EP2228527A2 - Regler für Verbrennungsmotor - Google Patents

Regler für Verbrennungsmotor Download PDF

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Publication number
EP2228527A2
EP2228527A2 EP10156211A EP10156211A EP2228527A2 EP 2228527 A2 EP2228527 A2 EP 2228527A2 EP 10156211 A EP10156211 A EP 10156211A EP 10156211 A EP10156211 A EP 10156211A EP 2228527 A2 EP2228527 A2 EP 2228527A2
Authority
EP
European Patent Office
Prior art keywords
internal combustion
combustion engine
load torque
target
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.)
Withdrawn
Application number
EP10156211A
Other languages
English (en)
French (fr)
Other versions
EP2228527A3 (de
Inventor
Yoshifumi Nakamura
Masatomi Yoshihara
Akito Uchida
Kouji Okamura
Yuuji Hatta
Misao Shibata
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 EP2228527A2 publication Critical patent/EP2228527A2/de
Publication of EP2228527A3 publication Critical patent/EP2228527A3/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Withdrawn legal-status Critical Current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
    • 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
    • F02D41/042—Introducing corrections for particular operating conditions for stopping the engine
    • 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
    • F02D2041/0095—Synchronisation of the cylinders during engine shutdown
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/18—Control of the engine output torque
    • F02D2250/24—Control of the engine output torque by using an external load, e.g. a generator
    • 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
    • F02N11/0818—Conditions for starting or stopping the engine or for deactivating the idle-start-stop mode
    • 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
    • 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

Definitions

  • the invention relates to a controller for an internal combustion engine, which controls a crank angle at the time when the internal combustion engine stops.
  • a controller for an internal combustion engine which causes the internal combustion engine to automatically stop when a vehicle stops and which causes the internal combustion engine to automatically restart when the vehicle is operated to drive off, has been practically used (for example, Japanese Patent Application Publication No. 2006-170068 ( JP-A-2006-170068 )).
  • a controller for an internal combustion engine which executes stop position control in which, when the internal combustion engine is stopped, a crank angle at the time of engine stop is made to fall within an angular range suitable for a restart in order to reduce starting time at the time of engine restart.
  • a controller for an internal combustion engine as described in Japanese Patent Application Publication No. 2008-215230 calculates the behavior of an engine rotational speed (target rotational behavior) until the engine rotation stops at a target crank angle, and a load torque of an auxiliary equipment is controlled so that an actual rotational behavior coincides with the target rotational behavior.
  • the internal combustion engine stops at the crank angle that falls within a target crank angle range.
  • the target rotational behavior is expressed by the relationship between a crank angle and a target engine rotational speed, and the target engine rotational speed is obtained by calculating a crank angle back from a target crank angle on the basis of law of conservation of energy in consideration of a friction loss of the engine, or the like.
  • a load torque of an alternator is controlled so that an actual engine rotational speed becomes a target engine rotational speed corresponding to the crank angle at that time, thus controlling the crank angle at the time of engine stop.
  • the engine rotational speed at the beginning of stop position control varies depending on, for example, a difference in engine rotational speed during idling, or the like. Therefore, at the beginning of stop position control, an actual engine rotational speed may exceed a target engine rotational speed to cause a large gap between the actual engine rotational speed and the target engine rotational speed. In addition, because of, for example, spontaneous fluctuations in friction loss, or the like, a variation with respect to the crank angle of an actual engine rotational speed may differ from a variation in a calculated target engine rotational speed. Thus, the actual engine rotational speed may exceed the target engine rotational speed to cause a large gap between the actual engine rotational speed and the target engine rotational speed.
  • the invention provides a controller for an internal combustion engine, which is able to prevent unnecessary operation of an auxiliary equipment when a crank angle is controlled at the time when the internal combustion engine stops.
  • a first aspect of the invention relates to a controller for an internal combustion engine.
  • the controller includes: target rotational behavior calculation means that calculates a target rotational behavior of the internal combustion engine until the internal combustion engine stops at a crank angle that is equal to a target crank angle; and stop position control means that executes stop position control in which, when the internal combustion engine is stopped, a load torque of an auxiliary equipment of the internal combustion engine is controlled so that an actual rotational behavior of the internal combustion engine coincides with the target rotational behavior, and the internal combustion engine is stopped so that the crank angle falls within a target crank angle range.
  • the stop position control means includes comparing means that compares a required load torque, necessary to make the actual rotational behavior of the internal combustion engine coincide with the target rotational behavior, with a maximum load torque of the auxiliary equipment at an operating state of the internal combustion engine at that time, and, the stop position control means ends the stop position control when the comparing means determines that the required load torque is larger than the maximum load torque of the auxiliary equipment.
  • the stop position control is ended when the required load torque is larger than the maximum load torque of the auxiliary equipment in the operating state of the internal combustion engine at that time, that is, when it is impossible to stop the engine at the crank angle that falls within the target crank angle range even when the load torque of the auxiliary equipment is controlled.
  • the required load torque is larger than the maximum load torque of the auxiliary equipment in the operating state of the internal combustion engine at that time, that is, when it is impossible to stop the engine at the crank angle that falls within the target crank angle range even when the load torque of the auxiliary equipment is controlled.
  • the auxiliary equipment may be an alternator that is driven by the internal combustion engine to generate electric power.
  • the auxiliary equipment may be a compressor of a vehicle air conditioner.
  • controller for an internal combustion engine may further include automatic stop-restart control means that automatically stops the internal combustion engine when a predetermined stop condition is satisfied and that automatically restarts the internal combustion engine when a predetermined restart condition is satisfied.
  • An internal combustion engine 11 is a multi-cylinder internal combustion engine having a plurality of cylinders 12.
  • FIG. 1 schematically shows one of the plurality of cylinders 12.
  • a piston 13 is accommodated in each cylinder 12 of the internal combustion engine 11 so as to allow a reciprocating movement.
  • a combustion chamber 14 is defined in each cylinder 12 by the top surface of the piston 13 and the inner peripheral surface of the cylinder 12.
  • an intake passage 15 and an exhaust passage 16 are connected to an upper side of each combustion chamber 14 and can be brought into communication with each combustion chamber 14.
  • each intake valve 17 and an exhaust valve 18 are provided at the upper side of each combustion chamber 14.
  • Each intake valve 17 allows or shuts off fluid communication between the intake passage 15 and a corresponding one of the combustion chambers 14.
  • Each exhaust valve 18 allows or shuts off fluid communication between the exhaust passage 16 and a corresponding one of the combustion chambers 14.
  • a fuel injection valve 21 is provided in an intake port of each cylinder downstream of the intake passage 15.
  • the fuel injection valve 21 injects fuel toward a corresponding one of the combustion chambers 14.
  • an ignition plug 22 is provided at the upper side of each combustion chamber 14. The ignition plug 22 is used to spark ignite a mixture of injected fuel and intake air inside a corresponding one of the combustion chambers 14.
  • a crankshaft 31 is rotated as the pistons 13 perform a reciprocating movement, and a crank pulley 32 is coupled to the crankshaft 31.
  • An alternator 34 which serves as an auxiliary equipment, is drivably coupled to the crank pulley 32 via a belt 33.
  • the belt 33 transmits the rotation of the crank pulley 32.
  • the alternator 34 is driven for rotation by the driving force of the internal combustion engine 11 to generate electric power.
  • by carrying out duty control on electric current (field current) generated by the alternator 34 it is possible to control a load applied to the internal combustion engine 11 by the alternator 34.
  • a battery 35 that supplies electric power to various electrical devices (not shown), or the like, is electrically connected to the alternator 34, and the battery 35 is charged with electric power generated by the alternator 34.
  • the ECU 41 serves as target rotational behavior calculation means, stop position control means, comparing means and automatic stop-restart control means.
  • the ECU 41 includes a CPU, a ROM, a RAM, an input port, an output port, and the like.
  • the CPU executes processing related to control over the internal combustion engine 11.
  • the ROM stores programs and data necessary for that control.
  • the RAM temporarily stores the processing results of the CPU.
  • the input port is used to input signals from external devices.
  • the output port is used to output signals to external devices.
  • the various sensors detect the state of the internal combustion engine 11 and the state of the vehicle.
  • the various sensors include a crank position sensor 42, an accelerator position sensor 43, a brake sensor 44, a coolant temperature sensor 45, a vehicle speed sensor 46, and the like.
  • the crank position sensor 42 detects a crank angle ⁇ , which is a rotation angle of the crankshaft 31, and an engine rotational speed NE, which is a rotational speed.
  • the accelerator position sensor 43 detects an accelerator operation amount.
  • the brake sensor 44 detects a state in which a brake pedal is operated.
  • the coolant temperature sensor 45 detects a temperature of coolant for the internal combustion engine 11.
  • the vehicle speed sensor 46 detects a vehicle traveling speed.
  • the fuel injection valves 21, the alternator 34, and the like are electrically connected to the output port of the ECU 41. Then, the ECU 41 executes various controls over a fuel injection amount, a power generation amount, and the like, on the basis of the results detected by these various sensors.
  • the ECU 41 executes automatic stop-restart control in which the internal combustion engine 11 is automatically stopped when a predetermined stop condition is satisfied, and the internal combustion engine 11 is automatically restarted when a predetermined restart condition is satisfied.
  • the ECU 41 stops fuel injection to automatically stop the internal combustion engine 11.
  • a predetermined stop condition for example, when if it is determined that a predetermined period of time ⁇ t has elapsed in a state where the brake pedal is depressed and the vehicle is stopped
  • the ECU 41 stops fuel injection to automatically stop the internal combustion engine 11.
  • the ECU 41 determines that an engine start instruction is output to the internal combustion engine 11 to drive a starter motor (not shown) to thereby automatically restart the internal combustion engine 11.
  • the ECU 41 executes the above automatic stop-restart control on the basis of the results detected by the above described crank position sensor 42, accelerator position sensor 43, brake sensor 44, coolant temperature sensor 45, vehicle speed sensor 46, and the like, and the amount of charge of the battery 35, or the like.
  • the stop condition and the restart condition for the internal combustion engine 11 are not limited to the above conditions.
  • the stop condition and the restart condition may be set on the basis of a gear shift position, or the like.
  • the ECU 41 executes stop position control in which the internal combustion engine 11 is stopped so that the engine stops at the crank angle ⁇ that falls within a target crank angle range.
  • the ECU 41 calculates the behavior of the engine rotational speed (target rotational behavior) until the engine rotation stops at the target crank angle, and controls a load torque of the alternator 34 so that the actual rotational behavior coincides with the target rotational behavior.
  • the target rotational behavior is expressed by the relationship between the crank angle ⁇ and the target engine rotational speed NEtg until the internal combustion engine 11 stops at the target crank angle, and, as shown in FIG. 2 , the target rotational behavior is expressed by allocating the target engine rotational speed NEtg calculated at each predetermined crank angle interval to a table.
  • the crank angle ⁇ is expressed by a crank angle (ATDC) with reference to an intake top dead center of the cylinder 12, the target crank angle is 60CA, and a target engine rotational speed NEtg calculated at each 30CA from that angle is shown.
  • "n" in FIG. 2 indicates the number of times the crank angle ⁇ attains a top dead center (TDC) until the engine stops.
  • the target engine rotational speed NEtg is calculated using the following mathematical expression (1) based on law of conservation of energy in consideration of a friction loss of the engine, or the like, back from the target crank angle as an initial value as shown in FIG. 3 .
  • NEtg ⁇ i + 1 2 NEtg ⁇ i 2 - 2 J T loss ⁇ i - Tref NEtg i
  • i in FIG. 2 and the above mathematical expression (1) is a numerical value that indicates the number of calculations starting from the target engine rotational speed NEtg(0) at the target crank angle. That is, “NEtg(i+1)” indicates a target engine rotational speed NEtg the predetermined crank angle before “NEtg(i)".
  • J is the moment of inertia of the internal combustion engine 11
  • Tloss( ⁇ (i))) is a torque loss resulting from the total of a pumping loss and a friction loss at a current crank angle ⁇ (i).
  • the torque loss Tloss( ⁇ (i)) is calculated on the basis of the crank angle ⁇ (i) using a predetermined map shown in FIG. 4 .
  • “Tref(NEtg(i))” is a reference load torque of the alternator 34 at a current target engine rotational speed NEtg(i).
  • the reference load torque Tref(NEtg(i)) is calculated on the basis of the target engine rotational speed NEtg(i) using a predetermined map shown in FIG. 5 .
  • the reference load torque Tref(NEtg(i)) is set at half the maximum load of the alternator 34 at the target engine rotational speed NEtg(i) at that time.
  • the reference load torque Tref(NEtg(i)) of the alternator 34 is not limited to half the maximum load; instead, any load may be set as a reference load torque Tref(NEtg(i)) as long as the load is smaller than a maximum load torque Tmax that can be controlled by the alternator 34 and is larger than 0.
  • the ECU 41 repeats calculation of the above mathematical expression (1) and then completes calculation of the target rotational behavior.
  • the ECU 41 detects the engine rotational speed NE at each crank angle ⁇ (ATDC 0, 30, 60, 90, 120, 150CA) at which the target engine rotational speed NEtg is calculated, and determines a value of the number of calculations i at which the crank angle ⁇ and the target engine rotational speed NEtg are closest to the above crank angle ⁇ and the engine rotational speed NE by referring to the table shown in FIG. 2 . Then, a required load torque Td, which is a load torque necessary to make the engine rotational speed NE coincide with the target engine rotational speed NEtg at that number of calculations i, is calculated on the basis of the following mathematical expression (2).
  • Td i J ⁇ K 2 ⁇ ⁇ ⁇ ⁇ ⁇ Ne 2 - Netg ⁇ i 2 + Tref Ne
  • J is a moment of inertia of the internal combustion engine 11
  • K is a feedback gain
  • ⁇ is an amount of change in crank angle (30CA in the present embodiment).
  • the ECU 41 multiplies the required load torque Td by a pulley ratio to convert the required load torque Td into a required shaft torque Tdf of the alternator 34, and then detects the voltage of the battery 35. Subsequently, the ECU 41 selects a required load torque characteristic map corresponding to the current battery voltage from among a plurality of required load torque characteristic maps generated respectively for battery voltages as shown in FIG. 6 , and calculates a power generation instruction (Duty) corresponding to the current required shaft torque Tdf and engine rotational speed NE. Then, the ECU 41 controls the power generation control current of the alternator 34 on the basis of the power generation instruction to control the load torque of the alternator 34. By so doing, the engine rotational speed NE coincides with the target engine rotational speed NEtg, and it is possible to stop the engine so that the crank angle ⁇ falls within the target crank angle range.
  • the engine rotational speed NE may exceed the target engine rotational speed NEtg because of, for example, a difference in engine rotational speed during idling, spontaneous fluctuations in friction loss, or the like. Then, when a large gap occurs between the engine rotational speed NE and the target engine rotational speed NEtg, a required load torque Td necessary to make the engine rotational speed NE coincide with the target engine rotational speed NEtg may exceed a maximum load torque of the alternator 34 at the engine rotational speed NE at that time.
  • the ECU 41 compares the required load torque Td with the maximum load torque Tmax of the alternator 34 at the engine rotational speed NE at that time, and, when the ECU 41 determines that the required load torque Td is larger than the maximum load torque Tmax of the alternator 34, the ECU 41 ends the stop position control.
  • the ECU 41 first determines whether the above described predetermined stop condition is satisfied and then an engine stop request is issued (step S1). When no engine stop request is issued (NO in step S1), the ECU 41 ends the process. On the other hand, when an engine stop request is issued (YES in step S1), the ECU 41 calculates a target rotational behavior (step S2), and, subsequently, calculates a required load torque Td (step S3).
  • the ECU 41 first determines whether a target rotational behavior calculation completion flag Fa is set at "0" (step S2-1). Note that the target rotational behavior calculation completion flag Fa is set at "0" before a target rotational behavior is calculated, and is set at "1" when calculation of a target rotational behavior is completed. When the target rotational behavior calculation completion flag Fa is not set at "0" (NO in step S2-1), the ECU 41 ends the process.
  • the ECU 41 uses the mathematical expression (1) to calculate the square of a target engine rotational speed NEtg(i+1) (step S2-2). After that, the ECU 41 determines whether the square of the target engine rotational speed NEtg(i+1) is larger than the square of a maximum engine rotational speed NEmax at or below which stop position control is executable (step S2-3).
  • step S2-4 when the square of the target engine rotational speed NEtg(i+1) is smaller than or equal to the square of the maximum engine rotational speed NEmax (NO in step S2-3), the ECU 41 maintains the target rotational behavior calculation completion flag Fa at "0" (step S2-4).
  • step S2-6 when it is determined in step S2-6 that the next crank angle ⁇ (i+1) is not "-30" (NO in step S2-6), the ECU 41 determines that the next crank angle ⁇ (i+1) does not cross TDC yet, and proceeds to step S2-8 without changing the next crank angle ⁇ (i+1) calculated in step S2-5.
  • step S2-8 the square root of the square of the target engine rotational speed NEtg(i+1) calculated in step S2-2 is calculated to obtain the target engine rotational speed NEtg(i+1), and the obtained target engine rotational speed NEtg(i+1) is allocated to the table of the target rotational behavior shown in FIG. 3 . Then, the ECU 41 ends the process.
  • the ECU 41 repeats the above processes.
  • the ECU 41 sets the target rotational behavior calculation completion flag Fa at "1" (step S2-9), and proceeds to step S2-8. Thereafter, the ECU 41 completes calculation of the target rotational behavior and ends the process.
  • step S3 of FIG. 7 the ECU 41 loads the crank angle ⁇ and the engine rotational speed NE through signals detected by the various sensors (step S3-1), and determines whether the current crank angle ⁇ is a timing (any one of 0, 30, 60, 90, 120 and 150CA at the intake ATDC) at which the load torque of the alternator 34 is controlled (step S3-2). Then, when the current crank angle ⁇ is not a timing at which the load torque of the alternator 34 is controlled (NO in step S3-2), the ECU 41 ends the process.
  • a timing any one of 0, 30, 60, 90, 120 and 150CA at the intake ATDC
  • step S3-3 determines whether the current engine rotational speed NE is lower than the maximum engine rotational speed NEmax. Then, when the current engine rotational speed NE is higher than or equal to the maximum engine rotational speed NEmax (NO in step S3-3), the ECU 41 ends the process.
  • step S3-3 when the current engine rotational speed NE is lower than the maximum engine rotational speed NEmax (YES in step S3-3), the ECU 41 determines whether a control start value setting completion flag Fb is set at "0" (step S3-4). Note that the control start value setting completion flag Fb is set at "0" before a value of the number of calculations i at the beginning of control (control start value), and is set at "1" when the control start value of the number of calculations i is set.
  • the ECU 41 sets the control start value of the number of calculations i (step S3-5).
  • the ECU 41 refers to the table of the target rotational behavior shown in FIG. 3 , and sets the value of the number of calculations i, at which the crank angle ⁇ and the target engine rotational speed NEtg are closest to the current crank angle ⁇ and engine rotational speed NE, as the control start value.
  • step S3 the ECU 41 sets the control start value setting completion flag Fb at "1" (step S3-6). Subsequently, the ECU 41 refers to the table of the target rotational behavior shown in FIG. 3 , and sets the target engine rotational speed NEtg(i), corresponding to the control start value of the number of calculations i, to the control start value at the target engine rotational speed NEtg in the current stop position control (step S3-7), and then proceeds to step S3-8. Note that when the control start value setting completion flag Fb is set at "1" (NO in step S3-4), the ECU 41 proceeds to step S3-8 without executing the processes in steps S3-5 to S3-7.
  • step S3-8 the ECU 41 uses the current engine rotational speed NE, the target engine rotational speed NEtg(i) and the reference load torque Tref(NE) of the alternator 34 to calculate the required load torque Td on the basis of the mathematical expression (2) (step S3-8).
  • step S3 when the required load torque Td is calculated in step S3, the ECU 41 proceeds to step S4 shown in FIG. 7 , and calculates the maximum load torque Tmax of the alternator 34 at the current engine rotational speed NE on the basis of the map shown in FIG. 5 (step S4). Then, the ECU 41 determines whether the required load torque Td is smaller than or equal to the maximum load torque Tmax (step S5).
  • the ECU 41 multiplies the required load torque Td by the pulley ratio to calculate the required shaft torque Tdf of the alternator 34 (step S6) and then detects the voltage of the battery 35 (step S7). Subsequently, as shown in FIG. 6 , the ECU 41 selects a required load torque characteristic map corresponding to the current battery voltage from among a plurality of required load torque characteristic maps generated respectively for battery voltages as shown in FIG. 6 , and calculates a power generation instruction corresponding to the current required shaft torque Tdf and engine rotational speed NE. Then, the ECU 41 controls the power generation control current of the alternator 34 on the basis of the power generation instruction to control the load torque of the alternator 34 (step S8).
  • the ECU 41 determines whether the current engine rotational speed NE is lower than a power generation limit rotational speed NElow at or above which the load torque of the alternator 34 is controllable (step S9), and, when the engine rotational speed NE is higher than or equal to the power generation limit rotational speed NElow (NO in step S9), the ECU 41 returns to step S2. Then, when the engine rotational speed NE is lower than the power generation limit rotational speed NElow (YES in step S9), the ECU 41 stops power generation control current to the alternator 34, and ends the series of processes.
  • the ECU 41 stops power generation control current to the alternator 34 irrespective of the engine rotational speed NE (step S10), and then ends the series of processes.
  • the ECU 41 ends the stop position control. Hence, it is possible to prevent unnecessary operation of the alternator 34, such as overcharging of the battery 35.
  • the ECU 41 ends the stop position control when it is impossible to stop the engine at the crank angle ⁇ that falls within the target crank angle range even when the load torque of the alternator 34 is controlled by executing the stop position control.
  • the stop position control it is possible to prevent unnecessary operation of the alternator 34.
  • the ECU 41 executes automatic stop-restart control in which the internal combustion engine 11 is automatically stopped when a predetermined stop condition is satisfied, and the internal combustion engine 11 is automatically restarted when a predetermined restart condition is satisfied. Therefore, when a predetermined stop condition is satisfied, such as when the vehicle is stopped, control for automatically stopping the internal combustion engine 11, so-called idling stop, is executed. Thus, the stop position control is frequently executed. In terms of this point, the ECU 41 according to the present embodiment ends the stop position control when the required load torque Td is larger than the maximum load torque Tmax, so it is possible to appropriately prevent unnecessary operation of the alternator 34.
  • the alternator 34 is used as an auxiliary equipment of which the load torque is controlled; however, the auxiliary equipment is not limited to the alternator 34.
  • the load torque of another auxiliary equipment such as a compressor of an air conditioner, may be controlled.
  • the aspect of the invention may be applied to a vehicle that includes the internal combustion engine 11 and an electric motor as power sources, that is, a so-called hybrid vehicle, and the electric motor may be used as the auxiliary equipment.
  • the alternator 34 is used as the auxiliary equipment of which the load torque is controlled; however, the number of auxiliary equipments of which the load torque is controlled is not limited to one.
  • the load torques of a plurality of auxiliary equipments, such as the alternator 34 and a compressor of an air conditioner, may be controlled.
  • a target rotational behavior is calculated when a predetermined stop condition is satisfied, and the load torque of the alternator 34 is then controlled; however, the aspect of the invention is not limited to this configuration.
  • the load torque of the alternator 34 may be controlled when an ignition is turned off, that is, when the engine is normally stopped.
  • the aspect of the invention is applied to the internal combustion engine 11 that executes automatic stop-restart control; however, the aspect of the invention is not limited to this configuration.
  • the aspect of the invention may also be applied to an internal combustion engine that does not execute automatic stop-restart control.

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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)
EP10156211A 2009-03-12 2010-03-11 Regler für Verbrennungsmotor Withdrawn EP2228527A3 (de)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP2009060070A JP2010209891A (ja) 2009-03-12 2009-03-12 内燃機関の制御装置

Publications (2)

Publication Number Publication Date
EP2228527A2 true EP2228527A2 (de) 2010-09-15
EP2228527A3 EP2228527A3 (de) 2012-11-28

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EP10156211A Withdrawn EP2228527A3 (de) 2009-03-12 2010-03-11 Regler für Verbrennungsmotor

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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2017032481A1 (de) * 2015-08-24 2017-03-02 Robert Bosch Gmbh Verfahren zur regelung des auslaufens einer brennkraftmaschine und vorrichtung zur regelung des auslaufs einer brennkraftmaschine
FR3087494A1 (fr) * 2018-10-22 2020-04-24 Continental Automotive France Procédé et système de contrôle d’un régime moteur de véhicule

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2012111123A1 (ja) * 2011-02-17 2012-08-23 スズキ株式会社 ハイブリッド車両の制御装置
CN104203693A (zh) * 2012-03-26 2014-12-10 丰田自动车株式会社 混合动力车辆的驱动控制装置

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