JP2005147134A - Operation method for internal combustion engine and device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an operation method for an internal combustion engine and a device with less vibration applied to a drive train and generation of less noises in the drive train, capable of carrying out excessive motion after stopping of the internal combustion engine. <P>SOLUTION: In the operation method for the internal combustion engine (1), a control element (10) is provided, influence to feeding of air to the internal combustion engine (1) is imparted by the control element and air for combustion is fed through an air duct (5). When requirement for demanding stopping of the internal combustion engine (1) is detected, stopping of the internal combustion engine (1) is introduced accompanied by previously determined delaying. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

  The present invention relates to a method and a device for the operation of an internal combustion engine in which the supply of air is influenced by a control element.

  A method and apparatus for operating an internal combustion engine in which combustion air is fed into the internal combustion engine through an air duct is already known. In this case, a control element is provided, which influences the supply of air to the internal combustion engine.

  A conventional engine control system for an Otto engine with an electrically operated throttle valve is used in the case of an automobile driven by an Otto engine, for example, to stop an internal combustion engine as a result of a key cut of an ignition device by a driver. When the required request is detected, the throttle valve is stopped at a stop position determined during after-motion after the Otto engine has stopped, in many cases within a closed throttle valve region. This is the case when the Otto engine is in a driving mode in which the throttle is greatly opened during idling (for example, when the Otto engine is stratified or when the Otto engine is operated with a lean air / fuel mixture). In the aftershocks during the Otto engine shutdown, initially the Otto engine cylinder filling rate is still relatively high, and as a result, the Otto engine cylinder compression action causes the drivetrain to The result is a strong force, which leads to the generation of noise in the drivetrain.

  An object of the present invention is to provide an operating method and apparatus for an internal combustion engine that enables after-operation after the stop of the internal combustion engine, with less vibration applied to the drive train and less noise in the drive train. That is.

  According to the present invention, when detecting a request for stopping the internal combustion engine in the operating method of the internal combustion engine in which the air for combustion is sent through the air duct, the supply of air to the internal combustion engine is influenced by the control element, The stop of the internal combustion engine is introduced with a predetermined delay.

  Further, according to the present invention, an operating device for an internal combustion engine capable of sending combustion air through an air duct, in which the supply of air to the internal combustion engine is influenced by a control element, is requested to stop the internal combustion engine. When a request for stopping the internal combustion engine is detected by the detection unit, the stop of the internal combustion engine (1) is introduced with a predetermined delay. .

  The method and apparatus for operating an internal combustion engine according to the present invention has the advantage that when a request to stop the internal combustion engine is detected, the stop of the internal combustion engine is introduced with a predetermined delay. In this way, when a request for stopping the internal combustion engine is detected, the stop of the internal combustion engine is delayed until the control element is set to the stop position if the delay is appropriately determined in advance. Is possible. As a result, after the internal combustion engine is stopped, the afterglow of the internal combustion engine under low load and low intake pipe pressure in the air duct is realized. The generated force is much less, which also results in much less noise.

The present invention is further capable of advantageous expansion and improvement.
It is particularly advantageous if the control element is brought to a predetermined stop position from the time when a request for stopping the internal combustion engine is detected. In this way, the control element is able to shut down the internal combustion engine in order to allow it to be shut down under low loads, thereby avoiding unwanted excitation to the drive train and thus unwanted noise generation. It can be guaranteed that it will be brought to its stop position in advance.

  Another advantage arises when the position at which the control element almost cuts off the air supply to the internal combustion engine is selected as the predetermined stop position. In this way, a low load and a low intake pipe pressure are ensured for stopping the internal combustion engine, in particular starting from the idling speed.

  Another advantage arises when a time is selected that ensures that the control element can be brought to its stop position because of a predetermined delay. In this way it is ensured that the internal combustion engine is stopped only when the control element is in its stop position. This makes it possible to stop the internal combustion engine under low load and low intake pipe pressure in the stop position where the control element is almost closed and therefore the supply of air to the internal combustion engine is almost interrupted. As such, it does not result in undesirable excitation of the drive train.

  Another advantage arises when a value smaller than 100 milliseconds is selected as the time for the predetermined delay. In this way, the delay in stopping the internal combustion engine is not perceived by the driver of the vehicle, and in particular in the case of a new electric control element designed as a throttle valve, a more reliable stop by the control element. The position can be reached.

  Another advantage is that if after detecting a request to stop the internal combustion engine, the control element is brought to its stop position and the internal combustion engine is stopped as soon as the control element reaches its stop position. to be born. In this way, it is absolutely guaranteed that the internal combustion engine is stopped only when the control element reaches its stop position.

Embodiments of the invention are shown in the drawings and are explained in detail in the following description.
In FIG. 1, for example, a combustion engine that drives a vehicle is indicated by reference numeral 40. The combustion engine 40 includes the internal combustion engine 1, and the internal combustion engine 1 can be formed as, for example, an Otto engine (spark ignition engine) or a diesel engine. As an example, it is assumed that the combustion engine 1 is an Otto engine. Fresh air is fed into the otto engine 1 through the air duct 5. A control element 10 is arranged in the air duct 5, whereby the flow rate of fresh air sent into the otto engine 1 can be adjusted. The control element 10 can be made as a throttle valve, for example. The opening degree of the throttle valve 10 can be adjusted by the engine control device 15 depending on, for example, the driver's intention. In this case, the driver's intention is given by, for example, an accelerator pedal operation not shown in FIG. The throttle valve sensor 30 is optimally located in the region of the throttle valve 10 and measures the throttle valve position and transmits it to the engine control unit 15 in a manner already known to those skilled in the art. it can. The engine controller 15 further controls fuel injection and ignition of the air / fuel mixture in the combustion chamber of the Otto engine 1 in a manner already known to those skilled in the art. This is symbolically shown in FIG. 1 by an arrow from the engine control device 15 to the Otto engine 1. Exhaust gas generated during combustion of the air / fuel mixture in the combustion chamber of the Otto engine 1 is pushed into the exhaust gas path 35. Further, FIG. 1 shows a detection unit 20 that detects a request for stopping the Otto engine 1. In the simplest case, the request to stop the Otto engine 1 can be generated by an ignition interruption on the driver side of the vehicle. To do so, the vehicle driver must turn the car key in the ignition key hole to the OFF position. This is detected by the detection unit 20 and transmitted to the engine control device 15.

  Here, according to the present invention, when a request for stopping the Otto engine 1 is detected on the detection unit 20 side, the engine control device 15 detects the request for stopping the Otto engine 1 from the detection of the request for stopping the Otto engine 1. The Otto engine 1 is stopped only after a predetermined delay until the Otto engine 1 is stopped. Thus, the stop of the Otto engine 1 is introduced only after a predetermined delay has elapsed since the detection of the request for the stop of the Otto engine 1. The introduction of the stop of the Otto engine 1 is performed, for example, by shutting off the fuel supply and caused by the engine control device 15. After the introduction of the Otto engine 1 stoppage, the Otto engine 1 continues to move still slightly. When the predetermined delay is selected so that the throttle valve 10 can be moved completely to the predetermined stop position from the point of detection of the request for the stop of the Otto engine 1, the remainder of the Otto engine 1 is set. Movement is performed under a defined load condition. As a predetermined stop position of the throttle valve 10, for example, a position where the throttle valve 10 almost blocks the supply of air to the Otto engine 1 can be selected. Thereby, in this case, the stop of the Otto engine 1 is only introduced when the throttle valve 10 is brought to its almost closed stop position after detection of a request for stopping the Otto engine 1. Is done. Since the afterglow of the Otto engine 1 is in this case performed under a low load and a low intake pipe pressure in the air duct 5, the Otto engine 1 is as little as possible with respect to the vehicle drive train during the afterglow. The drive train includes a double mass flywheel and a transmission, as is well known. As a result, the generation of noise in the drive train when the Otto engine 1 is moved over is also reduced.

  For a predetermined delay, for example, the time during which the throttle valve 10 can be brought completely and reliably from any throttle valve position to its stop position can be selected. As a result, the stop of the Otto engine 1 from the time when the request for the stop of the Otto engine 1 is detected until the stop of the Otto engine 1 is introduced only when the throttle valve 10 reliably reaches its stop position. Guaranteed. In the case of the new electric throttle valve used today, a value smaller than 100 milliseconds can be selected as the time for the predetermined delay. Such a throttle valve can be brought to its stop position in less than 100 milliseconds from any throttle valve position. As another method, it is proposed to set a delay from the detection of the request for requesting the stop of the Otto engine 1 to the stop of the Otto engine 1 depending on the detection of the stop position by the throttle valve 10. Can do. This can be done using the throttle valve sensor 30. In this way, for example, it is guaranteed that the Otto engine 1 is stopped for the first time or the stop is introduced for the first time after the throttle valve 10 has already been brought fully into its stop position. In addition, it is guaranteed that the Otto engine 1 can be stopped at the earliest possible time as the throttle valve 10 reaches the stop position.

  In the following, the method according to the invention and the device according to the invention will be described in detail using functional diagrams, respectively, on the basis of two embodiments. In that case, the two embodiments differ in terms of how the delay is set according to the possibilities described above.

  According to the first embodiment shown in FIG. 2, the engine control device 15 includes a delay unit 25, and the detection signal of the detection unit 20 is sent to the input side of the unit. When the detection unit 20 detects the interruption of the ignition device by the driver, the output signal is set and sent to the delay unit 25. The delay unit 25 is given a time constant, which in this example is less than 100 milliseconds. After the elapse of this time constant, the output of the delay unit 25 is also determined. The output signal of the detection unit 20 is further sent to the control module 45 of the throttle valve 10. As soon as the output signal of the detection unit 20 is given, the control module 45 of the throttle valve 10 moves the throttle valve 10 to its stop position without delay. At that time, the stop position can be set in advance by the control module 45, and in this case, the throttle valve position that is almost closed (that is, the opening of the throttle valve starts from 0% at the stop position). For example, the value corresponds to about 2%). In doing so, the time constant of the delay unit 25 is selected so that the throttle valve 10 can reliably reach its stop position from any throttle valve position during this time constant. In this way, it is ensured that the throttle valve 10 has reached its stop position when the output signal of the delay unit 25 is set. Along with the setting of the output signal of the delay unit 25, the relay 50 at the rear stage of the delay unit 25 is cut off. As a result, the fuel injection control module 55 switched by the relay 50 is also cut off, so that the entire fuel injection is deactivated, whereby the stop of the Otto engine 1 is introduced or the Otto engine 1 is stopped. . The Otto engine 1 operates under a low intake line pressure based on a low load and a nearly closed throttle valve 10 and thus a nearly shut off air supply until final rest. This prevents the application of disturbing vibrations and thus the generation of disturbing noise to the drive train. According to FIG. 2, the engine control device 15 is required for the operation of the combustion engine 40, but in addition to other modules not shown in FIG. 2, the delay unit 25 and the control module 45 of the throttle valve 10. , A relay 50 and a fuel injection control module 55.

  FIG. 3 shows a functional diagram of the second embodiment. In this case, the same reference symbols indicate the same elements as in FIG. Unlike the first embodiment shown in FIG. 2, according to the second embodiment shown in FIG. 3, no time constant is given as a fixed value anymore. On the contrary, the engine control device 15 has another input terminal, and the output signal of the throttle valve sensor 30 is sent to the input terminal. This output signal of the throttle valve sensor 30 is set when the throttle valve 10 is in its stop position or otherwise reset. For this purpose, the stop position of the throttle valve 10 is stored in the throttle valve sensor 30 and is continuously compared with the actual throttle valve position of the throttle valve 10. Unlike the first embodiment shown in FIG. 2, the output signal of the detection unit 20 is not sent to the earliest delay unit in the case of the second embodiment shown in FIG. The output of the throttle valve sensor 30 is AND-coupled. This AND combination is performed by an AND gate (&) 60. Next, the output signal of the AND gate 60 is sent to the relay 50. Thus, in the case of the second embodiment shown, the delay unit is formed by the AND gate 60 and the throttle valve sensor 30. At that time, the output signal of the AND gate 60 is set for the first time when both the output signal of the detection unit 20 and the output signal of the throttle valve sensor 30 are set. Thus, the relay 50 is thus assured that the fuel supply is cut off at the earliest with the arrival of the stop position by the throttle valve 10 and therefore with the set of output signals of the throttle valve 30 associated therewith. On the other hand, if there is a request to stop the Otto engine 1, and therefore there is a set output signal of the detection unit 20 of the Otto engine 1, the stop position by the throttle valve 10 is the earliest possible. And the setting of the output signal of the throttle valve 30 associated therewith, it is guaranteed that it can be stopped. In addition to the other modules described above that are necessary for the operation of the combustion engine 40 but are not shown in FIG. 3, the engine control device 15 is a control module 45 for the AND gate 60 and the throttle valve 10. , A relay 50, and a fuel injection control module 55. The delay for stopping the Otto engine 1 based on the detection of the request for stopping the Otto engine 1 based on the set of the output signal of the detection unit 20 is the stop position of the throttle valve 10 in this second embodiment. Therefore, when the output signal of the detection unit 20 is set at the same time, the output signal of the throttle valve sensor 30 is set. In the case of the second embodiment, optimally and not shown in FIG. 3, but additionally, as in the case of the first embodiment shown in FIG. In order for the delay unit to shut off the relay 50 and at the same time the control module 55 for the control of the fuel injection by the set of output signals at the latest after the elapse of the time constant (this shut-off is already the output signal of the throttle valve sensor 30). For example, it can be proposed to be triggered using a predetermined time constant as in the first embodiment. For this purpose, the output signal of the delay unit (not shown) and the output signal of the AND gate 60 are OR-coupled via an OR gate (not shown in FIG. 3). The relay 50 can be controlled. In this way, it is guaranteed that the request for stopping the Otto engine 1 can be met in any case, even when the throttle valve 10 cannot be brought to its stop position. The time constant of the delay unit can again be selected, for example, equal to 100 milliseconds, however, in an advantageous manner, the Otto engine 1 is stopped from the detection of a request to stop the Otto engine 1 at most. The delay should be chosen so that it is not perceived by the vehicle driver. The greater this delay is selected by the appropriate setting of the time constant, the more the throttle valve 10 can actually and reliably reach its stop position before the Otto engine 1 stops.

  FIG. 4 shows an example of a flow diagram of the method according to the invention. After the start of the program, the engine control device 15 checks whether there is a request for stopping the Otto engine 1 during the travel cycle of the vehicle. This request is detected by the engine control device 15 when the output signal of the detection unit 20 is set. If this is detected, the process branches to program step 105, and if not detected, the process returns to program step 100.

  In program step 105, the engine control device 15 is triggered by the control module 45 of the throttle valve 10 and by the set output signal of the detection unit 20 to bring the throttle valve 10 to its stop position, in this case. Move to a nearly closed throttle valve position. Furthermore, in the manner already described, the delay unit 25 is started or triggered in the first embodiment by the set output signal of the detection unit 20. In the case of the second embodiment, the input of the AND gate 60 connected to the output of the detection unit 20 is simply set by the output signal of the detection unit 20. A branch is then made to program step 110.

  In the program step 110, in the case of the first embodiment, the engine control device 15 determines whether or not the output of the delay unit 25 is set, that is, whether or not the time constant has been sent, In this embodiment, whether or not the throttle valve 10 has reached its stop position, that is, the output signal of the throttle valve sensor 30, and therefore the output signal of the AND gate is set together with the output signal of the detection unit 20. Check whether or not If the answer to this check is affirmative (y), the process branches to program step 115; otherwise (negative (n)), the process returns to program step 110.

  In the program step 115, the engine control device 15 causes the fuel supply to be shut off via the control module 55 based on the shut-off of the relay 50, thereby introducing the stop of the Otto engine 1 or stopping the engine. The program is then terminated and the Otto engine 1 enters a stationary state.

  The Otto engine 1 can be stopped using, for example, the idling speed of the Otto engine 1 as a starting point. The method according to the invention is particularly advantageous when used in the stratified operation of an Otto engine, as described above, or in the operation of an Otto engine with a lean air / fuel mixture. This is because in this case the problem of the application of vibrations to the drive train and the generation of noise in the drive train after the Otto engine 1 is stopped are particularly relevant.

It is a schematic block diagram of the combustion engine provided with the internal combustion engine. It is a functional diagram for description of the apparatus and apparatus by 1st Example of this invention. It is a functional diagram for description of the apparatus and apparatus by 2nd Example of this invention. 4 is a flowchart of a method according to the present invention.

Explanation of symbols

1 ... Internal combustion engine (for example, Otto engine)
5 ... Air duct 10 ... Control element (for example, accelerator pedal)
DESCRIPTION OF SYMBOLS 15 ... Engine control apparatus 20 ... Detection unit 30 ... Throttle valve sensor 35 ... Exhaust gas path 40 ... Combustion engine 25 ... Delay unit 45 ... Throttle valve control module 50 ... Relay 55 ... Fuel injection control module 60 ... AND gate

Claims (8)

Of the internal combustion engine (1) provided with a control element (10), through which air for combustion is fed through an air duct (5), the supply of air to the internal combustion engine (1) being influenced by the control element In driving method,
Upon detecting a request to stop the internal combustion engine (1), the stop of the internal combustion engine (1) is introduced with a predetermined delay;
An operating method of an internal combustion engine characterized by the above.   2. The operating method according to claim 1, characterized in that the control element (10) is brought to a predetermined stop position from the moment when a request for a stop of the internal combustion engine (1) is detected.   The operating method according to claim 2, characterized in that the position at which the control element (10) almost cuts off the supply of air to the internal combustion engine (1) is selected as the predetermined stop position.   3. A method according to claim 1 or 2, characterized in that, due to the predetermined delay, a time is selected during which the control element (10) can be reliably brought to its stop position.   The driving method according to claim 4, wherein a value smaller than 100 milliseconds is selected as the time for the predetermined delay.   After detecting a request to stop the internal combustion engine (1), the control element (10) is brought to its stop position, and the internal combustion engine (1) reaches the stop position of the control element (10) at the earliest. The operation method according to any one of claims 1 to 5, wherein the operation method is stopped.   7. The operating method according to claim 1, wherein a throttle valve is used as the control element (10). In the operating device (15) of the internal combustion engine (1), in which the air for combustion can be fed through the air duct (5), the supply of air to the internal combustion engine being influenced by the control element (10),
Comprising a detection unit (20) for detecting a request to stop the internal combustion engine (1);
When the detection unit (20) detects a request to stop the internal combustion engine (1), the stop of the internal combustion engine (1) is introduced with a predetermined delay;
An operating device for an internal combustion engine characterized by the above.

Images