended to explain the process of calculating the control values, performed in the electronic unit 60 controls in the present second embodiment.

The electronic unit 60 controls shown in figure 5, includes means 68 calculate a second estimated installation ignition timing, the selector block 69, block 70 evaluation of the energy of exhaust gases in addition to the structure shown in figure 3. Below will be mainly described these distinctive elements.

Computational work that is calculated by block 61 of calculation work, served not only to summing block 64, but also on the tool 68 calculate a second estimated installation ignition timing. The tool 68 calculate a second estimated installation ignition timing calculates the installation of the ignition timing for the implementation of settlement of the work (hereinafter called the "second settlement install ignition timing").

The second calculation setting the ignition timing computed by the block 68 calculate a second estimated installation ignition timing, is supplied to the selector 69. The selector 69 also receives the estimated installation ignition timing calculated above described block 67 calculation of the installation of the ignition timing, that is, the estimated installation ahead of Saigon the I to implement the calculated energy of the exhaust gases.

The selector block 69 depending on the operating conditions of the engine 1 selects one of the "settlement install the ignition timing for the implementation of design energy of exhaust gases and the "second settlement install the ignition timing for the implementation of the settlement. Selection is performed by the selector block 69 on the basis of, for example, the outcome of conflict between the requirements of the various controls of the vehicle.

More specifically, the selector unit 69 selects the second calculation setting ignition timing in the case when it is necessary to deal with the rapid changes in the estimated torque and the estimated work (for example, at the time of gear change and stability control of the vehicle). On the other hand, i.e. when there is no need to deal with the rapid changes in the estimated torque and the estimated work (for example, when driving with automatic maintenance of speed), the selector unit 69 selects the calculated setting ignition timing.

The selection of the selector block 69 is supplied to the unit 70 evaluation of the energy of exhaust gases. When the selector unit 69 selects the "second settlement setting ignition timing", the actual energy of the exhaust gases, as described below, deviates from the calculated energy of the exhaust ha is s (integral). Therefore, the integral value of the actual energy of exhaust gases (hereinafter referred to as the energy of the exhaust gases (integral)") is estimated by the block 70 evaluation of the energy of exhaust gases on the basis of the second settlement install ignition timing. Estimated actual energy of the exhaust gases (integral) is supplied to the unit 62 calculation of installation ignition timing. When the selector block 69 is selected again calculated setting the ignition timing, the block 62 calculation of energy of exhaust gases calculates the estimated energy of the exhaust gases (instant), taking into account the actual energy of exhaust gases (integral).

Figure 6(A)-6(D) are timing diagrams showing in the present second embodiment, the change in the calculated energy of the exhaust gases at a point in time when setting the ignition timing is changed to the rapid changes of the calculated torque. Specifically, figure 6(A) shows the variation in the calculated torque; figure 6(B) shows the variation of the integral value of the estimated energy of the exhaust gases; figure 6(C) shows the variation in the instantaneous values of the calculated energy of the exhaust gases; and figure 6(D) shows the change of settlement install ignition timing.

Heating of the catalyst begins at the time t11 to the time. In this IOM is NT t11-time is determined by the settlement (integral) energy Ea(t14) of the exhaust gases to the time t14 to the time, which occurs after a specified period of time. In addition, dividing this estimated (integral) energy Ea(t14) exhaust gas for a specified period of time in order to calculate the estimated energy of the exhaust gases (instant) for the time t11 to the time shown in Fig.6(C). In addition, as shown in Fig.6(D), is calculated, the calculated setting the ignition timing for the implementation of the design energy of exhaust gases (instant).

It should be noted that, although not shown, the second calculation setting ignition timing for the implementation of the computational work is calculated by block 68 calculate a second estimated installation ignition timing at the same time, when calculated above calculated setting ignition timing. At the time t11 to the time selector unit 69 selects the "estimated installation ignition timing"because there are no rapid changes in the estimated torque with which you must deal with.

As shown in Fig.6(A) calculated torque changes rapidly (unexpectedly falls) at the time t12 to the time. In this example, the calculated torque is returned to the previous value at the time t13 to the time, which occurs after a specified period of time from the time t12 to the time. Therefore, the estimated torque is implemented what about the priority during the period of time from time t12 to time t13 to time. In the selector block 69 considering the above-mentioned selection of the "second settlement install ignition timing to deal with this rapid change in the estimated torque.

In particular, as shown in Fig.6(D), the calculated setting the ignition timing that is more retarded than that which prevails since the time t11 to the time t12 to the time specified in the time t12 to the time. This causes increase in energy of exhaust gases to the total energy generated in the engine 1. Consequently, the actual energy of the exhaust gases (instant) becomes larger than the calculated energy of the exhaust gases (instant) within a specified period of time, as shown by hatching N figure 6(C). In other words, the calculated energy of the exhaust gases (instant) is not realized within the defined period In time, when the priority is implemented by the estimated torque.

More specifically, as shown in Fig.6(B), the actual energy of the exhaust gases (integral) becomes larger than the calculated energy of the exhaust gases (integral) during this period of time. That is, the calculated energy of the exhaust gases (integral) not implemented over a period of time.

Then the calculated energy of the exhaust gases (instant) is converted into oment time t13, when the calculated torque is returned to the previous value, and the period of time during which the estimated torque is implemented by priority ends. At this point, the block 70 evaluation of the energy of exhaust gases calculates the actual energy of the exhaust gases (integral) based on the second estimated energy of the exhaust gases over a period of time. In accordance with this, the block 70 assessment estimated energy of the exhaust gases at the time t13 to the time calculates the estimated energy of the exhaust gases (instant), taking into account the actual energy of exhaust gases (integral), so that the previously calculated estimated (integral) energy Ea(t14) of the exhaust gases will be achieved in the time t14 to the time.

Specifically, the block 62 calculation of energy of exhaust gases calculates the estimated energy of the exhaust gases (instant) for the time t14 to the time by dividing the difference between the actual energy of the exhaust gases (integral) at the time t13 and time settlement (integral) energy Ea(t14) of the exhaust gases for the period of time from time t13 to time t14 to time.

More specifically, the calculated setting the ignition timing for the implementation of the recalculated estimated energy of exhaust gases (immediate) calculates the above described block 67 calculation setup operas is the position of the ignition. Then the calculated setting the ignition timing for the implementation of design energy of exhaust gases (instant) is selected selector block 69.

As described above, in the present second embodiment, may be a choice between the calculated setting the ignition timing and the second estimated by setting the ignition timing to track rapid changes in the estimated torque, which can not be tracked when using throttling the intake air. During the period of time when you select the second calculation setting ignition timing, estimated the actual energy of the exhaust gases (integral) during this period of time, since it is impossible to reach the design energy of exhaust gases (instant, integral). In this case, when again selects the calculated setting the ignition timing, the calculated energy of the exhaust gases (integral) is calculated based on actual energy of exhaust gases (integral). Therefore, the previously calculated estimated (integral) energy Ea(t14) of the exhaust gases can be achieved even in the case when the estimated torque change quickly.

In the present second embodiment, the block 68 calculate a second estimated installation ignition timing matched what there is "a means of calculating the second installation of the ignition timing in the fourth aspect of the present invention; the selector block 69 corresponds to the "tool to select the ignition" in the fourth aspect of the present invention; block 62 calculation of energy of exhaust gases corresponds to the "correction means" in the fifth or sixth aspect of the present invention; and block 70 evaluation of the energy of exhaust gases in line with the "tool for the assessment of the energy of the exhaust gases in the sixth aspect of the present invention.

1. The control device of the internal combustion engine, comprising:
the means of calculating control values to compute the set of control variables, by which regulates the energy produced by the internal combustion engine; and
the vehicle drive control for the exposure control multiple actuators on the basis of sets of control values, calculated by means of the calculation of control values,
this means the calculation of control values contains:
the means of calculating the required values to calculate the required value related to the energy of the internal combustion engine, the required value related to the exhaust of the internal combustion engine, and the required value related to the heat loss during cooling of the internal combustion engine, respectively, as is the power; and
means summing the required values for the summation of each of the required values calculated by means of calculating the required value, to determine the total required value,
this means the calculation of control values defines a set of control values on the basis of the total required value.

2. The device according to claim 1, in which
numerous control variables represents the amount of intake air and the installation of ignition, and
the means of calculating the control value further comprises:
the means of calculating the amount of fuel to calculate the amount of fuel required to produce the total quantity required;
the means of calculating the amount of intake air to calculate the amount of intake air required to implement a given ratio of air to fuel, when using the quantity of the supplied fuel; and
the calculator tool installation ignition timing to calculate the installation of the ignition timing when using the required value related to the exhaust.

3. The device according to claim 2, in which the tool calculate the installation of the ignition timing includes:
the means of calculating the amount of exhaust gas calculated for the I the amount of exhaust gas from the internal combustion engine when using the quantity of the supplied fuel and the amount of intake air; and
the means of calculating the temperature in the cylinder to calculate the temperature in the cylinder based on the amount of exhaust gas and the required value related to the exhaust,
the tool calculate the installation of the ignition timing calculates the setting ignition timing on the basis of the temperature in the cylinder.

4. The device according to claim 2, in which
internal combustion engine installed on the vehicle, and
the means of calculating control values contains:
the means of calculating the second installation of the ignition timing to calculate the second installation of ignition timing on the basis of the required value relating to energy; and
tool set ignition timing for setting the ignition timing calculated by the calculator tool installation ignition timing, or the second installation of the ignition timing based on the condition of the vehicle.

5. The device according to claim 4 in which the means of calculating the control value further comprises correction means for correcting the desired value related to the exhaust, when setting the ignition timing is selected again by means of setting the ignition timing after the second ignition timing is selected by the selector set operazioni the ignition.

6. The device according to claim 5, in which
the means of calculating the control value further comprises means for estimating the energy of exhaust gases to assess the actual energy of the exhaust gases generated during the time period in which the second ignition timing is selected by the selector installation timing ignition timing, and
correcting means corrects the desired value related to the exhaust, taking into account the actual energy of the exhaust gases, estimated by means of estimating the energy of exhaust gases.



 

Same patents:

FIELD: engines and pumps.

SUBSTANCE: proposed device comprises control unit connected to feed pipeline between duel tank and ICE, fuel consumption metre, data accumulator, fuel sampler and fuel analyser. Fuel analyser allows continuous analysis. Additionally, said analyser incorporates a number of fuel parametres, and/or assemblage of data on emission quota related to climatic and/or geographic conditions. Assemblage of data on emission quota comprises the data on one or larger amount of gases CO2, NOx, and CO, as well as emission of solid particles. Proposed method of controlling fuel feed into ICE comprises the following stages: connecting control unit to feed pipeline between fuel tank and ICE; recording current fuel consumption at any time interval; determining fuel characteristics related with combustion products emission by continuous or periodical analysis; comparing current emission of combustion products with tolerances. In case the latter are exceeded, correcting fuel feed into ICE. Said correction comprises limiting or terminating fuel feed, adjusting ICE power output, limiting ICE running time and/or running distance.

EFFECT: higher accuracy of analysis.

6 cl, 2 dwg

FIELD: engines and pumps.

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FIELD: engines and pumps.

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30 cl, 25 dwg

FIELD: engines and pumps.

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24 cl, 3 dwg

FIELD: engines and pumps.

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25 cl, 4 dwg

FIELD: engines and pumps.

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1 dwg

FIELD: engines and pumps.

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6 cl, 1 dwg

FIELD: mechanical engineering; internal combustion.

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1 dwg

FIELD: mechanical engineering; control of spark ignition internal combustion engines.

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6 cl, 5 dwg

FIELD: mechanical engineering; engines.

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12 cl, 8 dwg

FIELD: engines and pumps.

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7 cl, 9 dwg

FIELD: engines and pumps.

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2 cl, 2 dwg

FIELD: engines and pumps.

SUBSTANCE: invention is related to propulsion engineering, in particular, to systems for control of internal combustion engine sets. Device for power rise that brings power to driveshaft, comprises the following components: internal combustion engine, unit for transformation of torsion torque, which transforms internal combustion engine risen power due to transformation of torsion torque and transmits transformed power to driveshaft; module for setting of target traction force that sets target traction force brought to driveshaft; module for setting of target power, which sets target power taken from internal combustion engine based on specified target traction force; module for setting of target working mode, which sets target working mode of internal combustion engine based on set target power, established ratio of fuel supply through valve for fuel injection into cylinder and fuel supply through valve for fuel injection into channel, the first limitation and the second limitation. The first limitation is imposed on working mode of internal combustion engine with joint supply of fuel through valve for fuel injection into cylinder and valve for injection of fuel in channel, with previously specified first ratio. The second limitation is imposed on working mode of internal combustion engine with joint supply of fuel through valve for fuel injection in cylinder and valve for fuel injection in channel with previously specified second ratio, which differs from mentioned first ratio. Control module, which controls internal combustion engine and unit of torsion torque transformation, to provide for operation of internal combustion engine in target working mode with fuel supply at specified ratio and to provide for bringing of target traction force to driveshaft. Transport vehicle equipped with device for power rise comprises bridge connected to driveshaft. Method for control of device for power rise, in which: target traction force brought to driveshaft is specified, and target power is set, which is taken from internal combustion engine, based on specified target traction force; target working mode of internal combustion engine is set, based on specified target power, established ratio of fuel supply through valve for fuel injection in cylinder and supply of fuel through valve for injection of fuel in channel, the first limitation and the second limitation. The first limitation is imposed on working mode of internal combustion engine with joint supply of fuel through valve for fuel injection into cylinder and valve for injection of fuel in channel, with previously specified first ratio. The second limitation is imposed on working mode of internal combustion engine with joint supply of fuel through valve for fuel injection in cylinder and valve for fuel injection in channel with previously specified second ratio, which differs from mentioned first ratio; and internal combustion engine and unit for transformation of torsion torque are controlled to provide for operation of internal combustion engine in target working mode with fuel supply at specified ratio and provision of bringing of target traction force to driveshaft.

EFFECT: provision of efficient operation of internal combustion engine with joint supply of fuel through valves for fuel injection into cylinder and valves for fuel injection into channel with established ratio, and also provision of acceptable engine operation with joint supply of fuel through valves for fuel injection into cylinder and valves for fuel injection into channel with established ratio.

13 cl, 11 dwg

FIELD: mechanical engineering; internal combustion engines.

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EFFECT: provision of automatic control of metered delivery of fuel-air mixture or fuel through outlet channels of carburetor at idling within wide range of control of mixture composition.

2 cl, 1 dwg

FIELD: mechanical engineering; internal combustion engines.

SUBSTANCE: invention relates to methods of control of engine units. According to proposed method, maximum value of output value or output parameter of engine unit is set and if actual value exceeds maximum value, measured are taken in response. Maximum tolerable value is formed depending on position of accelerator pedal and, at least under one mode of operation, it is filtered with account of dynamic characteristics ion intake manifold of internal combustion engine. In process of filtration, delay unit is used making it possible to take into account delay time characteristic for intake manifold. According to second control method, maximum value of output value or output parameter of engine unit is set and, if actual value exceeds maximum value, corresponding measured are taken in response. Maximum tolerable value is continuously decreased depending on receding of at least one value characterizing definite mode of operation from maximum vale. According to third method, maximum value of output value or output parameter of engine unit is set and if actual value exceeds said maximum value, corresponding measures are taken in response. Said maximum value is determined depending on minimum degree of cylinder filling and/or maximum value is determined depending on some minimum value which, in case of additional requirement for increase of torque, is formed using value which depends on engine temperature.

EFFECT: provision of optimum results at control of engine unit.

8 cl, 4 dwg

FIELD: mechanical engineering; transport engineering; engines.

SUBSTANCE: according to proposed method of control of vehicle engine unit having at least one regulated parameter, said parameter is regulated depending on at least one preset value of output parameter of engine unit. Said value is chosen from several preset values. At first stage, preset values which do not depend on engine unit are used first preset value. At second stage, basing of this preset value and at least one preset value depending on engine, second preset value is formed which acts onto at least one regulated parameter. Vehicle engine unit control device has at least one control unit with at least one microcomputer which puts out, depending on at least one preset value of output parameter of engine unit, at least one control action to change regulated parameter. First part contains programs which do not depend on engine and it interacts through interface with second part which contains programs depending on engine. First part makes it possible to put out preset values and parameters to interface and receive preset value and parameters from part which depends on engine. According to second design version, engine unit control device of vehicle has at least one control unit with at least one microcomputer which makes it possible to put out, depending on at least one preset value of output parameter of engine unit, at least one control action to change regulated parameter. Part contains programs which depend on engine on engine and interacts through interface with part containing programs which do not depend on engine. Part depending on engine makes it possible to put out to interface preset values and parameters and to receive preset values and parameters from engine part which do not depend on engine.

EFFECT: simplified control of engine unit.

12 cl, 8 dwg

The invention relates to the engine and is intended for electrical control of supply of liquid or gaseous fuel into the cylinders of internal combustion engine, especially a diesel engine, equipped with nozzles fuel injection electromagnetic drive valve body

The invention relates to a method of controlling the power unit of the vehicle

The invention relates to engine and is designed for electronic control of the supply of liquid or gaseous fuel into the cylinders of the diesel engine

The invention relates to a system of automatic control of engine speed, in particular to the system of automatic control of engine speed, quickly reaching a given speed and keep it constantly, regardless of changes in engine load, and improves the accuracy of the regulation

FIELD: mechanical engineering; transport engineering; engines.

SUBSTANCE: according to proposed method of control of vehicle engine unit having at least one regulated parameter, said parameter is regulated depending on at least one preset value of output parameter of engine unit. Said value is chosen from several preset values. At first stage, preset values which do not depend on engine unit are used first preset value. At second stage, basing of this preset value and at least one preset value depending on engine, second preset value is formed which acts onto at least one regulated parameter. Vehicle engine unit control device has at least one control unit with at least one microcomputer which puts out, depending on at least one preset value of output parameter of engine unit, at least one control action to change regulated parameter. First part contains programs which do not depend on engine and it interacts through interface with second part which contains programs depending on engine. First part makes it possible to put out preset values and parameters to interface and receive preset value and parameters from part which depends on engine. According to second design version, engine unit control device of vehicle has at least one control unit with at least one microcomputer which makes it possible to put out, depending on at least one preset value of output parameter of engine unit, at least one control action to change regulated parameter. Part contains programs which depend on engine on engine and interacts through interface with part containing programs which do not depend on engine. Part depending on engine makes it possible to put out to interface preset values and parameters and to receive preset values and parameters from engine part which do not depend on engine.

EFFECT: simplified control of engine unit.

12 cl, 8 dwg

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