WO2005124129A1 - 内燃機関の機関始動制御システム - Google Patents
内燃機関の機関始動制御システム Download PDFInfo
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- WO2005124129A1 WO2005124129A1 PCT/JP2005/011686 JP2005011686W WO2005124129A1 WO 2005124129 A1 WO2005124129 A1 WO 2005124129A1 JP 2005011686 W JP2005011686 W JP 2005011686W WO 2005124129 A1 WO2005124129 A1 WO 2005124129A1
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- WIPO (PCT)
- Prior art keywords
- cylinder
- engine
- internal combustion
- fuel
- stroke
- Prior art date
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Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D39/00—Other non-electrical control
- F02D39/06—Other non-electrical control for engines adding the fuel substantially at the end of compression stroke
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B17/00—Engines characterised by means for effecting stratification of charge in cylinders
- F02B17/005—Engines characterised by means for effecting stratification of charge in cylinders having direct injection in the combustion chamber
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D39/00—Other non-electrical control
- F02D39/08—Other non-electrical control for engines adding the fuel substantially before compression stroke
-
- 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
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- 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
- F02D41/30—Controlling fuel injection
- F02D41/3094—Controlling fuel injection the fuel injection being effected by at least two different injectors, e.g. one in the intake manifold and one in the cylinder
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- 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
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- 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
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- 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
- F02D41/009—Electrical control of supply of combustible mixture or its constituents using means for generating position or synchronisation signals
- F02D2041/0095—Synchronisation of the cylinders during engine shutdown
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/40—Engine management systems
Definitions
- the present invention relates to an engine start control system that controls engine start of an internal combustion engine.
- the internal combustion engine In an internal combustion engine for automobiles, the internal combustion engine is automatically stopped when the vehicle decelerates or stops to improve fuel efficiency, etc., and the internal combustion engine is automatically restarted when there is a start operation such as depressing the accelerator pedal. Control of the internal combustion engine to be started automatically, that is, so-called economy running control (hereinafter referred to as "ecolan control”) is performed (for example, see Japanese Patent Application Laid-Open No. H10-471104).
- the present invention has been made in view of the above problems, and provides an engine start control system for an internal combustion engine that performs quick engine start and suppresses deterioration of emission at the time of engine start in an internal combustion engine in which eco-run control is performed. Aim.
- the present invention provides a plurality of cylinders, an intake valve in the intake passage for injecting fuel into the intake passage, an injection valve in the cylinder for injecting fuel into the cylinder, and an ignition plug for igniting a mixture in the cylinder.
- An engine start control system for an internal combustion engine which is provided in each cylinder and further includes an engine stop unit that stops the engine of the internal combustion engine when a predetermined condition is satisfied in an operation state of the internal combustion engine.
- a combustion stroke prediction unit that predicts a combustion stroke of a cylinder of the internal combustion engine when the engine is stopped, and an expansion stroke cylinder in which the combustion stroke predicted by the combustion stroke prediction unit is an expansion stroke.
- a preliminary fuel injection unit that injects a predetermined amount of fuel into the intake passage from the injection valve in the intake passage just before the engine is stopped, and in the expansion stroke cylinder, fuel is injected into the cylinder from the cylinder / injection valve and ignited
- the cylinder comprises a engine start unit that performs engine start of ⁇ institutions in the engine stopped state, the.
- ecolan control is performed by stopping the engine by the engine stop unit and starting the internal combustion engine in the stopped state.
- the internal combustion engine is stopped in the eco-run control when the above-described predetermined condition is satisfied.
- the predetermined condition is a condition of the operating state when the combustion torque exhibited by the internal combustion engine is not required, such as when the vehicle equipped with the internal combustion engine stops running or decelerates.
- the combustion stroke prediction unit The combustion stroke of each cylinder when the engine is stopped is predicted. For example, when the internal combustion engine is a four-stroke engine, the combustion stroke prediction unit predicts which of the intake stroke, the compression stroke, the expansion stroke, and the exhaust stroke each cylinder will be in when the engine is stopped.
- the combustion stroke predicted by the combustion stroke prediction unit is that when an internal combustion engine in an engine stopped state is started, the combustion torque is first generated in which cylinder to quickly start the engine and suppress deterioration of emission. Useful for determining what to do.
- the expansion stroke cylinder predicted to be in the expansion stroke by the combustion stroke prediction unit generates combustion torque in the cylinder when the engine is started, so that the combustion torque is smoothly transmitted to the crankshaft. Therefore, the expansion stroke cylinder is suitable as the first cylinder that generates combustion torque when the engine is started.
- the expansion stroke cylinder fuel is injected from the injection valve in the intake passage immediately before the internal combustion engine is stopped by the spare fuel injection unit. Then, the injected fuel is guided into the expansion stroke cylinder.
- the internal combustion engine is prepared to stop the engine by the engine stop section, the fuel introduced into the expansion stroke cylinder remains in the cylinder without being ignited by the spark plug. The fuel remaining in the cylinder is burned until immediately before, and the atomization is promoted by the heat of the internal combustion engine, which is warmed up, so that the air-fuel mixture is more uniformly diffused in the cylinder.
- the amount of fuel injected by the preliminary fuel injection unit is a predetermined amount. This is because if the amount of fuel injected by the spare fuel injection unit becomes excessively large, the vaporization of fuel in the expansion stroke cylinder is promoted, and there is a risk of ignition before or immediately after the engine stops. Therefore, the predetermined amount is an amount that can prevent ignition of fuel in the expansion stroke cylinder. On the other hand, since the fuel is atomized by retaining the fuel in the expansion stroke cylinder, the predetermined amount is preferably as large as possible.
- the engine starting unit When the engine is to be started in an internal combustion engine in an engine stopped state, the engine starting unit further moves the cylinder into an expansion stroke cylinder in which fuel is retained.
- the engine is started by injecting fuel from the internal fuel injection valve and igniting the mixture to generate combustion torque.
- the engine start control system that starts the engine in the internal combustion engine in which eco-run control is performed, atomization of fuel is promoted in the expansion stroke cylinder in which combustion is first performed at the time of engine start, and a uniform mixture is formed. ing. Therefore, the engine can be started quickly, and deterioration of emission at the time of starting the engine can be suppressed.
- the amount of fuel injected from the in-cylinder injection valve by the engine start unit is determined from the total engine start fuel amount required for engine start in the expansion stroke cylinder.
- the amount may be reduced from the fixed amount.
- the fuel injected from the injection valve in the intake passage and the fuel injected from the injection valve in the cylinder are introduced.
- an appropriate amount of fuel for starting the engine is introduced into the cylinder, and deterioration of the engine startability due to insufficient fuel and deterioration of emission due to excessive fuel can be avoided.
- the preliminary fuel injection unit further includes: a combustion stroke predicted by the combustion stroke prediction unit being a compression stroke in a compression stroke cylinder; Immediately before, an injection amount of fuel for a predetermined compression stroke cylinder is injected into the intake passage from the injection valve in the intake passage, and the engine starter further injects fuel from the in-cylinder injection valve into the cylinder in the compression stroke cylinder.
- the engine may be started by igniting the air-fuel mixture in the cylinder by an ignition plug next to the expansion stroke cylinder. .
- a cylinder suitable for generating combustion torque is an expansion stroke cylinder which is undergoing an expansion stroke when the engine is stopped as described above.
- a cylinder that is suitable for generating the combustion torque next thereto is a compression stroke cylinder that enters the expansion stroke next to the expansion stroke cylinder.
- fuel is retained in the cylinder by the preliminary fuel injection unit to achieve uniform diffusion by atomizing the fuel, and the engine start unit follows the expansion stroke cylinder.
- the injection amount for the predetermined compression stroke cylinder may be the same as the predetermined amount for the expansion stroke cylinder as long as the amount of fuel remaining in the compression stroke cylinder does not self-ignite. In consideration of the fact that the engine rotation speed is increased by the combustion torque in the above, the amount may be smaller than the predetermined amount in the expansion stroke cylinder.
- the present invention provides a plurality of cylinders, an injection valve in an intake passage for injecting fuel into an intake passage into each cylinder, an injection valve in a cylinder for injecting fuel into a cylinder, and an ignition for igniting a mixture in the cylinder.
- a stop valve for stopping the internal combustion engine when a predetermined condition is satisfied in an operating state of the internal combustion engine.
- the internal combustion engine is controlled by the engine stop unit.
- a combustion stroke prediction unit that predicts a combustion stroke that a cylinder of the internal combustion engine will reach when the engine is stopped, and a compression stroke cylinder in which the combustion stroke predicted by the combustion stroke prediction unit is a compression stroke.
- a preliminary fuel injection unit that injects fuel of a predetermined compression stroke cylinder injection amount into the intake passage from the injection valve in the intake passage into the intake passage, and a combustion stroke predicted by the combustion stroke prediction unit expands.
- the expansion stroke A combustion torque is generated in the cylinder.
- fuel injection in the expansion stroke cylinder is performed only from the in-cylinder fuel injection valve to generate more efficient combustion torque.
- the cylinder that generates the combustion torque is the compression stroke cylinder, and the fuel injection at this time is performed only from the intake valve in the intake passage in consideration of suppression of deterioration of the emission.
- the engine speed is increased as quickly as possible by the combustion torque generated, and the fuel is pumped by the mechanical pump.
- the fuel is injected from the injection valve in the intake passage to atomize the fuel and diffuse the mixture evenly, so that the engine can be started quickly. As well as making it possible, it is possible to suppress the deterioration of emissions when starting the engine.
- FIG. 1 is a diagram illustrating a schematic configuration of an engine start control system for an internal combustion engine according to an embodiment of the present invention.
- FIG. 2 is a flowchart relating to engine start control for starting the engine of the internal combustion engine in the engine start control system for an internal combustion engine according to the first embodiment of the present invention.
- Fig. 3 shows (a) changes in the engine speed of the internal combustion engine, (b) changes in the operation command issued to the internal combustion engine, and (c) changes in the expansion stroke cylinder when the engine start control shown in Fig. 2 is performed.
- 6 is a time chart showing a change in a fuel cut command in a compression stroke cylinder, and a change in a fuel cut command in a compression stroke cylinder.
- FIG. 4 is a flowchart relating to engine start control for starting the engine of the internal combustion engine in the engine start control system for an internal combustion engine according to the second embodiment of the present invention.
- FIG. 5 shows (a) changes in the engine speed of the internal combustion engine, (b) changes in the operation command issued to the internal combustion engine, and (c) changes in the expansion stroke cylinder when the engine start control shown in FIG. 4 is performed.
- (D) is a time chart showing a change in the fuel cut command in the compression stroke cylinder. .
- FIG. 1 is a block diagram illustrating a schematic configuration of an internal combustion engine 1 to which an engine start control system of the present invention is applied and a control system thereof.
- the internal combustion engine 1 has four cylinders 2 (hereinafter, each cylinder is indicated by identification numbers # 1, # 2, # 3, and # 4 from the left side of FIG. 1), and is an engine for driving a vehicle. .
- a fuel injection valve 8 for injecting fuel into each cylinder 2 (hereinafter, each fuel injection valve is represented by # 1, # 2, # 3, and # 4 in the same manner as the cylinder identification number) and each cylinder 1 L (hereinafter, each fuel port is indicated by # 1, # 2, # 3, # 4) as well as the cylinder identification number.
- Injection valves are denoted by # 1, # 2, # 3, and # 4 as well as cylinder identification numbers.
- the fuel injection valve 8 and the fuel injection valve 11 are respectively provided with a pressure accumulation chamber 9 and a pressure accumulation chamber 10 which are accumulated at a predetermined pressure by pumping fuel from a mechanical pump 15 driven by the engine output of the internal combustion engine 1. Is connected.
- Each cylinder 2 is provided with a spark plug 3 for igniting an air-fuel mixture (hereinafter, each plug is represented by # 1, # 2, # 3, # 4 in the same manner as the cylinder identification number). ing.
- an intake branch pipe 4 is connected to the internal combustion engine 1, and each branch pipe of the intake branch pipe 4 communicates with a combustion chamber of the cylinder 2 via an intake port 1a. Further, the intake branch pipe 4 is connected to the intake pipe 5, and an intake throttle valve 6 for adjusting the flow rate of intake air flowing through the intake pipe 5 is provided in the intake pipe 5. The opening degree of the intake throttle valve 6 is adjusted by being driven by the actuator 7.
- an exhaust branch pipe 12 is connected to the internal combustion engine 1, and each branch pipe of the exhaust branch pipe 12 communicates with the combustion chamber of the cylinder 2 via an exhaust port 1b. Further, the exhaust branch pipe 12 is connected to an exhaust pipe 13, and the exhaust pipe 13 is connected downstream to a muffler (not shown). In the middle of the exhaust pipe 13, there is provided an N ⁇ x catalyst 14 for storing and reducing NOx in the exhaust gas discharged from the internal combustion engine 1 to purify the NOx in the exhaust gas. Further, the internal combustion engine 1 includes components of the internal combustion engine and the engine start control system. An electronic control unit (hereinafter referred to as “ECU”) 20 for controlling the elements is also provided. The ECU 20 includes a ROM, a RAM for storing various programs and maps, which will be described later, in addition to the CPU, and controls each component according to the operating conditions of the internal combustion engine 1 and the demands of the driver. .
- ECU 20 includes a ROM, a RAM for storing various programs and maps, which will be described later, in
- ECU 20 is electrically connected to the crank position sensor 21 and the accelerator opening sensor 22, respectively, and detects the rotation angle of the crankshaft of the internal combustion engine 1, the engine rotation speed, and the accelerator opening, respectively.
- ecolan control is performed. Specifically, when the vehicle on which the internal combustion engine 1 is mounted is stopped at a traffic light or the like, the internal combustion engine 1 is stopped, and when the vehicle is again driven, the internal combustion engine is stopped. By starting the engine 1, the fuel efficiency can be improved. That is, when it is determined that it is not necessary to drive the internal combustion engine 1 based on signals from the crank position sensor 21 and the accelerator opening sensor 22, etc., the internal combustion engine 1 is stopped.
- the engine start control is a routine that is repeatedly executed by the ECU 20 in a constant cycle when the internal combustion engine 1 is in a normal operation state, in other words, when the eco-run control is not being performed.
- the fuel injection from the fuel injectors 8 and 11 is controlled according to the load of the internal combustion engine.
- FIG. 3 shows (a) a change in the engine speed of the internal combustion engine 1, (b) a change in an operation command issued from the ECU 20 to the internal combustion engine 1, and (c) when the engine start control shown in FIG. 2 is performed.
- 6 is a time chart showing a change in a fuel cut command in a later-described expansion stroke cylinder, and (d) a change in a fuel cut command in a later-described compression stroke cylinder.
- Fig. 3 When the fuel cut command in (c) and (d) is ON, fuel injection in each cylinder is not performed, and when it is OFF, fuel injection in each cylinder is performed.
- S101 it is determined whether or not an engine stop request has been issued in the internal combustion engine 1. That is, it is determined whether or not the operating state of the internal combustion engine 1 satisfies the condition for stopping the engine by the eco-run control. Specifically, when the internal combustion engine 1 is in an idle operation state and it is estimated that the vehicle equipped with the internal combustion engine 1 stops running, when the vehicle is performing a deceleration operation, and the like. It is determined based on the signal from 1 or the accelerator opening sensor 22. If it is determined that the engine stop request has been issued, the process proceeds to S102, and if it is determined that the engine stop request has not been issued, this control ends.
- each of the cylinders 2 # 1 to 2 # 4 has reached any of the combustion strokes of the intake stroke, the compression stroke, the expansion stroke, and the exhaust stroke.
- the state is predicted based on a signal from the crank position sensor 21. That is, in a state where the internal combustion engine 1 is not completely stopped (in the period between the timings t1 and t2 in FIG. 3), the combustion stroke that each cylinder undergoes when the engine is completely stopped is predicted.
- the combustion stroke here refers to the combustion stroke that normally occurs for each cylinder if fuel injection is stopped and combustion is not performed in each cylinder, but it is assumed that combustion is being performed. .
- the prediction of the combustion stroke of each cylinder is made based on the relationship between the signal from the crank position sensor 21 and the engine speed at that time, and the like.
- a cylinder that undergoes an expansion stroke is referred to as an expansion stroke cylinder
- the cylinder 2 # 1 is assumed to be an expansion stroke cylinder.
- the internal combustion engine 1 The cylinder that reaches the compression stroke when the engine is stopped will be referred to as a compression stroke cylinder, and in the present embodiment, the cylinder 2 # 3 is assumed to be the compression stroke cylinder.
- the cylinder 2 # 4 reaches the intake stroke
- the cylinder 2 # 2 reaches the exhaust stroke.
- the preliminary fuel injection is performed in the expansion stroke cylinder 2 # 1 immediately before the engine stop of the internal combustion engine 1.
- This preliminary fuel injection is fuel injection performed from the fuel injection valve 11 # 1 into the intake port 1a # 1.
- the injection timing of the preliminary fuel injection is performed from the exhaust stroke immediately before the internal combustion engine 1 stops in the expansion stroke cylinder 2 # 1 to the intake stroke (that is, the injection timing of the timing t2 to t3 in FIG. 3).
- the fuel cut command is turned OFF.
- the injected fuel is introduced into the expansion stroke cylinder 2 # 1 in the subsequent intake stroke.
- the internal combustion engine is stopped during the expansion stroke after the subsequent compression stroke, so that in the expansion stroke cylinder 2 # 1, fuel from the preliminary fuel injection remains inside the expansion stroke while the expansion stroke is reached.
- the amount of fuel by the preliminary fuel injection is a predetermined amount that does not cause self-ignition of fuel due to heat of compression when the air-fuel mixture is compressed in the compression stroke.
- the fuel from this preliminary fuel injection remains in the expansion stroke cylinder 2 # 1 where normal operation was performed until immediately before, and the residual heat promotes atomization, and the expansion stroke cylinder 2 # 1 It is in a state of being uniformly diffused inside. Further, since the fuel amount is set to the predetermined amount, there is no possibility that the fuel in the expansion stroke cylinder 2 # 1 will self-ignite in the compression stroke, particularly near the top dead center of the compression stroke. Upon completion of the process in S104, the process advances to S105.
- the preliminary fuel injection is performed in the compression stroke cylinder 2 # 3 immediately before the internal combustion engine 1 stops.
- This preliminary fuel injection is fuel injection performed from the fuel injection valves 11 1 # 3 into the intake ports 1 a # 3.
- the injection timing of the preliminary fuel injection is performed from the exhaust stroke immediately before the internal combustion engine 1 stops in the compression stroke cylinder 2 # 3 to the intake stroke (that is, the injection timing of the timing t3 to t4 in FIG. 3).
- the fuel power cut command is turned off.
- the injected fuel is introduced into the compression stroke cylinder 2 # 3 in the subsequent intake stroke.
- the compression fuel in cylinder 2 # 3 is filled with spare fuel in the compression stroke.
- the fuel from the injection remains.
- the amount of fuel by the preliminary fuel injection is a predetermined amount that does not cause self-ignition of the fuel due to the heat of compression when the air-fuel mixture is compressed in the compression stroke.
- the fuel from this preliminary fuel injection remains in the compression stroke cylinder 2 # 3 where normal operation was performed immediately before, so that the residual heat promotes atomization, and the compression stroke cylinder 2 # 3 It is in a state of being uniformly diffused inside. Further, since the fuel amount is set to the predetermined amount, there is no possibility that the fuel in the compression stroke cylinder 2 # 3 will self-ignite in the compression stroke, particularly near the top dead center of the compression stroke. Upon completion of the process in S105, the process advances to S106.
- the internal combustion engine 1 is maintained in an engine stopped state by eco-run control.
- the internal combustion engine 1 is stopped from time t5 in FIG. 3, and the engine speed becomes zero.
- the process advances to S107.
- an engine start request it is determined whether or not an engine start request has been issued in the internal combustion engine 1. That is, it is determined whether or not the internal combustion engine 1 in a stopped state is in a state to be started by the eco-run control. Specifically, when a vehicle equipped with the internal combustion engine 1 that has been in an idling operation state performs a start operation such as stepping on an accelerator, or a case where the vehicle that has been performing a deceleration operation attempts to perform an acceleration operation. Is detected based on signals from the crank position sensor 21 and the accelerator angle sensor 22 assuming that an engine start request has been issued. When it is determined that the engine start request has been issued, the process proceeds to S108, and when it is determined that the engine start request has not been issued, the process returns to S1 ⁇ 6, and the engine stop of the internal combustion engine 1 is maintained. .
- the fuel injection amount from the fuel injection valve 8 # 1 in S 108 is based on the expansion stroke cylinder 2
- the fuel was injected from the fuel injection valve 1 1 # 1 by preliminary fuel injection in S104 from the fuel amount corresponding to the required torque. This is the amount of fuel reduced.
- the engine is started with an appropriate amount of fuel for starting the engine, so that it is possible to avoid deterioration of the engine startability due to insufficient fuel, emission deterioration due to excessive fuel, and the like.
- the flow advances to S109.
- the amount of fuel injection from the fuel injection valve 8 # 3 in S109 was determined according to the required torque so as to exhibit the torque required for starting the internal combustion engine 1 in the compression stroke 2 # 3. This is the amount obtained by subtracting the amount of fuel injected from the fuel injection valve 1 # 1 by the preliminary fuel injection in S105 from the amount of fuel. As a result, since the engine is started with an amount of fuel suitable for starting the engine, it is possible to avoid deterioration of the engine startability due to insufficient fuel and deterioration of the emission due to excessive fuel. Upon completion of the process in S109, the process advances to S110.
- the subsequent fuel injection in each cylinder 2 is shifted to normal fuel injection and ignition.
- the normal fuel injection and the like are fuel injection and ignition performed in a normal operation state according to the load of the internal combustion engine 1.
- the engine speed of the internal combustion engine 1 further increases, and reaches the target engine speed V 0 at time t8 in FIG.
- the expansion stroke In the combustion in the expansion stroke cylinder 2 # 1, the expansion stroke The fuel remaining in cylinder 2 # 1 and the fuel injected in S108 are used for combustion, but the fuel from the preliminary fuel injection is uniformly diffused into cylinder 2 # 1, so the fuel in cylinder 2 It is possible to suppress the local richness of the air-fuel mixture as much as possible. The same applies to the compression stroke cylinder 2 # 3. As a result, it is possible to suppress the deterioration of the emission when the internal combustion engine 1 is started.
- FIG. 4 shows a flow of an engine start control for starting the internal combustion engine 1 shown in FIG.
- the engine start control is a routine that is repeatedly executed by the ECU 20 in a fixed cycle when the internal combustion engine 1 is in a normal operation state, in other words, when the ecolan control is not performed.
- FIG. 5 shows (a) a change in the engine speed of the internal combustion engine 1, (b) a change in an operation command issued from the ECU 20 to the internal combustion engine 1 when the engine start control shown in FIG. 4 is performed, (c) A term chart showing a change in a fuel cut command in an expansion stroke cylinder, and (d) a change in a fuel cut command in a compression stroke cylinder.
- the process proceeds to S201.
- the timing s1 in FIG. 5 corresponds to the timing t1 in FIG.
- the cylinder 2 # 1 is an expansion stroke cylinder
- the cylinder 2 # 3 is a compression stroke cylinder.
- the preliminary fuel injection is performed in the compression stroke cylinder 2 # 3 immediately before the internal combustion engine 1 stops.
- This preliminary fuel injection is the same as the process S105 in the engine start control of the first embodiment.
- the injection timing of this preliminary fuel injection is from the exhaust stroke immediately before the internal combustion engine 1 stops in the compression stroke cylinder 2 # 3 to the intake stroke. (Ie, the fuel cut command is turned off during the period from s3 to s4 in FIG. 5), and the injected fuel is introduced into the compression stroke cylinder 2 # 3 in the subsequent intake stroke. Further, the internal combustion engine 1 is stopped in the subsequent compression stroke, so that in the compression stroke cylinder 2 # 3, the fuel by the preliminary fuel injection stays in the compression stroke in the compression stroke.
- the amount of fuel by this preliminary fuel injection is a predetermined amount that does not cause self-ignition of fuel due to heat of compression when the air-fuel mixture is compressed in the compression stroke.
- the fuel from this preliminary fuel injection remains in the compression stroke cylinder 2 # 3 where normal operation was performed immediately before, so that the residual heat promotes atomization, and the compression stroke cylinder 2 # 3 It is in a state of being uniformly diffused inside. Further, since the fuel amount is set to the predetermined amount, there is no possibility that the fuel in the compression stroke cylinder 2 # 3 will self-ignite in the compression stroke, particularly near the top dead center of the compression stroke. Note that, in the present embodiment, unlike the first embodiment, the preliminary fuel injection is not performed in the expansion stroke cylinder 2 # 1 immediately before the engine stops. Upon completion of the process in S201, the process advances to S106.
- S202 in the internal combustion engine 1 in an engine stopped state, fuel is injected into the cylinder from the fuel injection valve 8 # 1 in the expansion stroke cylinder 2 # 1, and further in the cylinder by the ignition plug 3 # 1. (This process is performed at time s6 in Fig. 3). As a result, combustion torque is generated in the expansion stroke cylinder 2 # 1. Since the expansion stroke cylinder 2 # 1 was in the expansion stroke when the engine was stopped, the generated combustion torque was transmitted to the crankshaft via the piston in the cylinder, and the engine rotation speed increased.
- the fuel injection amount from the fuel injection valve 8 # 1 in S202 is a fuel amount according to the required torque so as to exhibit the torque required for the engine start of the internal combustion engine 1.
- the timing s7 in the figure in the present embodiment indicates the timing at which fuel injection in normal operation is started again in the compression stroke cylinder 2 # 3 after the ignition in S203.
- time s8 in FIG. 5 corresponds to time t8 in FIG.
- the fuel that remains in the compression stroke cylinder 2 # 3 due to the preliminary fuel injection is burned. Since the fuel by the injection is uniformly diffused in the compression stroke cylinders 2 # 3, it is possible to suppress as much as possible a locally rich mixture in the cylinders. As a result, it is possible to suppress the deterioration of the emission when the internal combustion engine 1 starts.
- the fuel injection from the fuel injection valve 8 # 3 is not performed in the compression stroke cylinder 2 # 3 in S203. This is because the engine speed is considered to be relatively high by the combustion in the expansion stroke cylinder 2 # 1 in S202, and the fuel supplied to the combustion in the compression stroke cylinder 2 # 3 corresponding to the next combustion The amount is small. This takes into account that, as described above, the amount of fuel in the preliminary fuel injection is limited to a predetermined amount or less in order to avoid self-ignition of the fuel. However, if the amount of fuel in the preliminary fuel injection is not sufficient for starting the internal combustion engine 1, the fuel injection from the fuel injection valve 8 # 3 is performed in S203. I'm sorry.
Abstract
Description
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Priority Applications (3)
Application Number | Priority Date | Filing Date | Title |
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DE602005018356T DE602005018356D1 (de) | 2004-06-21 | 2005-06-20 | Motorstartsteuersystem für verbrennungsmotor |
EP05753379A EP1760296B1 (en) | 2004-06-21 | 2005-06-20 | Engine start control system of internal combustion engine |
US10/578,667 US7377248B2 (en) | 2004-06-21 | 2005-06-20 | Engine starting control system of internal combustion engine |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
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JP2004182783A JP4345587B2 (ja) | 2004-06-21 | 2004-06-21 | 内燃機関の機関始動制御システム |
JP2004-182783 | 2004-06-21 |
Publications (1)
Publication Number | Publication Date |
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WO2005124129A1 true WO2005124129A1 (ja) | 2005-12-29 |
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PCT/JP2005/011686 WO2005124129A1 (ja) | 2004-06-21 | 2005-06-20 | 内燃機関の機関始動制御システム |
Country Status (6)
Country | Link |
---|---|
US (1) | US7377248B2 (ja) |
EP (1) | EP1760296B1 (ja) |
JP (1) | JP4345587B2 (ja) |
CN (1) | CN100414084C (ja) |
DE (1) | DE602005018356D1 (ja) |
WO (1) | WO2005124129A1 (ja) |
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CN102052172A (zh) * | 2009-11-06 | 2011-05-11 | 罗伯特.博世有限公司 | 借助直接起动控制双喷射内燃机的方法、控制器和内燃机 |
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JP6260580B2 (ja) * | 2015-05-11 | 2018-01-17 | トヨタ自動車株式会社 | 内燃機関の制御装置 |
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US7373928B2 (en) | 2006-05-31 | 2008-05-20 | Joseph Thomas | Method for starting a direct injection engine |
CN102052172A (zh) * | 2009-11-06 | 2011-05-11 | 罗伯特.博世有限公司 | 借助直接起动控制双喷射内燃机的方法、控制器和内燃机 |
Also Published As
Publication number | Publication date |
---|---|
US7377248B2 (en) | 2008-05-27 |
EP1760296B1 (en) | 2009-12-16 |
CN100414084C (zh) | 2008-08-27 |
JP4345587B2 (ja) | 2009-10-14 |
EP1760296A4 (en) | 2007-10-17 |
DE602005018356D1 (de) | 2010-01-28 |
EP1760296A1 (en) | 2007-03-07 |
JP2006002737A (ja) | 2006-01-05 |
CN1906392A (zh) | 2007-01-31 |
US20070131188A1 (en) | 2007-06-14 |
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