WO2019187428A1 - エンジン制御装置 - Google Patents
エンジン制御装置 Download PDFInfo
- Publication number
- WO2019187428A1 WO2019187428A1 PCT/JP2018/047561 JP2018047561W WO2019187428A1 WO 2019187428 A1 WO2019187428 A1 WO 2019187428A1 JP 2018047561 W JP2018047561 W JP 2018047561W WO 2019187428 A1 WO2019187428 A1 WO 2019187428A1
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- WIPO (PCT)
- Prior art keywords
- engine
- control
- valve
- auxiliary air
- control unit
- Prior art date
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Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D29/00—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
- F02D29/02—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving vehicles; peculiar to engines driving variable pitch propellers
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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
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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
- F02D45/00—Electrical control not provided for in groups F02D41/00 - F02D43/00
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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
- F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
- F02D9/02—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits concerning induction conduits
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
- F02N11/00—Starting of engines by means of electric motors
- F02N11/08—Circuits or control means specially adapted for starting of engines
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/40—Engine management systems
Definitions
- the present invention relates to an engine control device capable of opening a valve while avoiding the influence of negative pressure in a suction process even when a small-sized solenoid (electromagnetic valve) is used for opening and closing an auxiliary air passage.
- a small-sized solenoid electromagnettic valve
- Patent Document 1 in an intake device in which an electromagnetic (solenoid) idle control valve is provided in an idle bypass passage that bypasses a throttle valve, the closing timing of the idle control valve is opened and closed in conjunction with the crank rotation position of the engine.
- a control specification of an idle control valve that is fixedly set after the intake valve is closed is disclosed.
- an intake device engine control device
- an electromagnetic idle control valve it is conceivable to drive a solenoid with a small driving force from the viewpoint of cost reduction or the like.
- the solenoid driving force is reduced, the electromagnetic force for opening the valve will be small, so if the solenoid valve opening timing overlaps with the intake process at the time of engine start, it will be dragged by the negative pressure due to the intake process, The solenoid will not open.
- the present invention provides an auxiliary intake passage (24) that bypasses a throttle valve (23) provided in the middle of the intake passage (22) and is connected to the intake passage (22), and a fully open state.
- the auxiliary air valve (25) provided in the auxiliary intake passage (24) so as to be switchable between a state and a fully closed state, and the auxiliary air valve (25) in the fully open state when energized.
- the open / close control unit (30) is configured to perform the auxiliary air valve ( 25) valve opening control The first feature and.
- the open / close control unit (30) receives the operation of the starter switch (40) after the engine is stopped and the swing back control (91) for reversely rotating the crankshaft (51) is performed.
- the second feature is that the valve opening control is performed when the compression determination is detected by the detection position of the crank position detection unit (39, 31) and the swing back control (91) shifts to the forward drive control. To do.
- the opening / closing controller (30) applies a braking force to the crankshaft (51) immediately before stopping the engine to stop the crank position at a predetermined position before the compression top dead center, and then stops the engine.
- a third feature is that the valve opening control is performed when an engine start request by a throttle operation is input after the idle stop control (92) is performed.
- the open / close control unit (30) performs the valve opening control in the combustion stroke before the intake stroke based on the detection position of the crank position detection unit (39, 31).
- the opening / closing control unit (30) further confirms that the temperature of the engine (E) becomes equal to or higher than a certain level after the front / back determination of two rotations of the crankshaft of the engine (E) is confirmed.
- the auxiliary air valve (25) is controlled to be closed (S17) as a fifth feature.
- the open / close control unit (30) further controls the auxiliary air valve (25) to be closed during a period other than the valve opening period of the intake valve (15) of the engine (E) (S11, S20, S15, S17) is the eighth feature.
- the closing timing of the intake valve (15) of the engine (E) when the open / close control unit (30) further obtains timer determination, engine speed determination, and warm-up completion determination.
- the tenth feature is that the auxiliary air valve (25) is controlled to be closed immediately after.
- the solenoid valve when the engine temperature is low, that is, when the friction is large, the solenoid valve is kept open and can be closed when the engine temperature becomes a predetermined temperature abnormality.
- the valve closing control can be performed on the assumption that the warm-up is completed even if the temperature does not reach a certain value.
- the seventh feature of the present invention when the throttle is suddenly opened, it is possible to suppress a sudden increase in the engine speed.
- the valve closing control can be performed at a timing that does not affect the fuel injection control by controlling the auxiliary air valve to close during the period other than the intake valve opening period. It becomes.
- the valve closing control can be performed at a timing that does not affect the fuel injection control by controlling the auxiliary air valve to close immediately after the closing timing of the intake valve. It becomes possible.
- the auxiliary air valve is controlled to close immediately after the intake valve closing timing,
- the valve closing control can be performed at a timing that does not affect the fuel injection control.
- FIG. 1 is a side view of a scooter type motorcycle to which an engine control device according to an embodiment of the present invention is applied.
- FIG. 2 is a sectional view taken along line AA in FIG. 1.
- FIG. 2 is a diagram illustrating a configuration of an engine controlled by an ECU serving as an engine control device according to an embodiment, focusing on a configuration serving as an intake device.
- It is a block diagram of ECU which concerns on one Embodiment, and is a figure which mainly shows the control system regarding fuel injection, opening and closing of an auxiliary air valve, and an ACG starter motor.
- It is a time chart which shows the flow of the swing back control at the time of engine starting. It is a flowchart which shows the procedure of the engine back swing back control.
- FIG. 1 is a side view of a scooter type motorcycle 1 to which an engine control apparatus according to an embodiment of the present invention is applied.
- the front portion of the vehicle body and the rear portion of the vehicle body are connected via a low floor floor portion 104.
- the vehicle body frame is generally composed of a down tube 106 and a main pipe 107.
- a seat 108 is disposed above the main pipe 107.
- the handle 111 is supported by the head pipe 105 and extends upward, and a front fork 112 that rotatably supports the front wheel WF is attached to one lower side.
- a handle cover 113 that also serves as an instrument panel is attached to the upper portion of the handle 111.
- an ECU 300 as an engine control device is disposed in front of the head pipe 105.
- a bracket 115 projects from the rising portion of the main pipe 107.
- a hanger bracket 118 of the swing unit 102 is swingably supported on the bracket 115 via a link member 116.
- a 4-cycle single-cylinder engine E is disposed at the front of the swing unit 102.
- a continuously variable transmission 110 is disposed behind the engine E, and a rear wheel WR is pivotally supported on the output shaft of the speed reduction mechanism 109.
- a rear shock unit 103 is interposed between the upper end of the speed reduction mechanism 109 and the bent portion of the main pipe 107.
- a throttle body 120 and an air cleaner 21 of a fuel injection device connected to an intake pipe 22 (intake passage 22 in FIG. 3) extending from the engine E are disposed above the swing unit 102.
- FIG. 2 is a cross-sectional view taken along line AA in FIG.
- the swing unit 102 has a crankcase 74 that is a right case 75 on the right side in the vehicle width direction and a left case 76 on the left side in the vehicle width direction.
- the crankshaft 51 is rotatably supported by bearings 53 and 54 fixed to the crankcase 74.
- a connecting rod 73 is connected to the crankshaft 51 via a crankpin 52.
- the left case 76 also serves as a transmission chamber case, and a belt drive pulley composed of a movable pulley half 60 and a fixed pulley half 61 is attached to the left end of the crankshaft 51.
- the stationary pulley half 61 is fastened to the left end of the crankshaft 51 by a nut 77.
- the movable pulley half 60 is splined to the crankshaft 51 so as to be slidable in the axial direction.
- a V-belt 62 is wound between the pulley halves 60 and 61.
- the weight roller 63 moves radially outward by centrifugal force.
- the movable pulley half 60 moves to the left in the drawing and approaches the fixed pulley half 61, and as a result, the V-belt 62 sandwiched between the pulley halves 60, 61 moves outward in the radial direction. It moves to increase its winding diameter.
- a driven pulley (not shown) is provided in which the winding diameter of the V-belt 62 is variable corresponding to both pulley halves 60 and 61.
- the driving force of the engine E is automatically adjusted by the belt transmission mechanism, and is transmitted to the rear wheel WR via a not-shown centrifugal clutch and speed reduction mechanism 9 (see FIG. 1).
- a sprocket 55 around which a cam chain that drives a camshaft (not shown) is wound is fixed to the crankshaft 51 between the ACG starter motor 70 and the bearing 54.
- the sprocket 55 is formed integrally with a gear 56 that transmits power to a pump (not shown) that circulates oil.
- a throttle valve 23 is provided in the middle of the intake passage 22 so as to be openable and closable.
- An auxiliary intake passage 24 that bypasses the throttle valve 23 is connected to the intake passage 22.
- a valve 25 is interposed.
- the auxiliary air valve 25 is a normally closed (normally closed) valve, that is, a solenoid valve that is closed in a non-energized state and opens when energized.
- an exhaust port 18 is provided in the cylinder head 12, and is connected to the combustion chamber 14 by an exhaust valve 16 disposed in the cylinder head 12 so as to be openable and closable. An exhaust passage leading to the exhaust port 18 is provided.
- An exhaust device 20 having 26 is connected to the cylinder head 12.
- a fuel injection valve 27 for injecting fuel toward the intake port 17 is attached to the downstream end of the intake device 19, and an ignition plug 28 is attached to the cylinder head 12 so that the front end of the cylinder head 12 faces the combustion chamber 14.
- the ignition plug 28 is connected to an ignition coil / igniter 29 for applying a high voltage at the ignition timing.
- An idle stop control unit 92 that performs engine control after being performed, a swingback control unit 91, and an idling includes a drive control unit 93 that drives and controls the full-wave rectification bridge circuit 81 under the control of the stop controlling section 92, a switching control section 30 which controls the opening and closing of the auxiliary air valve 25 when the engine control, the.
- the ECU 300 is further configured to carry out the control necessary for the idle stop control unit 92 to perform each control.
- a restart motor stage conversion unit 94 for setting an injection / ignition stage when restarting the engine a 720 degree motor stage storage unit 95 for storing and holding a 720 degree motor stage as a crankshaft position at the start of idle stop, and an injection / ignition stage correspondence table 96 used for setting the injection / ignition stage.
- the ECU 300 is connected to a motor angle sensor 39, a rotation speed detection unit 31, a temperature detection unit 32, and a throttle detection unit 38 as a configuration for receiving signals from the sensors and the like.
- the ECU 300 is also connected with an ignition coil / igniter 29, a fuel injection valve 27, and an auxiliary air valve 25 as a configuration for controlling the devices and the like.
- the rotation speed detection unit 31 configured in the ignition pulser (ignition coil / igniter 29) is provided integrally with the motor angle sensor 39 of the ACG starter motor 70, and determines the rotation angle of the ACG starter motor 70 attached to the crankshaft 51. Detected.
- the ECU (engine control device) 300 reverses to a predetermined position once when the engine E is started by operating the starter switch 40 from the state where the engine E is stopped by the swing back control unit 91.
- the run-up period to the compression top dead center is lengthened, and the crankshaft 51 rotates when the compression top dead center is first overcome. It is possible to execute “swing back control at engine start” to increase the speed. According to this engine start swingback control, the startability when the engine is started by the starter switch 40 can be improved.
- the ECU 300 causes the idle stop control unit 92 to reversely rotate the crankshaft 51 from the stopped position to a predetermined position when the above-described idle stop condition is satisfied and the engine E is temporarily stopped.
- the idle stop control unit 92 causes the idle stop control unit 92 to reversely rotate the crankshaft 51 from the stopped position to a predetermined position when the above-described idle stop condition is satisfied and the engine E is temporarily stopped.
- This rewinding control is not executed when the engine E is stopped by turning off the main switch (not shown).
- the opening / closing control of the auxiliary air valve 25 by the opening / closing control unit 30 is performed in conjunction with the engine control accompanied by the swing back control and the idle control.
- the predetermined position after the compression top dead center may be detected based on a change (deceleration) in the passing speed of a 720 degree motor stage obtained by equally dividing two rotations of the crankshaft 51 by 72 motor stages. it can.
- the passage speed of the stage is made possible by measuring the passage time of each stage.
- FIG. 8 is a flowchart showing the procedure of the idle stop start rewinding control.
- step S200 it is determined whether or not an idle stop condition is satisfied. If an affirmative determination is made, the process proceeds to step S201, and a stop process of the engine E is executed. If a negative determination is made in step S200, the process returns to the determination in step S200.
- step S206 which is shifted when the normal rotation of the crankshaft 51 is detected, the motor duty ratio is set to zero, that is, energization of the ACG starter motor 70 is stopped, and in step S207, waiting for swing back by the timer function is performed. Measurement for a predetermined time (for example, 2 seconds) is started. Then, in step S208, it is determined whether or not a predetermined time for waiting for swingback has elapsed. If a negative determination is made, the process returns to the determination in step S208. If an affirmative determination is made, the process proceeds to step S209 to enter the idle stop state. Transition to end a series of control.
- a predetermined time for example, 2 seconds
- FIG. 9 is a graph showing the driving state of the fuel injection valve 27 as the fuel injection device and the ignition coil / igniter 29 as the ignition device at the start of idling stop.
- the measured value of the intake negative pressure by the PB sensor and the drive pulses of the ignition device and the fuel injection device are shown from the top.
- FIG. 10 is a flowchart showing a procedure of engine stop control at the start of idle stop.
- the engine control apparatus is configured such that only the fuel injection is stopped and the ignition operation is continued as it is when the idle stop is started.
- step S300 it is determined whether or not an idle stop condition is satisfied. If an affirmative determination is made, the process proceeds to step S301. If a negative determination is made in step S300, the control is terminated as it is.
- step S301 fuel injection by the fuel injection device is stopped, and ignition by the ignition device is continued as it is.
- the engine is stopped (crankshaft rotation is stopped) in step S3022
- a series of control is finished. According to the configuration described above, even if unburned gas remains in the combustion chamber of the engine E at the start of idle stop, it is completely burned until the crankshaft 51 stops. Is possible.
- FIG. 11 is a timing chart showing the relationship between the rotation angle of the crankshaft 51 and the 720 degree motor stage.
- the four strokes of the 4-cycle engine compression, combustion, exhaust, intake
- the crankshaft rotation angle, the crank pulse, and the output signal of the motor angle sensor 39 W phase, U phase) , V phase
- an injection (FI) stage serving as a reference for driving timing of the fuel injection device
- an ignition stage (IG) stage serving as a reference for driving timing of the ignition device
- a 720 degree motor stage shows a swingback stroke which is described in detail with reference to FIG. 14 (the valve opening control according to one embodiment of the present invention is performed in conjunction).
- the pulsar rotor attached to the crankshaft 51 for detecting the crank pulse signal is composed of four short relaxers having a detection width of 22.5 degrees in the circumferential direction and one having a detection width of 82.5 degrees in the circumferential direction. Are arranged in a shape arranged at intervals of 37.5 degrees.
- the output of the W phase configured to output a signal at the center position of the long reluctator is a reference for deriving the crank rotation angle.
- the 360-degree motor stage is determined by the crank pulse signal and the rotor sensor signal, and the PB value (output value of the PB sensor) is reduced by the intake negative pressure in the intake stroke on the front side, and in the combustion stroke on the back side after rotating 360 degrees.
- a front / back determination based on the fact that the intake air is not performed and the PB value becomes high is performed.
- the motor stage is determined. For example, the position 30 degrees before the compression top dead center can be detected when the 720 degree motor stage is # 69.
- the ignition is performed between the IG stages 9 to 11, and the fuel injection is performed between the FI stages 12 to 17.
- FIG. 12 is a flowchart showing a procedure of injection / ignition stage conversion control.
- step S400 it is determined whether or not an idle stop is being performed. If an affirmative determination is made, the process proceeds to step S401.
- step S401 it is determined whether or not the throttle is opened by a predetermined opening or more. If an affirmative determination is made, the process proceeds to step S402. If a negative determination is made in steps S400 and 401, the process returns to each determination.
- step S402 the ACG starter motor 70 is driven forward to restart the engine.
- step S403 based on the 720 degree motor stage at the start of idling stop stored in the 720 degree motor stage storage unit 95, with reference to the injection / ignition stage correspondence table 96 shown in FIG.
- the IG stage is derived. For example, if the 720 degree motor stage is # 2-4, the FI stage is converted to # 4 and the IG stage is converted to # 12. Since power supply to ECU 300 is continued during the idle stop, 720 degree motor stage storage unit 95 can be configured by a RAM whose stored contents are reset when the power is turned off.
- step S404 driving of the fuel injection device and the ignition device is started according to the FI stage and IG stage found in step S403, and the predetermined fuel injection map and ignition map.
- the fuel injection map can be configured as a map for determining the fuel injection time based on the engine speed Ne, the throttle opening ⁇ , the intake pressure value by the PB sensor, and the like.
- step S405 it is determined whether or not the engine speed (motor speed) Ne has reached a start completion speed (for example, 1000 rpm) or more. If a negative determination is made, the process returns to the determination in step S405. If an affirmative determination is made, the process proceeds to step S406, the drive of the ACG starter motor 70 is stopped, and a series of control is terminated.
- FIG. 14 is a schematic diagram showing a time transition of the engine stroke for explaining the valve opening control.
- the time t10 and the time t11 are the same as those in FIG. That is, at time t10, when the starter switch 40 is turned on by an occupant (when the affirmative determination is made in step S103 in FIG. 6 and the process proceeds to step S104), the reverse rotation driving of the ACG starter motor 70 is started. Time (starting time of swingback processing).
- the open / close control unit 30 determines whether the engine is based on the crank position detected by the motor angle sensor 39 and / or the rotation speed detection unit 31 or the like (crank position detection means).
- the valve opening control can be performed when the crank is at a predetermined crank position in a predetermined stroke.
- the detected crank position is either at the time of reverse rotation drive by swingback or at any step other than the intake stroke at the time of forward rotation after completing the reverse rotation drive.
- the opening / closing control unit 30 may perform the opening control of the auxiliary air valve 25. That is, if it is from time t11 illustrated in FIG.
- the valve opening control may be performed at a time in a period other than the period between t112 and time t113) and the second intake stroke [2] (between time t116 and t117).
- the opening / closing control unit 30 may perform the valve opening control at an arbitrary time between the times t10 and t104 when the swingback control is performed. That is, between time t10 and t101 (period of compression stroke [1] in reverse rotation), between time t101 and t102 (period of intake stroke [1] in reverse rotation), and between time t102 and t103 (combustion stroke in reverse rotation [ 1)), the valve opening control may be performed at an arbitrary time. And when performing valve opening control in the period when the normal rotation drive after time t11 is started, the opening / closing control unit 30 performs valve opening control at a time in a process other than the intake stroke, as already described. do it.
- valve opening control by the opening / closing control unit 30 at the time of engine start via the idle stop control unit 92 In this case as well, in the same manner as in the above (1), after the idle stop control is performed by the idle stop control unit 92, The opening / closing control unit 30 may perform valve opening control at a time in a process other than the intake stroke after the start of the rolling drive.
- this case corresponds to the case where there is no reverse drive section (swingback control section) from time t10 to t104 as the time consecutive to the forward rotation start time t11 in FIG. 14, and there exists only after time t11.
- the forward rotation start time t11 shown in FIG. 13 in the case of (1) is considered to correspond to the time t26 shown in FIG. 7, that is, the throttle opening is set to a predetermined value by the occupant's throttle operation.
- the determination time at which the throttle opening at time t26 shown in FIG. 7 is equal to or greater than a predetermined value may be employed as the time for executing the opening / closing control.
- FIG. 15 is a functional block diagram of the valve closing control as the first idle control by the opening / closing control unit 30 according to the embodiment.
- the opening / closing control unit 30 includes an auxiliary air valve control unit 305 that controls on / off of the auxiliary air valve 25 between a fully open state and a fully closed state, and the engine speed detection unit 31 in a fast idle state of the engine E.
- the ignition timing control unit 306 controls the ignition timing so that the engine rotational speed NE detected by the engine speed becomes the first idle target rotational speed NE0, and the base ignition timing in the retard angle control by the ignition timing control unit 306.
- a retard amount detector 307 that determines whether or not the total retard amount has reached the set total retard amount, and a travel state determiner that determines the travel state of the motorcycle 1 based on the detection of the throttle detector 38. 309.
- the ignition timing control unit 306 controls the ignition timing at least from the base ignition timing to the retard side so that the engine speed NE detected by the rotation speed detection unit 31 becomes the first idle target speed NE0. In this embodiment, when the engine speed NE is lower than the first idle target speed NE0, the ignition timing control unit 306 advances the ignition timing so as to increase the engine speed NE.
- the ignition timing control unit 306 controls the ignition timing to be retarded in a state where the engine speed NE is higher than the first idle target speed NE0.
- the retard amount detector 307 outputs an end signal for terminating the first idle control when it is determined that the total retard amount from the base ignition timing has reached a set total retard amount, for example, 6 degrees. Further, the travel state determination unit 309 can determine whether the motorcycle 1 is in an acceleration or steady travel state, a deceleration or a stop state, based on a detection value of the throttle detection unit 38.
- the auxiliary air valve control unit 305, the ignition timing control unit 306, the retard amount detection unit 307, and the travel state determination unit 309 are shown in FIGS.
- the ignition timing is controlled and the opening / closing of the auxiliary air valve 25 is controlled. That is, when it is confirmed in step S1 of FIG. 16 that the engine is in the fast idle state, it is determined whether or not the engine speed NE detected by the rotational speed detection unit 31 is less than the first set rotational speed NE1.
- the ignition timing control unit 306 includes a first set speed NE1, a second set speed NE2, a third threshold value NE3 that is a first threshold value, and a value that is larger than the third set speed NE3.
- a fourth set rotational speed NE4 that is a threshold value of 2 is preset, and NE1 ⁇ NE2 ⁇ NE0 ⁇ NE3 ⁇ NE4.
- step S2 When it is determined in step S2 that NE1 ⁇ NE, the routine proceeds to step S5, where it is determined whether the engine speed NE is less than the second set speed NE2, and when it is confirmed that NE ⁇ NE2, In S6, the ignition timing is corrected to advance with a small advance amount, and the process proceeds to step S4.
- the ignition timing is advanced to increase the engine speed NE, but the engine speed NE is
- the advance angle is corrected with a small advance angle. The angle will be corrected.
- step S18 If it is confirmed in step S18 that NE4 ⁇ NE, the ignition timing is retarded by a large retard amount, for example, 2 degrees in step S10, and then the process proceeds to step S4. Further, when it is confirmed in step S7 that NE ⁇ NE3, the process proceeds from step S7 to step S4.
- the ignition timing is retarded to suppress the increase in the engine speed NE.
- the retard is corrected with a small retard amount.
- the retard amount is large. The retardation will be corrected.
- step S4 When it is confirmed in step S4 that the auxiliary air valve 25 is open, the process proceeds to step S11 in FIG. 17, and in this step S11, it is confirmed whether or not the closing timing of the intake valve 15 is reached. Is in the valve opening timing, the open state of the auxiliary air valve 25 is maintained in step S12, and when the intake valve 15 is in the valve closing timing, it is determined in step S13 whether or not it is in the fast idle state.
- step S14 after confirming that the engine is in the fast idle state in step S13, it is determined whether or not the total retard amount from the base ignition timing in the retard control has reached a set total retard amount (for example, 6 degrees).
- the retard amount detector 307 determine determines whether the total retard amount from the base ignition timing has reached the set total retard amount, and determines whether or not an end signal for ending the first idle control is output, When the end signal is output, the auxiliary air valve 25 is fully closed in step S15, and the fast idle control is ended.
- step S14 If it is determined in step S14 that the end signal is not output from the retard amount detection unit 307, the process proceeds from step S14 to step S16, and whether the coolant temperature TW detected by the temperature detection unit 32 exceeds the set temperature TW0. If TW> TW0, the routine proceeds to step S17, where the auxiliary air valve 25 is fully closed, and the fast idle control is terminated.
- the set temperature TW0 varies depending on the vehicle on which the engine E is mounted, and is, for example, 25 ° C.
- the auxiliary air valve control unit 305 fully closes the auxiliary air valve 25 in response to the end signal output from the retard amount detection unit 307 and detects the temperature before the end signal output from the retard amount detection unit 307.
- the coolant temperature TW detected by the unit 32 exceeds the set temperature TW0, the auxiliary air valve 25 is fully closed even before the end signal is output from the retard amount detection unit 307.
- the timing at which the auxiliary air valve 25 is fully closed at the end of the first idle control is determined by the closing timing of the intake valve 15 based on the determination in step S11, so that the auxiliary air valve 25 is fully closed from the fully open state.
- the intake air amount introduced into the combustion chamber 14 is prevented from changing suddenly while the intake valve 15 is opened. That is, in relation to this, according to the flow shown in FIGS. 16 and 17, the following first control is realized with respect to the valve closing control.
- the closing timing of the auxiliary air valve 25 can be set to be other than the valve opening period of the intake valve 15 (that is, the valve closing period) based on the determination in step S11.
- the first control when the intake valve 15 is opened, that is, when the intake air amount when air is taken into the combustion chamber 14 is detected, the air taken into the combustion chamber 14 when the auxiliary air valve 25 is closed. It is possible to prevent the amount from changing and affecting fuel injection control. That is, in the first control, the auxiliary air valve 25 is closed at a timing that does not affect the fuel injection control.
- the auxiliary air valve 25 maintains the fully open state as shown by a point a in FIG.
- the fuel injection valve 27 is injecting fuel according to the first idle map as indicated by a location b
- the time t1 when the engine speed NE indicated by the location c is equal to or higher than the third set rotational speed NE3.
- the ignition timing retarding control that is retarded from the base ignition timing is started, and the engine rotational speed NE is equal to or higher than the third set rotational speed NE3 and is the fourth.
- the ignition timing is advanced so as to gradually approach the base ignition timing in accordance with the end of the first idle control.
- the amount of advance at this time follows a predetermined map corresponding to the cold state, and after the advance is more than the base ignition timing, the ignition timing is determined according to a predetermined map corresponding to the warm-up state. .
- the ignition timing control unit 306 is a second threshold value that is greater than or equal to the third set rotation number NE3 that is the first threshold value and the engine rotation number NE detected by the rotation number detection unit 31 is greater than the first threshold value.
- the ignition timing is retarded with a small retard amount every predetermined time, and the engine speed NE detected by the speed detector 31 is the fourth set speed NE4.
- the ignition timing is corrected at a predetermined delay time with a large retard amount every predetermined time, so that the retard amount increases gradually in the process of increasing the engine speed NE by the first idle control.
- the angle control is performed, and the engine speed NE can be stabilized by suppressing a rapid change in the engine speed NE.
- the traveling state determination unit 309 that determines the traveling state of the vehicle based on the detection of the throttle operation or the accelerator depressing state determines that the motorcycle is accelerating or in a steady traveling state, it is delayed. Even if the engine temperature detected by the temperature detection unit 32 before the end signal output from the angular amount detection unit 307 exceeds the set temperature TW0, the auxiliary air valve 25 is maintained in the fully open state, so that the first idle control does not end. When the motorcycle starts running in the state and the motorcycle is in an acceleration or steady running state, the assist is provided even if the engine temperature detected by the temperature detecting unit 32 exceeds the set temperature TW0 as the warm-up state is reached.
- the air valve 25 is maintained in a fully opened state to suppress a change in the engine speed NE and to reduce the driver engine. It is possible to suppress a decrease of the tee. (This corresponds to the case where step S18 is reached to step S21.)
- auxiliary air valve control unit 305 is detected by the temperature detection unit 32 before the end signal is output from the retard amount detection unit 307 when the traveling state determination unit 309 determines that the motorcycle is decelerated or stopped. Since the auxiliary air valve 25 is fully closed when the engine temperature exceeds the set temperature TW0, the auxiliary air valve 25 is closed without affecting drivability as the warm-up state is reached. Idle control can be terminated. (This corresponds to the case where step S19 is reached to step S20.)
- the switching timing for switching the auxiliary air valve 25 to fully closed may be timer control, and the timer control time may be varied according to the engine temperature detected by the temperature detector 32. That is, when the flow is traced in the order of steps S18, S19, and S20, instead of immediately switching the auxiliary air valve 25 to fully closed in step S20, as another embodiment of step S20, the variable based on the engine temperature is used.
- the auxiliary air valve 25 may be switched to fully closed after obtaining the warm-up completion determination by waiting for the timer control time. In this case, the following second control is realized regarding the valve closing control.
- the closing condition of the auxiliary air valve 25 satisfies three determinations: (1) timer determination, (2) engine speed (NE) determination (determination of being within a predetermined range), and (3) warm-up completion determination. Since the three determinations are obtained after obtaining the positive determination in step S11, the auxiliary air valve 25 is closed immediately after the closing timing of the intake valve 15 when the three determinations are obtained. .
- step S17 variable based on the engine temperature is possible.
- the auxiliary air valve 25 may be switched to fully closed after obtaining the warm-up completion determination by waiting for the timer control time. Also in this case, the second control is realized with respect to the valve closing control.
- the coolant temperature TW is detected as an index representing the engine temperature.
- the wall temperature of the cylinder block 11 or the cylinder head 12 in the engine body 10 may be detected. You may make it detect the temperature of the lubricating oil which circulates through 10.
- the engine temperature is constant.
- the opening / closing control unit 30 may forcibly perform valve closing control.
- the first control and the second control have been described as interlocking with the control based on the total retardation amount according to the flow of FIGS. 16 and 17, but the first control and the second control are performed without interlocking with each other. It may be executed alone.
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
- Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
Abstract
Description
図14は、当該開弁制御を説明するためのエンジン行程の時間遷移を示す模式図であり、示されている時刻t10及び時刻t11は同符号を付した図5におけるものと同一である。すなわち、時刻t10は、乗員によるスタータスイッチ40をオンする操作を受けての(図6のステップS103での肯定判定を受けてステップS104へ進んだ際の)、ACGスタータモータ70の逆転駆動の開始時刻(スイングバック処理の開始時刻)である。また、時刻t11は、当該逆転駆動後に圧縮上死点後の所定位置を検出してACGスタータモータ70の正転駆動が開始される時刻(図6のステップS105で肯定判定を得てステップS106へと至った時刻)である。
この場合も上記(1)と同様に、アイドルストップ制御部92によりアイドルストップ制御が実施された後の正転駆動開始時点以降において、吸気行程以外の工程にある時刻にて、開閉制御部30は開弁制御を行うようにすればよい。
以下、当該閉弁制御を図15ないし図18を用いて説明する。これら閉弁制御は、エンジンのクランク軸の2回転の表裏判定が確定した後に実施されるものである。図15は、一実施形態に係る開閉制御部30による、ファーストアイドル制御としての当該閉弁制御の機能ブロック図である。
Claims (10)
- 吸気通路(22)の途中に設けられたスロットル弁(23)を迂回して前記吸気通路(22)に接続される補助吸気通路(24)と、
全開状態および全閉状態を切換可能として前記補助吸気通路(24)に介設される補助空気弁(25)と、
通電の際に前記補助空気弁(25)を全開状態とするようにして該補助空気弁(25)を全閉状態及び全開状態の間でオン/オフ制御する開閉制御部(30)と、
エンジン(E)のクランク位置を検出するクランク位置検出部(39,31)と、を備える鞍乗型車両のエンジン制御装置(300)において、
前記開閉制御部(30)は、前記クランク位置検出部(39,31)の検出位置に基づき、吸気工程以外の工程で前記補助空気弁(25)を開弁制御することを特徴とするエンジン制御装置。 - 前記開閉制御部(30)は、エンジン停止の後にスタータスイッチ(40)の操作を受けてクランク軸(51)を逆回転させるスイングバック制御(91)が行われた後の、前記クランク位置検出部(39,31)の検出位置によって圧縮判定が検知され当該スイングバック制御(91)から正転駆動制御に移る際に、前記開弁制御を行うことを特徴とする請求項1に記載のエンジン制御装置。
- 前記開閉制御部(30)は、エンジン停止の直前にクランク軸(51)に制動力を加えることでクランク位置を圧縮上死点手前の所定位置に停止させてからエンジン停止するアイドルストップ制御(92)が行われた後の、スロットル操作によるエンジン始動要求が入力された際に、前記開弁制御を行うことを特徴とする請求項1に記載のエンジン制御装置。
- 前記開閉制御部(30)は、前記クランク位置検出部(39,31)の検出位置に基づき、吸気行程の前の燃焼行程において前記開弁制御を行うことを特徴とする請求項1ないし3のいずれかに記載のエンジン制御装置。
- 前記開閉制御部(30)はさらに、前記エンジン(E)のクランク軸の2回転の表裏判定が確定した後に、前記エンジン(E)の温度が一定以上となったことを条件として前記補助空気弁(25)を閉弁制御する(S17)ことを特徴とする請求項1ないし4のいずれかに記載のエンジン制御装置。
- 前記開閉制御部(30)はさらに、前記エンジン(E)のクランク軸の2回転の表裏判定が確定した後に、ベース点火時期からの総遅角量が設定総遅角量に達したことを条件として前記補助空気弁(25)を閉弁制御する(S15)ことを特徴とする請求項1ないし4のいずれかに記載のエンジン制御装置。
- 前記開閉制御部(30)はさらに、エンジン温度が一定以上であり且つエンジン回転数が一定以上の場合には、前記補助空気弁(25)を強制的に閉弁制御す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エンジン制御装置。
- 前記開閉制御部(30)はさらに、前記エンジン(E)の吸気弁(15)の開弁期間以外において前記補助空気弁(25)を閉弁制御する(S11、S20、S15,S17)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エンジン制御装置。
- 前記開閉制御部(30)はさらに、前記エンジン(E)の吸気弁(15)の閉弁タイミングの直後において前記補助空気弁(25)を閉弁制御する(S11、S20、S15,S17)ことを特徴とする請求項1ないし8のいずれかに記載のエンジン制御装置。
- 前記開閉制御部(30)はさらに、タイマ判定、エンジン回転数判定及び暖機完了判定を得ている場合の、前記エンジン(E)の吸気弁(15)の閉弁タイミングの直後において前記補助空気弁(25)を閉弁制御することを特徴とする請求項1ないし9のいずれかに記載のエンジン制御装置。
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BR112020019633-9A BR112020019633B1 (pt) | 2018-03-30 | 2018-12-25 | Dispositivo de controle de motor |
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JP2003090255A (ja) * | 2001-09-19 | 2003-03-28 | Denso Corp | 内燃機関用制御装置 |
JP2005194902A (ja) * | 2004-01-05 | 2005-07-21 | Toyota Motor Corp | 内燃機関の制御装置 |
JP2009264201A (ja) * | 2008-04-23 | 2009-11-12 | Honda Motor Co Ltd | 車両用エンジンのファーストアイドル制御装置 |
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JP2015108323A (ja) * | 2013-12-04 | 2015-06-11 | ヤマハ発動機株式会社 | エンジンシステムおよび鞍乗り型車両 |
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