INTERNAL COMBUSTION ENGINE CONTROL METHOD AND CONTROL DEVICE

• Main Authors: TAKAHASHI MASATSUGU, CHIHARA TAKESHI, SHIAKU NORIYUKI
• Format: Patent
• Language: English; Japanese
• Published: 03.03.2023
• Subjects: ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS INVEHICLES; ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OFTRANSMISSIONS IN VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GASEXHAUST OR FUEL SUPPLY OF PROPULSION UNITS, IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; BLASTING; COMBUSTION ENGINES; COMBUSTION ENGINES IN GENERAL; CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE ORDIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; CONTROLLING COMBUSTION ENGINES; HEATING; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; INTERNAL-COMBUSTION PISTON ENGINES; LIGHTING; MECHANICAL ENGINEERING; PERFORMING OPERATIONS; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TOTHE CONTROL OF A PARTICULAR SUB-UNIT; TRANSPORTING; VEHICLES IN GENERAL; WEAPONS

To enable an intake amount to be instantly changed in stages during transition between a stoichiometric combustion mode and a lean combustion mode.SOLUTION: An internal combustion engine 2 for power generation in a series hybrid vehicle is operated at either a first operation point for achieving highest fuel economy and a second operation point for high output power generation with a rotation speed and a load higher than the same at the first operation point. The first operation point corresponds to a lean combustion mode for achieving a lean air-fuel ratio. The second operation point corresponds to a stoichiometric combustion mode for achieving a theoretical air-fuel ratio. A motor generator section 12c of an electrically assisted turbocharger 12 performs power running and regeneration during transition between the modes so as to cause an intake amount change to have a delay through opening control of a throttle valve 22 and a waste gate valve 34.SELECTED DRAWING: Figure 2 【課題】ストイキ燃焼モードとリーン燃焼モードとの間の移行時に、吸気量を応答性よくステップ的に変化させる。【解決手段】シリーズハイブリッド車両における発電用の内燃機関２は、最良燃費点となる第１の運転点と、これよりも高速高負荷側の高出力発電用の第２の運転点と、のいずれかで運転される。第１の運転点はリーン空燃比を目標としたリーン燃焼モードであり、第２の運転点は理論空燃比を目標としたストイキ燃焼モードである。モード移行時に、スロットルバルブ２２およびウェストゲートバルブ３４の開度制御による吸気量変化の遅れを補うように、電動アシストターボチャージャ１２のモータジェネレータ部１２ｃの力行・回生が行われる。【選択図】図２