Controller for internal combustion engine

Patent metadata

Field	Value
Publication number	US-2016290307-A1
Application number	US-201415036453-A
Country	US
Kind code	A1
Filing date	Nov 10, 2014
Priority date	Nov 14, 2013
Publication date	Oct 6, 2016
Grant date	—

Abstract

A controller for an internal combustion engine includes a crank angle detector and an ECU. The ECU is configured to: (a) calculate a mass fraction burned; (b) acquire the crank angle, which is detected by the crank angle detector when the mass fraction burned reaches a predetermined mass fraction burned, as a specified crank angle; and (c) control at least one of an amount of fuel injected, an amount of intake air, or ignition energy on the basis of a first difference. The first difference is a difference between a first parameter and a second parameter. The first parameter is a crank angle period from an ignition time to the specified crank angle or a correlation value of the crank angle period. The second parameter is a target value of the crank angle period or a target value of the correlation value.

First claim

What is claimed is:

1 . A controller for an internal combustion engine, the controller comprising:
a crank angle detector configured to detect a crank angle; and an ECU configured to:
(a) calculate a mass fraction burned;
(b) acquire the crank angle, which is detected by the crank angle detector when the mass fraction burned reaches a predetermined mass fraction burned, as a specified crank angle;
(c) control at least one of an amount of fuel injected, an amount of intake air, or ignition energy on the basis of a first difference, the first difference being a difference between a first parameter and a second parameter, the first parameter being a crank angle period from an ignition time to the specified crank angle or a correlation value of the crank angle period, the second parameter being a target value of the crank angle period or a target value of the correlation value, wherein
the ECU is configured to set the target value on the basis of a degree of separation of a target ignition time from an optimal ignition time.

2 . The controller according to claim 1 , wherein the ECU is configured to control at least one of the amount of fuel injected, the amount of intake air, or the ignition energy on the basis of the first difference when an air-fuel ratio of fuel-air mixture in a cylinder is controlled in the vicinity of a lean-burning limit.

3 . The controller according to claim 1 , wherein the ECU is configured to set the target value on the basis of an engine rotation speed.

4 . The controller according to claim 1 , wherein the ECU is configured to set the target value on the basis of an engine load factor.

5 . (canceled)

6 . The controller according to claim 1 , wherein the ECU is configured to set the target value to be smaller as a degree of delay of the ignition time with respect to the optimal ignition time becomes larger.

7 . The controller according to claim 1 , wherein the ECU is configured to set the target value to be larger as a degree of advance of the ignition time with respect to the optimal ignition time becomes larger.

8 . The controller according to claim 1 , wherein the ECU is configured to:
(d) calculate a combustion gravity center position on the basis of the mass fraction burned; and (e) control the ignition time such that a second difference between the combustion gravity center position and a target combustion gravity center position is zero.

9 . The controller according to claim 1 , wherein the ECU is configured to:
(f) acquire a maximum in-cylinder pressure crank angle at which the in-cylinder pressure is a maximum in a combustion period; and (g) control the ignition time such that a third difference between the maximum in-cylinder pressure crank angle and a target maximum in-cylinder pressure crank angle is zero.

10 . The controller according to claim 8 , wherein the ECU is configured to control at least one of the amount of fuel injected, the amount of intake air, or the ignition energy on the basis of the first difference when the second difference is equal to or less than a predetermined value by the control of the ignition time.

11 . The controller according to claim 9 , wherein the ECU is configured to control at least one of the amount of fuel injected, the amount of intake air, or the ignition energy on the basis of the first difference when the third difference is equal to or less than a predetermined value by the control of the ignition time.

12 . The controller according to claim 10 , wherein the ECU is configured to control a response speed of the control of the ignition time so as to be higher than a response speed of at least one of the amount of fuel injected, the amount of intake air, or the ignition energy.

13 . The controller according to claim 1 , wherein the predetermined mass fraction burned is 10%.

14 . The controller according to claim 1 , wherein the ECU is configured to:
(h) acquire a main combustion period on the basis of the mass fraction burned; and (i) change the target value depending on a length of the main combustion period.

15 . The controller according to claim 14 , wherein the ECU is configured to set the target value to be smaller as the main combustion period becomes longer.

16 . The controller according to claim 14 , wherein the ECU is configured to set the target value to be larger as the ignition time is more delayed when the main combustion period is shorter than a predetermined value.

17 . The controller according to claim 14 , wherein the ECU is configured to set the target value to be larger within a range not greater than a value at an ignition limit of a fuel-air mixture in a cylinder on the basis of the main combustion period when the main combustion period is shorter than a predetermined value.

18 . The controller according to claim 14 , wherein the ECU is configured to:
(j) calculate a combustion gravity center position on the basis of the mass fraction burned; and (k) control the ignition time such that a second difference between the combustion gravity center position and a target combustion gravity center position is zero.

19 . The controller according to claim 14 , wherein the ECU is configured to:
(l) acquire a maximum in-cylinder pressure crank angle at which the in-cylinder pressure is a maximum in a combustion period; and (m) control the ignition time such that a third difference between the maximum in-cylinder pressure crank angle and a target maximum in-cylinder pressure crank angle is zero.

20 . The controller according to claim 18 , wherein the ECU is configured to change the target value depending on the length of the main combustion period when the second difference is equal to or less than a predetermined value by the control of the ignition time.

21 . The controller according to claim 19 , wherein the ECU is configured to change the target value depending on the length of the main combustion period when the third difference is equal to or less than a predetermined value by the control of the ignition time.

22 . The controller according to claim 14 , wherein the ECU is configured to change the target value depending on the length of the main combustion period when the first difference is equal to or less than a predetermined value.

23 . The controller according to claim 14 , wherein the predetermined mass fraction burned is 10%.

Assignees

• Toyota Motor Co Ltd

Inventors

• Urano Shigeyuki
• Nagai Masakatsu
• Sakayanagi Yoshihiro

Classifications

• F02P5/045 Primary

  combined with electronic control of other engine functions, e.g. fuel injection (in general F02D37/02) · CPC title

• F02P15/02

  Arrangements having two or more sparking plugs · CPC title

• F02D37/02

  one of the functions being ignition · CPC title

• F02P9/002

  Control of spark intensity, intensifying, lengthening, suppression (by means of current control in the storage devices F02P3/05, F02P3/09, during starting F02P15/12) · CPC title

• F02D35/028 Primary

  by determining the combustion timing or phasing · CPC title