WO2008007686A1 - Commande de refroidissement de moteur â combustion interne - Google Patents

Commande de refroidissement de moteur â combustion interne Download PDF

Info

Publication number
WO2008007686A1
WO2008007686A1 PCT/JP2007/063791 JP2007063791W WO2008007686A1 WO 2008007686 A1 WO2008007686 A1 WO 2008007686A1 JP 2007063791 W JP2007063791 W JP 2007063791W WO 2008007686 A1 WO2008007686 A1 WO 2008007686A1
Authority
WO
WIPO (PCT)
Prior art keywords
engine
cooling
cylinder
crank angle
stop
Prior art date
Application number
PCT/JP2007/063791
Other languages
English (en)
Japanese (ja)
Inventor
Shigenori Takahashi
Original Assignee
Toyota Jidosha Kabushiki Kaisha
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Toyota Jidosha Kabushiki Kaisha filed Critical Toyota Jidosha Kabushiki Kaisha
Priority to EP07790595.8A priority Critical patent/EP2045452B1/fr
Publication of WO2008007686A1 publication Critical patent/WO2008007686A1/fr

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P7/00—Controlling of coolant flow
    • F01P7/14—Controlling of coolant flow the coolant being liquid
    • F01P7/16—Controlling of coolant flow the coolant being liquid by thermostatic control
    • F01P7/167—Controlling of coolant flow the coolant being liquid by thermostatic control by adjusting the pre-set temperature according to engine parameters, e.g. engine load, engine speed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P7/00—Controlling of coolant flow
    • F01P7/14—Controlling of coolant flow the coolant being liquid
    • F01P7/16—Controlling of coolant flow the coolant being liquid by thermostatic control
    • F01P7/164—Controlling of coolant flow the coolant being liquid by thermostatic control by varying pump speed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P5/00—Pumping cooling-air or liquid coolants
    • F01P5/10—Pumping liquid coolant; Arrangements of coolant pumps
    • F01P5/12—Pump-driving arrangements
    • F01P2005/125—Driving auxiliary pumps electrically
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P2025/00—Measuring
    • F01P2025/60—Operating parameters
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P2031/00—Fail safe
    • F01P2031/30—Cooling after the engine is stopped
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P7/00—Controlling of coolant flow
    • F01P7/02—Controlling of coolant flow the coolant being cooling-air
    • F01P7/04—Controlling of coolant flow the coolant being cooling-air by varying pump speed, e.g. by changing pump-drive gear ratio
    • F01P7/048—Controlling of coolant flow the coolant being cooling-air by varying pump speed, e.g. by changing pump-drive gear ratio using electrical drives
    • 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
    • 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
    • F02D41/065—Introducing corrections for particular operating conditions for engine starting or warming up for starting at hot start or restart
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N19/00—Starting aids for combustion engines, not otherwise provided for
    • F02N19/005—Aiding engine start by starting from a predetermined position, e.g. pre-positioning or reverse rotation
    • F02N2019/008—Aiding engine start by starting from a predetermined position, e.g. pre-positioning or reverse rotation the engine being stopped in a particular position
    • 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
    • F02N2200/00—Parameters used for control of starting apparatus
    • F02N2200/02—Parameters used for control of starting apparatus said parameters being related to the engine
    • F02N2200/021—Engine crank angle
    • 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
    • F02N2200/00—Parameters used for control of starting apparatus
    • F02N2200/02—Parameters used for control of starting apparatus said parameters being related to the engine
    • F02N2200/023—Engine temperature
    • 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
    • F02N2200/00—Parameters used for control of starting apparatus
    • F02N2200/06—Parameters used for control of starting apparatus said parameters being related to the power supply or driving circuits for the starter
    • F02N2200/061—Battery state of charge [SOC]

Definitions

  • the present invention relates to a cooling control device for an internal combustion engine.
  • An internal combustion engine mounted on a vehicle such as an automobile is required to complete starting in a short time.
  • fuel is combusted in the cylinder that first becomes the compression stroke after the start of the start or the cylinder that becomes the compression stroke the second time after the start of the start, and after the start of the start in the compression stroke
  • the first bombing is greeted.
  • the internal combustion engine stops in a state where the plurality of cylinders are in the initial stages of the intake stroke, the compression stroke, the expansion stroke, and the exhaust stroke due to the pressure in the combustion chamber in each cylinder. Therefore, when the engine stop is completed, the cylinder that is initially in the compression stroke after the start of the next start is the cylinder that has stopped at the beginning of the compression stroke, and the cylinder that is in the compression stroke the second time after the start of the next start is the intake cylinder This cylinder is stopped at the beginning of the stroke.
  • the cylinder that reaches the compression stroke first after the start of the engine and the cylinder that reaches the compression stroke for the second time are in the initial state of the compression stroke and the initial stage of the intake stroke while the engine is stopped.
  • the gas existing in the combustion chamber during the stop is compressed after starting. If the engine is started without a sufficient cooling period after the completion of the engine shutdown, the temperature of the gas present in the combustion chamber remains elevated by the engine heat, and the first compression stroke and the second The compression process begins. For this reason, the temperature of the gas in the combustion chamber increases during these compression strokes. This causes fuel self-ignition (pre-ignition) in the combustion chamber.
  • Patent Document 1 discloses a cooling device that is driven by a driving source different from the internal combustion engine and cools the engine with cooling water.
  • the cooling water temperature which is a value corresponding to the engine temperature
  • the cooling water temperature does not reach the predetermined value while the engine is stopped.
  • the cooling device is driven until it is full.
  • the predetermined value is set appropriately.
  • the piston position of the cylinder at the completion of the engine stop is closest to the bottom dead center, and the engine temperature can be lowered while the engine is stopped to a value that does not cause pre-ignition at the start of the engine start.
  • the predetermined value is set. In this way, it can be thought that the ability to avoid play-dance at the start of engine startup can be avoided.
  • Patent Document 1 Japanese Patent Laid-Open No. 2001-182580
  • An object of the present invention is to cool an internal combustion engine that can suppress unnecessarily cooling of the internal combustion engine while the engine is stopped while accurately suppressing the play-dance at the start of the engine start. It is to provide a rejection control device.
  • a plurality of cylinders having pistons are provided, and one of a first compression stroke after the start of engine start and a second compression stroke is performed.
  • the cooling control device includes a cooling device that is driven by a drive source different from the engine to cool the engine, and a pre-ignition when the engine temperature is at the start of the engine at and after the stop of the engine.
  • a control unit that drives the cooling device when the value is equal to or greater than a predetermined value that may be incurred, and a setting unit that sets the predetermined value according to a crank angle when the stop of the engine is completed.
  • the crank angle at the completion of the engine stop is the crank angle at which the piston position of the cylinder that reaches the first explosion after the next engine start is near the top dead center
  • the crank angle at the completion of the engine stop is The predetermined value is set to a higher value than when the piston position of the cylinder that reaches the first explosion after the next engine start is a crank angle that is close to bottom dead center.
  • FIG. 1 is a schematic diagram showing an overall configuration of an engine and a cooling device according to a first embodiment of the present invention.
  • FIG. 2 is a time chart showing changes in the stroke of the combustion cycle of each cylinder, changes in the coolant temperature, changes in the driving state of the electric water pump, and changes in the driving state of the electric cooling fan.
  • FIG. 3 (a) and (b) are schematic diagrams showing piston positions at the time of completion of engine stop for a cylinder that first reaches the compression stroke after the start of the next start.
  • FIG. 4 is a graph showing a change in threshold value with respect to a change in piston position when the engine stop is completed.
  • FIG. 5 is a flowchart showing an execution procedure of engine cooling control by the cooling device.
  • FIG. 6 is a graph showing changes in the flow rate of the electric water pump with respect to changes in the temperature difference of the cooling water temperature relative to the threshold value.
  • FIG. 7 is a graph showing changes in the air flow rate of the electric cooling fan with respect to changes in the temperature difference of the cooling water temperature relative to the threshold value.
  • FIG. 8 is a time chart showing changes in the combustion cycle stroke of each cylinder, changes in cooling water temperature, changes in the driving state of the electric water pump, and changes in the driving state of the electric cooling fan in the second embodiment of the present invention.
  • FIG. 9 (a) and (b) are schematic diagrams showing the piston position when the engine stop is completed for the cylinder that reaches the compression stroke for the second time after the start of the next start.
  • FIG. 10 is a graph showing a change in threshold value with respect to a change in piston position when the engine stop is completed.
  • FIG. 11 A graph showing another example of the change in the threshold value with respect to the change in the piston position when the engine stop is completed.
  • FIG. 12 is a graph showing another example of the change in the threshold value with respect to the change in the piston position when the engine stop is completed.
  • the engine 1 shown in Fig. 1 is a series four-cylinder engine that is installed in a car and automatically stopped and restarted.
  • fuel is injected from each fuel injection valve 2 into the corresponding combustion chamber 3 during operation.
  • the piston 4 reciprocates due to the combustion of fuel in each combustion chamber 3, whereby the crankshaft 5 that is the output shaft of the engine 1 rotates.
  • the rotation of the crankshaft 5 is transmitted to the camshaft 6 through a belt or the like, and the opening and closing drive of the engine valves such as the intake valve 7 and the exhaust valve 8 is performed through the rotation of the camshaft 6.
  • a combustion cycle including an intake stroke, a compression stroke, an expansion stroke, and an exhaust stroke is repeated.
  • the intake stroke, the compression stroke, the expansion stroke, and the exhaust stroke are performed in the order of the first cylinder, the third cylinder, the fourth cylinder, and the second cylinder (see FIG. 2).
  • the fuel injection is performed with the crankshaft 5 forcedly rotated (cranking) through the drive of the starter 15 connected to the crankshaft 5.
  • Fuel is injected from the valve 2 into the combustion chamber 3.
  • a rotor 9 made of a magnetic material is fixed to the crankshaft 5 of the engine 1, and a large number of protrusions 9 a are formed at equal intervals in the circumferential direction on the outer peripheral edge of the rotor 9.
  • Two crank position sensors 11 and 12 are provided in the vicinity of the rotor 9. When the rotor 9 rotates together with the crankshaft 5, signals corresponding to the protrusions 9a are output from the crank position sensors 11 and 12. In these crank position sensors 11 and 12, the rotational speed of the rotor 9 is extremely slow, such as immediately before the stop of the engine 1 is completed. Even in this case, a sensor capable of outputting a noise signal corresponding to the protrusion 9a, for example, a magnetoresistive element (MRE) sensor is used.
  • MRE magnetoresistive element
  • a rotor 13 made of a magnetic material is also fixed to the camshaft 6, and a plurality of protrusions 13 a having different circumferential lengths are arranged on the outer peripheral edge of the rotor 13 at different circumferential intervals V, It is formed!
  • a cam position sensor 14 is provided in the vicinity of the rotor 13! /.
  • the cam position sensor 14 can output a noise signal corresponding to the protrusion 13a even when the rotational speed of the rotor 13 is extremely slow, such as immediately before the stop of the engine 1 is completed.
  • the magnetoresistive element (MRE) sensor is used in the same manner as the crank position sensors 11 and 12.
  • crank angle of the engine 1 is grasped. Since the MRE sensors that can output pulse signals corresponding to the protrusions 9a and 13a of the rotors 9 and 13 immediately before the completion of the stop of the engine 1 are used as the sensors 1 1, 12 and 14, the stop of the engine 1 is completed. The crank angle can be reliably grasped immediately before the end. Therefore, it is possible to grasp the crank angle when the stop of the engine 1 is completed based on the pulse signals from the crank position sensors 11 and 12 and the pulse signal from the cam position sensor 14.
  • This cooling device includes a circulation path 16 for flowing cooling water to the engine 1.
  • An electric water pump 17 and a radiator 18 are provided on the circulation path 16, and an electric cooling fan 19 is provided in the vicinity of the radiator 18.
  • the electric water pump 17 and the electric cooling fan 19 are driven by a motor through power feeding from the battery 20 of the automobile, that is, driven by a driving source different from the engine 1.
  • the cooling efficiency of the engine 1 by this cooling device is increased as the flow rate of the electric water pump 17 is increased to increase the amount of cooling water passing through the engine 1, and the air flow rate of the electric cooling fan 19 is increased. Increasing the amount of heat exchange between the cooling water and the outside air in the radiator 18 increases.
  • This cooling control device is an electronic control that drives and controls various on-board equipment such as the engine 1 in the automobile. Equipped with equipment (ECU) 21!
  • the ECU 21 functioning as a control unit and a setting unit temporarily stores a CPU that executes various arithmetic processes related to the drive control of the various mounted devices, a ROM that stores programs and data necessary for the control, and CPU calculation results. It has a RAM to store, and an input / output port for inputting / outputting signals to / from the outside.
  • an accelerator pedal position sensor 22 that detects the amount of depression of the accelerator pedal and an automobile speed are detected at the input port of the ECU 21.
  • Various sensors such as a vehicle speed sensor 23 and a water temperature sensor 26 for detecting the cooling water temperature in the circulation path 16 are connected.
  • the ECU 21's input port includes a brake switch 24 that detects whether the brake pedal is depressed, and “off”, “accessory”, “on”, and “start” depending on the driver of the car.
  • the switch 25 is connected to the switch 25 which is switched to one of the four switching positions and outputs a signal corresponding to the current switching position.
  • a drive circuit for driving the fuel injection valve 2, the electric water pump 17, the electric cooling fan 19 and the starter 15 is connected to the output port of the ECU 21.
  • the ECU 21 detects the vehicle and the vehicle that are grasped from the detection signals input from the sensors. Command signals are output to the drive circuit of each device connected to the output port according to the operating state of engine 1. In this way, control of fuel injection from the fuel injection valve 2, starter 15 drive control at engine start, engine 1 automatic stop / restart control, electric water pump 17 and electric cooling fan 19 drive control, etc. Control is performed by ECU21
  • the ECU 21 cools the engine 1 through, for example, drive control of the electric water pump 17 and the electric cooling fan 19 as follows, for example. That is, during normal combustion operation of the engine 1, the cooling water temperature in the circulation path 16 detected by the water temperature sensor 26 is used as a value corresponding to the engine temperature, and the cooling water temperature is below a target value (for example, 95 ° C). Thus, the electric water pump 17 and the electric cooling fan 19 are controlled. When the cooling water temperature falls below the target value, the drive of the electric water pump 17 and the electric cooling fan 19 is stopped. As a result, the engine 1 is properly cooled during normal combustion operation of the engine 1 so that the engine temperature does not rise excessively.
  • a target value for example, 95 ° C
  • the engine 1 is started and stopped based on the operation of the idle switch 25 by the driver. In addition to this, for the purpose of improving fuel consumption of the engine 1, the engine 1 is automatically stopped and restarted in response to an output request to the engine 1.
  • the procedures for starting and stopping the engine 1 will be described separately for [starting and stopping based on the operation of the idle switch 25] and [automatic stopping and restarting based on whether or not the engine output is requested].
  • the switch 25 When engine 1 is stopped, the switch 25 is switched to “Start” when the switch 25 is switched from “Off” to “Accessory”, “On” and “Start”. At that point, the engine 1 start command is issued. Based on this start command, the starter 15 is driven to start cranking of the engine 1, and fuel is injected and supplied from the fuel injection valve 2 to the combustion chamber 3 during the cranking. Then, by burning the fuel in the combustion chamber 3 and causing the engine 1 to operate independently, the engine 1 is started. Also the luck of engine 1 When the switch 25 is switched from “On” to “Accessories” and “Off” in turn, the engine 1 stop command is issued when the switch 25 is switched to “Accessories”. Made. Based on this stop command, the combustion of fuel in the combustion chamber 3 is stopped, and the engine 1 is stopped. Thereafter, the engine speed decreases from the idle speed to “0”, and the engine 1 is stopped.
  • the output request to engine 1 is, for example, (A) accelerator pedal depression amount force S “0”, (B) brake pedal depressed, (C) vehicle speed is a predetermined value close to “0” Judgment is made based on whether or not all conditions such as less than a are met! When these conditions (A) to (C) are all satisfied, it is determined that there is no output request to the engine 1, in other words, it is not necessary to keep the engine 1 running, and a stop command for the engine 1 is issued. The engine 1 is automatically stopped.
  • a start command is issued. Based on this start command, the starter 15 is driven to start cranking of the engine 1, and fuel is injected and supplied from the fuel injection valve 2 to the combustion chamber 3 during the cranking. The engine 1 is automatically restarted by burning the fuel in the combustion chamber 3 and starting the self-sustaining operation of the engine 1.
  • first explosion cylinder the cylinder that is first in the compression stroke after the start of the engine 1 is referred to as “first explosion cylinder” as necessary.
  • the cooling power S of the engine 1 by the cooling device described above is performed not only during normal combustion operation but also when the engine 1 is stopped and thereafter.
  • the cooling water temperature in the circulation path 16 representing the temperature of the engine 1 is preliminarily set at and after the stop of the engine 1 (after time T1).
  • the electric water pump 17 is driven as shown in FIG. 2 (c)
  • the electric cooling fan 19 is driven as shown in FIG. 2 (d). .
  • the engine 1 is cooled, and it is possible to suppress the occurrence of play dandelion in the first compression stroke after the start of the next start.
  • the electric water pump 17 and the electric cooling fan 19 are stopped, and the cooling of the engine 1 by the cooling device is stopped.
  • the above-described threshold value is variably set according to the crank angle when the stop of the engine 1 is completed. More specifically, when the crank angle at the completion of the stop of the engine 1 is the crank angle at which the position of the piston 4 of the cylinder (first explosion cylinder) that becomes the compression stroke first after the start of the next start becomes the bottom dead center.
  • the above threshold value is set to the lowest value (cooling water temperature) that can accurately suppress the occurrence of play dandelion in the first explosion cylinder at the start of the next start.
  • crank angle at the completion of the stop of the engine 1 is such that the position of the piston 4 of the cylinder (first explosion cylinder) that becomes the compression stroke first after the start of the next start is closer to the top dead center than the bottom dead center.
  • the threshold value is gradually set higher as the crank angle at which the piston 4 is closer to the top dead center.
  • FIG. 4 shows the relationship between the position of the piston 4 of the cylinder 4 in the first compression stroke after the start of the next start (first explosion cylinder) when the engine stop is completed and the above-described threshold value. That is, the first explosion cylinder
  • the above threshold value is a low value that can accurately suppress the reproduction in the first explosion cylinder at the next start.
  • the threshold value gradually becomes higher as the position of piston 4 is closer to the top dead center. Can be changed. For this reason, the threshold value will not be too low to accurately suppress the occurrence of play dandruff in the first explosion cylinder at the next engine start. Therefore, the cooling of the engine 1 by the cooling device is not performed more than necessary.
  • This cooling control routine is periodically executed through the ECU 21 by, for example, a time interruption every predetermined time.
  • step S101 the ECU 21 determines whether or not it is the time when the stop of the engine 1 is completed. When it is determined that it is the time when the stop of the engine 1 is completed, the ECU 21 proceeds to step S102.
  • step S102 the ECU 21 detects the crank angle at the completion of the engine stop based on the signals from the crank position sensors 11, 12 and the cam position sensor 14, and sets the above-described threshold based on the crank angle.
  • step S103 the ECU 21 determines whether or not the engine 1 is stopped. If the determination is negative, engine 1 is performing normal combustion operation.
  • step S109 the ECU 21 proceeds to step S109 to perform normal cooling control, i.e., the electric water pump 17 and the electric cooling fan 19 are set so that the cooling water temperature is equal to or lower than the target value (95 ° C in this embodiment). Drive control.
  • normal cooling control i.e., the electric water pump 17 and the electric cooling fan 19 are set so that the cooling water temperature is equal to or lower than the target value (95 ° C in this embodiment).
  • step S103 if a negative determination is made in step S103, it means that the engine 1 has been stopped and has been stopped thereafter.
  • the ECU 21 is based on the condition that the coolant temperature is equal to or higher than the above threshold value (S104: YES) and that the remaining battery level, which is the stored amount of the battery 20, is equal to or higher than the lower limit (S105: YES).
  • S104: YES the above threshold value
  • S105 the remaining battery level
  • the process for driving the cooling device while the engine is stopped includes the process of step S106 for calculating the temperature difference of the cooling water temperature with respect to the threshold value, the flow rate of the electric water pump 17 and the electric motor pump according to the temperature difference. And the process of step S107 for controlling the air flow rate of the cooling fan 19. More specifically, as the temperature difference becomes larger, the pump 17 is controlled so that the flow rate of the electric water pump 17 gradually increases as shown in FIG. 6, and the electric cooling as shown in FIG. The fan 19 is controlled so that the air flow rate of the fan 19 gradually increases. Thereby, the cooling of the engine 1 by the cooling water while the engine is stopped is performed more strongly as the cooling water temperature is higher than the threshold value, and is decreased as the cooling water temperature approaches the threshold value.
  • step S104 As a result of cooling the engine 1 with the cooling water as described above, if the cooling water temperature becomes lower than the threshold value in step S104, the ECU 21 proceeds to step S108, and the electric water pump 17 and the electric cooling fan 19 are driven. Stop.
  • crank angle at the completion of the stop of engine 1 is the crank angle at which piston 4 of the cylinder (first explosion cylinder) that is first in the compression stroke after the start of the next start is located at the bottom dead center
  • the above threshold value is At the start of the next start, no pre-dansion occurs in the first-explosion cylinder! / And the cooling water temperature (lower limit) is set, so the occurrence of pre-dansion can be suppressed accurately.
  • the crank angle at the completion of the stop of the engine 1 is the crank angle at which the position of the piston 4 of the cylinder that is first in the compression stroke after the start of the next start is closer to the top dead center than the bottom dead center
  • the threshold value is set to a value higher than the lower limit value as the crank angle at which the piston 4 is closer to the top dead center.
  • the fuel in order to complete the start-up of the engine 1 in a short time, the fuel is burned in the cylinder that becomes the compression stroke for the second time after the start of the start, and the first explosion after the start of the start is reached during the compression stroke. It is a thing.
  • Fig. 8 (a) shows the fuel injection mode and the fuel combustion mode in the first to fourth cylinders of the engine 1 from the start of the stop of the engine 1 to the start of the next start in this embodiment. It is a time chart.
  • engine 1 has been stopped when the first cylinder has transitioned from the intake stroke to the compression stroke and the third cylinder has transitioned from the exhaust stroke to the intake stroke (time Tl).
  • time Tl time Tl
  • the fuel injection in the intake stroke immediately before the completion of the stop is not performed in the cylinder that is in the compression stroke when the stop of the engine 1 is completed (the first cylinder in FIG. 8A).
  • the engine 1 when the engine 1 is instructed to start (time ⁇ 3), the engine 1 starts to start and the fuel injection valve 2 in the cylinder (first cylinder in FIG. 8 (a)) that is the first in the intake stroke after the start is started.
  • the fuel injection valve 2 in the cylinder first cylinder in FIG. 8 (a)
  • the third cylinder reaches the compression stroke, that is, when the second compression stroke after the start of the start is reached, the fuel existing in the combustion chamber 3 of the third cylinder burns, and the engine 1 It will be the first explosion after starting.
  • the cylinder that is in the compression stroke for the second time after the start of the engine 1 will be referred to as “first explosion cylinder” as necessary.
  • the above threshold value prevents the engine 1 from being cooled more than necessary by the cooling device while the engine is stopped, while accurately suppressing the occurrence of play dandy at the start of starting. It is set according to the crank angle at the time of completion.
  • FIG. 9 (a) shows the position of the piston 4 of the cylinder (first explosion cylinder) in which the crank angle when the stop of the engine 1 is completed becomes the compression stroke for the second time after the start of the next start.
  • the above threshold is the lowest value, and the value that can accurately suppress the occurrence of play dandruff in the first explosion cylinder at the start of the next start.
  • FIG. 9 (b) the position of the piston 4 of the cylinder (first explosion cylinder) in which the crank angle at the completion of the stop of the engine 1 is the second compression stroke after the start of the next start is shown.
  • the crank angle is closer to the top dead center than the position closest to the bottom dead center (Fig. 9 (a))
  • gradually set the threshold value to a higher value. This is because when the position of the piston 4 is closer to the top dead center than the position closest to the bottom dead center (FIG. 9 (a)) as shown in FIG. ! /,
  • FIG. 10 shows the piston of the cylinder (first explosion cylinder) that is in the compression stroke for the second time after the start of the next start.
  • 4 shows the relationship between the position when the engine stop is completed and the threshold value described above.
  • the threshold value is a low value that can accurately suppress the play-dance in the first explosion cylinder at the next start.
  • the threshold value gradually increases as the position of the piston 4 approaches the top dead center. It can be changed to a higher value. For this reason, the threshold value will not be too low to accurately suppress the occurrence of play dans in the first explosion cylinder at the next engine start. Engine 1 will not be cooled more than necessary.
  • crank angle force S at the completion of the stop of engine 1 is the crank angle at which piston 4 of the cylinder (first explosion cylinder) that is in the compression stroke for the second time after the start of the next start is located closest to the bottom dead center
  • the above threshold is set to the first explosion cylinder at the start of the next start so that no play Danish occurs! /
  • the cooling water temperature (lower limit) is set, so that the occurrence of play Danish is accurately suppressed. That power S.
  • the crank angle at the completion of the stop of the engine 1 is such that the position of the piston 4 of the cylinder that becomes the compression stroke for the second time after the start of the next start is closer to the top dead center than the position closest to the bottom dead center.
  • the threshold value is set to a value higher than the lower limit value as the crank angle at which the position of the piston 4 approaches the top dead center.
  • each said embodiment can also be changed as follows, for example.
  • the force S is linearly changed as shown in FIG. 4, and the threshold value may be changed stepwise instead.
  • the threshold value may be changed in two steps as shown in FIG. 11 or may be changed in three steps or more.
  • the same advantage as (1) of the first embodiment can be obtained. If the threshold value is changed linearly as in the first embodiment, cooling of the engine 1 is suppressed more than necessary while the engine 1 is stopped. Therefore, it is possible to more appropriately achieve both the control of the play and the suppression of the occurrence of play dandy at the start of the start of the engine 1 next time.
  • the force S is linearly changed as shown in FIG. 10, and the threshold value may be changed stepwise instead.
  • the threshold value may be changed in two steps as shown in FIG. 12, or may be changed in three steps or more.
  • the same advantage as (4) of the second embodiment can be obtained. If the threshold is changed to linear as in the second embodiment, the cooling of the engine 1 is suppressed more than necessary when the engine 1 is stopped, and the next time the start-up of the engine 1 is started. Suppression of generation can be more suitably achieved.
  • the flow rate of the electric water pump 17 while the engine 1 is stopped does not necessarily need to be gradually changed according to the temperature difference of the cooling water temperature with respect to the threshold as shown in FIG. May be changed.
  • the amount of air blown by the electric cooling fan 19 when the engine 1 is stopped is not necessarily changed gradually according to the temperature difference as shown in FIG. 7, but may be changed stepwise according to the temperature difference. Good.
  • force using the cooling water temperature in the circulation path 16 may be replaced with another parameter such as the lubricating oil temperature of the engine 1.
  • the present invention may be applied to a port injection type engine in which fuel is injected into a force intake port 1 in which the present invention is applied to a direct injection type engine 1 that injects fuel into the combustion chamber 3.
  • the present invention may be applied to engines of types other than four cylinders, such as in-line six cylinders, V type six cylinders, and V type eight cylinders.

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)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Abstract

Si la température de l'eau de refroidissement dépasse une valeur seuil pendant l'arrêt d'un moteur (1), un agent de refroidissement est amené à refroidir le moteur (1). La valeur seuil est fixée comme suit. Si, lors de l'achèvement de l'arrêt, l'angle de vilebrequin du moteur (1) devient un angle de vilebrequin auquel le piston (4) d'un cylindre (cylindre d'explosion initiale) qui est déplacé à une course de compression pour le premier temps après le début du temps suivant est situé au point mort bas, la valeur seuil est fixée à une température d'eau de refroidissement telle (valeur limite inférieure) que le préallumage n'a pas lieu dans le cylindre d'explosion initiale au début du temps suivant. Si l'angle de vilebrequin du moteur (1) lors de l'achèvement de l'arrêt devient un angle de vilebrequin où la position du piston (4) du cylindre d'explosion initiale est située plus près du point mort haut que du point mort bas, la valeur seuil est fixée à une valeur supérieure à la valeur limite inférieure ci-dessus lorsque la position de ce piston (4) fournie par un angle de vilebrequin se rapproche du point mort haut.
PCT/JP2007/063791 2006-07-11 2007-07-11 Commande de refroidissement de moteur â combustion interne WO2008007686A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP07790595.8A EP2045452B1 (fr) 2006-07-11 2007-07-11 Commande de refroidissement de moteur à combustion interne

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2006-190205 2006-07-11
JP2006190205A JP4327826B2 (ja) 2006-07-11 2006-07-11 内燃機関の冷却制御装置

Publications (1)

Publication Number Publication Date
WO2008007686A1 true WO2008007686A1 (fr) 2008-01-17

Family

ID=38923242

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/JP2007/063791 WO2008007686A1 (fr) 2006-07-11 2007-07-11 Commande de refroidissement de moteur â combustion interne

Country Status (3)

Country Link
EP (1) EP2045452B1 (fr)
JP (1) JP4327826B2 (fr)
WO (1) WO2008007686A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN103016174A (zh) * 2011-09-22 2013-04-03 马自达汽车株式会社 压缩自动点火式发动机的起动控制装置及方法

Families Citing this family (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2944235B1 (fr) * 2009-04-09 2012-10-19 Renault Sas Dispositif de refroidissement pour vehicule automobile
FR2944236B1 (fr) 2009-04-09 2012-10-19 Renault Sas Dispositif de refroidissement pour vehicule automobile
JP5381675B2 (ja) * 2009-12-14 2014-01-08 トヨタ自動車株式会社 排気駆動式過給機の冷却装置及びこれを具備する内燃機関の制御装置
CN102191991A (zh) * 2010-03-03 2011-09-21 株式会社电装 用于发动机冷却系统的控制器
JP5818610B2 (ja) * 2011-09-27 2015-11-18 株式会社クボタ 作業車
JP2013079040A (ja) * 2011-10-05 2013-05-02 Kubota Corp 乗用型作業車
WO2013118244A1 (fr) * 2012-02-06 2013-08-15 トヨタ自動車株式会社 Dispositif de commande pour un moteur à combustion interne
JP5891925B2 (ja) * 2012-04-20 2016-03-23 トヨタ自動車株式会社 内燃機関の冷却装置
US9828932B2 (en) * 2013-03-08 2017-11-28 GM Global Technology Operations LLC System and method for controlling a cooling system of an engine equipped with a start-stop system

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS63215811A (ja) * 1987-03-05 1988-09-08 Toyota Motor Corp 内燃機関の冷却フアンの速度制御方法
JP2001032714A (ja) * 1999-07-23 2001-02-06 Honda Motor Co Ltd エンジンの冷却制御装置
JP2001173488A (ja) * 1999-12-17 2001-06-26 Mitsubishi Motors Corp 筒内噴射型内燃機関の始動装置
JP2001182580A (ja) 1999-12-24 2001-07-06 Fuji Heavy Ind Ltd エンジンのアイドル制御装置
JP2003083127A (ja) * 2001-09-11 2003-03-19 Toyota Motor Corp 内燃機関の始動時制御装置及び停止時制御装置

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP3772947B2 (ja) * 1999-03-18 2006-05-10 三菱自動車工業株式会社 筒内噴射型内燃機関の始動装置

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS63215811A (ja) * 1987-03-05 1988-09-08 Toyota Motor Corp 内燃機関の冷却フアンの速度制御方法
JP2001032714A (ja) * 1999-07-23 2001-02-06 Honda Motor Co Ltd エンジンの冷却制御装置
JP2001173488A (ja) * 1999-12-17 2001-06-26 Mitsubishi Motors Corp 筒内噴射型内燃機関の始動装置
JP2001182580A (ja) 1999-12-24 2001-07-06 Fuji Heavy Ind Ltd エンジンのアイドル制御装置
JP2003083127A (ja) * 2001-09-11 2003-03-19 Toyota Motor Corp 内燃機関の始動時制御装置及び停止時制御装置

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN103016174A (zh) * 2011-09-22 2013-04-03 马自达汽车株式会社 压缩自动点火式发动机的起动控制装置及方法
CN103016174B (zh) * 2011-09-22 2015-07-15 马自达汽车株式会社 压缩自动点火式发动机的起动控制装置及方法

Also Published As

Publication number Publication date
JP4327826B2 (ja) 2009-09-09
JP2008019733A (ja) 2008-01-31
EP2045452A1 (fr) 2009-04-08
EP2045452A4 (fr) 2016-08-24
EP2045452B1 (fr) 2017-10-25

Similar Documents

Publication Publication Date Title
JP4327826B2 (ja) 内燃機関の冷却制御装置
JP4696765B2 (ja) エンジンの始動方法及びエンジンの始動装置
US8109092B2 (en) Methods and systems for engine control
EP2634397B1 (fr) Dispositif de commande pour moteur à combustion interne
US8439002B2 (en) Methods and systems for engine control
JP2006242082A (ja) 内燃機関の停止制御方法および停止制御装置
JP5660143B2 (ja) 内燃機関の制御装置
JP2004036429A (ja) 内燃機関の制御装置
JP2007177792A (ja) 圧縮比変更機構を備えた内燃機関および内燃機関の制御方法
JP5109752B2 (ja) ディーゼルエンジンの自動停止装置
JP2007146701A (ja) 圧縮比を変更可能な内燃機関
JP2004225561A (ja) 内燃機関の可変気筒システム
JP4743139B2 (ja) 内燃機関の燃料噴射量制御装置
JP2010168939A (ja) 高膨張比内燃機関
JP4826543B2 (ja) 車両用エンジンの制御装置
EP1342900A2 (fr) Commande d'arrêt du fonctionnement d'un moteur à combustion interne
JP4341475B2 (ja) エンジンの始動装置
JP2010084516A (ja) 過給機付エンジンの制御装置
JP2009209722A (ja) エンジンの始動制御装置及び始動制御方法
CN113464304B (zh) 内燃机的温度取得装置
JP2004076706A (ja) 内燃機関の可変動弁機構制御装置
US11002163B2 (en) Valve timing controller and valve timing control method
JP2005188486A (ja) 電動過給器付きエンジンの制御装置
JP2013083185A (ja) 内燃機関、及び内燃機関のピストン停止位置制御方法
JP2012136980A (ja) エンジン回転停止制御装置

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 07790595

Country of ref document: EP

Kind code of ref document: A1

DPE1 Request for preliminary examination filed after expiration of 19th month from priority date (pct application filed from 20040101)
NENP Non-entry into the national phase

Ref country code: DE

REEP Request for entry into the european phase

Ref document number: 2007790595

Country of ref document: EP

WWE Wipo information: entry into national phase

Ref document number: 2007790595

Country of ref document: EP

NENP Non-entry into the national phase

Ref country code: RU

DPE1 Request for preliminary examination filed after expiration of 19th month from priority date (pct application filed from 20040101)