JP-7856081-B2 - Control device for internal combustion engines

JP7856081B2JP 7856081 B2JP7856081 B2JP 7856081B2JP-7856081-B2

Inventors

山元亮治
橋之口紘史

Assignees

トヨタ自動車株式会社

Dates

Publication Date: 20260511
Application Date: 20231106

Claims (1)

A control device applied to an internal combustion engine having multiple cylinders, which performs fuel injection correction to suppress fluctuations in output torque between cylinders, The process of calculating the torque for each cylinder, which is the output torque for each cylinder, A process to calculate the short-term average torque for each cylinder, which is the average value of the torque for each cylinder calculated during the first cycle period, A process for calculating the long-term average torque for each cylinder, which is the average value of the torque for each cylinder calculated during a second cycle period that is longer than the first cycle period, A control device for an internal combustion engine that performs the following process: calculating the injection correction amount for implementing the fuel injection correction based on the short-term average torque for each cylinder until the number of cycles since the start of the internal combustion engine reaches a predetermined value, and calculating the injection correction amount for implementing the fuel injection correction based on the long-term average torque for each cylinder after the number of cycles since the start of the internal combustion engine reaches the predetermined value.

Description

This invention relates to a control device for an internal combustion engine. The control device described in Patent Document 1 estimates the output torque of an internal combustion engine based on various values. Japanese Patent Publication No. 2010-125993 A diagram showing the configuration of the drive system and control device of an internal combustion engine according to one embodiment.A flowchart showing the procedure of processing performed by the control device according to the said embodiment. The following describes one embodiment with reference to the drawings. <Configuration of the drive system and control system of an internal combustion engine> As shown in Figure 1, the internal combustion engine 10 mounted on the vehicle 500 has four cylinders #1 to #4. A throttle valve 14 is provided in the intake passage 12 of the internal combustion engine 10. A port injection valve 16 is provided in the intake port 12a, which is the downstream part of the intake passage 12, for injecting fuel into the intake port 12a. The air drawn into the intake passage 12 and the fuel injected from the port injection valve 16 flow into the combustion chamber 20 when the intake valve 18 opens. Fuel is injected into the combustion chamber 20 from the in-cylinder injection valve 22. The mixture of air and fuel in the combustion chamber 20 is subjected to combustion by the spark discharge of the spark plug 24. The combustion energy generated at that time is converted into rotational energy of the output shaft 26. The fuel-air mixture used for combustion in the combustion chamber 20 is discharged as exhaust into the exhaust passage 30 when the exhaust valve 28 opens. The exhaust passage 30 is equipped with a three-way catalyst 32 having oxygen storage capacity and a gasoline particulate filter (GPF 34). In this embodiment, the GPF 34 is assumed to be a filter for collecting PM (particulate matter) on which the three-way catalyst is supported. An input shaft 51 is connected to the carrier C of the planetary gear mechanism 50, which constitutes the power split device. The input shaft 51 is connected to the output shaft 26 via a damper 150. The sun gear S of the planetary gear mechanism 50 is mechanically connected to the rotating shaft 52a of the first motor generator 52. Furthermore, the ring gear R of the planetary gear mechanism 50 is mechanically connected to the rotating shaft 54a of the second motor generator 54 and the drive wheel 60. An AC voltage is applied to the terminals of the first motor generator 52 by an inverter 56. An AC voltage is also applied to the terminals of the second motor generator 54 by an inverter 58. In a vehicle 500 with this configuration, torque from the internal combustion engine 10 and the first motor generator 52 acts on the output shaft 26. The control device 70 controls the internal combustion engine 10 and operates the engine's control components, such as the throttle valve 14, port injection valve 16, in-cylinder injection valve 22, and spark plug 24, to control the torque and exhaust component ratio, which are the control quantities of the engine. The control device 70 also controls the first motor generator 52 and operates the inverter 56 to control its rotational speed, which is the control quantity of the first motor generator 52. Furthermore, the control device 70 controls the second motor generator 54 and operates the inverter 58 to control its torque, which is the control quantity of the second motor generator 54. Figure 1 shows the operation signals MS1 to MS6 for the throttle valve 14, port injection valve 16, in-cylinder injection valve 22, spark plug 24, and inverters 56 and 58, respectively. The control device 70 refers to the intake air volume Ga detected by the airflow meter 80, the output signal Scr from the crank angle sensor 82, and the water temperature THW detected by the water temperature sensor 86 in order to control the control amount of the internal combustion engine 10. Furthermore, the control device 70 refers to the output signal Sm1 from the first rotation angle sensor 90, which detects the rotation angle of the first motor generator 52, in order to control the control amount of the first motor generator 52. Also, the control device 70 refers to the output signal Sm2 from the second rotation angle sensor 92, which detects the rotation angle of the second motor generator 54, in order to control the control amount of the second motor generator 54. Furthermore, the control device 70 refers to the output signal Sm3 from the third rotation angle sensor 96, which detects the rotation angle of the input shaft 51. Finally, the control device 70 refers to the accelerator operation amount ACCP, which is the amount of accelerator pedal depression detected by the accelerator sensor 94, and the vehicle speed SP, which is the vehicle speed of the vehicle 500 detected by the vehicle speed sensor 95. The control device 70 calculates the angular velocity ωE of the output shaft