EP1619098B1 - Steuervorrichtung eines Verbrennungsmotors - Google Patents

Steuervorrichtung eines Verbrennungsmotors Download PDF

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Publication number
EP1619098B1
EP1619098B1 EP05254489A EP05254489A EP1619098B1 EP 1619098 B1 EP1619098 B1 EP 1619098B1 EP 05254489 A EP05254489 A EP 05254489A EP 05254489 A EP05254489 A EP 05254489A EP 1619098 B1 EP1619098 B1 EP 1619098B1
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EP
European Patent Office
Prior art keywords
fuel cut
shifting
fuel supply
torque
ecu
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 - Fee Related
Application number
EP05254489A
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English (en)
French (fr)
Other versions
EP1619098A2 (de
EP1619098A3 (de
Inventor
Naoki c/o Toyota Jidosha K.K. Amano
Masaaki c/o Toyota Jidosha K.K. Otsubo
Tomohiro c/o Bosch Corporation Hatakeyama
Akinori c/o Bosch Corporation Yamazaki
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.)
Bosch Corp
Toyota Motor Corp
Original Assignee
Bosch Corp
Toyota Motor Corp
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Filing date
Publication date
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Publication of EP1619098A2 publication Critical patent/EP1619098A2/de
Publication of EP1619098A3 publication Critical patent/EP1619098A3/de
Application granted granted Critical
Publication of EP1619098B1 publication Critical patent/EP1619098B1/de
Expired - Fee Related legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/12—Introducing corrections for particular operating conditions for deceleration
    • F02D41/123—Introducing corrections for particular operating conditions for deceleration the fuel injection being cut-off
    • 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
    • F02D41/023—Introducing corrections for particular conditions exterior to the engine in relation with elements of the transmission in relation with the gear ratio shifting
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2430/00—Influencing exhaust purification, e.g. starting of catalytic reaction, filter regeneration, or the like, by controlling engine operating characteristics
    • F01N2430/06—Influencing exhaust purification, e.g. starting of catalytic reaction, filter regeneration, or the like, by controlling engine operating characteristics by varying fuel-air ratio, e.g. by enriching fuel-air mixture
    • 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
    • F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
    • F02D2041/0265—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to decrease temperature of the exhaust gas treating apparatus
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/08—Exhaust gas treatment apparatus parameters
    • F02D2200/0802—Temperature of the exhaust gas treatment apparatus
    • 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
    • F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus

Definitions

  • the invention relates to a control apparatus for an internal combustion engine. More particularly, the invention relates to a control apparatus for an internal combustion engine connected to an automobile transmission which includes a constant-mesh gear train.
  • a technology in which fuel supply is stopped (i.e., fuel cut is performed) in an internal combustion engine during deceleration of a vehicle.
  • fuel cut is performed
  • fuel cut it is necessary to consider deterioration of the catalyst.
  • Japanese Patent Application Publication No. JP 2004-50878A discloses a control apparatus for an internal combustion engine, which can suppress deterioration of the catalyst.
  • the control apparatus disclosed in the Japanese Patent Application Publication No. JP 2004-50878A includes a fuel supply portion which performs fuel supply to an internal combustion engine while an internal combustion engine is operated; a fuel stop portion which stops the fuel supply to the internal combustion engine performed by the fuel supply portion when a predetermined deceleration operation condition is satisfied; a fuel stop prohibition portion which prohibits stop of the fuel supply to the internal combustion engine even when the predetermined deceleration operation condition is satisfied, in a case where a temperature of a catalyst becomes higher than a predetermined temperature; a shifting detection portion which detects a gear ratio in a shifting device; and a fuel supply state control portion which performs control such that the fuel stop prohibition portion continues to prohibit the stop of the fuel supply when the shifting state detection portion detects a change to the highest shift speed before an elapsed time since stop of the fuel supply is prohibited reaches a reference
  • stop of the fuel supply is prohibited when the predetermined deceleration operation condition is satisfied and the temperature of the catalyst becomes higher than the predetermined temperature. Then, when the change to the highest shift speed performed by the shifting device is detected before the elapsed time reaches the reference time, stop of the fuel supply continues to be prohibited. Also, when the change to the highest shift speed is not detected before the elapsed time reaches the reference time, the fuel supply is stopped. Since it is determined whether stop of the fuel supply continues to be prohibited after stop of the fuel supply is prohibited, it is possible to reliably prevent deterioration of the catalyst from proceeding due to unnecessary fuel cut.
  • the reference time needs to be set to a long time. If the reference time is set to a long time, the period during which fuel cut is prohibited becomes long, even when the driver does not intentionally perform shifting. Thus, there is a disadvantage in terms of fuel efficiency.
  • a first aspect of the invention relates to a control apparatus for an internal combustion engine which is connected to an automatic transmission including a constant-mesh gear train. Exhaust gas discharged from the internal combustion engine is purified by a catalyst.
  • the control apparatus includes fuel supply means for performing fuel supply to the internal combustion engine; control means for controlling the fuel supply means so as to stop the fuel supply to the internal combustion engine when shifting of the automatic transmission is executed; detection means for detecting a temperature of the catalyst; and determination means for determining whether the control means should be permitted to stop the fuel supply, or the control means should be prohibited from stopping the fuel supply, based on the temperature of the catalyst and an elapsed time since execution of shifting.
  • the fuel supply means performs fuel supply to the internal combustion engine.
  • the control means controls the fuel supply means so as to stop the fuel supply to the internal combustion engine when shifting of the automatic transmission is executed.
  • the detection means detects the temperature of the catalyst. For example, when the temperature of the catalyst is higher than a predetermined temperature, the determination means determines whether the control means should be permitted to stop the fuel supply, or the control means should be prohibited from stopping the fuel supply, based on the elapsed time since execution of shifting. Thus, for example, it can be determined that the control means should be permitted to stop the fuel supply after a predetermined determination time has elapsed since shifting was executed last time, and the control means should be prohibited from stopping the fuel supply before the predetermined determination time elapses.
  • stop of the fuel supply can be prohibited so as to suppress an increase in the temperature of the catalyst until the determination time elapses.
  • the fuel supply can be stopped after the determination time has elapsed.
  • stop of the fuel supply can be prohibited when shifting is repeated at time intervals each of which is shorter than the determination time, and stop of the fuel supply can be permitted promptly when shifting is not repeated.
  • stop of the fuel supply should be permitted after the determination time has elapsed since stop of the fuel supply is cancelled, and stop of the fuel supply should be prohibited before the determination time elapses.
  • stop of the fuel supply can be prohibited so as to suppress an increase in the temperature of the catalyst until the determination time elapses, and the fuel supply can be stopped when shifting is executed even if shifting is repeated, after the determination time has elapsed.
  • the control apparatus for an internal combustion engine which can suppress deterioration of a catalyst due to stop of fuel supply (fuel cut), and can suppress prohibition of stop of the fuel supply for a period longer than necessary.
  • the determination means may further include means for determining that the control means should be permitted to stop the fuel supply after a predetermined time has elapsed since shifting was executed last time, and determining that the control means should be prohibited from stopping the fuel supply before the predetermined determination time elapses since shifting was executed last time, in a case where the temperature of the catalyst is higher than a predetermined temperature.
  • stop of the fuel supply should be permitted after the determination time has elapsed since shifting was executed last time, and stop of the fuel supply should be prohibited before the determination time elapses, in a case where the temperature of the catalyst is higher than the predetermined temperature. If the determination time is set to a short time, stop of the fuel supply can be prohibited when shifting is repeated at short time intervals, and stop of the fuel supply can be permitted promptly when shifting is not repeated. Thus, it is possible to successively stop the fuel supply so as to suppress an increase in the temperature of the catalyst, and to suppress prohibition of stop of the fuel supply for a period longer than necessary.
  • the determination means may further include means for determining that the control means should be permitted to stop the fuel supply after a predetermined determination time has elapsed since the control means cancels stop of the fuel supply, and determining that the control means should be prohibited from stopping the fuel supply before the predetermined determination time elapses since the control means cancels stop of the fuel supply, in a case where the temperature of the catalyst is higher than a predetermined temperature.
  • control means should be permitted to stop the fuel supply after the determination time has elapsed since stop of the fuel supply is cancelled, in the case where the temperature of the catalyst is higher than a predetermined temperature. It is determined that the control means should be prohibited from stopping the fuel supply before the determination time elapses. Thus, it is possible to prohibit stop of the fuel supply so as to suppress an increase in the temperature of the catalyst until the determination time elapses, and to stop the fuel supply during shifting after the determination time elapses even if shifting is repeated.
  • the control apparatus for an internal combustion engine may further include means for calculating requested torque which the automatic transmission requests the internal combustion engine to output; and torque determination means for determining whether the control means should be permitted to stop the fuel supply, or the control means should be prohibited from stopping the fuel supply, based on the requested torque.
  • the requested torque which the automatic transmission requests the internal combustion engine to output is calculated. For example, when the requested torque is lower than the lowest torque of the internal combustion engine, it is determined that stop of the fuel supply should be permitted. When the requested torque is equal to or higher than the lowest torque of the internal combustion engine, it is determined that stop of the fuel supply should be prohibited. Thus, the fuel supply is performed in a region where the internal combustion engine can control the torque. Accordingly, it is possible to suppress deterioration of the catalyst due to stop of the fuel supply for a period longer than necessary.
  • the torque determination means may further include means for determining that the control means should be permitted to stop the fuel supply when the requested torque is lower than predetermined torque, and determining that the control means should be prohibited from stopping the fuel supply when the requested torque is equal to or higher than the predetermined torque.
  • the fuel supply is performed in a region where the internal combustion engine can control the torque. Accordingly, it is possible to suppress deterioration of the catalyst due to stop of the fuel supply for a period longer than necessary.
  • the predetermined torque may be the lowest torque that the internal combustion engine can output.
  • the fuel supply is performed in a region where the internal combustion engine can control the torque. Accordingly, it is possible to suppress deterioration of the catalyst due to stop of the fuel supply for a period longer than necessary.
  • the internal combustion engine may be connected to the automatic transmission via a clutch.
  • the control apparatus may further include means for determining that the control means should be permitted to stop the fuel supply when the clutch is in a disengaged state, determining that the control means should be permitted to successively stop the fuel supply when the clutch is in an engaged state and the fuel supply is being stopped, and determining that the control means should be prohibited from stopping the fuel supply when the clutch is in the engaged state and the fuel supply is being performed.
  • a second aspect of the invention relates to a control method for an internal combustion engine which is connected to an automatic transmission including a constant-mesh gear train, the control method including a step of detecting a temperature of a catalyst that purifies exhaust gas discharged from the internal combustion engine.
  • This method includes the steps of measuring an elapsed time since shifting of the automatic transmission is executed; and determining whether stop of fuel supply should be permitted or prohibited, based on the detected temperature of the catalyst and the measured elapsed time.
  • FIG. 1 a vehicle including a control apparatus for an internal combustion engine according to a first embodiment of the invention will be described.
  • This vehicle runs when driving force generated in an engine 100 is transmitted to a wheel 404 via a clutch 200, a transmission 300, a differential gear 400, and a drive shaft 402.
  • An electronic control unit (hereinafter, referred to as "ECU") 500 controls the engine 100, the clutch 200, and the transmission 300.
  • Control of an internal combustion engine according to the embodiment is realized, for example, by a program performed by the ECU 500.
  • the engine 100 is a gasoline engine.
  • the engine 100 may be a diesel engine, instead of a gasoline engine.
  • the clutch 200 is connected to a crankshaft 600 of the engine 100.
  • a clutch output shaft 202 is connected to an input shaft 302 of the transmission 300 via a spline 310.
  • the transmission 300 includes a constant-mesh gear train.
  • a shift speed is selected by sliding a shift fork shaft by an actuator 304.
  • the actuator 304 may be hydraulically operated or may be electrically operated.
  • the shift speed may be selected by an actuator using a concentric slave cylinder.
  • the ECU 500 includes an engine ECU 502, a transmission ECU 504, memory 506, and a counter 508.
  • the engine ECU 502 controls the engine 100.
  • the transmission ECU 504 controls the clutch 200 and the transmission 300. Signals are sent and received between the engine ECU 502 and the transmission ECU 504.
  • the memory 506 stores programs performed by the ECU 500, maps used by the ECU 500, and the like.
  • the counter 508 measures an elapsed time since shifting of the transmission 300 is executed.
  • the ECU 500 receives signals from a position sensor 510, an accelerator pedal operation amount sensor 512, a brake switch 514, a vehicle speed sensor 516, an input shaft rotational speed sensor 518, an output shaft rotational speed sensor 520, and a crank position sensor 524 provided so as to be opposed to an outer periphery of a timing rotor 522.
  • the position sensor 510 detects a shift position of the shift lever.
  • the accelerator pedal operation amount sensor 512 detects an accelerator pedal operation amount of an accelerator pedal.
  • the brake switch 514 detects whether a brake pedal is depressed.
  • the vehicle sensor 516 detects a vehicle speed.
  • the input shaft rotational speed sensor 518 detects a rotational speed of the input shaft of the transmission 300.
  • the output shaft rotational speed sensor 520 detects a rotational speed of an output shaft of the transmission 300.
  • the crank position sensor 524 detects an engine rotational speed.
  • the ECU 500 performs computations based on the signals sent from the sensors, the elapsed time measured by the counter 508, the programs and maps stored in the memory 506, and the like. In this embodiment, the ECU 500 performs shifting (upshifting and downshifting) based on operation of the shift lever performed by a driver. Shifting may be performed based on operation of a switch provided in a steering wheel (not shown), instead of the operation of the shift lever.
  • Air taken into the engine 100 is filtered by an air cleaner 102. Then, the air passes through an intake pipe 104 and an intake manifold 106, and is introduced into a combustion chamber together with fuel injected from an injector 108.
  • air-fuel mixture is ignited by an ignition plug 110, and is burned.
  • driving force is generated in the engine 100.
  • the burned air-fuel mixture that is, exhaust gas is guided to an exhaust manifold 112, and purified by a catalyst 144. Then, the exhaust gas is discharged to the outside of a vehicle.
  • the air introduced in the combustion chamber is controlled by a throttle valve 114.
  • An amount of air is detected by an air flow meter 526, and a signal indicative of a result of detection is sent to the ECU 500.
  • An opening amount of the throttle valve 114 is detected by a throttle opening amount sensor 528, and a signal indicative of a result of detection is sent to the ECU 500.
  • the clutch 200 is a dry type single plate friction clutch. As shown in FIG. 3, the clutch 200 includes a clutch output shaft 202, a clutch disk 204 provided on the clutch output shaft 202, a clutch housing 206, a pressure plate 208 provided in the clutch housing 206, a diaphragm spring 210, a clutch release cylinder 212, a release fork 214, and a release sleeve 216.
  • the clutch release cylinder 212 is operated when hydraulic pressure of hydraulic oil pumped up by a hydraulic pump 220 from a reservoir 218 is supplied to the clutch release cylinder 212 via a clutch solenoid valve 222.
  • the clutch solenoid valve 222 switches between supply of the hydraulic pressure to the clutch release cylinder 212 and discharge of the hydraulic pressure from the clutch release cylinder 212.
  • the clutch solenoid valve 222 is controlled by the ECU 500.
  • the ECU 500 detects whether the clutch 200 is in a disengaged state, in an engaged state, or in a semi-engaged state, based on the signal sent from the clutch stroke sensor 532.
  • the clutch 200 may be operated by electric power.
  • step S300 the ECU 500 determines whether shifting needs to be executed.
  • the ECU 500 may determine whether shifting needs to be executed, for example, based on a shift diagram and the like stored in the memory 506, or the ECU 500 may determine whether shifting needs to be executed based on whether the driver has performed operation of the shift lever.
  • shifting needs to be executed (“YES” in step S300)
  • the ECU 500 performs step S100.
  • shifting does not need to be performed (“NO” in step S300)
  • the ECU 500 finishes the routine.
  • step S100 the ECU 500 performs a shifting time fuel cut permission flag setting sub-routine.
  • step S200 the ECU 500 performs a shifting time fuel cut performing flag setting sub-routine.
  • step S400 the ECU 500 determines whether the shifting time fuel cut performing flag has been set. When the shifting time fuel cut performing flag has been set ("YES" in step S400), the ECU 500 performs step S500. When the shifting time fuel cut performing flag has not been set (“NO” in step S400), the ECU 500 performs step S700.
  • step S500 the ECU 500 performs shifting and fuel cut.
  • step S600 the ECU 500 sets a shifting time fuel cut history flag.
  • step S700 the ECU 500 performs shifting without performing fuel cut.
  • step S800 the ECU 500 starts to measure the elapsed time since execution of shifting, using the counter 508.
  • step S102 the ECU 500 estimates a catalyst temperature TC based on the engine rotational speed, an engine load, and the like.
  • step S104 the ECU 500 determines whether the catalyst temperature TC is higher than a predetermined temperature TC 0 . When the catalyst temperature TC is higher than the predetermined temperature TC 0 ("YES" in step S104), the ECU 500 performs step S106. When the catalyst temperature TC is equal to or lower than the predetermined temperature TC 0 ("NO" in step S104), the ECU 500 performs step S114.
  • step S106 the ECU 500 determines whether the shifting time fuel cut history flag has been set. When the shifting time fuel cut history flag has been set ("YES” in step S106), the ECU 500 performs step S108. When the shifting time fuel cut history flag has not been set ("NO" in step S106), the ECU 500 performs step S114.
  • step 108 the ECU 500 determines whether a shift lever position when the shifting time fuel cut permission flag setting sub-routine was performed last time (i.e., a shift speed after shifting in step S500) is different from the shift lever position when the shifting time fuel cut permission flag setting sub-routine is performed this time (i.e., a shift speed when step S108 is performed). That is, shifting has been performed.
  • shifting has been performed (“YES” in step S108)
  • the ECU 500 performs step S110.
  • shifting has not been performed (“NO” in step S108)
  • the ECU 500 performs step S112.
  • step S110 the ECU 500 resets the shifting time fuel cut permission flag.
  • step S112 the ECU 500 determines whether the elapsed time since shifting was executed while fuel cut was being performed has reached a predetermined determination time. When the elapsed time has reached the predetermined determination time ("YES" in step S112), the ECU 500 performs step S114. When the elapsed time has not reached the predetermined determination time ("NO" in step S112), the ECU 500 finishes the routine. In step S114, the ECU 500 sets the shifting time fuel cut permission flag. In step S116, the ECU 500 resets the shifting time fuel cut history flag.
  • step S202 the ECU 500 calculates requested net torque TS which the transmission 300 requests the engine 100 to output.
  • the net torque is torque that is actually input to the transmission 300.
  • the requested net torque TS is calculated using an ordinary known method. Therefore, detailed description of the method of calculating the requested net torque TS will be omitted.
  • step S204 the ECU 500 determines whether the requested net torque TS is lower than predetermined requested net torque TS 0 .
  • the requested net torque TS 0 is set to a value (for example, a negative value) such that the requested net torque TS 0 cannot be output if fuel cut is not performed.
  • the requested net torque TS becomes lower than the predetermined requested net torque TS 0 in order to suppress racing of the engine 100 due to a decrease in a load. That is, when there is a request for disengaging the clutch, the requested net torque TS becomes lower than the predetermined requested net torque TS 0 .
  • step S204 When the requested net torque TS is lower than the predetermined requested net torque TS 0 ("YES" in step S204), the ECU 500 determines that the transmission 300 requests an instantaneous decrease in the torque caused by fuel cut, and the ECU 500 performs step S206. When the requested net torque TS is equal to or higher than the predetermined requested net torque TS 0 ("NO" in step S204), the ECU 500 performs step S224 in FIG. 7.
  • the ECU 500 converts the requested net torque TS to requested indicated torque TZ.
  • the indicated torque is torque that is actually output by the engine 100.
  • the requested indicated torque TZ is calculated by adding friction torque of machine parts and the like and load torque of auxiliary machinery such as an alternator (not shown) to the requested net torque TS.
  • the requested indicated torque TZ is calculated using an ordinary known method. Therefore, detailed description of the method of calculating the requested indicated torque TZ will be omitted.
  • step S208 the ECU 500 determines whether the requested indicated torque TZ is lower than predetermined requested indicated torque TZ 0 .
  • the predetermined requested indicated torque TZ 0 is set to the lowest torque that can be output by the engine 100 by decreasing an amount of intake air, or delaying ignition timing.
  • the lowest torque that can be output is the lowest torque at which misfire, an engine stall, or the like does not occur and the engine can be normally operated, and is not a functional limit.
  • the ECU 500 performs step S210.
  • the ECU 500 performs step S224 in FIG. 7.
  • step S210 the ECU 500 determines whether a fuel cut prohibition request signal has been unsent to the engine ECU 502.
  • the fuel cut prohibition request signal is a signal that is sent from the transmission ECU 504 to the engine ECU 502 when the clutch 200 is in the engaged state.
  • the ECU 500 performs step S216.
  • the fuel cut prohibition request signal has been sent (“NO” in step S210)
  • the ECU 502 performs step S214.
  • step S214 the ECU 500 determines whether idling time fuel cut is being performed.
  • the idling time fuel cut is fuel cut performed when the engine 100 is idling during deceleration of the vehicle.
  • the ECU 500 performs step S216.
  • the ECU 500 performs step S224 in FIG. 7.
  • step S216 the ECU 500 determines whether the engine rotational speed is higher than an idling time fuel cut return rotational speed.
  • the idling time fuel cut return rotational speed is a rotational speed at which a state where the idling time fuel cut is performed is returned to a state where the engine 100 is driven by injecting fuel.
  • the ECU 500 performs step S218 in FIG. 7.
  • the ECU 500 performs step S224.
  • step S2108 the ECU 500 determines whether the shifting time fuel cut permission flag has been set. When the shifting time-fuel cut permission flag has been set ("YES" in step S218), the ECU 500 performs step S220. When the shifting time fuel cut permission flag has not been set ("NO" in step S218), the ECU 500 performs step S224.
  • step S220 the ECU 500 determines whether an idling time fuel cut performing condition other than a condition that the engine 100 is idling is satisfied.
  • the idling time fuel cut performing condition is the condition for performing the idling timing fuel cut.
  • the idling time fuel cut performing condition includes a condition that a temperature of a catalyst is high, and a shift speed is not the highest shift speed.
  • the idling time fuel cut performing condition a condition in ordinary known art is used. Therefore, detailed description of the idling time fuel cut performing condition will be omitted.
  • the ECU 500 performs step S222.
  • step S220 When the idling fuel cut performing condition is not satisfied ("NO" in step S220), the ECU 500 performs 224.
  • step S222 the ECU 500 sets the shifting time fuel cut performing flag.
  • step S224 the ECU 500 resets the shifting time fuel cut performing flag.
  • step S500 description will be made of operation of the ECU 500 of the control apparatus for an internal combustion engine according to the embodiment of the invention, based on the aforementioned structure and the aforementioned flowchart.
  • step S500 the shifting time fuel cut history flag was set in step S600.
  • step S500 After fuel cut is performed during shifting in step S500, the shifting time fuel cut history flag is set in step S600, and the counter 508 starts to measure the elapsed time since the shifting in step S800, the shifting time fuel cut permission flag setting sub-routine is performed again in step S100.
  • a catalyst temperature TC is detected in step S102. Then, it is determined whether the catalyst temperature TC is higher than the predetermined temperature TC 0 in step S104.
  • step S104 When the catalyst temperature TC -is equal to or lower than the predetermined temperature TC 0 ("NO" in step S104), it can be determined that no problem may be caused if the catalyst temperature is increased by fuel cut. In this case, the shifting time fuel cut permission flag is set in step S114, and fuel cut is permitted to be successively performed when shifting is executed. In this case, the shifting time fuel cut history flag is reset in step S116.
  • step S106 it is determined whether the shifting time fuel cut history flag has been set. That is, in step S106, it is determined whether fuel cut was performed when shifting was executed last time.
  • step S500 Since fuel cut was performed when shifting was executed last time in step S500, and the shifting time fuel cut history flag was set in step S600 ("YES" in step S106), it is necessary to prohibit fuel cut from being successively performed when shifting is executed, at this time.
  • step S110 In the case where shifting was executed in step S500 after the shifting time fuel cut permission flag setting sub-routine was performed last time ("YES" in step S108), the shifting time fuel cut permission flag is reset in step S110. That is, every time shifting is executed while fuel cut is being performed in step S500, the shifting time fuel cut permission flag is reset in step S110 in the shifting time fuel cut permission flag setting sub-routine which is performed immediately after shifting is executed in step S500.
  • step S110 After the shifting time fuel cut permission flag is reset in step S110, the shifting time fuel cut permission flag setting sub-routine is not performed, unless the ECU 500 determines that shifting needs to be executed ("YES" in step S300).
  • step S500 When the elapsed time since shifting was executed in step S500 last time (i.e., since a present shift speed was achieved) has reached the determination time ("YES" in step S112), it can be determined that the catalyst temperature TC may not be abnormally increased and no problem may be caused even if fuel cut is performed.
  • the shifting time fuel cut permission flag is set in step S114, and fuel cut is permitted to be successively performed when shifting is executed, and the shifting time fuel cut history flag is reset in step S116.
  • step S500 When the elapsed time since shifting was executed in step S500 last time has not reached the determination time ("NO" in step S112), the shifting time fuel cut permission flag remains in the reset state after being reset in step S110. Therefore, the shifting time fuel cut permission flag remains in the reset state after being reset in step S110 as long as shifting is repeated, for example, by operation of the shift lever performed by the driver (i.e., YES in step S300 and step S700 is performed) until the elapsed time reaches the determination time. Since the determination time is compared with the elapsed time since execution of shifting, fuel cut can be prohibited by setting the determination time to a short time when shifting is repeated at short time intervals. Therefore, when shifting is repeated at normal time intervals, fuel cut can be permitted promptly, whereby fuel efficiency can be improved.
  • step S200 the shifting time fuel cut performing flag setting sub-routine is performed in step S200.
  • the requested net torque TS is calculated in step S202, and it is determined whether the requested net torque TS is lower than the predetermined requested net torque TS 0 in step S204.
  • step S204 When the requested net torque TS is equal to or higher than the predetermined requested net torque TS 0 ("NO" in step S204), it can be determined that the transmission 300 does not request an instantaneous decrease in the torque caused by fuel cut. In this case, the shifting time fuel cut performing flag is reset in step S224. Thus, even when shifting needs to be executed ("YES" in step S300), shifting is executed without performing fuel cut (i.e., NO in step S400, and step S700 is performed). When shifting is executed without performing fuel cut in step S700, the counter 508 starts to measure the elapsed time since execution of shifting, in step S800.
  • the transmission 300 requests an instantaneous decrease in the torque caused by fuel cut.
  • the requested net torque TS is converted to the requested indicated torque TZ in step S206, and it is determined whether the requested indicated torque TZ is lower than the predetermined requested indicated torque TZ 0 in step S208.
  • the engine 100 can output the torque requested by the transmission 300 by decreasing the amount of intake air or delaying ignition timing, even if fuel cut is not performed.
  • step S204 When the requested net torque TS is equal to or higher than the predetermined requested net torque TS 0 ("NO" in step S204), that is, when the engine 100 can output the torque requested by the transmission 300 even if fuel cut is not performed, the shifting time fuel cut performing flag is reset in step S224. Accordingly, even when shifting needs to be executed ("YES” in step S300), shifting is executed without performing fuel cut ("NO in step S400, and step S700 is performed). Thus, it is possible to reduce the possibility that fuel cut is performed in a region where the torque of the engine 100 can be controlled.
  • the counter 508 starts to measure the elapsed time since execution of shifting, in step S800.
  • step S208 When the requested indicated torque TZ is lower than the predetermined requested indicated torque TZ 0 ("YES" in step S208), that is, when the engine 100 cannot output the torque requested by the transmission 300 if fuel cut is not performed, it is determined whether the fuel cut prohibition request signal has been unsent in step S210.
  • step S210 When the clutch 200 is in the engaged state, and the fuel cut prohibition request signal has been sent from the transmission ECU 504 to the engine ECU 502 ("NO" in step S210), it is determined whether the idling time fuel cut is being performed in step S214.
  • step S210 In the case where the clutch 200 is in the engaged state ("NO" in step S210), when the idling time fuel cut is not being performed ("NO” in step S214), it can be determined that shock may be caused by a sudden decrease in the torque if fuel cut is performed during shifting. In this case, the shifting time fuel cut performing flag is reset in step S224. Even when shifting needs to be executed ("YES” in step S300), shifting is executed without performing fuel cut ("NO” in step S400, and step S700 is performed). Thus, it is possible to reduce the possibility that shock is caused by fuel cut, and therefore driveability is deteriorated.
  • the counter 508 starts to measure the elapsed time since execution of shifting, in step S800.
  • step S210 even when the clutch 200 is in the engaged state ("NO” in step S210), if the idling time fuel cut is being performed ("YES” in step S214), it can be determined that shock may not be caused even if fuel cut is successively performed when shifting is executed.
  • step S210 it is determined whether the engine rotational speed is higher than the idling time fuel cut return rotational speed in step S216.
  • step S216 When the engine rotational speed is equal to or lower than the idling time fuel cut return rotational speed ("NO" in step S216), an engine stall may occur if fuel cut is performed during shifting.
  • the shifting time fuel cut performing flag is reset in step S224, and even if shifting needs to be executed ("YES" in step 5300), shifting is executed without performing fuel cut ("NO” in step S400, and step S700 is performed).
  • shifting is executed without performing fuel cut in step S700, the counter 508 starts to measure the elapsed time since execution of shifting, in step S800.
  • step S216 When the engine rotational speed is higher than the idling time fuel cut return rotational speed ("YES" in step S216), it can be determined that an engine stall may not be caused even if fuel cut is performed during shifting. In this case, it is determined whether the shifting time fuel cut permission flag has been set in step S218.
  • step S228 When the shifting time fuel cut permission flag has not been set ("NO" in step S218), fuel cut is being prohibited from being performed at short time intervals even if shifting is executed at short time intervals.
  • the shifting time fuel cut performing flag is reset in step S224, and even if shifting can be executed while fuel cut is being performed without causing an engine stall, shifting is executed without performing fuel cut ("NO" in step S400, and step S700 is performed).
  • shifting is executed without performing fuel cut
  • step S700 the counter 508 starts to measure the elapsed time since execution of shifting, in step S800.
  • step S228 If the shifting time fuel cut permission flag has been set ("YES" in step S218), it can be determined that the catalyst 144 may not be deteriorated even if fuel cut is performed during shifting. In this case, it is determined whether the idling time fuel cut performing condition other than the condition that the engine 100 is idling is satisfied in step S220.
  • step S220 When the idling time fuel cut performing condition is not satisfied ("NO" in step S220), the shifting time fuel cut performing flag is reset in step S224. Even if shifting can be performed while fuel cut is being performed without deteriorating the catalyst 144, shifting is executed without performing fuel cut in step 700.
  • step S220 When the idling time fuel cut performing condition is satisfied ("YES” in step S220), the shifting time fuel cut performing flag is set in step S222.
  • shifting is executed while fuel cut is performed in step S500.
  • shifting time fuel cut history flag is set in step S600, and the counter 508 starts to measure the elapsed time since execution of shifting, in step S800.
  • the ECU of the control apparatus for an internal combustion engine resets the shifting time fuel cut permission flag when fuel cut is performed during shifting.
  • the shifting time fuel cut permission flag remains in the reset state.
  • the shifting time fuel cut permission flag is in the reset state, fuel cut is not performed when shifting is executed next time.
  • fuel cut can be suppressed when shifting is repeated at short time intervals, and fuel cut can be permitted promptly when shifting is not repeated, by setting the determination time to a short time.
  • fuel efficiency can be improved.
  • Second embodiment A second embodiment of the invention will be described with reference FIG. 8 and FIG. 9.
  • the shifting time fuel cut permission flag remains in the reset state as long as shifting is repeated.
  • the shifting time fuel cut permission flag is set even if shifting is executed.
  • Other portions of the control structure and functions thereof are the same as in the first embodiment. Therefore, detailed description thereof will be omitted.
  • step S900 another shifting time fuel cut permission flag setting sub-routine is performed in step S900, instead of performing the shifting time fuel cut permission flag setting sub-routine in the first embodiment.
  • the shifting time fuel cut performing flag setting sub-routine is the same as in the first embodiment.
  • the same steps as in the first embodiment are denoted by the same step numbers. Accordingly, detailed description thereof will be omitted.
  • step S802 the ECU 500 measures the elapsed time since shifting is executed while fuel cut is being performed, using the counter 508.
  • step S902 the catalyst temperature TC is detected.
  • step S904 the ECU 500 determines whether the catalyst temperature TC is higher than the predetermined temperature TC 0 . When the catalyst temperature TC is higher than the predetermined temperature TC 0 ("YES" in step S904), the ECU 500 performs step S906. When the catalyst temperature TC is equal to or lower than the predetermined temperature TC 0 ("NO" in step S904), the ECU 500 performs step S920.
  • step S906 the ECU 500 determines whether the shifting time fuel cut performing flag is in the reset state. When the shifting time fuel cut performing flag is in the reset state ("YES" in step S906), the ECU 500 performs step S908. When the shifting time fuel cut performing flag is not in the reset state ("NO" in step S906), the ECU 500 finishes the sub-routine.
  • step S908 the ECU 500 determines whether the shifting time fuel cut performing flag was set when the shifting time fuel cut permission flag setting sub-routine was performed last time. When the shifting time fuel cut performing flag was set ("YES" in step S908), the ECU 500 performs step S910. When the shifting time fuel cut performing flag was not set ("NO" in step S908), the ECU 500 performs step S912.
  • step S910 the ECU 500 resets the value of the counter 508.
  • step S912 the ECU 500 calculates a fuel cut prohibition period TP based on the value of the counter 508.
  • step S914 the ECU 500 determines whether the fuel cut prohibition period TP is shorter than a predetermined period TP 0 .
  • the ECU 500 determines whether the fuel cut prohibition period TP is shorter than the predetermined period TP 0 ("YES" in step S914).
  • the ECU 500 performs step S918.
  • the ECU performs step S920.
  • step S918 the ECU 500 resets the shifting time fuel cut permission flag.
  • step S920 the ECU 500 sets the shifting time fuel cut permission flag.
  • the catalyst temperature TC is detected in step S902.
  • the catalyst temperature TC is equal to or lower than the predetermined temperature TC 0 ("NO" in step S904), it can be determined that the catalyst 144 may not be deteriorated even if the catalyst temperature is increased by fuel cut.
  • the shifting time fuel cut permission flag is set in step S920, and fuel cut is permitted during shifting.
  • step S904 when the catalyst temperature TC is higher than the predetermined temperature TC 0 ("YES" in step S904), the catalyst 144 may be deteriorated. Therefore, fuel cut needs to be suppressed.
  • the shifting time fuel cut performing flag is in the reset state ("YES" in step S906), it is determined whether the shifting time fuel cut performing flag was in the set state when the shifting time fuel cut permission flag setting sub-routine was started last time, in step S908.
  • step S908 it can be determined that the state of the shifting time fuel cut performing flag has been changed from the set state to the reset state. In this case, the value of the counter 508 is reset in step S910.
  • the counter 508 continues to measure the elapsed time.
  • the fuel cut prohibition period TP is calculated based on the value of the counter 508 in step S912.
  • step S918 When the fuel cut prohibition period TP is shorter than the predetermined period TP 0 ("YES" in step S914), the shifting time fuel cut permission flag is reset in step S918.
  • fuel cut during shifting is requested before the predetermined period TP 0 elapses since fuel cut was performed last time while fuel cut was being performed, fuel cut is prohibited.
  • the shifting time fuel cut permission flag is set in step S920.
  • the shifting time fuel cut permission flag is set.
  • fuel cut is performed even if the driver intentionally repeats shifting.
  • fuel efficiency can be improved.
  • step S1000 the ECU 500 determines whether shifting of the transmission 300 is being executed. When shifting is being executed ("YES” in step S1000), the ECU 500 performs step S1100. When shifting is not being executed (“NO” in step S1000), the ECU 500 finishes the routine.
  • step S1100 the ECU 500 performs an idling time fuel cut permission flag setting sub-routine.
  • step S1200 the ECU 500 determines whether the idling time fuel cut performing condition is satisfied. When the idling time fuel cut performing condition is satisfied ("YES" in step S1200), the ECU 500 performs step S1300. When the idling time fuel cut performing condition is not satisfied ("NO" in step S1200), the ECU 500 finishes the routine.
  • step S1300 the ECU 500 determines whether an idling time fuel cut permission flag has been set.
  • the ECU 500 performs step S1400.
  • the ECU 500 finishes the routine.
  • step S1400 the ECU 500 performs fuel cut.
  • step S1102 the ECU 500 determines whether the fuel cut prohibition request signal has been sent from the transmission ECU 504 to the engine ECU 502.
  • the fuel cut prohibition request signal has been sent (“YES” in step S1102), that is, when the clutch 200 is in the engaged state
  • the ECU 500 performs step S1104.
  • the fuel cut prohibition request signal has not been sent (“NO” in step S1102), that is, when the clutch 200 is in the disengaged state, the ECU 500 performs step S1108.
  • step S1104 the ECU 500 determines whether the idling time fuel cut is unperformed. When the idling time fuel cut is unperformed, that is, when the idling time fuel cut is not being performed ("YES" in step S1104), the ECU 500 performs step S1106. When the idling time fuel cut is being performed ("NO” in step S1104), the ECU 500 performs step S1108. In step S1106, the ECU 500 resets the idling time fuel cut permission flag.
  • step S1108 the ECU 500 determines whether a torque priority request signal has been sent from the transmission ECU 504 to the engine ECU 502.
  • the torque priority request signal is a signal that is sent from the transmission ECU 504 to the engine ECU 502, for example, when the engine rotational speed needs to be synchronized with an input rotational speed of the transmission 300, by causing the engine 100 to race during shifting. While the torque priority request signal is sent, the engine 100 increases the torque according to the request from the transmission 300.
  • the torque priority request signal has been sent (“YES" in step S1108)
  • the ECU 500 performs step S1110.
  • the torque priority request signal has not been sent (“NO” in step S1108)
  • the ECU 500 performs step S1118.
  • step S1110 the ECU 500 calculates the requested net torque TS.
  • step S1112 the ECU 500 determines whether the requested net torque TS is lower than the predetermined torque TS 0 . When the requested net torque TS is lower than the predetermined torque TS 0 ("YES" in step S1112), the ECU 500 performs step S1114. When the requested net torque TS is equal to or higher than the predetermined torque TS 0 ("NO" in step S1112), the ECU 500 performs step S1106.
  • step S1114 the ECU 500 converts the requested net torque TS to the requested indicated torque TZ.
  • step S1116 the ECU 500 determines whether the requested indicated torque TZ is lower than the predetermined torque TZ 0 . When the requested indicated torque TZ is lower than the predetermined torque TZ 0 ("YES" in step S1116), the ECU 500 performs step S1118. When the requested indicated torque TZ is equal to or higher than the predetermined torque TZ 0 ("NO" in step S1116), the ECU 500 performs step S1106. In step S1118, the ECU 500 sets the idling time fuel cut permission flag.
  • step S1100 When shifting of the transmission 300 is being executed while the vehicle is running ("YES" in step S1000), the idling time fuel cut permission flag setting sub-routine is performed in step S1100.
  • the idling time fuel cut permission flag setting sub-routine performed in step S1100 it is determined whether the fuel cut prohibition request signal has been sent from the transmission ECU 504 to the engine ECU 502, in step 1102.
  • the fuel cut prohibition request signal has been sent (“YES” in step S1102), and the idling time fuel cut is unperformed, that is, the idling time fuel cut is not being performed (“YES” in step S1104), the torque may be suddenly changed by fuel cut, and shock may be caused.
  • the idling time fuel cut permission flag is reset in step S1106. After the idling time fuel cut permission flag is reset in step S1106, even when the idling time fuel cut performing condition is satisfied ("YES” in step S1200), fuel cut is not performed ("NO” in step S1300).
  • step S1102 when the fuel cut prohibition request signal has not been sent ("NO" in step S1102), that is, when the clutch 200 is in the disengaged state, it can be determined that shock may not be caused even if the torque is suddenly changed by fuel cut.
  • step S1102 even when the fuel cut prohibition request signal has been sent ("YES” in step S1102), that is, even when the clutch 200 is in the engaged state, if fuel cut is being performed ("NO” in step S1104), it can be determined that shock may not be caused.
  • step S1102 it is determined whether the torque priority request signal has been sent from the transmission ECU 504 to the engine ECU 502, in step S1108.
  • step S1108 When the torque priority request signal has not been sent ("NO” in step S1108), it can be determined that, for example, the engine rotational speed does not need to be synchronized with the input shaft rotational speed of the transmission 300 by causing the engine 100 to race.
  • the idling time fuel cut permission flag is set in step S1118. After the idling time fuel cut permission flag is set in step S1118, when the idling time fuel cut performing condition is satisfied (“YES” in step S1200), fuel cut is performed ("YES" in step S1300, and step S1400 is performed).
  • step S1108 When the torque priority request signal has been sent ("YES" in step S1108), it can be determined, for example, that the engine rotational speed needs to be synchronized with the input shaft rotational speed of the transmission 300, by causing the engine 100 to race. In this case, the requested net torque TS is calculated in step S1110, and it is determined whether the requested net torque TS is lower than the predetermined torque TS 0 in step S1112.
  • step S1112 When the requested net torque TS is equal to or higher than the predetermined torque TS 0 ("NO" in step S1112), it can be determined that the transmission 300 does not request a decrease in the torque caused by fuel cut. In this case, the idling time fuel cut permission flag is reset in step S1106. After the idling time fuel cut permission flag is reset in step S1106, even when the idling time fuel cut performing condition is satisfied ("YES" in step S1200), fuel cut is not performed ("NO” in step S1300).
  • step S1112 When the requested net torque TS is lower than the predetermined torque TS 0 ("YES" in step S1112), it can be determined that the transmission 300 is requesting fuel cut. Then, the requested net torque TS is converted to the requested indicated torque TZ in step S1114, and it is determined whether the requested indicated torque TZ is lower than the predetermined torque TZ 0 in step S1116.
  • step S1116 When the requested indicated torque TZ is equal to or higher than the predetermined torque TZ 0 ("NO" in step S1116), it can be determined that the engine 100 can output the torque requested by the transmission 300 by decreasing the amount of intake air, or by delaying the ignition timing, even if fuel cut is not performed. In this case, the idling time fuel cut permission flag is reset in step S1106. After the idling time fuel cut permission flag is reset in step S1106, even when the idling time fuel cut performing condition is satisfied ("YES" in step S1200), fuel cut is not performed ("NO" in step S1300).
  • step S1116 When the requested indicated torque TZ is lower than the predetermined torque TZ 0 ("YES" in step S1116), it can be determined that the engine 100 cannot output the torque requested by the transmission 300 if fuel cut is not performed. In this case, the idling time fuel cut permission flag is set in step S1118. After the idling time fuel cut permission flag is set in step S1118, when the idling time fuel cut performing condition is satisfied ("YES" in step S1200), fuel cut is performed ("YES” in step S1300, and step S1400 is performed).
  • the ECU of the control apparatus for an internal combustion engine sets the idling time fuel cut permission flag. Also, even when the torque priority signal has been sent, if the engine cannot output the torque requested by the transmission if fuel cut is not performed, the idling time fuel cut permission flag is set. After the idling time fuel cut permission flag is set, when the idling time fuel cut performing condition is satisfied, fuel cut is performed. Thus, the region where idling time fuel cut is performed can be increased, and fuel efficiency can be improved.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)

Claims (8)

  1. Steuervorrichtung für einen Verbrennungsmotor, der mit einem Automatikgetriebe (300) verbunden ist, das einen in Dauereingriff stehenden Getriebezug einschließt, wobei Abgas, das vom Verbrennungsmotor (100) ausgetragen wird, von einem Katalysator gereinigt wird, und die Steuervorrichtung folgendes einschließt: ein Kraftstoff-Zufuhrmittel (108) für die Durchführung einer Kraftstoffzufuhr zum Verbrennungsmotor (100); ein Steuermittel zum Steuern des Kraftstoff-Zufuhrmittels (100), um die Kraftstoffzufuhr zum Verbrennungsmotor (100) zu unterbrechen, wenn ein Schalten des Automatikgetriebes (300) durchgeführt wird; und ein Erfassungsmittel zum Erfassen einer Temperatur des Katalysators,
    dadurch gekennzeichnet, dass
    die Steuervorrichtung ein Bestimmungsmittel einschließt, um auf Grundlage der Temperatur des Katalysators und einer Zeit, die seit Durchführung der Gangschaltung vergangen ist, zu bestimmen, ob zugelassen werden soll, dass das Steuermittel die Kraftstoffzufuhr unterbricht, oder ob verhindert werden soll, dass das Steuermittel die Kraftstoffzufuhr unterbricht.
  2. Steuervorrichtung nach Anspruch 1, wobei das Bestimmungsmittel ferner folgendes einschließt: ein Mittel, um für den Fall, dass die Temperatur des Katalysators höher ist als eine vorgegebene Temperatur, zu bestimmen, dass zugelassen werden soll, dass das Steuermittel die Kraftstoffzufuhr unterbricht, nachdem eine vorgegebene Bestimmungszeit abgelaufen ist, seit das letzte Mal ein Schalten durchgeführt wurde, und zu bestimmen, dass verhindert werden soll, dass das Steuermittel die Kraftstoffzufuhr unterbricht, wenn die vorgegebene Bestimmungszeit noch nicht abgelaufen ist, seit das letzte Mal ein Schalten durchgeführt wurde.
  3. Steuervorrichtung nach Anspruch 1, wobei das Bestimmungsmittel ferner folgendes einschließt: ein Mittel, um für den Fall, dass die Temperatur des Katalysators höher ist als eine vorgegebene Temperatur, zu bestimmen, dass zugelassen werden soll, dass das Steuermittel die Kraftstoffzufuhr unterbricht, nachdem eine vorgegebene Bestimmungszeit vergangen ist, seit das Steuermittel die Unterbrechung der Kraftstoffzufuhr aufgehoben hat, und zu bestimmen, dass verhindert werden soll, dass das Steuermittel die Kraftstoffzufuhr unterbricht, wenn die vorgegebene Bestimmungszeit noch nicht vergangen ist, seit das Steuermittel die Unterbrechung der Kraftstoffzufuhr aufgehoben hat.
  4. Steuervorrichtung nach einem der Ansprüche 1 bis 3, wobei die Steuervorrichtung ferner folgendes einschließt: ein Mittel zum Berechnen des erforderlichen Drehmoments, dessen Ausgabe durch den Verbrennungsmotor vom Automatikgetriebe verlangt wird, und ein Drehmoment-Bestimmungsmittel, um aufgrund des erforderlichen Drehmoments zu bestimmen, ob zugelassen werden soll, dass das Steuermittel die Kraftstoffzufuhr unterbricht, oder ob verhindert werden soll, dass das Steuermittel die Kraftstoffzufuhr unterbricht.
  5. Steuervorrichtung nach Anspruch 4, wobei das Drehmoment-Bestimmungsmittel ferner folgendes einschließt: ein Mittel zum Bestimmen, dass zugelassen werden soll, dass das Steuermittel die Kraftstoffzufuhr unterbricht, wenn das erforderliche Drehmoment niedriger ist als das vorgegebene Drehmoment, und zum Bestimmen, dass verhindert werden soll, dass das Steuermittel die Kraftstoffzufuhr unterbricht, wenn das erforderliche Drehmoment bei oder über dem vorgegebenen Drehmoment liegt.
  6. Steuervorrichtung nach Anspruch 5, wobei das vorgegebene Drehmoment das niedrigste Drehmoment ist, das der Verbrennungsmotor ausgeben kann.
  7. Steuervorrichtung nach einem der Ansprüche 1 bis 6, wobei der Verbrennungsmotor über eine Kupplung (200) mit dem Automatikgetriebe verbunden ist und die Steuervorrichtung ferner folgendes einschließt: Mittel zum Bestimmen, dass zugelassen werden soll, dass das Steuermittel die Kraftstoffzufuhr unterbricht, wenn die Kupplung (200) im ausgerückten Zustand ist, zum Bestimmen, dass zugelassen werden soll, dass das Steuermittel die Kraftstoffzufuhr unterbrochen hält, wenn die Kupplung (200) im ausgerückten Zustand ist und die Kraftstoffzufuhr unterbrochen ist, und zum Bestimmen, dass verhindert werden soll, dass das Steuermittel die Kraftstoffzufuhr unterbricht, wenn die Kupplung (200) im eingerückten Zustand ist und eine Kraftstoffzufuhr durchgeführt wird.
  8. Steuerverfahren für einen Verbrennungsmotor, der mit einem Automatikgetriebe (300) verbunden ist, das einen im Dauereingriff stehenden Getriebezug einschließt, wobei das Steuerverfahren den Schritt des Erfassens einer Temperatur des Katalysators, der vom Verbrennungsmotor (100) ausgetragenes Abgas reinigt, einschließt, und das Steuerverfahren dadurch gekennzeichnet ist, dass es die folgenden Schritte umfasst:
    Messen einer Zeit, die vergangen ist, seit ein Schalten des Automatikgetriebes (300) durchgeführt wurde; und
    Bestimmen aufgrund der erfassten Temperatur des Katalysators und der gemessenen vergangenen Zeit, ob eine Unterbrechung der Kraftstoffzufuhr zugelassen oder verhindert werden soll.
EP05254489A 2004-07-20 2005-07-19 Steuervorrichtung eines Verbrennungsmotors Expired - Fee Related EP1619098B1 (de)

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JP2009074426A (ja) * 2007-09-20 2009-04-09 Toyota Motor Corp 内燃機関の制御装置
JP4561889B2 (ja) * 2008-07-01 2010-10-13 トヨタ自動車株式会社 出力トルクの算出装置
US9097167B2 (en) * 2011-12-07 2015-08-04 Toyota Jidosha Kabushiki Kaisha Exhaust gas purification device of internal combustion engine
JP6057164B2 (ja) * 2012-12-28 2017-01-11 スズキ株式会社 内燃機関の燃料噴射制御装置
WO2014122778A1 (ja) * 2013-02-08 2014-08-14 トヨタ自動車株式会社 内燃機関の排気浄化装置
DE102021205510A1 (de) 2021-05-31 2022-12-01 Robert Bosch Gesellschaft mit beschränkter Haftung Verfahren zum Betreiben eines Fahrzeugs mit einer Brennkraftmaschine und einem Automatikgetriebe

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JP3357492B2 (ja) * 1994-12-14 2002-12-16 本田技研工業株式会社 車両用内燃エンジン制御装置
JP3622279B2 (ja) * 1995-07-31 2005-02-23 日産自動車株式会社 内燃機関の燃料供給制御装置
EP1359305B1 (de) * 1997-03-17 2011-11-30 Toyota Jidosha Kabushiki Kaisha Sperrsteuerungssystem für die Kraftstoffeinspritzung in einer Brennkraftmaschine
JP3963105B2 (ja) * 2002-01-18 2007-08-22 日産自動車株式会社 内燃機関の制御装置
US6892527B2 (en) * 2002-07-16 2005-05-17 Mitsubishi Jidosha Kogyo Kabushiki Kaisha Catalyst deterioration suppressing apparatus and method
JP4430283B2 (ja) * 2002-07-17 2010-03-10 トヨタ自動車株式会社 内燃機関の制御装置および方法

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