CN101151447A - Control apparatus for internal combustion engine - Google Patents
Control apparatus for internal combustion engine Download PDFInfo
- Publication number
- CN101151447A CN101151447A CN 200680003731 CN200680003731A CN101151447A CN 101151447 A CN101151447 A CN 101151447A CN 200680003731 CN200680003731 CN 200680003731 CN 200680003731 A CN200680003731 A CN 200680003731A CN 101151447 A CN101151447 A CN 101151447A
- Authority
- CN
- China
- Prior art keywords
- fuel injection
- starting
- combustion engine
- control
- internal
- 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.)
- Granted
Links
- 238000002485 combustion reaction Methods 0.000 title claims abstract description 81
- 238000002347 injection Methods 0.000 claims abstract description 199
- 239000007924 injection Substances 0.000 claims abstract description 199
- 239000000446 fuel Substances 0.000 claims abstract description 165
- 230000006837 decompression Effects 0.000 claims abstract description 37
- 238000010304 firing Methods 0.000 claims description 54
- 230000007246 mechanism Effects 0.000 claims description 41
- 239000003054 catalyst Substances 0.000 claims description 40
- 239000007921 spray Substances 0.000 claims description 36
- GOLXNESZZPUPJE-UHFFFAOYSA-N spiromesifen Chemical compound CC1=CC(C)=CC(C)=C1C(C(O1)=O)=C(OC(=O)CC(C)(C)C)C11CCCC1 GOLXNESZZPUPJE-UHFFFAOYSA-N 0.000 claims description 20
- 230000004913 activation Effects 0.000 claims description 19
- 238000000034 method Methods 0.000 claims description 8
- 230000008569 process Effects 0.000 claims description 7
- 230000015556 catabolic process Effects 0.000 abstract 1
- 238000006731 degradation reaction Methods 0.000 abstract 1
- 230000006866 deterioration Effects 0.000 description 29
- 238000005507 spraying Methods 0.000 description 9
- 238000006243 chemical reaction Methods 0.000 description 7
- 239000002826 coolant Substances 0.000 description 7
- 239000003921 oil Substances 0.000 description 7
- 239000007858 starting material Substances 0.000 description 7
- 230000004044 response Effects 0.000 description 5
- MWUXSHHQAYIFBG-UHFFFAOYSA-N Nitric oxide Chemical compound O=[N] MWUXSHHQAYIFBG-UHFFFAOYSA-N 0.000 description 3
- 230000003197 catalytic effect Effects 0.000 description 3
- 230000000694 effects Effects 0.000 description 3
- 230000009467 reduction Effects 0.000 description 3
- 230000000630 rising effect Effects 0.000 description 3
- 239000000126 substance Substances 0.000 description 3
- 230000008901 benefit Effects 0.000 description 2
- 238000006073 displacement reaction Methods 0.000 description 2
- 230000005520 electrodynamics Effects 0.000 description 2
- 239000007789 gas Substances 0.000 description 2
- 230000001172 regenerating effect Effects 0.000 description 2
- 238000009834 vaporization Methods 0.000 description 2
- 230000008016 vaporization Effects 0.000 description 2
- 239000004215 Carbon black (E152) Substances 0.000 description 1
- UGFAIRIUMAVXCW-UHFFFAOYSA-N Carbon monoxide Chemical compound [O+]#[C-] UGFAIRIUMAVXCW-UHFFFAOYSA-N 0.000 description 1
- WHXSMMKQMYFTQS-UHFFFAOYSA-N Lithium Chemical compound [Li] WHXSMMKQMYFTQS-UHFFFAOYSA-N 0.000 description 1
- 230000005540 biological transmission Effects 0.000 description 1
- 229910002091 carbon monoxide Inorganic materials 0.000 description 1
- 230000008859 change Effects 0.000 description 1
- 230000006835 compression Effects 0.000 description 1
- 238000007906 compression Methods 0.000 description 1
- 238000007599 discharging Methods 0.000 description 1
- 230000005611 electricity Effects 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 229930195733 hydrocarbon Natural products 0.000 description 1
- 150000002430 hydrocarbons Chemical class 0.000 description 1
- 230000006872 improvement Effects 0.000 description 1
- 230000005764 inhibitory process Effects 0.000 description 1
- 229910052744 lithium Inorganic materials 0.000 description 1
- 239000000203 mixture Substances 0.000 description 1
- 230000001737 promoting effect Effects 0.000 description 1
- 238000011084 recovery Methods 0.000 description 1
- 230000008929 regeneration Effects 0.000 description 1
- 238000011069 regeneration method Methods 0.000 description 1
- 230000007704 transition Effects 0.000 description 1
- 239000002699 waste material Substances 0.000 description 1
Images
Classifications
-
- Y02T10/125—
-
- Y02T10/18—
-
- Y02T10/42—
Landscapes
- Output Control And Ontrol Of Special Type Engine (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
Abstract
In an engine 5 including an in-cylinder injector (50), the valve timing of an intake valve (80) is retarded by VVT (Variable Valve Timing) controlled by an engine ECU (300) to decompress in a combustion chamber (30) at engine startup. In accordance with a configuration in which the valve timing of intake valve (80) is advanced in a stepped manner from an initial set value, fuel injection from in-cylinder injector (50) is inhibited during the time when the advance is equal to or below a predetermined standard value, and fuel injection from in-cylinder injector (50) is allowed when exceeding the predetermined standard value, whereby degradation in the exhaust emission level in accordance with start time decompression control can be suppressed.
Description
Technical field
The present invention relates to be used for the control apparatus of internal-combustion engine, control during in particular to the starting of the internal-combustion engine that comprises the mechanism that is used for injecting fuel directly into cylinder.
Background technique
From improving the angle of engine performance, adopt variable Variable Valve Time (VVT) mechanism of opening/closing timing that allows intake valve and exhaust valve.Based on this vvt mechanism, a kind of control has been proposed, it is in motor vehicle driven by mixed power, by reducing effective compression ratio (below be also referred to as " decompression control during starting ") valve timing that postpones intake valve when the startup of motor, wherein the motor of this motor vehicle driven by mixed power comprises in-cylinder injection device (in-cylinder injection valve) and discontinuous operation (for example, the open No.2000-64874 of Japan Patent is hereinafter referred to as patent documentation 1).The advantage that decompression is controlled during starting is that the initial burst moment of torsion of motor is reduced, and with the inhibition engine luggine, and reduces starting resistance (cranking resistance), has guaranteed level and smooth starting capability.
Also disclose and suppressed the technology that combustion fluctuation increases, be used for jet-type internal combustion engine in cylinder.Close intake valve late release control that timing is set at a side that postpones than piston intake stroke lower dead center (promptly what implement intake valve wherein, Ai Jinsen (Atkinson) circulation) in, compare the situation of not carrying out the Ai Jinsen circulation time, the fueling injection pressure of being undertaken by Fuelinjection nozzle is set to higher, perhaps fuel injection time more shifts to an earlier date, thereby suppress the increase (for example, the open No.2004-52551 of Japan Patent is hereinafter referred to as patent documentation 2) of combustion fluctuation.
In addition, a kind of internal-combustion engine has been proposed, its comprise direct fuel injection into the main-fuel injection valves (in-cylinder injection device) that (is ejected in the firing chamber) in the cylinder and inject fuel in the intake manifold auxiliary fuel injection valve (manifold injection device) (for example, the open No.2001-73854 of Japan Patent is hereinafter referred to as patent documentation 3).In this internal-combustion engine, in scheduled time slot that determine according to the coolant temperature of motor, during from starting, forbid that the fuel that is undertaken by main-fuel injection valves (in-cylinder injection device) sprays.Thereby the discharging of not firing composition when having reduced engine start has suppressed the waste of fuel consumption.
As in patent documentation 1 and patent documentation 2, although the shortcoming of carrying out decompression control by vvt mechanism when making the engine starting that comprises the in-cylinder injection device is to have suppressed fluctuation to make smooth engine startup, the pressure and temperature of compressed ends will reduce in cylinder.The vaporization of the fuel that sprays from the in-cylinder injection device will become insufficient, produce the problem of the exhaust emissions increase that causes owing to combustion deterioration.
Although patent documentation 3 relates to the measure at the exhaust emissions when comprising the engine start of in-cylinder injection device and manifold injection device, it does not mention the measure that is used to improve the exhaust emission level of decompression control period when the starting of carrying out based on vvt mechanism fully.
Summary of the invention
Consider above-mentioned situation, the objective of the invention is in the internal-combustion engine that comprises the fuel injection mechanism that is used for injecting fuel directly into cylinder at least, prevent the deterioration of decompression control period exhaust emission level when the starting of carrying out based on intake valve control (for example, vvt mechanism) for smooth starting.
According to an aspect of the present invention, provide a kind of control apparatus that is used for internal-combustion engine, this internal-combustion engine comprises first fuel injection mechanism, and allows intake valve control at least, and this intake valve control is used to control the air inflow that enters the firing chamber by intake valve.Decompression part, decompression cancellation part, fuel injection control part when judging part and starting when this control apparatus comprises actuating section, starting.First fuel injection mechanism is configured to inject fuel in the firing chamber.Actuating section is configured to cranking internal combustion engine.Relief portion sets up the air inflow of having made to order to the initial value of intake valve control separately during starting, makes that the firing chamber is depressurized when engine starting.After engine starting, decompression cancellation part changes air inflow gradually from initial value, with the increase of the pressure in the internal-combustion engine to be the pressure when surpassing starting.Judge partly and judge whether the compressive state in the firing chamber has reached predetermined standard state.When engine starting, the fuel injection control part is before judging that the compressive state of partly judging in the firing chamber has reached the time of standard state during starting, forbid that the fuel that is undertaken by first fuel injection mechanism sprays, the fuel that allows then to be undertaken by first fuel injection mechanism after the described time sprays.
At the above-mentioned control apparatus that is used for internal-combustion engine, by intake valve control (for example, the retarded admission door is closed timing) carry out the decompression control in the firing chamber, vibration (impact) when alleviating cranking internal combustion engine, and the compressive state in the firing chamber is before the pressure in when starting reduces standard state that state turns back to common level, the period (that is, the cylinder fuel injection is forbidden the period) that the fuel that undertaken by first fuel injection mechanism sprays is forbidden in setting.Owing to during the carburretion that makes in-cylinder injection by the decompression in the firing chamber is by the period of deterioration, can forbid the cylinder fuel injection, can press down the deterioration of decompression control period exhaust emission level when control is started according to intake valve.
Preferably, at the control apparatus that is used for internal-combustion engine of the present invention, internal-combustion engine also comprises second fuel injection mechanism that is configured to inject fuel in the intake manifold.Before judging that the compressive state of partly judging in the firing chamber has reached the time of standard state, fuel injection control forbids that partly the fuel that is undertaken by first fuel injection mechanism sprays during starting, and indication is carried out the fuel injection by second fuel injection mechanism.
According to the above-mentioned control apparatus that is used for internal-combustion engine, this internal-combustion engine comprises first fuel injection mechanism (in-cylinder injection device) and second fuel injection mechanism (manifold injection device), and (for example by intake valve control, the retarded admission door is closed timing) carry out the decompression control in the firing chamber, vibration (impact) when alleviating cranking internal combustion engine, during the cylinder fuel injection that is provided with in order to prevent the horizontal deterioration of exhaust emission was forbidden the period, fuel can spray from second fuel injection mechanism.Thereby the decompression control period can suppress the deterioration of exhaust emission level when intake valve control is started, and guarantees that motor output is to improve starting capability.
At the control apparatus that is used for internal-combustion engine of the present invention, internal-combustion engine preferably and the actuating force source except this internal-combustion engine be combined in the vehicle together.Driving force was shared control section when control apparatus also comprised starting, and before judging that the compressive state of partly judging in the internal-combustion engine has arrived the time of standard state, driving force is shared the control section indication is produced vehicle by actuating force source driving force during starting.
Be attached to structure in the motor vehicle driven by mixed power according to the internal-combustion engine that wherein comprises first fuel injection mechanism (in-cylinder injection device) at least, decompression control period in the firing chamber of being undertaken by intake valve control, during the cylinder fuel injection that is provided with in order to prevent the horizontal deterioration of exhaust emission is forbidden the period, can be (for example by another actuating force source, motor) produces the driving force of vehicle, make vibration (impact) when alleviating cranking internal combustion engine.Thereby the decompression control period can suppress the deterioration of exhaust emission level when starting by intake valve control, and guarantees that motor output is to improve starting capability.
Also preferably, at the control apparatus that is used for internal-combustion engine of the present invention, the exhaust of internal-combustion engine before the catalyst activation of process, during the fuel that fuel injection control is partly set up first fuel injection mechanism during starting sprays and forbids.
At the above-mentioned control apparatus that is used for internal-combustion engine, corresponding to (for example at catalyzer, triple mode catalytic converter) the intake valve control that (during this period, the exhaust emission level is problem especially) reduces pressure to the firing chamber before the activation is during setting up the cylinder fuel injection and forbidding.Thereby, during the effulent of catalyzer is removed the relatively poor period of function, can be suppressed at the deterioration of controlling the control period exhaust emission level that reduces pressure when starting by intake valve.
Also preferably, at the control apparatus that is used for internal-combustion engine of the present invention, the exhaust of internal-combustion engine during the catalyst warm-up operation of process, regardless of the judgement of judging part, the fuel that the fuel injection control part all allows to be undertaken by first fuel injection mechanism during starting sprays.
About execution timing in the catalyst warm-up operation of the above-mentioned control apparatus that is used for internal-combustion engine, can carry out the catalyst warm-up operation of following the cylinder fuel injection not carrying out fuel by first fuel injection mechanism (cylinder fuel injection) and spray under the situation of forbidding controlling based on the judgement of judging part.Because the morning stage of catalyst warm-up from engine start the time finishes to guarantee the effulent removal effect of catalyzer, so can improve the horizontal improvement effect of total exhaust emission.
Thereby, major advantage of the present invention is, in the internal-combustion engine that comprises direct fuel injection into the fuel injection mechanism in the cylinder at least, be intended to make starting level and smooth and can prevent the deterioration of exhaust emission level by intake valve control (for example, the vvt mechanism) control period that reduces pressure when starting.
Description of drawings
Fig. 1 is schematically illustrated in the structure according to the engine system under the control of the control apparatus that is used for internal-combustion engine of first embodiment of the invention.
Fig. 2 is the concept map of the intake valve timing control that VVT carries out when describing by starting.
Fig. 3 is the figure that VVT sets the intake valve timing when describing by starting.
The flow chart of VVT when Fig. 4 is the starting of describing according to the embodiment of the invention.
The flow chart of fuel injection control when Fig. 5 is the starting of describing according to invention first embodiment.
Fig. 6 schematically shows in the structure according to the engine system under the control of the control apparatus that is used for internal-combustion engine of second embodiment of the invention.
The flow chart of fuel injection control when Fig. 7 is the starting of describing according to second embodiment of the invention.
Fig. 8 schematically shows the structure of motor vehicle driven by mixed power, and wherein this motor vehicle driven by mixed power is combined with the motor under controlling according to the control apparatus that is used for internal-combustion engine of third embodiment of the invention.
The flow chart of first and second examples of fuel injection control when Fig. 9 and Figure 10 are the starting of describing respectively according to third embodiment of the invention.
Figure 11 and Figure 12 are first and second flow charts, the relation between fuel injection control and catalyst activation are finished when describing of the present invention the starting respectively.
Figure 14 and Figure 15 are first and second flow charts, the relation when describing of the present invention the starting respectively between fuel injection control and the catalyst warm-up operation.
Embodiment
Hereinafter with reference to accompanying drawing, describe embodiments of the invention in detail.Identical or corresponding element has identical label in the accompanying drawing, and will no longer repeat its detailed description in principle.
First embodiment
To be described in engine system under the control of Engine ECU (electronic control unit) with reference to figure 1, wherein Engine ECU is the control apparatus that is used for internal-combustion engine according to first embodiment of the invention.Although a cylinder of motor is shown typically, the quantity of cylinder and layout are unrestricted in the applied internal-combustion engine of the embodiment of the invention.
With reference to Fig. 1, motor 5 comprise cylinder 10 and in cylinder 10 pistons reciprocating 20, wherein, cylinder 10 comprises cylinder block 12 and is connected to the cylinder head 14 of above-mentioned cylinder block 12.Piston 20 has connecting rod 24 and is connected to the crank arm 26 of bent axle 22, and wherein bent axle 2 is output shafts of motor 5.The to-and-fro motion of piston 20 converts the rotation of bent axle 22 to by connecting rod 24.In cylinder 10, the end face of the inwall of cylinder block 12 and cylinder head 14 and piston 20 be configured for the burning next door of firing chamber 30 of empty burning mixt.
At motor 50 various sensors are set, such as accelerator sensor 210, crankshaft sensor 220, engine speed sensor 230 and coolant temperature sensor 240.
Engine ECU 300 is carried out preset program by microcomputer, to produce the overall work that various control signals are controlled engine system based on the signal from each sensor.
At motor 5 starting arrangement (starter) 250 is set.Usually, starter 250 is formed by motor, and this motor is corresponding to from the operational order of Engine ECU 300 and be energized.When Engine ECU 300 is sent operational order, make the flywheel (not shown) of motor 5 rotate running with the beginning motor by starter 250.Connect starter switch in response to the driver's operation key, and send operational order starter 250.
Engine ECU 300 also comprises valve timing control part (VVT control section) 310, the opening/closing timing of its control intake valve 80 and exhaust valve 90.Intake valve 80 and exhaust valve 90 can with from the corresponding timing opening/closing of the instruction of VVT control section 310.By valve timing control, carry out " intake valve control " of the present invention, the air inflow (air inlet introducing amount) in the firing chamber 30 is introduced in its control.
Although for example understand the structure that aforementioned intake valve control is implemented by valve timing control in an embodiment of the present invention, but whether intake valve control can control valve timing by the control valve lift, perhaps by implementing control valve timing and valve lift.
At the control apparatus that is used for internal-combustion engine of the embodiment of the invention, when motor 5 startings, the decompression control in the firing chamber 30 is carried out by VVT control section 310.VVT when piloting engine control (below be also referred to as " VVT during starting (decompression control during starting) ") will be described with reference to Fig. 2-Fig. 4 below.
With reference to Fig. 2, IC Intake Valve Closes timing (IC Intake Valve Closes timing φ ic=φ 0) original state 40 places valve timing of intake valve when piloting engine postpone (for example, φ 0 postpones to surpass BTDC 90 degree).Thereby the air inlet introducing amount (such as by closing intake valve 80 to carry out the transition in the squeeze operation after the air inlet from intake valve 80 turns back to intake manifold 60) that can enter firing chamber 30 by initial setting reduces the pressure in the firing chamber 30.Because intake manifold 60 is corresponding to barometric pressure when engine start, so the outburst impact is easy to compare higher the increase because of the charging efficiency that enters firing chamber 30 situation when remaining in operation when lighting a fire for the first time.Yet, reduce the pressure in the firing chamber by above-mentioned initial setting (delay such as valve timing original state 400), the vibration when reducing engine start.
During sequence was handled in engine start, shifted to an earlier date gradually from original state 400 valve timing.Thereby air inlet introducing amount changes to increase the pressure in the firing chamber 30.Thereby, remove the decompression in the firing chamber 30 gradually.
Reach predetermined value when VVT is worth in advance, and when reaching predetermined state 410 (IC Intake Valve Closes timing φ ic=φ 1) valve timing, VVT finishes during starting.Based on the amount of effulent in the engine exhaust, torque are changed, the assessment of concrete fuel consumption etc., pre-determine valve timing 410 corresponding to combustion stablized air inlet introducing is measured.
The variation of IC Intake Valve Closes timing among VVT when Fig. 3 represents to start.
With reference to Fig. 3, IC Intake Valve Closes timing φ ic at first is set at initial angle φ 0, and this initial angle φ 0 is corresponding to the original state 400 of moment t0, and t0 is corresponding to engine start constantly.Vvt mechanism by obtain required oil pressure (under the situation of hydraulic type VVT) or energising (under the situation of electrodynamic type VVT) become exercisable moment t1 and after, the valve timing of intake valve in step by step mode in advance progressively to remove the decompression in the firing chamber 30.The Δ of the value in advance φ f of intake valve timing φ ic increases gradually.
Moment t3 when IC Intake Valve Closes timing φ ic reaches predetermined angle φ 1 (corresponding to predetermined state 410), VVT finishes during starting.With the fuel consumption of considering according to engine operating status, effulent, burning torque variation etc., figure according to based on the parameter (engine speed, stressor etc.) of engine operation condition sets valve timing (entering the air inlet introducing amount of firing chamber 30) after this.
The flow chart of VVT when Fig. 4 is the starting of describing according to the embodiment of the invention.According to the preset program that is pre-stored in the VVT control section 310, perhaps VVT during the starting by special-purpose hardware mechanism (not shown) execution graph 4.Note, the invention is not restricted to the system of vvt mechanism (intake valve control).
With reference to Fig. 4, VVT (the "Yes" that is judged to be) when beginning to start at step S100 place in response to engine start instruction by driver's operation key etc.Carry out therein the motor intermittent running vehicle (such as, except that motor, also combine actuating force source (for example, motor) motor vehicle driven by mixed power), the transmission of motor instruction is not directly related with the driver's operation key.
When piloting engine, in order to carry out initialization (step S110) valve timing 400 (Fig. 2) that reduces pressure in the firing chamber (decompression).As shown in the moment t0-t1 among Fig. 3, vvt mechanism become can operate before (the "No" that is judged to be) at step S120 place, remain on initial setting valve timing.When owing to having guaranteed oil pressure (under the situation of hydraulic type VVT) or having guaranteed that energising (under the situation of electrodynamic type VVT) makes vvt mechanism become can to operate ("Yes" that is judged to be at step S120 place), can begin VVT.Shift to an earlier date the valve timing of intake valve gradually, shifts to an earlier date prearranging quatity (step S130) at every turn.Thereby shown in after the moment t1 among Fig. 3, VVT is worth Δ φ f in advance and increases gradually.Along with valve timing of intake valve in advance, air inflow changes, and has increased the pressure in the firing chamber 30.Particularly, along with air inflow becomes greater than the air inflow in when starting, the pressure in the firing chamber 30 increases and surpasses (during starting) initial pressure gradually.Thereby, promoted carburretion by rising in the compressed ends temperature, thus, improved combustion performance gradually.
Before reaching predetermined state 410 shown in Figure 2 ("No" that is judged to be at step S140 place), shift to an earlier date the valve timing of intake valve gradually.Reach prearranging quatity (corresponding to IC Intake Valve Closes timing φ ic=φ 1) when VVT is worth Δ φ f in advance, VVT finishes ("Yes" that is judged to be at step S140 place) during starting.
From initial angle φ 0 (corresponding to original state 400) to the scope of predetermined angle φ 1 (corresponding to predetermined state 410), for IC Intake Valve Closes timing φ ic established standards angle φ 2.As described later, with standard angle φ 2 as threshold value, the control that the fuel that allows to be undertaken by in-cylinder injection device 50 sprays.
Fuel injection control when the starting that the control apparatus that is used for internal-combustion engine of the present invention carries out, according to by when starting the VVT that carries out of VVT be worth the judgement of carrying out about the pressure state of firing chamber 30 in advance, the fuel that is undertaken by in-cylinder injection device 50 when thus, being controlled at engine start sprays.
The flow chart of fuel injection control when Fig. 5 is the starting of describing according to first embodiment of the invention.Fuel injection control is carried out by the preset program that is pre-stored in Engine ECU 300 places during the starting of Fig. 5.
With reference to Fig. 5, fuel injection control is carried out (step S200) during first embodiment's starting during starting spraying treatment sequence.Because fuel injection control when during when starting spraying treatment sequence, not carrying out starting (step S200 place be judged to be "No"), so control end in the case.Handle the part of sequence as engine start, when starting in the spraying treatment sequence, the VVT during starting of execution graph 4.
During when starting spraying treatment sequence (the "Yes" that is judged to be), when in scheduled time slot when bent axle begins to rotate, when (step S210 be judged to be "No"), carrying out following fuel injection control at step S200 place.
After starter 250 is piloted engine, and reach (the "No" that is judged to be), prohibition of fuel injection (step S230) in essence before the engine speed Np that allow to spray at engine speed Ne at step S220 place.
When engine speed Ne becomes when being equal to, or greater than the engine speed Np ("Yes" that is judged to be at step S220 place) that allow to spray, the VVT of Fig. 2 is worth Δ φ f in advance whether has reached the standard corresponding and be worth φ rf in advance and judge (step S240) with standard angle φ 2.
Under valve timing of intake valve situation by the decompression control lag, the horizontal deterioration of exhaust emission, this is because because the fuel atomizing that the low temperature of the compressed ends that decompression causes and can not promoting is sprayed by in-cylinder injection device 50.Thereby, obtain the horizontal deterioration of exhaust emission in the cylinder fuel injection pattern with respect to the relation that VVT is worth Δ φ f in advance by mode with experience, can preset standard be worth φ rf in advance.This is corresponding to standard state, and this standard state is to allow by some improve the compressive state that suppresses the horizontal deterioration of exhaust emission to combustion regime.Particularly, at step S240, be worth Δ φ f in advance based on VVT and judge whether the compressive state in firing chamber 30 has reached the standard state of above-mentioned setting.
VVT be worth in advance Δ φ f do not reach the period that standard is worth φ rf in advance as yet during (promptly, (in step S240, be judged to be "No") during the moment t1-t2 in Fig. 3, forbid in-cylinder injection device 50 burner oils, to prevent the horizontal deterioration of exhaust harmful substance (step S250).
VVT be worth in advance Δ φ f reach reference value φ rf after (in step S240, being judged to be "Yes") (that is, being constantly after the t2 in Fig. 3), the fuel that allows to be undertaken by in-cylinder injection device 50 sprays (step S260).When the fuel that allows at step S260 to be undertaken by cylinder fuel injection device 50 sprays, spraying treatment EOS (step S280) during starting.
Fuel injection control during by above-mentioned starting, can be suppressed at the horizontal deterioration of contingent exhaust emission under the following situation, this situation is: decompression control period when being started by vvt mechanism for the starting-impact of the internal-combustion engine that suppresses to comprise in-cylinder injection device 50.
During when starting spraying treatment sequence, rotate (in the "Yes" that is judged to be of step S210) when beginning, judge unusually whether taking place to start through predetermined periods from bent axle.When engine speed was not easy to increase owing to low excessively temperature or undercharge, it is unusual that such starting can take place.In the case, do not carry out in-cylinder injection forbid control (shown in step S220-S260, purpose is to prevent the horizontal deterioration of exhaust emission) situation under, allow the beginning burner oil, so that engine start has limit priority (step S270), and when starting spraying treatment EOS (step S280).
Second embodiment
Fig. 6 is shown schematically in the structure according to engine system under the control of the control apparatus that is used for internal-combustion engine of second embodiment of the invention.
Based on the comparison of Fig. 1, second embodiment's as shown in Figure 6 motor 5# has the manifold injection device 100 that additionally is installed in intake manifold 60 places.Manifold injection device 100 supplies fuel to suction port 62 (it is the connected part between intake manifold 60 and the firing chamber 30) and/or intake manifold 60.Although second embodiment will be described based on the in-cylinder injection device 50 with setting respectively and the internal-combustion engine of manifold injection device 100, application of the present invention is not limited to such internal-combustion engine.For example, the present invention's internal-combustion engine of may be used on it has a sparger that comprises in-cylinder injection function and manifold injection function.
The structure of other element among the motor 5# is similar to motor shown in Figure 15.Thereby the details of its description will no longer repeat.VVT when motor 5# carries out as the described starting of Fig. 2-Fig. 4 by vvt mechanism (decompression control when controlling the starting of carrying out) by intake valve.
The flow chart of fuel injection control when Fig. 7 is the starting of describing according to second embodiment of the invention.Fuel injection control is carried out by the preset program that is pre-stored in the Engine ECU 300 during the starting of Fig. 7.
As shown in Figure 7 according to second embodiment's starting the time fuel injection control difference of fuel injection control with the time based on the starting of Fig. 5 be to be respectively that execution in step S252 and S262 replace step S250 and S260.And, the flow chart of Fig. 7 also comprise when obtain at step S240 place be judged to be "No" the time step S240# and the S245 that carry out.The control flow of all the other elements is similar to the described situation with reference to Fig. 5.Thereby its detailed description will no longer repeat.
(step S240 place is judged to be "No" to be worth the time durations of Δ φ f before reaching reference value φ rf in advance at VVT; Moment t1-t2 in Fig. 3), when the judgement at step S240# and S245 place is "No", forbid that the fuel that is undertaken by in-cylinder injection device 50 sprays, the fuel that allows simultaneously to be undertaken by manifold injection device 100 sprays (step S252).
When VVT is worth △ φ f ("Yes" that is judged to be at step S240 place when reaching the standard value of carrying φ rf in advance; Moment t2-t3 in Fig. 3), and VVT be worth in advance Δ φ f reach reference value φ rf before when among step S240# and the S245 at least one obtain be judged to be "Yes" the time, allow the fuel that both carry out by in-cylinder injection device 50 and manifold injection device 100 to spray (step S262).
At step S240#, judge that the burning whether guaranteed the firing chamber 30 of spraying according to the setting in step S252 and based on the fuel that is undertaken by manifold injection device 100 reaches scheduled time slot at least.Can perhaps whether guarantee the igniting of pre-determined number by begin whether process of preset time (for example, the several seconds) from burning, judge and whether guarantee scheduled time slot.
When guaranteeing that burning reaches scheduled time slot ("Yes" that is judged to be at step S240# place), execution in step S262, this is the temperature because of the compressed ends because the rising promotion of firing chamber 30 temperature has raise.Cancellation is to using forbidding of in-cylinder injection device 50, and allows the fuel that both carry out by in-cylinder injection device 50 and manifold injection device 100 to spray.This scheduled time slot is set at corresponding to standard state, is to suppress the compressive state of exhaust emission deterioration by improving combustion regime as this standard state as described in first embodiment.In second embodiment's fuel injection control, can be based on judging that the fuel that is only carried out separately by manifold injection device 100 sprays to burn whether reach scheduled time slot, judges whether the pressure state in the firing chamber 30 has reached standard state.
When not guaranteeing that also burning reaches scheduled time slot ("No" that is judged to be at step S240# place), whether execution in step S245 raises with the temperature of judging in-cylinder injection device 50.
Owing to do not cool off based on the latent heat of vaporization of the fuel that is sprayed during banning use of in-cylinder injection device 50, the temperature of sparger raises.Consider the danger that has fault owing to the excessive temperature rising at in-cylinder injection device 50 places, when the temperature (perhaps estimating temperature) of in-cylinder injection device 50 becomes when being equal to, or greater than standard temperature ("Yes" that is judged to be at step S245 place) execution in step S262.By cancelling using forbidding of in-cylinder injection device 50, guarantee that the fuel that is undertaken by in-cylinder injection device 50 sprays, and will cause fault to avoid excessive temperature at step S262.
When the temperature (perhaps estimating temperature) of in-cylinder injection device 50 does not also reach standard temperature (being judged to be "No" in step S245), execution in step S252.Thereby, forbid in-cylinder injection device 50 burner oils, and carry out manifold injection device 100 burner oils, to prevent the deterioration of exhaust harmful substance level.
When starting comprises both internal-combustion engine (corresponding to second embodiment's motor 5#) of in-cylinder injection device 50 and manifold injection device 100, similar first embodiment, when carrying out the cylinder fuel injection under the decompression control when starting by VVT, during the period of exhaust emission level with deterioration, forbid the cylinder fuel injection, to prevent the deterioration of exhaust harmful substance, spray the starting capability of guaranteeing motor 5# by the fuel that is undertaken by manifold injection device 100 simultaneously.Thereby during impact (vibration) when suppressing engine start of decompression control, the deterioration of exhaust emission is inhibited when starting by VVT, and has guaranteed motor to export and improved starting capability.
Step S240# is provided with permission when the temperature of compressed ends raises by the burning of spraying based on the fuel that is undertaken by manifold injection device 100, and cancellation is to using forbidding of in-cylinder injection device 50, to allow normal running.In addition, step S245 is provided with permission by guaranteeing to carry out the cylinder fuel injection before in-cylinder injection device 50 reaches the excessive temperature state, prevents that sparger from stopping up.
The 3rd embodiment
The 3rd embodiment fuel injection control during corresponding to the starting that is used for motor vehicle driven by mixed power, wherein motor vehicle driven by mixed power also combines the power source (normally motor) except motor (corresponding to the interior internal-combustion engine of describing among first or second embodiment).In the vehicle that carries out the motor intermittent running ((echo-run) vehicle travels such as, the so-called recovery that comprises the economy run system), the engine start frequency is higher.Thereby from guaranteeing the angle of drivability, the necessity of decompression control is higher during the starting undertaken by VVT.
The schematic configuration of motor vehicle driven by mixed power is described with reference to Fig. 8.The mixed power system 500 that is attached to motor vehicle driven by mixed power also comprises battery 510, is used for power control unit (PCU) 520, motor 530, distributing means for power supply 550, generator (electric generator) 560, reduction gear 570, driving wheel 580a and the 580b of power conversions and the mixed power ECU590 that controls the whole operation of hybrid electric drive system 500 except comprising motor 540.
Front-wheel is the mixed power system of driving wheel although only figure 8 illustrates, and can be provided for driving the motor of trailing wheel to constitute the 4WD mixed power system.
Battery 510 comprises chargeable secondary cell (for example, ni-mh or lithium rechargeable battery).Power control unit 520 comprises the inverter (not shown) that the VDC from battery 510 supplies is converted to the alternating voltage that is used for drive motor 530.Inverter is configured to allow bi-directional electric power conversion, and comprises electric energy (alternating voltage) that the regenerative braking running by motor 530 is produced and converted to by the electric energy (alternating voltage) that generator 560 is produced and be used for VDC that battery 510 is charged.
Power control unit 520 can also comprise lifting/voltage reducing transformer (not shown), to change the level of VDC.The layout of such lifting/voltage reducing transformer allows motor 530, and the alternating voltage of high voltage amplitude drives by having more than the voltage by battery 510 supplies.Thereby, can improve motor drive efficiency.
Fig. 1 or engine system shown in Figure 6 for example can be applied to motor 540.The power that distributing means for power supply 550 can produce motor be divided into via reduction gear 570 and is delivered to the path of driving wheel 580a and 580b and the path of transmitting to generator 560.Generator 560 is by the powered rotation of transmitting via distributing means for power supply 550 from motor 540, to produce electric power.The electric power that generator 560 is produced is with the electric power of doing battery 510 is charged or as the electric power that comes drive motor 530 by power conversion unit 520.
Motor 530 is rotatably driven by the alternating voltage from power conversion unit 520 supplies.Power is transferred to driving wheel 580a and 580b via reduction gear 570.In the regenerative braking operation mode that the speed that motor 530 reduces according to driving wheel 580a and 580b is rotated, motor 530 is as generator.
During vehicle and at low speed driving or along the gentle slope during low-load under the downward travel situations, hybrid electric drive system 500 allows to travel with the driving force of motor 530 without the driving force of motor 540, to avoid the bad zone of engine efficiency in starting.In the case, except the situation that needs warm-operation, the running of shutting engine down 540.Motor 540 turns round under idling mode when the needs warm-operation.
In common driving mode, motor 540 starts, and is divided into the driving force of driving wheel 580a and 580b and is used for the driving force that generator 560 generates electricity by distributing means for power supply 550 from the driving force of motor 540 outputs.The electric power that generator 560 is produced is used for drive motor 530.Thereby, in common driving mode,, driving wheel 580a and 580b are driven by from the auxiliary driving force of the driving force of motor 530 from motor 540.The power distribution ratio of mixed power ECU590 control distributing means for power supply 550 makes overall rate become maximum.
In throttled-wide aero mode, the electric power of supplying from battery 510 is used for drive motor 530, has further increased the driving force of driving wheel 580a and 580b thus.
Slow down and braking during, driving wheel 580a and 580b rotatably drive motor 530 with generating.The electric power collected by the regeneration of motor 530 converts VDC to by power conversion unit 520, is used for battery 510 is charged.Motor 540 stops automatically when vehicle stops.
Hybrid electric drive system 500 cruises vehicle, the power that is consumed makes up (promptly based on the driving force of motor 540 generations and the driving force of motor 530 generations, running according to driving situation control motor 540 and motor 530) be improved, wherein motor 530 uses electric energy as the source.Because motor 540 is according to the drive condition intermittent running, so not only by the driver's operation key but also according to accelerator pedal position and battery charge level (SOC: charged state) send the instruction of piloting engine in motor vehicle driven by mixed power.
Fuel injection control when describing in the motor vehicle driven by mixed power starting with reference to Fig. 9 and Figure 10.
The flow chart of first example of fuel injection control when Fig. 9 is the starting of describing according to the 3rd embodiment.Fuel injection control during starting when Fig. 9 is the motor 540 that is attached in the motor vehicle driven by mixed power corresponding to the engine system applications as first embodiment (Fig. 1).Carry out fuel injection control according to the preset program that is pre-stored in the Engine ECU 300.
Compare with the flow chart of Fig. 5, fuel injection control has step S250 during the 3rd embodiment's shown in Figure 9 starting, this step S250 make by when starting VVT (decompression control during starting) VVT be worth in advance Δ φ f reach reference value φ rf before (the "No" that is judged to be) at step S240 place, the residual volume of battery 510 is to carry out under the condition of predeterminated level (step S247 place be judged to be "Yes") at least.Thereby, forbid that the fuel that undertaken by in-cylinder injection device 50 sprays, and the mixed power ECU590 energising of motor and driving, make to produce the driving force (step S300) that is used for vehicle by motor 530.
Even under forbidding that being carried out fuel by in-cylinder injection device 50 sprays with the situation of avoiding the horizontal deterioration of exhaust emission, vehicle can be started smoothly by the vehicle drive force that motor 530 is produced.Compare and the judgement at execution in step S240 place by SOC and reference value battery 510.
Note; when being worth Δ φ f in advance at VVT not under the situation of the value of being above standard φ rf (in step S240, being judged to be "No"); when the residual capacity in the battery 510 is lower than predeterminated level ("No" that is judged to be at step S247 place), execution in step S260 is with protection battery 510 and guarantee vehicle launch power.Thereby cancellation is to being carried out forbidding of fuel injection by in-cylinder injection device 50.
All the other control flows during the 3rd embodiment's starting in the fuel injection control are similar to described in first and second embodiments.Thereby it is described details and will no longer repeat.
Figure 10 is the flow chart of second example of fuel injection control when describing the 3rd embodiment's starting.Fuel injection control when Figure 10 is used as the starting of the motor 540 that is combined in the motor vehicle driven by mixed power corresponding to second embodiment's (Fig. 6) engine system wherein.Fuel injection control is carried out according to the preset program that is pre-stored in the Engine ECU 300.
Compare with the flow chart of Fig. 7, fuel injection control makes when step S240, S240# and S245 obtain the judgement of "No" all during the 3rd embodiment's shown in Figure 10 starting, forbid that by step S252 the fuel that is undertaken by cylinder fuel injection device 50 sprays, and mixed power ECU 590 energisings of motor drive, and make to produce the driving force (step S300) that is used for vehicle by motor.
Thereby vehicle drive force is produced by motor 530, even to allow vehicle also can start smoothly under being carried out fuel by the in-cylinder injection device sprays with the situation of avoiding the horizontal deterioration of exhaust emission forbidding.
All the other control flows of fuel injection control are similar to described in first and second embodiments during the 3rd embodiment's starting.Thereby the details of its description will no longer repeat.
Based on the structure that is incorporated into comprising the internal-combustion engine of in-cylinder injection device 50 at least in the motor vehicle driven by mixed power, fuel injection control during according to the 3rd embodiment's starting, the vibration that produces during cranking internal combustion engine is inhibited by decompression control, and the deterioration of exhaust emission level is inhibited, the power when guaranteeing vehicle launch by motor 530 simultaneously.Thereby, in motor vehicle driven by mixed power, the vibration in the time of can suppressing engine start; Can prevent the deterioration of exhaust emission level; And can guarantee the vehicle launch ability.
When obtain at step S240 place be judged to be "No" (also not reaching standard state) time, the fuel injection control of Fig. 5 or motor 5 (direct injection ic engine) shown in Figure 9 can be similar to Fig. 7 and situation shown in Figure 10, priority prevented the fault that the excessive temperature by in-cylinder injection device 50 causes by execution in step S245.
(in-cylinder injection before and after catalyst activation is forbidden control)
Usually, during before the catalyst activation (that is, during engine cold state), it is relatively poor that the effulent of catalyst-assembly (for example, triple mode catalytic converter) is removed function, and the deterioration of the exhaust emission level in the internal-combustion engine especially becomes problem.
In view of the above, as described in the flow chart of Figure 11 and Figure 12, above-mentioned in-cylinder injection is forbidden controlling and can be suitable for only carrying out during the period before the catalyst activation.
Figure 11 is corresponding to the execution of forbidding according to first embodiment's shown in Figure 5 in-cylinder injection controlling, it is limited to the catalyst activation time before that makes, Figure 12 is corresponding to the execution of forbidding according to second embodiment's shown in Figure 7 in-cylinder injection controlling, and it is limited to the catalyst activation time before that makes.
When the flow chart according to Figure 11 and Figure 12 obtains being judged to be "Yes" at step S220 place, that is whether, when allowing corresponding to the increase of engine speed to begin the fuel injection, control proceeds to step S400, activated to judge catalyzer.
When ("Yes" that is judged to be at step S400 place) finished in the activation of catalyzer, control proceeded to step S260 (Figure 11) and step S262 (Figure 12) respectively, and execution in step S240 not, with the fuel injection that allows to be undertaken by in-cylinder injection device 50.On the contrary, when ("No" that is judged to be at step S400 place) do not finished in the activation of catalyzer as yet, carry out with the similar in-cylinder injection of the control described in first and second embodiments by step S240 and the processing of step later on and to forbid control.Thereby, can carry out with the similar in-cylinder injection of first and second embodiments' control and forbid control, it is limited to the time that makes before the catalyst activation.
Although do not illustrate, by according to the flow chart of Fig. 9 and Figure 10 when step S220 place be judged to be "Yes" the time carry out above-mentioned step S400, the fuel injection control when in-cylinder injection that can enoughly be restricted to the time before the catalyst activation forbids controlling the starting of carrying out the 3rd embodiment.
By such control, as in first to the 3rd embodiment, before making catalyst activation (during this period, the removal function of effulent is relatively poor), forbid controlling the deterioration that can suppress the exhaust emission level by in-cylinder injection, and after making catalyst activation, (remove the time period of function) and do not carry out in-cylinder injection and forbid control, thereby in that early the stage increases motor output corresponding to guaranteeing effulent.
(catalyst warm-up operation and in-cylinder injection forbid controlling between relation)
When motor is in cold machine state, begin catalyst warm-up operation in response to the foundation of the predetermined condition after the engine start.For example, be designed to when motor is under the cold machine state (usually, based on the judgement of engineer coolant temperature) engine start, carry out the execution of warm-up operation through scheduled time slot (for example, Yu Ding cycle-index) after the engine ignition.
Thereby, as shown in figure 13, such possibility is arranged, promptly after engine start,, send the catalyst warm-up operation sign on when VVT is worth Δ φ f when not reaching reference value φ rf as yet (during the execution period that in-cylinder injection is forbidden controlling) in advance.Yet, need the cylinder fuel injection at the motor 5 of Fig. 1, and preferably, when the temperature of the motor 5# that guarantees Fig. 6 and air displacement, carry out semi-stratified charge combustion based on the cylinder fuel injection so that catalyzer activation early.Thereby, have such situation, promptly can not begin catalyst warm-up operation owing to carry out in-cylinder injection to forbid control.
Under these circumstances, in the state before the enough VVT of acquisition are worth in advance, so that catalyzer early activates rather than the in-cylinder injection that carries out first to the 3rd embodiment is forbidden control, can increase the effect of improving of total exhaust emission level by the beginning catalyst warm-up operation.
In view of the above, as Figure 14 and shown in Figure 15, above-mentioned in-cylinder injection forbids that control can be suitable for not carrying out during catalyst warm-up operation.
Figure 14 is a flow chart of forbidding control (can not carry out) corresponding to the in-cylinder injection of first embodiment shown in Fig. 5 during catalyst warm-up, and Figure 15 is a flow chart of forbidding control (can not carry out) corresponding to the in-cylinder injection of second embodiment shown in Fig. 7 during catalyst warm-up.
When the flow chart according to Figure 14 and Figure 15 obtain at step S220 place be judged to be "Yes" the time, that is, when allowing the beginning burner oil when increasing corresponding to engine speed, control proceeds to step S410 to judge the current catalyst warm-up operation of whether carrying out.For example set " OFF " mark, the judgement that comes execution in step S410 by setting " ON " mark and finish in response to catalyst activation in response to the instruction of beginning catalyst warm-up operation.Can based on by temperature sensor senses or by the catalyst temperature that the increase of air displacement is estimated, come whether catalyzer be activated and judge.
Current when carrying out catalyst warm-up operation (the "Yes" that is judged to be) at step S410 place, control proceeds to step S260 (Figure 14) and step S262 (Figure 15) respectively, and execution in step S240 not, the fuel injection of forbidding and allowing to be undertaken with the cancellation in-cylinder injection by in-cylinder injection device 50., not when carrying out catalyst warm-up operation (the "No" that is judged to be), carry out in-cylinder injection by step S240 and the processing of step later on and forbid control (being similar to first and second embodiments' control) current at step S410 place.Thereby during catalyst warm-up operation, in-cylinder injection forbids that control can be configured to and can not carry out.
Although do not do explanation, but when in step S220, being judged to be "Yes", by carrying out according to the described step S410 of the flow chart of Fig. 9 and Figure 10, fuel injection control is configured to and can not carries out during can making in-cylinder injection forbid being controlled at catalyst warm-up operation during the 3rd embodiment's starting.
Utilize such control, before the indication catalyst warm-up operation, by forbidding control with the similar in-cylinder injection of first to the 3rd embodiment, the deterioration that can suppress the exhaust emission level, and when carrying out catalyst warm-up operation, do not carrying out under the situation that in-cylinder injection forbids controlling improving total exhaust emission level by beginning catalyst warm-up operation in stage early.
By combination above-mentioned steps S400 and S410, this structure is suitable for carrying out first to the 3rd embodiment's in-cylinder injection and forbids control, the period before it is limited to from the engine start under the engine cold state to catalyst warm-up operation.
Below set forth the corresponding relation of the structure of describing among Fig. 1 of the present invention-15.In-cylinder injection device 50 is corresponding to " first fuel injection mechanism " of the present invention.Manifold injection device 100 is corresponding to " second fuel injection mechanism " of the present invention.Starter 250 is corresponding to " actuating section " of the present invention.About the flow chart of Fig. 4, step S110 is corresponding to " decompression part during starting " of the present invention, and step S130 and S140 are corresponding to " decompression cancellation part " of the present invention.Step S240 (such as Fig. 5) and step S240# (such as Fig. 7) are corresponding to " judgement part " of the present invention.Step S250 and S260 (such as Fig. 5) and step S252 and S262 (such as Fig. 7) are corresponding to " fuel injection control part during starting " of the present invention.Step S300 (such as Fig. 9) is corresponding to " driving force is shared control section during starting " of the present invention.
Claims (10)
1. control apparatus that is used for internal-combustion engine (5,5#), described internal-combustion engine comprises first fuel injection system (50) that is used for injecting fuel into the firing chamber, and allow intake valve control at least, described intake valve control is used for the air inflow that control enters described firing chamber by intake valve (80), and described control apparatus comprises:
Starting arrangement (250) is used to start described internal-combustion engine,
Decompressor during starting (S110) is used to set the described air inflow as the initial value of described intake valve control, and described air inflow is corresponding to the decompression in the described firing chamber when the described engine starting,
Decompression cancellation device (S130, S140) is used for changing described air inflow gradually from described initial value after described engine starting, the pressure in the described firing chamber being increased the pressure when surpassing starting,
Decision maker (S240, S240#), the compressive state that is used for judging described firing chamber whether reached predetermined standard state and
Fuel injection control system during starting (S250, S260/S252, S262), be used for when described engine starting, before described decision maker judges that compressive state in the described firing chamber has reached the time of described standard state, forbid that the fuel that is undertaken by described first fuel injection system sprays, the fuel that allows then to be undertaken by described first fuel injection system after the described time sprays.
2. the control apparatus that is used for internal-combustion engine according to claim 1 also comprises second fuel injection system (100) that is used for injecting fuel into intake manifold,
Wherein, before compressive state in the described firing chamber of described decision maker (S240, S240#) judgement has reached the time of described standard state, fuel injection control system (S252, S262) forbids that the fuel that is undertaken by described first fuel injection system (50) sprays during described the starting, and indication is carried out the fuel injection by described second fuel injection system.
3. the control apparatus that is used for internal-combustion engine according to claim 1, described internal-combustion engine (5,5#) and the actuating force source except described internal-combustion engine (530) are combined in the vehicle (500) together,
Driving force is shared control gear (S300) when also comprising starting, be used for before described decision maker (S240, S240#) judges that the compressive state of described firing chamber has arrived the time of described standard state, indication is produced the driving force of described vehicle by described actuating force source.
4. according to each described control apparatus that is used for internal-combustion engine in the claim 1 to 3, wherein, the exhaust that makes described internal-combustion engine before the catalyst activation of process, the fuel that fuel injection control system (S250, S260/S252, S262) is set up described first fuel injection system (50) during described starting sprays to be forbidden the period.
5. according to each described control apparatus that is used for internal-combustion engine in the claim 1 to 3, wherein, the exhaust of described internal-combustion engine during the warm-up operation of catalyzer of process, regardless of the judgement of described decision maker (S240, S240#), the fuel that fuel injection control system (S250, S260/S252, S262) all allows to be undertaken by described first fuel injection system (50) during described the starting sprays.
6. control apparatus that is used for internal-combustion engine (5,5#), described internal-combustion engine comprises first fuel injection mechanism (50) that is configured to inject fuel in the firing chamber, and allow intake valve control at least, described intake valve control is used for the air inflow that control enters described firing chamber by intake valve (80), and described control apparatus comprises:
Actuating section (250), it is configured to start described internal-combustion engine,
Decompression part (S110) during starting is used to set the described air inflow as the initial value of described intake valve control, and described air inflow is corresponding to the decompression in the described firing chamber when the described engine starting,
Decompression cancellation part (S130, S140) is used for changing described air inflow gradually from described initial value after described engine starting, the pressure in the described firing chamber being increased the pressure when surpassing starting,
Judge part (S240, S240#), the compressive state that is used for judging described firing chamber whether reached predetermined standard state and
Fuel injection control part (S250, S260/S252, S262) during starting, be used for when described engine starting, described judge that part judges that compressive state in the described firing chamber has reached the time of described standard state before, forbid that the fuel that is undertaken by described first fuel injection mechanism sprays, after the described time, allow the burner oil that is undertaken by described first fuel injection mechanism then.
7. the control apparatus that is used for internal-combustion engine according to claim 6 also comprises second fuel injection mechanism (100) that is configured to inject fuel in the intake manifold,
Wherein, before compressive state in the described firing chamber of described judgement part (S240, S240#) judgement has reached the time of described standard state, fuel injection control part (S252, S262) forbids that the fuel that is undertaken by described first fuel injection mechanism (50) sprays during described the starting, and indication is carried out the fuel injection by described second fuel injection mechanism.
8. the control apparatus that is used for internal-combustion engine according to claim 6, described internal-combustion engine (5,5#) and the actuating force source except described internal-combustion engine (530) are combined in the vehicle (500) together,
Driving force is shared control section (S300) when also comprising starting, be used for before described judgement part (S240, S240#) judges that the compressive state of described firing chamber has arrived the time of described standard state, indication is produced the driving force of described vehicle by described actuating force source.
9. according to each described control apparatus that is used for internal-combustion engine in the claim 6 to 8, wherein, the exhaust of described internal-combustion engine before the catalyst activation of process, the fuel that fuel injection control part (S250, S260/S252, S262) is set up described first fuel injection mechanism (50) during described starting sprays to be forbidden the period.
10. according to each described control apparatus that is used for internal-combustion engine in the claim 6 to 8, wherein, the exhaust of described internal-combustion engine during the warm-up operation of catalyzer of process, regardless of the described judgement of judging part (S240, S240#), the fuel that fuel injection control part (S250, S260/S252, S262) all allows to be undertaken by described first fuel injection mechanism (50) during described the starting sprays.
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP023302/2005 | 2005-01-31 | ||
| JP2005023302 | 2005-01-31 | ||
| JP304361/2005 | 2005-10-19 |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN101151447A true CN101151447A (en) | 2008-03-26 |
| CN100580238C CN100580238C (en) | 2010-01-13 |
Family
ID=39251271
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN 200680003731 Expired - Fee Related CN100580238C (en) | 2005-01-31 | 2006-01-23 | Control apparatus for internal combustion engine |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN100580238C (en) |
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN102654081A (en) * | 2011-03-03 | 2012-09-05 | 日产自动车株式会社 | Control system for an internal combustion engine |
| CN102762841A (en) * | 2009-11-05 | 2012-10-31 | 丰田自动车株式会社 | Intake apparatus of engine |
| CN103758645A (en) * | 2013-12-20 | 2014-04-30 | 联合汽车电子有限公司 | Hybrid electric vehicle engine control method and device |
| CN115217656A (en) * | 2022-07-26 | 2022-10-21 | 中国第一汽车股份有限公司 | NVH (noise, vibration and harshness) control method and device, VCU (video command unit) and medium for lifting hybrid vehicle |
-
2006
- 2006-01-23 CN CN 200680003731 patent/CN100580238C/en not_active Expired - Fee Related
Cited By (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN102762841A (en) * | 2009-11-05 | 2012-10-31 | 丰田自动车株式会社 | Intake apparatus of engine |
| CN102762841B (en) * | 2009-11-05 | 2016-03-30 | 丰田自动车株式会社 | The air inlet system of motor |
| CN102654081A (en) * | 2011-03-03 | 2012-09-05 | 日产自动车株式会社 | Control system for an internal combustion engine |
| CN102654081B (en) * | 2011-03-03 | 2014-11-05 | 日产自动车株式会社 | Control system for an internal combustion engine |
| US9109475B2 (en) | 2011-03-03 | 2015-08-18 | Nissan Motor Co., Ltd. | Control system for an internal combustion engine |
| CN103758645A (en) * | 2013-12-20 | 2014-04-30 | 联合汽车电子有限公司 | Hybrid electric vehicle engine control method and device |
| CN115217656A (en) * | 2022-07-26 | 2022-10-21 | 中国第一汽车股份有限公司 | NVH (noise, vibration and harshness) control method and device, VCU (video command unit) and medium for lifting hybrid vehicle |
| CN115217656B (en) * | 2022-07-26 | 2024-05-03 | 中国第一汽车股份有限公司 | Control method and device for NVH of lifting machine of hybrid vehicle, VCU and medium |
Also Published As
| Publication number | Publication date |
|---|---|
| CN100580238C (en) | 2010-01-13 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| JP4453641B2 (en) | Control device for internal combustion engine | |
| US7278392B2 (en) | Method for operating a hybrid vehicle and hybrid vehicle with a multi-cylinder internal combustion engine coupled to an electric motor | |
| CN101516705B (en) | Hybrid vehicle and method of controlling same | |
| CN101328826B (en) | A hybrid vehicle, a hybrid vehicle propulsion system and a method for an exhaust gas treatment device in a such a system | |
| CN100547236C (en) | The control gear that is used for vehicle | |
| JP3941705B2 (en) | Internal combustion engine stop / start control device | |
| US7263959B2 (en) | Control apparatus of internal combustion engine | |
| US6688411B2 (en) | Hybrid electric vehicle and a method for operating a hybrid electric vehicle | |
| CN102884300B (en) | Control method of spark ignition engine and spark ignition engine | |
| US20050216176A1 (en) | Control system and method for an internal combustion engine and vehicle including the same system | |
| US9272702B2 (en) | Internal combustion engine control for a hybrid vehicle | |
| CN101787916A (en) | Integrated exhaust and electrically heated particulate filter regeneration systems | |
| CN101184914A (en) | Control apparatus for vehicle, and vehicle incorporating the same | |
| CN108223168A (en) | Automobile | |
| US20220379873A1 (en) | Apparatus of controlling mode switching transitions in multi-combustion mode internal combustion engine with a hybrid propulsion system | |
| CN100580238C (en) | Control apparatus for internal combustion engine | |
| CN105383484B (en) | Start the method and system of hybrid vehicle | |
| JP3956953B2 (en) | Power output apparatus, automobile equipped with the same, and control method of power output apparatus | |
| JP2003020981A (en) | Control device at the time of starting internal combustion engine | |
| JP4229117B2 (en) | Power output device, automobile equipped with the same, and control method of power output device | |
| US11808195B1 (en) | System and method for dosing a selective catalytic reduction catalyst | |
| JP2013216223A (en) | Hybrid vehicle | |
| JP7258422B2 (en) | Hybrid vehicle control device | |
| WO2022163410A1 (en) | Drive control device and drive control method | |
| JP7455495B2 (en) | Hybrid vehicle control device |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| C06 | Publication | ||
| PB01 | Publication | ||
| C10 | Entry into substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| C14 | Grant of patent or utility model | ||
| GR01 | Patent grant | ||
| C17 | Cessation of patent right | ||
| CF01 | Termination of patent right due to non-payment of annual fee |
Granted publication date: 20100113 Termination date: 20120123 |