EP2028743A2 - Steuervorrichtung für einen Verbrennungsmotor - Google Patents

Steuervorrichtung für einen Verbrennungsmotor Download PDF

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Publication number
EP2028743A2
EP2028743A2 EP20080252785 EP08252785A EP2028743A2 EP 2028743 A2 EP2028743 A2 EP 2028743A2 EP 20080252785 EP20080252785 EP 20080252785 EP 08252785 A EP08252785 A EP 08252785A EP 2028743 A2 EP2028743 A2 EP 2028743A2
Authority
EP
European Patent Office
Prior art keywords
engine
generation
control section
predetermined period
control apparatus
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.)
Withdrawn
Application number
EP20080252785
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English (en)
French (fr)
Inventor
Masatomo Yoshihara
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 Motor Corp
Original Assignee
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 Motor Corp filed Critical Toyota Motor Corp
Publication of EP2028743A2 publication Critical patent/EP2028743A2/de
Withdrawn legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/10—Safety devices

Definitions

  • the present invention relates to a control apparatus for an internal combustion engine, the apparatus including a generation control section that controls electric generation of a generator driven by the engine and an engine control section that drives a starter motor to rotate a crankshaft, thereby starting the engine.
  • Japanese Laid-Open Patent Publication discloses a control apparatus for an internal combustion engine mounted on a vehicle.
  • the control apparatus disclosed in the publication has an automatic stop and restart function. That is, the control apparatus automatically stops the engine when the vehicle is started from a stopped state. Also, when a start request is made while the engine is in the stopped state, the control apparatus drives the starter motor to rotate the crankshaft, thereby automatically starting the engine.
  • the vehicle has a generator that is driven by rotation of the crankshaft of the engine. Electricity generated by the generator is supplied to and stored in a battery. The electricity stored in the battery is supplied to various electric auxiliary devices mounted on the vehicle. The generation voltage of the generator is controlled by the control apparatus.
  • a conventional control apparatus such as the apparatus as disclosed in the above publication, which has an automatic stop and restart function, control the generator in such a manner that a target generation voltage is obtained from the generator even when the rotation speed of the engine is low during restart.
  • the temperature of the combustion chamber of the engine is low immediately after restart, atomization of fuel in the combustion chamber is unlikely to be promoted. This can destabilize the rotation speed of the engine.
  • the load torque caused by driving of the generator is great among various kinds of load torque applied to the engine. As a result, the fluctuation of the engine speed is not negligible.
  • a control apparatus for an internal combustion engine includes a generation control section that controls electric generation by a generator driven by the engine, and an engine control section that, when a start request of the engine is made, drives a starter motor, thereby starting the engine.
  • the generation control section executes a generation restriction process in which the electric generation by the generator is restricted during a period from when the start request is made until when a predetermined period has elapsed after the driving of the starter motor is stopped.
  • Fig. 1 is a block diagram showing an internal combustion engine (engine) 1 mounted on a vehicle and a control apparatus for the engine 1, as well as peripheral devices of these.
  • the engine 1 has a function by which the engine 1 is automatically stopped and restarted when a predetermined condition is met.
  • a crank pulley 12 is attached to a crankshaft 11 of the engine 1, and an alternator pulley 22 is attached to an input shaft 21 of an alternator 2.
  • a belt 3 is engaged with the crank pulley 12 and the alternator pulley 22. The belt 3 transmits the rotational force of the crankshaft 11 to the alternator 2, so that the alternator 2 is driven. Electricity generated by the alternator 2 is supplied to and stored in a battery 4.
  • the engine 1 also has a starter motor 5 that rotates the crankshaft 11, thereby starting the engine 1. The starter motor 5 is driven by electricity supplied from the battery 4.
  • the engine 1 has a crank angle sensor 61 that detects the rotation speed of the engine 1 (engine speed NE).
  • the vehicle has a pedal depression sensor 62 that detects a depression degree ACCP of an accelerator pedal, a brake switch 63 that detects the depression state of the brake, a shift position sensor 64 that detects the shift position of the transmission, and a vehicle speed sensor 65 that detects the speed S of the vehicle.
  • the battery 4 includes a voltage sensor 66 that detects battery voltage VB indicating the charging status of the battery 4.
  • the electronic control unit 9 includes a CPU that executes calculations and determinations, a memory that stores various kinds of data, and various types of drive circuit.
  • the electronic control unit 9 has an engine control section 91 that, when a start request of the engine 1 is made, drives the starter motor 5, thereby starting the engine 1.
  • the engine control section 91 performs automatic stop and start control of the engine 1.
  • the engine control section 91 grasps the operating state of the engine 1 and the running state of the vehicle based on detection signals from the sensors 61 to 66, and controls fuel injection amount Q in accordance with the grasped states.
  • a predetermined stopping condition for example, when the brake is depressed and the vehicle has been in stopped state for a predetermined period, the engine control section 91 stops fuel injection, thereby automatically stopping the engine 1.
  • a predetermined starting condition for example, when the brake is released during the vehicle in a stopped state, the engine control section 91 determines that a start request of the engine 1 is made, and drives the starter motor 5, thereby automatically restarting the engine 1. After starting driving the starter motor 5, the engine control section 91 stops driving the starter motor 5 when the engine speed NE reaches a predetermined speed NE1 (for example, 400 rpm ).
  • the predetermined stop condition for automatically stopping the engine 1 and the predetermined start condition for automatically starting the engine 1 are not limited to those shown above.
  • the stopping condition and starting condition may be set based, for example, on the shift position.
  • the electronic control unit 9 includes a generation control section 92 that controls the alternator 2 such that generation voltage VA of the alternator 2 becomes equal to a target generation voltage VAt.
  • the alternator 2 is controlled such that the generation voltage VA of the alternator 2 becomes equal to the target generation voltage VAt.
  • the load torque caused by driving the alternator 2 is great among various kinds of load torque applied to the engine 1.
  • the fluctuation of the engine speed NE is not negligible.
  • the engine control section 91 performs the automatic stop and start control, the starting of the engine 1 becomes significantly frequent.
  • the fluctuation of the engine speed NE caused by driving the alternator 2 at restart of the engine 1 is not negligible.
  • the generation control section 92 executes a generation restriction process, in which electric generation by the alternator 2 is inhibited from when a start request is made until when a predetermined period T1 has elapsed after the driving of the starter motor 5, which has been started in response to the start request, is stopped. Accordingly, the load torque applied to the engine 1 is reduced. Also, when the engine 1 is shifted from an idling state to a non-idling state, the generation restriction process is interrupted.
  • Fig. 2 is a flowchart showing a concrete procedure of the generation restriction process of the present embodiment.
  • the generation restriction process is repeatedly executed by the electronic control unit 9 in a predetermined cycle.
  • step S1 determines whether elapsed time T from when driving of the starter motor 5 is stopped is less than a predetermined period T1 is determined (step S1) first. If the elapsed time T from when the driving of the starter motor 5 is stopped is less than the predetermined period T1 (YES in step S1), whether the pedal depression degree ACCP is zero is determined (step 52). If the pedal depression degree ACCP is zero (YES in step S2), it is determined that the engine 1 is in an idling state, and electric generation by the alternator 2 is inhibited (step S3).
  • step S1 if the elapsed time T from when the driving of the starter motor 5 is stopped is greater than or equal to the predetermined period T1 (NO in step S1), or when the pedal depression degree ACCP is not zero (NO in step S2), that is, when the engine 1 is shifted from the idling state to the non-idling state, it is determined that the generation restriction process does not need to be executed. Then, the alternator 2 is controlled such that the generation voltage VA of the alternator 2 becomes the target voltage VAt (step S4).
  • the starter motor 5 is started as shown in section (b). Accordingly, the engine speed NE increases as shown in section (f). Also, as shown in section (d), after point in time t1, the target generation voltage VAt of the alternator 2 is set to a predetermined value VA1 based on the battery voltage VB at the time.
  • the alternator 2 is controlled such that the actual generation voltage VA of the alternator 2 becomes equal to the target generation voltage VA1. Therefore, among various kinds of load torque applied to the engine 1, the load torque caused by driving the alternator 2 is increased.
  • the engine speed NE greatly fluctuates after point in time t1 until point in time t5, at which the predetermined period T1 has elapsed from when driving of the starter motor 5 is stopped.
  • fuel injection is started after point in time t2.
  • the fuel injection amount Q is set to a fuel injection amount Q2, which is greater than the fuel injection amount Q1 for a state where the alternator 2 does not generate electricity (Q2 > Q1).
  • the alternator 2 is controlled such that the actual generation voltage VA of the alternator 2 becomes zero after point in time t1. That is, the electric generation by the alternator 2 I inhibited.
  • no load torque is applied to the engine 1 by the alternator 2.
  • the fuel injection amount Q is set to the fuel injection amount Q1 for a state where the alternator 2 generates no electricity.
  • the engine speed NE reaches a predetermined engine speed NE1 (for example, 400 rpm) at point in time t3
  • the driving of the starter motor 5 is stopped as shown in section (b) and the elapsed time T starts being measured as shown in section (c).
  • the alternator 2 is controlled such that the generation voltage VA of the alternator 2 becomes equal to the target generation voltage VA1 as shown by the solid line in section (e).
  • the fuel injection amount Q is set to a fuel injection amount Q2, which is greater than the fuel injection amount Q1 for a state where the alternator 2 does not generate electricity (Q2 > Q1).
  • the engine 1 is shifted from the idling state to the non-idling state.
  • the alternator 2 is controlled such that the generation voltage VA of the alternator becomes equal to the target generation voltage VA1 as shown by the double-dashed line in section (e).
  • the engine speed NE is increased above the idle engine speed NE2 (for example, 600 rpm) after point in time t4.
  • the fuel injection amount Q is set to a fuel injection amount Q3, which is greater than the fuel injection amount Q2 for a state where the pedal depression degree ACCP is zero (Q3 > Q2).
  • the first embodiment described above has the following advantages.
  • a predetermined period Tv that defines the point in time of the completion of the generation restriction process is not a fixed value, but is varied based on the target generation voltage VAt of the alternator 2.
  • the predetermined period Tv is set to be continuously changed in accordance with the target generation voltage VAt such that the higher the target generation voltage VAt, the longer the predetermined period Tv becomes.
  • Fig. 4 is a flowchart showing a concrete procedure of the generation restriction process of the present embodiment.
  • the generation restriction process is repeatedly executed by the electronic control unit 9 in a predetermined cycle.
  • Fig. 5 is a calculation map defining the relationship between the target generation voltage VAt and the predetermined period Tv.
  • the predetermine period Tv is set based on the target generation voltage VAt by referring to the calculation map shown in Fig. 5 (step S10).
  • the relationship between the target generation voltage VAt and the predetermined period Tv shown in the calculation map is obtained through experiments and stored in the memory of the electronic control unit 9 in advance.
  • the predetermined Tv is proportional to the target generation voltage VAt such that the higher the target generation voltage VAt, the longer the predetermined period Tv becomes.
  • step S11 whether the elapsed time T from when the driving of the starter motor 5 is stopped is less than the predetermined period Tv is determined. If the elapsed time T is less than the predetermined period Tv (YES in step S11), whether the pedal depression degree ACCP is zero is determined (step S12). If the pedal depression degree ACCP is zero (YES in step S12), it is determined that the engine is in an idling state, and electric generation by the alternator 2 is inhibited (step S13).
  • step S11 if the elapsed time T from when the driving of the starter motor 5 is stopped is greater than or equal to the predetermined period Tv (NO in step S11), or when the pedal depression degree ACCP is not zero (NO in step S12), that is, when the engine 11 is shifted from the idling state to the non-idling state, it is determined that the generation restriction process does not need to be executed. Then, the alternator 2 is controlled such that the generation voltage VA of the alternator 2 becomes the target voltage VAt (step S14).
  • the second embodiment has the following advantages.
  • the present invention is not to be restricted to configurations shown in the above embodiments, but may be modified as shown below.
  • the second embodiment may be modified, for example, as shown in Fig. 6 .
  • the predetermined period Tv is set to a predetermined period T3 when the target generation voltage VAt is less than or equal to a predetermined value VA2, and to a predetermined period T2, which is longer than the predetermined period T3, when the target generation voltage VAt is greater than the predetermined value VA2. That is, the predetermined period Tv may be changed discretely in accordance with the target generation voltage VAt.
  • the predetermined period Tv may be varied such that the longer the period of automatic stop, the longer the predetermined period Tv becomes.
  • the electric generation by the alternator 2 is inhibited in the generation restriction process.
  • the configuration for limiting the electric generation of the alternator 2 is not restricted to this.
  • it may configured such that the actual generation voltage VA of the alternator 2 is lower than the target generation voltage VAt at the time.
  • any configuration may be adopted as long as the electric generation of the alternator 2 is limited.
  • the present invention is applied to the alternator 2, which is an AC generator.
  • the present invention may be applied to a DC generator.
  • the present invention may be applied to any generator as long as it is driven by an internal combustion engine.

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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)
  • Output Control And Ontrol Of Special Type Engine (AREA)
EP20080252785 2007-08-23 2008-08-21 Steuervorrichtung für einen Verbrennungsmotor Withdrawn EP2028743A2 (de)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP2007217202A JP2009052410A (ja) 2007-08-23 2007-08-23 車載内燃機関の制御装置

Publications (1)

Publication Number Publication Date
EP2028743A2 true EP2028743A2 (de) 2009-02-25

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Family Applications (1)

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EP20080252785 Withdrawn EP2028743A2 (de) 2007-08-23 2008-08-21 Steuervorrichtung für einen Verbrennungsmotor

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EP (1) EP2028743A2 (de)
JP (1) JP2009052410A (de)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US8612113B2 (en) 2011-06-30 2013-12-17 Ford Global Technologies, Llc Method for controlling vehicle launch
US8727067B2 (en) 2011-06-30 2014-05-20 Ford Global Technologies, Llc Method for supplying power to an electrically assisted steering system

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP6302240B2 (ja) * 2013-12-24 2018-03-28 株式会社Ｓｕｂａｒｕ オルタネータの制御装置

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US8612113B2 (en) 2011-06-30 2013-12-17 Ford Global Technologies, Llc Method for controlling vehicle launch
US8727067B2 (en) 2011-06-30 2014-05-20 Ford Global Technologies, Llc Method for supplying power to an electrically assisted steering system
US9650031B2 (en) 2011-06-30 2017-05-16 Ford Global Technologies, Llc Method for supplying power to an electrically assisted steering system

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Publication number Publication date
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