AU2009216287B2 - Stop control device for engine - Google Patents

Stop control device for engine Download PDF

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Publication number
AU2009216287B2
AU2009216287B2 AU2009216287A AU2009216287A AU2009216287B2 AU 2009216287 B2 AU2009216287 B2 AU 2009216287B2 AU 2009216287 A AU2009216287 A AU 2009216287A AU 2009216287 A AU2009216287 A AU 2009216287A AU 2009216287 B2 AU2009216287 B2 AU 2009216287B2
Authority
AU
Australia
Prior art keywords
throttle valve
intake throttle
opening degree
engine
intake
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
AU2009216287A
Other versions
AU2009216287A1 (en
Inventor
Toshio Matsumoto
Akira Matsutani
Wasantha Perera
Kenta Suzuki
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Isuzu Motors Ltd
Original Assignee
Isuzu Motors Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Isuzu Motors Ltd filed Critical Isuzu Motors Ltd
Publication of AU2009216287A1 publication Critical patent/AU2009216287A1/en
Application granted granted Critical
Publication of AU2009216287B2 publication Critical patent/AU2009216287B2/en
Ceased legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/042—Introducing corrections for particular operating conditions for stopping the engine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D11/00—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated
    • F02D11/06—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance
    • F02D11/10—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type
    • F02D11/105—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type characterised by the function converting demand to actuation, e.g. a map indicating relations between an accelerator pedal position and throttle valve opening or target engine torque
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
    • F02D9/02—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits concerning induction conduits
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D11/00—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated
    • F02D11/06—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance
    • F02D11/10—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type
    • F02D11/106—Detection of demand or actuation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
    • F02D9/02—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits concerning induction conduits
    • F02D2009/0201—Arrangements; Control features; Details thereof
    • F02D2009/0233—Engine vibration
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
    • F02D9/02—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits concerning induction conduits
    • F02D2009/0201—Arrangements; Control features; Details thereof
    • F02D2009/0245—Shutting down engine, e.g. working together with fuel cut-off

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)

Abstract

A stop control device for an engine can suppress vibration of the engine in the stopping of the engine and at the same time prevent a collision of a valve element of an intake restriction valve. The stop control device has the intake restriction valve (13) provided in the intake path (11) of the engine (1) in an openable and closable manner and capable of opening and closing the intake path (11), and also has control means (14) for controlling the intake restriction valve (13). In the stopping of the engine (1), the control means (14) controls the intake restriction valve (13) such that the intake restriction valve (13) is closed quickly to a predetermined opening degree near a totally closed position and also such that, when the intake restriction valve (13) reaches the predetermined opening degree near the totally closed position, in order that a large impact is not generated when the intake restriction valve (13) closes the intake path (11), the intake restriction valve (13) is closed more slowly to the totally closed position than when closed to the predetermined opening degree near the totally closed position.

Description

DESCRIPTION STOP CONTROL DEVICE FOR ENGINE TECHNICAL FIELD [0001] The present invention relates to a stop control device for an engine that closes the inside of an intake passage of the engine by an intake throttle valve when the engine is stopped in order to suppress vibration of the engine when the engine is stopped. BACKGROUND ART [0002] A technique is known for suppressing vibration of an engine when the engine is stopped by closing the inside of an intake passage of the engine by an intake throttle valve when the engine is stopped (completely closing the intake throttle valve) and cutting off the intake air supplied to the engine (see, for example, Patent Documents 1 and 2). When the intake throttle valve is completely closed, the intake air supplied to the engine can be quickly cut off and combustion can be rapidly reduced by rapidly closing the intake throttle valve till it is completely closed. Therefore, such an approach is effective for suppressing vibration of the engine occurring when the engine is stopped. However, when the intake throttle valve is completely closed, where the intake throttle valve is rapidly closed to a completely closed state, parts of the intake throttle valve can collide. For this reason, the intake throttle valve is closed using a filter (see FIG. 4). [0003] Patent Document 1: Japanese Patent Application Laid-open No. HI 1-13494 Patent Document 2: Japanese Patent Application Laid-open No. 2006 258078 [0004] The filter used to close completely the intake throttle valve has the following tradeoff characteristic. Thus, where the filter used when the intake throttle valve is completely closed is strong (the intake throttle valve is closed gradually), the time required to close completely the intake throttle valve increases and vibration of the engine occurring when the engine is topped is affected. Where the filter is weak (the intake throttle valve is closed rapidly), the parts of intake throttle valve can collide. For this reason, it is desirable both to inhibit vibration of the engine when the engine is stopped and to prevent parts of the intake throttle valve from colliding with each other.
[0005] Accordingly, it is an object of preferred embodiments of the present invention to provide a stop control device for an engine that can inhibit vibration of the engine when the engine is stopped and also prevent parts of the intake throttle valve from colliding. SUMMARY [0006] The present invention provides a stop control device for an engine, comprising: an intake throttle valve provided to be openable and closeable inside an intake passage of the engine and capable of closing the inside of the intake passage; control means for controlling the intake throttle valve; and opening degree detection means for detecting an opening degree of the intake throttle valve, wherein the control means controls the intake throttle valve so that the intake throttle valve becomes a predetermined opening degree near a completely closed state when the engine is stopped, and controls, after it is determined on the basis of the opening degree of the intake throttle valve detected by the opening degree detection means that the intake throttle valve has converged on the predetermined opening degree near the completely closed state and it is determined on the basis of the opening degree of the intake throttle valve detected by the opening degree detection means that overshoot and undershoot of the opening degree of the intake throttle valve has converged, the intake throttle valve so that the intake throttle valve is closed to the completely closed state slower than when the intake throttle valve is closed to the predetermined opening degree near the completely closed state. [0007] The control means may execute control such that the intake throttle valve is slowly closed from the predetermined opening degree near the completely closed state to the completely closed state after the intake throttle valve has been confirmed, by the opening degree detection means, to be stable at the predetermined opening degree near the completely closed state. [0008] Advantageously, the present invention, in its preferred embodiments, demonstrates an excellent effect of being capable of suppressing vibration of the engine when the engine is stopped and preventing parts of the intake throttle valve from colliding. 2 BRIEF DESCRIPTION OF THE DRAWINGS [0009] FIG. 1 is a schematic diagram illustrating a stop control device for an engine according to an embodiment of the present invention. FIG. 2 is a flowchart of processing implemented by an ECU. FIG. 3 shows the operation of the intake throttle valve according to an embodiment of the invention. FIG. 4 shows the operation of the intake throttle valve according to the conventional example. EXPLANATION OF REFERENCE NUMERALS [0010] 1 engine (diesel engine) 11 intake passage (intake tube) 13 intake throttle valve 14 ECU (control means) 19 valve opening degree sensor (opening degree detection means) BEST MODE FOR CARRYING OUT THE INVENTION [0011] One embodiment of the present invention will be described below with reference to the appended drawings. [0012] As shown in FIG. 1, an engine (in the present embodiment, a diesel engine) I is constituted by a cylinder 2, a cylinder head 3, a piston 4, an intake port 5, an exhaust port 6, an intake valve 7, an exhaust valve 8, and an injector (fuel injection device) 9. A combustion chamber 10 is formed by a space bounded by the cylinder 2, cylinder head 3, and piston 4, and fuel is directly injected from the injector 9 into the combustion chamber 10. An intake passage (intake tube) I1 is connected to the intake port 5, and an exhaust passage (exhaust tube) 12 is connected to the exhaust port 6. [0013] A stop control device according to the present embodiment is 3 ISZ-AU- 12PCT constituted by an intake throttle valve 13 that is provided to be openable and closeable inside the intake passage 11 and capable of closing the inside of the intake passage 11 and a control means (referred to hereinbelow as ECU) 14 for controlling the intake throttle valve 13. [0014] The intake throttle valve 13 according to the present embodiment is a butterfly valve. The intake throttle valve 13 has a valve (valve element) 15 installed inside the intake passage 11 so as to be capable of closing the inside of the intake passage 11 and an actuator (motor or the like) 16 driving the valve 15. [00151 The ECU 14 reads the operation state of the engine 1 from various sensors and controls the intake throttle valve 13 on the basis of the operation state of the engine 1 so that the intake throttle valve 13 assumes a predetermined value. The aforementioned sensors include an engine speed sensor 17 that detects the speed of the engine 1, an accelerator depression degree sensor 18 that detects an accelerator depression degree, and an opening degree detection means (valve opening degree sensor) 19 that detects the opening degree of the intake throttle valve 13 (valve 15). The detection values of these sensors are inputted to the ECU 14. [0016] In the usual operation mode of the engine 1, the ECU 14 controls the intake throttle valve 13 to a predetermined opening degree such as to obtain an intake air amount corresponding to the operation state of the engine 1. [00171 Further, when the engine is stopped, the ECU 14 controls the intake throttle valve 13 so that the valve 15 closes the inside of the intake passage 11 with the object of suppressing the vibration of the engine 1 when the engine is stopped. [0018] The operation of the intake throttle valve 13 when the engine is stopped will be explained below with reference to FIG. 2 and FIG. 3. [0019] As shown in FIG. 3, where an ignition key 20 is turned from ON to OFF (timing to, S1 in FIG. 2), the ECU 14 stops fuel injection to the combustion chamber 10 performed by the injector 9 and also controls the intake throttle 4 ISZ-AU-12PCT valve 13 so that the intake throttle valve 13 (valve 15) rapidly assumes a predetermined opening degree (opening degree ol) near the completely closed state and rapidly closes the intake throttle valve 13, without using a filter, to the predetermined opening degree ol near the completely closed state (timing t1, S2 in FIG. 2). [0020] Then, the ECU 14 checks whether or not the valve 15 has stabilized at the predetermined opening degree ol near the completely closed state (whether or not the intake throttle valve 13 became the predetermined opening degree ol near the completely closed state) (S3 in FIG. 2). [0021] In the present embodiment, the ECU 14 determines that the valve 15 has stabilized at the predetermined opening degree ol near the completely closed state (the intake throttle valve 13 became the predetermined opening degree ol near the completely closed state) when it is determined on the basis of the opening degree of the intake throttle valve 13 detected by the valve opening degree sensor 19 that there is no overshoot or undershoot of the valve 15 and the intake throttle valve 13 (valve 15) has converged to the predetermined opening degree ol near the completely closed state. [00221 Once the ECU 14 has determined that the valve 15 has stabilized at the predetermined opening degree ol near the completely closed state (the intake throttle valve 13 became the predetermined opening degree ol near the completely closed state), the control unit controls the intake throttle valve 13 so that the intake throttle valve 13 (valve 15) is slowly completely closed at a substantially constant speed and completely closes the intake throttle valve 13 using a filter at a rate less than that at which the intake throttle valve is closed to the predetermined opening degree ol near the completely closed state (timing t2, S4 in FIG. 2). [00231 In this case, the predetermined opening degree ol near the completely closed state is set to an opening degree such that the valve 15 that repeatedly overshoots and undershoots does not collide with an inner wall surface of the intake passage 11 or a stopper inside the intake passage 11. 5 [0024] In the present embodiment, by rapidly closing the intake throttle valve 13 to the predetermined opening degree o near the completely closed state when the engine is stopped, it is possible to cut off rapidly the air inside the intake passage 11, reduce rapidly the combustion inside the combustion chamber 10 and quickly decrease the speed of the engine (see FIG. 3). As a result, vibration of the engine 1 when the engine is stopped can be effectively suppressed. [0025] In the present embodiment, by temporarily stopping the intake throttle valve 13 at the predetermined opening degree ol near the completely closed state and then gradually completely closing the intake throttle valve 13 from the predetermined opening degree o near the completely closed state at a rate lower than that at which the valve is closed to the predetermined opening degree ol near the completely closed state, rather than completely closing the intake throttle valve 13 in one cycle at a high speed, it is possible to avoid the collision of the valve 15 of the intake throttle valve 13. [0026] As described above, in accordance with the present embodiment, when the engine is stopped, the intake throttle valve 13 is controlled so that the intake throttle valve 13 is closed rapidly to the predetermined opening degree o near the completely closed state, and when the intake throttle valve 13 becomes the predetermined opening degree ol near the completely closed state, the intake throttle valve 13 is controlled so that the intake throttle valve 13 is completely closed at a rate lower than that at which the valve is closed to the predetermined opening degree of near the completely closed state, so as to prevent the occurrence of an excessive impact when the intake throttle valve 13 closes the inside of the intake passage 11. As a result, it is possible to inhibit the vibration of the engine 1 when the engine is stopped and also prevent the collision of the valve 15 of the intake throttle valve 13. [0027] The preferred embodiment of the present invention is explained above, but the present invention is not limited to the above-described embodiment and can be implemented in a variety of other embodiments. 6 [0028] Throughout this specification and claims which follow, unless the context requires otherwise, the word "comprise", and variations such as "comprises" or "comprising", will be understood to imply the inclusion of a stated integer or group of integers or steps but not the exclusion of any other integer or group of integers. [0029] The reference in this specification to any prior publication (or information derived from it), or to any matter which is known, is not, and should not be taken as an acknowledgment or admission or any form of suggestion that that prior publication (or information derived from it) or known matter forms part of the common general knowledge in the field of endeavour to which this specification relates. 7

Claims (3)

1. A stop control device for an engine, comprising: an intake throttle valve provided to be openable and closeable inside an intake passage of the engine and capable of closing the inside of the intake passage; control means for controlling the intake throttle valve; and opening degree detection means for detecting an opening degree of the intake throttle valve, wherein the control means controls the intake throttle valve so that the intake throttle valve becomes a predetermined opening degree near a completely closed state when the engine is stopped, and controls, after it is determined on the basis of the opening degree of the intake throttle valve detected by the opening degree detection means that the intake throttle valve has converged on the predetermined opening degree near the completely closed state and it is determined on the basis of the opening degree of the intake throttle valve detected by the opening degree detection means that overshoot and undershoot of the opening degree of the intake throttle valve has converged, the intake throttle valve so that the intake throttle valve is closed to the completely closed state slower than when the intake throttle valve is closed to the predetermined opening degree near the completely closed state.
2. The stop control device for an engine according to claim 1, wherein the control means controls the intake throttle valve so that the intake throttle valve becomes a predetermined opening degree near a completely closed state when the engine is stopped, and controls, until it is determined on the basis of the opening degree of the intake throttle valve detected by the opening degree detection means that the intake throttle valve has converged on the predetermined opening degree near the completely closed state and overshoot and undershoot of the intake throttle valve has converged, the intake throttle valve so that the intake throttle valve becomes a predetermined opening degree near a completely closed state.
3. A stop control device for an engine, substantially as hereinbefore described with reference to the drawings and/or Examples. 8
AU2009216287A 2008-02-19 2009-02-17 Stop control device for engine Ceased AU2009216287B2 (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
JP2008037456A JP5115233B2 (en) 2008-02-19 2008-02-19 Engine stop control device
JP2008-037456 2008-02-19
PCT/JP2009/052672 WO2009104591A1 (en) 2008-02-19 2009-02-17 Stop control device for engine

Publications (2)

Publication Number Publication Date
AU2009216287A1 AU2009216287A1 (en) 2009-08-27
AU2009216287B2 true AU2009216287B2 (en) 2012-12-13

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AU2009216287A Ceased AU2009216287B2 (en) 2008-02-19 2009-02-17 Stop control device for engine

Country Status (5)

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EP (1) EP2251537B1 (en)
JP (1) JP5115233B2 (en)
CN (1) CN101970835B (en)
AU (1) AU2009216287B2 (en)
WO (1) WO2009104591A1 (en)

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KR101826543B1 (en) 2012-12-07 2018-02-07 현대자동차 주식회사 System of vibration reduction for vehicle and method thereof
JP5583258B1 (en) * 2013-09-26 2014-09-03 三菱電機株式会社 Throttle learning control device
JP6264329B2 (en) * 2014-06-18 2018-01-24 トヨタ自動車株式会社 Vehicle drive control device
KR101575536B1 (en) * 2014-10-21 2015-12-07 현대자동차주식회사 Method for controlling air control valve in diesel hybrid vehicle
CN110714843A (en) * 2018-07-11 2020-01-21 北汽福田汽车股份有限公司 Method and device for controlling vehicle engine, storage medium and vehicle
CN109184922B (en) * 2018-09-25 2020-11-10 贵州吉利发动机有限公司 Engine stop control system, control method and automobile
CN109372642A (en) * 2018-10-30 2019-02-22 潍柴动力股份有限公司 A kind of engine quickly stops working control method and device
CN109854396B (en) * 2019-01-31 2022-03-25 一汽解放汽车有限公司 Soft seating control method of electronic control throttle valve
CN113982766A (en) * 2021-09-30 2022-01-28 东风商用车有限公司 Engine electronic throttle control method and system and automobile

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Also Published As

Publication number Publication date
WO2009104591A1 (en) 2009-08-27
JP5115233B2 (en) 2013-01-09
CN101970835B (en) 2015-05-20
EP2251537B1 (en) 2014-10-01
EP2251537A4 (en) 2012-05-30
AU2009216287A1 (en) 2009-08-27
EP2251537A1 (en) 2010-11-17
CN101970835A (en) 2011-02-09
JP2009197604A (en) 2009-09-03

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