JP5946338B2 - Control device for internal combustion engine - Google Patents

Control device for internal combustion engine Download PDF

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JP5946338B2
JP5946338B2 JP2012143154A JP2012143154A JP5946338B2 JP 5946338 B2 JP5946338 B2 JP 5946338B2 JP 2012143154 A JP2012143154 A JP 2012143154A JP 2012143154 A JP2012143154 A JP 2012143154A JP 5946338 B2 JP5946338 B2 JP 5946338B2
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ignition
water temperature
internal combustion
combustion engine
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JP2014005800A (en
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孝治 藤井
孝治 藤井
圭一 井倉
圭一 井倉
健太 杉山
健太 杉山
智融 北畠
智融 北畠
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Daihatsu Motor Co Ltd
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    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

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Description

本発明は、内燃機関の始動時及び始動直後の点火制御を行う内燃機関の制御装置に関する。   The present invention relates to a control device for an internal combustion engine that performs ignition control at the start of the internal combustion engine and immediately after the start.

外気温が低い環境で内燃機関の冷間始動を行い、その後比較的短い時間しか内燃機関を運転せずに停止した場合、内燃機関が十分暖機されていないため、点火プラグにカーボンが付着する「くすぶり」と称される現象が発生することがある。このような現象が発生した場合、点火プラグの中心電極と接地電極との間の絶縁が悪くなり、次回の始動時に点火不良が発生する恐れがある。また、その後の再始動時において点火プラグに付着したカーボンに未燃燃料がかかることにより点火プラグがべたついた状態になる「かぶり」と称される現象が発生して点火しにくくなる恐れもある。そこで、点火プラグに付着したカーボンを除去するために、例えば、クランキング終了後の運転中において、点火が行われた後の圧縮行程において燃焼圧が点火時の圧力よりも十分高くなり極大値近傍に達したタイミングで追加の点火を実施し、点火プラグに付着したカーボンを燃焼させることが従来より知られている（例えば、特許文献１を参照）。   If the internal combustion engine is cold started in an environment where the outside air temperature is low, and then the internal combustion engine is stopped only for a relatively short period of time, the internal combustion engine is not sufficiently warmed up, so carbon adheres to the spark plug. A phenomenon called “smoldering” may occur. When such a phenomenon occurs, the insulation between the center electrode of the spark plug and the ground electrode is deteriorated, and there is a risk that an ignition failure will occur at the next start. In addition, when unburned fuel is applied to the carbon adhering to the spark plug at the time of subsequent restart, a phenomenon called “fogging” in which the spark plug becomes sticky may occur and ignition may be difficult. Therefore, in order to remove carbon adhering to the spark plug, for example, during the operation after the end of cranking, the combustion pressure becomes sufficiently higher than the pressure at the time of ignition in the compression stroke after ignition is performed, and the vicinity of the maximum value Conventionally, it is known that additional ignition is performed at a timing when the pressure reaches the value and carbon adhering to the spark plug is burned (see, for example, Patent Document 1).

しかし、前記特許文献１記載の発明のように燃焼圧が極大値近傍に達したタイミングで点火を行う場合、以下に述べるような不具合が新たに発生する。すなわち、燃焼圧すなわち気筒内の圧力が高い場合に放電を行うには電気エネルギを多く必要とするので、放電の際の電力消費量が大きくなるという問題が存在する。また、バッテリ性能が低下している低温時の始動時においてこのような制御を行う場合、十分な電気エネルギがバッテリから供給されないことから始動不良が発生することがあるという問題も存在する。さらに、通常の電極を用いた点火プラグにおいて燃焼圧すなわち気筒内の圧力が高い場合に放電を行うと、点火プラグの電極の摩耗が激しくなることや碍子の絶縁破壊が発生すること等によって、点火プラグの寿命が低下するといった問題も存在する。加えて、前記特許文献１には、「くすぶり」に起因して始動時に点火の失敗が起こりやすくなる問題については何ら記載及び示唆がなされていないが、このような問題を解消することも求められている。   However, when ignition is performed at the timing when the combustion pressure reaches the vicinity of the maximum value as in the invention described in Patent Document 1, the following problems newly occur. That is, since a large amount of electric energy is required to perform discharge when the combustion pressure, that is, the pressure in the cylinder is high, there is a problem that the amount of power consumed during discharge increases. Further, when such control is performed at the time of starting at a low temperature when the battery performance is low, there is a problem that starting failure may occur because sufficient electric energy is not supplied from the battery. Furthermore, if the discharge is performed when the combustion pressure, i.e., the pressure in the cylinder, is high in a spark plug using a normal electrode, the spark plug electrode wears out severely or insulator insulation breaks down. There is also a problem that the life of the plug is reduced. In addition, in Patent Document 1, there is no description or suggestion about the problem that ignition failure is likely to occur at the start due to “smoldering”, but it is also required to solve such a problem. ing.

特開２０１１−１４９４０６号公報JP 2011-149406 A

本発明は以上の点に着目し、バッテリや点火プラグの電極に大きな負担をかけることなく、また、点火プラグの寿命の低下を招くことなく、「くすぶり」や「かぶり」の発生が予想される運転状況における始動時の着火性を向上させ、さらに点火プラグに付着したカーボンを除去することを目的とする。   The present invention pays attention to the above points, and the occurrence of “smoldering” and “fogging” is expected without imposing a large burden on the battery or the electrode of the spark plug and without causing a decrease in the life of the spark plug. The purpose is to improve the ignitability at the start in the driving situation, and to remove carbon adhering to the spark plug.

このような課題を解決すべく、本発明に係る内燃機関の制御装置は、以下のような構成を有する。すなわち本発明に係る内燃機関の制御装置は、イグニッションスイッチがＯＮになるごとに内燃機関の始動時の冷却水温である始動時水温を記憶するとともにイグニッションスイッチがＯＦＦになるごとに停止時の冷却水温である停止時水温を記憶する制御、及び前回の運転状態を記憶しておいた前回の始動時水温及び停止時水温に基づき検出し、検出した前回の運転状態が十分暖機が行われていなかったことを示すものである場合に、始動開始後第１の所定期間では通常の点火タイミングの直後に少なくとも１回点火を実施し、前記第１の所定期間が終了した直後の第２の所定期間では排気行程中に少なくとも１回点火を実施する制御を行う。なお、本発明において、「前回の運転状態」は、イグニッションスイッチがＯＮになった時点すなわち始動開始時点を基準として、その直前のイグニッションスイッチがＯＮになってからイグニッションスイッチがＯＦＦになるまでの期間の運転状態を示す概念である。「第１の所定期間」は、例えば内燃機関が完爆状態となったと判定する基準となる第１の閾値に内燃機関の回転数が達するまでの期間や、内燃機関がクランキングを行っている間の期間等、内燃機関の始動が完了するまでの期間全般を示す概念である。また、「第２の所定期間」は、前記「第１の所定期間」が終了した直後、内燃機関の温度がある程度高くなるまでの期間全般を示す概念である。この「第２の所定期間」は、具体的には、内燃機関の回転数が予め設定した第２の閾値に達するまでの期間や、冷却水温が予め設定した閾値に達するまでの期間や、「第１の所定期間」の終了後予め設定した所定回数だけ点火を行うまでの期間や、「第１の所定期間」の終了後予め設定した時間が経過するまでの期間等が考えられる。 In order to solve such a problem, the control device for an internal combustion engine according to the present invention has the following configuration. That is, the control device for an internal combustion engine according to the present invention stores the start-up water temperature, which is the coolant temperature at the start of the internal combustion engine, every time the ignition switch is turned on, and the cooling water temperature at the stop every time the ignition switch is turned off. This is detected based on the control to memorize the water temperature at the time of stop and the previous water temperature at the time of start and the water temperature at the time of stop which memorized the previous operation state , and the detected previous operation state is not sufficiently warmed up In the first predetermined period after the start of starting, the ignition is performed at least once immediately after the normal ignition timing, and the second predetermined period immediately after the end of the first predetermined period. Then, control is performed to perform ignition at least once during the exhaust stroke. In the present invention, the “previous operating state” is the period from when the ignition switch is turned on, that is, when the ignition switch is turned on, based on the time when the ignition switch is turned on. It is the concept which shows the driving | operation state of. The “first predetermined period” is, for example, a period until the rotation speed of the internal combustion engine reaches a first threshold value that is a reference for determining that the internal combustion engine is in a complete explosion state, or the internal combustion engine is cranking. It is a concept showing the entire period until the start of the internal combustion engine is completed, such as a period between. The “second predetermined period” is a concept indicating the entire period until the temperature of the internal combustion engine rises to some extent immediately after the completion of the “first predetermined period”. Specifically, the “second predetermined period” includes a period until the rotation speed of the internal combustion engine reaches a preset second threshold, a period until the cooling water temperature reaches a preset threshold, A period until ignition is performed a predetermined number of times after the end of the “first predetermined period”, a period until a predetermined time elapses after the end of the “first predetermined period”, and the like are conceivable.

このようなものであれば、内燃機関が完爆状態に達するまでの期間において通常の点火タイミングの直後に少なくとも１回点火を実施することにより、始動時の着火性を向上させることができる。その上で、内燃機関が完爆状態に達してから所定期間は、筒内圧力が高くなく、またバックファイアが発生する恐れがない排気行程中に追加の点火を行い点火プラグの温度を上昇させることによって点火プラグに付着したカーボンを除去することができる。   In such a case, the ignition quality at the start can be improved by performing ignition at least once immediately after the normal ignition timing in the period until the internal combustion engine reaches the complete explosion state. In addition, for a predetermined period after the internal combustion engine reaches the complete explosion state, additional ignition is performed during the exhaust stroke in which the in-cylinder pressure is not high and there is no risk of backfire, thereby raising the temperature of the spark plug. As a result, carbon adhering to the spark plug can be removed.

本発明によれば、バッテリや点火プラグの電極に大きな負担をかけることなく、また、点火プラグの寿命の低下を招くことなく、「くすぶり」や「かぶり」の発生が予想される運転状況における始動時の着火性を向上させ、さらに点火プラグに付着したカーボンを除去することができる。   According to the present invention, starting in an operating situation in which occurrence of “smoldering” or “fogging” is expected without imposing a heavy burden on the battery or the electrode of the spark plug and without causing a decrease in the life of the spark plug. The ignitability at the time can be improved, and the carbon adhering to the spark plug can be removed.

本発明の一実施形態における内燃機関の概略構成図。1 is a schematic configuration diagram of an internal combustion engine in an embodiment of the present invention. 同実施形態の停止時水温と始動時水温との関係の中で追加の点火を行う領域を示す図。The figure which shows the area | region which performs additional ignition in the relationship between the water temperature at the time of a stop of the same embodiment, and the water temperature at the time of a start. 同実施形態の制御装置が実行する処理の手順を示すフローチャート。The flowchart which shows the procedure of the process which the control apparatus of the embodiment performs. 同実施形態に係る筒内圧力と点火タイミングとの関係を概略的に示す図。The figure which shows schematically the relationship between the cylinder pressure and ignition timing which concern on the same embodiment. 図４における要部の拡大図。The enlarged view of the principal part in FIG.

本発明の一実施形態を、図面を参照して説明する。図１に、本実施形態における車両用内燃機関の概要を示す。   An embodiment of the present invention will be described with reference to the drawings. FIG. 1 shows an outline of an internal combustion engine for a vehicle in the present embodiment.

本実施形態における内燃機関は、火花点火式ガソリンエンジンであり、複数の気筒１（図１には、そのうち一つを図示している）を具備している。各気筒１の吸気ポート近傍には、燃料を噴射するインジェクタ１１を設けている。また、各気筒１の燃焼室の天井部に、点火プラグ１２を取り付けてある。   The internal combustion engine in the present embodiment is a spark ignition gasoline engine and includes a plurality of cylinders 1 (one of which is shown in FIG. 1). In the vicinity of the intake port of each cylinder 1, an injector 11 for injecting fuel is provided. A spark plug 12 is attached to the ceiling of the combustion chamber of each cylinder 1.

吸気を供給するための吸気通路３は、外部から空気を取り入れて各気筒１の吸気ポートへと導く。吸気通路３上には、エアクリーナ３１、電子スロットルバルブ３２、サージタンク３３、吸気マニホルド３４を、上流からこの順序に配置している。   The intake passage 3 for supplying intake air takes in air from the outside and guides it to the intake port of each cylinder 1. On the intake passage 3, an air cleaner 31, an electronic throttle valve 32, a surge tank 33, and an intake manifold 34 are arranged in this order from the upstream.

排気を排出するための排気通路４は、気筒１内で燃料を燃焼させた結果発生した排気を各気筒１の排気ポートから外部へと導く。この排気通路４上には、排気マニホルド４２及び排気浄化用の三元触媒４１を配置している。   The exhaust passage 4 for discharging the exhaust guides the exhaust generated as a result of burning the fuel in the cylinder 1 from the exhaust port of each cylinder 1 to the outside. An exhaust manifold 42 and an exhaust purification three-way catalyst 41 are disposed on the exhaust passage 4.

内燃機関の運転制御を司るＥＣＵ０は、プロセッサ、メモリ、入力インタフェース、出力インタフェース等を有したマイクロコンピュータシステムである。   The ECU 0 that controls operation of the internal combustion engine is a microcomputer system having a processor, a memory, an input interface, an output interface, and the like.

入力インタフェースには、車両の実車速を検出する車速センサから出力される車速信号ａ、クランクシャフトの回転角度及びエンジン回転数を検出するエンジン回転センサから出力されるクランク角信号（Ｎ信号）ｂ、アクセルペダルの踏込量またはスロットルバルブ３２の開度をアクセル開度（いわば、要求負荷）として検出するセンサから出力されるアクセル開度信号ｃ、ブレーキペダルの踏込量を検出するセンサから出力されるブレーキ踏量信号ｄ、吸気通路３（特に、サージタンク３３）内の吸気温及び吸気圧を検出する温度・圧力センサから出力される吸気温・吸気圧信号ｅ、機関の冷却水温を検出する水温センサ９１から出力される冷却水温信号ｆ、吸気カムシャフトまたは排気カムシャフトの複数のカム角にてカム角センサから出力されるカム角信号（Ｇ信号）ｇ、燃焼室内での混合気の燃焼に伴って生じるイオン電流を検出する回路から出力されるイオン電流信号ｈ等が入力される。   The input interface includes a vehicle speed signal a output from a vehicle speed sensor that detects the actual vehicle speed of the vehicle, a crank angle signal (N signal) b output from an engine rotation sensor that detects the rotation angle of the crankshaft and the engine speed, An accelerator opening signal c output from a sensor that detects the amount of depression of the accelerator pedal or the opening of the throttle valve 32 as an accelerator opening (so-called required load), and a brake that is output from a sensor that detects the amount of depression of the brake pedal Stepping amount signal d, intake air temperature / intake pressure signal e output from a temperature / pressure sensor for detecting intake air temperature and intake pressure in intake passage 3 (especially surge tank 33), water temperature sensor for detecting engine cooling water temperature 91, a cooling water temperature signal f output from 91, a plurality of cam angles of the intake camshaft or the exhaust camshaft, A cam angle signal output (G signal) g, the ion current signal h or the like to be output from the circuit for detecting an ion current caused by the combustion of the mixture in the combustion chamber are inputted.

出力インタフェースからは、点火プラグ１２のイグナイタに対して点火信号ｉ、インジェクタ１１に対して燃料噴射信号ｊ、スロットルバルブ３２に対して開度操作信号ｋ等を出力する。   From the output interface, an ignition signal i is output to the igniter of the spark plug 12, a fuel injection signal j is output to the injector 11, an opening operation signal k is output to the throttle valve 32, and the like.

ＥＣＵ０のプロセッサは、予めメモリに格納されているプログラムを解釈、実行し、運転パラメータを演算して内燃機関の運転を制御する。ＥＣＵ０は、内燃機関の運転制御に必要な各種情報ａ、ｂ、ｃ、ｄ、ｅ、ｆ、ｇ、ｈを入力インタフェースを介して取得し、エンジン回転数を知得するとともに気筒１に充填される吸気量を推算する。そして、それらエンジン回転数及び吸気量等に基づき、要求される燃料噴射量、燃料噴射タイミング（一度の燃焼に対する燃料噴射の回数を含む）、燃料噴射圧、点火タイミングといった各種運転パラメータを決定する。運転パラメータの決定手法自体は、既知のものを採用することが可能である。しかして、ＥＣＵ０は、運転パラメータに対応した各種制御信号ｉ、ｊ、ｋを出力インタフェースを介して印加する。   The processor of the ECU 0 interprets and executes a program stored in the memory in advance, calculates operation parameters, and controls the operation of the internal combustion engine. The ECU 0 acquires various information a, b, c, d, e, f, g, and h necessary for operation control of the internal combustion engine via the input interface, knows the engine speed, and is filled in the cylinder 1. Estimate the intake volume. Based on the engine speed, the intake air amount, and the like, various operating parameters such as required fuel injection amount, fuel injection timing (including the number of times of fuel injection for one combustion), fuel injection pressure, and ignition timing are determined. As the operation parameter determination method itself, a known method can be adopted. Accordingly, the ECU 0 applies various control signals i, j, k corresponding to the operation parameters via the output interface.

さらに、本実施形態のＥＣＵ０は、始動時においてＥＣＵ０のメモリに内蔵した始動時点火制御プログラムをプロセッサが実行することにより、以下に述べるような制御を行う。すなわち、イグニッションスイッチがＯＮになるごとに内燃機関の始動時の温度である始動時水温Ｔｓを記憶するとともにイグニッションスイッチがＯＦＦになるごとに停止時の温度である停止時水温Ｔｔを記憶する。以下、イグニッションスイッチがＯＮになった際に新しく記憶された始動時水温Ｔｓを「今回の始動時水温Ｔｓ1」、その直前に記憶された停止時水温Ｔｔを「前回の停止時水温Ｔｔ」、さらにその直前に記憶された始動時水温Ｔｓを「前回の始動時水温Ｔｓ0」とそれぞれ称する。また、イグニッションスイッチがＯＮになった時点すなわち始動開始時点を基準として、その直前のイグニッションスイッチがＯＮになってからイグニッションスイッチがＯＦＦになるまでの期間の運転状態を「前回の運転状態」と称する。そして、始動時において、前回の停止時水温Ｔｔが所定の閾値Ｔｈｗを下回り、かつ前回の始動時水温Ｔｓ0及び前回の停止時水温Ｔｔが所定の領域Ａ内である場合に、前回の運転状態が十分暖機が行われていなかったことを示すものであるものとして、通常の点火タイミングにおける点火に加えて追加の点火を行う。ここで、前記所定の領域Ａは、具体的には、図２の斜線部に示す領域Ａであり、前回の始動時水温Ｔｓ0が所定の閾値Ｔｈｗを下回るとともに前回の停止時水温Ｔｔが所定の上限Ｇ０よりも低い領域である。領域Ａにおける前回の停止時水温Ｔｔの上限Ｇ０は、前回の始動時水温Ｔｓ0によって異なる。この上限Ｇ０は、点火プラグの「くすぶり」に起因する点火不良が発生する始動時水温Ｔｓと停止時水温Ｔｔとの関係を観測する実験に基づき決定している。さらに詳述すると、第１の所定期間、より具体的には内燃機関が完爆状態となったと判定する基準となる第１の閾値Ｎｅ1に内燃機関の回転数Ｎｅが達するまでの期間では、通常の点火タイミングの直後に１回点火を実施する。換言すれば、通常のタイミングで点火を行ってから筒内圧力が大幅に上昇し始めるまでの間に数ｍｓの長さの期間ＴＴが存在するが、この数ｍｓの長さの期間ＴＴ中に１回点火を実施する。また、第２の所定期間、より具体的には前記第１の所定期間が終了した直後、内燃機関の回転数Ｎｅが予め設定した第２の閾値Ｎｅ2に達するまでの期間は、通常のタイミングで行う点火に加えて排気行程中に少なくとも１回点火を実施する。ここで、具体的な点火回数は、今回の始動時水温Ｔｓ1に基づき決定する。すなわち、今回の始動時水温Ｔｓ1が低くなるほど点火回数を多くしている。なお、排気行程中の点火に際しては、バックファイアを避けるべく、排気バルブが開弁しているとともに吸気バルブが完全に閉弁している期間にのみ行うようにしている。さらに、電力負荷の集中を避けるべく、排気行程中の点火は他の気筒の通常の点火タイミングでの点火とは重ならない時間帯に行うようにしている。この始動時点火制御プログラムは、イグニッションスイッチがＯＮになるごとに実行が開始される。また、この始動時点火制御プログラムの実行に先立ち、本実施形態のＥＣＵ０は、イグニッションスイッチがＯＮになるごとに前記始動時水温Ｔｓをメモリの所定領域に記憶するとともにイグニッションスイッチがＯＦＦになるごとに前記停止時水温Ｔｔをメモリの所定領域に記憶する水温記録プログラムに基づく制御を行っている。この始動時点火制御プログラムによる制御の手順についてフローチャートである図３を参照しつつ以下に述べる。 Furthermore, the ECU 0 according to the present embodiment performs the following control by the processor executing a start time fire control program built in the memory of the ECU 0 at the time of start. That is, every time the ignition switch is turned on, the start-up water temperature Ts that is the temperature at the start of the internal combustion engine is stored, and every time the ignition switch is turned off, the stop-time water temperature Tt that is the temperature at the time of stop is stored. Hereinafter, when the ignition switch is turned ON, the newly stored start time water temperature Ts is “current start time water temperature Ts 1 ”, the stop time water temperature Tt stored immediately before that is “previous stop time water temperature Tt”, Furthermore, the starting water temperature Ts stored immediately before is referred to as “previous starting water temperature Ts 0 ”. Also, the operation state during the period from when the ignition switch is turned on immediately before the ignition switch is turned off with the time when the ignition switch is turned on, that is, at the start of starting, is referred to as “previous operation state”. . At the time of starting, when the previous stop water temperature Tt is lower than the predetermined threshold Thw, and the previous start water temperature Ts 0 and the previous stop water temperature Tt are within the predetermined region A, the previous operation state In this case, additional ignition is performed in addition to the ignition at the normal ignition timing. Here, the predetermined area A is specifically the area A indicated by the hatched portion in FIG. 2, and the previous start-up water temperature Ts 0 falls below a predetermined threshold value Thw and the previous stop-time water temperature Tt is predetermined. This is a region lower than the upper limit G0. The upper limit of the previous stop water temperature Tt in the region A G0 is dependent start time water temperature Ts 0 last. The upper limit G0 is determined based on an experiment that observes the relationship between the water temperature Ts at the start and the water temperature Tt at the stop when the ignition failure due to the “smoldering” of the spark plug occurs. More specifically, in a first predetermined period, more specifically, in a period until the rotational speed Ne of the internal combustion engine reaches a first threshold value Ne 1 that is a reference for determining that the internal combustion engine has become a complete explosion state, One ignition is performed immediately after the normal ignition timing. In other words, there is a period TT with a length of several ms from when ignition is performed at a normal timing until the in-cylinder pressure starts to increase significantly. During this period TT with a length of several ms, Perform ignition once. Further, the second predetermined period, more specifically, immediately after the end of the first predetermined period, the period until the rotational speed Ne of the internal combustion engine reaches the preset second threshold value Ne 2 is a normal timing. In addition to the ignition performed in step 1, the ignition is performed at least once during the exhaust stroke. Here, the specific number of times of ignition is determined based on the current starting water temperature Ts 1 . In other words, the current start time water temperature Ts 1 is to increase the number of times of ignition as the lower. Note that ignition during the exhaust stroke is performed only during a period in which the exhaust valve is open and the intake valve is completely closed to avoid backfire. Furthermore, in order to avoid the concentration of the power load, the ignition during the exhaust stroke is performed in a time zone that does not overlap with the ignition at the normal ignition timing of the other cylinders. The start-up fire control program is started every time the ignition switch is turned on. Prior to the execution of the starting time point fire control program, the ECU 0 of the present embodiment stores the starting water temperature Ts in a predetermined area of the memory every time the ignition switch is turned on and every time the ignition switch is turned off. Control based on a water temperature recording program for storing the stop time water temperature Tt in a predetermined area of the memory is performed. The control procedure by the starting point fire control program will be described below with reference to FIG. 3 which is a flowchart.

まず、予め記憶しておいた前回の始動時水温Ｔｓ0及び前回の停止時水温Ｔｔが所定領域Ａ内である場合すなわち前回の運転状態が十分暖機が行われていなかったことを示す場合は（Ｓ１）、通常の点火タイミングの直後に再び点火プラグ１２により点火する制御を行う（Ｓ２）。より具体的には、点火後筒内圧力が大幅に上昇し始めるまでの上述した数ｍｓの長さの期間ＴＴ中に再度点火を行う。さらに詳述すると、前記期間の長さは予め実験的に求められており、この期間の長さよりも短くなるように通常タイミングによる点火とその後の追加点火との間の間隔を予め設定している。次いで、第１の所定期間が終了してから、すなわち内燃機関の回転数Ｎｅが完爆状態を示す前記第１の閾値Ｎｅ1を上回ってからは（Ｓ３）、今回の始動時水温Ｔｓ1をパラメータとして追加点火の回数を決定し（Ｓ４）、通常の点火タイミングでの点火の他に排気行程中に点火プラグ１２によりステップＳ４で決定した回数だけ点火する制御を行う（Ｓ５）。この制御は、第２の所定期間中、すなわち内燃機関の回転数Ｎｅが前記第２の閾値Ｎｅ2に達するまでの期間に行うようにしている（Ｓ６）。そして、第２の所定期間が終了すると、通常の点火タイミングのみで点火プラグ１２により点火する制御に移行する（Ｓ７）。一方、予め記憶しておいた前回の始動時水温Ｔｓ0及び前回の停止時水温Ｔｔが所定領域Ａ内でない場合は、通常の点火タイミングのみで点火プラグ１２により点火する制御を行う（Ｓ７）。 First, when the previous start-up water temperature Ts 0 and the previous stop-time water temperature Tt stored in advance are within the predetermined region A, that is, when the previous operation state indicates that the warm-up has not been sufficiently performed. (S1) Control is performed to ignite again with the spark plug 12 immediately after the normal ignition timing (S2). More specifically, ignition is performed again during the above-described period TT of several ms until the in-cylinder pressure starts to increase significantly after ignition. More specifically, the length of the period is experimentally determined in advance, and the interval between the ignition at the normal timing and the subsequent additional ignition is set in advance so as to be shorter than the length of the period. . Next, after the end of the first predetermined period, that is, after the rotational speed Ne of the internal combustion engine exceeds the first threshold value Ne 1 indicating a complete explosion state (S3), the current starting water temperature Ts 1 is set. The number of additional ignitions is determined as a parameter (S4), and in addition to ignition at the normal ignition timing, control is performed to ignite the number of times determined in step S4 by the spark plug 12 during the exhaust stroke (S5). This control is performed during the second predetermined period, that is, the period until the rotational speed Ne of the internal combustion engine reaches the second threshold value Ne 2 (S6). Then, when the second predetermined period ends, the control shifts to the control of igniting with the spark plug 12 only at the normal ignition timing (S7). On the other hand, if the previous start-up water temperature Ts 0 and the previous stop-time water temperature Tt stored in advance are not within the predetermined region A, the ignition plug 12 is controlled to ignite only at the normal ignition timing (S7).

ここで、本実施形態における気筒１の筒内圧力の経時変化及び点火タイミングの関係について、図４及び図５を参照しつつ説明する。前回の運転状態が十分暖機が行われていなかったことを示す場合、すなわち前回の始動時水温Ｔｓ0及び前回の停止時水温Ｔｔが所定領域Ａ内である場合、前述したように、前記第１の所定期間中は、点火の成功確率を高めるべく、通常タイミングでの点火Ｔ1の後追加の点火Ｔ2を行う。一方、点火プラグ１２による通常タイミングでの点火Ｔ1が成功した場合、筒内圧力は、上述したように、また図５に示すように数ｍｓの長さの期間ＴＴ中は筒内圧力は大幅には上昇せず、その後筒内圧力が大幅に上昇し始める。そこで、前記追加の点火Ｔ2は、点火プラグの消耗を防ぐべく、筒内圧力が高くなく点火するにあたっての要求電圧が低い前記数ｍｓの長さの期間中に行う。また、前回の始動時水温Ｔｓ0及び前回の停止時水温Ｔｔが所定領域Ａ内である場合、前記第２の所定期間中は、通常タイミングでの点火Ｔ1に加えて、筒内圧力が高くなく点火するにあたっての要求電圧が低いとともにバックファイアの恐れがない排気行程中に、点火プラグ１２に付着したカーボンを燃焼させて除去すべく、追加の点火Ｔ3〜Ｔ5を行う。図４に示した例では、排気行程中における追加の点火は３回行っているが、追加の点火の回数は今回の始動時水温Ｔｓ1に応じて増減する。 Here, the relationship between the change over time in the cylinder pressure of the cylinder 1 and the ignition timing in the present embodiment will be described with reference to FIGS. 4 and 5. When the previous operation state indicates that the warm-up has not been sufficiently performed, that is, when the previous start-up water temperature Ts 0 and the previous stop-time water temperature Tt are within the predetermined region A, as described above, During a predetermined period of 1, an additional ignition T 2 is performed after the ignition T 1 at the normal timing in order to increase the probability of successful ignition. On the other hand, when the ignition T 1 at the normal timing by the spark plug 12 is successful, the in-cylinder pressure is large during the period TT of several ms as described above and as shown in FIG. After that, the in-cylinder pressure starts to increase significantly. Therefore, the additional ignition T 2 are, in order to prevent wear of the spark plug is performed during the length period of the required voltage is low the number ms in carrying ignition without high cylinder pressure. Further, when the previous start-up water temperature Ts 0 and the previous stop-time water temperature Tt are within the predetermined region A, the cylinder pressure is high during the second predetermined period in addition to the ignition T 1 at the normal timing. In addition, during the exhaust stroke in which the required voltage for ignition is low and there is no risk of backfire, additional ignition T 3 to T 5 is performed in order to burn and remove the carbon adhering to the spark plug 12. In the example shown in FIG. 4, the additional ignition is performed three times during the exhaust stroke, but the number of additional ignitions is increased or decreased according to the current starting water temperature Ts 1 .

すなわち、本実施形態の構成によれば、前回の運転状態が十分暖機が行われていなかったことを示す場合、すなわち前回の始動時水温Ｔｓ0及び前回の停止時水温Ｔｔが低く、前記所定領域Ａ内である場合には、第１の所定期間中すなわちクランキング期間中において、通常点火の後筒内圧力が大幅に上昇し始めるまでの数ｍｓの長さの期間中に追加の点火を行うので、始動時において着火の成功確率を高めるための追加の点火を低い消費電力で行うことができる。すなわち、前記第１の所定期間中に追加の点火を行うことにより、バッテリや点火プラグ１２の電極に大きな負担をかけることなく、「くすぶり」や「かぶり」の発生が予想される運転状況における始動時の着火性を向上させることができる。その上で、第１の所定期間が終了した直後の第２の所定期間では、通常のタイミングでの点火に加えて、筒内圧力が低くバックファイアが発生するおそれもない排気行程中に点火し、点火コイル１２の温度を上昇させることにより、低い消費電力で点火コイル１２に付着したカーボンを燃焼させて除去することができる。 That is, according to the configuration of the present embodiment, when the previous operation state indicates that the warm-up has not been sufficiently performed, that is, the previous start-up water temperature Ts 0 and the previous stop-time water temperature Tt are low, If it is within the region A, during the first predetermined period, that is, during the cranking period, the additional ignition is performed during a period of several ms until the in-cylinder pressure starts to increase significantly after the normal ignition. As a result, additional ignition for increasing the probability of successful ignition at the time of starting can be performed with low power consumption. In other words, by performing additional ignition during the first predetermined period, starting in an operating situation where occurrence of “smoldering” or “fogging” is expected without imposing a heavy burden on the battery or the electrode of the spark plug 12. The ignitability at the time can be improved. In addition, in the second predetermined period immediately after the end of the first predetermined period, in addition to ignition at normal timing, ignition is performed during an exhaust stroke in which the in-cylinder pressure is low and there is no possibility of backfire. By increasing the temperature of the ignition coil 12, the carbon adhering to the ignition coil 12 can be burned and removed with low power consumption.

なお、本発明は以上に述べた実施形態に限らない。   The present invention is not limited to the embodiment described above.

例えば、上述した実施形態では、内燃機関が完爆状態となるまでの期間すなわち第１の所定期間において通常タイミングによる点火の直後に１回だけ点火を行うようにしているが、第１の所定期間において通常タイミングによる点火の直後に行う追加点火の回数は任意に設定してよい。例えば、今回の始動時水温をパラメータとして追加点火の回数を決定することが考えられる。一方、第２の所定期間において排気行程ごとに行う点火の回数及び点火と点火との間の間隔も、任意に設定してよい。   For example, in the above-described embodiment, the ignition is performed only once immediately after the ignition at the normal timing in the period until the internal combustion engine reaches the complete explosion state, that is, the first predetermined period. The number of additional ignitions performed immediately after the ignition at the normal timing may be arbitrarily set. For example, it is conceivable to determine the number of additional ignitions using the current starting water temperature as a parameter. On the other hand, the number of ignitions performed for each exhaust stroke in the second predetermined period and the interval between ignitions may be arbitrarily set.

また、上述した実施形態における第２の所定期間の長さは任意に設定してもよい。さらに、上述した実施形態のように回転数を基準として第２の所定期間の終了を判定する代わりに、冷却水温が予め設定した閾値に達した際に第２の所定期間を終了し通常の点火タイミングにおける点火のみを行う制御に移行してもよく、「第１の所定期間」の終了後予め設定した所定回数だけ点火を行った後第２の所定期間を終了し通常の点火タイミングにおける点火のみを行う制御に移行してもよい。   Further, the length of the second predetermined period in the above-described embodiment may be set arbitrarily. Further, instead of determining the end of the second predetermined period based on the rotational speed as in the above-described embodiment, the second predetermined period is ended when the coolant temperature reaches a preset threshold value, and normal ignition is performed. Control may be performed to perform ignition only at the timing. After the “first predetermined period”, the ignition is performed a predetermined number of times and then the second predetermined period is ended, and only ignition at the normal ignition timing is performed. You may transfer to the control which performs.

その他、本発明の趣旨を損ねない範囲で種々に変更してよい。   In addition, various changes may be made without departing from the spirit of the present invention.

０…制御装置（ＥＣＵ）
１２…点火プラグ
ｆ…冷却水温信号 0 ... Control unit (ECU)
12 ... Spark plug f ... Cooling water temperature signal

Claims (1)

内燃機関の始動時の点火制御を行う内燃機関の制御装置であって、イグニッションスイッチがＯＮになるごとに内燃機関の始動時の冷却水温である始動時水温を記憶するとともにイグニッションスイッチがＯＦＦになるごとに停止時の冷却水温である停止時水温を記憶する制御、及び前回の運転状態を記憶しておいた前回の始動時水温及び停止時水温に基づき検出し、検出した前回の運転状態が十分暖機が行われていなかったことを示すものである場合に、始動開始後第１の所定期間では通常の点火タイミングの直後に少なくとも１回点火を実施し、前記第１の所定期間が終了した直後の第２の所定期間では排気行程中に少なくとも１回点火を実施する制御を行うことを特徴とする内燃機関の制御装置。 A control device for an internal combustion engine that performs ignition control at the start of the internal combustion engine, and stores the start-up water temperature that is the cooling water temperature at the start of the internal combustion engine and the ignition switch is turned off each time the ignition switch is turned on Control is performed based on the control to store the water temperature at the time of stoppage, which is the cooling water temperature at the time of stoppage, and the previous start-up water temperature and the stop-time water temperature that have stored the previous operation state , and the detected previous operation state is sufficient In the first predetermined period after the start of starting, at least one ignition is performed immediately after the normal ignition timing when the warm-up has not been performed, and the first predetermined period ends. A control apparatus for an internal combustion engine, wherein control is performed to perform ignition at least once during an exhaust stroke in a second predetermined period immediately after.
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