EP2045452A1 - Commande de refroidissement de moteur â combustion interne - Google Patents

Commande de refroidissement de moteur â combustion interne Download PDF

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Publication number
EP2045452A1
EP2045452A1 EP07790595A EP07790595A EP2045452A1 EP 2045452 A1 EP2045452 A1 EP 2045452A1 EP 07790595 A EP07790595 A EP 07790595A EP 07790595 A EP07790595 A EP 07790595A EP 2045452 A1 EP2045452 A1 EP 2045452A1
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EP
European Patent Office
Prior art keywords
engine
starting
stopping
cylinder
crank angle
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP07790595A
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German (de)
English (en)
Other versions
EP2045452B1 (fr
EP2045452A4 (fr
Inventor
Shigenori Takahashi
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Toyota Motor Corp
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Toyota Motor Corp
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Publication of EP2045452A4 publication Critical patent/EP2045452A4/fr
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P7/00—Controlling of coolant flow
    • F01P7/14—Controlling of coolant flow the coolant being liquid
    • F01P7/16—Controlling of coolant flow the coolant being liquid by thermostatic control
    • F01P7/167—Controlling of coolant flow the coolant being liquid by thermostatic control by adjusting the pre-set temperature according to engine parameters, e.g. engine load, engine speed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P7/00—Controlling of coolant flow
    • F01P7/14—Controlling of coolant flow the coolant being liquid
    • F01P7/16—Controlling of coolant flow the coolant being liquid by thermostatic control
    • F01P7/164—Controlling of coolant flow the coolant being liquid by thermostatic control by varying pump speed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P5/00—Pumping cooling-air or liquid coolants
    • F01P5/10—Pumping liquid coolant; Arrangements of coolant pumps
    • F01P5/12—Pump-driving arrangements
    • F01P2005/125—Driving auxiliary pumps electrically
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P2025/00—Measuring
    • F01P2025/60—Operating parameters
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P2031/00—Fail safe
    • F01P2031/30—Cooling after the engine is stopped
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P7/00—Controlling of coolant flow
    • F01P7/02—Controlling of coolant flow the coolant being cooling-air
    • F01P7/04—Controlling of coolant flow the coolant being cooling-air by varying pump speed, e.g. by changing pump-drive gear ratio
    • F01P7/048—Controlling of coolant flow the coolant being cooling-air by varying pump speed, e.g. by changing pump-drive gear ratio using electrical drives
    • 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
    • F02D41/009—Electrical control of supply of combustible mixture or its constituents using means for generating position or synchronisation signals
    • 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
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/08—Circuits or control means specially adapted for starting of engines
    • F02N11/0814—Circuits or control means specially adapted for starting of engines comprising means for controlling automatic idle-start-stop
    • 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
    • F02N19/00—Starting aids for combustion engines, not otherwise provided for
    • F02N19/005—Aiding engine start by starting from a predetermined position, e.g. pre-positioning or reverse rotation
    • F02N2019/008—Aiding engine start by starting from a predetermined position, e.g. pre-positioning or reverse rotation the engine being stopped in a particular position
    • 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
    • F02N2200/00—Parameters used for control of starting apparatus
    • F02N2200/02—Parameters used for control of starting apparatus said parameters being related to the engine
    • F02N2200/021—Engine crank angle
    • 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
    • F02N2200/00—Parameters used for control of starting apparatus
    • F02N2200/02—Parameters used for control of starting apparatus said parameters being related to the engine
    • F02N2200/023—Engine temperature
    • 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
    • F02N2200/00—Parameters used for control of starting apparatus
    • F02N2200/06—Parameters used for control of starting apparatus said parameters being related to the power supply or driving circuits for the starter
    • F02N2200/061—Battery state of charge [SOC]

Definitions

  • the present invention relates to a cooling control apparatus of an internal combustion engine.
  • a typical internal combustion engine first burns fuel in a cylinder in which the first compression stroke after the initiation of starting of the engine takes place or in a cylinder in which the second compression stroke after the initiation of starting of the engine takes place, so that the initial explosion after the initiation of starting of the engine takes place during the compression stroke.
  • the cylinders are respectively stopped at initial stages of an intake stroke, a compression stroke, an expansion stroke, and an exhaust stroke. Therefore, at the completion of stopping of the engine, the cylinder in which the first compression stroke takes place after subsequent the initiation of starting of the engine is the cylinder that is stopped at the initial stage of the compression stroke, and the cylinder in which the second compression stroke takes place after subsequent the initiation of starting of the engine is the cylinder that is stopped at the initial stage of the intake stroke.
  • the cylinder in which the first compression stroke after starting of the engine takes place and the cylinder in which the second compression stroke after the initiation of starting of the engine takes place are respectively in the initial stage of the compression stroke and the initial stage of the intake stroke while the engine is stopped, gas that has remained in the combustion chambers while the engine has been stopped is compressed after the initiation of starting of the engine. If the engine is started without taking enough time for cooling after stopping of the engine is completed, the first compression stroke and the second compression stroke take place in a state where the temperature of gas in the combustion chambers are increased by the heat of the engine. Thus, during those compression strokes, the temperature of gas in the combustion chambers is high. This might cause self-ignition (pre-ignition) of the fuel in the combustion chambers.
  • the engine is often restarted without taking enough time for cooling after stopping of the engine.
  • the above-mentioned pre-ignition there is more possibility for the above-mentioned pre-ignition to occur.
  • the pressure in the combustion chamber takes a lower value (negative pressure) than the atmospheric pressure, and air is drawn in from the intake passage to the combustion chamber.
  • the intake valve is closed while the piston moves in the direction to expand the combustion chamber, and the piston shifts to the compression stroke.
  • the pressure in the combustion chamber takes a lower value (negative pressure) than the atmospheric pressure. Therefore, in the cylinder that is stopped at the initial stage of the compression stroke and the cylinder that is stopped at the initial stage of the intake stroke at the completion of stopping of the engine, the pressure in the combustion chamber takes a lower value than the atmospheric pressure.
  • pre-ignition might occur if the engine is started without taking enough time for cooling after stopping of the engine is completed.
  • Patent Document 1 discloses a cooling apparatus that is driven by a driving source different from the internal combustion engine and cools the engine with coolant. If the coolant temperature that takes a value corresponding to the engine temperature is higher than a predetermined value at the completion of stopping of the engine, the cooling apparatus is driven until the coolant temperature becomes less than the predetermined value while the engine is stopped. In this case, since the engine temperature is reduced while the engine is stopped by setting the predetermined value to a low value, pre-ignition is suppressed at the subsequent initiation of starting of the engine. However, to reliably suppress the pre-ignition, the predetermined value needs to be set appropriately.
  • the predetermined value is set so as to reduce the engine temperature while the engine is stopped to a value at which pre-ignition does not occur when starting of the engine is initiated. In this manner, the pre-ignition the initiation of starting of the engine is reliably avoided.
  • the predetermined value is set as described above, if the piston position in the cylinder when stopping of the engine is completed is at a position closer to the top dead center than the position closest to the bottom dead center, the engine is cooled more than necessary in suppressing the occurrence of pre-ignition. This is because, when the piston position is at the position closer to the top dead center, the temperature of gas and the pressure in the combustion chamber is low during the compression stroke when the initial explosion takes place after the initiation of starting of the engine, compared to a case where the piston position is at the position closer to the bottom dead center. Thus the possibility for the pre-ignition to occur is reduced. If the engine is cooled more than necessary as described above, energy for driving the cooling apparatus is wasted, and the cooling apparatus is driven for a long time that is more than necessary while the engine is stopped, which causes a driver of the vehicle to feel uncomfortable.
  • Patent Document 1 Japanese Laid-Open Patent Publication No. 2001-182580
  • a cooling control apparatus is provided that is applied to an internal combustion engine that includes cylinders provided with pistons, and in which initial explosion takes place in one of a first compression stroke and a second compression stroke after the initiation of starting of the engine.
  • the cooling control apparatus includes a cooling apparatus, a control section, and a setting section.
  • the cooling apparatus is driven by a driving source different from the engine and cools the engine.
  • the control section drives the cooling apparatus at and after the completion of stopping of the engine and when the engine temperature is greater than or equal to a predetermined value that might cause pre-ignition at starting of the engine.
  • the setting section sets the predetermined value in accordance with the crank angle at the completion of stopping of the engine.
  • the setting section sets the predetermined value to a value higher than that in a case where the crank angle at the completion of stopping of the engine is a crank angle at which the piston position of the cylinder in which the initial explosion takes place after the subsequent initiation of starting of the engine is closer to the bottom dead center.
  • An engine 1 shown in Fig. 1 is an in-line four-cylinder engine that is mounted on an automobile and is automatically stopped and restarted.
  • fuel is injected from fuel injection valves 2 to corresponding combustion chambers 3 during operation.
  • pistons 4 reciprocate, thereby rotating a crankshaft 5, which is an output shaft of the engine 1.
  • the rotation of the crankshaft 5 is transmitted to a camshaft 6, for example, by a belt.
  • the rotation of the camshaft 6 selectively opens and closes engine valves such as intake valves 7 and exhaust valves 8.
  • a combustion cycle including an intake stroke, a compression stroke, an expansion stroke, and an exhaust stroke is repeated.
  • the intake stroke, compression stroke, expansion stroke, and exhaust stroke are performed in the order of a first cylinder, a third cylinder, a fourth cylinder, and a second cylinder (refer to Fig. 2 ).
  • fuel is injected from the fuel injection valves 2 to the combustion chambers 3 in a state where the crankshaft 5 is forced to rotate (cranking) by driving a starter 15 coupled to the crankshaft 5.
  • a rotor 9 made of a magnetic body is secured to the crankshaft 5 of the engine 1, and protrusions 9a are formed on the periphery of the rotor 9 at equal intervals in the circumferential direction.
  • two crank position sensors 11, 12 are provided in the vicinity of the rotor 9.
  • signals corresponding to the protrusions 9a are output from the crank position sensors 11, 12.
  • devices are used that can output pulse signals corresponding to the protrusions 9a even when the rotation speed of the rotor 9 is extremely slow such as immediately before stopping of the engine 1 is completed.
  • magnetoresistive element (MRE) sensors are used.
  • the relative positions of the crank position sensor 11 and the crank position sensor 12 with respect to the circumferential direction of the rotor 9 are set such that the phases of the pulse signals output from the sensors 11, 12 are displaced from each other.
  • a rotor 13 made of a magnetic body is secured also to the camshaft 6, and protrusions 13a having different circumferential length from one another are formed on the periphery of the rotor 13 at different intervals in the circumferential direction.
  • a cam position sensor 14 is provided in the vicinity of the rotor 13. When the rotor 13 is rotated with the camshaft 6, signals corresponding to the protrusions 13a of the rotor 13 are output from the cam position sensor 14.
  • a device is used that can output pulse signals corresponding to the protrusions 13a even when the rotation speed of the rotor 13 is extremely slow such as immediately before stopping of the engine 1 is completed.
  • a magnetoresistive element (MRE) sensor that is the same as the crank position sensors 11, 12 is used.
  • the crank angle of the engine 1 is acquired. Since, as the sensors 11, 12, 14, the MRE sensors, which can output pulse signals corresponding to the protrusions 9a, 13a of the rotors 9, 13 even immediately before stopping of the engine 1, are used, the crank angle is reliably acquired even immediately before stopping of the engine 1 is completed. Therefore, based on the pulse signals from the crank position sensors 11, 12, and the pulse signal from the cam position sensor 14, the crank angle of the engine 1 at the completion of stopping of the engine 1 is acquired.
  • the cooling apparatus for cooling the engine 1 will now be described.
  • the cooling apparatus is provided with a circulation passage 16 for letting a coolant to flow to the engine 1.
  • An electric water pump 17 and a radiator 18 are provided in the circulation passage 16, and an electric cooling fan 19 is provided in the vicinity of the radiator 18.
  • the electric water pump 17 and the electric cooling fan 19 are driven by a motor through power supply from a battery 20 of the automobile, that is, by a driving source different from the engine 1.
  • the coolant in the circulation passage 16 starts to flow, and the coolant circulates in the circulation passage 16 passing through the radiator 18 and the engine 1.
  • the coolant is cooled by heat exchange with the external air when passing through the radiator 18.
  • the electric cooling fan 19 is driven and air is blown toward the radiator 18, heat exchange between the coolant and the external air at the radiator 18 is promoted.
  • the coolant cooled by the radiator 18 draws heat by heat exchange with the engine 1 when passing through the engine 1, thereby cooling the engine 1.
  • the cooling efficiency of the engine 1 by the cooling apparatus is increased as the flow rate of the electric water pump 17 is increased to increase the amount of the coolant passing through the engine 1.
  • the cooling efficiency is also increased as the amount of air blown by the electric cooling fan 19 is increased to increase the amount of heat exchange at the radiator 18 between the coolant and the external air.
  • the cooling control apparatus includes an electronic control unit (ECU) 21, which controls various types of on-board equipment such as the engine 1 in the automobile.
  • the ECU 21, which functions as a control section and a setting section, includes a CPU, which executes various types of computation processes related to control of the various types of on-board equipment, a ROM, which stores programs and data required for the control, a RAM, which temporarily stores computation results of the CPU and the like, and input/output ports for outputting and receiving signals to and from external devices.
  • ECU electronice control unit
  • the ECU 21 which functions as a control section and a setting section, includes a CPU, which executes various types of computation processes related to control of the various types of on-board equipment, a ROM, which stores programs and data required for the control, a RAM, which temporarily stores computation results of the CPU and the like, and input/output ports for outputting and receiving signals to and from external devices.
  • various types of sensors such as a gas pedal position sensor 22, which detects the gas pedal depression amount, a vehicle speed sensor 23, which detects the speed of the automobile, and a coolant temperature sensor 26, which detects the coolant temperature in the circulation passage 16, are connected to the input ports of the ECRU 21.
  • a brake switch 24, which detects whether the brake pedal is being depressed, and an ignition switch 25 are connected to the input ports of the ECU 21.
  • the ignition switch 25 is switched by a driver of the automobile among four switching positions including "OFF”, “ACCESSORY”, “ON”, and “START”, and outputs a signal corresponding to the current switching position.
  • Drive circuits for driving the fuel injection valve 2, the electric water pump 17, the electric cooling fan 19, and the starter 15 are connected to the output ports of the ECU 21.
  • the ECU 21 outputs command signals to the drive circuits of the devices connected to the output ports in accordance with the operating condition of the automobile and the engine 1 acquired by detection signals input from the sensors. In this manner, the ECU 21 performs various controls such as control of fuel injection from the fuel injection valves 2, drive control of the starter 15 at the starting of the engine, automatic stop and restart control of the engine 1, and drive control of the electric water pump 17 and the electric cooling fan 19.
  • the ECU 21 cools the engine 1, for example, as follows though drive control of the electric water pump 17 and the electric cooling fan 19. That is, during normal combustion operation of the engine 1, the coolant temperature in the circulation passage 16 detected by the coolant temperature sensor 26 is used as a value corresponding to the engine temperature, and the electric water pump 17 and the electric cooling fan 19 are controlled such that the coolant temperature becomes less than or equal to a target value (for example, 95°C). When the coolant temperature becomes less than or equal to the target value, the electric water pump 17 and the electric cooling fan 19 are stopped. Thus, the engine 1 is appropriately cooled during normal combustion operation of the engine 1, and the engine temperature is prevented from being excessively increased.
  • a target value for example, 95°C
  • Such starting and stopping of the engine 1 is performed based on manipulation of the ignition switch 25 by the driver. Also, besides this, for the purpose of improving the fuel efficiency of the engine 1, the engine 1 is automatically stopped and restarted in accordance with the output demand of the engine 1.
  • the procedure for starting and stopping the engine 1 will be described separately in [Starting and stopping based on manipulation of the ignition switch 25] and [Automatic stopping and restarting based on existence of engine output demand].
  • starting of the engine 1 is performed by manipulation of the ignition switch 25, or performed automatically in accordance with the output demand of the engine 1, it is desired that starting of the engine be completed at an early stage after the initiation of starting of the engine.
  • fuel is burned in the cylinder in which the first compression stroke is performed after the initiation of starting of the engine, and the initial explosion after the initiation of starting of the engine is performed during the compression stroke.
  • the fuel injection manner and the fuel combustion manner in the first to fourth cylinders of the engine 1 after stopping of the engine 1 is initiated until after the subsequent starting of the engine is initiated are shown in
  • the fuel in the combustion chamber 3 is burned, and the initial explosion after the initiation of starting of the engine takes place.
  • the engine 1 performs self-sustaining operation at the early stage after the initiation of starting of the engine 1.
  • the cylinder in which the compression stroke takes place for the first time after the initiation of starting of the engine 1 is referred to as a "initial explosion cylinder" when necessary.
  • cooling of the engine 1 by the above-mentioned cooling apparatus is executed not only during the normal combustion operation, but also at and after the completion of stopping of the engine 1. More specifically, as shown in (b) in Fig. 2 , at and after the completion of stopping of the engine 1 (time T1 and thereafter), and when the coolant temperature in the circulation passage 16 representing the temperature of the engine 1 is greater than or equal to a predetermined threshold value, the electric water pump 17 is driven as shown (c) in Fig. 2 , and the electric cooling fan 19 is driven as shown in (d) in Fig. 2 . Thus, the engine 1 is cooled, which suppresses the occurrence of pre-ignition during the first compression stroke after the subsequent initiation of starting of the engine. Thereafter, when the coolant temperature becomes less than the threshold value (time T2), the electric water pump 17 and the electric cooling fan 19 are stopped, and cooling of the engine 1 by the cooling apparatus is stopped.
  • the possibility of the occurrence of pre-ignition in the cylinder (initial explosion cylinder) in which the compression stroke takes place for the first time after the initiation of starting of the engine 1 is changed in accordance with the position of the piston 4 in the initial explosion cylinder at the completion of stopping of the engine 1 immediately before the starting of the initiation of the engine 1. That is, when the position of the piston 4 in the initial explosion cylinder is at the bottom dead center as shown in Fig. 3(a) , the temperature of gas in the combustion chamber 3 and the pressure in the combustion chamber 3 during the first compression stroke are the highest. The possibility of the occurrence of the pre-ignition thus becomes the highest.
  • the threshold value is too low for suppressing the pre-ignition reliably.
  • the engine 1 is cooled by driving the cooling apparatus more than necessary. This results in wasting the electric power for driving the electric water pump 17 and the electric cooling fan 19.
  • a drive stopping time point (time T2 in Fig. 2 ) of the electric water pump 17 and the electric cooling fan 19 is delayed, which causes the driver to feel uncomfortable.
  • the threshold value is variably set in accordance with the crank angle at the completion of stopping of the engine 1. More specifically, when the crank angle at the completion of stopping of the engine 1 is a crank angle at which the position of the piston 4 in the cylinder (initial explosion cylinder) in which the compression stroke takes place for the first time after the subsequent initiation of starting of the engine is at the bottom dead center, the threshold value is set to the lowest value, which is a value (coolant temperature) that reliably suppresses the occurrence of pre-ignition in the initial explosion cylinder at the subsequent initiation of starting of the engine.
  • crank angle at the completion of stopping of the engine 1 is a crank angle at which the position of the piston 4 in the cylinder (initial explosion cylinder) in which the compression stroke takes place for the first time after the subsequent initiation of starting of the engine is closer to the top dead center than the bottom dead center, the closer to the top dead center the position of the piston 4 provided by a crank angle, the more gradually the threshold value is set to a higher value.
  • Fig. 4 shows the relationship between the above-mentioned threshold value and the position of the piston 4 at the completion of stopping of the engine in the cylinder (initial explosion cylinder) in which the compression stroke takes place for the first time after the subsequent initiation of starting of the engine. That is, when the position of the piston 4 in the initial explosion cylinder is at the bottom dead center, the threshold value takes a low value that reliably suppresses pre-ignition in the initial explosion cylinder at the subsequent starting of the engine. Also, when the position of the piston 4 in the initial explosion cylinder is closer to the top dead center than the bottom dead center, the closer to the top dead center the position of the piston 4, the more gradually the threshold value is changed to a higher value.
  • the threshold value does not take a value that is too low for reliably suppressing the occurrence of pre-ignition in the initial explosion cylinder at the subsequent starting of the engine. Also, at and after the completion of stopping of the engine 1, the engine 1 is prevented from being cooled more than necessary by the cooling apparatus.
  • the engine 1 is suppressed from being cooled more than necessary by the cooling apparatus while the engine is stopped, thus avoiding the occurrence of the above-mentioned problem.
  • the procedure for controlling the cooling apparatus will now be described with reference to the flowchart of Fig. 5 showing a cooling control routine.
  • the cooling control routine is periodically executed by the ECU 21 in an interrupting manner, for example, at predetermined time intervals.
  • step S101 the ECU 21 determines whether it is the time when stopping of the engine 1 is completed, and if it is determined that it is the time when stopping of the engine 1 is completed, the ECU 21 proceeds to step S102.
  • step S102 the ECU 21 detects the crank angle at the completion of stopping of the engine based on the signals from the crank position sensors 11, 12 and the cam position sensor 14, and sets the threshold value based on the crank angle.
  • step S103 the ECU 21 determines whether the engine 1 is stopped. If the decision outcome is negative, the engine 1 is in the normal combustion operation. In this case, the ECU 21 proceeds to step S109, and executes the normal cooling control, that is, the electric water pump 17 and the electric cooling fan 19 are controlled such that the coolant temperature becomes less than or equal to the target value (95°C in this embodiment).
  • step S103 If the decision outcome of step S103 is positive, it is the time when stopping of the engine 1 is completed or the engine 1 is in the stopped state after stopping of the engine 1 is completed.
  • the ECU 21 executes processes for driving the cooling apparatus while the engine is stopped (S106, S107).
  • the battery remaining amount is obtained based on the charged capacity of the battery 20 by a generator mounted on the automobile, and the discharged capacity from the battery 20 when operating electric devices mounted on the automobile.
  • the processes for driving the cooling apparatus when the engine is stopped include the process of step S106 for calculating the temperature difference between the threshold value and the coolant temperature, and the process of step S107 for controlling the flow rate of the electric water pump 17 and the blowing amount of the electric cooling fan 19 in accordance with the temperature difference. More specifically, as the temperature difference is increased, the electric water pump 17 is controlled such that the flow rate of the pump 17 is more gradually increased as shown in Fig. 6 , and the electric cooling fan 19 is controlled such that the blowing amount of the fan 19 is more gradually increased as shown in Fig. 7 .
  • the cooling of the engine 1 by the coolant while the engine is stopped is performed more intensely as the coolant temperature is increased with respect to the threshold value, and is performed more weakly as the coolant temperature approaches the threshold value.
  • step S104 As a result of cooling the engine 1 with the coolant, when the coolant temperature becomes less than the threshold value in step S104, the ECU 21 proceeds to step S108, and stops driving the electric water pump 17 and the electric cooling fan 19.
  • the first embodiment has the following advantages.
  • the threshold value is linearly changed as shown in Fig. 4 .
  • the threshold value may be changed stepwise.
  • the threshold value may be changed in two steps as shown in Fig. 11 , or may be changed in three or more steps.
  • the advantage equivalent to the advantage (1) of the first embodiment is obtained. If the threshold value is linearly changed as in the first embodiment, the engine 1 is suppressed from being cooled more than necessary while the engine 1 is stopped, and the occurrence of pre-ignition is suppressed at the subsequent initiation of starting of the engine 1 in a more suitable manner.
  • the threshold value is changed linearly as shown in Fig. 10 .
  • the threshold value may be changed stepwise.
  • the threshold value may be changed in two steps as shown in Fig. 12 , or may be changed in three or more steps.
  • the advantage equivalent to the advantage (4) of the second embodiment is obtained. If the threshold value is linearly changed as in the second embodiment, the engine 1 is suppressed from being cooled more than necessary while the engine 1 is stopped, and the occurrence of pre-ignition is suppressed at the subsequent initiation of starting of the engine 1 in a more suitable manner.
  • the flow rate of the electric water pump 17 while the engine 1 is stopped does not need to be changed gradually in accordance with the temperature difference between the threshold value and the coolant temperature as shown in Fig. 6 , but may be changed stepwise in accordance with the temperature difference.
  • the flow rate of the electric water pump 17 may be fixed.
  • the blowing amount of the electric cooling fan 19 while the engine 1 is stopped also does not need to be changed gradually in accordance with the temperature difference as shown in Fig. 7 , but may be changed stepwise in accordance with the temperature difference.
  • the blowing amount of the electric cooling fan 19 may be fixed.
  • the coolant temperature in the circulation passage 16 is used. Instead, other parameters such as the lubricant temperature of the engine 1 may be used.
  • the present invention is applied to the engine 1 that automatically stops and restarts in accordance with the output demand, but the present invention may be applied to an engine that is stopped and started only by the ignition switch 25 manipulated by the driver.
  • the present invention is applied to the direct injection engine 1 that injects fuel in the combustion chambers 3, but the present invention may be applied to a port injection engine that injects fuel in intake ports.
  • the present invention may be applied to an engine other than four-cylinder engine such as an in-line six-cylinder engine, a V6 engine, and a V8 engine.

Landscapes

  • 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)
  • Combined Controls Of Internal Combustion Engines (AREA)
EP07790595.8A 2006-07-11 2007-07-11 Commande de refroidissement de moteur à combustion interne Expired - Fee Related EP2045452B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2006190205A JP4327826B2 (ja) 2006-07-11 2006-07-11 内燃機関の冷却制御装置
PCT/JP2007/063791 WO2008007686A1 (fr) 2006-07-11 2007-07-11 Commande de refroidissement de moteur â combustion interne

Publications (3)

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EP2045452A1 true EP2045452A1 (fr) 2009-04-08
EP2045452A4 EP2045452A4 (fr) 2016-08-24
EP2045452B1 EP2045452B1 (fr) 2017-10-25

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JP (1) JP4327826B2 (fr)
WO (1) WO2008007686A1 (fr)

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WO2010116106A1 (fr) * 2009-04-09 2010-10-14 Renault Sas Dispositif de refroidissement pour véhicule automobile
CN102191991A (zh) * 2010-03-03 2011-09-21 株式会社电装 用于发动机冷却系统的控制器
CN102449281A (zh) * 2009-04-09 2012-05-09 雷诺股份公司 用于机动车辆的冷却装置
CN103029569A (zh) * 2011-10-05 2013-04-10 株式会社久保田 乘坐式作业车
CN104033230A (zh) * 2013-03-08 2014-09-10 通用汽车环球科技运作有限责任公司 控制配备有启-停系统的发动机的冷却系统的系统和方法
CN104093960A (zh) * 2012-02-06 2014-10-08 丰田自动车株式会社 内燃机的控制装置

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JP5381675B2 (ja) * 2009-12-14 2014-01-08 トヨタ自動車株式会社 排気駆動式過給機の冷却装置及びこれを具備する内燃機関の制御装置
JP5834689B2 (ja) * 2011-09-22 2015-12-24 マツダ株式会社 圧縮自己着火式エンジンの始動制御装置
JP5818610B2 (ja) * 2011-09-27 2015-11-18 株式会社クボタ 作業車
JP5891925B2 (ja) * 2012-04-20 2016-03-23 トヨタ自動車株式会社 内燃機関の冷却装置

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JP2526569B2 (ja) * 1987-03-05 1996-08-21 トヨタ自動車株式会社 内燃機関の冷却ファンの速度制御方法
JP3661762B2 (ja) * 1999-12-17 2005-06-22 三菱自動車工業株式会社 筒内噴射型内燃機関の始動装置
JP3772947B2 (ja) * 1999-03-18 2006-05-10 三菱自動車工業株式会社 筒内噴射型内燃機関の始動装置
JP2001032714A (ja) * 1999-07-23 2001-02-06 Honda Motor Co Ltd エンジンの冷却制御装置
JP4274658B2 (ja) 1999-12-24 2009-06-10 富士重工業株式会社 エンジンのアイドル制御装置
JP3941441B2 (ja) * 2001-09-11 2007-07-04 トヨタ自動車株式会社 内燃機関の始動時制御装置

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CN102449282B (zh) * 2009-04-09 2015-11-25 雷诺股份公司 用于机动车辆的冷却装置
FR2944236A1 (fr) * 2009-04-09 2010-10-15 Renault Sas Dispositif de refroidissement pour vehicule automobile
CN102449281A (zh) * 2009-04-09 2012-05-09 雷诺股份公司 用于机动车辆的冷却装置
CN102449282A (zh) * 2009-04-09 2012-05-09 雷诺股份公司 用于机动车辆的冷却装置
US8733299B2 (en) 2009-04-09 2014-05-27 Renault S.A.S. Cooling device for an automotive vehicle
WO2010116106A1 (fr) * 2009-04-09 2010-10-14 Renault Sas Dispositif de refroidissement pour véhicule automobile
CN102449281B (zh) * 2009-04-09 2015-07-08 雷诺股份公司 用于机动车辆的冷却装置
CN102191991A (zh) * 2010-03-03 2011-09-21 株式会社电装 用于发动机冷却系统的控制器
DE102011004998B4 (de) * 2010-03-03 2017-12-14 Denso Corporation Steuerungsvorrichtung für ein Maschinenkühlsystem eines Hybridfahrzeugs
US9404410B2 (en) 2010-03-03 2016-08-02 Denso Corporation Controller for engine cooling system
CN103029569A (zh) * 2011-10-05 2013-04-10 株式会社久保田 乘坐式作业车
EP2813695A4 (fr) * 2012-02-06 2016-02-17 Toyota Motor Co Ltd Dispositif de commande pour un moteur à combustion interne
CN104093960A (zh) * 2012-02-06 2014-10-08 丰田自动车株式会社 内燃机的控制装置
US20140257676A1 (en) * 2013-03-08 2014-09-11 GM Global Technology Operations LLC System and method for controlling a cooling system of an engine equipped with a start-stop system
US9828932B2 (en) * 2013-03-08 2017-11-28 GM Global Technology Operations LLC System and method for controlling a cooling system of an engine equipped with a start-stop system
CN104033230A (zh) * 2013-03-08 2014-09-10 通用汽车环球科技运作有限责任公司 控制配备有启-停系统的发动机的冷却系统的系统和方法
DE102014102410B4 (de) * 2013-03-08 2019-11-28 GM Global Technology Operations LLC (n. d. Ges. d. Staates Delaware) Verfahren zum steuern eines kühlsystems eines mit einem start-stopp-system ausgestatteten motors

Also Published As

Publication number Publication date
JP4327826B2 (ja) 2009-09-09
WO2008007686A1 (fr) 2008-01-17
EP2045452B1 (fr) 2017-10-25
EP2045452A4 (fr) 2016-08-24
JP2008019733A (ja) 2008-01-31

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