JP2005282434A - Engine starter - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To effectively improve the scavenging property of an engine in automatic stoppage and securely re-start the engine by stopping a piston at a proper position. <P>SOLUTION: This engine starter comprises an intake flow control means formed of a throttle valve 23 controlling the intake flow sucked into the cylinders 12A to 12D of the engine, an alternator 28 driven by the engine, and an automatic stop control means (ECU 2) which sets the intake flow to a value larger than that in the idle operation of the engine by controlling the intake flow control means at the beginning of the automatic stop operation of the engine, reduce the intake flow when the rotational speed of the engine lowers to a preset reference speed after the generated amount of an alternator 28 is lowered before the requirements for automatic stop are satisfied, and controls the alternator 28 to increase the generated amount. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to an engine starting device, and when an engine automatic stop condition set in advance in an engine idling state or the like is satisfied, the engine is automatically stopped and a restart condition is satisfied for an engine in the automatic stop state. The present invention relates to an engine starter configured to be restarted when the engine is started.

In recent years, in order to reduce fuel consumption and reduce CO ₂ emissions, a restart condition has been established such that the engine is automatically stopped temporarily during idling and the vehicle is then started by the driver. At the time, a technology for automatic engine stop control (so-called idle stop control) that automatically restarts the engine has been developed. The restart at the time of idling stop control requires quickness to start the engine immediately in accordance with the start operation of the vehicle, etc., but the engine output by the starter motor is generally performed conventionally. According to the method of restarting the engine through cranking that drives the shaft, there is a problem that it takes a considerable time to complete the start-up.

  Therefore, it is desirable to immediately start the engine with the combustion energy by injecting fuel into a cylinder that is in a stopped state in the expansion stroke to ignite and burn the cylinder. However, when the piston stop position of the cylinder that is in the stopped state in the expansion stroke as described above is inappropriate, for example, when the piston is stopped at a position very close to top dead center or bottom dead center, There is a possibility that the engine cannot be started normally due to the fact that the amount of air is so small that combustion energy cannot be obtained sufficiently or the stroke of the combustion energy acting on the piston is too short.

As a countermeasure for such a problem, for example, as shown in Patent Document 1 below, a brake device is provided for the crankshaft of the engine, and the piston of the cylinder that is stopped in the expansion stroke stops at an appropriate position during the stroke. As described in Patent Document 2 below, when it is determined that the engine automatic stop condition is satisfied, the intake air pressure is increased to increase the intake stroke of the cylinder that is stopped in the expansion stroke. The compression pressure is increased so that the piston can be stopped at a predetermined position.
Japanese Utility Model Publication No. 60-128975 JP 2001-173473 A

  According to the engine starting device disclosed in Patent Document 1, it is necessary to provide a device for braking the crankshaft of the engine separately from the braking device for the vehicle, and the piston of the cylinder that is stopped in the expansion stroke is provided. In order to stop at an appropriate position, the braking device must be controlled with high accuracy, and there is a problem that this control is difficult.

  On the other hand, as disclosed in Patent Document 2 described above, even when a configuration is adopted in which the intake pressure is increased and the compression pressure is increased when the automatic engine stop condition is satisfied, the degree of decrease in the engine speed is also reduced. Changes, the piston stop position fluctuates, making it difficult to stop the piston properly at a position suitable for restarting the engine, and to improve the scavenging performance when the engine automatically stops. There is a problem that.

  In view of the above circumstances, the present invention provides an engine starter that can effectively improve the scavenging performance when the engine is automatically stopped and can reliably restart the engine by stopping the piston at an appropriate position. Is.

  According to the first aspect of the present invention, when a preset automatic engine stop condition is satisfied, the fuel supply for continuing the operation of the engine is stopped and the engine is automatically stopped. An engine starter configured to restart the engine by injecting fuel into at least a cylinder that is stopped in the expansion stroke to cause ignition and combustion when the engine restart condition is satisfied An intake air flow rate adjusting means for adjusting an intake air flow rate drawn into the cylinder of the engine, an alternator driven by the engine, and an intake air flow rate adjusted by the intake air flow rate adjusting means at the initial stage of the automatic engine stop operation Is set to a state that is a predetermined amount greater than the minimum intake air flow rate required for continued engine operation, and the power generation amount of the alternator is After setting the scavenging mode period in which the fuel gas in the cylinder is scavenged by lowering than before the automatic gin stop condition is established, the intake flow rate is reduced when the engine speed drops to a preset reference speed. And automatic stop control means for controlling to increase the power generation amount of the alternator after a predetermined time has elapsed since the power generation amount of the alternator was decreased.

  According to a second aspect of the present invention, in the engine starting device according to the first aspect, when the engine is automatically stopped, a predetermined time elapses from the time when the rotational speed of the engine is reduced to a preset reference speed. After that, the rotational speed of the engine is detected, and when the rotational speed is small, the power generation amount of the alternator is set to a smaller value than when the rotational speed is large.

  According to a third aspect of the present invention, in the engine starting device according to the second aspect, when the engine is automatically stopped, the power generation amount of the alternator is reduced when the engine rotational speed is reduced to a preset reference speed. Is controlled to a preset constant value, and after that, the engine speed is detected until a predetermined time elapses. When this speed is high, the amount of power generated by the alternator is smaller than when the speed is small. Set to a large value.

  According to a fourth aspect of the present invention, in the engine starting device according to the second or third aspect, when the engine is automatically stopped, the engine rotation speed when the piston passes the compression top dead center is detected. The power generation amount of the alternator is controlled based on the detected value of the rotational speed.

  According to a fifth aspect of the present invention, in the engine starting device according to any one of the second to fourth aspects, when the engine is automatically stopped, the rotational speed of the engine is reduced to a preset reference speed. When a predetermined time elapses after the engine speed is detected, a decrease in the engine speed is detected, and if it is confirmed that the engine speed is significantly decreased based on the detected value, the alternator The amount of power generation is temporarily increased.

  According to a sixth aspect of the present invention, in the engine starter according to any one of the first to fifth aspects, when the engine is automatically stopped, the rotational speed of the engine at which fuel injection is stopped is determined by Is set to a value higher than the normal idle rotation speed at which automatic stop is not performed.

  According to a seventh aspect of the present invention, in the engine starting device according to any one of the first to sixth aspects, when the engine is automatically stopped, the amount of power generated by the alternator is temporarily reduced when the fuel injection is stopped. Is set to 0.

  According to an eighth aspect of the present invention, in the engine starting device according to any one of the first to seventh aspects, when the automatic engine stop condition is satisfied, the target engine speed is automatically stopped. The fuel injection is stopped in a state in which the intake pressure is stabilized by controlling the intake flow rate adjusting means so that the intake pressure becomes a constant value while being set to a value higher than the normal idle rotation speed that is not allowed .

  According to a ninth aspect of the present invention, in the engine starting device according to any one of the first to eighth aspects, the automatic transmission is set to the neutral state when the automatic engine stop condition is satisfied. is there.

  According to the first aspect of the invention, when the engine automatic stop condition is satisfied and the automatic stop control is executed, the power generation amount of the alternator is reduced while sufficiently securing the intake air flow sucked into the engine cylinder. By doing so, it is possible to effectively improve the scavenging performance of the combustion gas by suppressing an excessive decrease in the rotational speed of the engine when the engine is automatically stopped. When the engine speed decreases to the reference speed after the fuel injection is stopped, the intake air flow rate is decreased, and the power generation amount is increased after a predetermined time has elapsed since the power generation amount of the alternator is decreased. By executing the control to adjust the rotational resistance of the crankshaft and the like, it is possible to stop a piston such as a cylinder that is in the expansion stroke at the time of stopping the engine at a position suitable for restarting the engine.

  According to the second aspect of the present invention, when the engine is automatically stopped, the engine rotation detected when the engine rotation speed decreases to some extent after the engine rotation speed reaches a preset reference speed. By controlling the amount of power generated by the alternator according to the speed and adjusting the degree of decrease in the engine rotation speed, automatic stop control for stopping at a position suitable for restarting the engine can be executed more effectively.

  According to the invention of claim 3, when it is confirmed that when the engine is automatically stopped, the fuel injection is stopped and the rotational speed of the engine is reduced to a preset reference speed, the power generation amount of the alternator By temporarily increasing the engine speed, the engine speed can be reduced along a predetermined reference line, and the engine speed is controlled by controlling the power generation amount of the alternator according to the detected engine speed. By adjusting the degree of decrease in speed, the piston can be accurately stopped at a position suitable for restarting the engine.

  According to the invention of claim 4, when the engine is automatically stopped, the engine rotation speed detected at a time when the piston passes the compression top dead center and the engine rotation speed is temporarily stabilized. Therefore, there is an advantage that the degree of decrease in the engine rotation speed can be adjusted by appropriately controlling the power generation amount of the alternator.

  According to the fifth aspect of the present invention, when the engine is automatically stopped, the fuel injection is stopped, and the engine speed is detected when a predetermined time elapses after the engine speed reaches a preset reference speed. Based on the degree of decrease in engine speed, if it is confirmed that the engine speed has decreased significantly, control to temporarily increase the amount of power generated by the alternator is executed and the engine stop time is As a result, it is possible to effectively prevent the occurrence of a situation in which the piston stops at an inappropriate position due to the excessive decrease in the engine speed.

  According to the invention of claim 6, when the engine is automatically stopped, the fuel injection is stopped in a state where the rotation speed of the engine is increased to a value higher than a normal idle rotation speed that does not automatically stop the engine. By increasing the engine speed (intake, compression, expansion and exhaust strokes) after stopping fuel injection, the engine speed is reduced along a preset reference line, and the intake flow rate and alternator By controlling the amount of power generation and adjusting the rotational resistance of the crankshaft, automatic stop control for stopping the piston at a position suitable for restarting the engine can be appropriately executed.

  According to the seventh aspect of the present invention, when the engine automatic stop condition is satisfied and the fuel injection is stopped, the power generation amount of the alternator is set to 0, so that the engine speed is reduced after the fuel injection is stopped. The piston can be stopped at a position suitable for restarting the engine by effectively suppressing excessive reduction and reducing the rotational speed of the engine along a preset reference line.

  According to the eighth aspect of the invention, when the engine automatic stop condition is satisfied, the engine rotation speed is increased to a value higher than the normal idle rotation speed at which the engine is not automatically stopped, and the intake negative pressure is constant. It is possible to appropriately execute the automatic stop control for stopping the piston at a position suitable for restarting the engine by stopping the fuel injection in a state where the engine operating state is stabilized by controlling to become a value. it can.

  According to the ninth aspect of the invention, when the engine automatic stop condition is satisfied and the engine is automatically stopped, the fuel injection is stopped in a state in which the automatic transmission is set to the neutral state and fluctuations in the engine speed due to disturbance are suppressed. And the automatic stop control which stops a piston in the position suitable for restart of an engine can be appropriately performed by reducing the rotational speed of an engine along a predetermined | prescribed reference line.

  1 and 2 show a schematic configuration of a four-cycle spark ignition engine having an engine starter according to the present invention. The engine includes an engine main body 1 having a cylinder head 10 and a cylinder block 11 and an ECU 2 for engine control. The engine body 1 is provided with four cylinders 12A to 12D, and a piston 13 connected to the crankshaft 3 is fitted into each of the cylinders 12A to 12D so that a combustion chamber 14 is provided above the cylinder 13. Is formed.

  A spark plug 15 is installed at the top of the combustion chamber 14 of each of the cylinders 12 </ b> A to 12 </ b> D so that the plug tip faces the combustion chamber 14. A fuel injection valve 16 that directly injects fuel into the combustion chamber 14 is provided on the side of the combustion chamber 14. This fuel injection valve 16 incorporates a needle valve and a solenoid (not shown), and is driven and opened for a time corresponding to the pulse width of the pulse signal input from the ECU 2, and has an amount corresponding to the valve opening time. The fuel is injected toward the vicinity of the electrode of the spark plug 15.

  In addition, an intake port 17 and an exhaust port 18 that open toward the combustion chamber 14 are provided above the combustion chamber 14 of each of the cylinders 12A to 12D, and an intake valve 19 and an exhaust gas are connected to these ports 17 and 18, respectively. Each valve 20 is equipped. The intake valve 19 and the exhaust valve 20 are driven by a valve mechanism having a camshaft or the like (not shown), so that each cylinder 12A to 12D performs a combustion cycle with a predetermined phase difference. The opening / closing timing of the intake / exhaust valves 19 and 20 is set.

  An intake passage 21 and an exhaust passage 22 are connected to the intake port 17 and the exhaust port 18. As shown in FIG. 2, the downstream side of the intake passage 21 close to the intake port 17 is an independent branch intake passage 21a corresponding to each of the cylinders 12A to 12D. The upstream ends of the branch intake passages 21a are respectively It communicates with the surge tank 21b. A common intake passage 21c is provided upstream of the surge tank 21b, and a throttle valve 23 driven by an actuator 24 is provided in the common intake passage 21c. An air flow sensor 25 for detecting the intake flow rate and an intake pressure sensor 26 for detecting the intake pressure (negative pressure) are disposed on the upstream side and the downstream side of the throttle valve 23, respectively.

  The engine body 1 is provided with an alternator (generator) 28 connected to the crankshaft 3 by a timing belt or the like. The alternator 28 includes a regulator circuit 28a that adjusts the amount of power generation by controlling the current of a field coil (not shown) and adjusting the output voltage, and a control signal from the ECU 2 that is input to the regulator circuit 28a. Based on the above, control of the amount of power generation corresponding to the electric load of the vehicle, the voltage of the on-vehicle battery, and the like is executed.

  Further, the engine is provided with two crank angle sensors 30 and 31 for detecting the rotation angle of the crankshaft 3, and the rotation speed of the engine is detected based on a detection signal output from one crank angle sensor 30. In addition, as will be described later, the rotation direction and the rotation angle of the crankshaft 3 are detected based on detection signals out of phase output from the crank angle sensors 30 and 31.

  The ECU 2 includes a cam angle sensor 32 for detecting a specific rotational position for cylinder identification provided on the camshaft, a water temperature sensor 33 for detecting the coolant temperature of the engine, and an accelerator corresponding to the accelerator operation amount of the driver. Each detection signal output from the accelerator sensor 34 that detects the opening is input.

  The ECU 2 receives detection signals from the sensors 25, 26, 30 to 34, and outputs a control signal for controlling the fuel injection amount and injection timing to the fuel injection valve 16. 15 is configured to output a control signal for controlling the ignition timing to the ignition device 27 attached to 15 and to output a control signal for controlling the throttle opening degree to the actuator 24 of the throttle valve 23. Has been. Further, as will be described later, when a preset automatic engine stop condition is satisfied, fuel injection to each of the cylinders 12A to 12D is stopped (fuel cut) at a predetermined timing to automatically stop the engine. Then, the control for automatically restarting the engine is executed when the restart condition is satisfied, for example, when the driver performs an accelerator operation.

  Specifically, when the engine is automatically stopped, the first combustion is performed in the compression stroke cylinder in which the piston 13 is stopped in the middle of the compression stroke, so that the piston 13 is pushed down to slightly reverse the crankshaft 3. As a result, when the engine is automatically stopped, the piston 13 of the expansion stroke cylinder in which the piston 13 is stopped in the middle of the expansion stroke is temporarily raised, and the air-fuel mixture in the cylinder is compressed and ignited and burned. Thus, a drive torque in the normal rotation direction is applied to the crankshaft 3 to restart the engine.

  In order to properly restart the engine simply by igniting the fuel injected into a specific cylinder without using a restart motor or the like as described above, the air-fuel mixture in the expansion stroke cylinder is burned. By sufficiently securing the combustion energy obtained by the above, it is necessary for the cylinder that reaches the compression top dead center to overcome the compression reaction force and exceed the compression top dead center. Therefore, it is necessary to ensure a sufficient amount of air in the expansion stroke cylinder in which the piston 13 is in the middle of the expansion stroke when the engine is automatically stopped.

  That is, as shown in FIGS. 3A and 3B, in the cylinders that are in the expansion stroke and the compression stroke when the engine is stopped, the phases are shifted by 180 ° CA. If the piston 13 of the expansion stroke cylinder is positioned on the bottom dead center side of the stroke center, the amount of air in the cylinder increases and sufficient combustion energy is obtained. However, when the piston 13 of the expansion stroke cylinder is extremely positioned on the bottom dead center side, the amount of air in the compression stroke cylinder becomes too small and sufficient combustion energy for reversing the crankshaft 3 is obtained. Disappear.

  On the other hand, a predetermined range R slightly lower than the position where the crank angle after the compression top dead center is 90 ° CA, for example, the crank angle after the compression top dead center, is the stroke center of the expansion stroke cylinder. If the piston 13 can be stopped within an appropriate range of 100 ° to 120 ° CA, a predetermined amount of air is secured in the compression stroke cylinder, and the crankshaft 3 can be slightly reversed by the initial combustion. Combustion energy can be obtained. In addition, by securing a large amount of air in the expansion stroke cylinder, it is possible to generate sufficient combustion energy for normal rotation of the crankshaft 3 and reliably restart the engine.

  Therefore, as shown in FIG. 4, the automatic stop control means provided in the ECU 2 sets the target engine speed to the normal idle speed when the engine is not automatically stopped at the time t0 when the automatic engine stop condition is satisfied. In an engine in which a value higher than the speed, for example, a normal idle speed is set to 650 rpm (automatic transmission is drive range), the target speed (idle speed when the automatic stop condition is established) is set to about 850 rpm (automatic speed change). By setting the machine to the neutral range, the engine speed Ne is controlled at a speed slightly higher than the normal idle speed, and at the time t1 when the engine speed Ne is stabilized at the target speed. The fuel injection is stopped to decrease the engine speed Ne.

  Further, at the fuel injection stop time t1, which is the initial stage of the control operation for automatically stopping the engine, the intake amount during normal idling with the in-cylinder air-fuel ratio set to λ = 1 (necessary for continuing the engine operation). The opening degree K of the throttle valve 23 is set so that the intake air flow rate is higher than the minimum intake air flow rate), that is, the combustion state immediately before the time point t1 sets the in-cylinder air-fuel ratio to λ = 1 or in the vicinity thereof. Therefore, the opening K of the throttle valve 23 is increased (for example, opened to about 30% of full opening), and the intake flow rate drawn into the cylinders 12A to 12D of the engine is set to the engine operation. In order to ensure the scavenging performance of the combustion gas by setting it to a state that is a predetermined amount higher than the minimum intake flow rate necessary for the continuation of the engine, the power generation amount Ge of the alternator 28 is reduced from the time t0 when the automatic stop condition is satisfied By doing so, the rotational resistance of the crankshaft 3 is reduced.

  Further, by stopping the combustion injection at the time point t1, the throttle valve 23 is turned on at the time point t2 when it is confirmed that the rotational speed Ne of the engine has decreased to become a preset reference speed, for example, 760 rpm or less. The intake flow rate that is closed to the cylinders 12A to 12D of the engine is decreased, the power generation amount Ge of the alternator 28 is increased, and the power generation of the alternator 28 is performed after a predetermined time has elapsed from the time point t1 as described later. Control is performed to decrease the engine rotation speed Ne along a reference line set based on a result of an experiment performed in advance by adjusting the amount Ge in accordance with the decrease degree of the engine rotation speed Ne. It is configured.

  When the engine is automatically stopped as described above, the kinetic energy of the crankshaft 3 and the flywheel is consumed due to mechanical loss due to friction and pump work of each cylinder 12A to 12D from the fuel injection stop time t1. As a result, the crankshaft 3 of the engine is rotated several times by inertia, and in a four-cylinder four-cycle engine, it stops after reaching the compression top dead center of about 10 times. Specifically, as shown in FIG. 4, the engine speed Ne temporarily drops every time the cylinders 12 </ b> A to 12 </ b> D reach compression top dead center, and then rises again when the compression top dead center is exceeded. The engine rotation speed Ne gradually decreases while repeating up and down.

  In the cylinder that reaches compression top dead center after time t4 when the last compression top dead center is exceeded, the air pressure increases as the piston 13 rises due to inertial force, and the piston 13 is pushed back by the compression reaction force. The crankshaft 3 reverses. Since the air pressure of the expansion stroke cylinder increases due to the reverse rotation of the crankshaft 3, the piston 13 of the expansion stroke cylinder is pushed back to the bottom dead center side according to the compression reaction force, and the crankshaft 3 starts to rotate forward again. The reverse rotation and forward rotation of the crankshaft 3 are repeated several times and the piston 13 stops after reciprocating. The stop position of the piston 13 is substantially determined by the balance of the compression reaction forces in the compression stroke cylinder and the expansion stroke cylinder, and is affected by the friction of the engine, etc., and is at the time t4 when the last compression top dead center is exceeded. This also changes depending on the rotational inertia of the engine, that is, the level of the engine rotational speed Ne.

  Therefore, in order to stop the piston 13 of the expansion stroke cylinder in the expansion stroke within the appropriate range R suitable for restart when the engine automatically stops, first, the expansion stroke cylinder and the compression stroke cylinder in the compression stroke are used. It is necessary to adjust the intake air flow rates for both cylinders so that the compression reaction force of the cylinders becomes sufficiently large and the compression reaction force of the expansion stroke cylinder is larger than the compression reaction force of the compression stroke cylinder by a predetermined value or more. Therefore, in the present invention, a predetermined amount of air is supplied to both the expansion stroke cylinder and the compression stroke cylinder in the compression stroke by setting the opening degree K of the throttle valve 23 to a large value at the fuel injection stop time t1. The intake air amount is adjusted by closing the throttle valve 23 and reducing the opening degree K at a time t2 when a predetermined time has elapsed after the intake of.

  However, in an actual engine, because there are individual differences in the shapes of the throttle valve 23, the intake port 17, the branch intake passage 21a, and the like, the behavior of the air flowing through them changes, so that during each automatic stop period of the engine Variations occur in the intake air flow sucked into the cylinders 12A to 12D, and differences in engine friction resistance also occur due to individual engine differences and engine temperature levels, and the opening / closing control of the throttle valve 23 is performed as described above. However, it is difficult to keep the piston stop position of the cylinder in the expansion stroke and the cylinder in the compression stroke within the appropriate range R when the engine is stopped.

  In this regard, in the present invention, the engine when each cylinder 12A to 12D passes through the compression top dead center as shown in an example in FIG. 5 in the process in which the rotational speed of the engine decreases during the automatic engine stop period. It was noted that there is a clear correlation between the rotational speed (top dead center rotational speed) ne and the piston stop position of the cylinder in the expansion stroke when the engine is stopped. As shown in FIG. 4, in the process in which the engine rotational speed Ne decreases after the time t1 when the fuel injection is stopped, the engine rotational speed when the piston 13 of each cylinder passes through the compression top dead center, that is, The dead center rotational speed ne is detected, and the degree of decrease in the engine rotational speed Ne is adjusted by controlling the power generation amount Ge of the alternator 28 according to the detected value of the top dead center rotational speed ne.

  That is, in FIG. 5, as described above, the fuel injection is stopped at the time t1 when the rotational speed Ne of the engine becomes a predetermined speed, and the throttle valve 23 is kept open for a predetermined period thereafter. The piston 13 provided in each cylinder 12A to 12D of the engine that rotates due to inertia measures the top dead center rotational speed ne when the piston 13 passes the compression top dead center, and determines the piston position of the expansion stroke cylinder when the engine is stopped. The piston position is plotted on the vertical axis and the top dead center rotational speed ne of the engine is plotted on the horizontal axis, and the relationship between the two is graphed. By repeating this operation, a distribution diagram showing the correlation between the top dead center rotational speed ne during the engine stop operation period and the piston stop position in the expansion stroke cylinder is obtained.

  From the above distribution map, a predetermined correlation is found between the top dead center rotational speed ne during the engine stop operation period and the piston stop position in the expansion stroke cylinder. In the example shown in FIG. If the top dead center rotation speed ne in the sixth to second before is within the range indicated by hatching, the stop position of the piston 13 is in a range R suitable for restarting the engine (100 ° after the compression top dead center). 120 ° CA).

  Particularly, regarding the second top dead center rotational speed ne before the engine is stopped, as shown in FIG. 6, the top dead center rotational speed ne is in the range of about 280 rpm to 380 rpm, and about On the low rotation side below 320 rpm, the piston stop position gradually changes closer to the top dead center as the top dead center rotation speed ne decreases. On the other hand, on the high rotation side where the top dead center rotational speed ne is 320 rpm or higher, the stop position of the piston 13 becomes substantially constant and falls within the substantially appropriate range R regardless of the top dead center rotational speed ne. I understand.

  The characteristic distribution tendency as described above is observed when the engine top dead center rotational speed ne is on the high rotation side of 320 rpm or more, sufficient amounts for the expansion stroke cylinder and the compression stroke cylinder when the engine is stopped. This is considered to be because the piston stop position is concentrated near the center of the stroke due to the compression reaction force of the air. It should be noted that the piston stop position is distributed to the lower left on the low rotation side of 320 rpm or lower because the piston 13 reciprocating in each cylinder is reversed on the compression top dead center side and then decelerated by friction or the like. This is thought to be due to stopping without being able to return to the center of the process.

  On the other hand, if the throttle valve 23 is kept closed without opening the fuel injection after the fuel injection is stopped, as shown by the broken line in FIG. The stop position of the piston 13 changes according to the height of the top dead center rotational speed ne. This is because if the throttle valve 23 is kept closed, the intake negative pressure is maintained at a high level (the intake pressure is low), and the compression reaction force of the cylinders that become the expansion stroke cylinder and the compression stroke cylinder after the engine is stopped is reduced. This is because the influence of the rotational speed (rotational inertia) of the engine and the friction becomes relatively large in order to decrease.

  Therefore, as shown in FIG. 4, the scavenging of each cylinder is performed until a predetermined time elapses from the time point t1 when the fuel injection is stopped, that is, until the time point t2 when the engine rotation speed Ne decreases to a reference speed (for example, about 760 rpm). In order to ensure the performance, the opening K of the throttle valve 23 is set to a relatively large value (for example, the opening of 30% of the fully open position), and at the speed at which the engine can be controlled to stop the piston 13 at an appropriate position. In order to maintain the rotational speed Ne, the power generation amount Ge of the alternator 28 is set to 0, for example.

  Then, at the time t2 when the engine speed Ne drops below the reference speed, the opening K of the throttle valve 23 is reduced and the power generation amount Ge of the alternator 28 is increased to adjust the rotational resistance of the crankshaft 3. Thus, the engine rotational speed Ne is reduced along a reference line set based on experiments or the like performed in advance. In this way, the kinetic energy of the crankshaft 3, the flywheel, the piston 13, the connecting rod, etc. at the time t4 when the final compression top dead center is passed, the potential energy of the air compressed in the compression stroke cylinder, etc. This is commensurate with the friction loss and the like acting on the cylinder, and the piston 13 of the cylinder that is in the expansion stroke when the engine is stopped stops within the range R suitable for restarting the engine.

  A control operation when the engine is automatically stopped by the automatic stop control means of the ECU 2 will be described based on flowcharts shown in FIGS. The flowchart shown in FIG. 7 is configured to automatically stop the engine from a uniform state where the air-fuel ratio in the cylinder is set to the stoichiometric air-fuel ratio or near the stoichiometric air-fuel ratio. When this control operation starts, it is first determined whether or not an automatic engine stop condition is satisfied based on detection signals output from various sensors (step S1). Specifically, the brake switch remains on for a predetermined time, the remaining battery level is equal to or higher than a preset reference value, and the vehicle speed is equal to or lower than a predetermined value (for example, 10 km / h). Is confirmed, it is determined that the engine automatic stop condition is satisfied. If any of the above requirements is not satisfied, it is determined that the engine automatic stop condition is not satisfied.

  If it is determined YES in step S1 and it is confirmed that the engine automatic stop condition is satisfied, the shift range of the automatic transmission is set to neutral to make it unloaded (step S2) and EGR. The EGR valve (not shown) provided in the passage is closed to stop the exhaust gas recirculation (step S30), and the target value (target speed) of the engine speed Ne is higher than the normal idle speed. N1, for example, about 850 rpm is set (step S3). Further, the opening K of the throttle valve 23 is adjusted (the throttle valve 23 is operated in the valve opening direction) so that the boost pressure Bt becomes a target pressure P1 set to about −400 mmHg, for example (step S4), and the engine The ignition timing retard amount is calculated so that the rotational speed Ne becomes the target speed N1 (step S5). Thus, the throttle opening K is fed back in order to set the boost pressure Bt to the target pressure P1, and the retard amount of the ignition timing is fed back in order to set the engine rotational speed Ne to the target speed N1 (engine (Rotational speed feedback control is executed).

  In step S1, the determination of the engine automatic stop control is executed when the vehicle speed is reduced to 10 km / h or less. Therefore, the idle rotation speed when the engine automatic stop condition is satisfied is determined by the engine. It can be set to a value (850 rpm) higher than the normal idle rotation speed (for example, 650 rpm in the automatic shift drive range state) when the automatic stop is not performed, and before the engine rotation speed decreases to the normal idle rotation speed (650 rpm) The control in steps S2 and S3 can be executed. Therefore, it is not necessary to increase the engine rotation speed once decreased to the normal idle rotation speed to the target speed N1 (850 rpm), and the driver does not feel uncomfortable with the increase in the engine rotation speed.

  At time t0 when the engine automatic stop condition is satisfied, the shift range of the automatic transmission in step S2 is shifted from the drive state (D range) to the neutral state (N range), thereby reducing the load on the automatic transmission. Since the target engine speed is set to N1 in step S3, the engine rotational speed Ne is slightly increased from the time point t0 when the automatic stop condition is satisfied, as shown in FIG. Become.

  Next, it is determined whether or not a fuel injection stop condition (fuel cut condition) is satisfied, specifically, whether or not the engine speed Ne is the target speed N1 and the boost pressure Bt is the target pressure P1. If it is determined NO (step S6), the process returns to step S4 and the above control operation is repeated. Then, at the time when YES is determined in step S6 (time t1 in FIG. 4), the throttle valve 23 is opened and the opening degree K is set to about 30%, for example (step S71). After the power generation amount Ge is set to 0 and power generation is stopped (step S7), fuel injection is stopped (step S8).

  Thereafter, by determining whether or not the engine speed Ne has become equal to or lower than a reference speed N2 set in advance to about 760 rpm (step S9), the engine speed is stopped after the fuel injection stop time t1 shown in FIG. It is determined whether or not the speed Ne has started to decrease, and the throttle valve 23 is closed at time t2 when it is determined YES (step S10). As a result, the boost pressure Bt that has risen so as to approach the atmospheric pressure when the throttle valve 23 is opened in steps S4 and S7 starts to decrease with a predetermined time difference according to the closing operation of the throttle valve 23.

  Next, it is determined whether or not the engine rotational speed when the piston 13 passes through the compression top dead center, that is, the engine top dead center rotational speed ne is equal to or lower than a preset reference speed N2 of about 760 rpm. (Step S11) When the determination is YES, the power generation amount Ge of the alternator 28 is set to an initial value set to about 60 A in advance and the alternator 28 is operated for a period of about 300 ms. Initial control is executed (step S12).

  Note that the engine top dead center is replaced with the above embodiment in which the throttle valve 23 is closed at the time t2 when it is determined in step S9 that the engine rotational speed Ne has become equal to or lower than the reference speed N2. The throttle valve 23 may be closed when it is determined that the rotational speed ne is equal to or lower than the reference speed N2, and the engine top dead center rotational speed ne is set to the reference speed in step S11. At the time t2 when it is determined that the engine rotational speed Ne is equal to or lower than the reference speed N2 instead of the above-described embodiment configured to execute the initial control of the power generation amount Ge when it is determined that the current speed is lower than N2. The initial control of the power generation amount Ge may be performed.

  Then, it is determined whether or not the engine top dead center rotational speed ne is within a predetermined first range α (step S13). This first range α is, for example, a time point t3 when the engine passes through the fourth compression top dead center before the engine is stopped in the process in which the engine speed Ne decreases along the preset reference line. Is a value set based on the top dead center rotational speed ne. In this embodiment, it is set to 480 rpm to 540 rpm. When it is determined YES in step S13 and the top dead center rotational speed ne is confirmed to be within the first range α (480 rpm to 540 rpm), the top dead center rotational speed ne corresponding to the time point t3 is supported. The generated power Ge of the alternator 28 is controlled (step S14). That is, as shown in FIG. 9, as the engine top dead center rotational speed ne is higher, the power generation amount Ge corresponding to the top dead center rotational speed ne is read from the map in which the power generation amount Ge is set to a larger value. By setting the amount Ge as a target value and operating the alternator 28 for a period of about 300 ms, the power generation amount Ge of the alternator 28 is controlled.

  Thereafter, by determining whether or not the engine top dead center rotational speed ne is within the second range β set in advance to about 470 rpm to 480 rpm (step S15), the engine rotational speed Ne is significantly reduced. If the determination is YES, the power generation amount Ge of the alternator 28 is set to a large value of about 100 A, as shown by the broken line in FIG. 4, and in a period of about 300 ms. By operating the alternator 28 over (step S16), a control for temporarily increasing the power generation amount Ge of the alternator 28 is executed.

  When it is determined NO in step S13 and it is confirmed that the engine top dead center rotational speed ne is not within the first range α (480 rpm to 540 rpm), the top dead center rotational speed ne is set to the top dead center rotational speed ne. The process proceeds to step S15 without executing the power generation amount control of the corresponding alternator 28. Further, when it is determined NO in step S15 and it is confirmed that the engine top dead center rotational speed ne is not within the second range β, the control for temporarily increasing the power generation amount Ge of the alternator 28 is performed. Without moving to step S17.

  Then, it is determined whether or not the engine top dead center rotational speed ne is equal to or less than a predetermined value N3 (step S17). This predetermined value N3 is a value corresponding to the top dead center rotational speed ne when exceeding the last compression top dead center in the process in which the engine rotational speed Ne is decreasing along a preset reference line, For example, it is set to about 260 rpm. Further, the boost pressure Bt at each time when each cylinder sequentially passes the compression top dead center is detected, and the value is stored.

  If NO is determined in step S17, the control operation is repeated after returning to step S13, and YES is determined in step S17, and the engine top dead center rotational speed ne is equal to or lower than the predetermined value N3. When it is confirmed that the engine has passed the last compression top dead center at time t4, the boost pressure Bt at the time of passing the previous compression top dead center is read at this time t4. This value is determined to be the boost pressure at the second compression top dead center before the engine stops (step S18).

  Then, the top dead center rotational speed ne at the time t4 when the engine reaches the final compression top dead center (hereinafter referred to as the final top dead center rotational speed ne1), and the boost pressure Bt ( Hereinafter, it is determined whether or not the piston 13 tends to stop at a later position in each stroke (a position closer to the bottom dead center in the expansion stroke cylinder) based on the boost pressure Bt2) (step S19). Specifically, when the final top dead center rotational speed ne1 is equal to or higher than a predetermined rotational speed N4 (for example, N4 = 200 rpm) and the boost pressure Bt2 is equal to or lower than a predetermined pressure P2 (for example, P2 = −200 mmHg) (vacuum side) ), The piston stop position in the expansion stroke cylinder is 100 ° to 120 ° after the compression top dead center. It is determined that the tendency to stop at a position close to 120 ° CA with respect to the appropriate range R to be CA is large.

  If it is determined NO in step S19, the engine does not tend to stop at a position near the latter stage of the stroke as described above, and the piston at the position closer to the earlier stage of the stroke, that is, the expansion stroke cylinder There is a tendency for the stop position to stop at a position close to 100 ° CA or less than 100 ° CA with respect to an appropriate range R of 100 ° to 120 ° CA after compression top dead center. Therefore, the throttle valve 23 is opened so that the piston 13 can be reliably stopped within the appropriate range R. For example, the intake flow rate is increased by opening the throttle valve 23 so that the opening degree K of the throttle valve 23 becomes the first opening degree K1 set to about 40% of full opening (step S20). As a result, the intake resistance of the intake stroke cylinder is reduced, and the engine is likely to stop at a later position in the stroke. As a result, the stop position of the piston 13 in the expansion stroke cylinder is the lower limit (100 ° CA) within the appropriate range R. ) And the probability of stopping within the appropriate range R can be effectively improved.

  On the other hand, if YES is determined in step S19, the rotational inertia of the engine is large, the intake air flow rate in the final intake stroke to the compression stroke cylinder is small, and the compression reaction force is small. There are already conditions that make it easy to stop at a later position in the process. Therefore, the throttle valve 23 is set so that the opening K of the throttle valve 23 becomes the second opening K2 (an opening close to the throttle valve opening when the valve is closed in step S7, for example, K2 = about 5%). Operate (step S21). The second opening K2 may be a smaller opening or a closed state according to engine characteristics and the like. In this way, it is possible to suppress the occurrence of a situation in which an appropriate intake resistance is generated in the intake stroke cylinder, and the stop position of the piston 13 exceeds the appropriate range R and is further in the later stage.

  Next, it is determined whether or not the engine is stopped (step S22). When it is determined YES, the stop position of the piston 13 is determined based on detection signals from the crank angle sensors 30 and 31 as described later. After executing the control to be detected (step S23), the control operation is terminated.

  Next, the control operation when the engine is automatically stopped in the stratified lean combustion state will be described based on the flowcharts shown in FIGS. When the above control operation starts and it is determined YES in step S31 and it is confirmed that the automatic engine stop condition is satisfied, as in steps S1 to S3 in the flowchart shown in FIG. The shift range of the transmission is switched from drive to neutral so as to be in a no-load state (step 32), and an EGR valve (not shown) provided in the EGR passage is closed to stop exhaust gas recirculation (step 33). ) The target speed of the engine speed Ne is set to a value N1 higher than the normal idle speed when the engine is not automatically stopped, for example, about 850 rpm (step S34).

  Next, it is determined whether or not the current engine is in a stratified lean combustion state (step S35), and if it is determined YES in step S35, the current throttle opening K that is open, that is, the theory is open. The throttle opening when lean combustion is performed at a value considerably larger than the air-fuel ratio, which is larger than the theoretical air-fuel ratio or during normal idle operation in which uniform combustion is performed near the stoichiometric air-fuel ratio (for example, in-cylinder air-fuel ratio) Is about 40 to 50 and the engine opening speed is about 850 rpm, while maintaining the throttle opening K set to 6 to 7% (step S36), fuel is injected in the latter half of the compression stroke (step S37). ). Note that, since the EGR is cut at this time, the intake air amount is somewhat increased compared to before the EGR valve is closed, but the amount is adjusted by the fuel injection amount.

  Thereafter, after ignition is performed in the vicinity of the compression top dead center (after step S38), it is determined whether a fuel injection stop condition (fuel cut condition) is satisfied (step S39), and NO is determined. In that case, the process returns to step S36 to repeat the control operation.

  If YES is determined in step S39, the throttle valve 23 has an opening of about 30% close to the open state in order to scavenge the cylinder and stop the piston 13 at an appropriate crank angle position. (Step S40), the power generation amount Ge of the alternator 28 is set to 0 to stop the power generation (step S41), and in order to prevent a sudden decrease in the engine rotation speed, it is performed once in each cylinder. In order to perform stratified lean combustion, fuel is injected in the latter half of the compression stroke of each cylinder (step S42), and ignition is performed near the compression top dead center (step S43). Note that the stratified lean combustion at this time is controlled so as not to cause misfire, although the lean degree is further increased by opening the throttle valve 23.

  Then, after determining YES in step S39 (after the fuel cut condition is satisfied), it is determined whether or not stratified lean combustion has been performed once in all the cylinders 12A to 12D (step S44), and NO is determined. If this is the case, the process returns to step S42, and fuel is injected in the latter half of the compression stroke to the cylinders that are not yet combusted after the fuel cut condition is satisfied, and is ignited near the compression top dead center in step S43. .

  When it is determined YES in step S44 and it is confirmed that one stratified lean combustion has been performed in all the cylinders 12A to 12D, the fuel injection is stopped (step S45), and then the engine rotational speed Ne is increased. It is determined whether or not the reference speed N2 is set to about 760 rpm or less in advance (step S51). If NO is determined, the determination is repeated until the rotational speed Ne becomes the reference speed N2 or less, and this step S51 is repeated. At the time when YES is determined (time t2 in FIG. 4), the throttle valve 23 is closed (step S52), and then the process proceeds to step S11 in FIG.

  On the other hand, if it is determined NO in step S35 and the current combustion state of the engine is not a stratified lean combustion state, uniform combustion, for example, due to a decrease in the catalyst temperature or a rich spike for refreshing the NOx catalyst, etc. In the state, the opening of the throttle valve 23 is adjusted so that the boost pressure Bt becomes the target pressure P1 set to, for example, about −400 mmHg (steps S4 to S7 in FIG. 7) ( In step S46), the ignition timing retard amount is calculated so that the engine rotational speed Ne becomes the target speed N1 (step S47), and the ignition timing retard amount is adjusted so that the engine rotational speed Ne converges to the target speed N1. Feedback control of the idle rotation speed is performed.

  Thereafter, it is determined whether or not a fuel injection stop condition (fuel cut condition) is satisfied (step S48). If NO is determined, the process returns to step S46 and the above control operation is repeated. If YES is determined in step S48, the throttle valve 23 is opened so as to have an opening of about 30% close to the open state in order to stop the scavenging in the cylinder and the piston at the proper crank angle position. The power generation amount Ge of the alternator 28 is set to 0 to stop the power generation (step S50), and the process proceeds to step S45 to stop the fuel injection.

  FIG. 12 shows the piston stop position detection control operation executed in step S23 of the flowchart. When this detection control is started, based on the first crank angle signal CA1 (signal from the crank angle sensor 30) and the second crank angle signal CA2 (signal from the crank angle sensor 31), when the first crank angle signal CA1 rises. It is determined whether or not the second crank angle signal CA2 is Low, or whether or not the second crank angle signal CA2 is High when the first crank angle signal CA1 falls (Step S61). As a result, it is determined whether the phase relationship between the signals CA1 and CA2 during the engine stop operation is as shown in FIG. 13A or FIG. Whether it is in a state or a reverse state is determined.

  That is, at the time of forward rotation of the engine, as shown in FIG. 13A, the second crank angle signal CA2 is generated with a phase delay of about a half pulse width with respect to the first crank angle signal CA1, thereby the first crank angle signal. The second crank angle signal CA2 becomes Low when CA1 rises, and the second crank angle signal CA2 becomes High when the first crank angle signal CA1 falls. On the other hand, at the time of reverse rotation of the engine, as shown in FIG. 13B, the second crank angle signal CA2 is generated with a phase advance of about a half pulse width with respect to the first crank angle signal CA1, thereby On the contrary, the second crank angle signal CA2 becomes High when the first crank angle signal CA1 rises, and the second crank angle signal CA2 becomes Low when the first crank angle signal CA1 falls.

  Therefore, if the determination in step S61 is YES, the CA counter for measuring the crank angle change in the forward rotation direction of the engine is increased (step S62). If the determination in step S61 is NO, the CA counter is increased. Down (step S63). Then, after stopping the engine, the piston stop position is obtained by examining the measured value of the CA counter (step S64).

  A control operation when the engine that has been automatically stopped as described above is restarted will be described based on the flowchart shown in FIG. 14 and the time charts shown in FIGS. 13 and 14. In FIGS. 13 and 14, when the engine is stopped, the first cylinder 12A becomes an expansion stroke cylinder, the third cylinder 12C becomes a compression stroke cylinder, the fourth cylinder 2D becomes an intake stroke cylinder, and the second cylinder 12B becomes an exhaust stroke. An example of a cylinder is shown.

  First, it is determined whether or not a preset engine restart condition is satisfied (step S101). If it is determined NO and it is confirmed that the engine restart condition is not satisfied, the process is continued. Wait in the state. If it is determined as YES in step S101 and it is confirmed that the engine restart condition is satisfied due to an accelerator operation or the like for starting from a stopped state or a decrease in battery voltage, etc. Based on the stop position of the piston 13, the amount of air in the compression stroke cylinder 12C and the expansion stroke cylinder 12A is calculated (step S102). That is, the combustion chamber volumes of the compression stroke cylinder 12C and the expansion stroke cylinder 12A are obtained from the stop position of the piston 13, and when the engine is stopped, the engine is stopped after several revolutions after the fuel injection is stopped. Since the cylinder 12A is also filled with fresh air, and the inside of the compression stroke cylinder 12C and the expansion stroke cylinder 12A is substantially atmospheric pressure while the engine is stopped, the amount of fresh air is obtained from the combustion chamber volume. It will be.

  Subsequently, fuel is injected so that the predetermined first air-fuel ratio is obtained with respect to the air amount of the compression stroke cylinder 12C calculated in step S102 (step S103), and then the expansion calculated in step S102 is performed. Fuel is injected so that the air / fuel ratio in the stroke cylinder 12A becomes a predetermined air / fuel ratio (step S104). In this case, the first air-fuel ratio of the compression stroke cylinder 12C and the air-fuel ratio for the expansion stroke cylinder 12A are obtained from the maps M1 and M2 according to the stop position of the piston. The first-time air-fuel ratio of the compression stroke cylinder 12C is richer than the stoichiometric air-fuel ratio (range of air-fuel ratios 11 to 14), and the air-fuel ratio of the expansion stroke cylinder 12A is substantially the stoichiometric air-fuel ratio or slightly richer than that. The maps M1 and M2 are set in advance so that the fuel ratio becomes the same.

  Next, after the time set in consideration of the fuel vaporization time after the fuel injection of the compression stroke cylinder 12C, the cylinder 12C is ignited (step S105). Then, it is determined whether or not the piston 13 has moved based on whether or not an edge of the crank angle sensor (rising or falling of the crank angle signal) has been detected within a certain time after ignition (step S106). If it is determined that the piston 13 has not moved due to misfire, re-ignition is repeatedly performed on the compression stroke cylinder 12C (step S107).

  If it is determined as YES in step S106 and the edge of the crank angle sensor is detected, a time from when a predetermined delay time elapses after the edge is detected, that is, until the reverse operation of the engine is completed, elapses. After that, the expansion stroke cylinder 12A is ignited (step S108). The delay time is obtained from the map M3 according to the stop position of the piston 13. Further, when the predetermined crank angle (second injection timing of the compression stroke cylinder 12C) is reached, fuel is injected again into the compression stroke cylinder 12C (step S109). In this case, the second air-fuel ratio of the compression stroke cylinder 12C is obtained from the map M4 in accordance with the stop position, the fuel injection amount is calculated based on these, and the appropriate fuel injection of the compression stroke cylinder 12C is calculated from the map M5. Timing, ie, the action of latent heat of vaporization due to fuel injection (lowering the gas temperature in the cylinder due to fuel vaporization) contributes to an appropriate injection timing that contributes to a decrease in compression pressure (for example, from the middle to the first half of the compression stroke) Time).

  The air-fuel ratio for the second time of the compression stroke cylinder 12C is set to an appropriate rich air-fuel ratio at which the effect of latent heat of vaporization is increased, and the compression of the compression stroke cylinder 12C is performed by re-injecting fuel in the compression stroke cylinder 12C. The compression reaction force in the vicinity of the top dead center is reduced, and it is possible to sufficiently overcome the compression top dead center by the combustion of the expansion stroke cylinder 12A (combustion brought about by the ignition in step S108). When such control at the start is completed, the control shifts to normal control (step S110).

  By executing the restart control described above, as shown in FIGS. 15 and 16, the combustion air-fuel ratio is first made slightly richer than the stoichiometric air-fuel ratio in the compression stroke cylinder 12C (# 3 cylinder) (see FIG. 15). 15 (1)) is performed, and the combustion pressure (part a in FIG. 16) by this combustion (1) pushes down the piston 13 of the compression stroke cylinder 12C to the bottom dead center side, so that the engine rotates in the reverse direction. When driven, the piston 13 of the expansion stroke cylinder 12A (# 1 cylinder) approaches the top dead center, whereby the air in the cylinder is compressed and the in-cylinder pressure rises (portion b in FIG. 16). Then, when the piston 13 of the expansion stroke cylinder 12A is sufficiently close to the top dead center, the cylinder is ignited, and the fuel previously injected into the cylinder is burned ((2) in FIG. 15). The engine is driven in the forward rotation direction by the combustion pressure (c portion in FIG. 16). Further, when fuel is injected into the compression stroke cylinder 12C at an appropriate timing ((3) in FIG. 15), the compression stroke cylinder 12C is not combusted, but the compression stroke is caused by the latent heat of vaporization caused by fuel injection. The compression pressure of the cylinder 12C is reduced (d portion in FIG. 16). Thus, until the second compression top dead center is exceeded by the combustion in the expansion stroke cylinder 12A, that is, until the combustion is performed in the intake stroke cylinder 12D (# 4 cylinder) and the engine driving force is applied. The engine driving force is ensured.

  In this case, since the air-fuel ratio of the compression stroke cylinder 12C is made somewhat rich, the driving force of the engine is increased and the reverse rotation operation is sufficiently performed, and the pressure in the cylinder of the expansion stroke cylinder 12A is increased, which is sufficient. It is possible to generate a large combustion torque (engine driving force).

  In addition, by performing fuel injection for reducing the compression pressure in the compression stroke cylinder 12C, it is possible to reliably start the expansion stroke cylinder 12A by combustion.

  Further, the fuel injection timing in the intake stroke cylinder 12D is set to an appropriate timing (for example, after the middle stage of the compression stroke) at which the temperature in the cylinder and the compression pressure are reduced by the latent heat of vaporization of the fuel (in FIG. 15). (4)) self-ignition (before the compression top dead center) in the compression stroke of the intake stroke cylinder 12D is prevented, and the ignition timing of the intake stroke cylinder 12D is set after the compression top dead center. Therefore, combustion before the compression top dead center is prevented, and in the intake stroke cylinder 12D, it is possible to increase the engine drive efficiency in the forward rotation direction while reducing the compression reaction force.

  Thereafter, combustion is sequentially performed in each cylinder ((5) and (6) in FIG. 15) under normal control, and the restart of the engine is completed.

  When the preset engine automatic stop condition is satisfied as described above, the fuel injection for continuing the operation of the engine is stopped to automatically stop the engine, and the engine restart condition in the automatic stop state. In the engine starter configured to restart the engine by injecting fuel into a cylinder that is stopped in the expansion stroke to cause ignition and combustion when the above is established, the engine cylinders 12A to 12D The intake flow rate adjusting means including the throttle valve 23 for adjusting the intake flow rate to be sucked into the engine, the alternator 28 driven by the engine, and the initial stage of the automatic engine stop operation, that is, at or near the fuel injection stop time t1 The intake flow rate adjusting means is controlled to set the intake flow rate to a larger value than during normal idle operation, and the above-mentioned option The automatic stop control means for setting the scavenging mode period for scavenging the fuel gas in the cylinder by lowering the power generation amount Ge of the ternator 28 than before the automatic engine stop condition is satisfied is provided. When the automatic stop control is established and the intake stop flow is sufficiently ensured, it is possible to effectively improve the scavenging performance of the combustion gas when the engine is automatically stopped, and the rotation until the engine stops. The automatic stop control can be properly executed while ensuring a sufficient speed.

  Then, at the time t2 when the engine rotational speed Ne is lower than the reference speed N2 set in advance to about 760 rpm after the fuel injection is stopped, the opening K of the throttle valve 23 is reduced to reduce the intake flow rate. Since the control for increasing the rotational resistance of the crankshaft 3 by increasing the power generation amount Ge of the alternator 28 is performed by the automatic stop control means, the throttle valve 23 is closed at an appropriate time, so that the engine The amount of air introduced into the cylinder that becomes the expansion stroke at the time of stopping is adjusted to be larger than that of the cylinder that becomes the compression stroke, and the piston 13 of the expansion stroke cylinder is within a range R suitable for restarting the engine, that is, It can be stopped at a position slightly offset from the center of the stroke to the bottom dead center side. If the engine speed Ne is lower than 360 rpm, the alternator 28 does not generate enough power, and even if the target value of the power generation amount Ge is increased, the rotational resistance of the crankshaft 3 can be increased so much. Since the engine rotation speed Ne cannot be adjusted effectively, it is necessary to increase the power generation amount Ge of the alternator 28 at the initial stage during the automatic stop control of the engine.

  In the above embodiment, when the engine is automatically stopped, a predetermined time elapses after the engine rotation speed Ne becomes the preset reference speed N2 and fuel injection is stopped, that is, before the engine is stopped. At the time t3 when it is confirmed that the fourth compression top dead center is reached, the top dead center rotational speed ne is detected, and the power generation amount Ge corresponding to the top dead center rotational speed ne is shown in the map of FIG. Since the power generation amount Ge of the alternator 28 is set to a large value when the top dead center rotational speed ne is large, for example, by reading from the engine, the engine along the preset reference line is set. The power generation amount Ge of the alternator 28 can be appropriately controlled so as to reduce the rotational speed Ne. That is, the fourth top dead center number ne before the engine is stopped is set so that the second top dead center number ne before the engine is stopped is within the range indicated by hatching in FIG. Based on this, the power generation amount Ge of the alternator 28 is adjusted, and the rotational resistance of the engine is changed, whereby the piston 13 of the cylinder that is in the expansion stroke when the engine is stopped can be stopped at a position suitable for restarting the engine. .

  Furthermore, in the above-described embodiment, when the engine is automatically stopped, the amount of power generated by the alternator 28 at the time t2 when it is confirmed that the fuel injection is stopped and the engine rotational speed Ne has decreased to a preset reference speed N2. Since the Ge is configured to temporarily increase, the rotational speed Ne of the engine can be quickly reduced so as to follow a predetermined reference line, and the top dead center rotational speed ne detected thereafter is By controlling the power generation amount Ge of the alternator 28 and adjusting the degree of decrease in engine rotation speed, the piston 13 can be effectively stopped at a position suitable for restarting the engine.

  Further, as shown in the above embodiment, based on the engine top dead center rotational speed ne detected when the piston 13 passes the compression top dead center and the engine rotational speed Ne is temporarily stabilized. When the power generation amount Ge of the alternator 28 is controlled, there is an advantage that the degree of decrease in the engine rotation speed Ne can be adjusted more accurately by appropriately controlling the power generation amount Ge.

  Furthermore, in the above embodiment, when the engine is automatically stopped, when fuel injection is stopped and the engine rotational speed Ne reaches the preset reference speed N2, a predetermined time has elapsed (before the engine is stopped). If it is confirmed that the engine rotational speed Ne is significantly decreased based on the degree of decrease in the engine rotational speed Ne detected at the time when the compression top dead center of the second surface is reached, for some reason Since it is determined that the engine is stopped at a timing earlier than a preset reference line and the power generation amount Ge of the alternator 28 is temporarily increased as shown by a broken line in FIG. 4, the fuel injection is stopped. By reducing the number of compression top dead centers from the time t1 until the engine is stopped, the engine stop timing can be made earlier than expected by reducing it by about once. . As a result, there is an advantage that it is possible to effectively prevent the occurrence of a situation in which the piston 13 stops at an inappropriate position due to the excessive decrease in the engine rotational speed Ne.

  In the above embodiment, for example, in an engine in which the normal idle speed when the engine is not automatically stopped is set to 650 rpm (the automatic transmission is the drive range), the target speed of the engine (the automatic transmission is set to the neutral range). ) Since the fuel injection is stopped at time t2 when N1 is higher than the normal idle speed, for example, about 850 rpm, the engine speed Ne is decreased along a preset reference line. At the same time, by controlling the opening K of the throttle valve 23 and the power generation amount Ge of the alternator in the process to adjust the rotational resistance of the crankshaft 3, the piston 13 is stopped within a range R suitable for engine restart. It is possible to appropriately execute the automatic stop control.

  Further, as shown in the above embodiment, when the power generation amount Ge of the alternator 28 is set to 0 at the time t2 when the automatic engine stop condition is satisfied and the fuel injection is stopped, the fuel injection is stopped. There is an advantage that the engine automatic stop control can be appropriately executed while suppressing an excessive decrease in the engine speed Ne later.

  In the above-described embodiment, for example, in an engine in which the normal idle rotation speed when the engine is not automatically stopped is set to 650 rpm, the target engine speed N1 at the time t0 when the engine automatic stop condition is satisfied as described above. Is set to a value higher than the normal idle rotation speed, for example, 850 rpm, and the rotation speed feedback control is performed so that the engine rotation speed Ne is changed at a high rotation speed and the intake negative pressure Bt becomes a constant value. Since the fuel injection is stopped while the engine operating state is stabilized by controlling the intake air flow rate adjusting means comprising the throttle valve 23, the engine rotational speed Ne is reduced along a preset reference line. It is suitable for engine restart by properly executing automatic engine stop control. The piston 13 can be stopped in the range R.

  Furthermore, in the above embodiment, since the automatic transmission is set to the neutral state at the time point t0 when the automatic engine stop condition is satisfied, the engine rotation speed due to the disturbance input to the engine body 1 via the automatic transmission. An automatic stop of the piston 13 within a range R suitable for restarting the engine by stopping fuel injection and reducing the engine rotational speed Ne along a predetermined reference line in a state in which fluctuations in Ne are suppressed. There is an advantage that the stop control can be properly executed.

  Further, in the above embodiment, it is determined whether or not the piston 13 tends to stop at a position near the latter half of the stroke based on the top dead center rotational speed ne1 at the time point t4 when the piston 13 reaches the last compression top dead center. Since the opening degree K of the throttle valve 23 is adjusted according to the determination result, the stroke amount of the piston 13 immediately before the engine is stopped is appropriately adjusted to be within a range R suitable for restarting the engine. The automatic stop control for stopping the piston 13 can be appropriately executed.

  For example, does the piston 13 tend to stop at a position near the latter half of the stroke depending on whether or not the final top dead center rotational speed ne1 is 200 rpm or more and the boost pressure Bt2 satisfies the condition that P2 = −200 mmHg or less? If NO is determined, the opening K of the throttle valve 23 is set to a first opening set in advance to about 40% to reduce the intake resistance of the intake stroke cylinder. Thus, it is possible to effectively prevent the position of the piston 13 of the expansion stroke cylinder from exceeding the lower limit of the appropriate range R. On the other hand, if the determination result is YES, the opening degree K of the throttle valve 23 is set to a second opening degree of about 5%, and an appropriate intake resistance is generated in the intake stroke cylinder, whereby the piston 13 There is an advantage that the stop position can be prevented from exceeding the proper range R and further toward the later stage.

  In the above embodiment, an example in which the first air-fuel ratio is set to a rich air-fuel ratio equal to or lower than the stoichiometric air-fuel ratio for the compression stroke cylinder 12c when the engine is restarted has been described. The second air-fuel ratio is set immediately after the compression top dead center in the original compression stroke after setting the lean air-fuel ratio to a predetermined amount leaner than the stoichiometric air-fuel ratio, leaving excess oxygen in the cylinder, and the engine turning in the forward rotation direction. Fuel may be injected so that combustion can be performed, and ignition may be performed immediately after compression top dead center.

  In particular, when the piston position of the expansion stroke cylinder 12A when the engine is stopped is close to the top dead center side within the appropriate starting range, this is preferable.

  That is, when the piston position of the expansion stroke cylinder 12A when the engine is stopped is close to the top dead center side within the appropriate starting range, the air volume of the expansion stroke cylinder 12A is swung to the side where the air volume is small. On the other hand, in the compression stroke cylinder 12C that is in a phase opposite to that of the expansion stroke cylinder 12A, the fuel injection amount corresponding to the amount of air is swung to the side with the larger air volume. Since the amount can be increased, in the compression stroke cylinder 12C, the first air-fuel ratio is made lean so that combustion is performed both in the reverse operation (air compression of the expansion stroke cylinder 12A) and in the normal operation. The second air-fuel ratio may be set to be equal to or lower than the stoichiometric air-fuel ratio, and the combustion may be performed in the compression stroke cylinder 12C following the combustion in the expansion stroke cylinder 12A during the forward rotation operation.

  Moreover, although the said embodiment demonstrated the example comprised so that the intake air flow rate adjustment means which consists of the throttle valve 23 arrange | positioned upstream of the surge tank 21b may adjust the intake air flow rate to each cylinder 12A-12D, The present invention is not limited to this, and a known variable valve mechanism that changes the lift amount of the intake valve 19 provided in each of the cylinders 12A to 12D is provided to adjust the intake flow rate to each of the cylinders 12A to 12D. Alternatively, the intake flow rate to each of the cylinders 12A to 12D is adjusted using a multiple throttle valve in which a valve body is individually provided in the branch intake passage 21a connected to each of the cylinders 12A to 12D. You may comprise as follows.

  Further, in the above embodiment, at the time t2 when the engine rotational speed Ne is lower than the reference speed N2 set in advance to about 760 rpm after the fuel injection is stopped, the operation of decreasing the opening K of the throttle valve 23; Although the operation of increasing the power generation amount Ge of the alternator 28 is simultaneously performed, it is not always necessary to match the operation time points of the two. It may be shifted slightly back and forth from (time t2).

  In the engine starter according to the above-described embodiment, when the engine in the automatic stop state is restarted, the crankshaft 3 is first rotated slightly backward by causing the compression stroke cylinder to perform the first combustion. However, the engine starter according to the present invention is not limited to this, and the ignition is performed first for the expansion stroke cylinder. May be configured to restart the engine.

1 is a schematic cross-sectional view of an engine provided with a starter according to the present invention. It is explanatory drawing which shows the structure of the intake system and exhaust system of an engine. It is explanatory drawing which shows the relationship between the piston stop position and air quantity of the cylinder which becomes an expansion stroke and a compression stroke at the time of an engine stop. It is a time chart which shows the change state etc. of the engine speed at the time of an engine stop. It is a distribution map which shows the correlation with the engine speed at the time of an engine stop, and a piston stop position. It is a distribution map which shows the correlation with the 2nd top dead center rotational speed and piston stop position before an engine stop. It is a flowchart which shows the first half of the engine automatic stop control operation. It is a flowchart which shows the second half part of the engine automatic stop control operation. It is a graph which shows an example of the map for setting the electric power generation amount of an alternator according to the rotational speed of an engine. It is a flowchart which shows the first half part in the modification of an engine automatic stop control operation | movement. It is a flowchart which shows the latter half part in the modification of an engine automatic stop control operation | movement. It is a flowchart which shows detection control operation | movement of a piston stop position. It is explanatory drawing which shows an output signal in a crank angle signal. It is a flowchart which shows the control action at the time of engine restart. It is a time chart which shows the combustion operation etc. at the time of engine restart. It is a time chart which shows the change state etc. of the engine speed at the time of engine restart.

Explanation of symbols

2 ECU (automatic stop control means)
3 Crankshaft 13 Piston 16 Fuel Injection Valve 23 Throttle Valve 28 Alternator

Claims (9)

  When the preset automatic engine stop condition is satisfied, the fuel supply for continuing the engine operation is stopped to automatically stop the engine, and the restart condition for the engine in the automatic stop state is satisfied. An engine starter configured to restart the engine by injecting fuel into a cylinder that is in a stopped state at least in the expansion stroke and causing ignition and combustion to be performed. The intake air flow rate adjusting means for adjusting the intake air flow rate, the alternator driven by the engine, and the intake air flow rate adjusted by the intake air flow rate adjusting means at the initial stage of the engine automatic stop operation are necessary for continuing the engine operation. The engine is set to a state that is a predetermined amount greater than the minimum intake flow rate, and the power generation amount of the alternator After setting a scavenging mode period in which the fuel gas in the cylinder is scavenged by lowering than before, the intake flow rate is reduced and the alternator is reduced when the engine speed drops to a preset reference speed. An engine starter comprising: automatic stop control means for controlling the power generation amount of the alternator to be increased after a predetermined time has elapsed since the power generation amount of the engine is decreased.   When the engine is automatically stopped, the engine speed is detected after a certain period of time has elapsed since the engine speed has decreased to a preset reference speed. 2. The engine starter according to claim 1, wherein the power generation amount of the alternator is set to a smaller value than that of the alternator.   When the engine is automatically stopped, the power generation amount of the alternator is controlled to a preset constant value when the engine speed drops to a preset reference speed, and after that a predetermined time elapses. 2. The engine starter according to claim 1, wherein the engine rotation speed is detected, and when the rotation speed is high, the power generation amount of the alternator is set to a larger value than when the rotation speed is low.   The engine speed when the piston passes through the compression top dead center is detected when the engine is automatically stopped, and the power generation amount of the alternator is controlled based on the detected value of the rotation speed. Or an engine starting device according to 3;   When the engine is automatically stopped, a decrease degree of the engine rotation speed is detected when a predetermined time has elapsed after the engine rotation speed has decreased to a preset reference speed, and the engine is detected based on the detected value of the decrease degree. The engine start according to any one of claims 2 to 4, wherein when the rotational speed of the engine is confirmed to be significantly reduced, the power generation amount of the alternator is temporarily increased. apparatus.   6. The engine speed at which fuel injection is stopped when the engine is automatically stopped is set to a value higher than a normal idle speed at which the engine is not automatically stopped. The engine starter according to claim 1.   The engine starter according to any one of claims 1 to 6, wherein when the engine is automatically stopped, the power generation amount of the alternator is temporarily set to 0 when fuel injection is stopped.   When the engine automatic stop condition is satisfied, the target engine speed is set to a value higher than the normal idle speed at which the engine is not automatically stopped, and the intake flow rate adjusting means is set so that the intake pressure becomes a constant value. The engine starter according to any one of claims 1 to 7, wherein the fuel injection is stopped in a state where the intake pressure is stabilized by the control.   The engine starting device according to any one of claims 1 to 8, wherein the automatic transmission is set to a neutral state when an automatic engine stop condition is satisfied.

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