US20080216779A1 - Apparatus for and Method of Controlling a Starting Operation to Restart an Engine - Google Patents

Apparatus for and Method of Controlling a Starting Operation to Restart an Engine Download PDF

Info

Publication number
US20080216779A1
US20080216779A1 US12/044,610 US4461008A US2008216779A1 US 20080216779 A1 US20080216779 A1 US 20080216779A1 US 4461008 A US4461008 A US 4461008A US 2008216779 A1 US2008216779 A1 US 2008216779A1
Authority
US
United States
Prior art keywords
engine
variable valve
load
starting
valve mechanism
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Abandoned
Application number
US12/044,610
Other languages
English (en)
Inventor
Satoru Watanabe
Hiromasa Kubo
Minoru Ohsuga
Toru Kitayama
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Hitachi Ltd
Original Assignee
Hitachi Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Hitachi Ltd filed Critical Hitachi Ltd
Assigned to HITACHI, LTD. reassignment HITACHI, LTD. ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: KUBO, HIROMASA, KITAYAMA, TORU, OHSUGA, MINORU, WATANABE, SATORU
Assigned to HITACHI, LTD. reassignment HITACHI, LTD. CORRECTIVE ASSIGNMENT TO CORRECT THE SECOND ASSIGNOR'S NAME PREVIOUSLY RECORDED ON REEL 020972 AND FRAME 0982 Assignors: KITAYAMA, TORU, KUBO, HIROMASA, OHSUGA, MINORU, WATANABE, SATORU
Publication of US20080216779A1 publication Critical patent/US20080216779A1/en
Abandoned legal-status Critical Current

Links

Images

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
    • F02D41/062—Introducing corrections for particular operating conditions for engine starting or warming up for starting
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L13/00—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/06—Cutting-out cylinders
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D17/00—Controlling engines by cutting out individual cylinders; Rendering engines inoperative or idling
    • F02D17/02—Cutting-out
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0002—Controlling intake air
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N99/00—Subject matter not provided for in other groups of this subclass
    • F02N99/002—Starting combustion engines by ignition means
    • F02N99/006—Providing a combustible mixture inside the cylinder
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0002—Controlling intake air
    • F02D2041/001—Controlling intake air for engines with variable valve actuation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/008—Controlling each cylinder individually
    • F02D41/0082—Controlling each cylinder individually per groups or banks
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N19/00—Starting aids for combustion engines, not otherwise provided for
    • F02N19/004—Aiding engine start by using decompression means or variable valve actuation
    • 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
    • Y02T10/12—Improving ICE efficiencies
    • 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

Definitions

  • the present invention relates to an apparatus for and a method of controlling a starting operation to restart an engine of which the operation is stopped. More particularly, the present invention relates to a technology for restarting an engine provided with a variable valve mechanism for varying opening characteristics of an engine valve, by igniting fuel in a combustion chamber of the engine in a state where the operation of the engine is stopped.
  • Japanese Laid-open (Kokai) Patent Application Publication No. 2005-030236 discloses a vehicular control apparatus for automatically stopping an operation of an engine if a condition for automatically stopping the engine operation is established during idling of the engine, and for igniting fuel in a combustion chamber of the engine to restart the engine operation when a restarting condition of the engine is satisfied after the automatic stopping of the engine.
  • an object of the present invention is to raise a success rate in restarting of an engine operation through a reduction in a torque necessary for driving a rotating motion of a crankshaft by lowering an engine friction, with an engine provided with a variable valve mechanism, which is provided for varying the opening characteristics of an engine valve.
  • the present invention provides such a novel technical concept that, when a fuel existing in a combustion chamber of an engine is ignited for restarting an engine operation during stopping of the engine operation, a forcible reduction of a load that is applied by a variable valve mechanism is encouraged.
  • FIG. 1 is a block diagram schematically illustrating a general construction of an engine embodying the present invention
  • FIG. 2 is a perspective view illustrating a variable valve lift mechanism according to an embodiment of the present invention
  • FIG. 3 is a side view, in part cross-section, of the variable valve lift mechanism according to the embodiment of the present invention.
  • FIG. 4 is a diagram illustrating a variable valve timing mechanism according to the embodiment of the present invention.
  • FIG. 5 is a flowchart illustrating a controlling process for an automatic stopping of an engine operation according to the embodiment of the present invention
  • FIG. 6 is a graphical view illustrating a correlation between an operating angle of an intake valve and a lift amount thereof, and a starting torque for a crankshaft, according to the embodiment of the present invention
  • FIG. 7 is a flowchart illustrating a controlling of an operation for restarting an engine after the engine operation is automatically stopped, according to the embodiment of the present invention
  • FIG. 8 is a time chart illustrating a fuel injection timing, an ignition timing and an intake stroke at a time of restarting the operation of the engine according to the embodiment of the present invention.
  • FIG. 9 is a time chart illustrating behavior of an engine rotation number at the time of restarting the engine operation according to the embodiment of the present invention.
  • FIG. 1 is a block diagram illustrating a systematic construction of an engine for vehicle according to an embodiment of the present invention.
  • an engine 101 is a typical internal combustion engine to which the present invention may be applied and comprised of a V-type six-cylinder engine provided with right and left banks, and the same is an engine in which fuel is directly injected into each cylinder to be ignited by an ignition plug.
  • an electronically controlled throttle 104 In an intake pipe 102 of engine 101 , there is disposed an electronically controlled throttle 104 .
  • Air having passed though electronically controlled throttle 104 is distributed to each bank and thereafter, is further distributed to each of cylinders in each of the banks.
  • suction of the air takes place into a combustion chamber 106 via an intake valve 105 .
  • the gas having combusted in combustion chamber 106 in each cylinder is discharged from combustion chamber 106 via an exhaust valve 107 and thereafter, flows together through each bank, to be purified by a front catalytic converter 108 a, 108 b and a rear catalytic converter 109 a, 109 b, which are disposed in each bank.
  • the flows of the exhaust gas from each bank after being purified by rear catalytic converter 109 a, 109 b enter together in a common exhaust passage to thereby flow into a muffler 103 , and is thereafter discharged from muffler 103 into the atmosphere.
  • Exhaust valve 107 is driven by a cam axially supported on an exhaust camshaft 110 , to open or close under a fixed lift amount, a fixed operating angle and a fixed valve timing.
  • variable valve lift mechanisms 112 a, 112 b and variable valve timing mechanisms 113 a, 113 b which constitute variable valve mechanisms disposed in respective banks.
  • variable valve lift mechanisms 112 a, 112 b is a mechanism which continuously varies the lift amount of intake valve 105 and the operating angle thereof.
  • variable valve timing mechanisms 113 a, 113 b is a mechanism which continuously varies a phase of the center of the operating angle of intake valve 105 by changing a rotating phase of an intake camshaft 3 relative to a crankshaft.
  • An electronic control unit (ECU) 114 incorporating therein a microcomputer, sets a target intake air amount and a target intake negative pressure according to engine operating conditions, and controls electronically controlled throttle 104 , variable valve lift mechanisms 112 a and 112 b, and variable valve timing mechanisms 113 a and 113 b, based on the set target intake air amount and the set target intake negative pressure.
  • ECU electronice control unit
  • Engine control unit 114 receives signals from various sensors, such as an air flow sensor 115 for detecting an amount of intake air flow of engine 101 , an accelerator sensor 116 for detecting a depression amount of an accelerator pedal, a crank angle sensor 117 for detecting a rotating angle of the crankshaft, a throttle sensor 118 for detecting an opening TVO of electronically controlled throttle 104 , a water temperature sensor 119 for detecting a temperature of the cooling water of engine 101 , an air-fuel ratio sensor 111 a, 111 b disposed in each bank for detecting an air-fuel ratio based on oxygen concentration in the exhaust gas, a brake switch 120 which is turned ON when a foot brake of a vehicle is operated, a vehicle speed sensor 121 for detecting a vehicle speed.
  • sensors such as an air flow sensor 115 for detecting an amount of intake air flow of engine 101 , an accelerator sensor 116 for detecting a depression amount of an accelerator pedal, a crank angle sensor 117 for detecting a rotating angle of the crankshaft, a throttle sensor
  • a fuel injection valve 131 is disposed for directly injecting fuel into combustion chamber 106 in a cylinder bore of each cylinder on each bank. Furthermore, an ignition plug 122 is disposed on a top portion of each combustion chamber 106 .
  • variable valve lift mechanisms 112 a, 112 b and the structure of each of variable valve timing mechanisms 113 a, 113 b, with reference to FIGS. 2 through 4 .
  • a pair of intake valves 105 , 105 is disposed for each cylinder on each bank, and above intake valves 105 , 105 , an intake camshaft 3 which is driven for rotation by the crankshaft of engine 101 is rotatably supported so as to extend in a direction along a cylinder train.
  • Swing cams 4 are mounted by fitting on an outer surface of intake camshaft 3 , so as to be relatively rotatable with respect to intake camshaft 3 .
  • variable valve lift mechanism 112 a or 112 b which continuously varies the operating angle of intake valves 105 as well as the lift amount thereof, is disposed.
  • variable valve timing mechanism 113 a or 113 b which changes the rotating phase of intake camshaft 3 relative to the crankshaft to continuously vary the phase of the center of the operating angle of each intake valve 105 .
  • each of variable valve lift mechanisms 112 a, 112 b includes: a drive cam 11 of circular shape which is fixedly and eccentrically mounted on intake camshaft 3 ; a link 12 of ring shape which is fitted to an outer surface of drive cam 11 to be rotatable relative to drive cam 11 ; a control shaft 13 which extends in a direction of the cylinder train to be in approximately parallel with intake camshaft 3 ; a control cam 14 of circular shape which is fixedly and eccentrically mounted on control shaft 13 ; a locker arm 15 which is fitted onto an outer surface of control cam 14 to be rotatable relative to control cam 14 , and has one end thereof connected to a tip end of link 12 of ring shape; and a link 16 of rod shape which is disposed to be connected to the other end of locker arm 15 and to swing cam 4 .
  • Control shaft 13 is rotatably driven by an actuator 17 such as an electric motor, via a gear train 18 to be rotated within a predetermined angular range.
  • an actuator 17 such as an electric motor
  • ring shaped link 12 when intake camshaft 3 rotates in association with the crankshaft, ring shaped link 12 performs an approximately translational motion via drive cam 17 , and also, locker arm 15 swings about the center axis of control cam 14 while causing swing cams 4 to swing via rod shaped link 16 , so that intake valves 105 are driven to open or close.
  • each intake valve 105 and the lift amount thereof are continuously varied while the phase of the center of the operating angle of each intake valve 105 being approximately fixed.
  • variable valve lift mechanism 112 a or 112 b having a different type of characteristics, in which when the valve operating angle and the valve lift amount of intake valve 105 are varied, a variation in the phase of the center of the valve operating angle per se simultaneously takes place.
  • FIG. 4 shows each of variable valve timing mechanisms 113 a, 113 b.
  • Each of variable valve timing mechanisms 113 a, 113 b is fixed to a sprocket 25 , which is rotated in synchronism with the crankshaft, and includes: a first rotator 21 which is rotated together with sprocket 25 ; a second rotator 22 which is fixed to the one end of intake camshaft 3 by means of a bolt 22 a, to be rotated together with intake camshaft 3 ; and an intermediate gear 23 of cylindrical shape which is engaged, via helical splines 26 , with an inner peripheral face of first rotator 21 and with an outer peripheral face of second rotator 22 .
  • Intermediate gear 23 is connected to a drum 27 via a thread screw 28 , and a torsion spring 29 is disposed between drum 27 and intermediate gear 23 .
  • Intermediate gear 23 is urged by torsion spring 29 in a direction for causing a change in the valve timing to be retarded (in the left direction in FIG. 4 ), and when a voltage is applied to an electromagnetic retarder 24 for generating a magnetic force, intermediate gear 23 is moved in a direction for causing a change in the valve timing to be advanced (in the right direction in FIG. 4 ), via the motion of drum 27 and thread screw 28 .
  • a relative phase between rotators 21 and 22 is changed according to an axial position of intermediate gear 23 , so that the rotating phase of intake camshaft 3 relative to the crankshaft is changed, and the phase of the center of the operating angle of intake valve 105 is continuously varied.
  • Actuator 17 comprised of e.g., an electric motor and electromagnetic retarder 24 are controlled to be driven by control signals transmitted from electronic control unit 114 .
  • Electronic control unit 114 capable of setting a target angle of control shaft 13 performs a feedback control of an amount of operation of actuator 17 so that an actual angle of control shaft 13 detected by an angle sensor 32 approaches the set target angle.
  • electronic control unit 114 detects the rotating phase of intake camshaft 3 relative to the crankshaft based on a signal from a cam sensor 31 which outputs the signal at a reference angle position of intake camshaft 3 , and a signal from crank angle sensor 117 to thereby perform a feedback control of an amount of operation of electromagnetic retarder 24 , so that the detected result approaches a target rotating phase.
  • electronic control unit 114 has an Idle-Stop-Start control function for automatically stopping an operation of engine 101 when an automatic operation stop condition is established during an idling state of engine 101 , and for automatically restarting the operation of engine 101 when an operation restarting condition is established after the operation of engine 101 has been automatically stopped.
  • the operation of engine 101 is automatically stopped, for example, in a state of waiting for the signal change at a traffic intersection, to thereby intentionally aim a reduction in fuel consumption as well as exhaust emission.
  • FIG. 5 A flowchart of FIG. 5 illustrates the details of the Idle-Stop-Start control processed by electronic control unit 114 .
  • step S 201 judgment is made as to whether or not a condition for automatically stopping the operation of engine 101 is established.
  • the automatic operation stop condition it is supposed that the operation of engine 101 is automatically stopped when a vehicle halts and waits for the signal change at a traffic intersection in a state where engine 101 is completely warmed-up.
  • the automatic operation stop condition is not limited to the above.
  • step S 202 electronically controlled throttle 104 is closed to an opening thereof at which the intake air amount required for idling is obtained.
  • each of variable valve lift mechanisms 112 a, 112 b is controlled so that the operating angle of intake valve 105 and the lift amount thereof are at the maximum, and also, each of variable valve timing mechanisms 113 a, 113 b is controlled so that the phase of the center of the operating angle of intake valve 105 is retarded to the most.
  • the intake air amount of engine 101 is controlled by varying the opening characteristics of respective intake valves 105 by variable valve lift mechanisms 112 a, 112 b and variable valve timing mechanisms 113 a, 113 b, and the intake negative pressure is controlled by changing the throttle opening by electronically controlled throttle 104 .
  • step S 202 the process in steps 8202 and S 203 is executed by switching to a state where the intake air amount and the intake negative pressure are controlled by electronically controlled throttle 104 .
  • variable valve lift mechanisms 112 a, 112 b and variable valve timing mechanisms 113 a, 113 b are controlled so that the intake air amount is at the maximum, but by the process in step S 203 , the opening of electronically controlled throttle 104 is made smaller so that the intake air amount is controlled to become that at an idling time.
  • step 8204 the fuel injection by fuel injection valve 131 is stopped and also the ignition by ignition plug 122 is stopped, so that the operation of engine 101 is stopped.
  • step S 205 the opening of electronically controlled throttle 104 , which has been made smaller so that the intake air amount of engine 101 is controlled to be that at the idling time, is opened to the full while engine 101 is inertially rotating.
  • variable valve lift mechanisms 112 a, 112 b and variable valve timing mechanisms 113 a, 113 b are controlled so that the intake air amount reaches the maximum, engine 101 sucks therein a lot of air.
  • step S 206 judgment is made based on the signal from crank angle sensor 117 as to whether or not the rotation of engine 101 is completely stopped.
  • step S 207 If the rotation of engine 101 is completely stopped, the routine proceeds to step S 207 .
  • step S 207 for the purpose of restarting of engine 101 , electronically controlled throttle 104 is closed to come to the opening thereof at which the intake air amount at the time of idling operation of the engine is obtained, and also, the operating angle of intake valve 105 and the lift amount thereof controlled by variable valve lift mechanism 112 a or 112 b are controlled to become target values suitable for automatic starting of an engine, i.e., engine 101 .
  • the target values for the automatic starting of the engine are set to be smaller than those at the time of starting by employing the starter motor and also to be smaller than those required for continuing the operation to restart engine 101 .
  • a load applied by variable valve lift mechanisms 112 a, 112 b in other words, a load due to driving of intake valves 105 to open, at the time of automatic starting of the engine, can be greatly lessened.
  • an intake stroke during which each intake valve 105 is driven at the above-mentioned target values for the automatic starting of the engine is set only for first one cylinder among six cylinders, and the combustion in this first one cylinder occurs at the fourth combustion among the combustions of the six cylinders.
  • a work for opening intake valves 105 must be performed by a first explosion pressure.
  • a load for driving the opening of intake valves 105 during a first intake stroke is high, an increase in the crankshaft rotation by the first explosion pressure is inhibited so that the starting performance of the engine is greatly lowered.
  • the automatic starting of the engine can be achieved at a high rate of success.
  • the values that are certainly smaller than the values required for continuing the starting of the engine are set to become the target values for the automatic starting of the engine, and the target values for the automatic starting of the engine may be set at the minimum valve operating angle and the minimum valve lift amount in variable valve lift mechanisms 112 a, 112 b, and further, the above-mentioned minimum valve operating angle and minimum valve lift amount may be zero, respectively.
  • valve operating angle and the valve lift amount are forcibly set in advance, at the time of stopping of the engine, to become smaller than those in the starting of the engine by employing the starter motor.
  • Each of variable valve lift mechanisms 112 a, 112 b transmits a driving force from the crankshaft to valve lifter 2 a of each intake valve 105 by means of a complex mechanism. Therefore, as shown in FIG. 6 , in the case of a standard valve operating angle and a standard valve lift amount, a starting torque necessary for driving the crankshaft at the time of the automatic starting of the engine becomes significantly larger than that necessary for directly driving the operation of intake valves 105 by the cams axially supported by the camshaft.
  • step S 208 the cylinder in which the expansion stroke of its piston is stopped is stored as a specific cylinder on which the fuel injection and the ignition are firstly performed at the time of restarting the engine.
  • each of variable valve lift mechanisms 112 a, 112 b is kept to maintain a state where the valve operating angle and the valve lift amount are set at the target values for the automatic starting of the engine, and is ready for a subsequent restarting of the engine.
  • step S 301 judgment is made as to whether or not a condition for the starting of the engine is established.
  • condition for the starting of the engine is not limited to the above-listed items.
  • step S 302 the fuel is injected to the cylinder stopped in the expansion stroke, which has been stored in step S 208 , and immediately thereafter, the operation for ignition is executed.
  • V-type six-cylinder engine 101 As shown in FIG. 8 for example, if it is assumed that the cylinder stopped in the expansion stroke is the sixth cylinder on the left bank, the fuel of a previously determined amount is injected from fuel injection valve 131 into the combustion chamber of the sixth cylinder in response to a request for the starting of the engine, and also, spark ignition is performed by ignition plug 122 of the sixth cylinder so that the previously injected fuel is ignited for combustion.
  • the third cylinder on the right bank is in the intake stroke during which intake valves 106 are opened.
  • the operating angle of intake valves 105 and the lift amount thereof controlled by variable valve lift mechanisms 112 a, 112 b on both banks are controlled to be set at the target values for the automatic starting of the engine, the load required for driving the opening of intake valves 105 of the third cylinder is suppressed to be smaller.
  • the starting torque necessary for starting the rotation of the crankshaft by means of the first explosion pressure in the sixth cylinder becomes smaller, and a rise in the rotating speed of the crankshaft can takes place in good response to the first explosion. As a result, it is possible to improve the rate of success in the automatic starting of the engine (refer to FIG. 9 ).
  • next step S 303 the fuel injection and the ignition are performed on a cylinder which has been stopped in the compression stroke thereof.
  • the ignition is performed in succession in the order of the first cylinder ⁇ the second cylinder ⁇ the third cylinder ⁇ the fourth cylinder ⁇ the fifth cylinder ⁇ the sixth cylinder, and therefore, it can easily confirm that which one of the cylinders has been stopped in the compression stroke based on this ignition order and the stored data of cylinder which is stopped in the expansion stroke.
  • the first cylinder on the right bank is the cylinder which has been stopped in the compression stroke, and accordingly, after the fuel is injected to the sixth cylinder for ignition, the fuel is injected to the first cylinder for ignition thereof, to thereby cause the explosion combustion in the first cylinder subsequently after the explosion combustion in the sixth cylinder, so that the crankshaft which has started to rotate by the explosion pressure in the sixth cylinder continues the rotation thereof and the rotating speed of the crankshaft is further increased.
  • the fuel injection and the ignition on the cylinder which has bee stopped in the compression stroke are performed according to the prescribed ignition order.
  • the timing for performing the fuel injection in the automatic starting of the engine is determined to be in the intake stroke.
  • step S 304 judgment is made as to whether or not it is a timing for starting a control which is executed for variably incrementing the valve operating angle and the valve lift amount which are controlled by variable valve lift mechanism 112 ( 112 a or 112 b ) on the bank to which the cylinder stopped in the expansion stroke belongs, from the target values for the automatic starting of the engine.
  • the operation angle of intake valves 105 and the lift amount thereof are forcibly lessened in order to reduce a load expended for driving the opening of intake valves 105 in the first intake stroke.
  • the amount of intake air is reduced, the sufficient torque cannot be obtained. Therefore, if the amount of intake air is also small in the next intake stroke, a reduction in the engine rotating speed takes place.
  • a point of time previous by a response delay time to a starting time of the second intake stroke is set as the start timing of controlling for variably incrementing the valve operating angle and the valve lift amount from the target values for the automatic starting of the engine.
  • the above-mentioned start timing of controlling can be set at a point of time when the cylinder stopped in the compression stroke reaches the top dead center when the operation of the engine is automatically stopped, by which the operating angle of intake valves 105 and the lift amount thereof are increased after the first work to do the compression stroke is finished.
  • variable increment of the valve operating angle and the valve lift amount are started from the point of time when the cylinder stopped in the compression stroke reaches the top dead center, it is possible to prevent an occurrence of such an unpleasant state that the load expended for driving the opening of intake valves 105 increases during the first compression work and as a result, the rise in the engine rotating speed becomes dull.
  • step S 305 to start the controlling for variably incrementing the valve operating angle and the valve lift amount controlled by variable valve lift mechanism 112 ( 112 a or 112 b ) on the bank to which the cylinder stopped in the expansion stroke belongs, from the target values for the automatic starting of the engine toward values required for continuing the operation for the starting of the engine.
  • step S 306 judgment is made as to whether or not a certain delay period has elapsed since commencement of the controlling process of step S 305 .
  • the above-mentioned certain delay period may be set at a fixed period of time, but is preferably set at such a period of time in which the rotation of an engine only for one stroke takes place.
  • step S 307 to start the control of variably incrementing the valve operating angle and the valve lift amount controlled by variable valve lift mechanism 112 on the bank to which the cylinder stopped in the expansion stroke does not belong, from the target values for the automatic starting of the engine toward the values required for continuing the starting of the engine.
  • the operating angle of intake valves 105 and the lift amount thereof in the first intake stroke after commencement of the starting of the engine operation are forcibly made smaller, so that the starting torque for the crankshaft is reduced to thereby enhance the starting performance.
  • the cylinder which is firstly in the intake stroke after commencement of the starting of the engine operation is the third cylinder on the right bank, and from the view point that the driving to open intake valves 105 in the large valve operating angle and the large lift amount is avoided in the first expansion stroke, it is necessary to reduce the operating angle of intake valve 105 and the lift amount thereof in the first intake stroke of the third cylinder.
  • the control for variably incrementing the valve operating angle and the valve lift amount may be started immediately after commencement of the starting of the engine operation.
  • actuator 17 is operated before the first top dead center in order to increase the valve operating angle and the valve lift amount with the left bank, the crankshaft starts to rotate due to the first explosion combustion, to produce resistance against engine 101 in which the intake air amount in the first cylinder is being compressed, so that a rise in the engine rotating speed becomes dull.
  • the timing to start the controlling for variably incrementing the valve operating angle and the valve lift amount on the left bank comes after the top dead center of the first cylinder at the earliest. More preferably, the timing to start the controlling for variably incrementing the valve operating angle and the valve lift amount on the left bank comes at a more delayed time after the top dead center, and therefore, is set at the most delayed time at which the valve operating angle and the valve lift amount in the intake stroke of the fourth cylinder can be increased.
  • a point of time that comes earlier by a response lag time than the opening timing of intake valves 105 at the valve operating angle after the controlling operation for incrementing is set as the start timing of controlling for variably incrementing the valve operating angle and the valve lift amount in the intake stroke of the fourth cylinder.
  • the start timing of controlling for variably incrementing the valve operating angle and the valve lift amount in the left bank can be set based on an angle from termination of the intake stroke of the third cylinder.
  • valve operating angle and the valve lift amount in the previous intake stroke of the third cylinder are incremented to be overlapped with the incremented valve operating angle and the incremented valve lift amount in the second intake stroke of the fourth cylinder, so that a large load for driving the opening of intake valves 105 is additionally expended at an initial period of the automatic starting of the engine.
  • the controlling for variably incrementing the valve operating angle and the valve lift amount on the right bank is started with a time difference from the starting time of the controlling on the left bank. If this time difference corresponds to a time for one stroke, it is possible to avoid the increment of the valve operating angle and the valve lift amount at least in the first intake stroke of the third cylinder, so that the first intake stroke of the third cylinder is executed in a state where the valve operating angle and the valve lift amount are small.
  • the first intake stroke is executed in the state where the valve operating angle and the valve lift amount are small, and the valve operating angle and the valve lift amount are incremented to the values by which the starting of the engine operation can be continued from the next intake stroke.
  • the controlling for variably incrementing the valve operating angle and the valve lift amount on the bank to which the cylinder stopped in the expansion stroke belongs can be started with the start of the automatic starting of the engine, and the valve operating angle and the valve lift amount on the other bank can be started after the first intake stroke in the other bank is terminated.
  • control start timing for variably incrementing the valve operating angle and the valve lift amount can be determined based on a judgment of completion of the starting of engine 101 . For example, it is possible that at a point of time when it is judged that the engine rotating speed or an acceleration for speeding up of the engine rotation exceeds a reference value, it is judged that the starting of the engine is completed, and the control for variably incrementing the valve operating angle and the valve lift amount is started for variable valve lift mechanism 112 on the bank to which the cylinder to be next in the intake stroke or for two variable valve lift mechanisms 112 a, 112 b at the same time.
  • control start timing at step S 304 is the point of time when it is judged that the engine rotating speed or the acceleration for speeding up the engine rotation exceeds the reference value.
  • variable valve lift mechanism which varies an operating angle of exhaust valves 107 and a lift amount thereof together with variable valve lift mechanism 112 which varies the operating angle of intake valves 105 and the lift amount thereof, it is possible that the operating angle of exhaust valves 107 and the lift amount thereof as well as those of intake valves 106 are forcibly set to be small at the automatic starting of the engine, and the operating angle of intake valves 105 and the lift amount thereof start to be incremented with a time difference between those of exhaust valves 107 .
  • variable valve mechanism is not limited to the above-described variable valve lift mechanism 112 , and for example, may be a variable valve mechanism which varies opening characteristics of engine valve by switching a three-dimensional cam or a plurality of cams. Therefore, the present invention is widely applicable to an engine provided with a variable valve mechanism which varies an operating angle and/or a lift amount of an engine valve.
  • an electromagnetic drive valve which drives to open or close an engine valve using an electromagnet
  • engine 101 is not limited to the V-type engine, and may be a horizontally-opposed engine or an in-line engine.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Valve Device For Special Equipments (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
US12/044,610 2007-03-08 2008-03-07 Apparatus for and Method of Controlling a Starting Operation to Restart an Engine Abandoned US20080216779A1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2007058958A JP4755128B2 (ja) 2007-03-08 2007-03-08 エンジンの始動制御装置
JP2007-058958 2007-03-08

Publications (1)

Publication Number Publication Date
US20080216779A1 true US20080216779A1 (en) 2008-09-11

Family

ID=39678209

Family Applications (1)

Application Number Title Priority Date Filing Date
US12/044,610 Abandoned US20080216779A1 (en) 2007-03-08 2008-03-07 Apparatus for and Method of Controlling a Starting Operation to Restart an Engine

Country Status (5)

Country Link
US (1) US20080216779A1 (ja)
JP (1) JP4755128B2 (ja)
KR (1) KR100935708B1 (ja)
CN (1) CN101260837A (ja)
DE (1) DE102008013114A1 (ja)

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20110094465A1 (en) * 2009-10-28 2011-04-28 Gm Global Technology Operations, Inc. Two-step valve lifter control systems and methods
US20110144894A1 (en) * 2009-12-15 2011-06-16 Gm Global Technology Operations, Inc. Air Assist Start Stop Methods and Systems
US20130268179A1 (en) * 2012-04-04 2013-10-10 Ford Global Technologies, Llc Variable cam timing control during engine shut-down and start-up
US20140144403A1 (en) * 2012-11-27 2014-05-29 Mitsubishi Jidosha Kogyo Kabushiki Kaisha Engine start determining apparatus
US20170184036A1 (en) * 2015-12-24 2017-06-29 Toyota Jidosha Kabushiki Kaisha Control device for internal combustion engine

Families Citing this family (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP5149846B2 (ja) * 2009-03-19 2013-02-20 株式会社デンソー 内燃機関の自動停止始動制御装置
JP5321911B2 (ja) * 2009-09-25 2013-10-23 アイシン精機株式会社 弁開閉時期制御装置
JP5403267B2 (ja) * 2010-02-15 2014-01-29 三菱自動車工業株式会社 内燃機関の制御装置
GB201201222D0 (en) * 2012-01-25 2012-03-07 Jaguar Cars Motor vehicle and method of control of a motor vehicle
CN104712448A (zh) * 2013-12-17 2015-06-17 上海海拉电子有限公司 一种怠速起停控制系统及控制方法
US9599057B2 (en) * 2014-02-05 2017-03-21 Ford Global Technologies, Llc Method and system for selecting a cylinder for engine starting
JP6418206B2 (ja) * 2016-08-10 2018-11-07 トヨタ自動車株式会社 エンジンの始動制御装置
DE102017221730A1 (de) * 2017-12-01 2019-06-06 Robert Bosch Gmbh Verfahren zum emissionsverringernden Betrieb einer Brennkraftmaschine mit Start/Stopp-Automatik

Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20060102125A1 (en) * 2004-11-16 2006-05-18 Toyota Jidosha Kabushiki Kaisha Valve timing control apparatus and method for internal combustion engine
US7252055B2 (en) * 2004-04-23 2007-08-07 Denso Corporation Valve controller
US7267104B2 (en) * 2005-06-28 2007-09-11 Nissan Motor Co., Ltd. Internal combustion engine start-up control
US20070209619A1 (en) * 2006-03-09 2007-09-13 Leone Thomas G Hybrid vehicle system having engine with variable valve operation
US20070245817A1 (en) * 2006-04-21 2007-10-25 Mitsubishi Electric Corporation Control apparatus for internal combustion engine
US7353106B2 (en) * 2006-04-05 2008-04-01 Ford Global Technologies, Llc Method for reducing power consumption and emissions for an internal combustion engine having a variable event valvetrain
US20080168959A1 (en) * 2007-01-15 2008-07-17 Nissan Motor Co., Ltd. Engine starting control apparatus

Family Cites Families (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH1193714A (ja) 1997-09-25 1999-04-06 Denso Corp 内燃機関の可変バルブタイミング制御装置
JP2001355462A (ja) 2000-06-09 2001-12-26 Denso Corp 内燃機関の可変バルブタイミング制御装置
JP2003120345A (ja) 2001-10-18 2003-04-23 Nissan Motor Co Ltd 内燃機関の吸気装置
JP2004316561A (ja) 2003-04-16 2004-11-11 Toyota Motor Corp 内燃機関の始動制御装置
JP2004346770A (ja) * 2003-05-20 2004-12-09 Toyota Motor Corp 内燃機関の始動装置及び方法並びに動力システム
JP2005030236A (ja) 2003-07-08 2005-02-03 Mazda Motor Corp 車両の制御装置
JP2006077644A (ja) * 2004-09-08 2006-03-23 Toyota Motor Corp 内燃機関の制御装置

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US7252055B2 (en) * 2004-04-23 2007-08-07 Denso Corporation Valve controller
US20060102125A1 (en) * 2004-11-16 2006-05-18 Toyota Jidosha Kabushiki Kaisha Valve timing control apparatus and method for internal combustion engine
US7267104B2 (en) * 2005-06-28 2007-09-11 Nissan Motor Co., Ltd. Internal combustion engine start-up control
US20070209619A1 (en) * 2006-03-09 2007-09-13 Leone Thomas G Hybrid vehicle system having engine with variable valve operation
US7353106B2 (en) * 2006-04-05 2008-04-01 Ford Global Technologies, Llc Method for reducing power consumption and emissions for an internal combustion engine having a variable event valvetrain
US20070245817A1 (en) * 2006-04-21 2007-10-25 Mitsubishi Electric Corporation Control apparatus for internal combustion engine
US20080168959A1 (en) * 2007-01-15 2008-07-17 Nissan Motor Co., Ltd. Engine starting control apparatus

Cited By (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20110094465A1 (en) * 2009-10-28 2011-04-28 Gm Global Technology Operations, Inc. Two-step valve lifter control systems and methods
US8146567B2 (en) * 2009-10-28 2012-04-03 GM Global Technology Operations LLC Two-step valve lifter control systems and methods
US20110144894A1 (en) * 2009-12-15 2011-06-16 Gm Global Technology Operations, Inc. Air Assist Start Stop Methods and Systems
US8752519B2 (en) 2009-12-15 2014-06-17 GM Global Technology Operations LLC Air assist start stop methods and systems
US20130268179A1 (en) * 2012-04-04 2013-10-10 Ford Global Technologies, Llc Variable cam timing control during engine shut-down and start-up
US9243569B2 (en) * 2012-04-04 2016-01-26 Ford Global Technologies, Llc Variable cam timing control during engine shut-down and start-up
RU2633284C2 (ru) * 2012-04-04 2017-10-11 ФОРД ГЛОУБАЛ ТЕКНОЛОДЖИЗ, ЭлЭлСи Способ управления исполнительным механизмом регулируемой установки фаз кулачкового распределения (варианты) и двигатель, содержащий систему управления исполнительным механизмом регулируемой установки фаз кулачкового распределения
US20140144403A1 (en) * 2012-11-27 2014-05-29 Mitsubishi Jidosha Kogyo Kabushiki Kaisha Engine start determining apparatus
US10190562B2 (en) * 2012-11-27 2019-01-29 Mitsubishi Jidosha Kogyo Kabushiki Kaisha Engine start determining apparatus
US20170184036A1 (en) * 2015-12-24 2017-06-29 Toyota Jidosha Kabushiki Kaisha Control device for internal combustion engine
US10781758B2 (en) * 2015-12-24 2020-09-22 Toyota Jidosha Kabushiki Kaisha Control device for internal combustion engine

Also Published As

Publication number Publication date
CN101260837A (zh) 2008-09-10
JP4755128B2 (ja) 2011-08-24
DE102008013114A1 (de) 2008-09-11
JP2008223499A (ja) 2008-09-25
KR20080082550A (ko) 2008-09-11
KR100935708B1 (ko) 2010-01-07

Similar Documents

Publication Publication Date Title
US20080216779A1 (en) Apparatus for and Method of Controlling a Starting Operation to Restart an Engine
US7305957B2 (en) Valve timing control apparatus and method for internal combustion engine
JP4483759B2 (ja) 内燃機関の制御装置
JP3939905B2 (ja) エンジン始動装置
JP4957611B2 (ja) 内燃機関の制御方法
JP4321497B2 (ja) 内燃機関の始動装置
EP2357340B1 (en) Device and method for controlling timing at which ignition is stopped when internal combustion engine becomes stopped
CN100538050C (zh) 内燃机的切断控制设备
WO2012056535A1 (ja) 内燃機関の制御装置
JP4136926B2 (ja) 内燃機関の始動制御装置及び始動制御方法
US9903332B2 (en) Control device of multi-cylinder internal combustion engine
JP6398412B2 (ja) エンジン始動制御装置
EP1840369B1 (en) Engine starting system
JP4736947B2 (ja) 内燃機関の始動制御装置及び始動制御方法
US9869260B2 (en) Control device of multi-cylinder internal combustion engine
JP4075666B2 (ja) エンジンの始動装置
US20100161202A1 (en) Intake air amount control system and method for internal combustion engine
JP2007154823A (ja) 内燃機関の制御装置および車両
JP2010084587A (ja) 内燃機関のバルブタイミング制御方法及び内燃機関システム
JP4144516B2 (ja) エンジンの始動装置
JP4140351B2 (ja) 内燃機関の制御装置
JP5929795B2 (ja) 内燃機関の制御装置
JP2008101511A (ja) エンジンの制御装置
JP2006170077A (ja) 内燃機関の制御装置
JP2005188486A (ja) 電動過給器付きエンジンの制御装置

Legal Events

Date Code Title Description
AS Assignment

Owner name: HITACHI, LTD., JAPAN

Free format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNORS:WATANABE, SATORU;KUBO, HIROMASA;OHSUGA, MINORU;AND OTHERS;REEL/FRAME:020972/0982;SIGNING DATES FROM 20080410 TO 20080510

AS Assignment

Owner name: HITACHI, LTD., JAPAN

Free format text: CORRECTIVE ASSIGNMENT TO CORRECT THE SECOND ASSIGNOR'S NAME PREVIOUSLY RECORDED ON REEL 020972 AND FRAME 0982;ASSIGNORS:WATANABE, SATORU;KUBO, HIROMASA;OHSUGA, MINORU;AND OTHERS;REEL/FRAME:021083/0092

Effective date: 20080410

STCB Information on status: application discontinuation

Free format text: ABANDONED -- FAILURE TO RESPOND TO AN OFFICE ACTION