EP1369570B1 - Method and apparatus for controlling idle fuel supply - Google Patents

Method and apparatus for controlling idle fuel supply Download PDF

Info

Publication number
EP1369570B1
EP1369570B1 EP01274026.2A EP01274026A EP1369570B1 EP 1369570 B1 EP1369570 B1 EP 1369570B1 EP 01274026 A EP01274026 A EP 01274026A EP 1369570 B1 EP1369570 B1 EP 1369570B1
Authority
EP
European Patent Office
Prior art keywords
correction term
internal combustion
combustion engine
fuel supply
supply amount
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.)
Expired - Lifetime
Application number
EP01274026.2A
Other languages
German (de)
English (en)
French (fr)
Other versions
EP1369570A4 (en
EP1369570A1 (en
Inventor
Yoshiyasu TOYOTA JIDOSHA KABUSHIKI KAISHA ITO
Yuji c/o K.K. TOYOTA JIDOSHOKKI NARITA
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Toyota Industries Corp
Toyota Motor Corp
Original Assignee
Toyota Industries Corp
Toyota Motor Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Toyota Industries Corp, Toyota Motor Corp filed Critical Toyota Industries Corp
Priority to EP06116325.9A priority Critical patent/EP1715164B1/en
Priority to EP05008644A priority patent/EP1555414B1/en
Publication of EP1369570A1 publication Critical patent/EP1369570A1/en
Publication of EP1369570A4 publication Critical patent/EP1369570A4/en
Application granted granted Critical
Publication of EP1369570B1 publication Critical patent/EP1369570B1/en
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

Images

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • F02D41/0215—Introducing corrections for particular conditions exterior to the engine in relation with elements of the transmission
    • F02D41/0225—Introducing corrections for particular conditions exterior to the engine in relation with elements of the transmission in relation with the gear ratio or shift lever position
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D31/00—Use of speed-sensing governors to control combustion engines, not otherwise provided for
    • F02D31/001—Electric control of rotation speed
    • F02D31/007—Electric control of rotation speed controlling fuel supply
    • F02D31/008—Electric control of rotation speed controlling fuel supply for idle speed control
    • 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
    • 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
    • F02D41/061—Introducing corrections for particular operating conditions for engine starting or warming up the corrections being time dependent
    • 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
    • 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
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/16—Introducing closed-loop corrections for idling
    • 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
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
    • F02D2041/1409—Introducing closed-loop corrections characterised by the control or regulation method using at least a proportional, integral or derivative controller
    • 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
    • F02D41/20—Output circuits, e.g. for controlling currents in command coils
    • F02D2041/202—Output circuits, e.g. for controlling currents in command coils characterised by the control of the circuit
    • F02D2041/2048—Output circuits, e.g. for controlling currents in command coils characterised by the control of the circuit said control involving a limitation, e.g. applying current or voltage limits
    • 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
    • F02D41/065—Introducing corrections for particular operating conditions for engine starting or warming up for starting at hot start or restart
    • 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
    • F02D41/08—Introducing corrections for particular operating conditions for idling
    • F02D41/083—Introducing corrections for particular operating conditions for idling taking into account engine load variation, e.g. air-conditionning
    • 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
    • F02D41/08—Introducing corrections for particular operating conditions for idling
    • F02D41/086—Introducing corrections for particular operating conditions for idling taking into account the temperature of the engine

Definitions

  • the present invention relates to a method for controlling an idling fuel supply amount which controls the idling rotation speed of an internal combustion engine by correcting a fuel supply amount using an integration correction term, and an apparatus therefor.
  • a basic fuel amount is set from the rotation speed of an internal combustion engine based on a governor pattern. On this basic fuel amount, an integration correction term is calculated on the basis of an actual rotation speed deviation with respect to a target rotation speed. In such a manner, feed-back control is conducted on the idling rotation speed.
  • the integration correction term may not be able to change to such an extent as to compensate for large friction which exists at the early stage of the initiation of the internal combustion engine, so that a drop in the rotation speed causes an engine stall, thus preventing stable idling. Accordingly, there is a possibility that the control range for the integration correction term cannot be narrowed down, thereby resulting in insufficient prevention of a steep rise in rotation speed of the internal combustion engine caused by a semi-clutched condition etc.
  • Document US 5 722 368 A discloses an internal combustion engine wherein a throttle valve is disposed in an intake system, idle operation is carried out immediately after engine manufacture, and intake air flow rate is feedback controlled so that engine rotation speed approaches a target rotation speed.
  • the control value when the target rotation speed is obtained is learned, and the learned result for the obtained control value is stored as an initial idle intake air flow rate adjustment value.
  • initial fluctuations in idle intake air flow rate due to initial component and engine variations occurring at manufacture can be corrected.
  • the idle intake air flow rate can be optimally adjusted so that the idle rotation speed rapidly converges on the target value. That is, the intake air flow rate is adjusted on the basis of the rotation speed during idling.
  • the method according to US 5 722 368 A is especially related to gasoline engines.
  • the object of the invention is achieved by a method for controlling an idling fuel supply amount according to claim 1 and by an idling fuel supply amount control apparatus according to claim 16, respectively.
  • an integration correction term is calculated on the basis of on a deviation of an actual rotation speed of an internal combustion engine with respect to a target rotation speed of the internal combustion engine when said internal combustion engine is idling.
  • the calculated integration correction term is used to correct a fuel supply amount.
  • the idling rotation speed of said internal combustion engine is controlled.
  • a guard process using an upper limit guard value and a lower limit guard value is utilized to prevent said integration correction term from increasing in value. Also, a conducting prospective correction corresponding to friction is carried out, which exists at an early initiation stage of said internal combustion engine on said fuel supply amount at an early stage of and/or immediately after initiation of said internal combustion engine.
  • an integration correction term is calculated and then used to correct the fuel supply amount, thus controlling the idling rotation speed of the internal combustion engine.
  • the method of the present invention conducts such prospective correction on a fuel supply amount as to correspond to friction which exists in particular at the early stage of initiation of the internal combustion engine. It is thus possible to bring the actual rotation speed of the internal combustion engine to a target rotation speed before the value of a deviation of the actual rotation speed with respect to the target rotation speed of the internal combustion engine is greatly accumulated in the integration correction term.
  • the integration correction term can be prevented from increasing in value, thus narrowing down a range for limiting the integration correction term by utilizing the guard process. It is thus possible to compensate for friction which exists at the early stage of initiation of the internal combustion engine to thereby prevent a drop in the rotation speed thereof and also to prevent a steep rise in the rotation speed caused by the integration correction term in the subsequent control of an idling rotation speed.
  • the prospective correction is actually conducted by gradually reducing the value of the prospective correction term which is set at the time of and/or immediately after the initiation of the internal combustion engine.
  • a period over which the value of the prospective correction term is held is provided prior to the gradual reduction of this prospective correction term.
  • the prospective correction term is gradually decreased in value as time elapses after the internal combustion engine is initiated or its rotation is started.
  • the prospective correction term value may be conducted in accordance with the time that has elapsed after the internal combustion engine is initiated or its rotation is started. Since the friction generated at the early stage of the initiation of the internal combustion engine gradually disappears when the internal combustion engine continues to run, the prospective correction term can be reduced in value as time elapses. In such a manner, it is possible to prevent a shock from occurring when the present prospective correction is stopped, thus smoothing the shifting over to the subsequent control on the idling rotation speed.
  • the prospective correction term is gradually decreased in value in accordance with an accumulated number of rotations of the internal combustion engine after the initiation of the rotation or the initiation of the internal combustion engine.
  • the friction generated at the early stage of the initiation of the internal combustion engine disappears gradually, so that the prospective correction term can be reduced in value based on the number of rotations accumulated as the internal combustion engine runs. In such a manner, it is possible to prevent a shock from occurring when the present prospective correction is stopped, thus smoothing the shifting over to the subsequent control on the idling rotation speed.
  • the prospective correction term gradually decreases as the temperature of the internal combustion engine rises.
  • the temperature of the internal combustion engine gradually rises as the internal combustion engine continues running after the initiation.
  • Such a pattern of temperature rising is similar to a friction reduction pattern at the early stage of the initiation of the internal combustion engine, while a temperature factor is related to the magnitude of the friction which exists at the early stage of the initiation of the internal combustion engine. It is, therefore, possible to appropriately reduce the value of the prospective correction term based on a rise in the temperature of the internal combustion engine. In such a manner, it is possible to prevent a shock from occurring when the present prospective correction is stopped, thus smoothing the shifting over to the subsequent control on the idling rotation speed.
  • the temperature of cooling water of the internal combustion engine is used as the above-mentioned temperature thereof.
  • the prospective correction term can be reduced in value appropriately. In such a manner, it is possible to prevent a shock from occurring when the present prospective correction is stopped, thus smoothing the shifting over to the subsequent control on the idling rotation speed.
  • the engine temperature a temperature of an engine lubricating oil closely related to the friction may be used in place of the cooling water temperature.
  • the prospective correction term can be appropriately reduced in value based on a rise in temperature of the lubricating oil.
  • the prospective correction term is preferably set to a value at the moment of the engine stall to thereby begin to reduce the value of the prospective correction term starting from this value.
  • the friction which had been generated at the early stage of the initiation and decreased by the rotation of the internal combustion engine up to the moment immediately before the engine stalling is scarcely recovered.
  • the prospective correction term is to take on the value at the moment of engine stalling so that reduction thereof may start from this value. In such a manner, it is possible to set the prospective correction term appropriately, thus further stabilizing control on the idling rotation speed of the internal combustion engine.
  • the prospective correction term is preferably switched in accordance with a shifted position of the transmission. Since the magnitude of the friction which exists at the early stage of the initiation of the internal combustion engine changes with the shifted position of the transmission, the magnitude of the prospective correction term is to be switched in accordance with the shifted position of the transmission. In such a manner, it is possible to set the prospective correction term appropriately, thus further stabilizing control on the idling rotation speed of the internal combustion engine.
  • the prospective correction term may also be switched in accordance with presence/absence of external load. Since the magnitude of the friction which exists at the early stage of the initiation of the internal combustion engine changes with the presence/absence of external load, the magnitude of the prospective correction term is to be switched in accordance with the presence/absence of external load. In such a manner, it is possible to set the prospective correction term appropriately, thus further stabilizing control on the idling rotation speed of the internal combustion engine.
  • the prospective correction term may also be switched in accordance with a kind of external load. Since the magnitude of the friction which exists at the early stage of the initiation of the internal combustion engine changes with the kind of the external load such as an air conditioner or a power steering, the magnitude of the prospective correction term is to be switched in accordance with the kind of the external load. In such a manner, it is possible to set the prospective correction term appropriately, thus further stabilizing control on the idling rotation speed of the internal combustion engine.
  • an integration correction term is calculated on the basis of a deviation of the actual rotation speed of the internal combustion engine with respect to a target rotation speed during idling of the internal combustion engine, so that the guard process is subsequently executed on this integration correction term using an upper-limit and lower-limit guard values and also the integration correction term after the guard process is executed thereon is used to correct the fuel supply amount, thus controlling the idling rotation speed of the internal combustion engine.
  • a control range of the integration correction term between the upper-limit and lower-limit guard values is set wider than that at the time of usual running.
  • the control range of the integration correction term in the guard process is particularly set wider than that at the time of usual running at the time of and/or immediately after the initiation of the internal combustion engine. At least at the time of and/or immediately after the initiation of the internal combustion engine, therefore, the value of the deviation of the actual rotation speed with respect to the target rotation speed of the internal combustion engine is allowed to be accumulated greatly in the integration correction term. Only at the time of and/or immediately after the initiation of the internal combustion engine, therefore, the friction which exists at the early stage of the initiation of the internal combustion engine can be compensated for by the integration correction term, thus preventing a drop in rotation speed of the internal combustion engine.
  • the control range of the integration correction term is returned to a control range at the time of usual running, so that the magnitude of the integration correction term is inhibited to become excessive, thus preventing a steep rise in rotation speed in the controlling of the idling rotation speed.
  • the control range of the integration correction term which is set at the time of and/or immediately after the initiation of the internal combustion engine is gradually narrowed down to a control range at the time of usual running.
  • the control range of the integration correction term which is set at the time of and/or immediately after the initiation of the internal combustion engine is thus narrowed down gradually in this guard process. It is, therefore, possible to sufficiently compensate for the friction which exists at the early stage of the initiation of the internal combustion engine using the integration correction term and then restore the control range of the integration correction term at the time of usual running, thus smoothing the shifting over to the subsequent control on the idling rotation speed.
  • control range of the integration correction term can also be narrowed down gradually as time elapses after the internal combustion engine is initiated or its rotation is started.
  • it may be conducted in accordance with the elapsed time after the internal combustion engine is initiated or its rotation is stared. As the internal combustion engine continues to run, its friction generated at the early stage of the initiation disappears gradually, so that the integration correction term decreases gradually in value. It is, therefore, possible to appropriately narrow down the control range of the integration correction term based on the elapsed time. In such a manner, it is possible to restore the integration correction term control range at the time of usual running, thus smoothing the shifting over to the subsequent control on the idling rotation speed.
  • the control range of the integration correction term it is preferred to narrow gradually the control range of the integration correction term in accordance with the accumulated number of rotations of the internal combustion engine after it is initiated or its rotation is started.
  • it may be conducted in accordance with the accumulated number of rotations of the internal combustion engine after it is initiated or its rotation is started.
  • the friction generated at the early stage of the initiation of the internal combustion engine disappears gradually and, therefore, the integration correction term decreases in value gradually. Therefore, by accumulating the rotations of the internal combustion engine and based on the accumulated number of rotations thereof, the control range of the integration correction term can be narrowed down appropriately. In such a manner, it is possible to restore the integration correction term control range at the time of usual running, thus smoothing the shifting over to the subsequent control on the idling rotation speed.
  • the temperature of cooling water of the internal combustion engine is preferably used as the above-mentioned temperature thereof.
  • the control range of the integration correction term can be narrowed down appropriately based on a rise in the temperature of the cooling water of the internal combustion engine. In such a manner, it is possible to restore the integration correction term control range at the time of usual running, thus smoothing the shifting over to the subsequent control on the idling rotation speed.
  • the integration correction term control range is preferably set to a value at the moment of the engine stalling to thereby start a process to narrow down this range.
  • the friction which had been generated at the early stage of the initiation and decreased by the rotation of the internal combustion engine up to the moment immediately before the engine stalling is scarcely recovered.
  • a value of the integration correction term control range at the moment of the engine stalling is employed so that the above-mentioned process to narrow down the integration correction term control range may start from this value. In such a manner, it is possible to set the integration correction term control range appropriately, thus further stabilizing control on the idling rotation speed of the internal combustion engine.
  • the integration correction term control range is switched in accordance with a shifted position of the transmission. Since the magnitude of the friction which exists at the early stage of the initiation of the internal combustion engine changes with the shifted position of the transmission, the integration correction term control range is to be switched in accordance with the shifted position of the transmission. In such a manner, it is possible to set the integration correction term control range appropriately, thus further stabilizing control on the idling rotation speed of the internal combustion engine.
  • the integration correction term control range is switched in accordance with presence/absence of external load. Since the magnitude of the friction which exists at the early stage of the initiation of the internal combustion engine changes with the presence/absence of such external load as an air conditioner or a power steering, the integration correction term control range is to be switched in accordance with the presence/absence of the external load. In such a manner, it is possible to set the integration correction term control range appropriately, thus further stabilizing control on the idling rotation speed of the internal combustion engine.
  • the prospective correction term control range is switched in accordance with a kind of the external load. Since the magnitude of the friction which exists at the early stage of the initiation of the internal combustion engine changes with the kind of the external load such as an air conditioner or a power steering, the integration correction term control range is to be switched in accordance with the kind of the external load. In such a manner, it is possible to set the integration correction term control range appropriately, thus further stabilizing control on the idling rotation speed of the internal combustion engine.
  • the integration correction term control range is set with respect to a learned value of the integration correction term. In this case, it is possible to appropriately guard the integration correction term, which tends to change centering around the learned value. It is thus possible to appropriately set the integration correction term control range, thus further stabilizing control on the idling rotation speed of the internal combustion engine.
  • the learned value of the integration correction term may be allowed to be calculated when the integration correction term control range is returned to a range at the time of usual running.
  • the integration correction term control range is set wider than that at the time of usual running, the integration correction term changes greatly, so that it is not appropriate to calculate the learned value of the integration correction term because it is liable to generate an error.
  • the learned value of the integration correction term is allowed to be calculated to thereby suppress the occurrence of an error in the learned value, thus further stabilizing control on the idling rotation speed.
  • a process of executing prospective correction corresponding to friction which is present at an early stage of initiation of an internal combustion engine and a process of setting an integration correction term control range at the time of and/or immediately after initiation of the internal combustion engine are carried out. It is thus possible to compensate for the friction which exists at the early stage of the initiation of the internal combustion engine to thereby further improve more markedly the effect of preventing a drop in rotation speed of the internal combustion engine and also a steep rise in rotation speed attributable to the integration correction term in the subsequent control on the idling rotation speed.
  • the control range of the integration correction term between the upper-limit and lower-limit guard values is desirably set wider than that at the time of usual running while the prospective correction term exists essentially.
  • the control range of the integration correction term between the upper-limit and lower-limit guard values is gradually narrowed down to a range at the time of usual running as working in collaboration with a decrease in value of the prospective correction term.
  • the internal combustion engine is preferably a diesel engine.
  • the diesel engine it is possible to compensate for the friction which exists at the early stage of initiation to thereby prevent a drop in rotation speed as well as a steep rise in rotation speed attributable to the integration correction term in the subsequent control on the idling rotation speed.
  • One embodiment of the present invention provides an apparatus for controlling the idling fuel supply amount.
  • This control apparatus comprises first calculation means (integration correction term calculation means) for calculating an integration correction term based on a deviation of an actual rotation speed of an internal combustion engine with respect to a target rotation speed thereof at the time of idling of the internal combustion engine, setting means for setting a prospective correction term which corresponds to friction which exists at the early stage of initiation of the internal combustion engine at the time of and/or immediately after the initiation of the internal combustion engine, and second calculation means (fuel supply amount calculation means) for calculating the fuel supply amount by correcting a basic fuel amount using correction terms including the integration correction term calculated by the integration correction term calculation means and the prospective correction term set by the setting means.
  • the second calculation means calculates the fuel supply amount by correcting the basic fuel amount using correction terms including the integration correction term calculated by the first calculation means and the prospective correction term set by the setting means.
  • the prospective correction term is set as a correction term which corresponds to friction which exists at the early stage of the initiation of the internal combustion engine at the time of and/or immediately after the initiation of the internal combustion engine. It is thus possible to bring an actual rotation speed of the internal combustion engine to a target rotation speed before the value of a deviation of the actual rotation speed with respect to the target rotation speed of the internal combustion engine is greatly accumulated in the integration correction term.
  • the integration correction term can be prevented from increasing, thus narrowing down a control range of the integration correction term by utilizing the guard process. It is thus possible to compensate for friction which exists at the early stage of initiation of the internal combustion engine to thereby prevent a drop in rotation speed thereof and also to prevent a steep rise in rotation speed attributable to the integration correction term in the subsequent control of an idling rotation speed.
  • the setting means gradually reduces a value of the prospective correction term set at the time of and/or immediately after initiation of an internal combustion engine.
  • the setting means can thus gradually reduce the value of the prospective correction term set at the time of and/or immediately after the initiation of the internal combustion engine to compensate for friction which exists at the early stage of the initiation of the internal combustion engine and then prevent a shock which occurs when the present prospective correction is stopped, thus smoothing the shifting over to the subsequent control on the idling rotation speed.
  • a period over which the value of the prospective correction term is held is provided prior to the gradual reduction of the prospective correction term. In this case, it is possible to effectively suppress an increase in value of the integration correction term at the time of or immediately after the initiation of the internal combustion engine even without extremely enlarging an initial value of the prospective correction term.
  • the setting means may execute a process to reduce the value of the prospective correction term gradually as time elapses after the internal combustion engine starts running or is initiated.
  • the friction which exists at the early stage of the initiation of the internal combustion engine disappears gradually as the internal combustion engine continues running, so that the setting means can appropriately reduce the value of the prospective correction term based on the elapsing of time. It is, therefore, possible to prevent a shock which occurs when the setting means reduces the value of the prospective correction term, thus smoothing the shifting over to the subsequent control on the idling rotation speed.
  • the setting means may reduce the value of the prospective correction term gradually in accordance with an accumulated number of rotations of the internal combustion engine after it starts running or is initiated.
  • the friction which exists at the early stage of the initiation of the internal combustion engine disappears gradually as the internal combustion runs, so that the setting means can appropriately reduce the value of the prospective correction term if based on the accumulated number of rotations of the internal combustion engine. It is thus possible to prevent a shock from occurring when the setting means reduces the value of the prospective correction term, thus smoothing the shifting over to the subsequent control on the idling rotation speed.
  • the setting means gradually reduces the prospective correction term in accordance with a rise in the temperature of the internal combustion engine. As the internal combustion engine continues running after being initiated, the temperature thereof rises gradually. Such a pattern of temperature rising is similar to a friction reduction pattern at the early stage of the initiation of the internal combustion engine, while a temperature factor is related to the magnitude of the friction which exists at the early stage of the initiation of the internal combustion engine. It is, therefore, possible to appropriately reduce the value of the prospective correction term based on a rise in temperature of the internal combustion engine. In such a manner, it is possible to prevent a shock from occurring when the value of the prospective correction term is reduced by the setting means, thus smoothing the shifting over to the subsequent control on the idling rotation speed.
  • the setting means can employ a temperature of cooling water of the internal combustion engine as the temperature thereof. It is, therefore, possible to appropriately reduce the value of the prospective correction term based on a rise in the temperature of the cooling water of the internal combustion engine. In such a manner, it is possible to prevent a shock from occurring when the value of the prospective correction term is reduced by the setting means, thus smoothing the shifting over to the subsequent control on the idling rotation speed.
  • the setting means when restarting an engine after the engine has stalled, sets the prospective correction terms to values at the time when the engine has stalled, and starts the reduction from the values.
  • the setting means adopts the values of the prospective correction terms at the time of the engine stall, and the above-described reduction is started from the values.
  • the setting means can set the prospective correction terms appropriately, and an idling engine speed control of the internal combustion engine can further be stabilized.
  • the setting means may also be constituted such that the magnitude of the prospective correction terms are switched by the shift positions of the transmission.
  • the setting means can set the prospective correction terms appropriately, and an idling engine speed control of the internal combustion engine can further be stabilized.
  • the setting means may also be constituted in a manner to switch the magnitude of the prospective correction terms by the presence or absence of external loads.
  • the setting means can set the prospective correction terms appropriately, and an idling engine speed control of the internal combustion engine can further be stabilized.
  • the setting means may also be constituted such that the magnitude of the prospective correction terms are switched by the types of the external loads.
  • the setting means can set the prospective correction terms appropriately, and an idling engine speed control of the internal combustion engine can further be stabilized.
  • the idling fuel supply amount control apparatus of the preferred embodiment comprises first calculation means for calculating an integration correction term based on a deviation of an actual rotation speed of an internal combustion engine with respect to a target rotation speed thereof at the time of idling of the internal combustion engine to thereby execute the guard process on the integration correction term using upper-limit and lower-limit guard values and also set a control range of the integration correction term between the upper-limit and lower-limit guard values at the time of and/or immediately after initiation of the internal combustion engine wider than the control range at the time of usual running and second calculation means for calculating a fuel supply amount by correcting a basic fuel amount using correction terms including the integration correction term calculated by the first calculation means.
  • the first calculation means sets the control range of the integration correction term at the time of and/or immediately after initiation of the internal combustion engine wider than the control range at the time of usual running. At least at the time of and/or immediately after the initiation of the internal combustion engine, therefore, the value of the deviation of the actual rotation speed with respect to the target rotation speed of the internal combustion engine is allowed to be accumulated in the integration correction term greatly. Only at the time of and/or immediately after the initiation of the internal combustion engine, therefore, the friction which exists at the early stage of the initiation of the internal combustion engine can be compensated for by the integration correction term calculated by the first calculation means, thus preventing a drop in rotation speed of the internal combustion engine.
  • the first calculation means can inhibit the value of the integration correction term from becoming excessive to recover a width of the integration correction term control range at the time of usual running, thus preventing a steep rise in rotation speed in the controlling of the idling rotation speed.
  • the first calculation means may gradually narrow down the control range of the integration correction term set at the time of and/or immediately after the initiation of the internal combustion engine to the control range at the time of usual running. Then, the first calculation means can sufficiently compensate for the friction which exists at the early stage of the initiation of the internal combustion engine using the integration correction term and then recover the integration correction term control range at the time of usual running, thus smoothing the shifting over to the subsequent control on the idling rotation speed.
  • the first calculation means may have a period over which the width of the control range of the integration correction term is held prior to gradual narrowing down of the integration correction term. Then, it is possible to give a time margin, at the time of or immediately after the initiation of the internal combustion engine, in which the integration correction term is allowed to rise in value sufficiently without widening the control range of the integration correction term extremely. It is thus possible to effectively compensate for the friction which exists at the early stage of the initiation of the internal combustion engine using the integration correction term.
  • the first calculation means may execute the process to gradually narrow down the control range of the integration correction term in accordance with the elapsed time after the internal combustion engine is initiated or its running is started. As the internal combustion engine continues running, the friction generated at the early stage of the initiation of the internal combustion engine disappears gradually, so that the value of the integration correction term is also reduced gradually.
  • the first calculation means therefore, can appropriately narrow down the integration correction term control range based on the elapsing of time. It is thus possible for the first calculation means to recover an integration correction term control range at the time of usual running, thus smoothing the shifting over to the subsequent control on the idling rotation speed.
  • the first calculation means may execute the process to gradually narrow down the control range of the integration correction term in accordance with an accumulated number of rotations of the internal combustion engine after it is initiated or its rotation is started. As the internal combustion engine continues running, the friction generated at the early stage of the initiation of the internal combustion engine disappears gradually, so that the value of the integration correction term is reduced gradually.
  • the first calculation means therefore, can appropriately narrow down the integration correction term control range based on the accumulated number of rotations of the internal combustion engine. It is thus possible for the first calculation means to recover the integration correction term control range at the time of usual running, thus smoothing the shifting over to the subsequent control on the idling rotation speed.
  • the first calculation means may gradually narrow down the control range of the integration correction term in accordance with a rise in the temperature of the internal combustion engine. As the internal combustion engine continues running after being initiated, its temperature rises gradually. Such a pattern of temperature rising is similar to a friction reduction pattern at the early stage of the initiation of the internal combustion engine, while a temperature factor is related to the magnitude of the friction which exists at the early stage of the initiation of the internal combustion engine.
  • the first calculation means therefore, can appropriately narrow down the control range of the integration correction term based on a rise in the temperature of the internal combustion engine. In such a manner, it is possible for the first calculation means to restore the integration correction term control range at the time of usual running, thus smoothing the shifting over to the subsequent control on the idling rotation speed.
  • the first calculation means can use the temperature of cooling water of the internal combustion engine as that of the internal combustion engine.
  • the first calculation means therefore, can appropriately narrow down the control range of the integration correction term based on the rise of the temperature of the cooling water of the internal combustion engine. It is thus possible for the first calculation means to recover the integration correction term control range at the time of usual running, thus smoothing the shifting over to the subsequent control on the idling rotation speed.
  • the first calculation means may set the control range to a value at the time of engine stalling for the integration correction term to then start a process to gradually narrow down the control range from that value.
  • the friction which had been generated at the early stage of the initiation and decreased by the rotation of the internal combustion engine up to the moment immediately before the engine stalling is scarcely recovered.
  • the first calculation means uses the value of the integration correction term control range at the time of engine stalling described above so that reduction of the integration correction term control range may start from this value. In such a manner, it is possible for the first calculation means to set the prospective correction term appropriately, thus further stabilizing control on the idling rotation speed of the internal combustion engine.
  • the first calculation means may switch the integration correction term control range in accordance with a shifted position of the transmission. Since the magnitude of the friction which exists at the early stage of the initiation of the internal combustion engine changes with the shifted position of the transmission, the first calculation means is to switch the integration correction term control range in accordance with the shifted position of the transmission. In such a manner, it is possible for the first calculation means to set the integration correction term control range appropriately, thus further stabilizing control on the idling rotation speed of the internal combustion engine.
  • the first calculation means may switch the integration correction term control range in accordance with the presence/absence of external load. Since the magnitude of the friction which exists at the early stage of the initiation of the internal combustion engine changes with the presence/absence of external load, the first calculation means is to switch the integration correction term control range in accordance with the presence/absence of external load. In such a manner, it is possible for the first calculation means to set the integration correction term control range appropriately, thus further stabilizing control on the idling rotation speed of the internal combustion engine.
  • the first calculation means may also switch the integration correction term control range in accordance with the kind of external load. Since the magnitude of the friction which exists at the early stage of the initiation of the internal combustion engine changes with the kind of the external load such as an air conditioner or a power steering, the first calculation means is to switch the integration correction term control range in accordance with the kind of the external load. In such a manner, it is possible for the first calculation means to set the integration correction term control range appropriately, thus further stabilizing control on the idling rotation speed of the internal combustion engine.
  • the first calculation means may set the integration correction term control range using a learned value of the integration correction term as a reference. In this case, it is possible to appropriately guard the integration correction term, the value of which tends to change centering around the learned value. In such a manner, it is possible for the first calculation means to set the integration correction term control range appropriately, thus further stabilizing control on the idling rotation speed of the internal combustion engine.
  • a preferred idling fuel supply amount control apparatus may be provided with integration correction term learning means which calculates a learned value of the integration correction term when the integration correction term control range set by the first calculation means has returned to a range value at the time of usual running.
  • the integration correction term learning means is to perform calculation of the learned value of the integration correction term when the integration correction term set by the first calculation means has returned to a control range value at the time of usual running. It is thus possible to suppress the erring of the learned value, thus further stabilizing control on the idling rotation speed.
  • the idling fuel supply amount control apparatus of another embodiment comprises setting means for setting a value of the prospective correction term which corresponds to friction which exists at the early stage of the initiation of the internal combustion engine at the time of and/or immediately after the initiation of the internal combustion engine and first calculation means for calculating a value of the integration correction term based on a deviation of an actual rotation speed of the internal combustion engine with respect to a target rotation speed thereof at the time of idling of the internal combustion engine to thereby execute the guard process on the integration correction term using upper-limit and lower-limit guard values and also set the control range of the integration correction term between the upper-limit and lower-limit guard values at the time of and/or immediately after initiation of the internal combustion engine wider than the control range at the time of usual running.
  • the first calculation means may set the control range of the integration correction term between the upper-limit and lower-limit guard values wider than that at the time of usual running while the prospective correction term exists essentially.
  • the first calculation means makes an expansion in integration correction term control range correspond to a set condition of the prospective correction term. It is thus possible to more effectively compensate for the friction which exists at the early stage of the initiation of the internal combustion engine and more effectively prevent a steep rise in rotation speed attributable to the subsequent value of the integration correction term.
  • the first calculation means gradually narrows down the control range of the integration correction term between the upper-limit and lower-limit guard values down to a range at the time of usual running as worked in collaboration with a decrease in value of the prospective correction term.
  • the first calculation means works in collaboration with the prospective correction term and the integration correction term control range with each other. It is thus possible to more effectively compensate for the friction which exists at the early stage of the initiation of the internal combustion engine and also prevent a steep rise in rotation speed attributable to the subsequent value of the integration correction term.
  • the idling fuel supply amount control apparatus is applied to a diesel engine.
  • the diesel engine it is possible to compensate for the friction which exists at the early stage of initiation to thereby prevent a drop in rotation speed as well as a steep rise in rotation speed attributable to the integration correction term in the subsequent control on the idling rotation speed.
  • Fig. 1 is a schematic configuration diagram for showing a pressure-accumulation type diesel engine (common-rail type diesel engine) 1 and a control system thereof according to a first embodiment.
  • the present diesel engine 1 is an internal combustion engine mounted on a vehicle to drive it.
  • the diesel engine 1 is provided with a plurality of cylinders #1, #2, #3, and #4 (four cylinders are used in this embodiment, but only one cylinder is shown), a combustion chamber of each of cylinders #1 to #4 is provided with an injector 2.
  • the timing for and the amount of injecting a fuel to each of cylinders #1 to #4 of the diesel engine 1 from the injector 2 are controlled by turning ON/OFF an electromagnetic valve 3 for controlling of the injection.
  • the injector 2 is connected to a common rail 4, which serves as a pressure accumulation tube common to all the cylinders in such a configuration that when the injection controlling electromagnetic valve 3 is opened, the fuel in the common rail 4 is injected into the combustion chambers of cylinders #1 to #4 from the injector 2.
  • the common rail 4 accumulates therein a relatively high pressure which corresponds to a fuel injection pressure.
  • the common rail 4 is connected via a supply piping 5 to a discharge port 6a of a supply pump 6.
  • a check valve 7 is provided in the supply piping 5. The existence of the check valve 7 permits the fuel to be supplied from the supply pump 6 to the common rail 4 and regulates it from counter-flowing from the common rail 4 to the supply pump 6.
  • the supply pump 6 is connected via a suction port 6b to a fuel tank 8, and a filter 9 is provided between the suction port 6b and the fuel tank 8.
  • the supply pump 6 intakes the fuel from the fuel tank 8 through the filter 9. Furthermore, at the same time, the supply pump 6 causes a plunger to reciprocate using a cam, not shown, synchronized with the rotation of the diesel engine 1 to thereby increase the fuel pressure to a desired level, thus supplying the high-pressure fuel to the common rail 4.
  • a pressure control valve 10 is provided near the discharge port 6a of the supply pump 6.
  • the pressure control valve 10 is provided to control the pressure (that is, injection pressure) of the fuel discharged toward the common rail 4 from the discharge port 6a.
  • a surplus fuel not discharged from the discharge port 6a is returned through a return port 6c provided in the supply pump 6 via a return piping 11 into the fuel tank 8.
  • the combustion chamber of the diesel engine 1 has a glow plug 18 arranged therein.
  • the glow plug 18 turns red hot when a current flows through a glow relay 18a immediately before the initiation of the diesel engine 1, to which glow plug 18 is then applied part of injected fuel, thus promoting ignition and combustion of the fuel in the present initiation assisting apparatus.
  • the diesel engine 1 is provided with the following various kinds of sensors etc. to detect the running state of the diesel engine 1 in the first embodiment. That is, near an accelerator pedal 19, an acceleration sensor 20 is provided to detect an acceleration pedal depression degree ACCP. Furthermore, the intake passage 13 is provided with an intake air amount sensor 22 to detect a sucked air amount GN of an air flowing through the intake passage 13. A cylinder block of the diesel engine 1 is provided with a water temperature sensor 24 to detect the temperature (cooling water temperature THW) of engine cooling water.
  • the return piping 11 is provided with the fuel temperature sensor 26 to detect the temperature of a fuel. Furthermore, the common rail 4 is provided with a fuel pressure sensor 27 to detect a pressure (injection pressure PC) of fuel in the common rail 4.
  • an NE sensor (engine rotation speed sensor) 28 is provided near a pulser (not shown) provided on a crank shaft (not shown) of the diesel engine 1. Furthermore, the rotation of the crank shaft is transmitted through a timing belt etc. over to a cam shaft (not shown), which acts to open/close an intake valve 31 and an exhaust valve 32. The cam shaft is designed to rotate at half the rotation speed of the crank shaft.
  • a G sensor (acceleration sensor) 29 is provided.
  • respective pulse signals output from these sensors 28 and 29 are used to calculate the engine rotation speed NE, the crank angle CA, and the top dead center (TDC) of each of cylinders #1-#4.
  • an output shaft of a transmission is provided with a vehicle speed sensor 30 to detect the vehicle speed SPD based on a rotation speed of the output shaft.
  • an air conditioner switch 34 to turn ON/OFF an air conditioner which is driven in rotary by the output power of the diesel engine 1
  • a power steering switch 36 to indicate whether a power steering which is driven utilizing an operating oil pressure transmitted from a hydraulic pump which is driven in rotary by the output power of the diesel engine 1, a generated alternator power amount control circuit 38 provided to an alternator to regulate generated power of the alternator, a neutral switch 40 to indicate that a range position of an automatic transmission is neutral
  • an idling upgrading switch 42 to be turned ON/OFF when manually switching from an ordinary idling state to an upgraded idling state or vice versa
  • a starter switch 43 to detect the operating state of a starter, etc.
  • an electronic control unit (ECU) 44 to conduct various kinds of control on the diesel engine 1, which ECU 44 executes a process to control the diesel engine 1 such as control over fuel injection amount.
  • the ECU 44 is provided with the central processing unit (CPU), a read only memory (ROM) which stores various kinds of programs or later-described maps and data, a random access memory (RAM) which temporarily stores an operation result by the CPU, a back-up RAM which backs up the operation result and the data stored beforehand, and a timer counter as well as an input interface and an output interface. These members are all connected with each other through a bus.
  • the above-mentioned acceleration sensor 20, the intake air amount sensor 22, the water temperature sensor 24, the fuel temperature sensor 26, the fuel pressure sensor 27, and the generated alternator power control circuit 38 are connected to the input interface via a buffer, a multiplexer and an A/D converter respectively (neither shown). Furthermore, the NE sensor 28, the G sensor 29, and the vehicle speed sensor 30 are connected to the input interface through a waveform shaping circuit (not shown). Furthermore, the air conditioner switch 34, the power steering switch 36, the neutral switch 40, the idling upgrading switch 42, and the starter switch 43 are directly connected to the input interface.
  • the CPU receives signals from the above-mentioned sensors through the input interface.
  • the electromagnetic valve 3, the pressure control valve 10 and the glow relay 18a are connected to the output interface via their respective drive circuits (not shown).
  • the CPU conducts control and performs operations based on a value received through the interface to thereby control the electromagnetic valve 3, the pressure control valve 10, and the glow relay 18a appropriately through the output interface.
  • the following will describe the fuel injection amount control process executed by the ECU 44 based on the flowchart of Fig. 2 .
  • the present routine is executed by interruption for each injection process, that is, for each crank angle of 180 degrees because the diesel engine 1 is of a four-cylinder type. It is to be noted that each process content and the corresponding step are represented by "S---".
  • the process reads the running state of the diesel engine 1, that is, in this case, the engine rotation speed NE obtained from a signal sent from the NE sensor 28, the acceleration pedal depression degree ACCP obtained from a signal sent from the acceleration sensor 20, the integration correction term QII, ISC prospective load correction term QIPB, and ISC prospective rotation speed correction term QIPNT calculated by the later-described ISC (idling rotation speed control) process, into a work area provided in the RAM of the ECU 44 (S110).
  • the running state of the diesel engine 1 that is, in this case, the engine rotation speed NE obtained from a signal sent from the NE sensor 28, the acceleration pedal depression degree ACCP obtained from a signal sent from the acceleration sensor 20, the integration correction term QII, ISC prospective load correction term QIPB, and ISC prospective rotation speed correction term QIPNT calculated by the later-described ISC (idling rotation speed control) process, into a work area provided in the RAM of the ECU 44 (S110).
  • the idling governor injection amount tQGOV1 and the traveling governor injection amount tQGOV2 is calculated from a map of Fig. 3 , where their relationships with respect to the engine rotation speed NE and the acceleration pedal depression degree ACCP are set (S120). It is to be noted that as can be seen from Fig. 3 , the idling governor injection amount tQGOV1, which is given in a broken line in Fig. 3 , indicates an injection amount in a low rotation speed range of engine, that is when an automobile is mainly in the idling rotation state.
  • the traveling governor injection amount tQGOV2, which is given in a solid line in Fig. 3 indicates an injection amount in a high rotation speed range of engine, that is, when the automobile is mainly in the traveling state.
  • a sum of the idling governor injection amount tQGOV1, the integration correction term QII, the ISC prospective load correction term QIPB, and the prospective rotation speed correction term QIPNT is compared with a sum of the traveling governor injection amount tQGOV2 and the ISC prospective load correction term QIPB to select the larger of the two as a governor injection amount QGOV (S130).
  • the sum of the idling governor injection amount tQGOV1, the integration correction amount QII, the ISC prospective load correction term QIPB, and the ISC prospective rotation speed correction term QIPNT tends to be selected as the governor injection amount QGOV.
  • the sum of the traveling governor injection amount tQGOV2 and the ISC prospective load correction term QIPB tends to be selected as the above-mentioned governor injection amount QGOV.
  • a maximum injection amount QFULL (S140) is calculated. It is to be noted that the maximum injection amount QFULL refers to an upper limit of a fuel amount that is to be supplied to the combustion chamber and provides a limit value to inhibit a rapid increase in the amount of smoke discharged from the combustion chamber, excessive torque, etc.
  • the smaller is selected as final injection amount QFIN (S150).
  • an injection amount instructing value (value in terms of time) TSP that corresponds to the final injection amount QFIN (S160) is calculated and the injection amount instructing value is output (S170), thus ending the present routine temporarily.
  • the injection amount instructing value TSP is thus output, the driving of the electromagnetic valve 3 of the injector 2 is controlled, thus injecting the fuel.
  • Fig. 4 indicates a flowchart of ISC (idling rotation speed control) routine. This routine is executed by interruption for each injection process when the engine is idling.
  • the acceleration pedal depression degree ACCP obtained from the signal of the acceleration sensor 20 the cooling water temperature THW obtained from the signal of the water temperature sensor 24, the engine rotation speed NE obtained from the signal of the NE sensor 28, the vehicle speed SPD obtained from the signal of the vehicle speed sensor 30, the ON/OFF state obtained from the power steering switch 36, an alternator control duty DU obtained from the generated alternator power amount control circuit 38, etc. into the work area provided in the RAM of the ECU44 (S210).
  • the present routine is terminated temporarily. If the idling state is detected ("YES” in S220), then an appropriate target idling rotation speed NETRG that corresponds to the ON/OFF state of the air conditioner, the ON/OFF state of the power steering, electric load appearing in the alternator control duty DU, and the cooling water temperature THW is set (S230). This setting is made on the basis of the map and data stored in the ROM of the ECU44. Specifically, if the air conditioner and the power steering is in the ON state, the electric load is high, and the cooling water temperature THW is low, the setting is made so that the target idling rotation speed NETRG is at a higher value.
  • an integration amount ⁇ QII is calculated based on the map stored in the ROM of the ECU 44 (S250). Specifically, if the deviation NEDL is a positive value, the integration amount ⁇ QII is set at a positive value and if the deviation NEDL is a negative value, the integration amount ⁇ QII is set at a negative value.
  • an integration amount ⁇ QII calculated in step S250 in the current period is added to an integration correction term QII(i-1) of the injected fuel amount obtained in the previous control period to provide the integration correction term QII(i) for the current period (S260).
  • the learned integration correction term value QIXM is calculated (S270).
  • the process of calculating this learned integration correction term value QIXM is shown in the flowchart of Fig. 5 .
  • the learned integration correction term value QIXM (i) in the current control period is calculated by the following equation 4 (S272).
  • Equations 2 and 3 If at least one of the Equations 2 and 3 does not hold true ("NO" in S271), whether the decreasing/updating conditions of the learned integration correction term value QIXM are satisfied is determined (S273).
  • the decreasing/updating conditions are to be satisfied when the following equations 5 and 6 hold true.
  • Equation 6 is not to hold true if the idling state in the previous control period of the idling state is different from that in the current control period of the idling state owing to switch-over of the external load, etc.
  • the learned integration correction term value QIXM(i) in the current control period is calculated by the following equation 7 (S274): QIXM i ⁇ QIXM i ⁇ 1 ⁇ DQIIMDL where the decreased and updated value DQIIMDL provides a constant for gradually decreasing the learned integration correction term value QIXM(i-1) in the previous control period. It is to be noted that although in the present embodiment the decreased and updated value DQIIMDL is set at the same value as the increased and updated value IQIIMDL, the decreased and updated value DQIIMDL may be different from the increased and updated value IQIIMDL.
  • the learned integration correction term value QIXM(i-1) in the previous control period is set as it is as the learned integration correction term value QIXM(i) in the current control period (S275). It is to be noted that the most recent learned integration correction term value QIXM in the same idling state as that in the current period is set as the learned integration correction term value QIXM(i) in the current control period if the idling state in the previous control period is different from that in the current control period owing to switch-over of the external load, etc.
  • an upper-limit guard value QIIGMX and a lower-limit guard value QIIGMN are calculated (S280).
  • the guard values QIIGMX and QIIGMN are provided for each of the setting conditions at the time of idling such as the presence/absence or kind of external load including an air conditioner or the ON/OFF state of the idling upgrading switch 42.
  • appropriate guard values QIIGMX and QIIGMN are set in accordance with such setting states at the time of idling. It is to be noted that the guard values QIIGMX and QIIGMN are set as an upper-limit value and a lower-limit value with respect to the learned integration correction term value QIXM(i) respectively.
  • the equation 8 indicates that the integration correction term QII(i) calculated as previously described is above the upper limit of the control range of the integration correction term. If equation 8 is satisfied ("YES" in S291), the upper limit of the integration correction term control range is set in the integration correction term QII(i) as indicated by the following equation 9 (S292).
  • the equation 10 indicates that the integration correction term QII(i) calculated as previously described is below the lower limit of the integration correction term control range. If the equation 10 is satisfied ("YES" in S293), the lower limit value of the integration correction term control range is set for the integration correction term QII(i) in this period as indicated by the following equation 11 (S294).
  • the ISC process ( Fig. 4 ) is executed to calculate an ISC prospective correction term (S300).
  • the details of the ISC prospective correction term calculation process is shown in the flowchart of Fig. 7 .
  • the rotation speed correction term QIPNT is calculated from a map obtained previously by an experiment based on a target rotation speed NETRG calculated in the above-mentioned step S230 (S410).
  • the rotation speed correction term QIPNT is used to compensate for a shortage or a surplus in fuel amount caused by a change in the target idling rotation speed NETRG attributable to the properties of the above-mentioned governor pattern ( Fig. 3 ).
  • a cold correction term QIPBCL is calculated based on the cooling water temperature THW from a map shown in Fig. 8B (S430).
  • the cold correction term QIPBCL is used to reflect the degree of the influence attributable to the low temperature in the engine 1 onto friction on the fuel injection amount.
  • an electric load correction term QIPBDF is calculated based on the alternator control duty DU from a map shown in Fig. 8C (S440).
  • the electric load correction term QIPBDF is a correction term used to reflect the degree of power consumption by the glow plug 18 or a head lamp, etc. of the vehicle on the fuel injection amount. This is possible by utilizing the fact that the power consumption is reflected on the alternator control duty DU to regulate the amount of power generated by the alternator.
  • an air conditioner correction term QIPBAC is calculated based on an actual engine rotation speed NE from a map shown in Fig. 9A (S460).
  • the air conditioner correction term QIPBAC is a correction term used to reflect the load of the air conditioner on the fuel injection amount and is regulated in accordance with the rotation speed NE of the engine 1.
  • a power steering correction term QIPBPS is calculated based on an actual engine rotation speed NE from a map shown in Fig. 9B (S490).
  • the power steering correction term QIPBPS is a correction term used to reflect the load of the power steering on the fuel injection amount and is adjusted in accordance with the rotation speed NE of the engine 1.
  • the cold correction term QIPBCL the electric load correction term QIPBDF, the air conditioner correction term QIPBAC, and the power steering correction term QIPBPS and the early initiation-stage prospective correction term QIPAS, to be described later, are summed up to give a load correction term QIPB (S510).
  • the ISC prospective correction term calculation process is exited ( Fig. 7 ) to end temporarily the ISC control process ( Fig. 4 ).
  • the occurrence of load is reflected on the calculation of the governor injection amount QGOV in step S130 of the above-mentioned fuel injection amount control process ( Fig. 2 ). Accordingly, the governor injection amount QGOV is determined so that the engine rotation speed NE may be a target idling rotation speed NETRG which corresponds to the load.
  • a process to calculate the early initiation-stage prospective correction term QIPAS is shown in the flowchart of Fig. 10 .
  • the present routine is executed repeatedly not only at the time of idling but also for every predetermined short period of time by interruption.
  • a shift range of the automatic transmission is the N range or the D range is determined based on the output of the neutral switch 40. Then, either an N range map or a D range map shown in Fig. 8A is selected in accordance with the thus identified shift range and, based on this selected map, a reference value QIPASB of the early initiation-stage prospective correction term from the cooling water temperature THW detected by the water temperature sensor 24 is calculated (S610).
  • the timer counter Ts is a timer counter which performs counting when the engine 1 is running autonomously.
  • the early initiation-stage prospective correction term holding time CQIPOF a value which corresponds to, for example, 1 to 10 seconds or so is set.
  • the autonomous running of the engine refers to a state where the engine 1 is initiated but yet to be stalled in a condition that the starter switch 43 is in the OFF state.
  • the early initiation-stage prospective correction term QIPAS is set at a value of the reference value QIPASB of the early initiation-stage prospective correction term calculated in the above-mentioned step S610 (S630). Then, the early initiation-stage prospective correction term QIPAS calculation process is exited temporarily.
  • the decrease width QIPASDL gives the value of a rate at which the early initiation-stage prospective correction term QIPAS is decreased as time elapses in the autonomous running condition.
  • the early initiation-stage prospective correction term QIPAS stays in a constant state for a while, and then gradually decreases by repeating the process in step 640 to disappear substantially in the end.
  • FIG. 11 A flowchart of the counting process of the timer counter Ts is shown in Fig. 11 . This counting process of the timer counter Ts is executed repeatedly not only at the time of idling but also every predetermined short period of time by interruption.
  • step S720 In the case where it is after step S720 or decided to be "NO" in step S710, whether the engine 1 is running autonomously is determined (S730).
  • step S730 If it is not running autonomously ("NO" in step S730), that is, the engine 1 is stopped or, even if it has run once, the starter switch 43 is in the ON state or it is stalled, then the present routine is terminated temporarily.
  • step S730 If the engine 1 is running autonomously ("YES" in step S730), the timer counter Ts performs counting as indicated by the following equation 13 (S740). Ts ⁇ Ts + 1
  • TMX a value that corresponds to, for example, 10 to 60 minutes is set.
  • the timer counter Ts performs counting and, if the upper limit value TMX is reached, the value is held constant at the value of TMX. Furthermore, if the engine 1 in the autonomous running state is stopped temporarily owing to engine stalling etc. ("NO" in S730), the value of the timer counter Ts is kept at a value at the time of engine stalling. If it is restarted and starts autonomous running, the timer counter Ts starts performing counting from the value kept upon engine stalling.
  • the starter operates at time t1 to cause the engine 1 to start running. Then, the engine 1 is initiated to turn OFF the starter (time t2). Then, the engine 1 starts running autonomously (time t2 or later). At the time t2 the timer counter Ts starts performing counting. Until the value of the timer counter Ts exceeds the early initiation-stage prospective correction term holding time CQIPOF, however, the early initiation-stage prospective correction term QIPAS is held at a value of QIPASB already set upon initiation.
  • time t3 when the value of the timer counter Ts exceeds the early initiation-stage prospective correction term holding time CQIPOF (time t3), the early initiation-stage prospective correction term QIPAS gradually reduces in value and, finally, to "0" to thereby disappears substantially (time t4).
  • the load owing to the heavy friction that occurs at the early stage of the initiation of the engine 1 is compensated for by the early initiation-stage prospective correction term QIPAS, so that the integration correction term QII will not increase greatly as indicated by a solid line. If the early initiation-stage prospective correction term QIPAS is not provided, the integration correction term QII changes greatly as indicated by a dash and dotted line. This makes it impossible to set the upper limit guard value QIIGMX at a low level as in the case of the present embodiment.
  • Fig. 13 shows a timing chart in the case where the engine is stalled after being initiated.
  • the starter is turned ON at time t11 and switched from the ON state to the OFF state at time t12. Accordingly, as in the case of Fig. 12 described above, the timer counter Ts starts to perform counting (time t12 or later), when the holding time CQIPOF of the early initiation-stage prospective correction term has elapsed, the early initiation-stage prospective correction term QIPAS starts decreasing in value (time t13 or later).
  • the timer counter Ts stops counting, accompanying which the early initiation-stage prospective correction term QIPAS stops decrementing in value (time t14 or later).
  • the timer counter Ts and the early initiation-stage prospective correction term QIPAS are held at their respective current values.
  • the timer counter Ts starts performing counting again from the value held at the time of engine stalling, accompanying which the early initiation-stage prospective correction term QIPAS also starts decreasing in value from the value held at the time of engine stalling (time t16 or later).
  • steps S240 to S260 of the ISC process correspond to the process as the integration correction term calculation means
  • the calculation process ( Fig. 10 ) of the early initiation-stage prospective correction term QIPAS and the counting process ( Fig. 11 ) of the timer counter Ts correspond to the process as the early initiation-stage prospective correction term setting means
  • steps S120 and S130 of the fuel injection amount control process correspond to the process as the fuel supply amount calculation means.
  • step 510 of the ISC prospective correction term calculation process the process sums up the cold correction term QIPBCL, the electric load correction term QIPBDF, the air conditioner correction term QIPBAC, and the power steering correction term QIPBPS to give the load correction term QIPB.
  • step S280 of the ISC process ( Fig. 4 ) is not executed and, instead, the guard value setting process as shown in Fig. 14 is independently executed.
  • the present embodiment differs from the above-mentioned first embodiment in that it executes the calculation process of the learned integration correction term value QIXM shown in Fig. 15 in place of the calculation process ( Fig. 5 ) of the learned integration correction term value QIXM.
  • the other components are the same as those of the above-mentioned first embodiment unless otherwise described.
  • the guard value setting process ( Fig. 14 ) is described as follows.
  • the present routine is repeatedly executed for each constant short period of time.
  • an initial upper limit guard value QIIGMXS is set as the upper limit guard value QIIGMX (S820).
  • the initial upper limit guard value QIIGMXS is set beforehand at such a value that the integration correction term QII can accommodate such friction as to exist at the early stage of the initiation of the engine.
  • an initial lower limit guard value QIIGMNS is set (S830).
  • the initial lower limit guard value QIIGMNS is set beforehand at such a value that the engine may not be stalled by an excessive reduction in value of the integration correction term QII owing to some reason at the initial stage of the initiation of the engine.
  • the upper limit guard value QIIGMX is calculated by the following equation 14 (S840).
  • the decrease width QIGMXDL gives a set value of a rate at which the upper limit guard value QIIGMX is decreased in accordance with the autonomous running condition.
  • the lower limit guard value QIIGMN is calculated by the following equation 15 (S870).
  • the decrease width QIGMNDL gives a set value of a rate at which the lower limit guard value QIIGMN is decreased in accordance with the autonomous running time.
  • step S890 When having passed through step S890 or decided “NO” in step S880, the present routine is terminated temporarily.
  • the learned integration correction term value QIXM is held unchanged by setting the learned integration correction term value QIXM (i-1) in the previous control period as the learned integration correction term value QIXM (i) in the current control period (S915).
  • the previous control period and the current control period are in different idling states owing to switch-over of the external load, the most recent learned integration correction term value QIXM in the same idling state as that of the current control period is set as the learned integration correction term value QIXM (i) in the current control period.
  • the starter operates at time t21 to cause the engine 1 to start running. Then, the engine 1 is initiated to turn OFF the starter (time t22). Then, the engine 1 starts running autonomously (starting from time t22). At the time t22 the timer counter Ts starts to perform counting. Until the value of the timer counter Ts passes over the early initiation-stage guard holding time CQIGOF, however, the upper limit guard value QIIGMX is held at a value of the initial upper limit guard value QIIGMXS already set upon initiation, and the lower limit guard value QIIGMN is held at a value of the initial lower limit guard value QIIGMNS already set upon initiation.
  • the upper limit guard value QIIGMX and the lower limit guard value QIIGMN decrease gradually to be finally equal to the ordinary-time upper limit guard value QIIGMXB (time t25) and the ordinary-time lower limit guard value QIIGMNB (time t24) respectively.
  • the guard value, especially, the upper limit guard value QIIGMX is temporarily set large at the time of and immediately after the initiation. Accordingly, it is possible to sufficiently compensate for the friction which occurs at the early stage of the initiation in terms of fuel injection amount.
  • both the upper limit guard value QIIGMX and the lower limit guard value QIIGMN are reduced so that they may finally become the ordinary-time upper limit guard value QIIGMXB and the ordinary-time lower limit guard value QIIGMN respectively.
  • Fig. 17 shows a case where the engine is stalled after being initiated.
  • the starter is turned ON at time t31 and turned OFF at time t32 to cause, as described with reference to Fig. 16 , the timer counter Ts to start to perform counting (time t32 or later), thus starting decreasing the upper limit guard value QIIGMX and the lower limit guard value QIIGMN after the early initiation-stage guard holding time CQIGOF has elapsed (time t33 or later).
  • the timer counter Ts is stopped in counting, accompanying which the upper limit guard value QIIGMX and the lower limit guard value QIIGMN are also stopped in decrementing (time t34 or later). At this time, the timer counter Ts and the upper limit and lower limit guard values QIIGMX and QIIGMN are held at their respective current values.
  • the timer counter Ts restarts to perform counting from the value held at the time of engine stalling, accompanying which the upper limit guard value QIIGMX and the lower limit guard value QIIGMN also begin to be decremented again starting from the respective values held at the time of engine stalling (time t36 or later).
  • the upper limit guard value QIIGMX equals the ordinary-time upper limit guard value QIIGMXB (time t38)
  • the lower limit guard value QIIGMN equals the ordinary-time lower limit guard value QIIGMN (time t37).
  • steps S240 to S270 and S290 of the ISC process ( Fig. 4 ), the guard value setting process ( Fig. 14 ), and the counting process ( Fig. 11 ) of the timer counter Ts correspond to the process as the integration correction term calculation means
  • steps S120 and S130 of the fuel injection amount control process ( Fig. 2 ) corresponds to the process as the fuel supply amount calculation means
  • the calculation process ( Fig. 15 ) of the learned integration correction term value QIXM corresponds to the process as the learned integration correction term means.
  • the above-mentioned first and second embodiments may be combined in configuration. That is, the calculation process of the early initiation-stage prospective correction term QIPAS ( Fig. 10 ) of the above-mentioned first embodiment is to be executed in a configuration of the above-mentioned second embodiment so that the early initiation-stage prospective correction term QIPAS may be calculated and added to the load correction term QIPB. At the same time, the same values will be used for the early initiation-stage guard holding time CQIGOF and the early initiation-stage prospective correction term holding time CQIPOF used, for example, in the guard value setting process ( Fig. 14 ).
  • the decrease width QIPASDL in the above-mentioned equation 12 the decrease width QIGMXDL in the above-mentioned equation 14 and the decrease width QIGMNDL in the above-mentioned equation 15 are set so that the timing at which the early initiation-stage prospective correction term QIPAS becomes "0", the timing at which the upper limit guard value QIIGMX becomes the ordinary-time upper limit guard value QIIGMXB, and the timing at which the lower limit guard value QIIGMN becomes the ordinary-time lower limit guard value QIIGMNB may occur roughly simultaneously.
  • the early initiation-stage prospective correction term QIPAS of the above-mentioned first embodiment and the guard values QIIGMX and QIIGMN of the above-mentioned second embodiment have been set in accordance with the value of the timer counter Ts, they may be set according to the accumulated number of rotations of the engine rotation speed NE. This is because the early initiation-stage friction attenuates gradually as the engine runs upon or after the initiation thereof. Furthermore, the early initiation-stage prospective correction term QIPAS and the guard values QIIGMX and QIIGMN may be set in accordance with a rise in cooling water temperature THW. The cooling water temperature THW rises gradually as the engine continues running after being initiated. This is because such a temperature rising pattern is similar to a decrease pattern of the friction generated at the early stage of the initiation of the engine and also such a temperature factor is involved in the magnitude of the friction generated at the early initiation stage of the engine.
  • the timer counter Ts has started to perform counting at a timing that the engine 1 had completely started to run autonomously after switch-over from the ON state to the OFF state of the starter
  • the timer counter Ts may be adapted to start to perform counting at a timing that the running of the engine 1 had been started by the starter.
  • the timer counter Ts may be adapted to perform counting when the rotation speed exceeds a reference rotation speed even if the starter is in the ON state.
  • the reference value QIPASB of the early initiation-stage prospective correction term has been set in accordance with the shifted position of the automatic transmission and the cooling water temperature THW, it may be set otherwise, for example, according to the kind or the presence/absence of the external load such as the air conditioner or the power steering.
  • the initial upper limit guard value QIIGMXS and the initial lower limit guard value QIIGMNS may be set according to the shifted position of the automatic transmission or the cooling water temperature THW or to the kind or the presence/absence of the external load such as the air conditioner or the power steering.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
EP01274026.2A 2001-03-15 2001-12-11 Method and apparatus for controlling idle fuel supply Expired - Lifetime EP1369570B1 (en)

Priority Applications (2)

Application Number Priority Date Filing Date Title
EP06116325.9A EP1715164B1 (en) 2001-03-15 2001-12-11 Idling fuel supply amount control apparatus
EP05008644A EP1555414B1 (en) 2001-03-15 2001-12-11 Method for controlling idling fuel supply amount and apparatus therefor

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
JP2001074577A JP2002276438A (ja) 2001-03-15 2001-03-15 アイドル燃料供給量制御方法及び装置
JP2001074577 2001-03-15
PCT/JP2001/010823 WO2002077431A1 (fr) 2001-03-15 2001-12-11 Procede et appareil de regulation de l'alimentation en carburant au ralenti

Related Child Applications (4)

Application Number Title Priority Date Filing Date
EP06116325.9A Division-Into EP1715164B1 (en) 2001-03-15 2001-12-11 Idling fuel supply amount control apparatus
EP06116325.9A Division EP1715164B1 (en) 2001-03-15 2001-12-11 Idling fuel supply amount control apparatus
EP05008644A Division EP1555414B1 (en) 2001-03-15 2001-12-11 Method for controlling idling fuel supply amount and apparatus therefor
EP05008644A Division-Into EP1555414B1 (en) 2001-03-15 2001-12-11 Method for controlling idling fuel supply amount and apparatus therefor

Publications (3)

Publication Number Publication Date
EP1369570A1 EP1369570A1 (en) 2003-12-10
EP1369570A4 EP1369570A4 (en) 2004-11-03
EP1369570B1 true EP1369570B1 (en) 2017-05-31

Family

ID=18931816

Family Applications (3)

Application Number Title Priority Date Filing Date
EP05008644A Expired - Lifetime EP1555414B1 (en) 2001-03-15 2001-12-11 Method for controlling idling fuel supply amount and apparatus therefor
EP01274026.2A Expired - Lifetime EP1369570B1 (en) 2001-03-15 2001-12-11 Method and apparatus for controlling idle fuel supply
EP06116325.9A Expired - Lifetime EP1715164B1 (en) 2001-03-15 2001-12-11 Idling fuel supply amount control apparatus

Family Applications Before (1)

Application Number Title Priority Date Filing Date
EP05008644A Expired - Lifetime EP1555414B1 (en) 2001-03-15 2001-12-11 Method for controlling idling fuel supply amount and apparatus therefor

Family Applications After (1)

Application Number Title Priority Date Filing Date
EP06116325.9A Expired - Lifetime EP1715164B1 (en) 2001-03-15 2001-12-11 Idling fuel supply amount control apparatus

Country Status (8)

Country Link
EP (3) EP1555414B1 (cs)
JP (1) JP2002276438A (cs)
CZ (1) CZ302163B6 (cs)
DE (1) DE60122949T2 (cs)
ES (3) ES2273295T3 (cs)
HU (1) HU229844B1 (cs)
PL (1) PL206426B1 (cs)
WO (1) WO2002077431A1 (cs)

Families Citing this family (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP4045957B2 (ja) * 2003-01-16 2008-02-13 いすゞ自動車株式会社 燃料噴射量制御装置
DE102004035804B3 (de) * 2004-07-23 2006-01-05 Siemens Ag Verfahren und Vorrichtung zum Steuern einer Brennkraftmaschine
WO2009038503A1 (en) * 2007-09-21 2009-03-26 Husqvarna Aktiebolag Idle speed control for a hand held power tool
JP5185174B2 (ja) * 2009-03-26 2013-04-17 ヤンマー株式会社 エンジン回転数制御装置
RU2513529C1 (ru) * 2012-10-01 2014-04-20 Федеральное государственное бюджетное образовательное учреждение высшего профессионального образования "Тихоокеанский государственный университет" Способ управления работой дизеля на режимах малых подач и минимально устойчивых оборотов под нагрузкой и холостого хода и устройство для его осуществления
JP5578336B2 (ja) * 2012-12-11 2014-08-27 三菱自動車工業株式会社 ハイブリッド車両の制御装置
CN104298151B (zh) * 2014-09-26 2018-01-02 成都乐创自动化技术股份有限公司 速度控制算法及脉冲控制算法
SE541113C2 (en) * 2016-06-22 2019-04-09 Scania Cv Ab Method and system for controlling fuel injection in connection to engine start procedure

Family Cites Families (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5827844A (ja) * 1981-08-13 1983-02-18 Toyota Motor Corp 内燃機関の燃料供給量制御方法及びその装置
JPS59122761A (ja) * 1982-12-29 1984-07-16 Toyota Motor Corp 内燃機関の吸入空気量制御装置
JPH0733797B2 (ja) * 1983-05-06 1995-04-12 トヨタ自動車株式会社 アイドル回転数制御方法
JPS614843A (ja) * 1984-06-18 1986-01-10 Hitachi Ltd デイ−ゼル機関の定回転数制御法
JPH02104939A (ja) * 1988-10-12 1990-04-17 Honda Motor Co Ltd 内燃エンジンのアイドル回転数制御装置
JP3265496B2 (ja) * 1996-03-28 2002-03-11 株式会社ユニシアジェックス 内燃機関の吸入空気流量調整装置
JPH1193747A (ja) 1997-09-17 1999-04-06 Toyota Motor Corp 内燃機関におけるアイドル回転数制御装置
JP2002030962A (ja) * 2000-07-14 2002-01-31 Nissan Motor Co Ltd ディーゼルエンジンの制御装置

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
None *

Also Published As

Publication number Publication date
EP1369570A4 (en) 2004-11-03
JP2002276438A (ja) 2002-09-25
HU229844B1 (en) 2014-10-28
EP1555414A1 (en) 2005-07-20
CZ302163B6 (cs) 2010-11-24
ES2634837T3 (es) 2017-09-29
DE60122949D1 (de) 2006-10-19
EP1715164B1 (en) 2014-12-03
PL206426B1 (pl) 2010-08-31
EP1369570A1 (en) 2003-12-10
ES2273295T3 (es) 2007-05-01
HUP0302250A2 (hu) 2005-12-28
EP1555414B1 (en) 2006-09-06
ES2528138T3 (es) 2015-02-04
HUP0302250A3 (en) 2006-02-28
DE60122949T2 (de) 2007-03-15
CZ20023720A3 (cs) 2003-03-12
EP1715164A1 (en) 2006-10-25
WO2002077431A1 (fr) 2002-10-03
PL360119A1 (en) 2004-09-06

Similar Documents

Publication Publication Date Title
JP4110910B2 (ja) 内燃機関のスロットル開度制御装置
US8214112B2 (en) Engine control method for a vehicle with idle stop function
EP1846648B1 (en) Control apparatus for internal combustion engine
EP2297441B1 (en) Fuel injection amount control apparatus for internal combustion engine, control system for power unit, and fuel injection amount control method for internal combustion engine
KR101107479B1 (ko) 직접분사식 스파크 점화 엔진의 전환 제어 방법 및 장치
JP2007218144A (ja) 筒内噴射式の内燃機関の燃圧制御装置
JP3780360B2 (ja) 自動車の冷始動及び空転時の排出ガス低減のためのエンジン制御方法
EP1369570B1 (en) Method and apparatus for controlling idle fuel supply
JP4605512B2 (ja) 内燃機関の制御装置
US6832150B2 (en) Method and apparatus for controlling diesel engine
JPH11315730A (ja) 蓄圧式燃料噴射機構の燃料圧制御装置
JP2006220159A (ja) アイドル燃料供給量制御方法及び装置
EP1350951A2 (en) Apparatus and method for detecting fault in glow plug
US5718200A (en) Engine output control system
JP2007231872A (ja) 内燃機関の制御装置
JP4311307B2 (ja) ディーゼルエンジンの自動始動制御方法
JP2003027992A (ja) 内燃機関の吸気制御装置
US6827066B2 (en) Method and apparatus for delivering fuel to an engine
JP7418933B2 (ja) 内燃機関の制御装置
JP3418996B2 (ja) コモンレール式燃料噴射装置
JP2010031710A (ja) 内燃機関の制御装置
JP2002195075A (ja) エンジンの始動制御方法
KR100380461B1 (ko) 차량용 엔진 제어 방법
JP2006002706A (ja) 内燃機関の燃料噴射制御装置
JP2002250244A (ja) 内燃機関燃料供給量設定方法及び装置

Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

17P Request for examination filed

Effective date: 20021113

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): AT BE CH CY DE DK ES FI FR GB GR IE IT LI LU MC NL PT SE TR

A4 Supplementary search report drawn up and despatched

Effective date: 20040916

RIC1 Information provided on ipc code assigned before grant

Ipc: 7F 02D 41/16 A

Ipc: 7F 02D 41/06 B

17Q First examination report despatched

Effective date: 20041201

RAP1 Party data changed (applicant data changed or rights of an application transferred)

Owner name: KABUSHIKI KAISHA TOYOTA JIDOSHOKKI

Owner name: TOYOTA JIDOSHA KABUSHIKI KAISHA

GRAP Despatch of communication of intention to grant a patent

Free format text: ORIGINAL CODE: EPIDOSNIGR1

INTG Intention to grant announced

Effective date: 20170217

GRAS Grant fee paid

Free format text: ORIGINAL CODE: EPIDOSNIGR3

GRAA (expected) grant

Free format text: ORIGINAL CODE: 0009210

AK Designated contracting states

Kind code of ref document: B1

Designated state(s): DE ES FR GB IT

REG Reference to a national code

Ref country code: GB

Ref legal event code: FG4D

REG Reference to a national code

Ref country code: DE

Ref legal event code: R096

Ref document number: 60150465

Country of ref document: DE

REG Reference to a national code

Ref country code: ES

Ref legal event code: FG2A

Ref document number: 2634837

Country of ref document: ES

Kind code of ref document: T3

Effective date: 20170929

REG Reference to a national code

Ref country code: FR

Ref legal event code: PLFP

Year of fee payment: 17

REG Reference to a national code

Ref country code: DE

Ref legal event code: R097

Ref document number: 60150465

Country of ref document: DE

PLBE No opposition filed within time limit

Free format text: ORIGINAL CODE: 0009261

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: NO OPPOSITION FILED WITHIN TIME LIMIT

26N No opposition filed

Effective date: 20180301

REG Reference to a national code

Ref country code: DE

Ref legal event code: R084

Ref document number: 60150465

Country of ref document: DE

REG Reference to a national code

Ref country code: GB

Ref legal event code: 746

Effective date: 20180828

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: DE

Payment date: 20201201

Year of fee payment: 20

Ref country code: GB

Payment date: 20201203

Year of fee payment: 20

Ref country code: FR

Payment date: 20201112

Year of fee payment: 20

Ref country code: IT

Payment date: 20201110

Year of fee payment: 20

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: ES

Payment date: 20210118

Year of fee payment: 20

REG Reference to a national code

Ref country code: DE

Ref legal event code: R071

Ref document number: 60150465

Country of ref document: DE

REG Reference to a national code

Ref country code: GB

Ref legal event code: PE20

Expiry date: 20211210

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: GB

Free format text: LAPSE BECAUSE OF EXPIRATION OF PROTECTION

Effective date: 20211210

REG Reference to a national code

Ref country code: ES

Ref legal event code: FD2A

Effective date: 20220405

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: ES

Free format text: LAPSE BECAUSE OF EXPIRATION OF PROTECTION

Effective date: 20211212