JP2019108877A - Start control device for engine - Google Patents

Abstract

To promptly start an engine in a half warming-up state.SOLUTION: A start control device is applied to an engine having an intake valve variable mechanism (13a) capable of changing closing timing of an intake valve. The start control device includes: a starter motor 20 for cranking the engine at start; a determination section (100) for determining whether an engine is in a half warming-up state where a temperature difference obtained by subtracting a cylinder wall surface temperature from a piston temperature is a predetermined value or more or in a warming-up state where a cylinder wall surface temperature is higher than that in the half warming-up state and the temperature difference is less than the predetermined value; and a control section (100) for when an engine start request is made and a determination that the engine is in the half warming-up state is made, driving the starter motor 20 and controlling the intake valve variable mechanism (13a) so as to reduce intake air filling amount in a cylinder compared to when the engine is in the warming-up state.SELECTED DRAWING: Figure 2

Description

  The present invention relates to a start control device applied to an engine provided with an intake valve variable mechanism capable of changing the closing timing of an intake valve.

  Immediately after the cold engine is started, that is, immediately after cold start, the temperature of the engine body is low and the fuel has low ignitability, so it is necessary to promote warm-up of the engine while securing the ignitability .

  For example, in Patent Document 1 below, the flow of exhaust gas on the upstream side of the intake throttle valve provided in the intake passage, the turbocharger driven by the energy of the exhaust gas, and the turbine of the turbocharger is At cold start of a diesel engine equipped with a throttling VGT (variable nozzle mechanism), control for closing the VGT and opening the intake throttle valve (hereinafter referred to as first control) is executed for a predetermined period, and then the VGT is opened for intake It is disclosed to execute control for closing the throttle valve (hereinafter referred to as second control).

  According to the diesel engine of Patent Document 1, the temperature of the cylinder is raised by the first control for closing the VGT to improve the ignitability, and then the catalyst is heated by the second control for closing the intake throttle valve. It can promote activation. That is, when the VGT is closed by the first control, the flow resistance (exhaust resistance) of the exhaust gas is increased, and the high temperature burnt gas remains in the cylinder (in other words, the internal EGR is performed). Increase rapidly, and the fuel's ignitability improves. Then, when the intake throttle valve is closed by the second control executed in that state, the amount of intake decreases and the air-fuel ratio becomes rich, and the unburned component of the fuel discharged together with the exhaust gas increases. The temperature of the exhaust gas is increased to promote the activation of the catalyst.

Patent No. 4453145

  Here, after the engine has been cold-started, although the temperature of the piston rises rapidly due to combustion heat, the temperature of the cylinder wall (hereinafter referred to as cylinder wall) mainly affected by the temperature of the cooling water is It only rises gradually. For this reason, at a time when a short time after the cold start, the temperature of the piston becomes significantly higher than the temperature of the cylinder wall. This state (hereinafter, referred to as a semi-warmed state) continues until the engine warm-up is almost completed and the temperature of the cylinder wall rises sufficiently.

  In the semi-warmed state, the amount of expansion of the piston (particularly the amount of expansion in the radial direction of the skirt thereof) is larger than the amount of expansion of the cylinder wall, so the mechanical friction force or compression received when the piston slides The reaction force (the force by which the intake air compressed in the cylinder pushes back the piston) increases. That is, when the outer periphery of the relatively expanded piston approaches the cylinder wall and the contact area between the two increases, the mechanical friction force of the piston increases. Also, by reducing the amount of intake air leaking through the gap around the piston (especially the gap between the piston ring and the cylinder wall) during the compression stroke, this increases the amount of intake air actually compressed in the cylinder, The compression reaction force applied to the piston is increased. Hereinafter, these resistances (frictional force, compression reaction force, etc.) received when the piston slides are generically referred to as the sliding resistance of the piston.

  In the semi-warming state where the sliding resistance of the piston is large, there is a problem that the startability of the engine is deteriorated. For example, when the engine is stopped without completing warm-up and the engine is started shortly thereafter, the engine is in a semi-warm-up state at the time of start-up, and the sliding resistance of the piston is considered to be considerably large. . When the engine is started in such a state, the piston speed does not increase as expected, and the required engine start time, that is, cranking (forced rotation by the start motor) is started, and then the engine rotation speed is a prescribed rotation. The time required to reach the speed may be long, and in the worst case, engine stall may occur.

  On the other hand, the invention of Patent Document 1 aims at promoting warm-up of the engine and the catalyst at the cold start of the engine, and the problem relating to the startability of the engine at the time of semi-warm-up There is no particular mention of measures.

  The present invention has been made in view of the above-described circumstances, and an object thereof is to provide an engine start control device capable of quickly starting an engine in a semi-warmed state.

  In order to solve the above-mentioned problems, according to the present invention, a cylinder in which combustion is performed, a piston reciprocating in the cylinder, an intake passage communicating with the cylinder through the intake port, and an intake valve opening and closing the intake port. A start control device applied to an engine including an intake valve variable mechanism capable of changing the closing timing of the intake valve, the start motor cranking the engine at the time of start, the temperature of the piston, and A warm-up state in which the wall surface temperature of the cylinder is higher and the temperature difference is lower than a predetermined value, or in a half-warming state in which the temperature difference obtained by subtracting the wall surface temperature is a predetermined value or more And a start-up request for the engine, and when the determination unit determines that the engine is in the half-warming state, the start-up motor is driven and the engine is warmed-up. Intake charge to the cylinders than in the case where there the state is a control section for controlling the intake valve adjustment mechanism so as to reduce, and is characterized in that (claim 1).

  When the engine is in the semi-warmed state, the sliding resistance of the piston is increased due to the relatively large expansion of the piston which is considerably hotter than the wall surface of the cylinder, and the clearance around the piston is Leakage loss is reduced. For this reason, if the closing timing of the intake valve is set to be the same as in the warm-up state, the sliding resistance of the piston is further increased due to the increase of the amount of intake actually compressed by the piston. I will. On the other hand, in the present invention, when the engine is started in a semi-warmed state, the closing timing of the intake valve is adjusted so that the intake charge amount to the cylinder decreases, so the sliding resistance of the piston can be reduced. It is possible to reduce the time required for starting.

  Moreover, according to the present invention in which the intake charge amount is reduced by changing the valve timing, it is not necessary to close the intake throttle valve in order to reduce the intake charge amount. For this reason, it is possible to effectively reduce the sliding resistance of the piston while avoiding an increase in the pumping loss, and it is possible to achieve both good fuel consumption performance and shortening of the required starting time.

  Preferably, a motor-driven supercharger driven by electrical energy is provided in the intake passage, and the control unit determines that the engine has been requested to start and that the engine is in the semi-warmed state. The electric supercharger is driven to supercharge intake air (claim 2).

  According to this configuration, it is possible to reduce the sliding resistance of the piston while securing the combustion stability. That is, if shortening of the time required for starting is to be realized only by retarding the closing timing of the intake valve, it is necessary to greatly retard the closing timing of the intake valve. And the compression end temperature (in-cylinder temperature at the compression top dead center) may be insufficient. If the compression end temperature is insufficient, the ignitability of the fuel is deteriorated, and the combustion may be destabilized, or in the worst case, a misfire may be caused. On the other hand, in the above configuration, the electric supercharger is driven at the time of starting the engine in the semi-warmed state to supercharge the intake, so the intake of the required amount can be performed while greatly retarding the closing timing of the intake valve. The cylinder can be filled, and a sufficient compression end temperature capable of stably igniting the fuel can be secured. Thus, the combustion stability at the time of start can be favorably maintained while the closing time of the intake valve is significantly retarded to surely reduce the time required for starting the engine.

  In the above-mentioned configuration, more preferably, the control unit retards the closing timing of the intake valve to the middle stage of the compression stroke when it is determined that the engine is requested to start and the engine is in the semi-warmed state. The intake valve variable mechanism is controlled to be controlled (claim 3).

  As described above, when the closing timing of the intake valve is retarded until the late timing, which is the middle stage of the compression stroke, the sliding resistance of the piston can be sufficiently reduced, and the time required for starting the engine is effective. Can be shortened to In this case, if the electric supercharger is not driven, there is a high possibility that the compression end temperature will be insufficient to cause instability of combustion, etc., but in the above configuration where the electric supercharger is driven According to this, it is possible to reduce the time required for starting the engine without causing such a situation.

  Preferably, the start control device further includes a water temperature sensor that detects a temperature of coolant of the engine, and the determination unit determines a predetermined parameter correlated with a generated torque of the start motor at the time of start of the engine, and the water temperature Based on the temperature of the cooling water detected by a sensor, it is determined whether the engine is in a semi-warmed state or in a warmed-up state (claim 4).

  According to this configuration, based on both the actual temperature of the engine and the generated torque of the starter motor (that is, the required torque for cranking the engine), the engine is in a semi-warmed state, that is, the wall surface of the cylinder It is possible to properly determine that the temperature difference between the piston and the piston is large and the sliding resistance of the piston is likely to increase, separately from the engine warm-up state.

  Preferably, the engine has an idling stop function to automatically stop under predetermined conditions, the control unit has a restart request to restart the engine which has been automatically stopped, and the engine performs the half warm-up. When it is determined that the engine is in the state, the control for driving the start motor and reducing the intake charge amount to the cylinder by the intake variable mechanism is executed (claim 5).

  According to this configuration, when the engine is restarted after the automatic stop where the promptness of the start is more urgently required, the time required for the start can be shortened, and the commercial property of the engine can be improved.

  The engine to which the start control device of the present invention is applied is not particularly limited in its type, but for example, a compression ignition engine having a geometric compression ratio of 14 or more has a particularly large sliding resistance of the piston during half-warming It can be said that it is easy to become. For this reason, the present invention is suitable for a compression ignition engine having a geometric compression ratio of 14 or more (claim 6).

  As described above, according to the engine start control device of the present invention, it is possible to quickly start the engine in the semi-warmed state.

It is a system figure showing a desirable embodiment of an engine to which a control device of the present invention was applied. It is a block diagram showing a control system of an engine. It is a flowchart which shows the detail of restart control which restarts the engine which stopped automatically. It is a graph which shows the time change of each temperature of the piston and cylinder wall after the engine in a low temperature state is key-started. It is a graph which each shows the sliding resistance and leakage loss of a piston which change with temperature change of FIG. It is a figure which shows the change of the lift characteristic of an inlet valve when control of step S4 of FIG. 3 is performed.

(1) Overall Configuration of Engine FIG. 1 is a system diagram showing a preferred embodiment of an engine to which a control device of the present invention is applied. The engine shown in the figure is a four-cycle diesel engine mounted on a vehicle as a power source for traveling, and includes an engine body 1, an intake passage 30 through which intake air introduced into the engine body 1 flows, and an engine body 1, an exhaust passage 40 through which exhaust gas discharged from the engine 1 flows, a supercharging device 50 for feeding the engine main body 1 while compressing the intake air flowing through the intake passage 30, and a portion of the exhaust gas circulating through the exhaust passage 40 And an EGR device 70 for returning to the passage 30.

  The engine main body 1 is an in-line multi-cylinder type having a plurality of cylinders 2 (only one of which is shown in FIG. 1) arranged in a row, and the plurality of cylinders 2 are formed therein. A cylinder block 3; a cylinder head 4 attached to the upper surface of the cylinder block 3 so as to close each cylinder 2 from above; and a plurality of pistons 5 reciprocably inserted in each cylinder 2 There is. In addition, since the structure of each cylinder 2 is the same, in the following, the description will focus on only one cylinder 2 basically.

  A combustion chamber 6 is defined above the piston 5. A fuel mainly composed of light oil is supplied to the combustion chamber 6 by injection from a fuel injection valve 15 described later. Then, the supplied fuel burns (diffuse combustion) by compression ignition, and the piston 5 pushed down by the expansion force of the combustion reciprocates in the vertical direction.

  Below the piston 5, a crankshaft 7 which is an output shaft of the engine body 1 is provided. The crankshaft 7 is connected to the piston 5 via the connecting rod 8 and is rotationally driven about the central axis according to the reciprocating motion (up and down motion) of the piston 5.

  The geometric compression ratio of the cylinder 2, that is, the ratio of the volume of the combustion chamber 6 when the piston 5 is at the top dead center to the volume of the combustion chamber when the piston 5 is at the bottom dead center is 14 or more and 20 or less It is set.

  The cylinder block 3 is provided with a crank angle sensor SN1 that detects an angle (crank angle) of the crankshaft 7 and a rotational speed of the crankshaft 7 (engine rotational speed). Further, the cylinder head 4 is provided with a water temperature sensor SN2 that detects the temperature (engine water temperature) of the cooling water flowing inside the engine body 1 (the cylinder block 3 and the cylinder head 4).

  The crankshaft 7 is detachably connected to an electric start motor 20. The start motor 20 engages with the crankshaft 7 at the start of the engine to force it to rotate (crank). Further, the starting motor 20 incorporates a current sensor SN5 (FIG. 2) for detecting the operating current.

  The cylinder head 4 includes an intake port 9 and an exhaust port 10 opened to the combustion chamber 6, an intake valve 11 for opening and closing the intake port 9, an exhaust valve 12 for opening and closing the exhaust port 10, an intake valve 11 and an exhaust valve 12 The valve operating mechanisms 13 and 14 are provided to open and close in conjunction with the rotation of the crankshaft 7.

  In the valve operating mechanism 13 for the intake valve 11, an intake VVT 13a capable of changing the open / close timing of the intake valve 11 is incorporated. The intake VVT 13a is a so-called phase type variable mechanism, and simultaneously changes the opening timing and closing timing of the intake valve 11 by the same amount. The intake VVT 13a is an electrically driven variable mechanism driven by an electric motor (not shown).

  The cylinder head 4 is further provided with a fuel injection valve 15 for injecting fuel (light oil) into the combustion chamber 6. The fuel injection valve 15 is, for example, a multi-injection hole type injection valve that injects fuel radially from the center of the ceiling surface of the combustion chamber 6. Although not shown, a recess (cavity) for receiving the fuel injected from the fuel injection valve 15 is formed on the crown surface of the piston 5.

  The intake passage 30 is connected to one side surface of the cylinder head 4 so as to communicate with the intake port 9. The air intake passage 30 includes an air cleaner 31 for removing foreign substances in the air intake, an air intake throttle valve 32 capable of opening and closing for adjusting the flow rate of air intake, and an intercooler 33 for cooling air intake compressed by the supercharging device 50; A surge tank 34 is provided in this order from the upstream side of the intake passage 30 (the side far from the engine body 1).

  An air flow sensor SN3 for detecting the flow rate of air (fresh air) introduced into the engine body 1 through the intake passage 30 is provided at a portion of the intake passage 30 downstream of the air cleaner 31. Further, the surge tank 34 is provided with an intake pressure sensor SN4 that detects the pressure of intake air therein.

  The exhaust passage 40 is connected to the other side surface of the cylinder head 4 so as to communicate with the exhaust port 10. The exhaust passage 40 is provided with a catalytic converter 41 incorporating a catalyst 41 a for purifying various harmful components contained in the exhaust gas. As the catalyst 41a, for example, one or both of an oxidation catalyst that oxidizes CO and HC in the exhaust gas to harm them and an NOx catalyst that reduces NOx in the exhaust gas to harm them are used. Although not shown, the exhaust passage 40 is additionally provided with a DPF (diesel particulate filter) for collecting soot (soot) in the exhaust gas.

  The supercharger 50 is a so-called two-stage supercharger, and has two superchargers 51 and 52 arranged in series. The turbocharger 51 is an electric turbocharger driven by electrical energy (hereinafter referred to as the electric turbocharger 51), and the turbocharger 52 is a turbocharger driven by the energy of exhaust gas (hereinafter referred to as It is called a turbocharger 52).

  The electric supercharger 51 has a motor 62 that operates by receiving power supply, and a compressor 61 that is rotationally driven by the motor 62 to compress intake air. The compressor 61 is disposed in a main passage 63 formed between the air cleaner 31 and the intake throttle valve 32 in the intake passage 30. A bypass passage 64 for bypassing the compressor 61 is provided in the intake passage 30 in parallel with the main passage 63. The bypass passage 64 is provided with an openable / closable bypass valve 65.

  The turbocharger 52 includes a turbine 67 rotationally driven by the exhaust gas flowing through the exhaust passage 40, and a compressor 66 rotatably provided in conjunction with the turbine 67 and compressing the intake air flowing through the intake passage 30 Have. The compressor 66 is disposed upstream of the electric turbocharger 51 (compressor 61) in the intake passage 30, and the turbine 67 is disposed upstream of the catalytic converter 41 in the exhaust passage 40. The exhaust passage 40 is provided with a bypass passage 68 for bypassing the turbine 67, and the bypass passage 68 is provided with an openable / closable waste gate valve 69.

  The EGR device 70 includes an EGR passage 71 connecting the exhaust passage 40 and the intake passage 30, and an EGR cooler 72 cooling the exhaust gas (EGR gas) recirculated from the exhaust passage 40 to the intake passage 30 through the EGR passage 71. An openable and closable EGR valve 73 is provided to adjust the flow rate of the EGR gas.

  Although the EGR device 70 in the present embodiment is provided so as to return part of the exhaust gas flowing on the upstream side of the turbine 67 to the intake passage 30 on the downstream side of the compressor 61, this EGR device 70 Alternatively, an EGR device may be further provided to recirculate a portion of the exhaust gas flowing downstream of the turbine 67 to the intake passage 30 upstream of the compressor 66.

(2) Control System FIG. 2 is a block diagram showing a control system of the engine of this embodiment. The ECU 100 shown in the figure is a microprocessor for controlling the engine in an integrated manner, and comprises a known CPU, a ROM, a RAM and the like.

  Information detected by various sensors is input to the ECU 100. Specifically, the ECU 100 is electrically connected to the crank angle sensor SN1, the water temperature sensor SN2, the air flow sensor SN3, the intake pressure sensor SN4, and the current sensor SN5 described above, and various types of information detected by these sensors For example, information such as a crank angle, an engine rotational speed, an engine water temperature, an intake flow rate, an intake pressure (supercharging pressure), and an operating current of the start motor 20 are sequentially input to the ECU 100.

  In the vehicle, a vehicle speed sensor SN6 for detecting the traveling speed (hereinafter referred to as vehicle speed) of the vehicle and an opening degree of the accelerator pedal operated by a driver driving the vehicle (hereinafter referred to as accelerator opening degree) are detected. The accelerator sensor SN7 and the brake sensor SN8 for detecting the on / off state of the brake pedal similarly operated by the driver are provided, and the detection information by the vehicle speed sensor SN6, the accelerator sensor SN7 and the brake sensor SN8 is also sent to the ECU 100. Input sequentially.

  The ECU 100 controls each part of the engine while performing various determinations and calculations based on the input information from the sensors SN1 to SN8. That is, the ECU 100 electrically connects the intake VVT 13a, the fuel injection valve 15, the start motor 20, the intake throttle valve 32, the motor 62 for the electric supercharger 51, the bypass valve 65, the waste gate valve 69, the EGR valve 73, etc. It is connected and outputs control signals to these devices based on the result of the above calculation and the like. Such an ECU 100 corresponds to a "determination unit" and a "control unit" in the claims.

  For example, the ECU 50 calculates the load (request torque) of the engine based on the accelerator opening detected by the accelerator sensor SN7, the vehicle speed detected by the vehicle speed sensor SN6, etc., and detects the calculated load and the crank angle sensor SN1. The amount of fuel to be injected into the cylinder 2 (target injection amount) is determined based on the engine rotation speed to be calculated, and fuel injection is performed such that the amount of fuel corresponding to the determined target injection amount is injected into the cylinder 2 The valve 15 is controlled.

  Further, the ECU 100 sets the target boost pressure based on the engine rotation speed / load and the like, and the intake pressure (supercharge pressure) detected by the intake pressure sensor SN4 matches the target boost pressure. And control the opening degree of the bypass valve 65 and the waste gate valve 69, the rotation of the motor 62 for the electric supercharger 51, and the like.

  Furthermore, a so-called idling stop function is added to the engine of this embodiment. That is, the ECU 100 has a function of automatically stopping or restarting the engine under predetermined specific conditions.

  For example, the ECU 100 has a plurality of requirements such as that the engine is not in the cold state, that the vehicle speed is almost zero, that the accelerator pedal is off (the accelerator opening is zero), and that the brake pedal is on. The success or failure of the engine is determined each time based on the detection values of the water temperature sensor SN2, the vehicle speed sensor SN6, the accelerator sensor SN7, the brake sensor SN8, etc., and it is confirmed that all of these requirements are satisfied. It is determined that the stop condition is satisfied. When the automatic stop condition is satisfied, the ECU 100 cuts the fuel supply from the fuel injection valve 15 to automatically stop the engine. The determination as to whether or not the engine is in the cold state is performed based on comparison between the engine water temperature detected by the water temperature sensor SN2 and a predetermined threshold value. Specifically, the threshold value of the temperature used in this determination is set to a predetermined temperature (for example, 40 ° C.) sufficiently lower than the engine water temperature at the completion of the warm-up and higher than the outside air temperature. Then, if the engine water temperature is lower than the threshold, the engine is in the cold state, and if the engine temperature is equal to or higher than the threshold, it is determined that the engine is not in the cold state (that is, it is in either a semi-warmed state or a warmed up state described later).

  Further, the ECU 100 has a plurality of requirements such as that the brake pedal has switched from the on state to the off state after the automatic stop of the engine and that the elapsed time after the automatic stop (the continuation time of the automatic stop) has reached a predetermined time. Success or failure is judged each time based on the detection value of the brake sensor SN8 or the count value of the built-in timer, and when it is confirmed that any one of these requirements is satisfied, the engine restart condition is satisfied. It is determined that When the restart condition is satisfied, the ECU 100 restarts the engine by driving the starter motor 20 to restart the fuel supply from the fuel injection valve 15 while cranking the engine body 1.

(3) Control Depending on Temperature State at Restart of Engine Next, details of control for restarting the automatically stopped engine will be described. FIG. 3 is a flowchart showing a control procedure at the time of engine restart. When the engine is automatically stopped and the control shown in this flowchart is started, the ECU 100 determines in step S1 whether the restart condition is satisfied. The details of the restart condition are as described above, and the success or failure is determined based on, for example, the detection value of the brake sensor SN8 or the count value of the timer.

  If it is determined that the restart condition is satisfied in step S1, the ECU 100 proceeds to step S2 and performs control to drive the starter motor 20 to forcibly rotate the crankshaft 7, that is, the engine Start cranking.

  After the start of the cranking, the ECU 100 shifts to step S3 and half-warms the engine based on the operating current of the starter motor 20 detected by the current sensor SN5 and the engine water temperature detected by the water temperature sensor SN2. Determine whether the machine is in the machine state or in the warm-up state. The semi-warming state refers to a state of mid-warming that is neither cold nor warm, for example, an elapsed time since the start of the engine by the ignition-on operation of the occupant, that is, the continuation of the engine operation It tends to occur when the time is relatively short. In this semi-warmed state, the temperature of the piston 5 becomes significantly higher than the temperature of the wall surface 2a of the cylinder 2 (hereinafter referred to as a cylinder wall).

  That is, at the time of engine start by the ignition on operation (hereinafter referred to as “when the ignition on operation is performed, except in the case where the ignition on operation is performed again without much time after the engine is stopped by the occupant's ignition off operation. In the key start mode, the temperature of the piston 5 and the temperature of the cylinder wall 2a both have sufficiently low values similar to the outside air temperature. FIG. 4 shows the time change of the temperature of the piston 5 and the temperature of the cylinder wall 2a when such a general key start is performed. As shown in FIG. 4, when the engine is key-started at time t0, the temperature of the piston 5 rises rapidly immediately thereafter. This is because the combustion heat generated in the combustion chamber 6 directly acts on the piston 5. On the other hand, after the key start of the engine, the temperature of the cylinder wall 2a rises only gradually. This is because the temperature of the cylinder wall 2a is mainly influenced by the temperature of the engine cooling water, and the temperature of the cooling water is characteristically (inside of the mass members such as the cylinder block 3 and the cylinder head 4) Because of the nature of circulating Note that FIG. 4 also shows the temperature of the engine cooling water, and the temperature of this cooling water is rising with the same tendency as the temperature of the cylinder wall 2a. This also indicates that the temperature of the cylinder wall 2a is mainly influenced by the temperature of the cooling water.

  Due to the difference in temperature raising speed between the piston 5 and the cylinder wall 2a as described above, the temperature difference obtained by subtracting the temperature of the cylinder wall 2a from the temperature of the piston 5 is a predetermined value ΔTx It has expanded to. Then, the temperature difference shifts in the range of the predetermined value ΔTx or more until time t2 when a while from time t1. That is, the state in which the temperature of the piston 5 is higher than the temperature of the cylinder wall 2a by the predetermined value ΔTx or more continues from time t1 to t2 after the key start. This period (t1 to t2) is a half warm-up period.

  The engine is in the cold state or in the warm-up state before and after the semi-warm-up state. That is, the period (time t0 to t1) before the engine reaches the semi-warming state is the period of the cold state, and in this cold state, the temperature difference between the piston 5 and the cylinder wall 2a is less than the predetermined value .DELTA.Tx And the temperature of the cylinder wall 2a is lower than that in the semi-warming state. Further, the period (time t2-) after the half warm-up state is the warm-up state, and in this warm-up state, the temperature difference between the piston 5 and the cylinder wall 2a becomes less than the predetermined value ΔTx, And, the temperature of the cylinder wall 2a becomes higher than that in the semi-warming state.

  The temperature difference gradually decreases from ΔTx and the temperature of the cylinder wall 2a approaches the temperature of the piston 5 more and more after time t2 when the state is shifted from the half warm-up state to the warm-up state. At time t3 at which it is considered that the warm-up is completed, the temperature difference is sufficiently reduced, and both the cylinder wall 2a and the piston 5 are fully warmed.

  FIG. 5 shows the sliding resistance and the leakage loss of the piston 5 which change with the temperature change of FIG. The sliding resistance of the piston 5 is a resistance that is received when the piston 5 reciprocates in the cylinder 2, and a mechanical friction force or a compression reaction force (the intake air compressed in the combustion chamber 6 is a piston The force that pushes back 5) is the combined resistance. The leakage loss is the amount of gas leaking from the combustion chamber 6 to the outside through the gap between the piston 5 (especially the piston ring provided on the outer periphery thereof) and the cylinder wall 2a (compressed intake air or burnt gas Amount of leakage). As shown in FIG. 5, the period of the half warm-up period from time t1 to t2 is compared with the period other than that, that is, the period of cold state from time t0 to t1 and the period of warm-up state after time t2. As the sliding resistance of 5 increases, the leakage loss decreases. This is due to the large temperature difference expanded to ΔTx or more.

  That is, in the semi-warming state (time t1 to t2), the temperature of the piston 5 is significantly higher than the temperature of the cylinder wall 2a, so the expansion amount of the piston 5 is sufficiently larger than the expansion amount of the cylinder wall 2a. As a result, the area of the portion of the circumferential surface of the piston 5 (mainly its skirt) in contact with the cylinder wall 2a is increased. The increase in the contact area increases the mechanical friction of the piston 5. On the other hand, the gap between the circumferential surface of the piston 5 and the cylinder wall 2a is reduced, so the leakage loss through the gap is reduced, and the amount of intake air actually compressed in the combustion chamber 6 is increased. This causes an increase in the compression reaction force applied to the piston 5 from the compressed intake air. Thus, in the engine half-warming state, both the mechanical friction force and the compression reaction force of the piston 5 increase, so the combined resistance force, that is, the sliding resistance of the piston 5 naturally also increases. .

  The phenomenon as described above which occurs in the semi-warming state, that is, the increase in the sliding resistance of the piston becomes more remarkable as the difference between the thermal expansion coefficient of the piston 5 and the cylinder wall 2a is larger. For example, when the piston 5 is made of an aluminum alloy and the cylinder wall 2a is made of cast iron, the thermal expansion coefficient of the piston 5 becomes significantly larger than that of the cylinder wall 2a. The resistance is greater.

  As described above, in the semi-warming state, the temperature difference between the piston 5 and the cylinder wall 2a expands to ΔTx or more, in other words, the temperature of the cylinder wall 2a becomes sufficiently lower than the temperature of the piston 5 The sliding resistance of the piston 5 is increased. The reason why each detected value of the water temperature sensor SN2 and the current sensor SN5 is used in the determination of the semi-warmed state in the step S3 is to confirm the presence or absence of such a phenomenon.

  That is, when the temperature (engine water temperature) of the engine coolant detected by the water temperature sensor SN2 is lower than a predetermined reference temperature, it can be regarded that the temperature difference between the piston 5 and the cylinder wall 2a is sufficiently large. (It should be noted that since the piston 5 should already be sufficiently heated by the operation before the engine is automatically stopped, it can be considered that the temperature difference is large because the engine water temperature is low.) Also, when the operating current of the starter motor 20 detected by the current sensor SN5 is higher than a predetermined reference current, the generated torque of the starter motor 20 required for cranking the engine is large, and the sliding resistance of the piston 5 is large. Can be considered large enough. The reference temperature for confirming that the temperature difference between the piston 5 and the cylinder wall 2a is large is the threshold value of the engine water temperature for determining the possibility of the automatic stop, that is, whether the engine is in the cold state In order to make a decision, the threshold value (for example, 40 ° C.) is set to a value (for example, 70 ° C.) higher by a predetermined amount.

  In step S3, when either of the above two requirements is satisfied, that is, the requirement that the engine water temperature is lower than the reference temperature and the requirement that the operating current of the starter motor 20 be higher than the reference current. If any one of them is established, it is determined that the engine is in the semi-warmed state. Conversely, if none of these two requirements are met, it can be said that the engine is in a warm-up state. That is, it is assumed that the engine is not at least in the cold state on the premise that the engine is automatically stopped. Therefore, the non-satisfaction of the above two requirements means that the engine is not in the semi-warm state even in the cold state; means. The determination in step S3 is usually completed before the piston 5 of the cylinder 2 stopped in the compression stroke reaches the first compression top dead center.

  If it is determined as NO in step S3 and it is confirmed that the engine is in the warm-up state, the ECU 100 shifts to step S8 and restarts the engine by normal restart control. Specifically, the opening / closing timing (phase) of the intake valve 11 set by the intake VVT 13a is set to be more advanced than the opening / closing timing set in step S4 described later (refer to lift curve in dashed dotted line in FIG. 6). In the state where the electric supercharger 51 is not driven, fuel is sequentially injected and burned from the fuel injection valve 15 to each cylinder 2 of the engine.

  Further, in the normal engine restart (S8), the intake air throttle valve 32 and the bypass valve 65 are opened, for example, to an opening degree equal to or higher than the flow rate saturation point. The flow saturation point is an opening at which the pressure difference between the upstream and downstream sides of the intake throttle valve 32 (or the bypass valve 65) disappears, and the intake flow does not increase even if the opening is further increased. Degree. Although the opening degree of the flow rate saturation point varies depending on the operating condition of the engine, the opening degree of the flow rate saturation point is, for example, about 30% under the operating condition where the control of step S8 is executed. In this case, each opening degree of the intake air throttle valve 32 and the bypass valve 65 is about 30% or more.

  On the other hand, when it is determined YES in step S3 and it is confirmed that the engine is in the semi-warming state, the ECU 100 shifts to steps S4 and S5 to drive the intake VVT 13a and open / close timing of the intake valve 11. To the retard side and drives the motor 62 of the electric supercharger 51 to cause the compressor 61 to perform supercharging. At this time, the bypass valve 65 is closed to an opening degree (approximately 0%) corresponding to full closing so that the intake air supercharged by the electric supercharger 51 does not reversely flow in the bypass passage 64. On the other hand, the intake air throttle valve 32 is opened to an opening degree (for example, 30% or more) equal to or higher than the flow rate saturation point.

  FIG. 6 shows the lift characteristic of the intake valve 11 when the opening / closing timing of the intake valve 11 is retarded in step S4, that is, the intake valve 11 set by the VVT 13a when the engine in the semi-warmed state is started. It is a figure which shows the lift characteristic of. As shown in the figure, at the time of engine start in a semi-warmed state, the intake valve 11 opens after passing the exhaust top dead center (TDC on the left side) and then opens the intake bottom dead center (BDC on the right side) It is driven to close after passing. In particular, the closing timing of the intake valve (hereinafter also referred to as IVC) is retarded to a considerably late timing, which is the middle stage of the compression stroke. The middle stage of the compression stroke refers to the middle stage when the compression stroke is divided into three equal parts, ie, the first, second, and third phases, and the period before compression top dead center (BTDC) 120 to 60 ° CA. By delaying the IVC until the middle stage of the compression stroke, a phenomenon (blow back of intake air) that a part of the intake introduced into the combustion chamber 6 during the intake stroke blows back to the intake port 9 occurs As a result, the intake charge amount to the combustion chamber 6 is reduced as compared with that in the warm-up state (the lift characteristic of the intake valve 11 at that time is indicated by the one-dot chain line).

  In the present embodiment, since the supercharging by the electric supercharger 51 is performed, the intake charge amount to the combustion chamber 6 is increased if the IVC is not retarded. However, due to the large retardation of the IVC in the step S4, the intake charge amount to the combustion chamber 6 does not increase but rather decreases. In other words, the retarded amount of IVC in the step S4 is set to a retarded amount such that the amount of intake exceeding the increment of the intake due to supercharging is reduced.

  Next, the ECU 100 proceeds to step S6, and injects fuel from the fuel injection valve 15 at an appropriate timing slightly delayed from the start of supercharging (step S5). For example, when the cylinder stopped in the intake stroke reaches the first compression top dead center (when the entire engine reaches the second compression top dead center), the first fuel is set to the cylinder reaching the compression top dead center. Inject. The injected fuel is self-ignited and burned in the combustion chamber 6 of the cylinder, and pushes down the piston 5. As a result, the autonomous rotation of the engine body 1 is started, and the engine rotational speed is rapidly increased.

  Next, the ECU 100 similarly receives fuel from the fuel injection valve 15 in the order of the cylinder that receives the compression stroke next to the cylinder (the first firing cylinder) that was first fired, and then the cylinder that receives the compression stroke next. Inject and burn. Then, it is determined whether combustion has been performed in all the cylinders 2 and the engine has completely detonated (step S7), and when complete detonation, engine restart control is ended. After completion of the restart control, the control shifts to normal control such as adjusting the fuel injection amount according to the accelerator opening degree, the vehicle speed, and the like.

(4) Operation and Effect, Etc. As described above, in this embodiment, the engine to be restarted after the automatic stop is in the semi-warming state (the state where the temperature difference between the piston 5 and the cylinder wall 2a is equal to or more than the predetermined value ΔTx) In the case where the intake VVT 13a is driven and the IVC (the closing timing of the intake valve 11) is retarded, the intake charge amount to the combustion chamber 6 is smaller than when the engine is in the warm-up state. Will be reduced. According to such a configuration, there is an advantage that the engine in a semi-warmed state can be quickly started.

  That is, when the engine is in a semi-warmed state, the sliding resistance of the piston 5 is increased due to the relatively large expansion of the piston 5 that is considerably hotter than the cylinder wall 2a, and The leakage loss through the clearance around 5 is reduced (see FIG. 5). For this reason, if the IVC is set to be the same as in the warm-up state, the amount of intake air actually compressed by the piston 5 increases, and the piston ring is expanded in diameter by the large pressure generated during compression. Therefore, the compression reaction force applied to the piston 5 and the mechanical friction force of the piston 5 increase, and the sliding resistance of the piston 5 further increases. This leads to a reduction in the moving speed of the piston 5 and hence to an increase in the time required for starting the engine. On the other hand, in the above embodiment, at the time of engine restart in a semi-warmed state, the IVC is significantly retarded than the intake bottom dead center, and the intake charge amount to the combustion chamber 6 is reduced. The sliding resistance can be reduced, and the required starting time can be shortened.

  Moreover, according to the above embodiment in which the intake charge amount is reduced by changing the IVC, it is not necessary to close the intake throttle valve 32 in order to reduce the intake charge amount. For this reason, it is possible to effectively reduce the sliding resistance of the piston 5 while avoiding an increase in the pumping loss, and it is possible to achieve both good fuel consumption performance and shortening of the required starting time.

  Further, since the combustion is performed in a relatively fuel-rich environment where the intake charge amount is reduced, the temperature of the exhaust gas discharged from the combustion chamber 6 can be raised, and the catalyst 41a is It can be heated to promote its activation.

  However, if it is necessary to retard the start time significantly by only retarding the IVC, the IVC needs to be significantly retarded, so the retarding causes the intake charge amount to decrease excessively, and the compression end temperature ( The internal temperature of the combustion chamber 6 at the compression top dead center may be insufficient. If the compression end temperature is insufficient, the ignitability of the fuel is deteriorated, and the combustion may be destabilized, or in the worst case, a misfire may be caused. On the other hand, in the above embodiment, since the electric supercharger 51 is driven and the intake air is supercharged when the engine restarts in the semi-warmed state, the required amount of intake air is burned while greatly retarding the IVC. The chamber 6 can be filled, and a sufficient compression end temperature at which the fuel can be stably ignited can be secured. This makes it possible to maintain good combustion stability at the time of restart, while greatly retarding the IVC to surely reduce the time required for starting the engine.

  In particular, in the above-described embodiment, the IVC is retarded until the very late timing, ie, the middle stage of the compression stroke, so if the electric supercharger 51 is not driven, the compression end temperature is insufficient and combustion occurs. There is a high possibility of destabilization. On the other hand, according to the above embodiment in which the electric supercharger 51 is driven not only by retarding the IVC but by increasing the compression end temperature to such an extent that the combustion stability is ensured, the IVC is significantly delayed. The sliding resistance of the piston 5 can be sufficiently reduced by the keratinization.

  Further, in the above embodiment, when restarting the automatically stopped engine, the engine water temperature (temperature of the engine coolant) detected by the water temperature sensor SN2 and the operating current of the starting motor 20 detected by the current sensor SN5 Whether or not the engine is in a semi-warmed state is determined on the basis of the actual temperature of the engine and the torque generated by the starting motor 20 (that is, the required torque for cranking the engine). Since the temperature difference between the cylinder wall 2a and the piston 5 is large and the sliding resistance of the piston 5 is large, it can be reliably recognized as a half-warming state. it can.

  In the above embodiment, the electric supercharger is determined when it is determined whether the engine is in the semi-warming state or in the warming-up state when restarting the automatically stopped engine, and it is determined that the engine is in the semi-warming state. The control for retarding the IVC while driving 51 is performed (steps S4 and S5 in FIG. 3), but the same control as this control is performed when the key of the engine is started based on the occupant's ignition-on operation You may That is, even when the engine in the semi-warmed state is key-started, the same reason that the sliding resistance of the piston 5 is large and the startability is bad is the same. It may be executed.

  Further, in the above embodiment, when the engine is in the warm-up state when the automatically stopped engine is restarted, the normal restart control shown in step S8 of FIG. 3 is executed, and as a part thereof, the electric supercharger Control to advance the IVC while stopping the drive of 51 was performed, but the same control as this is not only at engine restart in the warm-up state, but also engine key start in the warm-up state It is of course also possible to execute at times. In addition, even when the engine is in the cold state, the sliding resistance of the piston is smaller than in the semi-warming state, so the same control as in step S8 (advancing the IVC while stopping the driving of the electric supercharger 51) Control) may be performed at key start of the engine in the cold state.

  Further, in the above embodiment, the intake passage 30 in the portion between the intake throttle valve 32 and the surge tank 34 is formed in a single tubular shape, and the intake air before being introduced into the combustion chamber 6 always passes through the intercooler 33 However, the intake passage 30 may be modified so that the passage / non-passage of intake air to the intercooler 33 can be switched. That is, an intercooler bypass passage for bypassing the intercooler 33 is provided separately from the intercooler arrangement passage in which the intercooler 33 is disposed, and selective to any one of the intercooler arrangement passage and the intercooler bypass passage In addition, a switching valve may be provided to introduce the intake air. In this case, it is conceivable to control the switching valve so that the intake air is introduced into the intercooler bypass passage when the engine is started in the semi-warmed state. In this way, the temperature of the intake air introduced into the combustion chamber 6 (compression start temperature) rises, and the compression end temperature also rises accordingly, so it is possible to further improve the ignitability of the fuel.

  Further, in the above embodiment, the current sensor SN5 for detecting the operating current of the starter motor 20 is provided, and the generated torque of the starter motor 20 is specified based on the detection value of the current sensor SN5 when restarting the automatically stopped engine. However, the generated torque of the starting motor 20 can be identified by detecting any parameter that correlates with the torque, detects an appropriate parameter (for example, voltage, etc.) other than the operating current, and detects the detected value as the detected value. The generated torque of the starter motor 20 may be specified based on it.

  In the above embodiment, an example in which the control device of the present invention is applied to a diesel engine that press-ignites fuel mainly composed of light oil has been described, but the engine to which the present invention can be applied is not limited thereto. The present invention may be applied to a lean burn gasoline engine that burns a fuel whose main component is the lean air fuel ratio under a lean air fuel ratio.

2 cylinders 2a cylinder wall (wall of cylinder)
5 piston 9 intake port 11 intake valve 13a intake VVT (intake valve variable mechanism)
20 start motor 30 intake passage 51 electric supercharger 100 ECU (determination unit, control unit)
SN2 water temperature sensor ΔTx (for temperature difference) predetermined value

Preferably, the start control device further includes a water temperature sensor that detects a temperature of cooling water of the engine, and the determination unit is configured to start the engine in a state where the temperature of the cooling water is equal to or higher than a predetermined threshold. The first requirement that the operating current of the starter motor is higher than a predetermined reference current, and the second one that the temperature of the cooling water detected by the water temperature sensor is lower than the reference temperature set higher than the threshold if any of the requirements have been satisfied, the engine is determined to be in the half-warmed-up state, when both of the first and second requirements were not met, the engine is in a warmed-up state The determination is made (claim 4).

According to this configuration, the engine is in a semi-warmed state, ie, based on both the actual temperature of the engine and the operating current of the starter motor (in other words, the required torque for cranking the engine). It can be properly distinguished from the engine warm-up state that the temperature difference between the wall surface and the piston is large and the sliding resistance of the piston is likely to increase.

Preferably, the engine has an idling stop function to automatically stop under predetermined conditions, the control unit has a restart request to restart the engine which has been automatically stopped, and the engine performs the half warm-up. When it is determined that the engine is in the state, the control for driving the start motor and reducing the intake charge amount to the cylinder by the intake valve variable mechanism is executed (claim 5).

Claims (6)

A cylinder in which combustion is performed, a piston reciprocating in the cylinder, an intake passage communicating with the cylinder via an intake port, an intake valve for opening and closing the intake port, and an intake valve variable capable of changing the closing timing of the intake valve A start control device applied to an engine having a mechanism;
A starter motor that cranks the engine at startup;
The temperature difference of the cylinder is higher than that of the cylinder in which the temperature difference between the temperature of the piston and the temperature of the cylinder is equal to or greater than a predetermined value. A determination unit that determines whether the warm-up state is less than a predetermined value;
When there is a request for starting the engine and the determination unit determines that the engine is in the semi-warming state, the starting motor is driven and the cylinder is compared to when the engine is in the warming-up state And a control unit that controls the variable intake valve mechanism so as to reduce an intake charge amount to the engine. In the engine start control device according to claim 1,
An electric turbocharger driven by electrical energy is provided in the intake passage,
The control unit drives the electric supercharger to supercharge intake air when there is a request for starting the engine and it is determined that the engine is in the semi-warmed state. Start control device. In the engine start control device according to claim 2,
The control unit controls the intake valve so that the closing timing of the intake valve is retarded to the middle stage of the compression stroke when there is a request for starting the engine and it is determined that the engine is in the semi-warming state. An engine start control device for controlling a mechanism. In the engine start control device according to any one of claims 1 to 3,
It further includes a water temperature sensor that detects the temperature of engine cooling water,
The determination unit determines whether the engine is in a semi-warmed state based on a predetermined parameter that correlates with the generated torque of the start motor and the temperature of the cooling water detected by the water temperature sensor at the time of starting the engine An engine start control device, which determines whether the engine is in a warm-up state. In the engine start control device according to any one of claims 1 to 4,
The engine has an idling stop function that automatically stops under predetermined conditions,
The control unit drives the start motor and determines the cylinder by the intake variable mechanism when there is a restart request to restart the automatically stopped engine and it is determined that the engine is in the semi-warmed state. An engine start control device for executing the control to reduce intake charge to the engine. In the engine start control device according to any one of claims 1 to 5,
The engine start control device, wherein the engine is a compression ignition engine having a geometric compression ratio of 14 or more.

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