US20230304453A1 - Method for controlling internal combustion engine and device for controlling internal combustion engine - Google Patents
Method for controlling internal combustion engine and device for controlling internal combustion engine Download PDFInfo
- Publication number
- US20230304453A1 US20230304453A1 US18/006,736 US202018006736A US2023304453A1 US 20230304453 A1 US20230304453 A1 US 20230304453A1 US 202018006736 A US202018006736 A US 202018006736A US 2023304453 A1 US2023304453 A1 US 2023304453A1
- Authority
- US
- United States
- Prior art keywords
- internal combustion
- combustion engine
- engine
- rotational speed
- engine speed
- 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.)
- Granted
Links
- 238000002485 combustion reaction Methods 0.000 title claims abstract description 162
- 238000000034 method Methods 0.000 title claims description 8
- 239000000446 fuel Substances 0.000 claims abstract description 25
- 238000002347 injection Methods 0.000 claims abstract description 22
- 239000007924 injection Substances 0.000 claims abstract description 22
- 230000003247 decreasing effect Effects 0.000 claims abstract description 9
- 239000003054 catalyst Substances 0.000 description 9
- 230000000994 depressogenic effect Effects 0.000 description 6
- 238000006243 chemical reaction Methods 0.000 description 5
- 230000006835 compression Effects 0.000 description 5
- 238000007906 compression Methods 0.000 description 5
- 230000007423 decrease Effects 0.000 description 4
- 238000010248 power generation Methods 0.000 description 4
- 238000001514 detection method Methods 0.000 description 3
- 238000000746 purification Methods 0.000 description 3
- 238000010586 diagram Methods 0.000 description 2
- 230000001172 regenerating effect Effects 0.000 description 2
- 239000007858 starting material Substances 0.000 description 2
- 238000011144 upstream manufacturing Methods 0.000 description 2
- 238000013459 approach Methods 0.000 description 1
- 230000005540 biological transmission Effects 0.000 description 1
- 238000002360 preparation method Methods 0.000 description 1
- 230000004043 responsiveness Effects 0.000 description 1
- 238000004904 shortening Methods 0.000 description 1
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
- F02D29/00—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
- F02D29/02—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving vehicles; peculiar to engines driving variable pitch propellers
-
- 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
- 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
- F02D41/042—Introducing corrections for particular operating conditions for stopping the engine
-
- 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
- F02N11/00—Starting of engines by means of electric motors
- F02N11/08—Circuits or control means specially adapted for starting of engines
- F02N11/0814—Circuits or control means specially adapted for starting of engines comprising means for controlling automatic idle-start-stop
- F02N11/0844—Circuits or control means specially adapted for starting of engines comprising means for controlling automatic idle-start-stop with means for restarting the engine directly after an engine stop request, e.g. caused by change of driver mind
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
- F02D9/02—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits concerning induction conduits
-
- 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
- F02N11/00—Starting of engines by means of electric motors
- F02N11/04—Starting of engines by means of electric motors the motors being associated with current generators
-
- 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
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/62—Hybrid vehicles
Definitions
- the present invention relates to a method and device for controlling an internal combustion engine.
- Idle stop control for combustion engines is known in the prior art.
- idle stop control the internal combustion engine is automatically stopped when predetermined automatic stop conditions are met during idling, and the internal combustion engine is automatically restarted when a predetermined automatic restart condition is met during the automatic stop.
- Patent Document 1 when it is determined that an engine speed is within a predetermined rotational speed range including a resonance band (resonance range) of an internal combustion engine during a rotation drop period when the engine speed drops to zero after the internal combustion engine is automatically stopped, reverse torque, which is torque on a reverse rotation side, is applied to a crankshaft of the internal combustion engine by a motor generator to increase the speed at which the engine speed drops.
- a resonance band resonance range
- Patent Document 1 when the engine speed is within the predetermined rotational speed range, reverse torque is applied to the internal combustion engine by power driving or regenerative power generation performed by the motor generator, and the speed at which the engine speed drops is increased, thereby shortening the time required for the engine speed to pass through the resonance band.
- Patent Document 1 when reverse torque is applied to the internal combustion engine, whether to the motor generator is to perform power driving or regenerative power generation is assessed on the basis of various parameters.
- Patent Document 1 when the engine speed is low, such as when passing through the resonance band, power generation in the motor generator is hardly possible. Therefore, in Patent Document 1, there is a risk that it will not be possible to apply sufficient reverse torque in the predetermined rotational speed range including the resonance band, or to quickly reduce the engine speed.
- Patent Document 1 there is a risk that when the internal combustion engine is automatically stopped, it will not be possible to minimize vibration when the engine speed passes through the resonance band.
- an internal combustion engine of the present invention when there is a request to restart the internal combustion engine while an engine speed of the internal combustion engine is decreasing due to an automatic stoppage, the internal combustion engine is started by resuming fuel injection if the engine speed is equal to or greater than a predetermined rotational speed threshold at which restarting is possible only by fuel injection, and the internal combustion engine is started by causing a crankshaft to rotate using an electric motor if the engine speed of the internal combustion engine is lower than the rotational speed threshold.
- a predetermined rotational speed threshold at which restarting is possible only by fuel injection
- the engine speed is equal to or greater than the predetermined rotational speed threshold, it is possible to ensure the amount of air in the cylinders and prepare for starting (combustion in) the internal combustion engine by resuming fuel injection.
- FIG. 1 is an explanatory diagram schematically depicting an outline of a system configuration of an internal combustion engine to which the present invention is applied;
- FIG. 2 is a timing chart indicating states of control of an internal combustion engine after automatic stop conditions have been met.
- FIG. 3 is a flowchart of a flow of a control for the internal combustion engine according to the present invention.
- FIG. 1 is an explanatory diagram schematically depicting an outline of a system configuration of an internal combustion engine 1 to which the present invention is applied.
- the internal combustion engine 1 is, for example, a multi-cylinder spark ignition gasoline engine, and is mounted in an automobile or another vehicle.
- the internal combustion engine 1 transmits, for example, rotation of a crankshaft 2 as drive force to driving wheels of the vehicle.
- the internal combustion engine 1 may be a diesel engine.
- Intake air is distributed to each cylinder of the internal combustion engine 1 via a collector 4 forming a part of an intake passage 3 .
- An electric throttle valve 5 that adjusts the amount of air taken into the internal combustion engine 1 is disposed upstream of the collector 4 .
- the throttle valve 5 is equivalent to an air amount adjustment part capable of adjusting the amount of air supplied into the cylinders, is provided in the intake passage 3 , and is positioned upstream of the collector 4 .
- the internal combustion engine 1 has a fuel injection valve (not shown) and a spark plug (not shown). An amount of fuel injected through the fuel injection valve, a fuel injection timing of the fuel injection valve, an ignition timing of the spark plug, a pressure of fuel supplied to the fuel injection valve, and the like are optimally controlled by a control unit 21 , which will be described later.
- the internal combustion engine 1 drives: an alternator 6 , which generates power in order to charge an onboard battery; a compressor 7 for an air conditioner; and the like.
- the alternator 6 is a “motor generator,” and is capable of driving the crankshaft 2 of the internal combustion engine 1 by power running.
- the alternator 6 is equivalent to an electric motor capable of causing the crankshaft 2 to rotate and starting (cranking) the internal combustion engine 1 .
- crankshaft 2 which is transmitted via a belt 8 and a crank pulley 9 , serves as a motive power source for the air conditioner and other auxiliary devices driven by the internal combustion engine 1 .
- the crank pulley 9 is integrally attached to an end part of the crankshaft 2 .
- the belt 8 is wound around the crank pulley 9 and an auxiliary-device-side pulley 10 .
- An electromagnetic clutch 11 for the air conditioner is provided between the internal combustion engine 1 and the compressor 7 of the air conditioner. Specifically, the electromagnetic clutch 11 for the air conditioner is provided between the compressor 7 of the air conditioner and the auxiliary-device-side pulley 10 to which the rotation of the crankshaft 2 is transmitted.
- the internal combustion engine 1 is disconnected from the compressor 7 of the air conditioner by releasing the electromagnetic clutch 11 for the air conditioner.
- the electromagnetic clutch 11 for the air conditioner is disengaged by a command from the control unit 21 when the air conditioner is not used. In other words, when the internal combustion engine 1 does not use the air conditioner, the electromagnetic clutch 11 for the air conditioner is disengaged, and the load on the compressor 7 of the air conditioner is reduced.
- an electromagnetic clutch may be provided between the internal combustion engine 1 and any of these devices, and the electromagnetic clutch may be disengaged when the device stops.
- the control unit 21 receives detection signals from a crank angle sensor 22 that detects a crank angle of the crankshaft 2 , an accelerator position sensor 23 that detects an amount by which an accelerator pedal (not shown) is depressed, a vehicle speed sensor 24 that detects speed of the vehicle, a brake sensor 25 that detects an amount by which a brake pedal (not shown) is depressed, a catalyst temperature sensor 26 that detects a catalyst temperature of an exhaust purification catalyst (not shown) provided in an exhaust passage (not shown) of the internal combustion engine 1 , a pressure sensor 27 that detects a pressure (air pressure) in the collector 4 , and other various sensors.
- the control unit 21 calculates load (engine load) required by the internal combustion engine 1 using the detection value of the accelerator position sensor 23 .
- the control unit 21 is capable of detecting a state of charge (SOC), which is a ratio of a remaining charge to a charge capacity of an onboard battery (not shown). In other words, the control unit 21 is equivalent to a battery SOC detection part.
- SOC state of charge
- the crank angle sensor 22 is capable of detecting an engine speed (number of engine rotations) of the internal combustion engine 1 .
- the fuel supply is stopped and the internal combustion engine 1 stops automatically.
- the internal combustion engine 1 then restarts when a predetermined automatic restart condition is met during the automatic stop.
- the control unit 21 automatically stops the internal combustion engine 1 when the predetermined automatic stop conditions are met, and automatically restarts the internal combustion engine 1 when a predetermined automatic restart condition is met.
- the automatic stop conditions of the internal combustion engine 1 are, for example, that the accelerator pedal is not depressed, that the battery SOC of the onboard battery is greater than a predetermined battery threshold SOCth, that the catalyst temperature of the exhaust purification catalyst is higher than a predetermined first catalyst temperature threshold T 1 , and the like.
- the internal combustion engine 1 automatically stops when these automatic stop conditions have all been met.
- the control unit 21 automatically stops the internal combustion engine 1 when these automatic stop conditions have all been met while the internal combustion engine 1 is operating. That is, the control unit 21 is equivalent to a first control part that stops fuel injection to automatically stop the internal combustion engine 1 when predetermined automatic stop conditions are met.
- Conditions for automatically restarting the internal combustion engine 1 are, for example, that the accelerator pedal is depressed, that the battery SOC of the onboard battery is equal to or less than the predetermined battery threshold SOCth, that the catalyst temperature of the exhaust purification catalyst is equal to or less than the predetermined first catalyst temperature threshold T 1 , and the like.
- the internal combustion engine 1 restarts when there is a restart request during an automatic stop.
- the control unit 21 restarts the internal combustion engine 1 when any of these automatic restart conditions is met during an automatic stop of the internal combustion engine 1 .
- the automatically stopped internal combustion engine 1 restarts when the battery SOC of the onboard battery becomes equal to or less than battery threshold SOCth, which is a predetermined value.
- Examples of an automatic stop of the internal combustion engine 1 include an idle stop, a “coast stop,” and a “sailing stop.”
- An idle stop is carried out when automatic stop conditions such as, for example, those described above are met while the vehicle has temporarily stopped.
- the idle stop is canceled when any automatic restart condition such as, for example, those described above is met.
- a coast stop is carried out when automatic stop conditions such as, for example, those described above are met while the vehicle is traveling.
- the coast stop is canceled when any automatic restart condition such as, for example, those described above is met.
- a coast stop is an automatic stopping of the internal combustion engine 1 during deceleration with the brake pedal depressed at, for example, a low vehicle speed.
- a sailing stop is carried out when automatic stop conditions such as, for example, those described above are met while the vehicle is traveling.
- the sailing stop is canceled when any automatic restart condition such as, for example, those described above is met.
- a sailing stop is an automatic stopping of the internal combustion engine 1 during inertia traveling with the brake pedal not depressed at, for example, a medium to high vehicle speed.
- the control unit 21 starts (causes combustion to occur in) the internal combustion engine 1 by resuming fuel injection if the engine speed of the internal combustion engine 1 is equal to or greater than a predetermined combustion recoverable rotational speed threshold R 1 (rotational speed threshold) at which restarting is possible only by fuel injection, and rotatably drives the crankshaft 2 using the alternator 6 to start (crank) the internal combustion engine 1 if the engine speed of the internal combustion engine 1 is lower than the combustion recoverable rotational speed threshold R 1 .
- a predetermined combustion recoverable rotational speed threshold R 1 rotational speed threshold
- the control unit 21 controls the throttle valve 5 so that the amount of air entering the cylinders is less than before the engine speed falls below the combustion recoverable rotational speed threshold R 1 . That is, the control unit 21 is equivalent to a second control part.
- the combustion recoverable rotational speed threshold R 1 is a value of, for example, about 600 rpm.
- This resonance band corresponds to a rotational speed range (e.g., an engine speed of 300-500 rpm) lower than the engine speed during idling of the internal combustion engine 1 . That is, the motive power transmission system of the internal combustion engine 1 has a resonance band in which resonance occurs when the engine speed is in a range between an engine resonance rotational speed upper limit R U and an engine resonance rotational speed lower limit R L .
- control unit 21 When the control unit 21 automatically stops the internal combustion engine 1 while the alternator 6 is generating power or while the air conditioner is in use, the control unit 21 stops the generating of power by the alternator 6 or the use of the air conditioner and controls the throttle valve 5 so that the amount of air entering the cylinders is less than before the generating of power by the alternator 6 or the use of the air conditioner was stopped. Specifically, when the control unit 21 automatically stops the internal combustion engine 1 during operation of the auxiliary devices driven by the rotation of the crankshaft 2 of the internal combustion engine 1 , the control unit 21 stops these auxiliary devices and controls the throttle valve 5 so that the amount of air entering the cylinders is less than before the auxiliary devices were stopped.
- the amount of air entering the cylinders can be reduced more quickly than before the engine speed passes through the predetermined resonance band of the internal combustion engine 1 , by stopping the alternator 6 , the air conditioner, and the other auxiliary devices to reduce the amount of air needed to start combustion.
- the control unit 21 After the engine speed has passed through the predetermined resonance band of the internal combustion engine 1 , the control unit 21 increases the amount of air entering the cylinders to be greater than when the engine speed passes through the predetermined resonance band of the internal combustion engine 1 . Specifically, when the engine speed becomes equal to or less than the engine resonance rotational speed lower limit R L , the control unit 21 increases the amount of air entering the cylinders to be greater than when the engine speed is between the engine resonance rotational speed upper limit R U and the engine resonance rotational speed lower limit R L .
- the internal combustion engine 1 can be quickly started when a request to restart the internal combustion engine 1 is generated, by opening the throttle valve 5 to return the amount of air entering the cylinders to the amount of air needed to start the internal combustion engine 1 .
- FIG. 2 is a timing chart indicating states of control of the internal combustion engine 1 after the automatic stop conditions have been met.
- the automatic stop conditions are met at time t 1 .
- Automatic stoppage of the internal combustion engine 1 is allowed at time t 1 .
- fuel injection from the fuel injection valve is stopped in the internal combustion engine 1 .
- the engine speed gradually decreases from time t 1 onward, and passes through the resonance band of the internal combustion engine 1 to reach “0” at time t 6 .
- the engine speed reaches the combustion recoverable rotational speed threshold R 1 at time t 2 .
- the engine speed enters the resonance band of the internal combustion engine 1 at time t 3 , and exits the resonance band of the internal combustion engine 1 at time t 4 .
- the electromagnetic clutch 11 for the air conditioner (A/C clutch) is disengaged at time t 1 , at which the automatic stop conditions are met.
- the alternator (ALT) 6 stops generating power (power is not generated) from time t 1 onward, at which the automatic stop conditions are met in FIG. 2 .
- the throttle valve 5 closes in accordance with the amount of reduction in the auxiliary device load due to the stoppage of power generation in the alternator 6 and the stoppage of the air conditioner. That is, at time t 1 , the throttle valve 5 approaches a closed throttle opening degree by an amount corresponding to the reduction in the load (auxiliary device load) imposed on the internal combustion engine 1 by the auxiliary devices, which are stopped when the automatic stop conditions are met.
- the throttle valve 5 is controlled so as to be fully closed until time t 4 , at which the engine speed exits the resonance band of the internal combustion engine 1 . That is, when the engine speed of the internal combustion engine 1 falls below the combustion recoverable rotational speed threshold R 1 while the engine speed is decreasing as the automatic stop conditions are met, the throttle valve 5 is controlled so that the amount of air entering the cylinders is less than before the engine speed fell below the combustion recoverable rotational speed threshold R 1 .
- the throttle valve 5 is controlled so as to reach a predetermined first throttle opening degree O 1 , which is a predetermined large opening degree.
- the first throttle opening degree O 1 is a larger opening degree than a starting throttle opening degree Os, which is set when the internal combustion engine 1 is started.
- the throttle valve 5 is controlled so that the amount of air entering the cylinders is greater than when the engine speed of the internal combustion engine 1 passes through the resonance band.
- the throttle valve 5 is controlled so as to reach the starting throttle opening degree Os when an air pressure in the collector 4 reaches atmospheric pressure.
- FIG. 3 is a flowchart of a flow of a control for the internal combustion engine 1 in the embodiment described above.
- step S 1 a determination is made as to whether or not the automatic stop conditions of the internal combustion engine 1 have been met and an automatic stoppage of the internal combustion engine 1 has been started.
- the routine advances to step S 2 .
- the current routine is ended.
- step S 2 the alternator 6 , the air conditioner, and the other auxiliary devices are stopped, and the auxiliary device load is cut (reduced).
- step S 3 the throttle valve 5 is closed according to the amount of reduction in the auxiliary device load.
- the amount by which the throttle valve 5 closes increases as the amount of reduction in the auxiliary device load increases.
- step S 4 a determination is made as to whether or not the engine speed is lower than the combustion recoverable rotational speed threshold R 1 .
- the routine advances to step S 5 .
- step S 5 the throttle valve 5 is fully closed.
- step S 6 a determination is made as to whether or not the engine speed is equal to or less than the engine resonance rotational speed lower limit R L .
- the routine advances to step S 7 .
- step S 7 the throttle valve 5 is brought to the first throttle opening degree O 1 , which is a predetermined large opening degree, so that the pressure (air pressure) in the collector 4 reaches atmospheric pressure in preparation for a restart.
- step S 8 a determination is made as to whether or not the pressure (air pressure) in the collector 4 has reached atmospheric pressure.
- the routine advances to step S 9 .
- step S 9 the throttle valve 5 is brought to the starting throttle opening degree Os.
- the opening degree of the throttle valve 5 is controlled to reduce the amount of air entering the cylinders when the internal combustion engine 1 is automatically stopped, but if the internal combustion engine 1 is provided with a variable valve mechanism capable of changing a valve timing of an air intake valve, the amount of air entering the cylinders may be reduced using this variable valve mechanism.
- a variable valve mechanism may be used as an air amount adjustment part that adjusts the amount of air supplied to the cylinders.
- the internal combustion engine 1 When the internal combustion engine 1 is started in normal circumstances by a driver operating an ignition key, the internal combustion engine 1 may be started using the alternator 6 , but the internal combustion engine 1 may also be started by a dedicated starter motor different from the alternator 6 .
- the internal combustion engine 1 may be provided with a dedicated starter motor different from the alternator 6 .
- the embodiment described above relates to a method and device for controlling an internal combustion engine.
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
Abstract
In an internal combustion engine, fuel injection is stopped to automatically stop the engine when automatic stop conditions are met. The engine is started in response to a request to restart the engine while an engine speed is decreasing due to an automatic stoppage by resuming fuel injection if the engine speed is equal to or greater than a combustion recoverable rotational speed threshold, and by using an electric motor if the engine speed is less than the combustion recoverable rotational speed threshold. When the engine speed of the internal combustion engine falls below the combustion recoverable rotational speed threshold while the engine speed is decreasing due to an automatic stoppage, an amount of air entering cylinders is reduced to be less than before the engine speed fell below the combustion recoverable rotational speed threshold.
Description
- This application is a U.S. national stage application of International Application No. PCT/JP2020/035033, filed on Sep. 16, 2020.
- The present invention relates to a method and device for controlling an internal combustion engine.
- Idle stop control for combustion engines is known in the prior art. In idle stop control, the internal combustion engine is automatically stopped when predetermined automatic stop conditions are met during idling, and the internal combustion engine is automatically restarted when a predetermined automatic restart condition is met during the automatic stop.
- For example, in Japanese Patent Application Publication No. 2017-203401 A (hereinafter referred to as Patent Document 1), when it is determined that an engine speed is within a predetermined rotational speed range including a resonance band (resonance range) of an internal combustion engine during a rotation drop period when the engine speed drops to zero after the internal combustion engine is automatically stopped, reverse torque, which is torque on a reverse rotation side, is applied to a crankshaft of the internal combustion engine by a motor generator to increase the speed at which the engine speed drops.
- In
Patent Document 1, when the engine speed is within the predetermined rotational speed range, reverse torque is applied to the internal combustion engine by power driving or regenerative power generation performed by the motor generator, and the speed at which the engine speed drops is increased, thereby shortening the time required for the engine speed to pass through the resonance band. - In
Patent Document 1, when reverse torque is applied to the internal combustion engine, whether to the motor generator is to perform power driving or regenerative power generation is assessed on the basis of various parameters. - However, when the engine speed is low, such as when passing through the resonance band, power generation in the motor generator is hardly possible. Therefore, in
Patent Document 1, there is a risk that it will not be possible to apply sufficient reverse torque in the predetermined rotational speed range including the resonance band, or to quickly reduce the engine speed. - Therefore, in
Patent Document 1, there is a risk that when the internal combustion engine is automatically stopped, it will not be possible to minimize vibration when the engine speed passes through the resonance band. - In an internal combustion engine of the present invention, when there is a request to restart the internal combustion engine while an engine speed of the internal combustion engine is decreasing due to an automatic stoppage, the internal combustion engine is started by resuming fuel injection if the engine speed is equal to or greater than a predetermined rotational speed threshold at which restarting is possible only by fuel injection, and the internal combustion engine is started by causing a crankshaft to rotate using an electric motor if the engine speed of the internal combustion engine is lower than the rotational speed threshold. When the engine speed of the internal combustion engine falls below the rotational speed threshold while the engine speed is decreasing due to an automatic stoppage, an amount of air entering cylinders is reduced to be less than before the engine speed fell below the rotational speed threshold.
- When the engine speed is equal to or greater than the predetermined rotational speed threshold, it is possible to ensure the amount of air in the cylinders and prepare for starting (combustion in) the internal combustion engine by resuming fuel injection.
- When the engine speed is lower than the predetermined rotational speed threshold, compression reaction force can be reduced and fluctuation in the rotation of the internal combustion engine can be minimized by reducing the amount of air entering the cylinders (intake air amount). In the internal combustion engine, it is possible to minimize vibration when the engine speed passes through a predetermined resonance band of the internal combustion engine, due to the reduction in the compression reaction force due to the decrease in the amount of air entering the cylinders.
- Referring now to the attached drawings which form a part of this original disclosure.
-
FIG. 1 is an explanatory diagram schematically depicting an outline of a system configuration of an internal combustion engine to which the present invention is applied; -
FIG. 2 is a timing chart indicating states of control of an internal combustion engine after automatic stop conditions have been met; and -
FIG. 3 is a flowchart of a flow of a control for the internal combustion engine according to the present invention. - An embodiment of the present invention is described below on the basis of the drawings.
FIG. 1 is an explanatory diagram schematically depicting an outline of a system configuration of aninternal combustion engine 1 to which the present invention is applied. - The
internal combustion engine 1 is, for example, a multi-cylinder spark ignition gasoline engine, and is mounted in an automobile or another vehicle. Theinternal combustion engine 1 transmits, for example, rotation of acrankshaft 2 as drive force to driving wheels of the vehicle. Theinternal combustion engine 1 may be a diesel engine. - Intake air is distributed to each cylinder of the
internal combustion engine 1 via acollector 4 forming a part of anintake passage 3. Anelectric throttle valve 5 that adjusts the amount of air taken into theinternal combustion engine 1 is disposed upstream of thecollector 4. Thethrottle valve 5 is equivalent to an air amount adjustment part capable of adjusting the amount of air supplied into the cylinders, is provided in theintake passage 3, and is positioned upstream of thecollector 4. - The
internal combustion engine 1 has a fuel injection valve (not shown) and a spark plug (not shown). An amount of fuel injected through the fuel injection valve, a fuel injection timing of the fuel injection valve, an ignition timing of the spark plug, a pressure of fuel supplied to the fuel injection valve, and the like are optimally controlled by acontrol unit 21, which will be described later. - The
internal combustion engine 1 drives: analternator 6, which generates power in order to charge an onboard battery; acompressor 7 for an air conditioner; and the like. - In this embodiment, the
alternator 6 is a “motor generator,” and is capable of driving thecrankshaft 2 of theinternal combustion engine 1 by power running. In other words, thealternator 6 is equivalent to an electric motor capable of causing thecrankshaft 2 to rotate and starting (cranking) theinternal combustion engine 1. - When there is a demand to drive the
alternator 6, the air conditioner, and other auxiliary devices and these auxiliary devices are driven, an auxiliary device load is exerted on theinternal combustion engine 1 and the load of theinternal combustion engine 1 increases. - Rotation of the
crankshaft 2, which is transmitted via abelt 8 and acrank pulley 9, serves as a motive power source for the air conditioner and other auxiliary devices driven by theinternal combustion engine 1. Thecrank pulley 9 is integrally attached to an end part of thecrankshaft 2. Thebelt 8 is wound around thecrank pulley 9 and an auxiliary-device-side pulley 10. - An electromagnetic clutch 11 for the air conditioner is provided between the
internal combustion engine 1 and thecompressor 7 of the air conditioner. Specifically, the electromagnetic clutch 11 for the air conditioner is provided between thecompressor 7 of the air conditioner and the auxiliary-device-side pulley 10 to which the rotation of thecrankshaft 2 is transmitted. - The
internal combustion engine 1 is disconnected from thecompressor 7 of the air conditioner by releasing the electromagnetic clutch 11 for the air conditioner. The electromagnetic clutch 11 for the air conditioner is disengaged by a command from thecontrol unit 21 when the air conditioner is not used. In other words, when theinternal combustion engine 1 does not use the air conditioner, the electromagnetic clutch 11 for the air conditioner is disengaged, and the load on thecompressor 7 of the air conditioner is reduced. - Regarding those devices among the various auxiliary devices driven by the
internal combustion engine 1 that are capable of reducing the load of theinternal combustion engine 1 when disconnected from theinternal combustion engine 1 when stopped, as is the air conditioner, an electromagnetic clutch may be provided between theinternal combustion engine 1 and any of these devices, and the electromagnetic clutch may be disengaged when the device stops. - The
control unit 21 receives detection signals from a crank angle sensor 22 that detects a crank angle of thecrankshaft 2, an accelerator position sensor 23 that detects an amount by which an accelerator pedal (not shown) is depressed, a vehicle speed sensor 24 that detects speed of the vehicle, a brake sensor 25 that detects an amount by which a brake pedal (not shown) is depressed, a catalyst temperature sensor 26 that detects a catalyst temperature of an exhaust purification catalyst (not shown) provided in an exhaust passage (not shown) of theinternal combustion engine 1, a pressure sensor 27 that detects a pressure (air pressure) in thecollector 4, and other various sensors. - The
control unit 21 calculates load (engine load) required by theinternal combustion engine 1 using the detection value of the accelerator position sensor 23. - The
control unit 21 is capable of detecting a state of charge (SOC), which is a ratio of a remaining charge to a charge capacity of an onboard battery (not shown). In other words, thecontrol unit 21 is equivalent to a battery SOC detection part. - The crank angle sensor 22 is capable of detecting an engine speed (number of engine rotations) of the
internal combustion engine 1. - When predetermined automatic stop conditions are met while the vehicle is traveling or stopped, the fuel supply is stopped and the
internal combustion engine 1 stops automatically. Theinternal combustion engine 1 then restarts when a predetermined automatic restart condition is met during the automatic stop. In other words, thecontrol unit 21 automatically stops theinternal combustion engine 1 when the predetermined automatic stop conditions are met, and automatically restarts theinternal combustion engine 1 when a predetermined automatic restart condition is met. - The automatic stop conditions of the
internal combustion engine 1 are, for example, that the accelerator pedal is not depressed, that the battery SOC of the onboard battery is greater than a predetermined battery threshold SOCth, that the catalyst temperature of the exhaust purification catalyst is higher than a predetermined first catalyst temperature threshold T1, and the like. - The
internal combustion engine 1 automatically stops when these automatic stop conditions have all been met. In other words, thecontrol unit 21 automatically stops theinternal combustion engine 1 when these automatic stop conditions have all been met while theinternal combustion engine 1 is operating. That is, thecontrol unit 21 is equivalent to a first control part that stops fuel injection to automatically stop theinternal combustion engine 1 when predetermined automatic stop conditions are met. - Conditions for automatically restarting the
internal combustion engine 1 are, for example, that the accelerator pedal is depressed, that the battery SOC of the onboard battery is equal to or less than the predetermined battery threshold SOCth, that the catalyst temperature of the exhaust purification catalyst is equal to or less than the predetermined first catalyst temperature threshold T1, and the like. - The
internal combustion engine 1 restarts when there is a restart request during an automatic stop. In other words, thecontrol unit 21 restarts theinternal combustion engine 1 when any of these automatic restart conditions is met during an automatic stop of theinternal combustion engine 1. For example, the automatically stoppedinternal combustion engine 1 restarts when the battery SOC of the onboard battery becomes equal to or less than battery threshold SOCth, which is a predetermined value. - Examples of an automatic stop of the
internal combustion engine 1 include an idle stop, a “coast stop,” and a “sailing stop.” - An idle stop is carried out when automatic stop conditions such as, for example, those described above are met while the vehicle has temporarily stopped. The idle stop is canceled when any automatic restart condition such as, for example, those described above is met.
- A coast stop is carried out when automatic stop conditions such as, for example, those described above are met while the vehicle is traveling. The coast stop is canceled when any automatic restart condition such as, for example, those described above is met. A coast stop is an automatic stopping of the
internal combustion engine 1 during deceleration with the brake pedal depressed at, for example, a low vehicle speed. - A sailing stop is carried out when automatic stop conditions such as, for example, those described above are met while the vehicle is traveling. The sailing stop is canceled when any automatic restart condition such as, for example, those described above is met. A sailing stop is an automatic stopping of the
internal combustion engine 1 during inertia traveling with the brake pedal not depressed at, for example, a medium to high vehicle speed. - When there has been a request to restart the
internal combustion engine 1 during a decrease in the engine speed of theinternal combustion engine 1 due to an automatic stop, thecontrol unit 21 starts (causes combustion to occur in) theinternal combustion engine 1 by resuming fuel injection if the engine speed of theinternal combustion engine 1 is equal to or greater than a predetermined combustion recoverable rotational speed threshold R1 (rotational speed threshold) at which restarting is possible only by fuel injection, and rotatably drives thecrankshaft 2 using thealternator 6 to start (crank) theinternal combustion engine 1 if the engine speed of theinternal combustion engine 1 is lower than the combustion recoverable rotational speed threshold R1. Furthermore, when the engine speed of theinternal combustion engine 1 falls below the combustion recoverable rotational speed threshold R1 during a decrease in the engine speed due to an automatic stop, thecontrol unit 21 controls thethrottle valve 5 so that the amount of air entering the cylinders is less than before the engine speed falls below the combustion recoverable rotational speed threshold R1. That is, thecontrol unit 21 is equivalent to a second control part. The combustion recoverable rotational speed threshold R1 is a value of, for example, about 600 rpm. - It is thereby possible with the
internal combustion engine 1 to ensure the amount of air in the cylinders and prepare for starting (combustion in) theinternal combustion engine 1 by resuming fuel injection when, after the automatic stop conditions have been met, the engine speed is equal to or greater than the combustion recoverable rotational speed threshold R1. - When the engine speed is lower than the combustion recoverable rotational speed threshold R1 after the automatic stop conditions of the
internal combustion engine 1 have been met, it is possible to reduce compression reaction force and minimize fluctuation in the rotation of theinternal combustion engine 1 by reducing the amount of air entering the cylinders (intake air amount). It is possible to minimize vibration in theinternal combustion engine 1 when the engine speed passes through a predetermined resonance band (resonance range) of theinternal combustion engine 1 due to the reduction in compression reaction force caused by a reduction in the amount of air entering the cylinders. - This resonance band corresponds to a rotational speed range (e.g., an engine speed of 300-500 rpm) lower than the engine speed during idling of the
internal combustion engine 1. That is, the motive power transmission system of theinternal combustion engine 1 has a resonance band in which resonance occurs when the engine speed is in a range between an engine resonance rotational speed upper limit RU and an engine resonance rotational speed lower limit RL. - When the
control unit 21 automatically stops theinternal combustion engine 1 while thealternator 6 is generating power or while the air conditioner is in use, thecontrol unit 21 stops the generating of power by thealternator 6 or the use of the air conditioner and controls thethrottle valve 5 so that the amount of air entering the cylinders is less than before the generating of power by thealternator 6 or the use of the air conditioner was stopped. Specifically, when thecontrol unit 21 automatically stops theinternal combustion engine 1 during operation of the auxiliary devices driven by the rotation of thecrankshaft 2 of theinternal combustion engine 1, thecontrol unit 21 stops these auxiliary devices and controls thethrottle valve 5 so that the amount of air entering the cylinders is less than before the auxiliary devices were stopped. - When the
throttle valve 5 is closed to reduce the amount of air entering the cylinders (intake air amount), there is a possibility that the amount of air entering the cylinders cannot be sufficiently reduced before the engine speed passes through the resonance band of theinternal combustion engine 1, depending on the responsiveness of the amount of air entering the cylinders or the deceleration of the engine speed. - Therefore, when the
internal combustion engine 1 is automatically stopped, the amount of air entering the cylinders can be reduced more quickly than before the engine speed passes through the predetermined resonance band of theinternal combustion engine 1, by stopping thealternator 6, the air conditioner, and the other auxiliary devices to reduce the amount of air needed to start combustion. - After the engine speed has passed through the predetermined resonance band of the
internal combustion engine 1, thecontrol unit 21 increases the amount of air entering the cylinders to be greater than when the engine speed passes through the predetermined resonance band of theinternal combustion engine 1. Specifically, when the engine speed becomes equal to or less than the engine resonance rotational speed lower limit RL, thecontrol unit 21 increases the amount of air entering the cylinders to be greater than when the engine speed is between the engine resonance rotational speed upper limit RU and the engine resonance rotational speed lower limit RL. - After the engine speed has passed through the resonance band of the
internal combustion engine 1, the influence of vibration due to the compression reaction force becomes small. Therefore, after the engine speed has passed through the resonance band of theinternal combustion engine 1, theinternal combustion engine 1 can be quickly started when a request to restart theinternal combustion engine 1 is generated, by opening thethrottle valve 5 to return the amount of air entering the cylinders to the amount of air needed to start theinternal combustion engine 1. -
FIG. 2 is a timing chart indicating states of control of theinternal combustion engine 1 after the automatic stop conditions have been met. - In
FIG. 2 , the automatic stop conditions are met at time t1. Automatic stoppage of theinternal combustion engine 1 is allowed at time t1. When automatic stoppage of theinternal combustion engine 1 is allowed, fuel injection from the fuel injection valve is stopped in theinternal combustion engine 1. - In
FIG. 2 , the engine speed gradually decreases from time t1 onward, and passes through the resonance band of theinternal combustion engine 1 to reach “0” at time t6. The engine speed reaches the combustion recoverable rotational speed threshold R1 at time t2. The engine speed enters the resonance band of theinternal combustion engine 1 at time t3, and exits the resonance band of theinternal combustion engine 1 at time t4. - In
FIG. 2 , the electromagnetic clutch 11 for the air conditioner (A/C clutch) is disengaged at time t1, at which the automatic stop conditions are met. - The alternator (ALT) 6 stops generating power (power is not generated) from time t1 onward, at which the automatic stop conditions are met in
FIG. 2 . - When the automatic stop conditions are met, the
throttle valve 5 closes in accordance with the amount of reduction in the auxiliary device load due to the stoppage of power generation in thealternator 6 and the stoppage of the air conditioner. That is, at time t1, thethrottle valve 5 approaches a closed throttle opening degree by an amount corresponding to the reduction in the load (auxiliary device load) imposed on theinternal combustion engine 1 by the auxiliary devices, which are stopped when the automatic stop conditions are met. - From time t2 onward, at which the engine speed falls below the combustion recoverable rotational speed threshold R1, the
throttle valve 5 is controlled so as to be fully closed until time t4, at which the engine speed exits the resonance band of theinternal combustion engine 1. That is, when the engine speed of theinternal combustion engine 1 falls below the combustion recoverable rotational speed threshold R1 while the engine speed is decreasing as the automatic stop conditions are met, thethrottle valve 5 is controlled so that the amount of air entering the cylinders is less than before the engine speed fell below the combustion recoverable rotational speed threshold R1. - At time t4, the
throttle valve 5 is controlled so as to reach a predetermined first throttle opening degree O1, which is a predetermined large opening degree. The first throttle opening degree O1 is a larger opening degree than a starting throttle opening degree Os, which is set when theinternal combustion engine 1 is started. - That is, after the engine speed of the
internal combustion engine 1 passes through the resonance band, thethrottle valve 5 is controlled so that the amount of air entering the cylinders is greater than when the engine speed of theinternal combustion engine 1 passes through the resonance band. - At time t5, the
throttle valve 5 is controlled so as to reach the starting throttle opening degree Os when an air pressure in thecollector 4 reaches atmospheric pressure. -
FIG. 3 is a flowchart of a flow of a control for theinternal combustion engine 1 in the embodiment described above. - In step S1, a determination is made as to whether or not the automatic stop conditions of the
internal combustion engine 1 have been met and an automatic stoppage of theinternal combustion engine 1 has been started. When an automatic stoppage of theinternal combustion engine 1 has been started in step S1, the routine advances to step S2. When an automatic stoppage of theinternal combustion engine 1 has not been started in step S1, the current routine is ended. - In step S2, the
alternator 6, the air conditioner, and the other auxiliary devices are stopped, and the auxiliary device load is cut (reduced). - In step S3, the
throttle valve 5 is closed according to the amount of reduction in the auxiliary device load. The amount by which thethrottle valve 5 closes increases as the amount of reduction in the auxiliary device load increases. - In step S4, a determination is made as to whether or not the engine speed is lower than the combustion recoverable rotational speed threshold R1. When the engine speed is lower than the combustion recoverable rotational speed threshold R1 in step S4, the routine advances to step S5.
- In step S5, the
throttle valve 5 is fully closed. - In step S6, a determination is made as to whether or not the engine speed is equal to or less than the engine resonance rotational speed lower limit RL. When the engine speed is equal to or less than the engine resonance rotational speed lower limit RL in step S6, the routine advances to step S7.
- In step S7, the
throttle valve 5 is brought to the first throttle opening degree O1, which is a predetermined large opening degree, so that the pressure (air pressure) in thecollector 4 reaches atmospheric pressure in preparation for a restart. - In step S8, a determination is made as to whether or not the pressure (air pressure) in the
collector 4 has reached atmospheric pressure. When the pressure (air pressure) in thecollector 4 is at atmospheric pressure in step S8, the routine advances to step S9. - In step S9, the
throttle valve 5 is brought to the starting throttle opening degree Os. - An embodiment of the present invention was described above, but the present invention is not limited to the embodiment described above; various changes can be made inasmuch as such changes do not deviate from the main point of the invention.
- In the embodiment described above, the opening degree of the
throttle valve 5 is controlled to reduce the amount of air entering the cylinders when theinternal combustion engine 1 is automatically stopped, but if theinternal combustion engine 1 is provided with a variable valve mechanism capable of changing a valve timing of an air intake valve, the amount of air entering the cylinders may be reduced using this variable valve mechanism. Specifically, a variable valve mechanism may be used as an air amount adjustment part that adjusts the amount of air supplied to the cylinders. - When the
internal combustion engine 1 is started in normal circumstances by a driver operating an ignition key, theinternal combustion engine 1 may be started using thealternator 6, but theinternal combustion engine 1 may also be started by a dedicated starter motor different from thealternator 6. - That is, the
internal combustion engine 1 may be provided with a dedicated starter motor different from thealternator 6. - The embodiment described above relates to a method and device for controlling an internal combustion engine.
Claims (5)
1. A control method for controlling an internal combustion engine, the control method comprising:
stopping fuel injection to automatically stop the internal combustion engine when predetermined automatic stop conditions are met;
starting the internal combustion engine in response a request to restart the internal combustion engine while an engine speed of the internal combustion engine is decreasing due to the automatic stoppage by resuming fuel injection when the engine speed of the internal combustion engine is equal to or greater than a predetermined rotational speed threshold at which restarting is possible only by fuel injection, and by rotating a crankshaft using an electric motor when the engine speed of the internal combustion engine is lower than the rotational speed threshold; and
controlling an air amount adjustment part configured to adjust an amount of air supplied to cylinders so that an amount of air entering the cylinders is less than before the engine speed fell below the rotational speed threshold when the engine speed of the internal combustion engine falls below the rotational speed threshold while the engine speed is decreasing due to an automatic stoppage.
2. The control method according to claim 1 , further comprising
stopping auxiliary devices and reducing the amount of air entering the cylinders to be less than before the auxiliary devices were stopped when the internal combustion engine is automatically stopped while auxiliary devices are operating.
3. The control method according to claim 1 , further comprising
increasing the amount of air entering the cylinders after the engine speed passes through a predetermined resonance band of the internal combustion engine so as to be greater than when the engine speed passes through the predetermined resonance band.
4. A control device for controlling an internal combustion engine, the control device comprising:
an electric motor configured to rotate a crankshaft to start the internal combustion engine;
an air amount adjustment part configured to adjust an amount of air supplied into cylinders;
a first control part configured to stop fuel injection to automatically stop the internal combustion engine when predetermined automatic stop conditions are met; and
a second control part configured to start the internal combustion engine in response a request to restart the internal combustion engine while an engine speed of the internal combustion engine is decreasing due to an automatic stoppage by resuming fuel injection when the engine speed of the internal combustion engine is equal to or greater than a predetermined rotational speed threshold at which restarting is possible only by fuel injection, and by using the electric motor when the engine speed of the internal combustion engine is lower than the rotational speed threshold,
the second control part being configured to control the air amount adjustment part when the engine speed of the internal combustion engine falls below the rotational speed threshold while the engine speed is decreasing due to an automatic stoppage so that the amount of air entering the cylinders is less than before the engine speed fell below the rotational speed threshold.
5. The control method according to claim 1 , wherein
the rotational speed threshold is higher than a rotational speed at which resonance occurs in the internal combustion engine.
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
PCT/JP2020/035033 WO2022059082A1 (en) | 2020-09-16 | 2020-09-16 | Method for controlling internal combustion engine and device for controlling internal combustion engine |
Publications (2)
Publication Number | Publication Date |
---|---|
US20230304453A1 true US20230304453A1 (en) | 2023-09-28 |
US11788482B1 US11788482B1 (en) | 2023-10-17 |
Family
ID=80775981
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
US18/006,736 Active US11788482B1 (en) | 2020-09-16 | 2020-09-16 | Method for controlling internal combustion engine and device for controlling internal combustion engine |
Country Status (5)
Country | Link |
---|---|
US (1) | US11788482B1 (en) |
EP (1) | EP4215740A4 (en) |
JP (1) | JP7302751B2 (en) |
CN (1) | CN116057267A (en) |
WO (1) | WO2022059082A1 (en) |
Citations (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US20110061628A1 (en) * | 2004-12-28 | 2011-03-17 | Nissan Motor Co., Ltd. | Internal combustion engine and starting method thereof |
US20130297191A1 (en) * | 2012-05-04 | 2013-11-07 | Ford Global Technologies, Llc | Methods and systems for stopping an engine |
US20140311443A1 (en) * | 2013-04-23 | 2014-10-23 | Ford Global Technologies, Llc | Engine control for catalyst regeneration |
US20190072049A1 (en) * | 2017-09-05 | 2019-03-07 | Toyota Jidosha Kabushiki Kaisha | Control system for internal combustion engine |
Family Cites Families (9)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP2003214192A (en) * | 2002-01-25 | 2003-07-30 | Mazda Motor Corp | Intake shutter valve control device for diesel engine and computer program therefor |
JP2010223007A (en) * | 2009-03-19 | 2010-10-07 | Denso Corp | Automatic start-stop control device for internal combustion engine |
GB2489499B (en) * | 2011-03-31 | 2016-08-24 | Ford Global Tech Llc | A method and system for controlling an engine |
JP5910211B2 (en) | 2012-03-19 | 2016-04-27 | マツダ株式会社 | Starter for vehicle-mounted engine |
JP6245448B2 (en) * | 2014-09-29 | 2017-12-13 | マツダ株式会社 | Engine control device |
FR3051226B1 (en) * | 2016-05-10 | 2019-11-08 | Peugeot Citroen Automobiles Sa | METHOD FOR CONTROLLING AT LEAST ONE DEHASTER OF A MOTOR VEHICLE THERMAL MOTOR DURING A STOP PHASE |
JP2017203401A (en) | 2016-05-10 | 2017-11-16 | 株式会社デンソー | Engine stop/start control device |
US10202912B2 (en) * | 2017-06-20 | 2019-02-12 | Ford Global Technologies, Llc | System and method for reducing variable compression ratio engine shutdown shake |
GB2565777B (en) * | 2017-08-21 | 2020-01-29 | Ford Global Tech Llc | A method of controlling a starter motor of a powertrain system |
-
2020
- 2020-09-16 CN CN202080105125.4A patent/CN116057267A/en active Pending
- 2020-09-16 EP EP20954068.1A patent/EP4215740A4/en active Pending
- 2020-09-16 JP JP2022550083A patent/JP7302751B2/en active Active
- 2020-09-16 US US18/006,736 patent/US11788482B1/en active Active
- 2020-09-16 WO PCT/JP2020/035033 patent/WO2022059082A1/en unknown
Patent Citations (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US20110061628A1 (en) * | 2004-12-28 | 2011-03-17 | Nissan Motor Co., Ltd. | Internal combustion engine and starting method thereof |
US20130297191A1 (en) * | 2012-05-04 | 2013-11-07 | Ford Global Technologies, Llc | Methods and systems for stopping an engine |
US20140311443A1 (en) * | 2013-04-23 | 2014-10-23 | Ford Global Technologies, Llc | Engine control for catalyst regeneration |
US20190072049A1 (en) * | 2017-09-05 | 2019-03-07 | Toyota Jidosha Kabushiki Kaisha | Control system for internal combustion engine |
Also Published As
Publication number | Publication date |
---|---|
CN116057267A (en) | 2023-05-02 |
JP7302751B2 (en) | 2023-07-04 |
US11788482B1 (en) | 2023-10-17 |
WO2022059082A1 (en) | 2022-03-24 |
EP4215740A4 (en) | 2023-11-15 |
JPWO2022059082A1 (en) | 2022-03-24 |
EP4215740A1 (en) | 2023-07-26 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
JP4673767B2 (en) | INTERNAL COMBUSTION ENGINE AUTOMATIC STOP DEVICE AND AUTOMOBILE INTERNAL COMBUSTION ENGINE HAVING THE AUTOMATIC STOP DEVICE | |
JP4293138B2 (en) | Control device for internal combustion engine and automobile equipped with the control device | |
US6763903B2 (en) | Automatic stop/ start-up controlling device of an engine | |
US7941266B2 (en) | Method and device for controlling an internal combustion engine in stop/start operation | |
JP4165237B2 (en) | Start control device for internal combustion engine | |
US11788482B1 (en) | Method for controlling internal combustion engine and device for controlling internal combustion engine | |
JP4577260B2 (en) | Engine starter | |
JP2004036428A (en) | Control device for internal combustion engine | |
CN106996339B (en) | Method and control device for operating a drive device | |
JP3783548B2 (en) | Control device for internal combustion engine | |
WO2017149948A1 (en) | Vehicle control device | |
US11859588B2 (en) | Method for controlling internal combustion engine, and device for controlling internal combustion engine | |
CN111712626B (en) | Method for controlling internal combustion engine and control device for internal combustion engine | |
JP3978959B2 (en) | Control device for internal combustion engine for vehicle | |
JP6146973B2 (en) | Control device for internal combustion engine | |
WO2018212178A1 (en) | Control device and control method | |
JP7501273B2 (en) | Control method and control device for internal combustion engine | |
JP4985525B2 (en) | Vehicle control apparatus and control method | |
JP7468323B2 (en) | Fuel injection control device for internal combustion engine | |
JP2001098968A (en) | Controller for vehicle | |
US20230249669A1 (en) | Control device for hybrid vehicle | |
JP7484685B2 (en) | Hybrid vehicle control device | |
JP4544279B2 (en) | An engine starter for a hybrid vehicle. | |
JP2023040863A (en) | Control device | |
US11007996B2 (en) | Vehicle control method and vehicle control device |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
AS | Assignment |
Owner name: NISSAN MOTOR CO., LTD., JAPAN Free format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNORS:HAMANE, SHOUTA;IWAMOTO, TADASHI;SIGNING DATES FROM 20230117 TO 20230118;REEL/FRAME:062476/0219 |
|
FEPP | Fee payment procedure |
Free format text: ENTITY STATUS SET TO UNDISCOUNTED (ORIGINAL EVENT CODE: BIG.); ENTITY STATUS OF PATENT OWNER: LARGE ENTITY |
|
STCF | Information on status: patent grant |
Free format text: PATENTED CASE |