CN112177787A - Engine control device and control method thereof - Google Patents
Engine control device and control method thereof Download PDFInfo
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- CN112177787A CN112177787A CN201911140710.3A CN201911140710A CN112177787A CN 112177787 A CN112177787 A CN 112177787A CN 201911140710 A CN201911140710 A CN 201911140710A CN 112177787 A CN112177787 A CN 112177787A
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- engine
- fuel injection
- rotation speed
- control
- pressure reducing
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- 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
- F02D41/30—Controlling fuel injection
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- 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
- F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
- F02D41/062—Introducing corrections for particular operating conditions for engine starting or warming up for starting
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
- F02D2200/101—Engine speed
Abstract
The invention provides an engine control device and a control method thereof, which can ensure the startability of an engine, reduce the emission during starting and simultaneously contribute to the reduction of oil consumption. The engine control device is applied to a vehicle having an engine and a motor generator as power sources, the vehicle further including a cylinder block provided to the engine, an engine speed sensor for detecting a rotational speed of the engine, a decompression device provided in the vicinity of an exhaust valve of the engine, the decompression device opening the exhaust valve before a crankshaft of the engine reaches a compression top dead center, the engine control device including: a pressure reducing device operation determination unit that determines whether or not the pressure reducing device is in operation; and a fuel injection control unit that performs reduced fuel injection or fuel injection prohibition when the pressure reducing device operation determination unit determines that the pressure reducing device is operating.
Description
Technical Field
The present invention relates to an engine control device and a control method thereof, and more particularly to an engine control device having a decompression device for improving startability and a control method thereof.
Background
Conventionally, in order to improve engine startability, a decompression device is provided in the vicinity of an exhaust valve of an engine, and the exhaust valve is opened by the decompression device before a compression top dead center to reduce compression torque, thereby easily overcoming the compression top dead center and ensuring rapid startability.
Further, in order to improve the startability of the engine, a decompression device may be provided near an intake valve of the engine. The intake valve is opened by the decompression means at the time of the compression stroke to reduce the compression torque, thereby ensuring rapid startability.
It is the current practice in the industry to inject fuel as soon as an engine speed signal is detected, regardless of whether the pressure reducing device is in operation. However, when the decompression device is actuated, the exhaust valve or the intake valve is opened in the compression stroke, which results in a decrease in the compression ratio in the cylinder, and the exhaust valve is opened in the compression stroke, and the mixture is introduced into the atmosphere via the exhaust pipe, which causes a problem of deterioration in emission. Further, the mixture is not sufficiently combusted when the compression ratio is lowered, and the exhaust gas not sufficiently combusted is also introduced into the atmosphere in the exhaust stroke, which causes deterioration of emission. This is not in accordance with the current strict environmental protection requirements of countries.
Documents of the prior art
Patent document
Patent document 1: CN106014745A
Disclosure of Invention
The present invention has been made to solve the above-described problems of the conventional art, and an object of the present invention is to provide an engine control device and a control method thereof, which reduce or prohibit fuel injection in a rotation speed range in which a pressure reducing device operates at the time of starting an engine having the pressure reducing device for improving startability, so as to reduce discharge of an unburned mixture in a compression stroke to the atmosphere via an exhaust pipe.
An engine control device 2 according to an aspect of the present invention is applied to a vehicle 100, the vehicle 100 including an engine 4 and a motor generator 5 as power sources, the vehicle 100 further including an engine speed sensor 13, the engine speed sensor 13 detecting a speed of the engine 4, a decompression device 80 provided in the engine 4, the decompression device 80 opening an exhaust valve or an intake valve of the engine 4 before a crankshaft 44 of the engine 4 reaches a compression top dead center, the engine control device 2 including: a pressure reducing device operation determination unit that determines whether or not the pressure reducing device is in operation; and a fuel injection control unit that performs reduced fuel injection or fuel injection prohibition when the pressure reducing device operation determination unit determines that the pressure reducing device is operating.
According to the engine control device having this configuration, the amount of fuel injection can be reduced or fuel injection can be prohibited when the pressure reducing device is operated, and the insufficiently combusted air-fuel mixture caused by the reduction in the compression ratio can be prevented from being discharged to the atmosphere through the opened exhaust pipe, so that the problem of deterioration in emission can be avoided while the startability of the engine is ensured.
Preferably, the decompressor operation determining unit determines whether or not the decompressor is operating based on a detection result of the engine speed sensor 13, and determines that the decompressor is operating when the rotation speed of the engine 4 detected by the engine speed sensor 13 is less than a predetermined rotation speed NE 3.
The predetermined rotation speed NE3 is set based on the upper limit NE1 of the operation of the pressure reducing device.
More preferably, the predetermined rotation speed NE3 is min (NE1, NE2), where NE2 is an upper limit value of the engine driving rotation speed when the engine 4 is started only by the electric motor 5 without fuel-air mixture combustion.
Thus, NE1 is equal to or greater than NE2, and the predetermined rotation speed NE3 can be set appropriately, while taking into account the fact that the upper limit NE1 of the decompressor operation is equal to or greater than the upper limit NE2 of the engine driving rotation speed when the engine 4 is started only by the electric engine 5 without fuel/air mixture combustion.
Preferably, the fuel injection control unit performs the fuel reduction injection when the rotation speed of the engine 4 detected by the engine rotation speed sensor 13 is within a first predetermined range N1. The fuel injection control portion performs fuel injection prohibition when the rotation speed of the engine 4 detected by the engine rotation speed sensor 13 is within a second predetermined range N2.
Thus, the fuel injection can be performed in a reduced amount or inhibited in different appropriate rotation speed ranges, respectively, thereby maximizing the fuel efficiency.
More preferably, the engine control device 2 further includes an injection amount recovery control unit that immediately recovers a normal injection amount if the predetermined rotation speed is not reached within a predetermined time in a state where the fuel injection control unit performs the fuel reduction injection or the fuel injection is prohibited.
This prevents the startability of the engine from being lowered due to factors affecting startability, such as aging of the battery and aging of the throttle valve.
An engine control method according to a second aspect of the present invention is a control method executed by an engine control device 2, the engine control device 2 being applied to a vehicle 100, the vehicle 100 having an engine 4 and a motor generator 5 as power sources, the vehicle 100 further including an engine speed sensor 13, the engine speed sensor 13 being configured to detect a speed of the engine 4, a decompression device 80 being provided in the engine 4, the decompression device 80 opening an exhaust valve or an intake valve of the engine 4 before a crankshaft 44 of the engine 4 reaches a compression top dead center, the engine control method comprising: a pressure reducing device operation judging step of judging whether or not the pressure reducing device is in operation; and a fuel injection control step of performing a fuel reduction control or an fuel injection prohibition control if it is determined by the pressure reducing device operation determination step that the pressure reducing device is in operation.
According to the engine control method, the fuel injection amount can be reduced or inhibited when the decompression device operates, and the insufficiently combusted air-fuel mixture caused by the reduction of the compression ratio can be prevented from being discharged to the atmosphere through the opened exhaust pipe, so that the starting performance of the engine is ensured, and the problem of emission deterioration is avoided.
Drawings
The above objects, other objects, features and advantages of the present invention will become more apparent with reference to the accompanying drawings and the following detailed description. The drawings are as follows.
Fig. 1 is a block diagram showing a vehicle to which an engine control device according to an embodiment of the present invention is applied.
Fig. 2 is a schematic configuration diagram showing a vehicle to which an engine control device according to an embodiment of the present invention is applied.
Fig. 3 is a flowchart showing the control procedure of the engine control method according to the embodiment of the present invention.
Fig. 4 is a diagram showing an operating rotational speed range of the pressure reducing device.
Fig. 5 is a diagram showing a driving rotation speed range of the starter.
Fig. 6 is a diagram showing a schematic configuration of the pressure reducing device.
(symbol description)
100 vehicle
1 input part
2 Engine ECU
3 output part
4 engines
5 Motor generator
6 air inlet pipe
8 fuel pump
11 vehicle power switch
12 engine temperature sensor
13 engine speed sensor
14 throttle position sensor
15 air inlet temperature sensor
16 air throttle
17 air inlet pressure sensor
41 oil sprayer
42 spark plug
44 crankshaft
80 pressure reducing device
Detailed Description
In the present embodiment, a motorcycle will be described as an example of the vehicle 100. The vehicle 100 includes an engine 4 and a motor generator 5 as power sources. Further, in order to improve startability of the engine 4, a decompression device 80 is provided in the vicinity of an exhaust valve or an intake valve of the engine 4.
First, the structure and operation of the pressure reducer 80 will be briefly described with reference to fig. 6.
The decompression device 80 is, for example, an automatic centrifugal type decompression device 80, and the decompression device 80 opens the exhaust valve 86 near the compression top dead center by the decompression cam 87 operated by the centrifugal force accompanying the rotation of the camshaft 11 to reduce the compression torque. Thus, with the automatic centrifugal type decompression device which does not require the operation of the occupant, the startability of the engine can be improved even without executing the swing reverse control.
The decompression cam 87 is configured as follows: during operation, a curved operating surface 87a formed on the decompression cam 87 contacts the slider 85 provided on the rocker arm 81, and the slider surface 85a of the slider 85 is formed in a curved surface. When the camshaft 11 does not generate a centrifugal force, the operating surface 87a abuts against the slider surface 85a of the slider 85. At this time, the operating surface 87a is at a position higher than the cam ridge 11a, so that the rocker arm 81 is lifted up, and the exhaust valve 86 opens even in the vicinity of the compression top dead center.
The inventors of the present application have noticed that opening the exhaust valve 86 near the compression top dead center causes a decrease in the compression ratio in the cylinder, and opening the exhaust valve in the compression stroke causes the mixture to enter the atmosphere through the exhaust pipe, resulting in a problem of deterioration of the exhaust emission. Further, the mixture is not sufficiently combusted when the compression ratio is lowered, and the exhaust stroke of the insufficiently combusted exhaust gas into the atmosphere also deteriorates the emission. In order to solve these problems, the inventors of the present application focused on the operation of the pressure reducing device and made extensive studies, and finally achieved the present invention.
Hereinafter, an engine control device and a control method thereof according to an embodiment of the present invention will be described with reference to the drawings.
Fig. 1 is a block diagram showing a vehicle to which an engine control device according to an embodiment of the present invention is applied, and fig. 2 is a schematic configuration diagram showing a vehicle to which an engine control device according to an embodiment of the present invention is applied.
As shown in fig. 1 and 2, the vehicle 100 includes an input unit 1, an engine control device (hereinafter simply referred to as "engine ECU") 2, and an output unit 3.
The input unit 1 includes: a vehicle power switch 11 that energizes and de-energizes a battery (not shown) of the vehicle in response to an operation (on/off) by a driver, and outputs a signal for turning on and off the motor generator 5 to an engine ECU 2; an engine temperature sensor 12 provided in the cylinder block of the engine 4, for detecting the temperature of the engine 4 and outputting the detection result to the engine ECU 2; an engine speed sensor 13 provided in the cylinder block of the engine 4 or the stator of the motor generator 5, for detecting the rotational position of the crankshaft of the engine 4 and the engine speed NE, and outputting the detection result to the engine ECU 2; a throttle position sensor 14, the throttle position sensor 14 being provided on a throttle valve 16 in the intake pipe 6, for detecting an opening degree of the throttle valve 16; an intake air temperature sensor 15, the intake air temperature sensor 15 being provided in the intake pipe 6 at a position near the throttle valve 16 for detecting an intake air temperature; and an intake pressure sensor 17 (hereinafter, simply referred to as "MAP sensor") provided in the intake pipe 6, the MAP sensor 17 detecting the intake pipe pressure and outputting the detection result to the engine ECU 2.
The engine ECU2 is a so-called microcomputer including a CPU, ROM, RAM, interfaces, and the like. The engine ECU2 is electrically connected to a battery, a vehicle power switch 11 operated by the driver, various sensors including the engine temperature sensor 12 and the engine speed sensor 13, the motor generator 5, the fuel pump 8, the injector 41, and the like via interfaces, and CAN receive and transmit information via a communication network such as CAN. The engine ECU2 reads a program stored in a semiconductor memory, for example, and the CPU executes processing defined by the program code. The ECU performs signal transmission with external devices through the I/O. The ECU executes predetermined processing based on the signal input via the I/O and outputs a signal of the execution result. Thus, the engine ECU2 provides a predetermined control function. In addition, the method of providing the function is not limited to the above-described method by software. As another providing method, for example, a method using hardware using a circuit such as an IC or a logic circuit may be used.
The engine ECU2 controls the operations of the motor generator 5, the fuel pump 8, the injector 41, the ignition plug 42, and other parts based on the outputs of various sensors including the engine temperature sensor 12, the engine speed sensor 13, and the like, and the state of the vehicle power switch 11.
The output section 3 includes: a motor generator 5 described later; a fuel pump 8, the fuel pump 8 supplying fuel of a fuel tank to the injector 41; an injector 41 provided in the intake pipe 6 at a position close to the cylinder of the engine 4, for injecting fuel supplied by a fuel pump 8 into a cylinder of the engine 4 in accordance with a command from an engine ECU2 to perform combustion; and an ignition plug 42, the ignition plug 42 performing ignition in accordance with a command from the engine ECU2 to ignite fuel injected into a cylinder of the engine 4.
The motor generator 5 is a so-called ACG starter that serves as both a starter motor and an AC generator (alternator). The motor generator 5 is coupled to the crankshaft 44 of the engine 4 so as not to interrupt transmission of the rotational driving force. That is, a rotor (not shown) of motor generator 5 is directly coupled to crankshaft 44 (fixed to one end of crankshaft 44) so that rotational driving force is constantly transmitted between motor generator 5 and crankshaft 44. The motor generator 5 is configured to: after the engine 4 is started, the crankshaft 44 functions as a generator by the rotational driving force generated by the crankshaft 44, and when the engine 4 is started, the crankshaft 44 is rotationally driven in the same direction or the opposite direction to that after the engine 4 is started by the electric power from the battery, and functions as a starter motor.
The engine ECU2 includes a decompressor operation determination unit that determines whether or not the decompressor is operating based on a parameter related to the decompressor.
Here, the parameter relating to the decompression device will be described by taking the engine speed as an example.
For example, the engine speed sensor 13 detects the rotational speed NE of the engine 4, and the decompressor operation determining unit determines that the decompressor is operating when the rotational speed NE of the engine 4 is less than a predetermined rotational speed NE 3.
The predetermined rotation speed NE3 can be set based on the upper limit NE1 of the operation of the pressure reducing device.
In general, NE3 is NE 1.
However, it is preferable to calculate NE3 based on the following equation (1) in consideration of the fact that NE1 ≧ NE2 is larger than the upper limit NE2 of the engine driving rotation speed when the engine 4 is started only by the electric engine 5 without fuel/air mixture combustion, for example, NE 1.
NE3＝min(NE1,NE2) (1)
Fig. 4 is a diagram showing an operating rotational speed range of the pressure reducing device. Fig. 5 is a diagram showing a driving rotation speed range of the starter. The values of NE1 and NE2 can be set to different values depending on the specifications of the vehicle engine.
Further, as a factor affecting the size of NE2, NE2 also varies depending on the vehicle use environment, as shown in fig. 5. For example, NE2 is affected by the engine temperature, the throttle opening, the battery voltage, the temperature characteristics of the magnet of the electric motor 5, and the viscosity of the oil. The higher the engine temperature, the larger NE2, and the higher the oil viscosity, the smaller NE 2.
Here, as an example, assuming a four-stroke motorcycle, if NE1 is 1200rpm and NE2 is 1400rpm, NE3 is min (NE1, NE2) is 1200 rpm.
The engine ECU2 further includes a fuel injection control unit that performs fuel reduction injection or fuel inhibition injection when the pressure reducing device operation determination unit determines that the pressure reducing device is operating.
The fuel injection control unit performs a fuel reduction operation when the rotation speed of the engine 4 detected by the engine rotation speed sensor 13 is within a first predetermined range N1. For example, the first predetermined range N1 is 500rpm to 1200 rpm.
In the reduced fuel injection control, a reduced calibration value is calculated based on table 1.
| Engine speed (rpm) | 100 | 200 | 300 | 400 | 500 | 600 | 700 | 800 | ... |
| Decrement calibration value (%) | 0 | 0 | 0 | 0 | 0 | 50 | 50 | 50 | ... |
Decrement fuel injection quantity is normal fuel injection quantity multiplied by decrement calibration value
Further, the fuel injection control unit prohibits fuel injection when the rotation speed of the engine 4 detected by the engine rotation speed sensor 13 is within a second predetermined range N2. For example, the second predetermined range N2 is 0rpm to 500 rpm.
According to the engine control device described in the above embodiment, the following advantageous effects are obtained.
1) When the decompression device is operated, the fuel injection amount is reduced or fuel injection is prohibited, so that the phenomenon that the insufficiently combusted air-fuel mixture is exhausted to the atmosphere through the opened exhaust pipe due to the reduction of the compression ratio can be prevented, and the problem of emission deterioration can be avoided while the startability of the engine is ensured.
2) And respectively performing decrement injection or prohibition injection in different proper rotating speed ranges, thereby realizing the maximization of the fuel efficiency.
Preferably, the engine ECU2 further includes an injection quantity recovery control unit that immediately recovers a normal injection quantity if a normal rotation speed, for example, NE3, cannot be recovered within a predetermined time t in a state where the fuel injection control unit performs the fuel reduction or the fuel injection is prohibited, in consideration of aging of the battery, aging of the throttle valve, and the like.
The predetermined time t is set according to the user's tolerance to the activation time, and is set to about 5 seconds, for example.
The engine control device according to the above embodiment has the following advantageous effects in addition to the effects of 1) and 2).
3) The reduction of the startability of the engine due to factors affecting the startability, such as aging of the battery and aging of the throttle valve, can be prevented.
Next, an engine control method according to an embodiment of the present invention will be described with reference to fig. 3.
Fig. 3 is a flowchart showing the control procedure of the engine control method according to the embodiment of the present invention.
First, in step S1, engine ECU2 determines whether the driver has performed an engine start operation based on the level of the transistor connected to vehicle power switch 11. When the vehicle power switch 11 is turned on, the engine ECU2 is electrically connected to the battery, the transistor of the engine ECU2 connected to the vehicle power switch 11 outputs a high level, and the engine ECU2 determines that the driver has performed an engine start operation. When the vehicle power switch 11 is off, the transistor of the engine ECU2 connected to the vehicle power switch 11 is grounded and outputs a low level, and the engine ECU2 determines that the driver is not performing the engine start operation.
Next, in step S2, engine ECU2 determines whether or not the detection result of engine speed sensor 13, that is, the rotation speed of engine 4 is less than NE 3. If the rotation speed of the engine 4 is less than NE3 (S2: yes), the process proceeds to step S4, and if the rotation speed of the engine 4 is equal to or greater than NE3 (S2: no), the process proceeds to step S3. The setting of NE3 is the same as described above.
In step S3, engine ECU2 executes a normal fuel injection amount control to inject fuel of a normal fuel injection amount to the cylinder of engine 4 through injector 41 for normal combustion.
In step S4, the engine ECU2 determines whether or not the rotation speed of the engine 4, which is the detection result of the engine rotation speed sensor 13, is within a first predetermined range N1. If the rotation speed of the engine 4 is within the first predetermined range N1, the process proceeds to step S5, and if the rotation speed of the engine 4 does not fall within the first predetermined range N1, the process proceeds to step S6.
In step S5, engine ECU2 executes fuel injection amount reduction control to inject fuel of reduced fuel injection amount to the cylinder of engine 4 by injector 41, and performs fuel injection amount reduction combustion.
In step S6, engine ECU2 executes fuel injection prohibition control for prohibiting fuel injection from injector 41 into the cylinder of engine 4.
Preferably, the engine ECU2 further executes an injection quantity recovery control, and if a normal rotation speed, for example, NE3, cannot be recovered within a predetermined time t in a state where the injection quantity reduction control is executed or the injection control is prohibited, the engine ECU2 immediately recovers the normal injection quantity.
The predetermined time t is set according to the user's tolerance to the activation time, and is set to about 5 seconds, for example.
According to the engine control method described in the above embodiment, the following advantageous effects are obtained.
1) When the decompression device is operated, the fuel injection amount is reduced or fuel injection is prohibited, so that the insufficiently combusted air-fuel mixture caused by the reduction of the compression ratio can be prevented from being discharged to the atmosphere through the opened exhaust pipe, and the problem of emission deterioration can be avoided while the startability of the engine is ensured.
2) And respectively performing decrement injection or prohibition injection in different proper rotating speed ranges, thereby realizing the maximization of the fuel efficiency.
3) The reduction of the startability of the engine due to factors affecting the startability, such as aging of the battery and aging of the throttle valve, can be prevented.
Although the present invention has been described in terms of embodiments, it should be understood that the present invention is not limited to the embodiments and configurations described above. The present invention also includes various modifications and modifications within an equivalent range. In addition, various combinations and modes, and other combinations and modes including only one element, one or more elements, and one or less elements also belong to the scope and the idea of the present invention.
In the above embodiment, the engine ECU2 determines whether the driver has performed the engine start operation based on the level of the transistor connected to the vehicle power switch 11. However, the parameter for determining the engine starting operation is not limited thereto.
For example, in the case of an engine having an idling stop function, it may be determined whether or not the driver has performed an engine start operation based on the throttle opening degree. If the throttle opening is greater than the predetermined threshold, it is determined that the driver has performed the engine starting operation.
In the above embodiment, the engine speed is taken as an example of the parameter relating to the operating state of the decompression device. However, the parameter relating to the decompression device, that is, the parameter for determining whether the decompression device is operating or not, is not limited to the engine speed.
For example, a sensor for detecting the operating state of the pressure reducing device may be provided directly.
Further, in the above-described embodiment, the engine ECU2 determines whether to implement the fuel injection amount reduction control or to prohibit the fuel injection control based on NE 3. However, the upper limit value of the engine speed at which the fuel injection amount reduction control or the fuel injection prohibition control is executed is not limited to NE3, and may be a speed lower than NE3, that is, a normal fuel injection amount is restored at a lower speed than NE3 to improve the startability of the engine.
In addition, in the above-described embodiment, engine ECU2 determines NE2 based on fig. 5. However, engine ECU2 may calculate NE2 with reference to a map, for example, map (throttle opening degree, voltage), based on the usage environment of the vehicle.
The engine ECU2 may also prohibit ignition of the ignition plug 42 in a state where fuel injection is prohibited.
It should be noted that the execution order of the operations, the sequence, the steps, the stages, and the like in the apparatus, the system, the program, and the method shown in the claims, the description, and the drawings is not particularly explicitly expressed as "before", and the like, and the output of the previous process can be realized in an arbitrary order as long as it is not used in the subsequent process. Even if the operational flow in the claims, the specification, and the drawings is described using "first", "next", and the like for convenience of description, it does not mean that the operational flow must be executed in this order.
Claims (14)
1. An engine control device (2) applied to a vehicle (100), the vehicle (100) having an engine (4) and a motor generator (5) as power sources, the vehicle (100) further comprising an engine rotational speed sensor (13), the engine rotational speed sensor (13) being for detecting a rotational speed of the engine (4), a decompression device (80) being provided at the engine (4), the decompression device (80) opening an exhaust valve or an intake valve of the engine (4) before a crankshaft (44) of the engine (4) reaches a compression top dead center,
the engine control apparatus is characterized in that,
the engine control device (2) includes:
a pressure reducing device operation determination unit that determines whether or not the pressure reducing device is in operation; and
and a fuel injection control unit that performs reduced fuel injection or fuel injection prohibition when the pressure reducing device operation determination unit determines that the pressure reducing device is operating.
2. The engine control apparatus (2) according to claim 1,
the decompression device operation determination unit determines whether the decompression device is operating or not based on the detection result of the engine speed sensor (13), and determines that the decompression device is operating when the engine speed of the engine (4) detected by the engine speed sensor (13) is less than a predetermined speed (NE 3).
3. The engine control apparatus (2) according to claim 2,
the predetermined rotation speed (NE3) is set based on an upper limit value (NE1) of the operation of the pressure reducing device.
4. The engine control apparatus (2) according to claim 3,
the predetermined rotation speed (NE3) is min (NE1, NE2), wherein NE2 is an upper limit value of the engine driving rotation speed when the engine (4) is started only by the electric motor (5) without fuel-air mixture combustion.
5. The engine control apparatus (2) according to any one of claims 2 to 4,
the fuel injection control unit performs a fuel reduction injection when the rotation speed of the engine (4) detected by the engine rotation speed sensor (13) is within a first predetermined range (N1).
6. The engine control apparatus (2) according to any one of claims 2 to 4,
the fuel injection control unit prohibits fuel injection when the rotation speed of the engine (4) detected by the engine rotation speed sensor (13) is within a second predetermined range (N2).
7. The engine control apparatus (2) according to claim 1,
the engine control device (2) further comprises an oil injection amount recovery control portion,
the fuel injection amount recovery control unit immediately recovers the normal fuel injection amount if the predetermined rotation speed is not reached within a predetermined time in a state where the fuel injection control unit performs the fuel reduction injection or the fuel injection is prohibited.
8. An engine control method, which is a control method executed by an engine control device (2), the engine control device (2) being applied to a vehicle (100), the vehicle (100) having, as power sources, an engine (4) and a motor generator (5), the vehicle (100) further including an engine rotational speed sensor (13), the engine rotational speed sensor (13) being configured to detect a rotational speed of the engine (4), a decompression device (80) being provided at the engine (4), the decompression device (80) opening an exhaust valve or an intake valve of the engine (4) before a crankshaft (44) of the engine (4) reaches a compression top dead center,
the engine control method is characterized by comprising:
a pressure reducing device operation judging step of judging whether or not the pressure reducing device is in operation; and
a fuel injection control step of performing a fuel reduction control or an fuel injection prohibition control if it is determined by the pressure reducing device operation determination step that the pressure reducing device is in operation.
9. The engine control method according to claim 8,
in the decompressor operation determination step, it is determined whether or not the decompressor is operating based on a detection result of the engine speed sensor (13), and it is determined that the decompressor is operating when the rotation speed of the engine (4) detected by the engine speed sensor (13) is less than a predetermined rotation speed (NE 3).
10. The engine control apparatus (2) according to claim 9,
the predetermined rotation speed (NE3) is set based on an upper limit value (NE1) of the operation of the pressure reducing device.
11. The engine control apparatus (2) according to claim 10,
the predetermined rotation speed (NE3) is min (NE1, NE2), wherein NE2 is an upper limit value of the engine driving rotation speed when the engine (4) is started only by the electric motor (5) without fuel-air mixture combustion.
12. The engine control method according to any one of claims 9 to 11,
when the rotation speed of the engine (4) detected by the engine rotation speed sensor (13) is within a first predetermined range (N1), fuel reduction control is performed in the fuel injection control step.
13. The engine control method according to any one of claims 9 to 11,
when the rotation speed of the engine (4) detected by the engine rotation speed sensor (13) is within a second predetermined range (N2), fuel injection prohibition control is executed in the fuel injection control step.
14. The engine control method according to claim 8,
also comprises a step of recovering and controlling the fuel injection quantity,
in a state where the fuel injection control is performed in the fuel injection control step in a reduced amount or the fuel injection control is prohibited, if the predetermined rotation speed cannot be reached within a predetermined time, the normal fuel injection amount is immediately restored in the fuel injection amount restoration control step.
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| CN201911140710.3A CN112177787B (en) | 2019-11-20 | 2019-11-20 | Engine control device and control method thereof |
| JP2020175612A JP7163946B2 (en) | 2019-11-20 | 2020-10-19 | Engine control device and engine control method |
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| CN201911140710.3A CN112177787B (en) | 2019-11-20 | 2019-11-20 | Engine control device and control method thereof |
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| JPH08135546A (en) * | 1994-11-04 | 1996-05-28 | Honda Motor Co Ltd | Control device of internal combustion engine |
| JP2000154753A (en) * | 1998-11-19 | 2000-06-06 | Nissan Motor Co Ltd | Starting control device of engine |
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| JP2021080919A (en) | 2021-05-27 |
| JP7163946B2 (en) | 2022-11-01 |
| CN112177787B (en) | 2023-04-07 |
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