EP3508712B1 - Control method for internal combustion engine and control device for internal combustion engine - Google Patents
Control method for internal combustion engine and control device for internal combustion engine Download PDFInfo
- Publication number
- EP3508712B1 EP3508712B1 EP16915173.5A EP16915173A EP3508712B1 EP 3508712 B1 EP3508712 B1 EP 3508712B1 EP 16915173 A EP16915173 A EP 16915173A EP 3508712 B1 EP3508712 B1 EP 3508712B1
- Authority
- EP
- European Patent Office
- Prior art keywords
- fuel
- egr
- shift
- cut
- internal combustion
- 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.)
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Links
- 238000002485 combustion reaction Methods 0.000 title claims description 65
- 238000000034 method Methods 0.000 title claims description 17
- 239000000446 fuel Substances 0.000 claims description 68
- 230000000694 effects Effects 0.000 claims description 20
- 230000005540 biological transmission Effects 0.000 claims description 12
- 230000003134 recirculating effect Effects 0.000 claims 1
- 230000001133 acceleration Effects 0.000 description 13
- 239000003054 catalyst Substances 0.000 description 11
- 238000011144 upstream manufacturing Methods 0.000 description 9
- 230000003111 delayed effect Effects 0.000 description 8
- 230000003247 decreasing effect Effects 0.000 description 7
- 238000001514 detection method Methods 0.000 description 7
- 238000002347 injection Methods 0.000 description 6
- 239000007924 injection Substances 0.000 description 6
- 238000011084 recovery Methods 0.000 description 3
- 230000033228 biological regulation Effects 0.000 description 2
- 239000002699 waste material Substances 0.000 description 2
- 230000001276 controlling effect Effects 0.000 description 1
- 230000000994 depressogenic effect Effects 0.000 description 1
- 238000006073 displacement reaction Methods 0.000 description 1
- 230000001105 regulatory effect Effects 0.000 description 1
Images
Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/04—Introducing corrections for particular operating conditions
- F02D41/12—Introducing corrections for particular operating conditions for deceleration
- F02D41/123—Introducing corrections for particular operating conditions for deceleration the fuel injection being cut-off
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/021—Introducing corrections for particular conditions exterior to the engine
- F02D41/0215—Introducing corrections for particular conditions exterior to the engine in relation with elements of the transmission
- F02D41/023—Introducing corrections for particular conditions exterior to the engine in relation with elements of the transmission in relation with the gear ratio shifting
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
- F02M26/02—EGR systems specially adapted for supercharged engines
- F02M26/04—EGR systems specially adapted for supercharged engines with a single turbocharger
- F02M26/06—Low pressure loops, i.e. wherein recirculated exhaust gas is taken out from the exhaust downstream of the turbocharger turbine and reintroduced into the intake system upstream of the compressor
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/14—Introducing closed-loop corrections
- F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
- F02D2041/1412—Introducing closed-loop corrections characterised by the control or regulation method using a predictive controller
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/08—Exhaust gas treatment apparatus parameters
Definitions
- the present invention relates to a control method for an internal combustion engine mounted in a vehicle having a manual transmission and a control device for the internal combustion engine.
- Patent Document 1 discloses a recirculation exhaust gas amount control device for an internal combustion engine which recirculates, as EGR gas, a part of exhaust gas exhausted from a combustion chamber of the internal combustion engine, to an intake passage according to an engine operating state.
- a transmission is a manual transmission, and when performing fuel-cut that stops fuel supply to the internal combustion engine with an accelerator pedal released upon shifting (upon changing gear), an inside of an exhaust pipe is filled with fresh air.
- Patent Document 1 even if the fuel-cut is ended, it is impossible to recirculate the EGR gas to the intake passage until the inside of the exhaust pipe is filled with the exhaust gas. Especially in a case where the shift is frequently carried out, a state in which the EGR gas cannot be introduced into the intake passage continues for a long time. For this reason, there is a risk of not obtaining a fuel efficiency improving effect that can be obtained by introducing the EGR gas into the intake passage upon shifting during execution of EGR. A further method according to the preamble portion of claim 1 is known from patent document 2.
- the present invention determines, on the basis of a vehicle operating condition at a time of the shift, whether the fuel-cut that stops the fuel supply to the internal combustion engine is to be performed or not upon shifting during execution of the EGR that recirculates the EGR gas to the intake passage.
- FIG. 1 is an explanatory drawing schematically showing system of a control device for an internal combustion engine according to the present invention.
- An internal combustion engine 1 is mounted as a driving source in a vehicle such as an automobile.
- An intake passage 2 and an exhaust passage 3 are connected to the internal combustion engine 1.
- the internal combustion engine 1 is supplied with fuel by a fuel injection valve (not shown).
- the fuel injection valve is, for instance, a valve that directly injects the fuel into a cylinder (a cylinder (not shown) of the internal combustion engine 1), or might be a valve that injects the fuel into an intake port (not shown) of the internal combustion engine 1.
- the intake passage 2 is provided with an air flow meter 4 for detecting a quantity of intake air and an electrically operated throttle valve 5 for regulating the quantity of the intake air.
- the air flow meter 4 is located at an upstream side of the throttle valve 5.
- the exhaust passage 3 is provided with an upstream-side exhaust catalyst 6 such as a three-way catalyst and a downstream-side exhaust catalyst 7 such as the three-way catalyst.
- the downstream-side exhaust catalyst 7 is located at a downstream side of the upstream-side exhaust catalyst 6.
- the internal combustion engine 1 is provided with a turbo supercharger 8 as a supercharger having a compressor 9 disposed in the intake passage 2 and a turbine 10 disposed in the exhaust passage 3 with these compressor 9 and turbine 10 coaxially arranged with each other.
- the compressor 9 is positioned at an upstream side with respect to the throttle valve 5, and is positioned at a downstream side with respect to the air flow meter 4.
- the turbine 10 is positioned at an upstream side with respect to the upstream-side exhaust catalyst 6.
- an electrically operated recirculation valve 12 that controls a flow amount of intake air flowing in the recirculation passage 11 is installed.
- an intercooler 13 that cools intake air compressed (pressurized) by the compressor 9 is provided at an upstream side of the throttle valve 5 in the intake passage 2.
- An exhaust bypass passage 14 bypassing the turbine 10 and connecting an upstream side and a downstream side of the turbine 10 is connected to the exhaust passage 3.
- a downstream side end of the exhaust bypass passage 14 is connected to the exhaust passage 3 in an upstream position with respect to the upstream-side exhaust catalyst 6.
- an electrically operated waste gate valve 15 that controls a flow amount of exhaust air flowing in the exhaust bypass passage 14 is installed.
- the internal combustion engine 1 is an exhaust gas recirculation (EGR) -capable engine, and an EGR passage 16 branching off from the exhaust passage 3 and connecting to the intake passage 2 is provided.
- EGR exhaust gas recirculation
- One end of the EGR passage 16 is connected to the exhaust passage 3 between the upstream-side exhaust catalyst 6 and the downstream-side exhaust catalyst 7, and the other end of the EGR passage 16 is connected to the intake passage 2 in a downstream position of the air flow meter 4 and in an upstream position of the compressor 9.
- an electrically operated EGR valve 17 that regulates or controls a flow amount of EGR gas in the EGR passage 16 and an EGR cooler 18 that can cool the EGR gas are provided. Opening and closing operation of the EGR valve 17 is controlled by a control unit 21.
- the control unit 21 inputs a detection signal of the above-mentioned air flow meter 4, and also inputs detection signals from various sensors of a crank angle sensor 22 that detects an engine rotation speed and a crank angle position of the internal combustion engine 1, an accelerator opening degree sensor 23 that detects a depression amount (an accelerator opening degree) of an accelerator pedal operated by a driver, an EGR gas temperature sensor 24 that detects temperature of the EGR gas introduced into the intake passage 2, an EGR passage pressure sensor 25 that detects a relative pressure of front-and-back (upstream and downstream sides) of the EGR valve 17 in the EGR passage 16, an exhaust temperature sensor 26 that detects temperature of exhaust flowing into the upstream-side exhaust catalyst 6, a vehicle speed sensor 27 that detects a speed of the vehicle, an acceleration sensor 28 that detects an acceleration of the vehicle, and so on.
- a required torque of the internal combustion engine 1 is calculated using a detection value of the accelerator opening degree sensor 23.
- the control unit 21 performs controls of an ignition timing, an air-fuel ratio etc. of the internal combustion engine 1 on the basis of these detection signals .
- the control unit 21 also performs an exhaust gas recirculation control (an EGR control) that recirculates a part of the exhaust gas from the exhaust passage 3 to the intake passage 2 on the basis of the detection signals by controlling the opening degree of the EGR valve 17.
- an EGR control an exhaust gas recirculation control
- the EGR valve 17 opens when a vehicle operating condition (or a vehicle operating state) is in a predetermined operating region (an EGR region), whereas the EGR valve 17 closes when the vehicle operating condition is in a region (a non-EGR region) outside the predetermined operating region (the EGR region).
- each opening degree of the throttle valve 5, the recirculation valve 12 and the waste gate valve 15 is also controlled by the control unit 21.
- the recirculation valve 12 it is possible to use a so-called check valve that opens only when a pressure at a downstream side of the compressor 9 is a predetermined pressure or more, which is not a valve that is open-and-closure-controlled by the control unit 21.
- a driving force of the internal combustion engine 1 is transmitted to a driving wheel (not shown) of the vehicle and can undergo shifting (speed change or gear change) by a manual transmission 31.
- the driver depresses a clutch pedal (not shown), then a clutch (not shown) disposed between the internal combustion engine 1 and the manual transmission 31 is disengaged. Further, the driver operates a shift lever (not shown) in a state in which the clutch is disengaged, then the driver shifts a gear to a desired shift position (or gear position).
- a series of shift operation is completed by stopping (finishing) the depression of the clutch pedal and engaging the clutch by the driver.
- the clutch pedal operation is detected by a clutch pedal switch 32.
- the clutch pedal switch 32 is a switch that outputs an ON/OFF signal according to a position of the clutch pedal. When the clutch is disengaged (when the clutch pedal is depressed), the signal is ON, whereas in a state except this ON, the signal is OFF.
- a position of the shift lever is detected by a shift position sensor 33. From this shift lever position, the shift position (a transmission ratio) of the manual transmission 31 is judged or distinguished.
- Each signal from these clutch pedal switch 32 and shift position sensor 33 is also inputted to the control unit 21.
- control unit 21 inputs signals from a vehicle-mounted car navigation system 34 and a vehicle-mounted following distance detection system 35 that detects a vehicle distance (following distance) from a vehicle ahead.
- the car navigation system 34 has a GPS receiver, and outputs information about road on which the vehicle is travelling such as a limiting speed (a regulation speed) and a gradient of the road from a current position of the vehicle and map information.
- a limiting speed a regulation speed
- a gradient of the road from a current position of the vehicle and map information.
- the following distance detection system 35 has, for instance, a millimeter wave radar or a camera etc., and outputs a detected vehicle distance from a vehicle ahead to the control unit 21.
- a millimeter wave radar by measuring a reflected wave of a radiating radio wave, the following distance is calculated.
- the camera by analyzing information of image from the camera, the following distance is calculated.
- the control unit 21 When a predetermined fuel-cut condition is satisfied, the control unit 21 performs fuel-cut that stops fuel supply to the internal combustion engine 1.
- the fuel-cut condition is satisfied, for instance, when the engine rotation speed is equal to or higher than a predetermined fuel-cut rotation speed and the accelerator opening degree (APO) is equal to or less than a predetermined opening degree after completion of warming-up.
- the control unit 21 executes a fuel-cut control.
- the fuel-cut control of the present embodiment when the fuel-cut condition is satisfied, the fuel supply to the internal combustion engine 1 is stopped after a lapse of a predetermined fuel-cut delay time from this time point of the satisfaction of the fuel-cut condition.
- the control unit 21 resumes the fuel supply to the internal combustion engine 1.
- the fuel-cut recovery condition is satisfied, for instance, when the accelerator opening degree (APO) is larger than the predetermined opening degree, or when the engine rotation speed is equal to or less than a predetermined fuel-cut recovery rotation speed without depression of the accelerator pedal.
- APO accelerator opening degree
- the accelerator opening degree (APO) becomes the predetermined opening degree or less (fully closed) upon shifting. Because of this, the fuel-cut condition is satisfied at the time of carrying out the shift.
- the vehicle operating condition is in the EGR region also after time t1. That is, the vehicle operating condition at time t3 at which the fuel-cut is finished is in the EGR region.
- the EGR is forbidden until a timing of time t4 at which the inside of the exhaust passage 3 is filled with the exhaust gas.
- the EGR is forbidden until the timing of time t4 at which a predetermined time Tf elapses from time t3.
- the predetermined time Tf corresponds to a time (a time period) from resumption of the fuel supply to the internal combustion engine 1 in a state in which the inside of the exhaust passage 3 is filled with the fresh air until the exhaust passage 3 is filled with the exhaust gas.
- the fuel-cut condition is satisfied at time t1, and the fuel-cut is started at time t2 at which a first delay time T1 elapses from time t1.
- the first delay time T1 is a predetermined fuel-cut delay time.
- the gear is shifted up (upshift is carried out) during a time period from time t1 to time t3 for which the clutch is disengaged.
- the fuel-cut condition is satisfied also at time t5, and the fuel-cut is started at time t6 at which the first delay time T1 elapses from time t5. Further, in Fig.
- the gear is shifted up (upshift is carried out) during a time period from time t5 to time t7 for which the clutch is disengaged. Furthermore, although the fuel-cut is finished at time t7, the EGR is forbidden until a timing of time t8 at which the inside of the exhaust passage 3 is filled with the exhaust gas. Time t8 is a timing at which the predetermined time Tf elapses from time t7.
- the fuel efficiency improving effect by performing the EGR becomes large, and thus the fuel efficiency of the vehicle can be relatively improved by immediately performing the EGR after completion of the shift without performing the fuel-cut.
- the vehicle operating condition after the shift is predicted on the basis of the vehicle operating condition at the time of the shift. And, on the basis of the predicted vehicle operating condition after the shift, determination whether or not the fuel-cut is performed is made.
- the vehicle operating condition after the shift is predicted at a timing at which the fuel-cut condition is satisfied. Then, when it is predicted that the fuel efficiency of the case where the fuel-cut is not performed is relatively improved, the fuel-cut is not going to be performed. On the other hand, when it is predicted that the fuel efficiency of the case where the fuel-cut is performed is relatively improved, the fuel-cut is going to be performed.
- the fuel-cut upon shifting during execution of the EGR, when it is predicted that the vehicle operating condition after the shift is in the EGR region and the fuel efficiency improving effect by the EGR is relatively large, the fuel-cut is not going to be performed.
- the fuel-cut upon shifting during execution of the EGR, when it is predicted that the fuel efficiency improving effect by the EGR after the shift is relatively small, the fuel-cut is going to be performed.
- a case where it is predicted that the fuel efficiency improving effect by the EGR after the shift is relatively small is, for instance, a case where the EGR ratio is low, or a case where the vehicle operating condition is in the non-EGR region.
- Fig. 3 is a timing chart in a case where the fuel-cut is not performed upon shifting.
- a start time of the fuel-cut is delayed until time t4 at which a second delay timeT2 elapses from time t1. That is, upon shifting during execution of the EGR, when it is predicted that the vehicle operating condition after the shift is in the EGR region and the fuel efficiency of the case where the fuel-cut is not performed is relatively improved, a fuel-cut delay time from a time (time t1) of the satisfaction of the fuel-cut condition until the fuel-cut is started is delayed.
- the second delay time T2 is a fuel-cut delay time that is set to be longer than the first delay time T1 and is set to be sufficiently longer than a time required to complete the shift.
- Time t2 in Fig. 3 is a timing at which the clutch disengaged at time t1 is engaged. Then, in Fig. 3 , the gear is shifted up (upshift is carried out) during a time period from time t1 to time t2 for which the clutch is disengaged. Time t3 in Fig.
- time t3 is a timing at which the EGR is resumed by the fact that the accelerator opening degree (APO) after completion of the shift is increased and the engine load is increased then the vehicle operating condition shifts to or enters the EGR region.
- time t3 is substantially same as a timing at which the accelerator opening degree (APO) becomes stable.
- the timing at which the EGR is resumed and the timing at which the accelerator opening degree (APO) becomes stable are not always the same timing.
- the fuel-cut condition is satisfied, and it is predicted that the vehicle operating condition after the shift is in the EGR region and the fuel efficiency of the case where the fuel-cut is not performed is relatively improved.
- Fig. 3 at a timing of time t5
- a start time of the fuel-cut is delayed until time t8 at which the second delay time T2 elapses from time t5.
- the shift is completed before time t8 at which the second delay time T2 elapses from time t5, and the EGR is started at a timing of time t7 that is before time t8.
- Time t7 in Fig. 3 which is similar to time t3, is a timing at which the EGR is resumed by the fact that the accelerator opening degree (APO) after completion of the shift is increased and the engine load is increased then the vehicle operating condition shifts to or enters the EGR region.
- time t7 is substantially same as a timing at which the accelerator opening degree (APO) becomes stable.
- Time t6 in Fig. 3 is a timing at which the clutch disengaged at time t5 is engaged. Then, in Fig. 3 , the gear is shifted up (upshift is carried out) during a time period from time t5 to time t6 for which the clutch is disengaged.
- the vehicle operating condition after the shift can be predicted according to whether the vehicle accelerates by the shift, whether the vehicle decelerates by the shift and whether the vehicle speed does not change by the shift etc..
- Fig. 4 is an explanatory drawing schematically showing a change of the operating condition in a case where the vehicle accelerates by the shift (gear change) .
- An arrow represented by a solid line in Fig. 4 indicates a change of an operating point of the internal combustion engine 1 in a case where the gear is shifted up (upshift is carried out).
- An arrow represented by a broken line in Fig. 4 indicates a change of the operating point of the internal combustion engine 1 in a case where the gear is shifted down (downshift is carried out).
- the fuel-cut is not performed upon shifting so as to be able to immediately perform the EGR after completion of the shift.
- the clutch is disengaged at a point A, and the clutch is engaged in a line (or a region) from a point C to a point B.
- the engine rotation speed of the internal combustion engine 1 at the point B is lower than that at the point A.
- the load of the internal combustion engine 1 at the point B is higher than that at the point A.
- Fig. 5 is an explanatory drawing schematically showing a change of the operating state in a case where the vehicle decelerates by the shift.
- An arrow represented by a solid line in Fig. 5 indicates a change of the operating point of the internal combustion engine 1 in a case where the gear is shifted up (upshift is carried out).
- An arrow represented by a broken line in Fig. 5 indicates a change of the operating point of the internal combustion engine 1 in a case where the gear is shifted down (downshift is carried out).
- Fig. 6 is an explanatory drawing schematically showing a change of the operating state in a case where the vehicle speed does not change by the shift.
- An arrow represented by a solid line in Fig. 6 indicates a change of the operating point of the internal combustion engine 1 in a case where the gear is shifted up (upshift is carried out).
- An arrow represented by a broken line in Fig. 6 indicates a change of the operating point of the internal combustion engine 1 in a case where the gear is shifted down (downshift is carried out).
- the upshift is carried out and the EGR ratio is such an amount as the fuel efficiency improving effect by the EGR is relatively small, it is predicted that the fuel efficiency of the case where the fuel-cut is performed upon shifting is relatively improved. Further, if the downshift is carried out, it is predicted that the fuel efficiency of the case where the fuel-cut is performed upon shifting is relatively improved.
- the fuel-cut delay time could be delayed.
- the upshift is carried out during the delay of the fuel-cut, the fuel-cut remains undone, whereas if the downshift is carried out during the delay of the fuel-cut, the fuel-cut is performed from this time point.
- the prediction of the vehicle operating condition after the shift such as acceleration and deceleration, made based on the vehicle operating condition at the time of the shift can be made from, for instance, the vehicle distance (following distance) from a vehicle ahead, information about the limiting speed (regulation speed), the gradient of the road, the vehicle speed and the engine rotation speed and the gear position (the shift position), the vehicle speed and the acceleration, a returning speed of the accelerator pedal, and so on.
- the prediction of the vehicle operating condition after the shift it could be possible to judge the vehicle operating condition by combining the following prediction methods explained below as necessary.
- the fuel-cut delay time is delayed, and if the upshift is carried out, the fuel-cut remains undone, whereas if the downshift is carried out, the fuel-cut is performed from this time point.
- the fuel-cut delay time is delayed, and if the upshift is carried out, the fuel-cut remains undone, whereas if the downshift is carried out, the fuel-cut is performed from this time point.
- the returning speed of the accelerator pedal (an acceleration returning speed) is equal to or greater than a predetermined acceleration returning speed threshold value, it is conceivable that the vehicle will accelerate by carrying out the upshift. In this case, it is predicted that the vehicle operating condition after the shift is in the EGR region. Therefore, when the returning speed of the accelerator pedal is equal to or greater than the predetermined acceleration returning speed threshold value upon shifting, since the fuel efficiency of the vehicle is relatively improved by immediately performing the EGR after the shift, the fuel-cut is not performed by delaying the fuel-cut delay time.
- the acceleration returning speed is calculated from, for instance, a displacement per unit time of a depression amount of the accelerator pedal which is detected by the accelerator opening degree sensor 23.
- Fig. 7 is a flow chart showing a flow of the control in the embodiment described above.
- the vehicle operating condition is monitored.
- a judgment is made as to whether or not a shift operation is predicted.
- the routine proceeds to step S3.
- a current routine is ended.
- step S3 a judgment is made as to whether or not the fuel efficiency improving effect by the EGR after the shift is large.
- the routine proceeds to step S4.
- step S3 if it is judged that the fuel efficiency improving effect by the EGR after the shift is relatively small, the routine proceeds to step S6.
- step S4 a judgment of the shift operation is made. That is, if the accelerator opening degree is the predetermined opening degree or less (fully closed) and the clutch is in a disengagement state, it is judged that the shift operation occurs. At step S4, if it is judged that the shift operation occurs, the routine proceeds to step S5.
- step S5 the fuel-cut delay time is delayed. That is, a fuel-cut control using the delayed fuel-cut delay time is executed.
- a normal fuel-cut control is executed. That is, if the shift operation occurs, the normal fuel-cut control is executed without delaying the fuel-cut delay time.
- the present invention can be applied to a normal aspiration (or natural aspiration) internal combustion engine having no supercharger.
- the present invention can be applied to, for instance, a so-called port injection type internal combustion engine (a port injection engine) in which fuel is injected into the intake port or a direct-injection type internal combustion engine (a direct injection engine) in which fuel is directly injected into the cylinder.
- a port injection engine a port injection engine
- a direct-injection type internal combustion engine a direct injection engine
- the embodiment described above is concerned with the control method for the internal combustion engine 1 and the control device for the internal combustion engine 1.
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
- Control Of Transmission Device (AREA)
- Exhaust-Gas Circulating Devices (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
PCT/JP2016/075770 WO2018042613A1 (ja) | 2016-09-02 | 2016-09-02 | 内燃機関の制御方法及び内燃機関の制御装置 |
Publications (3)
Publication Number | Publication Date |
---|---|
EP3508712A1 EP3508712A1 (en) | 2019-07-10 |
EP3508712A4 EP3508712A4 (en) | 2019-09-18 |
EP3508712B1 true EP3508712B1 (en) | 2020-08-19 |
Family
ID=61300506
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
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EP16915173.5A Active EP3508712B1 (en) | 2016-09-02 | 2016-09-02 | Control method for internal combustion engine and control device for internal combustion engine |
Country Status (5)
Country | Link |
---|---|
EP (1) | EP3508712B1 (zh) |
JP (1) | JP6565108B2 (zh) |
CN (1) | CN109690056B (zh) |
MX (1) | MX370258B (zh) |
WO (1) | WO2018042613A1 (zh) |
Family Cites Families (10)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS6027757A (ja) * | 1983-07-25 | 1985-02-12 | Toyota Motor Corp | 車両用電子制御燃料噴射内燃機関の燃料カツト制御方法 |
JP3201153B2 (ja) * | 1994-06-27 | 2001-08-20 | トヨタ自動車株式会社 | 自動変速機付き車両の燃料供給制御装置 |
JP4274266B2 (ja) * | 2007-05-08 | 2009-06-03 | トヨタ自動車株式会社 | 車両およびその制御方法 |
US8214127B2 (en) * | 2008-10-01 | 2012-07-03 | GM Global Technology Operations LLC | Torque based clutch fuel cut off |
JP4687793B2 (ja) * | 2009-01-14 | 2011-05-25 | トヨタ自動車株式会社 | 排気再循環装置 |
JP5370426B2 (ja) * | 2011-07-22 | 2013-12-18 | マツダ株式会社 | ディーゼルエンジンの制御装置 |
JP5948770B2 (ja) * | 2011-09-14 | 2016-07-06 | 日産自動車株式会社 | 車両駆動装置 |
JP5849635B2 (ja) * | 2011-11-16 | 2016-01-27 | マツダ株式会社 | ディーゼルエンジンの制御装置 |
US9404468B2 (en) * | 2013-08-16 | 2016-08-02 | Ford Global Technologies, Llc | Method and system for torque control |
US9988994B2 (en) * | 2014-06-06 | 2018-06-05 | Ford Global Technologies, Llc | Systems and methods for EGR control |
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2016
- 2016-09-02 CN CN201680088880.XA patent/CN109690056B/zh active Active
- 2016-09-02 MX MX2019002089A patent/MX370258B/es active IP Right Grant
- 2016-09-02 JP JP2018536633A patent/JP6565108B2/ja not_active Expired - Fee Related
- 2016-09-02 EP EP16915173.5A patent/EP3508712B1/en active Active
- 2016-09-02 WO PCT/JP2016/075770 patent/WO2018042613A1/ja unknown
Non-Patent Citations (1)
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Also Published As
Publication number | Publication date |
---|---|
EP3508712A1 (en) | 2019-07-10 |
WO2018042613A1 (ja) | 2018-03-08 |
MX2019002089A (es) | 2019-06-03 |
MX370258B (es) | 2019-12-09 |
CN109690056A (zh) | 2019-04-26 |
JPWO2018042613A1 (ja) | 2019-02-21 |
JP6565108B2 (ja) | 2019-08-28 |
EP3508712A4 (en) | 2019-09-18 |
CN109690056B (zh) | 2020-04-21 |
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