WO2014181393A1 - Dispositif de démarrage pour moteur à combustion interne - Google Patents

Dispositif de démarrage pour moteur à combustion interne Download PDF

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Publication number
WO2014181393A1
WO2014181393A1 PCT/JP2013/062904 JP2013062904W WO2014181393A1 WO 2014181393 A1 WO2014181393 A1 WO 2014181393A1 JP 2013062904 W JP2013062904 W JP 2013062904W WO 2014181393 A1 WO2014181393 A1 WO 2014181393A1
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WO
WIPO (PCT)
Prior art keywords
fuel
ignition
fuel injection
amount
internal combustion
Prior art date
Application number
PCT/JP2013/062904
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English (en)
Japanese (ja)
Inventor
清水　信幸
小島　進
Original Assignee
トヨタ自動車株式会社
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Filing date
Publication date
Application filed by トヨタ自動車株式会社 filed Critical トヨタ自動車株式会社
Priority to PCT/JP2013/062904 priority Critical patent/WO2014181393A1/fr
Publication of WO2014181393A1 publication Critical patent/WO2014181393A1/fr

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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
    • F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
    • F02D41/402—Multiple injections
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N99/00—Subject matter not provided for in other groups of this subclass
    • F02N99/002—Starting combustion engines by ignition means
    • F02N99/004—Generation of the ignition spark
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N99/00—Subject matter not provided for in other groups of this subclass
    • F02N99/002—Starting combustion engines by ignition means
    • F02N99/006—Providing a combustible mixture inside the cylinder
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P15/00—Electric spark ignition having characteristics not provided for in, or of interest apart from, groups F02P1/00 - F02P13/00 and combined with layout of ignition circuits
    • F02P15/08—Electric spark ignition having characteristics not provided for in, or of interest apart from, groups F02P1/00 - F02P13/00 and combined with layout of ignition circuits having multiple-spark ignition, i.e. ignition occurring simultaneously at different places in one engine cylinder or in two or more separate engine cylinders
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P15/00—Electric spark ignition having characteristics not provided for in, or of interest apart from, groups F02P1/00 - F02P13/00 and combined with layout of ignition circuits
    • F02P15/10—Electric spark ignition having characteristics not provided for in, or of interest apart from, groups F02P1/00 - F02P13/00 and combined with layout of ignition circuits having continuous electric sparks
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P5/00—Advancing or retarding ignition; Control therefor
    • F02P5/04—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions
    • F02P5/145—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions using electrical means
    • F02P5/15—Digital data processing
    • F02P5/1502—Digital data processing using one central computing unit
    • F02P5/1506—Digital data processing using one central computing unit with particular means during starting
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

Definitions

  • the present invention relates to a starting device for an internal combustion engine.
  • Patent Document 1 An internal combustion engine starter is described in Patent Document 1. This apparatus starts an internal combustion engine by performing ignition after performing fuel injection in an expansion stroke cylinder when a start condition is satisfied.
  • the expansion stroke cylinder is a cylinder in which the piston is stopped in the expansion stroke when the engine is stopped.
  • an object of the present invention is to reliably start an internal combustion engine in an internal combustion engine that performs fuel injection and ignition in an expansion stroke cylinder when a start condition is satisfied.
  • the present invention relates to a starting device for an internal combustion engine including a fuel injection valve that directly injects fuel into a cylinder and an ignition plug.
  • the starter according to the present invention includes a start control execution unit that executes start control for performing ignition multiple times while performing fuel injection multiple times in the expansion stroke cylinder when the start condition is satisfied.
  • start control executes start control for performing ignition multiple times while performing fuel injection multiple times in the expansion stroke cylinder when the start condition is satisfied.
  • an air-fuel mixture is formed around the spark plug in the expansion stroke cylinder by fuel injection performed a plurality of times.
  • the fuel concentration around the spark plug plug peripheral concentration
  • ignition is performed a plurality of times. According to this, there is a high possibility that ignition is performed immediately when the plug peripheral concentration reaches the ignition concentration. For this reason, the fuel can be reliably ignited, and as a result, the internal combustion engine can be reliably started.
  • the start control execution unit performs ignition a plurality of times between two consecutive fuel injections in the start control. This further increases the possibility that ignition is immediately performed when the plug peripheral concentration reaches the ignition concentration. For this reason, fuel can be ignited more reliably.
  • the fuel injection valve is a fuel injection valve capable of changing a needle lift amount
  • the start control execution unit controls the needle lift amount of the fuel injection valve in one fuel injection to an amount smaller than the needle lift amount of the fuel injection valve in one fuel injection of the normal control.
  • the injection amount of one fuel injection is smaller than the injection amount at the time of normal control and becomes a minute amount.
  • the penetration force of the injected fuel is small, the fuel can be reliably retained around the spark plug. That is, it becomes easier to form an air-fuel mixture that can be ignited around the spark plug.
  • the plug peripheral concentration gradually increases. For this reason, the possibility that ignition is performed immediately when the plug peripheral concentration reaches the ignition concentration is further increased. For this reason, it is possible to ignite the fuel more reliably.
  • the start control execution unit sets the total amount of fuel injected in the start control based on the air amount in the expansion stroke cylinder. According to this, the fuel can be ignited more reliably. That is, the amount of air in the expansion stroke cylinder and the total injection amount (that is, the total amount of fuel injected in the start control) affect the plug peripheral concentration, and thus affect the ignitability of the fuel. Therefore, in order to reliably ignite the fuel, it is preferable to set the total injection amount in association with the air amount. For this reason, when the total injection amount is set based on the air amount in the expansion stroke cylinder, the fuel can be ignited more reliably.
  • the internal combustion engine further includes a detection unit that detects ignition in the expansion stroke cylinder
  • the start control execution unit terminates the start control when the detection unit detects ignition. This avoids unnecessary fuel injection and ignition.
  • FIG. 1 shows an internal combustion engine to which a starting device according to a first embodiment of the present invention is applied.
  • FIG. 2 shows the fuel injection valve of the first embodiment.
  • FIG. 3 shows one combustion chamber and its periphery of the internal combustion engine of the first embodiment.
  • FIG. 4 shows a state in the expansion stroke cylinder during the start control of the first embodiment.
  • FIG. 5 shows a time chart for explaining the start control of the first embodiment.
  • 6A shows a map for calculating the target opening
  • FIG. 6B shows a map for calculating the target injection timing
  • FIG. 6C calculates the target ignition timing. Shows a map to do.
  • FIG. 7 shows an example of the start control flow of the first embodiment.
  • FIG. 8 shows another example of the start control flow of the first embodiment.
  • FIG. 9 shows an example of the normal control flow of the first embodiment.
  • FIG. 1 shows an internal combustion engine provided with the starting device of the first embodiment.
  • 10 is a main body of an internal combustion engine
  • 11 is a cylinder head
  • 12 is a cylinder block
  • 13 is a combustion chamber (hereinafter also referred to as “cylinder”)
  • 14 is a fuel injection valve
  • 15 is a spark plug
  • 16 is a spark plug.
  • Electrode 17 is an in-cylinder pressure sensor, 18 is a fuel pump, 19 is a fuel supply pipe, 20 is a piston, 21 is a connecting rod, 22 is a crankshaft, 23 is a crank angle sensor, 30 is an intake valve, 31 is an intake port, 32 Is an intake manifold, 33 is a surge tank, 34 is a throttle valve, 35 is an intake pipe, 36 is an air flow meter, 37 is an air filter, 40 is an exhaust valve, 41 is an exhaust port, 42 is an exhaust manifold, 43 is an exhaust pipe, 50 Denotes an electronic control unit (ECU), 60 denotes an accelerator pedal, and 61 denotes an accelerator pedal depression amount sensor.
  • the internal combustion engine of the first embodiment includes four combustion chambers.
  • FIG. 2 shows the fuel injection valve 14 of the first embodiment.
  • 71 is a nozzle
  • 72 is a needle valve
  • 73 is a fuel injection hole
  • 74 is a fuel passage
  • 75 is a solenoid
  • 76 is a spring
  • 77 is a fuel intake port.
  • the fuel injection valve 14 is a so-called inner open type fuel injection valve.
  • the fuel injection valve 14 can selectively execute either one of the full lift injection and the partial lift injection.
  • the full lift injection is a fuel injection that raises the needle valve 72 to the maximum lift amount (that is, the maximum lift injection), and the partial lift injection is a fuel that raises the needle valve 72 only to a lift amount smaller than the maximum lift amount.
  • Injection that is, partial lift injection
  • the fuel injection valve 14 is a fuel injection valve capable of changing the needle lift amount.
  • the needle lift amount can be controlled by controlling the energization time to the fuel injection valve 14.
  • the fuel injection valve 14, spark plug 15, in-cylinder pressure sensor 17, fuel pump 18, throttle valve 34, crank angle sensor 23, air flow meter 36, and accelerator pedal depression amount sensor 61 are electrically connected to the ECU 50. .
  • the ECU 50 transmits signals for operating the fuel injection valve 14, the spark plug 15, the fuel pump 18, and the throttle valve 34 to these.
  • the ECU 50 also receives signals from the in-cylinder pressure sensor 17, the crank angle sensor 23, the air flow meter 36, and the accelerator pedal depression amount sensor 61.
  • a signal corresponding to the in-cylinder pressure (that is, the pressure in the combustion chamber 13) is output from the in-cylinder pressure sensor 17.
  • a signal corresponding to the rotational speed of the crankshaft 22 is output from the crank angle sensor 23.
  • a signal corresponding to the intake amount (that is, the amount of air taken into the combustion chamber 13) is output.
  • a signal corresponding to the depression amount of the accelerator pedal 60 is output from the accelerator pedal depression amount sensor 61.
  • the ECU 50 calculates the in-cylinder pressure based on the signal received from the in-cylinder pressure sensor 17. Further, the ECU 50 calculates the engine speed based on the signal received from the crank angle sensor 23. Further, the ECU 50 calculates the intake air amount based on the signal received from the air flow meter 36. Further, the ECU 50 calculates the engine load based on the signal received from the accelerator pedal depression amount sensor 61.
  • the fuel injection valve 14 is provided for each combustion chamber 13.
  • Each fuel injection valve 14 is attached to the main body 20 of the internal combustion engine so as to inject fuel directly into the combustion chamber 13.
  • the spark plug 15 is attached to the cylinder head 11 generally on the bore center axis CA, and the electrode 16 thereof is generally positioned on the bore center axis CA. It is exposed in the combustion chamber 13 above.
  • the wall surface of the cylinder head 11 forming the combustion chamber 13 is a pent roof type wall surface. That is, this wall surface is a wall surface that is symmetric with respect to the plane including the bore center axis CA and has a predetermined angle with respect to the plane.
  • the spark plug electrode 16 is exposed to the inside of the combustion chamber 13 from a region farthest from the top surface of the piston 20 in the bore central axis CA direction.
  • the fuel injection valve 14 is attached to the cylinder head 11 and the cylinder block 12 in a boundary region between the bore wall surface 27 and the lower wall surface 28 of the cylinder head 11.
  • the tip of the fuel injection valve 14 is exposed in the combustion chamber 13.
  • fuel is injected in a direction substantially perpendicular to the bore center axis CA and toward the bore center axis CA.
  • the fuel injection valve 14 is attached to the cylinder head 11 and the cylinder block 12.
  • the fuel passes through the lower peripheral region of the spark plug electrode 16 (that is, the region between the electrode 16 and the piston 20 in the direction of the bore center axis CA and close to the electrode 16).
  • the fuel injection valve 14 is attached to the cylinder head 11 and the cylinder block 12.
  • the positional relationship between the fuel injection valve and the spark plug and the fuel injection direction of the fuel injection valve are not limited to a specific positional relationship and a specific direction.
  • start control of the first embodiment The start control of the first embodiment will be described.
  • starting condition is “condition for starting the internal combustion engine”
  • expansion stroke cylinder is “combustion chamber in which the piston is stopped during the expansion stroke when the internal combustion engine is stopped”
  • fuel is “Injection” is “injection of fuel from the fuel injection valve”
  • Ignition is “ignition by spark plug”
  • Plug peripheral concentration is “concentration of fuel around electrode of spark plug”
  • the “ignition concentration” is “the concentration of fuel that can be ignited by ignition of the spark plug”
  • ignition is “ignition of fuel in the combustion chamber”
  • injection amount is “the amount of fuel injected from the fuel injection valve” Amount ".
  • the start control of the first embodiment is started when a start condition is satisfied.
  • a plurality of ignitions are performed in the expansion stroke cylinder while a plurality of fuel injections are performed. That is, after the start condition is established and before the expansion stroke in the expansion stroke cylinder is completed, multiple times of fuel injection are performed and multiple times of ignition are performed.
  • FIG. 4A shows a state in the cylinder when the first fuel injection is performed after the start control is started, and thereafter ignition is performed
  • FIG. FIG. 4C shows a state in the cylinder when the fuel injection is performed for the second time and then the ignition is performed.
  • FIG. 4C illustrates the case where the third fuel injection is performed and then the ignition is performed. The inside of the cylinder is shown.
  • ⁇ Effects of First Embodiment> fuel injection is performed a plurality of times after the start control is started.
  • the injected fuel from each fuel injection gradually diffuses into the combustion chamber 13 and the spark plug Passes near the electrode 16. Therefore, the plug peripheral concentration gradually increases (that is, the air-fuel ratio of the air-fuel mixture around the spark plug electrode 16 changes toward rich).
  • ignition is performed a plurality of times. According to this, the possibility that ignition is performed at the time when the plug peripheral concentration reaches the ignition concentration (or immediately after that time) increases. That is, there is a high possibility that ignition is performed when the plug peripheral concentration is a concentration that is neither lower nor higher than the ignition concentration. For this reason, the fuel can be reliably ignited, and as a result, the internal combustion engine can be reliably started.
  • the plug peripheral concentration may not reach the ignition concentration. In this case, the fuel cannot be ignited.
  • the injection amount is too large, the plug peripheral concentration may reach a concentration that is significantly higher than the ignition concentration. In this case, the concentration around the plug may be too high to ignite the fuel.
  • the plug peripheral concentration gradually increases. For this reason, when the plug peripheral concentration is a concentration that is neither too low nor higher than the ignition concentration, the possibility of ignition is increased. For this reason, the fuel can be reliably ignited, and as a result, the internal combustion engine can be reliably started.
  • the number of fuel injections and the number of ignitions performed within a predetermined time are not particularly limited. For example, these times may be the same or different. When these numbers are different, the number of fuel injections may be greater or less than the number of ignitions. Further, a single ignition may be performed or a plurality of ignitions may be performed between two consecutive fuel injections. Further, the number of ignitions between two consecutive fuel injections may be always constant or may vary.
  • the fuel injection interval (that is, the time interval at which two consecutive fuel injections are performed in the start control) and the ignition interval (that is, the time interval at which two consecutive ignitions are performed in the start control).
  • these intervals may be the same or different.
  • the fuel injection interval may be longer or shorter than the ignition interval.
  • these intervals may always be constant or may vary. There may also be ignition performed simultaneously with fuel injection.
  • FIG. 5 shows a time chart in the case where ignition is performed twice between two consecutive fuel injections.
  • the start condition is satisfied at time T0.
  • an injection signal is transmitted from the ECU to the fuel injection valve, and fuel injection is performed once.
  • an ignition signal is transmitted from the ECU to the spark plug, ignition is performed twice, and thereafter, the injection signal is transmitted from the ECU to the fuel injection valve.
  • an ignition signal is transmitted from the ECU to the spark plug, ignition is performed twice, and thereafter, the injection signal is transmitted from the ECU to the fuel injection valve. Performed once.
  • An ignition signal is transmitted from the ECU to the spark plug after the fuel injection and before the next fuel injection, and ignition is performed twice.
  • the fuel is ignited and the in-cylinder pressure is increased.
  • the in-cylinder pressure reaches the predetermined pressure Pth, and the start control is terminated. That is, in the example shown in FIG. 5, it is determined based on the in-cylinder pressure whether to end the start control, and the start control is ended when the in-cylinder pressure reaches a predetermined pressure. It has become. That is, ignition is detected when the in-cylinder pressure reaches a predetermined pressure.
  • the amount of fuel injection per time is not particularly limited.
  • the injection amount of one fuel injection is made smaller than the amount at which the plug peripheral concentration exceeds the ignition concentration all at once. It is preferable to keep it.
  • the injection amount of one fuel injection be smaller than the normal injection amount (that is, the injection amount of one fuel injection of normal control described later).
  • the start lift amount (that is, the needle lift amount of the fuel injection valve in one fuel injection of the start control) is the normal lift amount ( That is, when it is smaller than the needle lift amount of the fuel injection valve in one fuel injection of normal control described later, there are the following advantages. That is, when the starting lift amount is smaller than the normal lift amount, the starting lift amount is smaller than the full lift amount (that is, the amount by which the needle valve of the fuel injection valve can be lifted to the maximum). That is, in this case, the closing of the fuel injection valve is started before the needle valve of the fuel injection valve reaches the full lift amount. For this reason, the injection amount of one fuel injection becomes a very small amount.
  • the fuel can be reliably retained around the spark plug.
  • the plug peripheral concentration gradually increases. For this reason, the possibility that ignition is performed immediately when the plug peripheral concentration reaches the ignition concentration is further increased. For this reason, the fuel can be ignited more reliably and quickly.
  • an injection period of one fuel injection (that is, a period during which the fuel injection valve is opened and the energization time for opening the fuel injection valve) is set according to the fuel pressure. May be.
  • the fuel pressure affects the injection amount. More specifically, the injection amount increases as the fuel pressure increases. On the other hand, the lower the fuel pressure, the smaller the injection amount. Therefore, as the fuel pressure is higher than the reference fuel pressure, the injection period of one fuel injection is shortened. On the other hand, as the fuel pressure is lower than the reference fuel pressure, the injection period of one fuel injection is extended.
  • the “fuel pressure” is “the pressure of fuel supplied to the fuel injection valve” or “the pressure of fuel injected from the fuel injection valve”, and the “reference fuel pressure” is assumed in the start control. "Fuel pressure”.
  • the total injection amount of the start control (that is, the total amount of fuel injected from the fuel injection valve during the start control) is not particularly limited.
  • the total injection amount may be set according to a parameter related to the state of the internal combustion engine (for example, the amount of air in the expansion stroke cylinder), or the total injection amount may be set regardless of these parameters.
  • the air amount and the total injection amount in the expansion stroke cylinder affect the plug peripheral concentration, and therefore the fuel ignitability. Therefore, in order to reliably ignite the fuel, it is preferable to set the total injection amount in association with the air amount. That is, in order to reliably ignite the fuel, it is important and simple to set the total injection amount in consideration of the air amount. For this reason, when the total injection amount is set according to the air amount in the expansion stroke cylinder, the fuel can be ignited more reliably.
  • the relationship between the air amount and the total injection amount is: There is no particular limitation. That is, when comparing the total injection amounts corresponding to two different air amounts, the total injection amount corresponding to a larger air amount may be more or less than the total injection amount corresponding to a smaller air amount. In addition, the case where there are many and the case where there are few may be mixed.
  • the end condition of the start control (that is, the condition to end the start control) is not particularly limited.
  • the start control may be terminated when ignition is detected (or when a predetermined time has elapsed since that time), or when the piston starts to move (or when a predetermined time has elapsed since that time). ), The start control may be terminated.
  • the start control is not executed at least in the second and subsequent expansion strokes of the expansion stroke cylinder.
  • the compression stroke cylinder, the exhaust stroke cylinder, and the intake stroke cylinder that is, the cylinder in which the piston is stopped in the compression stroke, the exhaust stroke, and the intake stroke when the engine is stopped, respectively
  • the first expansion stroke cylinder in the compression stroke cylinder, the exhaust stroke cylinder, and the intake stroke cylinder (that is, the cylinder in which the piston is stopped in the compression stroke, the exhaust stroke, and the intake stroke when the engine is stopped, respectively), the first expansion stroke cylinder.
  • the start control is not executed at least in the first and subsequent expansion strokes of the compression stroke cylinder, the exhaust stroke cylinder, and the intake stroke cylinder.
  • the start control when the start control is terminated at the time of ignition detection (that is, when ignition is detected), there are the following advantages. That is, according to the start control of the first embodiment, there is a high possibility that a plurality of fuel injections have already been performed at the time of detection of ignition. For this reason, at this time, there is a high possibility that there is a sufficient amount of fuel in the cylinder to move the piston. Therefore, the piston can be moved by the combustion of the fuel already present in the cylinder even if fuel injection is not performed after the ignition detection time. Further, even after ignition is detected, even if ignition is not performed, the fuel already existing in the cylinder is burned by the combustion of the once ignited fuel. That is, in order to move the piston, it is not necessary to perform fuel injection and ignition after the ignition detection time. Therefore, when the start control is terminated when ignition is detected, there is an advantage that unnecessary fuel injection and ignition are avoided.
  • the detection method of ignition is not particularly limited.
  • the ignition may be detected by an in-cylinder pressure sensor, or the ignition may be detected by an ion sensor.
  • the in-cylinder pressure detected by the in-cylinder pressure sensor increases from the pressure at the start of start control, or the in-cylinder pressure increases by a predetermined value from the pressure at the start of start control.
  • the ion sensor is a sensor that captures positive ions generated during fuel combustion and detects them as current.
  • the throttle valve opening may be increased (or fully opened) when the start condition is satisfied.
  • the intake stroke cylinder is a cylinder in which the piston is stopped during the intake stroke when the engine is stopped.
  • an appropriate throttle valve opening corresponding to the engine speed and the engine load is obtained in advance by experiments or the like, and these obtained throttle valve openings are shown in FIG. 6 (A).
  • the target opening TDth is stored in the ECU in the form of a function map of the engine speed N and the engine load L.
  • an appropriate injection timing corresponding to the engine speed and the engine load is obtained in advance by experiments or the like, and the obtained injection amount is calculated as the engine speed N as shown in FIG. 6 (B).
  • the target injection timing TTinj is stored in the ECU in the form of a function map with the engine load L.
  • the target ignition timing TTign is stored in the ECU in the form of a map of a function with the engine load L.
  • normal control is started at the end of start control.
  • the target opening TDth, the target injection timing TTinj, and the target ignition timing TTign are determined from the maps of FIGS. 6 (A) to 6 (C), respectively. Calculated. Based on the intake air amount, an injection amount with the air / fuel ratio as the target air / fuel ratio is calculated as the target injection amount. Then, the throttle valve 34 is operated so that the throttle valve opening becomes the target opening TDth, and the fuel injection valve 14 is operated so that the target injection amount of fuel is injected from the fuel injection valve 14 at the target injection timing TTinj. The spark plug 15 is actuated at the target ignition timing TTign.
  • the appropriate throttle valve opening, the appropriate injection amount, the appropriate injection timing, and the appropriate ignition timing are, for example, a throttle valve opening that can output a required engine output from an internal combustion engine. Degree, injection amount, injection timing, and ignition timing.
  • target injection timing for normal control is the timing during the intake stroke or the compression stroke.
  • target ignition timing for normal control is the timing after fuel injection and is near the top dead center of the compression stroke.
  • Stop control is executed when a stop condition is satisfied.
  • the target fuel injection amount is set to zero, and the movement of the piston is stopped so that any one of the cylinders becomes the expansion stroke cylinder.
  • the stop control stops the movement of the piston so that the cylinder becomes an expansion stroke cylinder.
  • the stop condition includes, for example, that the ignition key is turned off, the accelerator pedal depression amount is zero (that is, the engine load is zero), and the accelerator pedal depression amount in a hybrid vehicle. That is, the engine output is no longer required to output the corresponding torque, and the engine output for power generation by the motor generator is no longer required in the hybrid vehicle.
  • the start condition is, for example, when the ignition key is turned on, or when the engine operation is stopped when the accelerator pedal depression amount becomes zero, the accelerator pedal depression amount is less than zero after the engine operation is stopped.
  • the engine output is required to output the torque corresponding to the accelerator pedal depression amount in the hybrid vehicle, and the engine output for power generation by the motor generator is required in the hybrid vehicle. is there.
  • the start control of the first embodiment when the start control of the first embodiment is adopted in a hybrid vehicle, there are the following advantages. That is, in the hybrid vehicle, when the fuel cannot be ignited reliably in the first expansion stroke of the expansion stroke cylinder when the start condition is satisfied, the internal combustion engine is started by supplying torque from the motor generator to the internal combustion engine. There is a need. In this case, the power consumption of the hybrid vehicle increases. On the other hand, when the start control of the first embodiment is adopted in the hybrid vehicle, the fuel can be reliably ignited in the first expansion stroke of the expansion stroke cylinder when the start condition is satisfied. There is no need to supply torque to the vehicle, and as a result, the power consumption of the hybrid vehicle can be suppressed.
  • FIG. 7 An example of a flow for executing the start control according to the first embodiment will be described. This flow is shown in FIG.
  • the flow in FIG. 7 is started when the start condition is satisfied.
  • the throttle valve is operated so that the throttle valve opening becomes a predetermined opening.
  • the air amount Ga in the expansion stroke cylinder is calculated.
  • the total injection amount TQinjt is calculated based on the air amount Ga calculated at step 11.
  • the individual injection amount TQinj for the start control is calculated based on the total injection amount TQinjt calculated at step 12.
  • step 14 after one fuel injection is performed at the predetermined injection timing, two ignitions are performed at the predetermined ignition timing.
  • step 15 it is determined whether ignition has occurred. Here, if it is determined that ignition has occurred, the flow ends. On the other hand, if it is determined that ignition has not occurred, the flow returns to step 14. In this flow, it is not always necessary to calculate the total injection amount.
  • FIG. 8 Another example of the flow for executing the start control of the first embodiment will be described.
  • This flow is shown in FIG.
  • the flow in FIG. 8 is started when the start condition is satisfied.
  • the throttle valve is operated so that the throttle valve opening becomes a predetermined opening.
  • the air amount Ga in the expansion stroke cylinder is calculated.
  • the total injection amount TQinjt is calculated based on the air amount Ga calculated at step 21.
  • the individual injection amount TQinj for the start control is calculated based on the total injection amount TQinjt calculated at step 22.
  • step 24 after one fuel injection is performed at the predetermined injection timing, two ignitions are performed at the predetermined ignition timing.
  • FIG. 9 An example of a flow for executing the normal control of the first embodiment will be described. This flow is shown in FIG.
  • the flow in FIG. 9 is started when the start control is finished.
  • the target opening degree TDth is obtained from the maps of FIGS.
  • the target injection timing TTinj and the target ignition timing TTign are calculated.
  • the injection amount that achieves the target air-fuel ratio based on the intake air amount is calculated as the target injection amount TQinj.
  • the throttle valve is operated so that the throttle valve opening becomes the target opening TDth calculated at step 30.
  • step 33 the fuel injection valve is operated at the target injection timing TTinj calculated in step 30 so that the fuel of the target injection amount TQinj calculated in step 31 is injected from the fuel injection valve.
  • the spark plug is operated at the target ignition timing TTign calculated at 30.
  • step 34 it is determined whether or not a stop condition is satisfied. If it is determined that the stop condition is satisfied, stop control is executed in step 35, and the flow ends. On the other hand, if it is determined that the stop condition is not satisfied, the flow returns to step 30.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Theoretical Computer Science (AREA)
  • Signal Processing (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)

Abstract

La présente invention à pour objectif de démarrer de façon fiable un moteur à combustion interne dans le cas d'un moteur à combustion interne qui effectue une injection de carburant et un allumage lorsqu'un cylindre est en course de détente, quand une condition de démarrage est satisfaite. La présente invention concerne un dispositif de démarrage pour moteur à combustion interne (10) pourvu d'une soupape d'injection de carburant (14) pour l'injection d'un carburant directement dans un cylindre (13) et d'une bougie d'allumage (15). Ce dispositif de démarrage comporte une unité d'exécution de commande de démarrage destinée à l'exécution d'une commande de démarrage pour effectuer plusieurs allumages tout en effectuant plusieurs injections de carburant dans un cylindre en course de détente quand une condition de démarrage est satisfaite.
PCT/JP2013/062904 2013-05-08 2013-05-08 Dispositif de démarrage pour moteur à combustion interne WO2014181393A1 (fr)

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2021094172A1 (fr) * 2019-11-14 2021-05-20 Daimler Ag Procédé de démarrage d'un moteur à combustion interne par démarrage direct

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2004028046A (ja) * 2002-06-28 2004-01-29 Denso Corp 内燃機関の始動制御装置
JP2004301080A (ja) * 2003-03-31 2004-10-28 Mazda Motor Corp エンジンの始動装置
JP2006052665A (ja) * 2004-08-11 2006-02-23 Nissan Motor Co Ltd 直噴火花点火式内燃機関
JP2006299997A (ja) * 2005-04-22 2006-11-02 Toyota Motor Corp 内燃機関の始動装置
JP2007218088A (ja) * 2006-02-14 2007-08-30 Fujitsu Ten Ltd 内燃機関の制御装置、及び内燃機関の始動方法
JP2007278129A (ja) * 2006-04-04 2007-10-25 Toyota Motor Corp 筒内直噴エンジンの始動制御装置

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2004028046A (ja) * 2002-06-28 2004-01-29 Denso Corp 内燃機関の始動制御装置
JP2004301080A (ja) * 2003-03-31 2004-10-28 Mazda Motor Corp エンジンの始動装置
JP2006052665A (ja) * 2004-08-11 2006-02-23 Nissan Motor Co Ltd 直噴火花点火式内燃機関
JP2006299997A (ja) * 2005-04-22 2006-11-02 Toyota Motor Corp 内燃機関の始動装置
JP2007218088A (ja) * 2006-02-14 2007-08-30 Fujitsu Ten Ltd 内燃機関の制御装置、及び内燃機関の始動方法
JP2007278129A (ja) * 2006-04-04 2007-10-25 Toyota Motor Corp 筒内直噴エンジンの始動制御装置

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2021094172A1 (fr) * 2019-11-14 2021-05-20 Daimler Ag Procédé de démarrage d'un moteur à combustion interne par démarrage direct

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