WO2011013800A1 - 内燃機関の停止制御装置および方法 - Google Patents
内燃機関の停止制御装置および方法 Download PDFInfo
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- WO2011013800A1 WO2011013800A1 PCT/JP2010/062901 JP2010062901W WO2011013800A1 WO 2011013800 A1 WO2011013800 A1 WO 2011013800A1 JP 2010062901 W JP2010062901 W JP 2010062901W WO 2011013800 A1 WO2011013800 A1 WO 2011013800A1
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- internal combustion
- combustion engine
- predetermined
- opening degree
- rotational speed
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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
- F02D41/02—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
- F02D41/0002—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
- F02D41/10—Introducing corrections for particular operating conditions for acceleration
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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
- 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
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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
- 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
Definitions
- the present invention relates to a stop control system and method for an internal combustion engine, which controls the stop position of a piston to a predetermined position by controlling an intake air amount when the internal combustion engine is stopped.
- a control device disclosed in Patent Document 1 is known as a control device for controlling the opening degree of the throttle valve when the internal combustion engine is stopped.
- the throttle valve is controlled in order to fully close, fully open, and a predetermined intermediate degree, and when the throttle valve is fully closed and fully open.
- the throttle opening degree is learned based on the throttle opening degree detected by the throttle position sensor.
- the throttle valve is held at a predetermined opening to suppress the negative pressure in the intake manifold at the time of fully closed control. It is designed to prevent the generation of abnormal noise.
- Patent No. 3356033 gazette
- the present invention has been made to solve such a problem, and an internal combustion engine capable of accurately stopping a piston at a predetermined position while preventing generation of noise and vibration when the internal combustion engine is stopped. It is an object of the present invention to provide a stop control device and method for
- the invention stops the internal combustion engine controlling the stop position of the piston 3d of the internal combustion engine 3 to a predetermined position by controlling the intake air amount when the internal combustion engine 3 is stopped.
- the control device 1 detects an intake amount adjustment valve (a throttle valve 13a in the embodiment (hereinafter the same in this section)) for adjusting the intake amount, and a rotational speed (engine rotational speed NE) of the internal combustion engine 3
- the intake amount adjustment valve is closed, and thereafter, the detected rotation speed of the internal combustion engine 3 is the first
- the first intake amount control for controlling the intake amount adjustment valve to a first predetermined opening degree (first stage control target opening degree ICMDOFPRE) when the predetermined rotation speed (first stage control start rotation speed NEICOFPRE) is reached After the first intake amount control means (ECU 2, step 30 in FIG.
- step 34 in FIG. 6 for executing the step control and the first intake amount control, the number of revolutions of the internal combustion engine is greater than the first predetermined number of revolutions.
- a second intake amount control means ECU 2, step 33 in FIG. 5, step 42 in FIG. 6) for executing a second intake amount control (second stage control) to control to a predetermined opening degree ICMDOF2.
- the intake amount adjustment valve is once closed.
- the amount of intake air to the internal combustion engine is reduced, whereby the rotational speed of the internal combustion engine is reduced.
- a first intake amount control is performed to open the intake amount adjustment valve and control it to a first predetermined opening degree.
- intake air is introduced through the intake amount adjustment valve, and the intake pressure acts as a resistance to the piston to further reduce the rotational speed of the internal combustion engine.
- a second intake amount control is performed to control the intake amount adjustment valve to a larger second predetermined opening degree.
- the stop position of the piston is controlled to a predetermined position.
- the intake amount adjustment valve in order to stop the piston at the predetermined position, when the intake amount adjustment valve is opened from the closed state, the intake amount adjustment valve is not opened at one time to the large second predetermined opening, , To a smaller first predetermined opening degree.
- the intake amount adjustment valve by dividing the intake amount adjustment valve into the first predetermined opening degree and the second predetermined opening degree and opening it stepwise, it is possible to avoid the rapid increase of the intake pressure during that time, and the air noise etc. Sound and vibration can be prevented.
- the second intake amount control can accurately stop the piston at a predetermined position.
- the invention according to claim 2 is the stop control device for an internal combustion engine according to claim 1, wherein a second predetermined rotation speed setting unit (ECU 2 shown in FIG., Sets a second predetermined rotation speed according to the state of the internal combustion engine 3). Further comprising first predetermined rotational speed setting means (ECU 2, step 71 in FIG. 13) for setting the first predetermined rotational speed according to the step 28) of 5) and the set second predetermined rotational speed It features.
- a second predetermined rotation speed setting unit ECU 2 shown in FIG., Sets a second predetermined rotation speed according to the state of the internal combustion engine 3
- first predetermined rotational speed setting means ECU 2, step 71 in FIG. 13
- the second predetermined rotational speed at which the second intake amount control is started is set according to the state of the internal combustion engine, and the first intake amount control is performed according to the set second predetermined rotational speed.
- a first predetermined number of revolutions to start is set. Therefore, even when the start timing of the second intake amount control is changed, the initial condition of the second intake amount control can be stabilized by starting the first intake amount control at a timing corresponding thereto. The accuracy of the stop control of the piston by the second intake amount control can be secured.
- the invention according to claim 3 is the stop control device for an internal combustion engine according to claim 1, wherein the second predetermined opening degree (target second stage control opening degree ATHICOFREFX) is set according to the state of the internal combustion engine 3 2 predetermined opening setting means (ECU 2, FIG. 24, steps 128 and 138 in FIG. 25) and first predetermined rotation speed setting means (setting the first predetermined rotation speed according to the set second predetermined opening degree
- the ECU 2 is characterized by further including step 143) in FIG.
- the second predetermined opening degree of the intake amount adjustment valve is set according to the state of the internal combustion engine, and the first intake amount control is started according to the set second predetermined opening degree. 1 Set the predetermined number of revolutions. Therefore, even when the second predetermined opening degree in the second intake amount control is changed, the first intake amount control is started at the timing according to it, thereby stabilizing the initial condition of the second intake amount control. It is possible to secure the accuracy of the stop control of the piston by the second intake amount control.
- the invention according to claim 4 is the stop control device for an internal combustion engine according to claim 2 or 3, wherein the first predetermined rotation speed is set when the set first predetermined rotation speed is larger than a predetermined upper limit NEPRELMT.
- the first predetermined rotation speed restriction means ECU 2, steps 72 and 74 in FIG. 13
- the first predetermined opening degree is increased and the second
- the present invention is characterized by further comprising a first predetermined opening correction means (ECU 2, step 75 in FIG. 13) for correcting to a value smaller than the predetermined opening ICMDOF2.
- the first predetermined rotation speed set according to the change of the second predetermined rotation speed is larger than the predetermined upper limit value
- the first predetermined rotation speed is limited to the upper limit value.
- the first intake amount control is started after the rotational speed of the internal combustion engine has decreased to the upper limit value, so the first intake amount control is performed in the resonance region where the rotational speed of the internal combustion engine is high. Can be avoided, and abnormal noise and vibration due to resonance of the internal combustion engine can be reliably prevented.
- the first predetermined rotation speed is limited in this way, the first predetermined opening degree is corrected to the increase side, so that the second intake air is compensated by compensating for the shortage of the intake air amount due to the start delay of the first intake air amount control.
- the initial condition of the amount control can be stabilized, and the accuracy of the stop control of the piston can be secured.
- the invention according to claim 5 is the stop control device for an internal combustion engine according to claim 1, wherein a second predetermined rotation speed setting unit (ECU 2 shown in FIG., Sets the second predetermined rotation speed according to the state of the internal combustion engine 3). Step 28 of 5) and first predetermined opening degree setting means (ECU 2, steps 81, 82, 85 in FIG. 15) for setting the first predetermined opening degree according to the set second predetermined rotational speed Furthermore, it is characterized by having.
- the second predetermined rotation speed is set according to the state of the internal combustion engine, and the first predetermined opening degree in the first intake amount control is set according to the set second predetermined rotation speed. Therefore, even when the start timing of the second intake quantity control is changed, the initial intake quantity control can be stabilized by executing the first intake quantity control with the intake quantity corresponding thereto. The accuracy of the stop control of the piston by the second intake amount control can be secured.
- the invention according to claim 6 is the stop control device for an internal combustion engine according to claim 1, wherein the second predetermined opening degree (target second stage control opening degree ATHICOFREFX) is set according to the state of the internal combustion engine 3 2 predetermined opening degree setting means (ECU 2, FIG. 24, steps 128 and 138 in FIG. 25) and first predetermined opening degree setting means (for setting the first predetermined opening degree according to the set second predetermined opening degree
- the ECU 2 is characterized by further including step 113) in FIG.
- the second predetermined opening degree is set according to the state of the internal combustion engine, and the first predetermined opening degree in the first intake amount control is set according to the set second predetermined opening degree. Therefore, even when the second predetermined opening degree in the second intake quantity control is changed, the initial intake quantity control is executed with the intake quantity according to it, thereby stabilizing the initial condition of the second intake quantity control. It is possible to secure the accuracy of the stop control of the piston by the second intake amount control.
- the invention according to claim 7 relates to the stop control device for an internal combustion engine according to any one of claims 1 to 6, comprising: temperature of intake air taken into the internal combustion engine 3 (intake air temperature TA); atmospheric pressure PA; Detection means (intake air temperature sensor 22, atmospheric pressure sensor 23, water temperature sensor 26) for detecting at least one of the three temperatures (engine water temperature TW), the temperature of the detected intake air, the atmospheric pressure PA, and the temperature of the internal combustion engine And a first correction unit (ECU 2, steps 83 to 85 in FIG. 15) for correcting at least one of the first predetermined rotation speed and the first predetermined opening degree according to at least one.
- a first correction unit ECU 2, steps 83 to 85 in FIG. 15
- At least one of the temperature of the intake air, the atmospheric pressure, and the temperature of the internal combustion engine is detected. All of these three parameters affect the degree of increase of the intake pressure during intake amount control and the rate of decrease of the rotational speed of the internal combustion engine. Specifically, as the temperature of the intake air or the temperature of the internal combustion engine is lower, the friction when the piston slides increases, so the decrease speed of the internal combustion engine increases. Further, the higher the atmospheric pressure or the lower the temperature of the intake air, the higher the density of intake air.
- At least one of the first predetermined rotation speed and the first predetermined opening degree in the first intake amount control is corrected according to one of the detected parameters. Therefore, it is possible to stabilize the initial condition of the second intake amount control while absorbing the influence of the difference between the increase degree of the intake pressure and the decrease rate of the rotational speed of the internal combustion engine according to the at least one parameter.
- the accuracy of stop control can be secured.
- the invention according to claim 8 relates to the stop control device for an internal combustion engine according to any one of claims 1 to 7, comprising: temperature of intake air taken into the internal combustion engine 3 (intake air temperature TA); atmospheric pressure PA; Detection means (intake air temperature sensor 22, atmospheric pressure sensor 23, water temperature sensor 26) for detecting at least one of the three temperatures (engine water temperature TW), the temperature of the detected intake air, the atmospheric pressure PA, and the temperature of the internal combustion engine And second correction means (ECU 2, steps 26 to 28 in FIG. 5) for correcting at least one of the second predetermined rotation speed and the second predetermined opening degree according to at least one.
- At least one of the temperature of the intake air, the atmospheric pressure, and the temperature of the internal combustion engine is detected.
- these three parameters all have an influence on the degree of increase of the intake pressure during intake amount control, the rate of decrease of the rotational speed of the internal combustion engine, and the stop characteristic of the piston. Therefore, according to one of these detected parameters, at least one of the second predetermined rotational speed and the second predetermined opening degree in the second intake amount control is corrected, and the influence of the difference in the stop characteristic of the piston is It is possible to absorb, thereby further improving the accuracy of the stop control of the piston.
- the invention according to claim 9 of the present application is a stop control method for an internal combustion engine that controls the stop position of the piston 3d of the internal combustion engine 3 to a predetermined position by controlling the intake air amount when the internal combustion engine 3 stops.
- the intake amount adjustment valve When the amount adjustment valve (throttle valve 13a) is closed and thereafter the detected number of revolutions of the internal combustion engine 3 reaches a first predetermined number of revolutions (first stage control start revolution number NEICOFPRE), the intake amount adjustment valve The step of executing the first intake quantity control (first stage control) to control to the first predetermined opening (the first stage control target opening ICMDOFPRE), and after the first intake quantity control, the rotational speed of the internal combustion engine is 1st place In order to stop the piston 3d at a predetermined position when the second predetermined rotation speed (corrected target stop control start rotation speed NEICOFREFN) smaller than the rotation speed is reached, the intake amount adjustment valve is set to be more than the first predetermined opening. And performing a second intake amount control (second stage control) for controlling to a large second predetermined opening degree ICMDOF2.
- the invention according to claim 11 is the stop control method for an internal combustion engine according to claim 9, wherein the step of setting a second predetermined opening degree according to the state of the internal combustion engine 3 and the set second predetermined opening degree And setting the first predetermined number of revolutions.
- the invention according to claim 12 is the stop control method for an internal combustion engine according to claim 10 or 11, wherein the first predetermined rotation speed is set when the set first predetermined rotation speed is larger than a predetermined upper limit NEPRELMT.
- the method further includes the steps of limiting to the upper limit value NEPRELMT, and correcting the first predetermined opening to a value smaller than the second predetermined opening ICMDOF2 when the first predetermined rotation speed is limited. It is characterized by
- the invention according to claim 14 is the stop control method for an internal combustion engine according to claim 9, wherein the step of setting a second predetermined opening degree according to the state of the internal combustion engine 3 and the set second predetermined opening degree And setting the first predetermined degree of opening in accordance with the condition.
- the invention according to claim 15 is the stop control method for an internal combustion engine according to any one of claims 9 to 14, comprising: temperature of intake air taken into the internal combustion engine 3 (intake air temperature TA), atmospheric pressure PA, and internal combustion engine Detecting at least one of the temperature of 3 (the engine coolant temperature TW), and at least one of the detected temperature of the intake air, the atmospheric pressure PA and the temperature of the internal combustion engine; Correcting at least one of the opening degrees.
- the invention according to claim 16 is the stop control method for an internal combustion engine according to any one of claims 9 to 15, comprising: temperature of intake air taken into the internal combustion engine 3 (intake air temperature TA), atmospheric pressure PA, and internal combustion engine Detecting at least one of the three temperatures (the engine coolant temperature TW), and at least one of the detected intake air temperature, the atmospheric pressure PA, and the temperature of the internal combustion engine, a second predetermined rotation speed and a second predetermined speed Correcting at least one of the opening degrees.
- It is a block diagram of a stop control device. It is sectional drawing which shows schematic structure of an intake valve, an exhaust valve, and the mechanism which drives them.
- It is a flowchart which shows the setting process of target stop control start rotation speed.
- It is a flowchart which shows the setting process of the target opening degree of a throttle valve.
- It is a flowchart which shows the remaining part of the calculation process of FIG.
- It is a figure which shows correlation with stop control start rotation speed and the last compression stroke rotation speed.
- It is a map for setting PA correction term used by calculation processing of FIG. 16 is a map for setting a TA correction term used in the calculation process of FIG. It is a timing chart which shows the operation example obtained by the stop control processing of the internal combustion engine by a 2nd embodiment. It is a flowchart which shows the setting process of the target 2nd stage control opening degree of the throttle valve by 3rd Embodiment. It is a figure which shows the relationship between the 2nd stage control opening and final compression stroke rotation speed by 3rd Embodiment. It is a map for setting the PA correction term for learning and the PA correction term for setting according to the third embodiment. It is a map for setting the TA correction term for learning and the TA correction term for setting according to the third embodiment.
- FIG. 1 schematically shows an internal combustion engine 3 to which a stop control device 1 (see FIG. 2) according to the present embodiment is applied.
- the internal combustion engine (hereinafter referred to as "engine") 3 is, for example, a six-cylinder type gasoline engine.
- a fuel injection valve 6 (see FIG. 2) is attached to each cylinder 3a of the engine 3. Opening and closing of the fuel injection valve 6 is controlled by a control signal from the ECU 2 (see FIG. 2), whereby the fuel injection timing is controlled by the valve opening timing and the fuel injection amount QINJ is controlled by the valve opening time.
- An intake pipe 4 and an exhaust pipe 5 are connected to the cylinder head 3b of the engine 3 for each cylinder 3a, and a pair of intake valves 8, 8 (only one is shown) and a pair of exhaust valves 9, 9 (1 Only one is shown).
- a rotatable intake camshaft 41, an intake cam 42 integrally provided on the intake camshaft 41, a rocker arm shaft 43, and a rocker arm shaft 43 are provided in the cylinder head 3b.
- rocker arms 44 (only one is shown) and the like which are supported for free movement and which abut on the upper ends of the intake valves 8 and 8, respectively.
- the intake camshaft 41 is connected to the crankshaft 3c (see FIG. 1) via an intake sprocket and a timing chain (not shown), and makes one rotation each time the crankshaft 3c makes two revolutions. With the rotation of the intake camshaft 41, the rocker arms 44, 44 are pressed by the intake cam 42 and pivoted about the rocker arm shaft 43, whereby the intake valves 8, 8 are opened and closed.
- the exhaust cam shaft 61, the exhaust cam 62 integrally provided on the exhaust cam shaft 61, the rocker arm shaft 63, and the rocker arm shaft 63 are rotatably supported.
- two rocker arms 64 (only one of which is shown) or the like which are in contact with the upper ends of the exhaust valves 9, 9 are provided.
- the exhaust camshaft 61 is connected to the crankshaft 3 c via an exhaust sprocket and a timing chain (both not shown), and makes one revolution each time the crankshaft 3 c makes two revolutions. With the rotation of the exhaust camshaft 61, the rocker arms 64, 64 are pressed by the exhaust cam 62 and pivoted about the rocker arm shaft 63, whereby the exhaust valves 9, 9 are opened and closed.
- a cylinder discrimination sensor 25 is provided on the intake camshaft 41.
- the cylinder discrimination sensor 25 outputs a CYL signal, which is a pulse signal, at a predetermined crank angle position of a specific cylinder 3 a as the intake camshaft 41 rotates.
- a crank angle sensor 24 is provided on the crankshaft 3c.
- the crank angle sensor 24 outputs a TDC signal and a CRK signal, which are pulse signals, as the crankshaft 3 c rotates.
- the TDC signal is a signal representing that the piston 3 d is at a predetermined crank angle position in the vicinity of TDC (top dead center) at the start of the intake stroke in any of the cylinders 3 a, and is a six-cylinder type as in this embodiment.
- the crank shaft 3 c is output each time it rotates 120 °.
- the CRK signal is output every predetermined crank angle (for example, 30 °).
- the ECU 2 calculates the number of revolutions NE of the engine 3 (hereinafter referred to as "the number of engine revolutions") based on the CRK signal.
- the engine speed NE represents the rotational speed of the engine 3. Further, the ECU 2 determines which cylinder 3a is in the compression stroke based on the CYL signal and the TDC signal, and assigns cylinder numbers CUCYL of 1 to 6 based on the determination result.
- the ECU 2 calculates the crank angle CA based on the TDC signal and the CRK signal, and sets the stage number STG.
- the stage number STG is set to “0” when the crank angle CA is 0 ⁇ CA ⁇ 30, where the reference angle position of the crank angle CA corresponding to the initial stage of the intake stroke is 0 ° in any of the cylinders 3a. It is set to “1” when 30 ⁇ CA ⁇ 60, “2” when 60 ⁇ CA ⁇ 90, and “3” when 90 ⁇ CA ⁇ 120.
- a throttle valve mechanism 13 is provided in the intake pipe 4.
- the throttle valve mechanism 13 has a throttle valve 13a rotatably provided in the intake pipe 4 and a TH actuator 13b for driving the same.
- the TH actuator 13 b is a combination of a motor and a gear mechanism (none of which is shown), and is driven by a control signal based on the target opening degree ICMDTHIGOF from the ECU 2.
- intake amount the amount of fresh air sucked into the cylinder 3a
- an intake air temperature sensor 22 is provided downstream of the throttle valve 13 a of the intake pipe 4.
- the intake air temperature sensor 22 detects an intake air temperature (hereinafter referred to as “intake air temperature”) TA, and the detection signal is output to the ECU 2.
- a detection signal representing the atmospheric pressure PA from the atmospheric pressure sensor 23 and a detection signal representing the temperature TW of cooling water of the engine 3 are output from the atmospheric pressure sensor 23 to the ECU 2 .
- a signal indicating the on or off state is output from the ignition switch (SW) 21 (see FIG. 2) to the ECU 2.
- SW ignition switch
- the ECU 2 is configured by a microcomputer including an I / O interface, a CPU, a RAM, and a ROM (none of which are shown).
- the detection signals from the various switches and sensors 21 to 26 described above are input to the CPU after being subjected to A / D conversion and shaping at the I / O interface.
- the ECU 2 determines the operating state of the engine 3 according to the control program stored in the ROM according to these input signals, and controls the engine 3 including stop control according to the determined operating state.
- the ECU 2 includes a rotational speed detection unit, a first intake quantity control unit, a second intake quantity control unit, a second predetermined rotational speed setting unit, a first predetermined rotational speed setting unit, and a second predetermined opening degree. It corresponds to the setting means, the first predetermined rotation speed restriction means, the first predetermined opening degree correction means, the first predetermined opening degree setting means, the first correction means, and the second correction means.
- stop control of the engine 3 according to the first embodiment, which is executed by the ECU 2, will be described with reference to FIGS. 4 to 14.
- the throttle valve 13a is controlled to the open side, thereby immediately before the piston 3d stops.
- the engine speed NE final compression stroke speed NEPRSFTGT
- FIG. 4 shows setting processing of the target stop control start rotational speed NEICOFREFX. This process and various processes to be described later are executed in synchronization with the generation of the CYL signal. The present process sets and learns a target value of the stop control start rotational speed to start the control to the opening side of the throttle valve 13a (second stage control described later) in the stop control as the target stop control start rotational speed NEICOFREFX. It is performed once per stop control.
- step 1 it is determined whether or not the target stop control start rotational speed setting completion flag F_IGOFTHREFDONE is “1”. If the answer to this question is affirmative (YES), that is, if the setting of the target stop control start rotational speed NEICOFREFX has already been performed, the present process ends.
- step 2 it is determined in step 2 whether the number of times of learning NENGSTP is zero. If the answer is YES and the number of times of learning NENGSTP has been reset due to battery cancellation or the like, the target stop control start rotational speed NEICOFREFX is set to a predetermined initial value NEICOFINI (step 3), and the process proceeds to step 12 described later.
- step 4 it is determined in step 4 whether the learning condition satisfaction flag F_NEICOFRCND is “1”.
- the learning condition satisfaction flag F_NEICOFRCND a predetermined learning condition of the target stop control start rotational speed NEICOFREFX is satisfied, including that the engine is not stalled, that the engine water temperature TW is not a low temperature condition below a predetermined value, etc. Sometimes it is set to "1". If the answer to this step S4 is NO, and the learning condition is not satisfied, learning of the target stop control start rotational speed NEICOFREFX is not performed, and the process proceeds to step S13 described later.
- step 4 if the answer to step 4 is YES, and the learning condition of the target stop control start rotational speed NEICOFREFX is satisfied, the final compression stroke rotational speed NEPRSFTGT obtained during the previous stop control in step 5 starts the stop control.
- the intercept INTCPNPF is calculated by the following equation (1) using the rotational speed NEIGOFTH and the predetermined slope SLOPENPF0.
- INTCPNPF NEPRSFTGT-SLOPENPF0 ⁇ NEIGOFTH ... (1)
- This equation (1) is a linear function that has a correlation as shown in FIG. 9 between the stop control start rotational speed NEIGOFTH and the final compression stroke rotational speed NEPRSFTGT, that is, a slope with SLOPENPF0 as the slope and an INTCPNPF as the intercept. If the engine 3 has the same model, it is assumed that the slope SLOPENPF0 is constant. Based on this premise, the intercept INTCPNPF is obtained by equation (1) using the stop control start rotational speed NEIGOFTH and the final compression stroke rotational speed NEPRSTGT obtained at the time of stop control. Thereby, the correlation between the stop control start rotational speed NEIGOFTH and the final compression stroke rotational speed NEPRSFTGT is determined.
- the final compression step rotational speed NEPRSTGT has a smaller value with respect to the same control start rotational speed NEICOFRRT, so the linear function is offset lower (for example, FIG. 9) An alternate long and short dash line) and an intercept INTCPNPF are calculated to smaller values.
- the smaller the friction of the piston 3d the more the linear function is offset upward (for example, the broken line in FIG. 9) and the intercept INTCPNPF is calculated to a larger value, for the reverse reason.
- step 6 based on the correlation determined as described above, using the calculated intercept INTCPNPF and the slope SLOPENPF0, applying the predetermined reference value NENPFLMT0 of the final compression stroke rotational speed, the following equation ( Based on 2), a basic value NEICOFRRT of the target stop control start rotational speed is calculated (see FIG. 9).
- NEICOFRRT (NENPFLMT0-INTCPNPF) / SLOPPF0 ...
- the reference value NENPFLMT0 of the final compression stroke rotational speed corresponds to a value that causes the piston 3d to stop at a predetermined position where valve overlap does not occur when the final compression stroke rotational speed NEPRSF is controlled to this value. Or the like, and is set to, for example, 260 rpm in the present embodiment. Therefore, the piston 3d can be stopped at a predetermined position by using the basic value NEICOFRRT of the target stop control start rotational speed obtained by the above equation (2).
- step 7 the map value DNEICOFPA is retrieved from the map shown in FIG. 10 according to the atmospheric pressure PA0 detected at the time of stop control, and is set as the learning PA correction term dneicofrpa.
- a map value DNEICOFTA is retrieved from the map shown in FIG. 11 according to the intake air temperature TA0 detected at the time of stop control, and is set as a learning TA correction term dneicofrta.
- NEICOFREF NEICOFRRT-dneicofrpa-dneicofrta ...
- the learning PA correction term dneicofrpa is set to a larger value as the atmospheric pressure PA0 is higher, the basic value NEICOFREF after correction of the target stop control start rotational speed is higher as the atmospheric pressure PA0 is higher. Is corrected to a smaller value.
- the learning TA correction term dneicofrta is set to a larger value as the intake air temperature TA0 is lower, the basic value NEICOFREF after correction of the target stop control start rotational speed is smaller as the intake air temperature TA0 is lower. Corrected to the value.
- step 10 the smoothing coefficient CICOFREFX is calculated by searching the map shown in FIG. 12 according to the number of times of learning NENGSTP.
- the smoothing coefficient CICOFREFX is set to a larger value as the number of times of learning NENGSTP increases (0 ⁇ CICOFREFX ⁇ 1).
- step 11 using the corrected basic value NEICOFREF of the target stop control start rotational speed, the previous value NEICOFREFX of the target stop control start rotational speed, and the smoothing coefficient CICOFREFX, the target is obtained by the following expression (4) A current value NEICOFREFX of the stop control start rotational speed is calculated.
- NEICOFREFX NEICOFREF (1-CICOFREFX) + NEICOFREFX ⁇ CICOFREFX ... (4)
- the target stop control start rotational speed NEICOFREFX is a weighted average value of the corrected basic value NEICOFREF of the target stop control start rotational speed and the previous value NEICOFREFX of the target stop control start rotational speed.
- the smoothing coefficient CICOFREFX is used as a weighting coefficient of the weighted average. For this reason, the current value NEICOFREFX of the target stop control start rotational speed is calculated to be closer to the corrected basic value NEICOFREF of the target stop control start rotational speed as the averaging coefficient CICOFREFX is smaller, and the larger the averaging coefficient CICOFREFX is The target stop control start rotational speed is calculated to be closer to the previous value NEICOFREFX.
- the averaging coefficient CICOFREFX is set as described above according to the number of times of learning NENGSTP, the smaller the number of times of learning NENGSTP, the larger the degree of reflection of the basic value NEICOFREF after correction of the target stop control start rotational speed. As the number NENGSTP increases, the degree of reflection of the previous value NEICOFREFX of the target stop control start rotational speed increases.
- step 12 following step 3 or 11, the number of times of learning NENGSTP is incremented. If the answer to step 4 is NO, or after step 12, to indicate that setting of the target stop control start rotational speed NEICOFREFX is completed in step 13, the target stop control start rotational speed setting completion flag F_IGOFTHREFDONE Is set to “1”, and this processing ends.
- FIGS. 5 and 6 show a process of setting a target opening degree ICMDTHIGOF which is a target of the opening degree of the throttle valve 13a.
- fully closed control is performed to control the target opening degree ICMDTHIGOF of the throttle valve 13a to a value 0 according to the engine speed NE, and first stage control set to a first predetermined opening degree.
- the second stage control to set to the larger second predetermined opening degree is performed in order.
- step 21 it is determined whether or not the second stage control execution flag F_IGOFFTH2 is "1".
- the second stage control execution flag F_IGOFFTH2 is set to “1” during execution of the above-described second stage control, and is set to “0” otherwise.
- this processing ends.
- step 21 it is determined whether or not the fuel cut flag F_IGOFFFC is "1" at step 22. If this answer is NO and the fuel supply to the engine 3 has not been completely stopped after the ignition switch 21 is turned off, the first stage control execution flag F_IGOFFTH1 and the second stage control execution flag F_IGOFFTH2 are set to "0" respectively. At the same time as the setting (steps 23, 24), the target opening degree ICMDTHIGOF is set to the value 0 (step 25), and the present process is ended.
- step 22 if the answer to step 22 is YES, and the stopping of the fuel supply to the engine 3 has been completed, the map value DNEICOFPA is retrieved from the map of FIG. 10 described above according to the atmospheric pressure PA at that time.
- the setting PA correction term dneicofpax is set (step 26).
- step 27 the map value DNEICOFTA is retrieved from the map of FIG. 11 described above according to the intake air temperature TA at that time, and is set as the setting TA correction term dneicoftax.
- step 28 using the target stop control start rotational speed NEICOFREFX set in step 11 of FIG. 4 and the setting PA correction term dneicofpax calculated as described above and the setting TA correction term dneicoftax, the following equation
- the corrected target stop control start rotational speed NEICOFREFN is calculated by (5).
- NEICOFREFN NEICOFREFX + dneicofpax + dneicoftax ... (5)
- the setting PA correction term dneicofpax is set to a larger value as the atmospheric pressure PA is higher, so the corrected target stop control start rotational speed NEICOFREFN is larger as the atmospheric pressure PA is higher. Corrected to the value. This is due to the following reasons.
- the corrected target stop control start rotational speed NEICOFREFN is corrected to a larger value as the atmospheric pressure PA is higher, and the second stage control is started at an earlier timing, whereby the operation of the throttle valve 13a as described above and It is possible to appropriately avoid the influence of the delay of the intake.
- the corrected target stop control start rotational speed NEICOFREFN is corrected to a larger value as the intake air temperature TA is lower. Be done.
- the lower the intake air temperature TA the larger the friction when the piston 3d slides, and the higher the density of the intake air, the higher is the decrease speed of the engine speed NE. Therefore, as the intake air temperature TA is lower, the corrected target stop control start rotational speed NEICOFREFN is corrected to a larger value, and the second stage control is started at an earlier timing, whereby the operation of the throttle valve 13a and the intake delay are reduced. The influence can be avoided appropriately.
- FIG. 13 shows the calculation subroutine.
- the upper limit value NEPRELMT corresponds to a value that may cause the engine 3 to resonate when the first stage control is started in the state of the engine rotational speed NE exceeding this value, and is set to, for example, 600 rpm.
- the first-stage control target opening degree ICMDOFPRE is set to a predetermined basic value ICMDPREB (step 73), and the present process is terminated.
- step 72 if the answer to step 72 is YES, and the first stage control start rotational speed NEICOFPRE calculated in step 71 exceeds the upper limit value NEPRELMT, it is assumed that the engine 3 may resonate, and to avoid this
- the first stage control start rotational speed NEICOFPRE is set to the upper limit value NEPRELMT and limited (step 74). Further, the first-stage control target opening degree ICMDOFPRE is set to a value obtained by adding a predetermined correction term DICMD to the basic value ICMDPREB (step 75), and the present process is ended.
- step 30 following step 29 it is determined whether the engine rotational speed NE is smaller than the calculated first stage control start rotational speed NEICOFPRE. If the answer to this question is negative (NO), that is, if NE ⁇ ⁇ NEICOFPRE, then the steps 23 to 25 are executed to continue the fully closed control of the throttle valve 13a, thus ending this processing.
- step 31 it is determined whether the first stage control execution flag F_IGOFFTH1 is “1” (step 31). If the answer is no and the first stage control is not yet executed, the target opening degree ICMDTHIGOF is set to the first stage control target opening degree ICMDOFPRE calculated in step 29 (step 34). Start the first stage control. Further, to indicate that the first stage control is being executed, the first stage control execution flag F_IGOFFTH1 is set to "1" (step 35), and the present process is ended.
- step 32 it is determined whether the stage number STG is "0" (step 32).
- the answer is NO, that is, when none of the cylinders 3a corresponds to the middle stage of the compression stroke, the steps 34 and 35 are executed, and the present process is ended.
- step 32 determines whether the corrected target stop control start rotational speed NEICOFREFN is smaller (step 33). If the answer to this question is negative (NO), that is, if NEICOFREFN ⁇ NE ⁇ NEICOFPRE, then the steps 34 and 35 are executed to continue the first stage control, and the present process is ended.
- step 33 determines whether the stage number STG is "0" and the engine speed NE is below the after-correction target stop control start speed NEICOFREFN.
- the engine rotational speed NE is stored as the actual stop control start rotational speed NEIGOFTH, and the atmospheric pressure PA and the intake air temperature TA at that time are stored as the atmospheric pressure PA0 and the intake air temperature TA0 at the time of stop control (step 37, 38).
- the stored stop control start rotational speed NEIGOFTH is used in the equation (1), and the atmospheric pressure PA0 and the intake air temperature TA0 are the PA correction term for learning dneicofrpa and the TA correction term for learning in steps 7 and 8 of FIG. 4 respectively. It is used to calculate dneicofrta.
- step 40 it is judged if this deviation DNEIGOFTH is smaller than a predetermined first judgment value DNEIGOFTHL. If the answer is YES, it is assumed that the deviation DNEIGOFTH is small, and the rotation speed deviation flag F_DNEIGOFTH is set to "0" to indicate that (step 41), and the target opening ICMDTHIGOF for the second stage control
- the predetermined opening degree ICMDOF2 is set (step 42).
- the second predetermined opening degree ICMDOF2 is larger than the first stage control target opening degree ICMDOFPRE.
- the second stage control execution flag F_IGOFFTH2 is set to “1” (step 43), and the present process is ended.
- step 40 when the answer in step 40 is NO, and DNEIGOFTH DN DNEIGOFTHL, it is assumed that the difference between the corrected target stop control start rotational speed NEICOFREFN and the actual stop control start rotational speed NEIGOFTH is large, and this is the rotation speed.
- the deviation flag F_DNEIGOFTH is set to "1" (step 44)
- step 42 the target opening degree ICMDTHIGOF is set to the second predetermined opening degree ICMDOF2, step 43 described above is executed, and the present process is ended.
- step 45 if the answer in step 45 is NO, that is, DNEIGOFTHL ⁇ DNEIGOFTH ⁇ DNEIGOFTHH, the target opening degree ICMDTHIGOF is set to the third predetermined opening degree ICMDOF3 (step 46), and the process is finished after the step 43 is executed. Do.
- the third predetermined opening degree ICMDOF3 is larger than the first stage control target opening degree ICMDOFPRE and smaller than the second predetermined opening degree ICMDOF2.
- step 51 it is judged if the second stage control execution flag F_IGOFFTH2 is "1". If the answer to this question is negative (NO), and the second stage control is not being executed, the final compression stroke rotational speed NEPRSFTGT is set to the value 0 (step 52), and the present process is terminated.
- step 53 it is determined in step 53 whether or not the initialization end flag F_TDCTHIGOFINI is "1". If the answer to this question is negative (NO), the current cylinder number CUCYL is shifted to its previous value CUCYLIGOFTHZ (step 54). Further, the TDC counter value CTDCTHIGOF which measures the number of occurrences of TDC after the second stage control start is reset to 0 (step 55), and an initialization end flag F_TDCTHIGOFINI is displayed to indicate that the above initialization process is completed. Is set to "1" (step 56), and the process proceeds to step 60 described later.
- step 53 determines whether or not the previous value CUCYLIGOFTHZ of the cylinder number and the cylinder number CUCYL at that time coincide with each other (step 57). If the answer is YES, the process proceeds to step 60 described later.
- step 57 if the answer to step 57 is NO, CUCYLIGOFTHZ ⁇ CUCYL, the TDC counter value CTDCTHIGOF is incremented on the assumption that TDC is generated (step 58), and the cylinder number CUCYL at that time is shifted to its previous value CUCYLIGOFTHZ. (Step 59), the process proceeds to step 60.
- step 60 it is determined whether or not the stage number STG is "0", and in step 61, it is determined whether or not the engine speed NE is 0. If the answer to this step 60 is NO, and none of the cylinders 3a correspond to the middle stage of the compression stroke, or if the answer to step 61 is YES and the engine 3 is completely stopped, this processing ends Do.
- step 60 determines whether the temporary value NEPRSF of the compression stroke rotational speed is larger than the engine rotational speed NE at that time.
- this answer is NO and NEPRSF ⁇ NE, this processing ends.
- step 62 when the answer to step 62 is YES, and NEPRSF> NE, the engine speed NE is stored as the temporary value NEPRSF of the final compression stroke speed (step 63), and then the final compression stroke speed is calculated in step 64. It is determined whether the completion flag F_SETPRSFTGT is "1". If the answer is YES and calculation of the final compression stroke rotational speed NEPRSFTGT has already been completed, the present process ends.
- step 65 it is determined whether the TDC counter value CTDCTHIGOF is equal to the predetermined value NTDCIGOFTH (step 65).
- the predetermined value NTDCIGOFTH is obtained in advance by experiments or the like after the start of the second stage control, and the number of times TDC will be the final compression stroke is set to, for example, a value of 3 in this embodiment.
- step S65 If the answer to this step S65 is NO, this is not the final compression stroke, so the flow proceeds to the above-mentioned step S52, the final compression stroke rotational speed NEPRSFTGT is set to the value 0, and this processing is ended.
- step 65 when the answer to step 65 is YES, the temporary value NEPRSF stored in the step 63 is calculated as the final compression stroke rotational speed NEPRSFTGT on the assumption that it is the final compression stroke (step 66). Further, the final compression stroke rotational speed calculation completion flag F_SETPRSFTGT is set to “1” (step 67), and the present process is ended.
- the final compression stroke rotational speed NEPRSFTGT calculated in this manner is applied to the equation (1) in the next stop control, and is used to set the target stop control start rotational speed NEICOFREFX.
- FIG. 14 shows an operation example obtained by the stop control process of the engine 3 according to the first embodiment described above.
- the ignition switch (SW) 21 when the ignition switch (SW) 21 is turned off, the supply of fuel from the fuel injection valve 6 is stopped, whereby the engine speed NE is reduced. Further, at this time, the target opening degree ICMDTHIGOF is set to the value 0, whereby the opening degree of the throttle valve 13a (throttle valve opening degree ATH) is controlled to be fully closed, and the intake pressure PBA is lowered accordingly. .
- the first stage control is started, and the target opening degree ICMDTHIGOF is set to the first stage control target opening degree ICMDOFPRE,
- the throttle valve opening ATH is controlled to the open side, and the intake pressure PBA increases accordingly.
- the first stage control ends and the second stage control starts.
- the intake pressure PBA has risen to the desired initial value PBAREF.
- the target opening degree ICMDTHIGOF is set to the second predetermined opening degree ICMDOF2, whereby the throttle valve opening degree ATH is further increased.
- the intake pressure PBA increases from the initial value PBAREF to the atmospheric pressure PA.
- the final compression stroke rotational speed NEPRSFTGT substantially matches the reference value NENPFLMT0, whereby the piston 3d can be accurately stopped at a predetermined position, and valve overlap is avoided.
- the corrected target stop control start rotational speed NEICOFREFN is set to a smaller value than in the case of the solid line described above, and accordingly, the first stage control
- the start rotational speed NEICOFPRE is set to a smaller value (step 71 in FIG. 13).
- the first stage control is also started later when the second stage control is started later as compared with the case of the solid line, so that the second stage control starts.
- the intake pressure PBA substantially matches the desired initial value PBAREF. Therefore, as in the case of the solid line, the piston 3d can be accurately stopped at a predetermined position.
- the corrected target stop control start rotational speed NEICOFREFN is set to a larger value than in the case of the solid line described above.
- the first stage control start rotational speed NEICOFPRE is set to a larger value (step 71 in FIG. 13).
- the first stage control is also started earlier when the second stage control is started earlier than in the case of the solid line, so that the second stage control starts.
- the intake pressure PBA substantially matches the desired initial value PBAREF. Therefore, as in the case of the solid line, the piston 3d can be accurately stopped at a predetermined position.
- the throttle valve 13a when the engine 3 is stopped, when the throttle valve 13a is opened from the fully closed state (step 25 in FIG. 6) to control the stop position of the piston 3d, the throttle valve 13a
- the target opening degree ICMDTHIGOF is first set to the target opening degree ICMDOFPRE for the first stage control by the first stage control (step 34 in FIG. 6), and then the second predetermined stage opening ICMDOF2 is made larger by the second stage control.
- the third predetermined opening degree ICMDOF3 is set (steps 42 and 46 in FIG. 6).
- the throttle valve 13a by opening the throttle valve 13a in two stages, it is possible to avoid a sharp rise in the intake pressure PBA during that time, and it is possible to prevent generation of abnormal noise and vibration such as air flow noise resulting therefrom. .
- the target opening degree ICMDTHIGOF of the throttle valve 13a is not gradually increased, but is held at the first stage control target opening degree ICMDOFPRE.
- the initial conditions such as the intake pressure PBA at the start of the second stage control can be stabilized without variation while suppressing the influence of the above.
- the second stage control the piston 3d can be accurately stopped at a predetermined position.
- the corrected target stop control start rotational speed NEICOFREFN is changed according to the correlation between the stop control start rotational speed NEIGOFTH and the final compression stroke rotational speed NEPRSFTGT, the first stage control start rotational speed ICMDOFPRE is changed.
- the corrected target stop control start rotational speed NEICOFREFN is set to a value obtained by adding a predetermined value DNEICOFPRE (step 71 in FIG. 13). Therefore, even when the start timing of the second stage control is changed, the initial conditions of the second stage control can be stabilized by starting the first stage control at the timing according to the change, and the second stage The accuracy of the stop control of the piston 3d by the control can be secured.
- the first stage control start rotational speed ICMDOFPRE set according to the corrected target stop control start rotational speed NEICOFREFN is larger than the upper limit NEPRELMT
- the first stage control start rotational speed ICMDOFPRE is limited to the upper limit NEPRELMT (Steps 72 and 74 in FIG. 13).
- the first stage control is started after waiting for the engine speed NE to decrease to the upper limit value NEPRELMT, so that the first stage control can be avoided from being performed in the resonance region where the engine speed NE is high.
- the noise and vibration due to the resonance of the engine 3 can be reliably prevented.
- the target opening degree ICMDOFPRE for the first stage control is corrected to the increase side (step 75 in FIG. 13).
- the initial conditions of the second stage control can be stabilized, and the accuracy of the stop control of the piston 3d can be secured.
- the target stop control start rotational speed NEICOFREFX is corrected according to the actual atmospheric pressure PA and intake air temperature TA, and the corrected target stop control start rotational speed NEICOFREFN is calculated (steps 26 to 28 in FIG. 5).
- the rear target stop control start rotational speed NEICOFREFN can be set more appropriately, and the accuracy of the stop control of the piston 3d can be further enhanced.
- the first stage control start rotational speed NEICOFPRE is calculated by adding the predetermined value DNEICOFPRE to the corrected target stop control start rotational speed NEICOFREFN, this value is further adjusted to the atmospheric pressure. It may be corrected by PA and intake air temperature TA. Specifically, first, according to the atmospheric pressure PA, the map value DNEICOFPA is retrieved from the above-described map shown in FIG. 10, and is set as the setting PA correction term dneicofpax1 and according to the intake temperature TA, FIG. The map value DNEICOFTA is retrieved from the map shown, and is set as a setting TA correction term dneicoftax1.
- NEICOFPRE NEICOFREFN + DNEICOFPRE + Dneicofpax 1 + dneicoftax 1 ?? (6)
- the setting PA correction term dneicofpax 1 is set to a larger value as the atmospheric pressure PA is higher, and the setting TA correction term dneicoftax 1 is as the intake air temperature TA is lower. It is set to a larger value.
- the first stage control start rotational speed NEICOFPRE is corrected to be higher as the atmospheric pressure PA is higher and the intake air temperature TA is lower.
- the first stage control start rotational speed NEICOFPRE can be set more finely according to the actual atmospheric pressure PA and intake air temperature TA, and the intake pressure PBA at the start of the second stage control can be further appropriately controlled. Therefore, the accuracy of the stop control of the piston 3d can be further enhanced.
- the second predetermined opening degree ICMDOF2 is a fixed value, but the second predetermined opening degree ICMDOF2 may be corrected and set by the atmospheric pressure PA and the intake air temperature TA.
- the map value DATHICOFPA is retrieved from the map shown in FIG. 22 and set as the setting PA correction term dathicofpax, and according to the intake air temperature TA, the map from the map shown in FIG.
- the value DATHICOFTA is retrieved and set as a setting TA correction term dathicoftax.
- the second predetermined opening ICMDOF2 is calculated by the following equation (7).
- ICMDOF2 ICMDOF2B + dathicofpax + dathicoftax ... (7)
- the map value DATHICOFPA is set to a larger value as the atmospheric pressure PA is lower, and in the map of FIG. 23, the map value DATHICOFTA is set to a larger value as the intake air temperature TA is higher. It is done.
- the second predetermined opening degree ICMDOF2 is corrected to be larger as the atmospheric pressure PA is lower and the intake air temperature TA is higher.
- the second predetermined opening degree ICMDOF2 can be set more finely according to the actual atmospheric pressure PA and intake air temperature TA, and therefore, the accuracy of the stop control of the piston 3d can be further enhanced.
- the process of calculating the target opening degree ICMDOFPRE for the first stage control according to the second embodiment of the present invention will be described. This calculation process is executed instead of the calculation process of FIG. 13 according to the first embodiment.
- the first stage control start rotational speed NEICOFPRE is changed according to the change of the post-correction target stop control start rotational speed NEICOFREFN.
- the target opening degree ICMDOFPRE for the first stage control is changed without changing the number NEICOFPRE.
- step 81 the difference between the predetermined first stage control start rotational speed NEICOFPRE and the corrected target stop control start rotational speed NEICOFREFN calculated at step 28 in FIG. 5 is calculated as the rotational speed deviation DNE12. .
- the NE correction term DICMDPRENE is calculated by searching the map shown in FIG. 16 according to the calculated rotational speed deviation DNE12 (step 82). In this map, the NE correction term DICMDPRENE is set to a larger value as the rotation speed deviation DNE12 is smaller.
- the PA correction term DICMDPREPA is calculated by searching the map shown in FIG. 17 according to the atmospheric pressure PA (step 83). In this map, the PA correction term DICMDPREPA is set to a larger value as the atmospheric pressure PA is lower.
- the TA correction term DICMDPRETA is calculated by searching the map shown in FIG. 18 according to the intake air temperature TA (step 84). In this map, the TA correction term DICMDPRETA is set to a larger value as the intake air temperature TA is higher.
- the first stage control is performed by adding the NE correction terms DICMDPRENE, PA correction terms DICMDPREPA and TA correction terms DICMDPRETA calculated in the above steps 82 to 84 to the predetermined basic value ICMDPREB by the following equation (8)
- the target opening degree ICMDOFPRE is calculated (step 85), and the process ends.
- ICMDOFPRE ICMDPREB + DICMDPRENE + DICMD PREPA + DI CMD PRETA ... (8)
- the intake pressure PBA at the start of the second stage control tends to be insufficient. Therefore, as described above, as the rotational speed deviation DNE12 decreases, the NE correction term DICMDPRENE is set to a larger value, and the target opening degree ICMDOFPRE for the first stage control is corrected to a larger value, whereby the intake amount and suction amount are increased.
- the intake pressure PBA at the start of the second stage control can be kept substantially constant.
- the PA correction term DICMDPREPA is set to a larger value as the atmospheric pressure PA is higher, and the intake pressure PBA at the start of the second stage control is substantially set by increasing the intake amount and the intake pressure PBA. It can be kept constant.
- the TA correction term DICMDPRETA is set to a larger value as the intake temperature TA is lower, and the intake pressure and the intake pressure PBA are increased to substantially reduce the intake pressure PBA at the start of the second stage control. It can be kept constant.
- FIG. 19 shows an operation example obtained by the stop control process of the engine 3 according to the second embodiment described above.
- the target opening degree ICMDTHIGOF is set to the value 0, whereby the throttle valve opening degree ATH is controlled to be fully closed and the intake pressure PBA is lowered.
- the first stage control is started when the engine speed NE becomes lower than the first stage control start speed NEICOFPRE, and the engine speed NE becomes lower than the corrected target stop control start speed NEICOFREFN. Stage control is started. At this point, the intake pressure PBA has risen to the desired initial value PBAREF.
- the corrected target stop control start rotational speed NEICOFREFN is set to a smaller value than in the case of the solid line described above, and accordingly, the first stage control
- the target opening degree ICMDOFPRE is set to a smaller value (step 82 in FIG. 15).
- the corrected target stop control start rotational speed NEICOFREFN is set to a larger value than in the case of the solid line described above, and accordingly, for the first stage control
- the target opening degree ICMDOFPRE is set to a larger value (step 82 in FIG. 15).
- the target opening degree ICMDOFPRE for the first stage control is changed to the predetermined first stage control start rotational speed NEICOFPRE.
- the first stage control target opening degree ICMDOFPRE is corrected according to the actual atmospheric pressure PA and intake air temperature TA (steps 83 to 85 in FIG. 15), the first stage control target opening degree ICMDOFPRE is made more appropriate. Therefore, by further stabilizing the initial condition of the second stage control, the accuracy of the stop control of the piston 3d can be further enhanced.
- the target stop control start rotational speed NEICOFREFX which is the target value of the stop control start rotational speed for starting the second stage control
- the second stage is used. It is intended to set and learn a target second stage control opening ATHIMICOFREF of control.
- FIG. 20 shows the process of setting this target second stage control opening degree ATHICOFREFX.
- step 91 it is judged if the target second stage control opening setting completion flag F_IGOFATHREFDONE is "1". If the answer to this question is affirmative (YES), that is, if the setting of the target second stage control opening ATHICOFREFX has already been made, the present process ends.
- step 92 it is determined at step 92 whether the number of times of learning NENGSTP is zero. If the answer is YES, the target second stage control opening ATHICOFREFX is set to a predetermined initial value ATHICOFINI (step 93), and the process proceeds to step 102 described later.
- step 94 it is determined at step 94 whether the above-mentioned learning condition satisfaction flag F_NEICOFRCND is “1”. When this answer is NO and the learning condition is not satisfied, learning of the target second stage control opening degree NEICOFREFX is not performed, and the process proceeds to step 103 described later.
- step 94 the answer to step 94 is YES, and the learning condition for the target second stage control opening ATHICOFREFX is satisfied, the final compression stroke rotational speed NEPRSFTGT obtained during the previous stop control in step 95 is 2 stages
- the intercept INTCPNTF is calculated by the following equation (9) using the eye control opening degree ATHIGOFTH and the predetermined slope SLOPENTF0.
- INTCPNTF NEPRSFTGT-SLOPTF 0 ⁇ ATHIGOFTH ... (9)
- This equation (9) is a linear function having a correlation as shown in FIG. 21 between the second stage control opening ATHIGOFTH and the final compression stroke rotational speed NEPRSFTGT, that is, with SLOPENTF0 as the slope and INTCPNTF as the intercept. It is assumed that the slope SLOPENTF0 is constant if the type of the engine 3 is the same while the correlation shown is established. Based on this premise, the intercept INTCPNTF is determined by equation (9) using the second stage control opening ATHIGOFTH and the final compression stroke rotational speed NEPRSTGT obtained at the time of stop control. Thereby, the correlation between the second stage control opening ATHIGOFTH and the final compression stroke rotational speed NEPRSFTGT is determined.
- the linear function is offset further upward
- the intercept INTCPNTF is calculated to a larger value (for example, the dashed line in FIG. 21).
- the smaller the friction of the piston 3d the lower the linear function is offset (for example, the alternate long and short dash line in FIG. 21), and the intercept INTCPNTF is calculated to a smaller value, for the reverse reason.
- step 96 using the calculated segment INTCPNTF and the slope SLOPENTF0 based on the correlation determined as described above, the predetermined reference value NENPFLMT0 of the final compression stroke rotational speed described above is applied to the next
- the basic value ATHICOFRRT of the target second stage control opening degree is calculated by the equation (10) (see FIG. 21).
- ATHICOFRRT (NENPFLMT0-INTCPNTF) / SLOPTF0 ... (10)
- the piston 3d can be stopped at a predetermined position by using the basic value ATHICOFRRT of the target second stage control opening obtained by the equation (10).
- step 97 a map value DATHICOFPA is retrieved from the map shown in FIG. 22 according to the atmospheric pressure PA0 detected at the time of stop control, and is set as a learning PA correction term dathicofrpa.
- step 98 a map value DATHICOFTA is retrieved from the map shown in FIG. 23 according to the intake air temperature TA0 detected at the time of stop control, and is set as a learning TA correction term dathicofrta.
- the learning PA correction term dathicofrpa is set to a smaller value as the atmospheric pressure PA0 is higher, and the learning TA correction term dathicofrta is lower as the intake air temperature TA0 is lower. Set to a smaller value.
- ATHICOFREF ATHICOFRRT-dathicofrpa -Dathicofrta ... (11)
- the learning PA correction term dathicofrpa is set to a smaller value as the atmospheric pressure PA0 is higher, the basic value ATHICOFREF after correction of the target second stage control opening degree is higher than the atmospheric pressure PA0. Is corrected to a larger value.
- the learning TA correction term dathicofrta is set to a smaller value as the intake air temperature TA0 is lower, the basic value ATHICOFREF after correction of the target stop control start rotational speed is larger as the intake air temperature TA0 is lower. Corrected to the value.
- step 100 the moderation coefficient CICOFREFX is calculated by searching the map shown in FIG. 12 according to the number of times of learning NENGSTP.
- step 101 using the corrected basic value ATHICOFREF of the target stop control start rotational speed, the previous value ATHICOFREFX of the target second stage control opening degree, and the smoothing coefficient CICOFREFX, the target is obtained according to the following expression (12)
- the current value ATHICOFREFX of the second stage control opening degree is calculated.
- ATHICOFREFX ATHICOFREF (1-CICOFREFX) + ATHICOFREFX ⁇ CICOFREFX ... (12)
- the target second-stage control opening ATHICOFREFX is a weighted average of the corrected second value of the target second-stage control opening and the previous value ATHICOFREFX of the target second-stage control opening. It is a value, and the smoothing coefficient CICOFREFX is used as the weighting coefficient of the weighted average. Also, since the smoothing coefficient CICOFREFX is set as described above according to the number of times of learning NENGSTP, the smaller the number of times of learning NENGSTP, the larger the degree of reflection of the basic value ATHICOFREF after correction of the target second stage control opening degree. As the number of times of learning NENGSTP increases, the degree of reflection of the previous value ATHICOFREFX of the target second stage control opening degree increases.
- step 102 following step 93 or 101, the number of times of learning NENGSTP is incremented. If the answer in step 94 is NO, or after step 102, in step 103, the target second stage control opening setting completion flag F_IGOFATHREFDONE is set to "1", and the present process is ended.
- FIG. 24 shows a calculation process of the first-stage control target opening degree ICMDOFPRE.
- the map value DATHICOFPA is retrieved from the above-described map of FIG. 22 according to the atmospheric pressure PA at that time, and is set as the setting PA correction term dathicofpax1.
- step 112 in accordance with the intake air temperature TA at that time, the map value DATHICOFTA is retrieved from the map of FIG. 23 described above, and is set as the setting TA correction term dathicoftax1.
- step 113 the basic value ICMDPREA, the target second stage control opening degree ATHICOFREFX, the initial value ATHICOFINI and the predetermined value KATH, and the setting PA correction term dathicofpax1 and the setting TA correction term dathicoftax1 calculated as described above
- the target opening degree ICMDOFPRE for the first stage control is calculated using the following equation (13), and the present process is ended.
- ICMDOFPRE ICMDPREA -(ATHICOFREFX-ATHICOFINI) ⁇ KATH -Dathicofpax1-dathicoftax1 ... (13)
- the target opening degree ICMDOFPRE for the first stage control is set to a smaller value as the target second stage control opening degree ATHICOFREFX is larger.
- the friction of the piston 3d is small and the piston 3d is hard to stop. It represents a state in which the period of eye control tends to be long. Therefore, the intake amount is reduced by setting the first stage control target opening degree ICMDOFPRE to a smaller value as the target second stage control opening degree ATHICOFREFX is larger (see FIG. 28), and the first stage control is being performed.
- the intake pressure PBA at the start of the second stage control can be appropriately controlled regardless of the target second stage control opening degree ATHICOFREFX.
- the setting PA correction term dathicofpax 1 of the equation (13) is set to a larger value as the atmospheric pressure PA is lower, and the setting TA correction term dathicoftax1 is The higher the intake air temperature TA, the larger the value.
- the target opening degree ICMDOFPRE for the first stage control is corrected to be smaller as the atmospheric pressure PA is lower and the intake air temperature TA is higher.
- the target opening degree ICMDOFPRE for the first stage control can be set more finely according to the actual atmospheric pressure PA and intake air temperature TA, and the intake pressure PBA at the start of the second stage control can be further appropriately controlled. Therefore, the accuracy of the stop control of the piston 3d can be further enhanced.
- step 121 it is judged if the second stage control execution flag F_IGOFFTH2 is "1".
- the present process is ended as it is.
- step 122 it is determined at step 122 whether the fuel cut flag F_IGOFFFC is "1". If this answer is NO, the first stage control execution flag F_IGOFFTH1 and the second stage control execution flag F_IGOFFTH2 are set to "0" (steps 123 and 124), and the target opening degree ICMDTHIGOF is set to the value 0 (step 125). ), End this processing.
- step 122 if the answer to step 122 is YES, the map value DATHICOFPA is retrieved from the map of FIG. 22 described above according to the atmospheric pressure PA at that time, and is set as the setting PA correction term dathicofpa (step 126).
- step 127 in accordance with the intake air temperature TA at that time, the map value DATHICOFTA is retrieved from the map of FIG. 23 described above, and is set as a setting TA correction term dathicoftax.
- step 128 using the target second stage control opening degree ATHICOFREFX calculated in step 101 of FIG. 20, the setting PA correction term dathicofpax calculated as above, and the setting TA correction term dathicoftax, the following expression (14 And calculate the corrected target second stage control opening degree ATHICOFREFN.
- ATHICOFREFN ATHICOF REFX + dathicofpax + Dathicoftax ... (14)
- the corrected target second stage control opening ATHICOFREFN is set to a larger value as the intake air temperature TA is higher. It is corrected.
- the higher the intake air temperature TA the smaller the friction when the piston 3 d slides, and the lower the density of the intake air, the smaller the reduction rate of the engine speed NE. Therefore, as the intake air temperature TA is lower, the post-correction target second stage control opening ATHICOFREFN is corrected to a smaller value, and the influence of the operation of the throttle valve 13a and the intake delay is appropriately avoided by reducing the intake amount. can do.
- step 129 it is judged if the engine rotational speed NE is smaller than a predetermined first stage control start rotational speed NEICOFPRE (for example, 550 rpm). If the answer to this question is negative (NO), that is, if NE ⁇ ⁇ ⁇ ⁇ NEICOFPRE, then the steps 123 to 125 are executed to terminate the present process.
- a predetermined first stage control start rotational speed NEICOFPRE for example, 550 rpm.
- step 130 it is determined whether the first stage control execution flag F_IGOFFTH1 is "1" (step 130). If the answer is negative and the first stage control has not been executed yet, the target opening degree ICMDTHIGOF is set to the first stage control target opening degree ICMDOFPRE calculated in step 113 of FIG. 24 (step 133). The stage control execution flag F_IGOFFTH1 is set to "1" (step 134), and the present process ends.
- step 130 determines whether the stage number STG is "0" (step 131). If the answer to this question is negative (NO), the steps 133 and 134 are executed to end the present process.
- step 131 determines whether the engine rotational speed NE is smaller than a predetermined stop control start rotational speed NEICOFREFN (eg 500 rpm) (step 132) ). If the answer to this question is negative (NO), that is, if NEICOFREFNPRENE ⁇ NEICOFPRE, the first-step control is continued by executing steps 133 and 134, thus ending this processing.
- a predetermined stop control start rotational speed NEICOFREFN eg 500 rpm
- step 132 calculates whether the stage number STG is "0" and the engine speed NE is below the stop control start speed NEICOFREFN.
- step 128 calculation is made in step 128 in step 135.
- the corrected target second stage control opening ATHICOFREFN is stored as the second stage control opening ATHIGOFTH at stop control, and the atmospheric pressure PA and intake air temperature TA at that time are stored at the atmospheric pressure PA0 and intake temperature at stop control.
- the values are stored as TA0 (steps 136 and 137).
- the stored second stage control opening ATHIGOFTH is used in the above equation (9), and the atmospheric pressure PA0 and the intake air temperature TA0 are PA correction terms for learning PA correction term dathicofrpa and TA correction for learning in steps 97 and 98 of FIG. 20, respectively. It is used to calculate the term dathicofrta.
- the target opening degree ICMDTHIGOF is set to the corrected target second stage control opening degree ATHICOFREFN set at the step 128. Further, the second stage control execution flag F_IGOFFTH2 is set to “1” (step 139), and the present process ends.
- the final compression stroke rotational speed NEPRSFTGT is calculated by the processing of FIGS. 7 and 8 described above.
- the final compression stroke rotational speed NEPRSFTGT thus calculated is applied to the equation (9) in the next stop control, and is used to set the target second stage control opening degree ATHICOFREFX.
- the first stage control target opening ICMDOFPRE is increased, and the target second stage control opening ATHICOFREFX is larger.
- the first-stage control is executed with the intake amount according to it, thereby stabilizing the intake pressure PBA at the start of the second-stage control.
- the target opening degree ICMDOFPRE for the first stage control is corrected according to the actual atmospheric pressure PA and intake air temperature TA, the target opening degree ICMDOFPRE for the first stage control can be set more appropriately.
- By further stabilizing the intake pressure PBA at the start of control it is possible to further enhance the accuracy of the stop control of the piston 3d.
- the first stage control start rotational speed NEICOFPRE may be corrected and set by the atmospheric pressure PA and the intake air temperature TA. .
- the map value DNEICOFPA is retrieved from the map shown in FIG. 10 and set as the setting PA correction term dneicofpax, and according to the intake air temperature TA, the map shown in FIG.
- the value DNEICOFTA is retrieved and set as a setting TA correction term dneicoftax.
- the second predetermined opening degree ICMDOF2 is calculated by the following equation (15).
- NEICOFPRE NEICOFPREB + dneicofpax + dneicoftax ...
- the map value DNEICOFPA is set to a larger value as the atmospheric pressure PA is higher, and in the map of FIG. 11, the map value DNEICOFTA is set to a larger value as the intake air temperature TA is lower. It is done.
- the first stage control start rotational speed NEICOFPRE is corrected to be higher as the atmospheric pressure PA is higher and the intake air temperature TA is lower.
- the first stage control start rotational speed NEICOFPRE can be set more finely according to the actual atmospheric pressure PA and intake air temperature TA, and therefore, the accuracy of the stop control of the piston 3d can be further enhanced.
- this modification is the first stage control start rotational speed NEICOFPRE as the target second stage control opening. It is calculated according to the degree ATHICOFREFX.
- step 141 the map value DNEICOFPA is retrieved from the map of FIG. 10 described above according to the atmospheric pressure PA, and is set as the setting PA correction term dneicofpax1 for the first stage control start rotational speed.
- step 142 the map value DNEICOFTA is retrieved from the map of FIG. 11 described above according to the intake air temperature TA, and is set as the setting TA correction term dneicoftax1 for the first stage control start rotational speed.
- the first stage control start rotational speed NEICOFPRE is calculated according to the following equation (16) using dneicoftax1, and the present process is ended.
- NEICOFPRE NEICPREB -(ATHICOFREFX-ATHICOFINI) ⁇ KATHNE + Dneicofpax 1 + dneicoftax 1 ⁇ (16)
- the first stage control start rotational speed NEICOFPRE is set to a smaller value as the target second stage control opening degree ATHICOFREFX is larger.
- the friction of the piston 3d is small and the piston 3d is hard to stop. It represents a state in which the period of eye control tends to be long. Therefore, by setting the first stage control start rotational speed NEICOFPRE to a smaller value as the target second stage control opening ATHICOFREFX is larger (see FIG. 29), the first stage control is started from a later timing.
- the intake pressure PBA at the start of the second stage control can be appropriately controlled regardless of the target second stage control opening degree ATHICOREFX.
- the setting PA correction term dneicofpax 1 of the equation (16) is set to a smaller value as the atmospheric pressure PA is lower by the settings of the maps of FIGS. 10 and 11, and the setting TA correction term dneicoftax1 is The higher the intake air temperature TA, the smaller the value.
- the first stage control start rotational speed NEICOFPRE is corrected to be smaller as the atmospheric pressure PA is lower and the intake air temperature TA is higher.
- the first stage control start rotational speed NEICOFPRE can be set more finely according to the actual atmospheric pressure PA and intake air temperature TA, and the intake pressure PBA at the start of the second stage control can be further appropriately controlled. Therefore, the accuracy of the stop control of the piston 3d can be further enhanced.
- the throttle valve 13a is used as the intake amount adjustment valve for adjusting the intake amount when the internal combustion engine 3 is stopped, but instead, the intake lift can be changed by the intake lift variable mechanism.
- An intake valve may be used.
- correction of the target stop control start rotational speed NEICOFREFX and the target opening degree ICMDOFPRE for the first stage control is performed according to the atmospheric pressure PA and the intake air temperature TA, but in addition to or instead of these, It may be performed according to a parameter representing the temperature of the engine 3, for example, the engine coolant temperature TW. In this case, the lower the engine coolant temperature TW, the larger the friction when the piston 3d slides. Therefore, the target stop control start rotational speed NEICOFREFX or the target opening degree ICMDOFPRE for the first stage control is corrected to a larger value. In addition, such correction may be performed on the first stage control start rotational speed NEICOFPRE and / or the second predetermined opening degree ICMDOF2 of the second stage control.
- the stop control is executed assuming that the stop command of the engine 3 is issued when the ignition switch 21 is turned off, but the engine 3 is automatically operated when a predetermined stop condition is satisfied. In the case where idle stop is performed so as to stop the engine automatically, stop control may be performed after the stop condition is satisfied.
- the embodiment is an example in which the present invention is applied to a gasoline engine mounted in a vehicle, but the present invention is not limited to this and may be applied to various engines such as diesel engines other than gasoline engines. Also, the present invention can be applied to engines other than those for vehicles, for example, marine propulsion engines such as outboard motors having crankshafts vertically arranged. In addition, it is possible to change suitably the composition of details within the limits of the meaning of the present invention.
- the stop control device is useful in accurately stopping the piston at a predetermined position while preventing the generation of noise and vibration when the internal combustion engine is stopped.
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
- Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
Abstract
Description
INTCPNPF
=NEPRSFTGT-SLOPENPF0・NEIGOFTH
・・・・(1)
NEICOFRRT
=(NENPFLMT0-INTCPNPF)/SLOPENPF0
・・・・(2)
この最終圧縮行程回転数の基準値NENPFLMT0は、最終圧縮行程回転数NEPRSFがこの値に制御されたときに、ピストン3dがバルブオーバラップの発生しない所定位置に停止するような値に相当し、実験などによりあらかじめ求められ、本実施形態では、例えば260rpmに設定されている。したがって、上記の式(2)によって求めた目標停止制御開始回転数の基本値NEICOFRRTを用いることによって、ピストン3dを所定位置に停止させることができる。
NEICOFREF
=NEICOFRRT-dneicofrpa-dneicofrta
・・・・(3)
NEICOFREFX
=NEICOFREF・(1-CICOFREFX)
+NEICOFREFX・CICOFREFX ・・・・(4)
NEICOFREFN
=NEICOFREFX+dneicofpax+dneicoftax
・・・・(5)
NEICOFPRE
=NEICOFREFN+DNEICOFPRE
+dneicofpax1+dneicoftax1 ・・・・(6)
ICMDOF2
=ICMDOF2B+dathicofpax+dathicoftax
・・・・(7)
ICMDOFPRE
=ICMDPREB+DICMDPRENE
+DICMDPREPA+DICMDPRETA ・・・・(8)
INTCPNTF
=NEPRSFTGT-SLOPENTF0・ATHIGOFTH
・・・・(9)
ATHICOFRRT
=(NENPFLMT0-INTCPNTF)/SLOPENTF0
・・・・(10)
この式(10)によって求めた目標2段目制御開度の基本値ATHICOFRRTを用いることによって、ピストン3dを所定位置に停止させることができる。
ATHICOFREF
=ATHICOFRRT-dathicofrpa
-dathicofrta ・・・・(11)
ATHICOFREFX
=ATHICOFREF・(1-CICOFREFX)
+ATHICOFREFX・CICOFREFX ・・・・(12)
ICMDOFPRE
=ICMDPREA
-(ATHICOFREFX-ATHICOFINI)・KATH
-dathicofpax1-dathicoftax1
・・・・(13)
ATHICOFREFN
=ATHICOFREFX+dathicofpax
+dathicoftax ・・・・(14)
NEICOFPRE
=NEICOFPREB+dneicofpax+dneicoftax
・・・・(15)
NEICOFPRE
=NEICPREB
-(ATHICOFREFX-ATHICOFINI)・KATHNE
+dneicofpax1+dneicoftax1 ・・・・(16)
2 ECU(回転数検出手段、第1吸気量制御手段、第2吸気量制御手
段、第2所定回転数設定手段、第1所定回転数設定手段、
第2所定開度設定手段、第1所定回転数制限手段、第1所
定開度補正手段、第1所定開度設定手段、第1補正手段、
第2補正手段)
3 エンジン(内燃機関)
3d ピストン
13a スロットル弁(吸気量調整弁)
22 吸気温センサ(検出手段)
23 大気圧センサ(検出手段)
24 クランク角センサ(回転数検出手段)
26 水温センサ(検出手段)
NE エンジン回転数(内燃機関の回転数)
PA 大気圧
TA 吸気温(吸気の温度)
TW エンジン水温(内燃機関の温度)
NEICOFPRE 1段目制御開始回転数(第1所定回転数)
NEICOFREFN 補正後目標停止制御開始回転数(第2所定回転数)
ICMDOFPRE 1段目制御用目標開度(第1所定開度)
ICMDOF2 第2所定開度
NEPRELMT 上限値
Claims (16)
- 内燃機関の停止時に、吸気量を制御することによって、当該内燃機関のピストンの停止位置を所定位置に制御する内燃機関の停止制御装置であって、
前記吸気量を調整するための吸気量調整弁と、
前記内燃機関の回転数を検出する回転数検出手段と、
前記内燃機関の停止指令が出されたときに、前記吸気量調整弁を閉じるとともに、その後、前記検出された内燃機関の回転数が第1所定回転数になったときに、前記吸気量調整弁を第1所定開度に制御する第1吸気量制御を実行する第1吸気量制御手段と、
当該第1吸気量制御の後、前記内燃機関の回転数が前記第1所定回転数よりも小さな第2所定回転数になったときに、前記ピストンを前記所定位置に停止させるために、前記吸気量調整弁を前記第1所定開度よりも大きな第2所定開度に制御する第2吸気量制御を実行する第2吸気量制御手段と、
を備えることを特徴とする内燃機関の停止制御装置。 - 前記内燃機関の状態に応じて、前記第2所定回転数を設定する第2所定回転数設定手段と、
当該設定された第2所定回転数に応じて、前記第1所定回転数を設定する第1所定回転数設定手段と、
をさらに備えることを特徴とする、請求項1に記載の内燃機関の停止制御装置。 - 前記内燃機関の状態に応じて、前記第2所定開度を設定する第2所定開度設定手段と、
当該設定された第2所定開度に応じて、前記第1所定回転数を設定する第1所定回転数設定手段と、
をさらに備えることを特徴とする、請求項1に記載の内燃機関の停止制御装置。 - 前記設定された第1所定回転数が所定の上限値よりも大きいときに、当該第1所定回転数を前記上限値に制限する第1所定回転数制限手段と、
当該第1所定回転数が制限されたときに、前記第1所定開度を増大側にかつ前記第2所定開度よりも小さな値に補正する第1所定開度補正手段と、をさらに備えることを特徴とする、請求項2または3に記載の内燃機関の停止制御装置。 - 前記内燃機関の状態に応じて、前記第2所定回転数を設定する第2所定回転数設定手段と、
当該設定された第2所定回転数に応じて、前記第1所定開度を設定する第1所定開度設定手段と、
をさらに備えることを特徴とする、請求項1に記載の内燃機関の停止制御装置。 - 前記内燃機関の状態に応じて、前記第2所定開度を設定する第2所定開度設定手段と、
当該設定された第2所定開度に応じて、前記第1所定開度を設定する第1所定開度設定手段と、
をさらに備えることを特徴とする、請求項1に記載の内燃機関の停止制御装置。 - 前記内燃機関に吸入される吸気の温度、大気圧、および前記内燃機関の温度の少なくとも1つを検出する検出手段と、
当該検出された吸気の温度、大気圧および内燃機関の温度の少なくとも1つに応じて、前記第1所定回転数および前記第1所定開度の少なくとも一方を補正する第1補正手段と、
をさらに備えることを特徴とする、請求項1ないし6のいずれかに記載の内燃機関の停止制御装置。 - 前記内燃機関に吸入される吸気の温度、大気圧、および前記内燃機関の温度の少なくとも1つを検出する検出手段と、
当該検出された吸気の温度、大気圧および内燃機関の温度の少なくとも1つに応じて、前記第2所定回転数および前記第2所定開度の少なくとも一方を補正する第2補正手段と、
をさらに備えることを特徴とする、請求項1ないし7のいずれかに記載の内燃機関の停止制御装置。 - 内燃機関の停止時に、吸気量を制御することによって、当該内燃機関のピストンの停止位置を所定位置に制御する内燃機関の停止制御方法であって、
前記内燃機関の回転数を検出するステップと、
前記内燃機関の停止指令が出されたときに、前記吸気量を調整するための吸気量調整弁を閉じるとともに、その後、前記検出された内燃機関の回転数が第1所定回転数になったときに、前記吸気量調整弁を第1所定開度に制御する第1吸気量制御を実行するステップと、
当該第1吸気量制御の後、前記内燃機関の回転数が前記第1所定回転数よりも小さな第2所定回転数になったときに、前記ピストンを前記所定位置に停止させるために、前記吸気量調整弁を前記第1所定開度よりも大きな第2所定開度に制御する第2吸気量制御を実行するステップと、
を備えることを特徴とする内燃機関の停止制御方法。 - 前記内燃機関の状態に応じて、前記第2所定回転数を設定するステップと、
当該設定された第2所定回転数に応じて、前記第1所定回転数を設定するステップと、
をさらに備えることを特徴とする、請求項9に記載の内燃機関の停止制御方法。 - 前記内燃機関の状態に応じて、前記第2所定開度を設定するステップと、
当該設定された第2所定開度に応じて、前記第1所定回転数を設定するステップと、
をさらに備えることを特徴とする、請求項9に記載の内燃機関の停止制御方法。 - 前記設定された第1所定回転数が所定の上限値よりも大きいときに、当該第1所定回転数を前記上限値に制限するステップと、
当該第1所定回転数が制限されたときに、前記第1所定開度を増大側にかつ前記第2所定開度よりも小さな値に補正するステップと、をさらに備えることを特徴とする、請求項10または11に記載の内燃機関の停止制御方法。 - 前記内燃機関の状態に応じて、前記第2所定回転数を設定するステップと、
当該設定された第2所定回転数に応じて、前記第1所定開度を設定するステップと、
をさらに備えることを特徴とする、請求項9に記載の内燃機関の停止制御方法。 - 前記内燃機関の状態に応じて、前記第2所定開度を設定するステップと、
当該設定された第2所定開度に応じて、前記第1所定開度を設定するステップと、
をさらに備えることを特徴とする、請求項9に記載の内燃機関の停止制御方法。 - 前記内燃機関に吸入される吸気の温度、大気圧、および前記内燃機関の温度の少なくとも1つを検出するステップと、
当該検出された吸気の温度、大気圧および内燃機関の温度の少なくとも1つに応じて、前記第1所定回転数および前記第1所定開度の少なくとも一方を補正するステップと、
をさらに備えることを特徴とする、請求項9ないし14のいずれかに記載の内燃機関の停止制御方法。 - 前記内燃機関に吸入される吸気の温度、大気圧、および前記内燃機関の温度の少なくとも1つを検出するステップと、
当該検出された吸気の温度、大気圧および内燃機関の温度の少なくとも1つに応じて、前記第2所定回転数および前記第2所定開度の少なくとも一方を補正するステップと、
をさらに備えることを特徴とする、請求項9ないし15のいずれかに記載の内燃機関の停止制御方法。
Priority Applications (4)
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CN201080027964.5A CN102483003B (zh) | 2009-07-30 | 2010-07-30 | 内燃机的停止控制装置及方法 |
EP10804546.9A EP2461008B1 (en) | 2009-07-30 | 2010-07-30 | Stop control device and method for internal combustion engine |
US13/384,744 US8812221B2 (en) | 2009-07-30 | 2010-07-30 | Stop control system and method for internal combustion engine |
JP2011524854A JP5277316B2 (ja) | 2009-07-30 | 2010-07-30 | 内燃機関の停止制御装置および方法 |
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WO2011013800A1 true WO2011013800A1 (ja) | 2011-02-03 |
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PCT/JP2010/062901 WO2011013800A1 (ja) | 2009-07-30 | 2010-07-30 | 内燃機関の停止制御装置および方法 |
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US (1) | US8812221B2 (ja) |
EP (1) | EP2461008B1 (ja) |
JP (1) | JP5277316B2 (ja) |
CN (1) | CN102483003B (ja) |
WO (1) | WO2011013800A1 (ja) |
Cited By (3)
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CN103306825A (zh) * | 2012-03-05 | 2013-09-18 | 罗伯特·博世有限公司 | 用于控制内燃机的方法及设备 |
KR20150122070A (ko) * | 2014-04-22 | 2015-10-30 | 로베르트 보쉬 게엠베하 | 내연 기관 정지 방법 |
US20220307456A1 (en) * | 2021-03-25 | 2022-09-29 | Mazda Motor Corporation | Start controller for engine |
Families Citing this family (9)
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JP5601284B2 (ja) * | 2011-06-29 | 2014-10-08 | トヨタ自動車株式会社 | 内燃機関制御装置 |
EP2772401A1 (en) * | 2011-10-27 | 2014-09-03 | Toyota Jidosha Kabushiki Kaisha | Vehicle control device |
US9322352B2 (en) * | 2012-05-14 | 2016-04-26 | GM Global Technology Operations LLC | System and method for preventing misfire during engine startup |
US9249750B2 (en) | 2012-11-08 | 2016-02-02 | GM Global Technology Operations LLC | System and method for controlling fuel injection when an engine is automatically started to decrease an engine startup period |
US10099675B2 (en) | 2014-10-27 | 2018-10-16 | GM Global Technology Operations LLC | System and method for improving fuel economy and reducing emissions when a vehicle is decelerating |
JP6287889B2 (ja) * | 2015-02-19 | 2018-03-07 | トヨタ自動車株式会社 | 多気筒内燃機関の制御装置 |
DE102017221320A1 (de) * | 2017-11-28 | 2019-05-29 | Bayerische Motoren Werke Aktiengesellschaft | Verfahren und Steuereinheit zur Durchführung eines Motorstopps eines Verbrennungsmotors |
KR102575142B1 (ko) * | 2018-03-07 | 2023-09-06 | 현대자동차주식회사 | 엔진의 시동 오프시 진동 저감 장치 및 그 방법 |
WO2020022062A1 (ja) * | 2018-07-27 | 2020-01-30 | アイシン精機株式会社 | 内燃機関 |
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- 2010-07-30 US US13/384,744 patent/US8812221B2/en active Active
- 2010-07-30 CN CN201080027964.5A patent/CN102483003B/zh active Active
- 2010-07-30 JP JP2011524854A patent/JP5277316B2/ja not_active Expired - Fee Related
- 2010-07-30 WO PCT/JP2010/062901 patent/WO2011013800A1/ja active Application Filing
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CN103306825A (zh) * | 2012-03-05 | 2013-09-18 | 罗伯特·博世有限公司 | 用于控制内燃机的方法及设备 |
KR20150122070A (ko) * | 2014-04-22 | 2015-10-30 | 로베르트 보쉬 게엠베하 | 내연 기관 정지 방법 |
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US11761412B2 (en) * | 2021-03-25 | 2023-09-19 | Mazda Motor Corporation | Start controller for engine |
Also Published As
Publication number | Publication date |
---|---|
EP2461008B1 (en) | 2013-12-11 |
US20120130619A1 (en) | 2012-05-24 |
US8812221B2 (en) | 2014-08-19 |
EP2461008A1 (en) | 2012-06-06 |
EP2461008A4 (en) | 2013-03-06 |
JPWO2011013800A1 (ja) | 2013-01-10 |
CN102483003A (zh) | 2012-05-30 |
CN102483003B (zh) | 2015-11-25 |
JP5277316B2 (ja) | 2013-08-28 |
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