Control device of an internal combustion engine

Abstract

Control device (1) for an internal combustion engine (100) comprising several cylinders (150 - 154), wherein the control device (1) comprises the following: a combustion state detection unit that detects whether the multiple cylinders (150-154) are in a normal combustion state or an anomalous combustion state; and a control unit that controls the driving of a vehicle auxiliary machine, which is a load of a combustion torque generated in the cylinder (150 - 154), wherein in a case where it is determined that any of the several cylinders (150 - 154) is in an anomalous combustion state, the control unit suppresses the driving of the vehicle auxiliary machine at a predetermined combustion time of the cylinder (150 - 154) in the anomalous combustion state.

Description

Technical field

[0001] The present invention relates to a control device for an internal combustion engine. Technical background

[0002] In order to improve the fuel efficiency of a vehicle, a control device for an internal combustion engine has been developed in recent years, which incorporates a technique of operation with an air / fuel mixture that is leaner than a theoretical air / fuel ratio, or a technique of using part of the exhaust gas after combustion.

[0003] In this type of control device for an internal combustion engine, the fuel and air quantities in the combustion chamber deviate from the theoretical values, resulting in unstable combustion. Consequently, vibrations in the vehicle increase due to the fluctuating combustion torque (engine torque) of the internal combustion engine, thus reducing driving comfort for the driver.

[0004] PTL 1 attempts to stabilize combustion by controlling an ignition device based on the cylinder internal pressure and a pre-ignition volume in a case where the air / fuel ratio is lean.

[0005] PTL 2 relates to a device for reducing the vibration of an internal combustion engine, comprising an electric generator, a device for detecting and calculating angular accelerations, an assessment device for abnormal combustion, and a field excitation device that generates a vibration torque upon detection of abnormal combustion by means of a targeted pulsating field current. The field excitation is precisely time-controlled by a timer, based on half the engine's natural frequency. List of oppositions patent literature PTL 1: JP 2008 - 274 811 A PTL 2: DE 691 17 837 T2 Summary of the invention: Technical problem

[0006] The technique described in PTL 1 assumes a uniform temperature distribution in the cylinder before ignition and no gas flow. However, the temperature distribution and gas flow in the cylinder after actual ignition are not reflected in this technique. Therefore, combustion in the combustion chamber cannot be stabilized. As a result, vibration in the internal combustion engine increases due to the increased fluctuation of combustion torque, thus deteriorating driver comfort.

[0007] Therefore, it is an object of the present invention to reduce the fluctuations of the combustion torque in an internal combustion engine in order to reduce vibrations and prevent a deterioration of the driving quality for the driver. Solution to the problem

[0008] To solve the problems described above, a control device for a multi-cylinder internal combustion engine includes a combustion state detection unit that detects whether multiple cylinders are in a normal combustion state or an anomalous combustion state, and a control unit that manages the driving of an auxiliary vehicle machine, which is a load of combustion torque generated in the cylinder. The control unit suppresses the driving of the auxiliary vehicle machine at a predetermined combustion time of the cylinder in the anomalous combustion state if any of the multiple cylinders is determined to be in an anomalous combustion state. Advantageous effects of the invention

[0009] According to this invention, vibration in an internal combustion engine can be reduced by suppressing the fluctuation of the combustion torque, and the deterioration of the driver's driving comfort can be prevented. Brief description of the drawings Fig. Figure 1 is a graphical representation to describe a configuration of an internal combustion engine and the main parts of a control device of the internal combustion engine according to an embodiment. Fig. Figure 2 is a functional block diagram for describing a functional configuration of the control device. Fig. Figure 3 is a schematic view to describe a main configuration of an internal combustion engine to which the control device is applied. Fig. Figure 4 is a top view to describe an arrangement of the cylinders. Fig. Figure 5 is a schematic view to describe a fuel pump. Fig. Figure 6 is a graphical representation to describe the operating principle of the fuel pump. Fig. Figure 7 is an example of a signal shape for cylinder internal pressure detected by a combustion pressure sensor. Fig. Figure 8 is an example of a signal shape for cylinder internal pressure detected by a combustion pressure sensor. Fig. Figure 9 is a graphical representation to describe an example of a difference between cylinder internal pressure in a normal state and cylinder internal pressure in a flameout state. Fig. Figure 10 is a graphical representation to describe an example of combustion torque (engine torque) produced in a conventional internal combustion engine. Fig. Figure 11 is a graphical representation to describe an example of a combustion torque (engine torque) generated in the internal combustion engine of the embodiment. Fig. Figure 12 is a graphical representation to describe an example of a combustion torque (engine torque) generated in an internal combustion engine according to a second embodiment. Fig. 13 is a flowchart of a control procedure of the fuel pump by the control device according to the embodiment. Fig. Figure 14 is a flowchart of a method for controlling the fuel pump by the control device according to a further embodiment. Description of the embodiments

[0010] The following describes a control device 1 for an internal combustion engine according to an embodiment of the invention. As an example, the embodiment describes a case in which the control device 1 controls an inline four-cylinder internal combustion engine 100.

[0011] In the following embodiment, a combination of some or all of the configurations of the internal combustion engine 100 and some or all of the configurations of the control device 1 is referred to as the control device 1 of the internal combustion engine 100. [Internal combustion engine]

[0012] Fig. Figure 1 is a graphical representation to describe the configuration of the main parts of the control device 1 of the internal combustion engine 100.

[0013] Fig. Figure 2 is a functional block diagram for describing the functional configuration of control device 1.

[0014] In the internal combustion engine 100, the air drawn in from the outside flows through an air filter 110, an intake pipe 111 and an intake manifold 112, flowing into each cylinder 150. The amount of air flowing into each cylinder 150 is adjusted by a throttle valve 113, and the amount of air adjusted by the throttle valve 113 is measured by a flow sensor 114.

[0015] The throttle valve 113 is equipped with a throttle valve opening sensor 113a for detecting the opening of the throttle valve, whereby the opening information of the throttle valve 113 detected by the throttle valve opening sensor 113a is output to the control device (electronic control unit: ECU) 1.

[0016] The throttle valve 113 is an electronically controlled throttle valve driven by an electric motor. However, any other type can be used as long as the airflow rate can be adjusted appropriately.

[0017] The temperature of the air flowing into each cylinder 150 is detected by an intake air temperature sensor 115.

[0018] A crank angle sensor 121 is provided on the outside in the radial direction of a ring gear 120 attached to a crankshaft 123, wherein the crank angle sensor 121 detects a rotation angle of the (not illustrated) crankshaft. In the embodiment, the crank angle sensor 121 detects the rotation angle of the crankshaft 123 every 10° and in each combustion cycle.

[0019] A water temperature sensor 122 is provided in a (not illustrated) water jacket of the cylinder head 180 (see Fig. 3), wherein the water temperature sensor 122 detects the temperature of the cooling water of the internal combustion engine 100.

[0020] Additionally, the vehicle is equipped with an accelerator pedal position sensor (APS) 126, which detects the amount of displacement (depression) of an accelerator pedal 125. The accelerator pedal position sensor 126 detects a requested torque from the driver. The requested torque from the driver, detected by the accelerator pedal position sensor 126, is output to the control device 1 described below. The control device 1 controls the throttle valve 113 based on this requested torque.

[0021] Fuel stored in a fuel tank 130 is drawn in by a fuel pump 131 and pressurized. It then flows through a fuel line 133 equipped with a pressure regulator 132 and is directed to a fuel injector (injector nozzle) 134. The fuel dispensed by the fuel pump 131 is adjusted to a predetermined pressure by the pressure regulator 132 and injected by the fuel injector 134 into each cylinder 150. As a result of the pressure adjustment by the pressure regulator 132, excess fuel is returned to the fuel tank 130 via a return line (not shown).

[0022] The cylinder head 180 (see Fig. 3) The internal combustion engine 100 is equipped with a combustion pressure sensor (also referred to as a cylinder pressure sensor (CPS) or cylinder pressure sensor) 140. The combustion pressure sensor 140 is provided in each cylinder 150 and detects the pressure (combustion pressure) in the cylinder 150.

[0023] The combustion pressure sensor 140 is a vibration detection sensor that measures the mechanical vibration of the internal combustion engine 100. In this embodiment, the combustion pressure sensor 140 is a non-resonant vibration detection sensor capable of detecting the vibration of the internal combustion engine 100 over a wide frequency band.

[0024] Each cylinder 150 is equipped with an exhaust manifold 160, which expels the combustion gas (exhaust gas) to the outside of the cylinder 150. A three-way catalyst 161 is provided on the exhaust side of the exhaust manifold 160, whereby the exhaust gas is cleaned by the three-way catalyst 161 and then expelled to the atmosphere.

[0025] An upstream air / fuel ratio sensor 162 and an exhaust gas temperature sensor 164 are provided on the upstream side of the three-way catalytic converter 161. The upstream air / fuel ratio sensor 162 continuously detects the air / fuel ratio of the exhaust gas expelled from each cylinder 150. The exhaust gas temperature sensor 164 measures the temperature of the exhaust gas expelled from cylinder 150.

[0026] A downstream air / fuel ratio sensor 163 is provided on a downstream side of the three-way catalyst 161. The downstream air / fuel ratio sensor 163 outputs a switching detection signal in the vicinity of a theoretical air / fuel ratio. In this embodiment, the downstream air / fuel ratio sensor 163 is an O2 sensor.

[0027] Additionally, a spark plug 200 is provided at the top of each cylinder 150, whereby a spark ignites an air / fuel mixture in the cylinder 150 through the discharge (ignition) of the spark plug 200. An explosion takes place in the cylinder 150, pushing a piston 170 downwards. As the piston 170 is pushed downwards, the crankshaft 123 rotates.

[0028] An ignition coil (not illustrated) that generates a voltage supplied to the spark plug 200 is connected to the spark plug 200, the voltage generated by the ignition coil (not illustrated) causing a discharge between a center electrode (not illustrated) and an outer electrode (not illustrated) of the spark plug 200.

[0029] Back in Fig. The output signals from various sensors, such as the throttle valve opening sensor 113a, the flow sensor 114, the crankshaft angle sensor 121, the accelerator pedal position sensor 126, the water temperature sensor 122, and the combustion pressure sensor 140 described above, are output to the control device 1. The control device 1 detects the operating state of the internal combustion engine 100 based on the output signals from these various sensors and controls the amount of air flowing into the cylinder 150 (target air quantity), the amount of fuel injected, and the ignition timing of the spark plug 200.

[0030] The target air volume calculated by the control device 1 is converted by a throttle valve opening (target throttle valve opening) into an electronic throttle valve control signal and output to an electric motor (not illustrated) that drives the throttle valve 113. Furthermore, the ignition timing calculated by the control device 1 is output as an ignition signal, converted into an excitation start angle and an excitation angle, to an ignition coil (not illustrated) and discharged (ignited) by a spark plug 200 based on the ignition signal. [Hardware configuration of the control device]

[0031] Next, the complete hardware configuration of control device 1 will be described.

[0032] As in Fig. As illustrated in Figure 1, the control device 1 includes an analog input unit 10, a digital input unit 20, an A / D (analog / digital) conversion unit 30, a RAM (read / write memory) 40 and an MPU (microprocessing unit) 50, a ROM (read-only memory) 60, an I / O (input / output) port 70 and an output circuit 80.

[0033] The analog input unit 10 contains analog output signals from various types of sensors, such as the throttle valve opening sensor 113a, the flow sensor 114, the accelerator pedal position sensor 126, the upstream air / fuel ratio sensor 162, the downstream air / fuel ratio sensor 163, the combustion pressure sensor 140 and the water temperature sensor 122.

[0034] The A / D conversion unit 30 is connected to the analog input unit 10. The analog output signals from various sensors, which are input into the analog input unit 10, are subjected to signal processing, such as noise reduction, and then converted into digital signals by the A / D conversion unit 30 and stored in the RAM 40.

[0035] The digital output signal from the crank angle sensor 121 is entered into the digital input unit 20.

[0036] The I / O port 70 is connected to the digital input unit 20, whereby the digital output signal input into the digital input unit 20 is stored in the RAM 40 via the I / O port 70.

[0037] Each output signal stored in RAM 40 is processed by the MPU 50.

[0038] The MPU 50 executes a control program (not illustrated) stored in ROM 60 and performs a calculation on the output signal stored in RAM 40 according to the control program. The MPU 50 calculates a control value that defines the actuation amount of each actuator (e.g., the throttle valve 113, the pressure regulator 132, the spark plug 200, etc.) that controls the internal combustion engine 100, according to the control program, and temporarily stores the control value in RAM 40.

[0039] The control value stored in RAM 40, which defines the actuation amount of the actuator, is output to the output circuit 80 via the I / O port 70.

[0040] The output circuit 80 is equipped with a function of an ignition control unit 83 (see Fig. 3) provided, which controls a voltage applied to the spark plug 200. [Functional block of the control device]

[0041] Next, the functional configuration of control device 1 will be described.

[0042] Fig. Figure 2 is a functional block diagram for describing the functional configuration of the control device 1. Each function of the control device 1 is implemented by the MPU 50, which executes the control program stored in the ROM 60, and by the output circuit 80.

[0043] As in Fig. As illustrated in Figure 2, the output circuit 80 of the control device 1 contains a total control unit 81, a fuel injection control unit 82 and the ignition control unit 83.

[0044] The overall control unit 81 is connected to the accelerator pedal position sensor 126 and the combustion pressure sensor 140 (CPS) and receives a required torque (acceleration signal S1) from the accelerator pedal position sensor 126 and the output signal S2 from the combustion pressure sensor 140.

[0045] The overall control unit 81 performs the overall control of the fuel injection control unit 82 and the ignition control unit 83 on the basis of the required torque (acceleration signal S1) from the accelerator pedal position sensor 126 and the output signal S2 from the combustion pressure sensor 140.

[0046] In this embodiment, at least the combustion pressure information (oscillation: output signal S2) from the combustion pressure sensor 140 is input into the overall control unit 81, the overall control unit 81 detecting the combustion pressure and the occurrence of knocking based on this information.

[0047] The fuel injection control unit 82 is connected to a cylinder discrimination unit 84, which distinguishes each cylinder 150 of the internal combustion engine 100, an angle information generation unit 85, which measures the crank angle of the crankshaft 123, and a speed information generation unit 86, which measures the engine speed, and receives the cylinder discrimination information S3 from the cylinder discrimination unit 84, the crank angle information S4 from the angle information generation unit 85, and the engine speed information S5 from the speed information generation unit 86.

[0048] Furthermore, the fuel injection control unit 82 is connected to an intake air quantity measuring unit 87, which measures the amount of air taken in into the cylinder 150, a load information generation unit 88, which measures the engine load, and a water temperature measuring unit 89, which measures the temperature of an engine coolant, receiving the intake air quantity information S6 from the intake air quantity measuring unit 87, the engine load information S7 from the load information generation unit 88, and the coolant temperature information S8 from the water temperature measuring unit 89.

[0049] The fuel injection control unit 82 calculates the amount of fuel injected by the fuel injector 134 and the injection timing (fuel injector control information S9) based on the information received and controls the fuel injector 134 based on the calculated amount of fuel injected and the calculated injection timing.

[0050] In addition to the overall control unit 81, the ignition control unit 83 is connected to the cylinder discrimination unit 84, the angle information generation unit 85, the speed information generation unit 86, the load information generation unit 88 and the water temperature measurement unit 89, receiving information from them.

[0051] Based on the received information, the ignition control unit 83 calculates an excitation amount (excitation angle) to excite a (not illustrated) primary coil of the (not illustrated) ignition coil, an excitation start time and the time (ignition time) to switch off the current to excite the (not illustrated) primary coil.

[0052] The ignition control unit 83 controls the ignition by the spark plug 200 on the basis of the calculated excitation amount, the excitation start time and the ignition time by outputting an ignition signal SA to the (not illustrated) primary coil of the (not illustrated) ignition coil.

[0053] Furthermore, the combustion pressure information (cylinder internal pressure information) is entered by the overall control unit 81 and the knock information is entered into the ignition control unit 83.

[0054] The ignition control unit 83 calculates an ignition timing correction value from the MBT control based on combustion pressure information and a retardation correction value based on knock information. Based on these calculations, the ignition control unit 83 executes a minimal advance to control the best torque (MBT) or a retard if knocking occurs. [Main configuration of the internal combustion engine]

[0055] Next, a main configuration of the internal combustion engine 100 (vehicle direct injection gasoline engine) is described, to which the control device 1 is applied according to the embodiment.

[0056] Fig. Figure 3 is a schematic view to describe a main configuration of the internal combustion engine 100 (vehicle direct injection gasoline engine) to which the control device 1 is applied.

[0057] Fig. Figure 4 is a top view to describe the arrangement of each cylinder 150.

[0058] As in Fig. Figure 3 illustrates the internal combustion engine 100 according to the embodiment as an example of an inline four-cylinder gasoline internal combustion engine for a vehicle which performs spark ignition combustion.

[0059] As in Fig. As illustrated in Figure 4, the internal combustion engine 100 has a first cylinder 151, a second cylinder 152, a third cylinder 153, and a fourth cylinder 154 arranged in a line in a (not illustrated) cylinder block. Unless otherwise specified, the first cylinder 151 to the fourth cylinder 154 will be referred to simply as cylinder 150.

[0060] The spark plug 200 and the combustion pressure sensor 140 are located in a combustion chamber 150a of each cylinder 150. In the case where the internal combustion engine 100 is an inline four-cylinder engine, ignition and combustion by the spark plug 200 are carried out in the combustion chamber 150a of each cylinder 150 at a crankshaft rotation angle 123 of 180 degrees. Combustion in each cylinder 150 is carried out in the sequence of the first cylinder 151, the third cylinder 153, the fourth cylinder 154, and the second cylinder 152.

[0061] The pressure of the air flowing into each cylinder 150 is measured by an intake pressure sensor 116 provided in the intake manifold 112.

[0062] A cylinder head 180 is provided above each cylinder 150. The cylinder head 180 is equipped with an intake camshaft 5a, which actuates an intake valve 6a to regulate the intake of an air / fuel mixture into the cylinder 150, and an exhaust camshaft 5b, which actuates an exhaust valve 6b to regulate the exhaust of the exhaust gas from the cylinder 150. [Fuel pump]

[0063] Next, the fuel pump 131, which supplies high-pressure fuel to the fuel injector 134, is described.

[0064] Fig. Figure 5 is a schematic view to describe the fuel pump 131.

[0065] As in Fig. As illustrated in Figure 5, the fuel pump 131 is connected via a fuel line 133 to a fuel tank 130 and a fuel injector 134. The fuel pump 131 is connected to the intake camshaft 5a and is driven by the rotation of the intake camshaft 5a. A fuel pressure sensor 135 is provided in the fuel line 133 for measuring the fuel injection pressure at the fuel injector 134.

[0066] After increasing the pressure of the fuel supplied from the fuel tank 130, the fuel pump 131 sends the fuel to the fuel injector 134. The fuel injector 134 has a built-in ON-OFF valve and injects fuel into the cylinder 150 of the internal combustion engine 100 by opening the valve.

[0067] Next, the operating principle of fuel pump 131 will be described.

[0068] Fig. Figure 6 is a graphical representation to describe the operating principle of the fuel pump 131.

[0069] As in Fig. As illustrated in Figure 6, the fuel pump 131 closes an inlet valve 1311 at a predetermined time after fuel (arrow) has been introduced from the inlet valve 1311 into a pressure chamber 1312.

[0070] Next, in the fuel pump 131, the fuel pressure in the pressure chamber 1312 increases due to the rise of a plunger 1313 accompanying the rotation of a pump drive cam 500.

[0071] The fuel pump 131 opens the inlet valve 1311 when the fuel pressure in the pressure chamber 1312, measured by a (not illustrated) fuel pressure sensor, reaches a setpoint value.

[0072] The process of pressurizing the fuel pump 131 is a process from the closing to the opening of the inlet valve 1311. During this period, the drive torque of the pump drive cam 500 is required because the plunger 1313 is actuated by the rotation of the pump drive cam 500.

[0073] Because the pump drive cam 500 is locked to the crankshaft 123 of the internal combustion engine 100, the drive torque of the pump drive cam 500 becomes a reaction force with respect to the combustion torque (engine torque) generated by the combustion of the internal combustion engine 100. The sum of the drive torque of the pump drive cam 500 and the combustion torque is output externally as the engine torque of the internal combustion engine 100.

[0074] In this embodiment, the pump drive cam 500 has a basic rectangular shape in a sectional view. Each time the crankshaft 123 completes two revolutions (a 720-degree rotation), the pump drive cam 500 completes one revolution (a 360-degree rotation). Therefore, each time the crankshaft rotates half a turn, the drive torque of the pump drive cam 500 acts as a load on the crankshaft 123.

[0075] The shape of the pump drive cam 500 can be suitably determined according to the number of cylinders of the internal combustion engine 100, whereby it is desirable that the number of vertices of the pump drive cam 500 (e.g., four vertices of a square) is equal to the number of cylinders. In the case of a six-cylinder internal combustion engine, for example, two triangular pump drive cams can be used to adapt the total number of vertices of the pump drive cams to the number of cylinders. In the case of an eight-cylinder internal combustion engine, two rectangular pump drive cams can be used to adapt the total number of vertices of the pump drive cams to the number of cylinders.

[0076] In this embodiment, the control device 1 also controls the inlet valve 1311 of the fuel pump 131, so that it closes after the piston 170 in the cylinder 150 has passed top dead center. Therefore, the installation position of the pump drive cam 500 about the axis of rotation is fixed such that the plunger 1313 is actuated in an upward direction after the piston 170 has passed top dead center.

[0077] Therefore, the drive torque of the pump drive cam 500 is set such that it is a maximum value after the piston 170 has passed top dead center (see the middle part of the Fig. 11).

[0078] Next, a change in the cylinder internal pressure P in cylinder 150 is described.

[0079] Fig. Figure 7 is an example of a signal shape of the cylinder internal pressure detected by the combustion pressure sensor 140 and illustrates an example of a cylinder internal pressure P11 in a normal combustion state.

[0080] Fig. Figure 8 is an example of a signal shape of the cylinder internal pressure detected by the combustion pressure sensor 140 and illustrates an example of a cylinder internal pressure P1 in a flameout condition.

[0081] In the Fig. 7 and Fig. 8 represents the horizontal axis as time, while the vertical axis represents the cylinder pressure P.

[0082] As in Fig. As illustrated in Figure 7, the cylinder internal pressure P11 of cylinder 150 reaches a maximum value after top dead center in normal combustion conditions.

[0083] As in Fig. As illustrated in Figure 8, the maximum cylinder pressure P12 of cylinder 150 in the flameout condition is lower than the cylinder pressure P11 in the normal condition, with the point of maximum value occurring close to top dead center. Furthermore, the flameout condition is a state in which combustion begins after ignition and then quenching occurs during combustion, for example, in a case where the air / fuel ratio in cylinder 150 is lean.

[0084] Next up is Fig. 9 A graphical representation to describe an example of a difference A between the cylinder internal pressure P11 under normal conditions and the cylinder internal pressure P12 under flameout conditions. In Fig. 9 represents the horizontal axis as time, while the vertical axis represents the difference A (P11 - P12) between the cylinder internal pressure P11 in normal conditions and the cylinder internal pressure P12 in flameout conditions.

[0085] As in Fig. As illustrated in Figure 9, the control device 1 determines that, in a case where, during a period from ignition to top dead center, the difference A between the maximum value of the cylinder internal pressure P11 in the normal state and the maximum value of the cylinder internal pressure P12 in the flameout state has exceeded a predetermined threshold Ath and becomes smaller, the extinguishing has taken place in cylinder 150.

[0086] The threshold value Ath is a value that is calculated in advance by measuring several cylinder internal pressures in the normal combustion state and several cylinder internal pressures in the flameout state and forming the mean of the difference.

[0087] In this embodiment, the control device 1 determines that quenching has occurred in cylinder 150 if the difference A between the maximum cylinder internal pressures P in the specified cylinder 150 exceeds the specified threshold Ath. At top dead center, the drive torque of the pump drive cam 500 is reduced by opening the inlet valve 1311 of the fuel pump 131 (see the middle part of the Fig. 12). [Operation of the control device]

[0088] Next, an example of the combustion torque (engine torque) generated in the internal combustion engine 100 by the control device 1 is described.

[0089] First, an example of a combustion torque (engine torque) generated in the conventional internal combustion engine 100 is described.

[0090] Fig. Figure 10 is a graphical representation illustrating an example of combustion torque (engine torque) produced in a conventional internal combustion engine 100.

[0091] The upper part of the Fig. Figure 10 is a graphical representation in which the horizontal axis represents the rotation angle (crank angle) of the crankshaft 123, while the vertical axis represents the combustion torque transmitted to the crankshaft 123 by the combustion in each cylinder 150. The middle section is a graphical representation in which the horizontal axis represents the crank angle, while the vertical axis represents the drive torque of the fuel pump 131 (of the pump drive cam 500). The lower section is a graphical representation in which the horizontal axis represents the crank angle, while the vertical axis represents the sum of the combustion torque and the drive torque. The sum of the combustion torque and the drive torque is the torque output by the internal combustion engine 100 (engine torque).

[0092] Fig. 10 is a signal shape example in a case where the combustion of the first cylinder 151, the fourth cylinder 154 and the second cylinder 152 is in a normal state and the combustion of the third cylinder 153 is in a flameout state.

[0093] As in the upper part of the Fig. As illustrated in Figure 10, in the internal combustion engine 100, every time the crankshaft 123 rotates 180 degrees, combustion and explosion occur in each of the cylinders 151 to 154. The combustion torque reaches a minimum value at a time slightly before top dead center (approximately 180 degrees, approximately 360 degrees, approximately 540 degrees, approximately 720 degrees) and a maximum value at a time slightly after top dead center. Then, due to the quenching of combustion in the third cylinder 153, the maximum value of the combustion torque of the third cylinder 153 is less than the maximum value of the combustion torque of the other cylinders 151, 152, and 154.

[0094] Next, as in the middle part of the Fig. As illustrated in Figure 10, the control device 1 opens the inlet valve 1311 of the fuel pump 131, lifting the plunger 1313 by rotating the pump drive cam 500 at a time slightly before top dead center. The pressure in the pressure chamber 1312 is then increased. Finally, at top dead center, the control device 1 opens the inlet valve 1311, thereby reducing the pressure in the pressure chamber 1312.

[0095] As a result, the drive torque (the load) of the fuel pump 131 (of the pump drive cam 500) reaches its minimum value just before top dead center. The inlet valve 1311 opens at top dead center, releasing the pressure from the pressure chamber 1312. Therefore, the load phase resulting from the driving of the pump drive cam 500 reaches a generating end position at the top dead center of the crankshaft 123.

[0096] Next, as in the lower part of the Fig. As illustrated in 10, the total torque of the combustion torque of each cylinder is 150 (the upper part of the Fig. 10) and the drive torque of the pump drive cam 500 (the middle part of the Fig. 10) a torque output by the internal combustion engine 100 (engine torque). Because the drive torque of the pump drive cam 500 is a negative torque, in this embodiment it acts as a rotational load on the crankshaft 123.

[0097] As in the lower part of the Fig. As illustrated in 10, in each cylinder 150 slightly before top dead center, as a result of the fact that the drive torque of the pump drive cam 500 (the middle part of the Fig. 10) to the combustion torque (the upper part of the Fig. 10) is added, the minimum value of the combustion torque is greater than before the addition.

[0098] In this embodiment, the difference between the combustion torque of cylinders 151, 152, and 154 in the normal combustion state and the combustion torque of the third cylinder 153 in the flameout state is A, and the internal combustion engine 100 vibrates irregularly due to this difference A. Therefore, it is necessary for the control device 1 to reduce this difference A in order to prevent the occurrence of irregular vibrations of the internal combustion engine 100 and to prevent the driver from experiencing discomfort.

[0099] Furthermore, in internal combustion engine 100, the difference between the maximum and minimum values ​​of the combustion torque of cylinders 151, 152, and 154 under normal combustion conditions is B, and this difference B also significantly increases the absolute value of the vibration of internal combustion engine 100. This impairs driver comfort. Therefore, in addition to reducing the difference A described above, control device 1 must also reduce the difference B between the maximum and minimum values ​​of the combustion torque of cylinder 150 under normal combustion conditions.

[0100] Next, the combustion torque of the internal combustion engine 100, which is generated under the control of the control device 1 according to the embodiment, is described.

[0101] Fig. Figure 11 is a graphical representation describing an example of a combustion torque (engine torque) generated in the internal combustion engine 100 of the embodiment. The approach of the Fig. 11 is the same as that of the Fig. 10 and will be described if necessary.

[0102] In the conventional example described above, the phase of the load at the pump drive cam 500 is the final position of the load's occurrence at the pump drive cam 500 at the top dead center of the crankshaft 123. In the embodiment as shown in the middle part of the Fig. As illustrated in Figure 11, the phase of the load of the pump drive cam 500 differs from that of the embodiment described above in that the load of the pump drive cam 500 begins at the top dead center of the crankshaft 123.

[0103] The upper part of the Fig. Figure 11 illustrates the same signal shape as that of the upper part of the Fig. 10 and illustrates the combustion torque of each cylinder 150, with the quenching of the combustion taking place in the third cylinder 153.

[0104] As in the middle part of the Fig. As illustrated in Figure 11, the control device 1 closes the inlet valve 1311 of the fuel pump 131 at top dead center, lifting the plunger 1313 by rotating the pump drive cam 500 and increasing the pressure in the pressure chamber 1312.

[0105] As a result, the drive torque (the load) of the fuel pump 131 (of the pump drive cam 500) reaches its minimum value at a time slightly after top dead center. Therefore, the phase of the load due to the driving of the pump drive cam 500 is the initial position of its occurrence at the top dead center of the crankshaft 123.

[0106] Then, as in the lower part of the Fig. Figure 11 illustrates that in each cylinder 150 slightly after top dead center, the drive torque of the pump drive cam 500 (the middle part of the Fig. 11) to the combustion torque (the upper part of the Fig. 11) is added, the maximum value of the combustion torque is reduced by the drive torque.

[0107] As a result, the difference B1 between the maximum and minimum engine torque of each cylinder is 150 smaller than the difference B mentioned above in the conventional example (B1 < B). Therefore, the absolute value of the internal combustion engine vibration is 100 smaller, thus preventing any deterioration in driver comfort.

[0108] Furthermore, both the maximum combustion torque of each of cylinders 151, 152, and 154 under normal combustion conditions and the maximum combustion torque of cylinder 153 under flameout conditions are reduced due to the drive torque of the pump drive cam 500. The difference A1 between the maximum combustion torque of each of cylinders 151, 152, and 154 under normal combustion conditions and the maximum combustion torque of cylinder 153 under flameout conditions is not significantly different from the difference A described above (A1 ≈ A). [Second embodiment]

[0109] Therefore, in a second embodiment, suppressing (or stopping) the drive of the pump drive cam 500 at the maximum value of the combustion torque of the cylinder in which the quenching took place (cylinder 153 in this embodiment) prevents the quenching. The decrease in the engine torque in the generated cylinder (cylinder 153) is suppressed.

[0110] Fig. Figure 12 is a graphical representation describing an example of a combustion torque (engine torque) generated in an internal combustion engine 100A according to the second embodiment. The approach of the Fig. 12 is the same as that of the Fig. 10 and will be described if necessary.

[0111] The upper part of the Fig. Figure 12 illustrates the same signal shape as that of the upper part of the Fig. 10 (or Fig. 11) and illustrates the combustion torque of each cylinder 150, with the quenching of the combustion taking place in the third cylinder 153.

[0112] As in the middle part of the Fig. As illustrated in Figure 12, the control device 1 continues to open the inlet valve 1311 of the fuel pump 131 at the time before and after the top dead center of the third cylinder in which the quenching has taken place, suppressing the drive torque of the pump drive cam 500.

[0113] As a result, even if the drive torque of the pump drive cam is 500 (the middle part of the Fig. 12) to the combustion torque (the upper part of the Fig. 12) added, it is possible to suppress the reduction of the engine torque due to the drive torque in the third cylinder 153, as in the lower part of the Fig. 12 is illustrated.

[0114] Therefore, the difference A2 between the maximum engine torque of each of cylinders 151, 152, and 154 under normal combustion conditions and the maximum engine torque of the third cylinder 153 under flameout conditions will be smaller than the difference A in the conventional example described above (A2 < A). Therefore, the irregular vibration of the internal combustion engine 100 can be suppressed, and driver discomfort can be reduced. [Fuel pump control method]

[0115] Next, a control procedure for the fuel pump 131 by the control device 1 is described. The process according to Fig. 13 is a process that is executed by the control device 1 by executing a predefined control program.

[0116] Fig. 13 is a flowchart of a control procedure of the fuel pump 131 by the control device 1.

[0117] First, in step S11, the control device 1 begins to control the fuel pump 131.

[0118] In step S12, the control device 1 detects the rotation angle of the crankshaft 123 using the crank angle sensor 121.

[0119] In step S13, the control device 1 determines whether the detected crank angle is at top dead center (TDC). If the crank angle is at TDC (step S13: yes), the control device 1 proceeds to step S26. Conversely, if the crank angle is not at TDC (step S13: no), the control device 1 returns to step S12, repeating the processing of steps S12 and S13 until it is determined that the crank angle has reached TDC.

[0120] In step S14, the control device 1 detects the rotation angle of the crankshaft 123, as in step S12, using the crank angle sensor 121.

[0121] In step S15, the control device 1 detects the cylinder internal pressure P of each cylinder 150 (in the embodiment, the first cylinder 151, the second cylinder 152, the third cylinder 153 and the fourth cylinder 154) by means of the combustion pressure sensor 140.

[0122] In step S16, the control device 1 determines whether an ejection has occurred in any of the cylinders 150. If it is determined that an ejection has occurred in any of the cylinders (step S16: yes), the control device 1 proceeds to step S17. If it is determined that an ejection has not occurred (step S16: no), the process proceeds to step S14, where it detects the crank angle again.

[0123] Here, the control device 1 determines that extinguishing has occurred when the difference A between the cylinder internal pressure detected by the combustion pressure sensor 140 in the normal combustion state of each cylinder 150 and the cylinder internal pressure in the flameout state is calculated, and the difference A exceeds a predetermined threshold value Ath. In a case where the difference A of the cylinder internal pressure exceeds the predetermined threshold value Ath and becomes small, the control device 1 determines that the flame in the cylinder is extinguished.

[0124] In step S17, the control device 1 calculates the combustion torque of each cylinder 150 (combustion torque of the crankshaft 123) based on the crank angle detected in step S14 and the cylinder internal pressure detected in step S15.

[0125] In step S18, the control device 1 calculates a time (CCA) for closing the inlet valve 1311 of the fuel pump 131, based on the combustion torque of the crankshaft 123 calculated in step S17.

[0126] Specifically, the control device 1 calculates the time for closing the inlet valve 1311, such that the time at which the combustion torque of the crankshaft 123 reaches its maximum value and the time at which the drive torque of the pump drive cam 500 of the fuel pump 131 reaches its maximum value due to combustion in each cylinder 150 coincide.

[0127] In this embodiment, the control device 1 acquires the measured values ​​of the combustion torque of the crankshaft 123 and the drive torque of the pump drive cam 500, generating and storing a data table or characteristic map in advance in which the measured values ​​are stored in relation to each other. The control device 1 refers to the pre-stored data table or characteristic map so that the time at which the combustion torque of the crankshaft 123 reaches its maximum value coincides with the time at which the drive torque of the pump drive cam 500 reaches its maximum value. The closing time of the inlet valve 1311 is then calculated.

[0128] Furthermore, the control device 1 can calculate the time to close the inlet valve 1311 of the fuel pump 131 with respect to the time at which the combustion torque of the crankshaft 123 becomes the maximum value due to the combustion in the preceding (earlier) combustion cycle.

[0129] In step S19, the control device 1 detects the current rotation angle (crank angle) of the crankshaft 123 using the crank angle sensor 121.

[0130] In step S20, the control device 1 determines whether the crank angle detected in step S19 is smaller than the closing time (CCA) of the inlet valve 1311. If the crank angle is determined to be smaller than the CCA (step S20: yes), the process proceeds to step S25. If the crank angle is determined to be not smaller than the CCA (step S20: no), the process returns to step S19, where the crank angle is detected again.

[0131] Here, in step S21, the control device 1 measures the fuel injection pressure (fuel pressure) at the fuel injection valve 134 using the fuel pressure sensor 135.

[0132] In step S22, the control device 1 determines whether the fuel injection pressure (fuel pressure) measured in step S21 is lower than a predetermined required fuel pressure. If it is determined that the fuel injection pressure is lower than the required fuel pressure (step S22: yes), the process continues to step S25. If it is determined that the pressure is equal to or higher than the required fuel pressure (step S22: no), the process continues to step S21, where the fuel injection pressure (fuel pressure) is measured again.

[0133] In step S23, the control device 1 simultaneously detects the rotation angle (crank angle) of the crankshaft 123 with the crank angle sensor 121, in addition to steps S12 and S14.

[0134] In step S24, the control device 1 determines whether the crank angle detected in step S23 is less than 90 degrees past top dead center. If it is determined that the crank angle is less than 90 degrees past top dead center (step S24: yes), the process continues to step S25. If it is determined that the crank angle is 90 degrees or more past top dead center (step S24: no), the process returns to step S23, where the crank angle is detected again.

[0135] In step S25, if all results of steps S20, S22 and S24 are no, the control device 1 proceeds to step S26, while if all results of steps S20, S22 and S24 are not no, it proceeds to step S28.

[0136] In step S26, if both results of steps S25 and S13 are yes, the control device 1 proceeds to step S27, while if both steps S25 and S13 are not yes, it proceeds to step S28.

[0137] In step S27, the control device 1 executes the control to close the inlet valve 1311 of the fuel pump 131, then returns to step S11.

[0138] In step S28, the control device 1 performs the control to open the inlet valve 1311 of the fuel pump 131, then returns to step S11.

[0139] Next, a control method for the fuel pump 131 by a control device 1A according to a further embodiment is described. The process according to Fig. 14 is a process that is executed by the control device 1A by executing a predefined control program.

[0140] Fig. Figure 14 is a flowchart of a control procedure of the fuel pump 131 by the control device 1.

[0141] First, in step S51, the control device 1A begins to control the fuel pump 131.

[0142] In step S52, the control device 1A detects the rotation angle of the crankshaft 123 using the crank angle sensor 121.

[0143] In step S53, the control device 1A determines whether the detected crank angle is at top dead center (TDC). If the crank angle is at TDC (step S53: yes), the control device 1A proceeds to step S71. Conversely, if the crank angle is not at TDC (step S53: no), the control device 1A returns to step S52, repeating the processes of steps S52 and S53 until it determines that the crank angle is at top dead center.

[0144] In step S54, the control device 1A detects the rotation angle of the crankshaft 123, as in step S52, using the crank angle sensor 121.

[0145] In step S55, the control device 1A detects the cylinder internal pressure P of each cylinder 150 (in the embodiment, the first cylinder 151, the second cylinder 152, the third cylinder 153 and the fourth cylinder 154) by means of the combustion pressure sensor 140.

[0146] In step S56, the control device 1A determines whether an ejection has occurred in any of the cylinders 150. If it is determined that an ejection has occurred in any of the cylinders (step S56: yes), the control device 1A proceeds to step S57. If it is determined that an ejection has not occurred (step S56: no), the process proceeds to step S54, where it detects the crank angle again.

[0147] In step S57, the control device 1A calculates the combustion torque of each cylinder 150 (torque of the crankshaft 123) based on the crank angle detected in step S54 and the cylinder internal pressure detected in step S55.

[0148] In step S58, the control device 1A stores the combustion torque of each cylinder 150, recording the maximum value of the combustion torque in the previous combustion cycle.

[0149] In step S59, the control device 1A calculates a time (CCA) for closing the inlet valve 1311 of the fuel pump 131, based on the combustion torque of the crankshaft 123 calculated in step S57.

[0150] In step S60, the control device 1A detects the current rotation angle (crank angle) of the crankshaft 123 using the crank angle sensor 121.

[0151] In step S61, the control device 1A determines whether the crank angle detected in step S60 is smaller than the closing time (CCA) of the inlet valve 1311. If the crank angle is determined to be smaller than the CCA (step S61: yes), the process proceeds to step S70. If the crank angle is determined to be not smaller than the CCA (step S61: no), the process returns to step S60, where the crank angle is detected again.

[0152] In step S62, the control device 1A stores the crank angle detected in step S54 and the cylinder internal pressure P of each cylinder 150 detected in step S55 as a history.

[0153] In step S63, the control device 1A performs a combustion analysis process based on the history recorded in step S62, calculating the combustion end time in each cylinder 150. Based on the calculation result, the control device 1A estimates the combustion end time (CC90) of the next combustion cycle.

[0154] In step S64, the control device 1A detects the current rotation angle (crank angle) of the crankshaft 123 using the crank angle sensor 121.

[0155] In step S65, control device 1A determines whether the crank angle detected in step S64 is less than the combustion end time (CC90). If it is determined that the crank angle is less than CC90 (step S65: yes), control device 1A proceeds to step S70. If it is determined that the crank angle is equal to or greater than CC90 (step S65: no), the process returns to step S54, where the current crank angle is detected again.

[0156] Here, in step S66, the control device 1A measures the fuel injection pressure (fuel pressure) at the fuel injection valve 134 using the fuel pressure sensor 135.

[0157] Then, in step S67, control device 1 determines whether the fuel injection pressure (fuel pressure) measured in step S66 is lower than a predetermined required fuel pressure. If it is determined that the fuel injection pressure is lower than the required fuel pressure (step S67: yes), the process continues to step S70. If it is determined that the pressure is equal to or higher than the required fuel pressure (step S67: no), the process continues to step S66, where the fuel injection pressure (fuel pressure) is measured again.

[0158] In step S68, the control device 1A detects the rotation angle (crank angle) of the crankshaft 123 with the crank angle sensor 121 at the same time as steps S52 and S54.

[0159] In step S69, the control device 1A determines whether the crank angle detected in step S68 is less than 90 degrees (NOTP90) past top dead center. If it is determined that the crank angle is less than 90 degrees past top dead center (step S69: yes), the process proceeds to step S70. If it is determined that the crank angle is 90 degrees or more past top dead center (step S69: no), the process returns to step S68, where the crank angle is detected again.

[0160] In step S70, if all results of steps S61, S67 and S69 are no, the control device 1A proceeds to step S71, while if all results of steps S61, S67 and S69 are not no, it proceeds to step S73.

[0161] In step S71, if both results of steps S70 and S53 are yes, the control device 1A proceeds to step S72, while if both steps S70 and S53 are not yes, it proceeds to step S73.

[0162] In step S72, the control device 1A executes the control to close the inlet valve 1311 of the fuel pump 131, then returns to step S51.

[0163] In step S73, the control device 1A executes the control to open the inlet valve 1311 of the fuel pump 131, then returns to step S51.

[0164] As described above, in the control procedure according to the modification, the control device 1A stores the maximum value of the combustion torque in step S58, and in step S59 it calculates the valve closing time based on the maximum value of the combustion torque. Therefore, it is possible to determine a more suitable valve closing time based on the previous combustion torque.

[0165] Additionally, the control device 1A stores the crank angle detected in step S54 and the cylinder pressure P detected in step S55 for each cylinder 150 as a history, and in step S63 it estimates the combustion end time based on this history. Therefore, the control device 1 can estimate the combustion end time more appropriately and accurately based on the previous historical information. As described above, in the embodiment, (1) The control device of the internal combustion engine 100 with the multiple cylinders 150 (the first cylinder 151, the second cylinder 152, the third cylinder 153 and the fourth cylinder 154) includes a combustion state detection unit (the process of step S16 or S56 by the control device 1) which detects whether the multiple cylinders 150 are in a normal combustion state or in a flameout state (an anomalous combustion state), and the control device 1 (control unit) which drives a load of the combustion torque produced by the cylinder 150 (see the upper part of the Fig. 11 and Fig.12) controls the auxiliary vehicle machine (e.g., a fuel pump). The control device 1 is configured to suppress the driving of the auxiliary vehicle machine at a predetermined combustion time of the third cylinder 153 in the flameout state if any of the several cylinders 150 (e.g., the third cylinder 153) is in the flameout state.

[0166] In this configuration, the control device 1 suppresses the drive of the vehicle's auxiliary machine (e.g., the fuel pump), which acts as a load on the combustion torque of the third cylinder, at the combustion point of the cylinder in which the quenching occurred (e.g., the third cylinder 153). Therefore, it is possible to suppress the fluctuation of the combustion torque of the third cylinder 153, in which the quenching occurred. Consequently, the irregular vibration of the internal combustion engine 100 can be suppressed, and a deterioration in the driver's driving comfort can be prevented.

[0167] (2) Additionally, the specified combustion time is the top dead center (TDC) of the piston 170 in the cylinder in which the quenching took place (e.g. the third cylinder 153), wherein the control device 1 is configured to drive the vehicle auxiliary machine in order to produce no load on the vehicle auxiliary machine at the top dead center of the piston 170 of the third cylinder 153 in which the quenching took place.

[0168] In this configuration, the control device 1 can suppress a decrease in combustion torque at the top dead center of the cylinder (e.g., the third cylinder 153) in which the extinguishing has taken place, due to the load of the vehicle's auxiliary machine.

[0169] Therefore, the irregular vibration of the internal combustion engine 100 can be suppressed and the driver's discomfort can be reduced.

[0170] (3) Additionally, the specified combustion time is the top dead center (TDC) of piston 170 in cylinder 150, wherein the control device 1 is configured to drive the vehicle auxiliary machine such that the load of the vehicle auxiliary machine at the top dead center (TDC) of piston 170 becomes the maximum value.

[0171] In this configuration, the control device 1 can reduce the amplitude of the combustion torque at top dead center in cylinder 150 as a whole. Therefore, the vibration of the internal combustion engine 100 as a whole can be reduced, and a deterioration in the driver's driving comfort can be prevented.

[0172] (4) In addition, the control device 1, based on the determination that the combustion torque in a predetermined cylinder (e.g. the third cylinder 153 in which quenching has occurred) among the several cylinders 150 is reduced by as much as or more than the threshold value Ath with respect to the combustion torque in the normal combustion state of any cylinder 150, suppresses the driving of the vehicle auxiliary machine at the top dead center of the piston 170 of the cylinder (e.g. the third cylinder 153 in which quenching has occurred) whose combustion torque has been reduced by as much as or more than the threshold value Ath.

[0173] In this configuration, the control device 1 determines that the extinguishing has occurred in a case where the difference between the combustion torque in the normal combustion state and the combustion torque in the specified cylinder 150 is less than or equal to the specified threshold value Ath. Therefore, a control system for suppressing the drive of the vehicle's auxiliary motor can be suitably implemented.

[0174] (5) Additionally, the vehicle auxiliary machine is a fuel pump 131 which supplies fuel to cylinder 150. Based on the determination that the combustion torque in a predetermined cylinder (e.g., the third cylinder 153, in which the quenching has occurred) is reduced by as much as or more than the threshold value Ath (predetermined threshold) with respect to the combustion torque in the normal combustion state of the predetermined cylinder 150, the control device 1 is configured to drive the fuel pump 131 such that the drive torque of the fuel pump 131 becomes the maximum value at the top dead center of the piston 170 of the third cylinder 153, whose combustion torque is reduced by as much as or more than the threshold value Ath.

[0175] In this configuration, the driving of the fuel pump 131 is linked to the crankshaft 123, which drives the piston 170, so that the combustion torque due to the movement of the piston 170 and the drive torque of the fuel pump 131 are linked to efficiently control the fluctuation of the combustion torque.

[0176] (6) Additionally, the fuel pump 131 includes a pressure chamber 1312 in which the fuel is pressurized, an inlet valve 1311 for controlling the fuel supply to the pressure chamber 1312, a plunger 1313 for pressurizing the fuel in the pressure chamber 1312 by driving it in the vertical direction, and a pump drive cam 500 for driving the plunger 1313 in the vertical direction. The number of vertices of the pump drive cam 500 in a sectional view is set to correspond to the number of cylinders 150.

[0177] In this configuration, the signal waveform of the combustion torque in cylinder 150 and the signal waveform of the drive torque for driving the pump drive cam 500 have the same phase. Accordingly, it is possible to align the maximum value of the combustion torque with the maximum value of the drive torque, thereby facilitating control to reduce fluctuations in the combustion torque.

[0178] (7) In addition, a combustion pressure sensor 140 (cylinder internal pressure sensor) which detects the pressure in each of the several cylinders 150 and a crank angle sensor 121 which detects the rotation angle of the crankshaft 123 of the internal combustion engine 100 are provided. The control device 1 calculates the combustion torque of cylinder 150 based on the pressure of cylinder 150 detected by the combustion pressure sensor 140 and the rotation angle of the crankshaft 123 detected by the crank angle sensor 121. The fuel pump 131 is driven such that the drive torque of the fuel pump 131 reaches its maximum value at the top dead center of the piston 170 of a cylinder (e.g., the third cylinder 153) at which the combustion torque of cylinder 150 is determined to be less than or equal to the threshold value Ath with respect to the combustion torque of cylinder 150 in the normal combustion state.

[0179] In this configuration, the control device 1 can appropriately calculate the combustion torque based on the cylinder internal pressure detected by the combustion pressure sensor 140 and the crank angle detected by the crank angle sensor 121. It is possible to appropriately detect the quenching based on the combustion torque and to suppress the combustion torque.

[0180] (8) In addition, in a case where the combustion torque of cylinder 150 is reduced by as much as or more than the threshold value Ath with respect to the combustion torque in the normal combustion state of cylinder 150, the control device 1 (combustion state detection unit) determines that quenching has taken place in the cylinder (e.g. the third cylinder 153).

[0181] In this configuration, the control device 1 can suitably determine the flameout state of the cylinder 150.

[0182] So far, the embodiments of the invention have been described as an example, whereby the invention can be realized by combining all embodiments or by appropriately combining any two or more embodiments.

[0183] Furthermore, the invention is not limited to the one embodiment that includes all configurations of the embodiments described above. Part of the configuration of the embodiment described above can be replaced by the configuration of another embodiment. Additionally, the configuration of the embodiment described above can be replaced by the configuration of another embodiment.

[0184] Additionally, part of the configuration of the embodiment described above can be added to, deleted from, or replaced by the configuration of another embodiment.

[0185] Furthermore, in the embodiment described above, the pump drive cam 500 has been described by illustrating a case in which the pump drive cam 500 has a square shape in a cross-sectional view, but the shape of the pump drive cam 500 is not limited to this and can be a polygonal shape, an elliptical shape or another variable shape.

[0186] Additionally, the embodiment described above illustrates the case in which the fuel pump 131 is illustrated as an auxiliary device that imposes a rotational load on the crankshaft 123 and suppresses the driving of the fuel pump 131, although the invention is not limited to this. The auxiliary device that suppresses the driving can, for example, be a three-phase generator, which is an auxiliary device that loads the engine torque in addition to the fuel pump 131 described above. List of reference symbols 1 Control device 5 camshaft 5a Intake camshaft 5b Exhaust camshaft 6a Inlet valve 6b Exhaust valve 10 analog input units 20 digital input units 30 A / D conversion unit 40 RAM 50 MPU 60 ROM 70 I / O connector 80 Output circuit 81 Total control unit 82 Fuel injection control unit 83 Ignition control unit 84 Cylinder discrimination unit 85 Angle Information Generation Unit 86 Speed ​​information generation unit 87 Intake air flow metering unit 88 Load Information Generation Unit 89 Water temperature measuring unit 100 internal combustion engine 110 air filters 111 old period 112 Intake manifold 113 Throttle valve 113a Throttle valve opening sensor 114 Flow sensor 115 Intake air temperature sensor 116 Inlet pressure sensor 120 ring gear 121 Crank angle sensor 122 Water temperature sensor 123 Crankshaft 125 Accelerator pedal 126 Accelerator pedal position sensor 130 fuel tank 131 Fuel pump 1311 Inlet valve 1312 Pressure chamber 1313 Pestle 132 pressure regulators 133 Fuel line 134 Fuel injector 135 Fuel pressure sensor 140 Combustion pressure sensor 150 to 154 cylinders 150a Combustion chamber 160 exhaust manifold 161 Three-way catalyst 162 Upstream air / fuel ratio sensor 163 downstream air / fuel ratio sensor 164 Exhaust gas temperature sensor 170 pistons 180 cylinder head 200 spark plug 500 pump drive cams

Claims

[1] Control device (1) for an internal combustion engine (100) comprising several cylinders (150 - 154), wherein the control device (1) comprises: a combustion state detection unit that detects whether the multiple cylinders (150-154) are in a normal combustion state or an anomalous combustion state; and a control unit that controls the driving of a vehicle auxiliary machine, which is a load of a combustion torque generated in the cylinder (150 - 154), wherein in a case where it is determined that any of the several cylinders (150 - 154) is in an anomalous combustion state, the control unit suppresses the driving of the vehicle auxiliary machine at a predetermined combustion time of the cylinder (150 - 154) in the anomalous combustion state. [2] Control device (1) for an internal combustion engine (100) according to claim 1, where the specified combustion time is a time before top dead center of a piston (170) in the cylinder (150 - 154), and wherein the control unit drives the vehicle auxiliary machine in such a way that no load is generated on the vehicle auxiliary machine at the time before the top dead center of the piston of the cylinder (150 - 154) in the anomalous combustion state. [3] Control device (1) for an internal combustion engine (100) according to claim 2, where in a case where it is detected that at least one of the several cylinders is in an anomalous combustion state, the control unit drives the vehicle auxiliary machine in such a way that the load on the vehicle auxiliary machine becomes a maximum value at a time after the top dead center of the piston (170) of the cylinder (150 - 154). [4] Control device (1) for an internal combustion engine (100) according to claim 3, further comprising: a cylinder internal pressure sensor (140) that detects each pressure in the multiple cylinders (150 - 154); and a crank angle sensor (121) that detects a rotation angle of a crankshaft (123) of the internal combustion engine (100), wherein the control unit calculates a combustion torque of the cylinder (150 - 154) based on a pressure of the cylinder (150 - 154) detected by the cylinder internal pressure sensor (140) and a rotation angle of the crankshaft (123) detected by the crankshaft rotation angle sensor (121), and wherein If a combustion torque in one of the several cylinders (150 - 154) is reduced by at least a first threshold value with respect to a combustion torque in the normal combustion state of the cylinder (150 - 154), the combustion state detection unit detects an anomalous combustion state in the cylinder. [5] Control device (1) for an internal combustion engine (100) according to claim 4, wherein the vehicle auxiliary machine is a fuel pump (131) which supplies fuel to each of the several cylinders (150 - 154), the fuel pump comprising: a pressure chamber (1312) in which the fuel is pressurized, an inlet valve (1311) which controls the supply of fuel to the pressure chamber, and a plunger (1313) which pressurizes the fuel in the pressure chamber (1312) by vertical driving, and a cam (500) which drives the plunger (1313) in the vertical direction, where the number of vertices of the cam (500) in a sectional view is set such that it is equal to the number of cylinders (150 - 154). [6] Control device (1) for an internal combustion engine (100) according to claim 5, wherein when it is detected that one of the several cylinders (150 - 154) is in an anomalous combustion state, the control device opens the inlet valve (1311) of the fuel pump (131) at the time before top dead center and at the time after top dead center of the affected cylinder, so that no load is generated at both times. [7] Control device (1) of an internal combustion engine (100) according to claim 6, wherein the abnormal combustion state is quenching in the cylinder (150 - 154), and in a case where a combustion torque of the cylinder (150 - 154) is reduced by at least the first threshold value with respect to the combustion torque in the normal combustion state of the cylinder (150 - 154), the combustion state detection unit determines that quenching has taken place in the cylinder (150 - 154).

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