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WO2008110910A1 - Appareil de commande pour moteur à combustion interne à cylindres multiples - Google Patents

Appareil de commande pour moteur à combustion interne à cylindres multiples Download PDF

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Publication number
WO2008110910A1
WO2008110910A1 PCT/IB2008/000603 IB2008000603W WO2008110910A1 WO 2008110910 A1 WO2008110910 A1 WO 2008110910A1 IB 2008000603 W IB2008000603 W IB 2008000603W WO 2008110910 A1 WO2008110910 A1 WO 2008110910A1
Authority
WO
WIPO (PCT)
Prior art keywords
engine
fuel
cylinder
compression stroke
output
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/IB2008/000603
Other languages
English (en)
Inventor
Hideaki Itakura
Minoru Katoh
Masatomo Yoshihara
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Toyota Motor Corp
Soken Inc
Original Assignee
Nippon Soken Inc
Toyota Motor Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Nippon Soken Inc, Toyota Motor Corp filed Critical Nippon Soken Inc
Priority to DE112008000359T priority Critical patent/DE112008000359T5/de
Publication of WO2008110910A1 publication Critical patent/WO2008110910A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

Classifications

    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
    • F02D41/062—Introducing corrections for particular operating conditions for engine starting or warming up for starting
    • F02D41/065—Introducing corrections for particular operating conditions for engine starting or warming up for starting at hot start or restart
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/08—Circuits specially adapted for starting of engines
    • F02N11/0814—Circuits specially adapted for starting of engines comprising means for controlling automatic idle-start-stop
    • F02N11/0844—Circuits specially adapted for starting of engines comprising means for controlling automatic idle-start-stop with means for restarting the engine directly after an engine stop request, e.g. caused by change of driver mind
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/009—Electrical control of supply of combustible mixture or its constituents using means for generating position or synchronisation signals
    • F02D2041/0095—Synchronisation of the cylinders during engine shutdown
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
    • F02D2200/1002—Output torque
    • F02D2200/1004—Estimation of the output torque
    • 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
    • F02N2300/00—Control related aspects of engine starting
    • F02N2300/20—Control related aspects of engine starting characterised by the control method
    • F02N2300/2002—Control related aspects of engine starting characterised by the control method using different starting modes, methods, or actuators depending on circumstances, e.g. engine temperature or component wear
    • 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
    • F02N5/00—Starting apparatus having mechanical power storage
    • F02N5/04—Starting apparatus having mechanical power storage of inertia type
    • 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 the other groups of this subclass
    • F02N99/002—Starting combustion engines by ignition means
    • 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 invention relates to a control apparatus for a multiple cylinder internal combustion engine, which injects fuel in order to return the engine to self-sustained operation when the engine speed falls to equal to or less than a predetermined speed that is lower than idle speed.
  • JP-A-2004-232489 describes one such control apparatus for a multiple cylinder internal combustion engine.
  • a typical related control apparatus for a multiple cylinder internal combustion engine including the control apparatus described in JP-A-2004-232489, performs so-called idling stop control in which it automatically stops the engine by stopping the injection of fuel when there is a command to automatically stop the engine (hereinafter also referred to as an "automatic-stop command") when the vehicle is idling (i.e., stationary with the engine on) at an intersection, for example.
  • start command a command to start the engine
  • start command a command to start the engine
  • the control apparatus restarts the engine by operating a starting device such as a starter motor to crank the engine while injecting fuel, and increasing the engine speed to a predetermined speed.
  • this kind of problem is not limited to startup control following idling stop control.
  • the same problem also occurs when the engine stalls in a vehicle with a manual transmission due to the clutch being engaged too abruptly, for example. That is, when the engine stalls, the engine speed falls below a predetermined speed that is lower than the idle speed. At this time as well, fuel continues to be injected according to an operating command. In this case, if the engine is not able to return to self-sustained operation, the injected fuel is wasted, just as it is in the startup control described above. Therefore, the foregoing problem is substantially common in control apparatuses for multiple cylinder internal combustion engines, which inject fuel to return the engine to self-sustained operation when the engine speed has dropped to equal to or less than a predetermined speed that is lower than the idle speed.
  • This invention thus provides a control apparatus for a multiple cylinder internal combustion engine, which is able to return the engine to self-sustained operation while suppressing wasteful fuel injection.
  • a first aspect of the invention relates to a control apparatus for a multiple cylinder internal combustion engine, which automatically stops the engine by stopping fuel from being injected when an automatic-stop command is output.
  • This control apparatus includes a residual torque calculating portion which, when a start command is output within a period of time after fuel has stopped being injected based on the automatic-stop command until the engine is completely stopped, calculates residual torque of the engine based on an engine operating state at that time; a cylinder state determining portion that determines based on the residual torque whether the first cylinder to start an intake stroke after the start command has been output will be able to complete a compression stroke before the engine completely stops; and a fuel injection control portion which, only if it has been determined that that cylinder will be able to complete the compression stroke, starts to inject fuel from the intake stroke of that cylinder.
  • the residual torque calculating portion calculates the residual torque of the engine based on the engine operating state at that time.
  • the residual torque of the engine is the inertia torque, which is determined according to the engine speed, minus operating resistance such as the compression resistance and the sliding resistance of the cylinders.
  • the fuel injection control portion start to inject fuel from the intake stroke of that cylinder. Accordingly, when a start command is output, fuel is injected when the engine speed can be increased to a predetermined speed such that the engine can return to self-sustained operation using only the energy obtained by combusting injected fuel. Therefore, the engine is able to return to self-sustained operation while suppressing the wasteful injection of fuel.
  • the fuel injection control portion may operate a starting device and inject fuel.
  • the fuel injection control portion may prohibit fuel from being injected if it has been determined that the cylinder will be unable to complete the compression stroke.
  • Another aspect of the invention relates to a control apparatus for a multiple cylinder internal combustion engine which is provided with a fuel injection valve that injects fuel directly into a cylinder during a compression stroke, and which automatically stops the engine by stopping fuel from being injected when an automatic-stop command is output.
  • This control apparatus includes a residual torque calculating portion which, when a start command has been output within a period of time after fuel has stopped being injected based on the automatic-stop command until the engine is completely stopped, calculates residual torque of the engine based on an engine operating state at that time; a compression stroke cylinder determining portion that determines based on the residual torque whether the first cylinder to start the compression stroke after the start command has been output will be able to complete that compression stroke; and a fuel injection control portion which, if that cylinder will be able to complete the compression stroke, starts to inject fuel from the compression stroke of that cylinder.
  • the residual torque calculating portion calculates the residual torque of the engine. Then, the compression stroke cylinder determining portion determines based on the residual torque whether the first cylinder to start the compression stroke after the start command has been output will be able to complete that compression stroke, i.e., whether the piston of the first cylinder to start the compression stroke will be able to travel from BDC of the compression stroke to TDC of the compression stroke. If that cylinder will be able to complete the compression stroke, the fuel injection control portion starts to inject fuel from the compression stroke of that cylinder.
  • the fuel injection control portion may operate a starting device and inject fuel if that cylinder will be unable to complete the compression stroke.
  • the fuel injection control portion may prohibit fuel from being injected if that cylinder will be unable to complete the compression stroke.
  • the wasteful injection of fuel is prohibited if the engine is unable to return to self-sustained operation by only the energy generated from combusting injected fuel. Therefore, the wasteful injection of fuel can be suppressed.
  • the residual torque decreases over time. Therefore, the residual torque decreases as the period of time after fuel has stopped being injected until the start command is output increases, and as a result, it is more difficult to return the engine to self-sustained operation.
  • the residual torque may be calculated to be a smaller value as the period of time after fuel has stopped being injected until the start command is output increases.
  • the residual torque is calculated to be a smaller value as the period of time after fuel has stopped being injected until the start command is output increases. Accordingly, the residual torque can be calculated accurately so the cylinder state determining portion can accurately determine the cylinder state or the compression stroke cylinder determining portion can accurately determine the compression cylinder. Therefore, the engine is able to return to self-sustained operation while the wasteful injection of fuel is appropriately suppressed.
  • Yet another aspect of the invention relates to a control apparatus for a multiple cylinder internal combustion engine, which automatically stops the engine by stopping fuel from being injected when an automatic-stop command is output.
  • This control apparatus includes a residual torque calculating portion which, when fuel has stopped being injected based on the automatic-stop command, calculates residual torque of the engine based on an engine operating state at that time; a cylinder state determining portion that determines based on the residual torque whether the last cylinder to start a compression stroke immediately before the engine completely stops will be able to complete that compression stroke; and a fuel injection control portion which, if that cylinder will be able to complete the compression stroke, starts to inject fuel starting with that cylinder when a start command has been output before that compression stroke of that cylinder within a period of time after fuel has stopped being injected until the engine is completely stopped.
  • the residual torque calculating portion calculates the residual torque of the engine based on the engine operating state at that time. Then the final compression cylinder determining portion determines whether the last cylinder to start a compression stroke immediately before the engine completely stops will be able to complete that compression stroke, i.e., whether the piston of that cylinder will be able to travel from BDC of the compression stroke to TDC of the compression stroke.
  • the fuel injection control portion starts to inject fuel starting with that cylinder when a start command has been output before that compression stroke of that cylinder within a period of time after fuel has stopped being injected until the engine is completely stopped.
  • fuel starts to be injected from the intake stroke immediately preceding that compression stroke.
  • fuel injection valve capable of injecting fuel directly into the cylinder during the compression stroke, fuel starts to be injected either from the intake stroke or the compression stroke of that cylinder.
  • the fuel injection control portion may operate the starting device and inject fuel when the start command has been output after an injection period that corresponds to the compression stroke.
  • the fuel injection control portion may prohibit fuel from being injected when the start command has been output after an injection period that corresponds to the compression stroke.
  • the injection of fuel is prohibited when a start command is output after an injection period corresponding to the compression stroke. Accordingly, the wasteful injection of fuel is prohibited if the engine is unable to return to self-sustained operation by only the energy generated from combusting injected fuel. Therefore, the wasteful injection of fuel is able to be suppressed.
  • control apparatus may also include an opening amount control portion which makes an opening amount of a throttle valve, which is provided in an intake passage and adjusts an intake air amount, larger after the automatic-stop command has been output than the opening amount before the automatic-stop command was output.
  • the opening amount of the throttle valve is made larger after an automatic-stop command has been output than it was before the automatic-stop command was output.
  • pumping loss of the engine can be reduced from it is when the throttle opening amount is the same as or smaller than the opening amount before the automatic-stop command was output so the residual torque is able to decrease gradually. Therefore, even if a start command is output at a timing that is relatively late after the fuel has stopped being injected, the engine is still able to return to self-sustained operation.
  • the throttle opening amount is larger than it was before the automatic-stop command was output which means that a correspondingly larger amount of intake air can be ensured.
  • the engine output can be increased so the engine can return to self-sustained operation quickly.
  • the opening amount control portion may make the opening amount of the throttle valve the same as the opening amount before the automatic-stop command was output, and after the start command is output, the opening amount control portion may make the opening amount of the throttle valve larger than the opening amount before the automatic-stop command was output.
  • the opening amount of the throttle valve is made the same as it was before the automatic-stop command was output. Therefore, if a start command is not output after an automatic-stop command was output, the residual torque can quickly decrease such that the engine can quickly come to a complete stop. On the other hand, if a start command has been output, the throttle opening amount is thereafter made larger than it was before the automatic-stop command was output so pumping loss can be reduced. In addition, by increasing the intake air amount before fuel starts to be injected, the engine output can be quickly increased after fuel starts to be injected, thereby enabling the engine to quickly return to self-sustained operation.
  • Still another aspect of the invention relates to a control apparatus for a multiple cylinder internal combustion engine that injects fuel during an intake stroke.
  • This control apparatus includes a residual torque calculating portion which, when an engine speed drops to a predetermined speed that is lower than an idle speed and an operation command is output, calculates residual torque of the engine based on an engine operating state at that time; a cylinder state determining portion that determines based on the residual torque whether the first cylinder to start an intake stroke after the engine speed has become equal to the predetermined speed will be able to complete a compression stroke before the engine completely stops; and a fuel injection control portion which continues to inject fuel if the cylinder state determining portion has determined that that cylinder will be able to complete the compression stroke.
  • the residual torque calculating portion calculates the residual torque of the engine based on the engine operating state at that time.
  • the residual torque of the engine is the inertia torque, which is determined according to the engine speed, minus operating resistance such as the compression resistance and the sliding resistance of the cylinders.
  • the fuel injection control portion continues to inject fuel. Therefore, the engine is able to return to self-sustained operation while the wasteful injection of fuel is able to be suppressed.
  • the fuel injection control portion may operate a starting device and inject fuel if it has been determined that the cylinder will be unable to complete the compression stroke.
  • the fuel injection control portion may prohibit fuel from being injected if it has been determined that the cylinder will be unable to complete the compression stroke.
  • Another aspect of the invention relates to a control apparatus for a multiple cylinder internal combustion engine which is provided with a fuel injection valve that injects fuel directly into a cylinder during a compression stroke, and which injects fuel from the fuel injection valve during the compression stroke.
  • This control apparatus includes a residual torque calculating portion which, when an engine speed drops to a predetermined speed that is lower than an idle speed and an operation command is output, calculates residual torque of the engine based on an engine operating state at that time; a cylinder state determining portion that determines based on the residual torque whether the first cylinder to start the compression stroke after the engine speed has become equal to the predetermined speed will be able to complete that compression stroke; and a fuel injection control portion which continues to inject fuel if that cylinder will be able to complete the compression stroke.
  • the residual torque calculating portion calculates the residual torque of the engine based on the engine operating state at that time. Then the cylinder state determining portion determines based on the residual torque whether the first cylinder to start the compression stroke after the engine speed has become equal to the predetermined speed will be able to complete the compression stroke, i.e., whether the piston of that cylinder will be able to travel from BDC of the compression stroke to TDC of the compression stroke. If the cylinder will be able to complete the compression stroke, the fuel injection control portion continues to inject fuel. Therefore, the engine is able to return to self-sustained operation while the wasteful injection of fuel is able to be suppressed.
  • the fuel injection control portion may operate a starting device and inject fuel if that cylinder will be unable to complete the compression stroke.
  • the starting device is operated and fuel is injected if the cylinder will be unable to complete the compression stroke. Accordingly, if the engine is unable to return to self-sustained operation using only the energy obtained by combusting injected fuel, fuel is injected while the engine speed is increased using the starting device. Therefore, the engine is able to be returned to self-sustained operation while suppressing the wasteful injection of fuel.
  • the fuel injection control portion may prohibit fuel from being injected if that cylinder will be unable to complete the compression stroke.
  • the residual torque may be calculated according to an opening amount of a throttle valve that adjusts an intake air amount.
  • the residual torque is calculated according to the opening amount of the throttle valve that adjusts the amount of intake air so the residual torque of the engine can be accurately calculated. Therefore, the engine is able to return to self-sustained operation while the wasteful injection of fuel is able to be appropriately suppressed.
  • the residual torque may be calculated to be a larger value as an intake air temperature increases.
  • the residual torque of the engine can be accurately calculated. Therefore, the engine is able to return to self-sustained operation while the wasteful injection of fuel is able to be appropriately suppressed.
  • FIG. 1 is the overall structure of control apparatus for a multiple cylinder internal combustion engine according to a first example embodiment of the invention
  • FIG. 2 is a flowchart illustrating the first part of a specific routine for automatically stopping and restarting the engine, which is executed by the control apparatus according to the first example embodiment;
  • FIG. 3 is a flowchart illustrating the second part of the specific routine for automatically stopping and restarting the engine, which is executed by the control apparatus according to the first example embodiment;
  • FIG. 4 is a flowchart illustrating another specific routine for automatically stopping and restarting the engine, which is executed by the control apparatus according to the first example embodiment
  • FIG. 5 is a graph showing the relationship between inertia torque, the period of time after fuel stops being injected based on an automatic-stop command until a start command is output, and throttle opening amount;
  • FIG. 6 is a graph showing the relationship between inertia torque, the period of time after fuel stops being injected based on an automatic-stop command until a start command is output, and engine speed;
  • FIG. 7 is a graph showing the relationship between compression resistance force, throttle opening, and intake air temperature
  • FIG. 8 is a graph showing the relationship between sliding resistance force and coolant temperature
  • FIG. 9 is a timing chart showing the manner in which the control routine for automatically stopping and starting the engine, which is executed by the control apparatus according to the first example embodiment, is performed;
  • FIG. 10 is a timing chart showing the relationship between the timing at which a start command is output, the cylinder into which fuel is to be injected, and the timing at which fuel starts to be injected;
  • FIG. 11 is a block diagram of the structure of a control apparatus for a multiple cylinder internal combustion engine according to a second example embodiment of the invention.
  • FIG. 12 is a flowchart illustrating a specific routine for automatically stopping and restarting the engine, which is executed by the control apparatus according to the second example embodiment
  • FIG. 13 is a flowchart illustrating another specific routine for automatically stopping and restarting the engine, which is executed by the control apparatus according to the second example embodiment
  • FIG. 14 is a graph showing the relationship between inertia torque and engine speed when fuel stops being injected;
  • FIG. 15 is a block diagram of the structure of a control apparatus for a multiple cylinder internal combustion engine according to a third example embodiment of the invention.
  • FIG 16 is a flowchart illustrating a specific routine for automatically stopping and restarting the engine, which is executed by the control apparatus according to the third example embodiment
  • FIG. 17 is a flowchart illustrating another specific routine for automatically stopping and restarting the engine, which is executed by the control apparatus according to the third example embodiment.
  • FIG. 18 is a timing chart showing the manner in which the control routine for returning the engine to self-sustained operation, which is executed by the control apparatus according to the third example embodiment, is performed.
  • control apparatus for a multiple cylinder internal combustion engine of the invention has been applied to a control apparatus that automatically stops and restarts an internal combustion engine mounted in a vehicle will now be described in detail with reference to FIGS. 1 to 9.
  • the internal combustion engine is an inline four cylinder internal combustion engine.
  • FIG. 1 is a view showing a frame format of the overall structure of the internal combustion engine and the control apparatus thereof according to this example embodiment.
  • an intake passage 2 and an exhaust passage 3 are connected to a cylinder head 12 of the internal combustion engine.
  • a piston 13 is reciprocally provided in each of cylinders #1 to #4 which are formed in a cylinder block 11.
  • This piston 13 is operatively coupled with a crankshaft 15 via a connecting rod 14.
  • a combustion chamber 16 is formed by the piston 13, the cylinder block 11, and the cylinder head 12.
  • a spark plug 17 for spark ignition is provided in the combustion chamber 16.
  • FIG. 1 only shows the sectional structure of the first of four cylinders (i.e., of only cylinder #1 from among the four cylinders #1 to #4).
  • the sectional structures of the other cylinders #2 to #4 are basically the same as the sectional structure of cylinder #1.
  • Both an intake port 21 that connects the intake passage 2 with the combustion chamber 16, and an exhaust port 31 that connects the exhaust passage 3 with the combustion chamber 16 are formed in the cylinder head 12.
  • An intake valve 22 and an exhaust valve 32 are also provided in the cylinder head 12.
  • the intake valve 22 selectively allows and interrupts communication between the intake port 21 and the combustion chamber 16, and the exhaust valve 32 selectively allows and interrupts communication between the exhaust port 31 and the combustion chamber 16.
  • the intake valve 22 opens and closes as an intake camshaft that is operatively coupled with the crankshaft 15 rotates
  • the exhaust valve 32 opens and closes as an exhaust camshaft that is also operatively coupled with the crankshaft 15 rotates.
  • a fuel injection valve 18 for supplying fuel via injection during the intake stroke of the engine is provided in the intake port 21. The fuel injection timing and fuel injection quantity are controlled by the electronic control apparatus 5.
  • An intake pipe 23 for introducing intake air into the combustion chamber 16 is connected to the intake port 21, and an throttle valve 24 for adjusting the amount of intake air that is introduced is provided in the intake pipe 23.
  • the opening amount of the throttle valve 24 is controlled by a motor which drives the throttle valve 24 and is controlled by the electronic control apparatus 5.
  • a surge tank 25 which is formed by an enlarged section of the intake pipe 23 is provided on the intake side downstream of the throttle valve 24 in the intake pipe 23.
  • An exhaust pipe 33 for discharging exhaust gas produced in the combustion chamber 16 to the outside is connected to the exhaust port 31.
  • the internal combustion engine is also provided with a starter motor 4 that rotates the crankshaft 15 using power supplied by the battery at times such as during startup of the engine. The timing at which the starter motor 4 is operated is controlled by the electronic control apparatus 5.
  • various sensors for detecting the operating state of the engine and the running state of the vehicle are provided both in the internal combustion engine and in the vehicle in which the internal combustion engine is mounted.
  • some of the sensors provided in the internal combustion engine include a crank angle sensor 91 for detecting the rotation speed of the crankshaft 15, i.e., the engine speed NE, a throttle sensor 92 for detecting the opening amount of the throttle valve 24, i.e., the throttle opening amount TA, an intake air amount sensor 93 for detecting the amount of intake air (i.e., intake air amount) GA introduced into the combustion chamber 16, an intake air temperature sensor 94 for detecting the intake air temperature ThA, and a coolant temperature sensor 95 for detecting the temperature ThW of coolant flowing through a water jacket 19 formed in the cylinder block 11 and the cylinder head 12.
  • some of the sensors and switches provided in the vehicle include an accelerator sensor 96 for detecting a depression amount of the accelerator pedal, i.e., accelerator operation amount ACCP, a vehicle speed sensor 97 for detecting a speed of the vehicle (i.e., vehicle speed) V, and an ignition switch 98 for detecting whether there is a command from a driver to operate the engine. Detection signals from these various signals and switches are output to the electronic control apparatus 5.
  • an accelerator sensor 96 for detecting a depression amount of the accelerator pedal, i.e., accelerator operation amount ACCP
  • a vehicle speed sensor 97 for detecting a speed of the vehicle (i.e., vehicle speed) V
  • an ignition switch 98 for detecting whether there is a command from a driver to operate the engine. Detection signals from these various signals and switches are output to the electronic control apparatus 5.
  • the electronic control apparatus performs various control with respect to the internal combustion engine based on the detection signals from the various sensors. More specifically, the electronic control apparatus 5 includes a residual torque calculating portion 51, a cylinder state determining portion 52, a fuel injection control portion 53, and a throttle opening amount control portion 54.
  • the residual torque calculating portion 51 calculates the residual torque TR of the engine based on the engine operating state at that time.
  • the residual torque TR of the engine is the inertia torque Ti that is determined according to the engine speed NE minus the operating resistance such as the compression resistance and the sliding resistance of the cylinders #1 to #4.
  • the cylinder state determining portion 52 determines based on the calculated residual torque TR whether, from among the four cylinders #1 to #4, the first cylinder #N to start the intake stroke after the start command has been output will be able to complete the compression stroke before the engine completely stops.
  • the fuel injection control portion 53 starts to inject fuel into that cylinder #N from the intake stroke of that cylinder #N. On the other hand, if the cylinder #N will be unable to complete the compression stroke, the fuel injection control portion 53 operates the starter motor 4 and then starts to inject fuel.
  • the throttle opening amount control portion 54 increases the throttle opening amount TA so that it is greater than the throttle opening amount before the automatic-stop command was output, i.e., greater than a target throttle opening amount TAi for idling.
  • FIGS. 2 to 4 are flowcharts illustrating specific routines for automatically stopping and restarting the engine, which are executed by the electronic control apparatus 5. Incidentally, these routines are repeatedly executed at predetermined intervals of time by the electronic control apparatus 5.
  • step SlOl it is first determined in step SlOl whether an automatic-stop command has been output.
  • an automatic-stop command is output when it is determined that both the accelerator operation amount ACCP and the vehicle speed V are 0, i.e., the vehicle is idling, and auxiliary devices such as a compressor does not need to be driven.
  • the process proceeds on to step S 102 where fuel stops being injected.
  • an opening amount TAl which is the sum of the throttle opening amount at that time, i.e., the target throttle opening amount TAi when the engine is idling, plus a predetermined opening amount ⁇ TA (> 0) is set as the target throttle opening amount TAt.
  • the target throttle opening amount TAt is maintained at that increased opening amount TAl.
  • step S 104 If, on the other hand, an automatic-stop command has not been output (i.e., NO in step SlOl), this cycle of the routine ends.
  • a command to start the engine i.e., a start command.
  • step S 104 If, on the other hand, a start command has been output (i.e., YES in step S 104), then the process proceeds on to step S 105 where it is determined whether the engine speed NE is greater than a predetermined value ⁇ ( « 0), i.e., whether the engine is still running (i.e., not completely stopped). If it is determined that the engine is not still running (i.e., NO in step S 105), i.e., if the engine is completely stopped, then the process proceeds on to step S 106 where the target throttle opening amount TAt is reset to the opening amount TA2 during normal startup, the starter motor 4 is operated, and fuel is injected. As a result, the engine starts up normally and this cycle of the routine ends.
  • ⁇ « 0
  • step S 105 If, on the other hand, the engine is still running (i.e., not completely stopped) (i.e., YES in step S 105), the process proceeds on to step S 107 shown in FIG. 3, where the residual torque TR of the engine is calculated based on the engine operating state when the start command was output. Incidentally, the routine for calculating the residual torque TR will be described in detail later with reference to FIG. 4.
  • step S 108 it is next determined in step S 108 based on the residual torque TR whether the first cylinder #N to start an intake stroke after the start command has been output will be able to complete the compression stroke. More specifically, it is determined whether the residual torque TR is equal to or greater than a predetermined torque TRth (> 0). Incidentally, this predetermined torque TRth is a constant value that is set in advance. If it is determined that that cylinder #N will be able to complete the compression stroke (i.e., YES in step S 108), the process then proceeds on to step S 109 where fuel injection is started from the intake stroke of the cylinder #N, i.e., from the intake stroke immediately preceding the compression stroke.
  • a predetermined torque TRth is a constant value that is set in advance.
  • step S 108 If, on the other hand, that cylinder #N will be unable to complete the compression stroke (i.e., NO in step S 108), i.e., if the piston 13 of that cylinder #N is unable to reach TDC of the compression stroke, then the process proceeds on to step S 106 where the target throttle opening amount TAt is reset to the opening amount TA2 ( ⁇ TAl) for normal startup, the starter motor 4 is operated, and fuel is injected before the engine completely stops. Then this cycle of the routine ends.
  • step SIlO When fuel starts to be injected according to the firing order from the intake stroke of the cylinder #N, it is then determined in step SIlO whether the engine has started to operate under its own power again (i.e., has returned to self-sustained operation) within a predetermined period of time after fuel started to be injected during the intake stroke of the cylinder #N. If it is determined that the engine has returned to self-sustained operation within that predetermined period of time (i.e., YES in step SIlO), this cycle of the routine ends.
  • step S 107 the routine for calculating the residual torque TR of the engine (i.e., the residual torque calculation routine in step S 107) will be described with reference to FIG. 4. As shown in FIG. 4, as shown in FIG.
  • step S 171 of this routine the period of time ⁇ t after the fuel injection was stopped based on the automatic-stop command until the start command was output, and the throttle opening amount TA, the engine speed NE, the intake air temperature ThA, and the coolant temperature ThW at the time the start command was output are read.
  • step S 172 the residual torque TR is calculated from a calculation map that shows the relationship between the residual torque TR and the parameters indicative of these engine operating states. Once the residual torque TR is calculated in this way, this cycle of the routine ends.
  • the residual torque TR of the engine is the inertia torque Ti, which is determined according to the engine speed NE, minus the operating resistance such as the compression resistance Fc and the sliding resistance Fs of the cylinders #1 to #4.
  • the relationships among the inertia torque Ti of the engine, the compression resistance force Fc, and the sliding resistance force Fs, and the various parameters i.e., the period of time ⁇ t after the fuel injection was stopped based on the automatic-stop command until the start command was output, and the engine speed NE, the throttle opening amount TA, the intake air temperature ThA, and the coolant temperature ThW when the start command was output) that are correlated with these are set as follows. Also, the calculation map is set comprehensively taking into account the correlation of the parameters shown in FIGS. 5 to 8 below.
  • FIG. 5 is a graph showing the relationship between the inertia torque Ti, the period of time after fuel stops being injected based on an automatic-stop command until a start command is output, and throttle opening amount TA.
  • the inertia torque Ti becomes smaller as the period of time ⁇ t increases.
  • the inertia increases as the throttle opening amount TA becomes larger.
  • FIG. 6 is a graph showing the relationship between the inertia torque Ti, the period of time ⁇ t after the fuel injection was stopped based on an automatic-stop command until a start command is output, and engine speed NE when the fuel injection was stopped.
  • the inertia torque Ti is determined according to the engine speed NE so when the period of time ⁇ t is the same, the inertia torque Ti is larger the greater the engine speed NE was at the time the fuel injection was stopped.
  • FIG. 7 is a graph showing the relationship between the compression resistance force Fc, the throttle opening amount TA, and intake air temperature ThA.
  • the amount of intake air GA introduced into the cylinders #1 to #4 becomes larger as the throttle opening amount TA increases, and as a result, the compression resistance force Fc also increases.
  • the compression resistance force Fc decreases as the intake air temperature ThA increases and the density of the air decreases. Therefore, when the throttle opening amount TA is the same, the compression resistance force Fc decreases as the intake air temperature ThA increases.
  • FIG. 8 is a graph showing the relationship between the coolant temperature ThW and the sliding resistance force Fs. As shown in FIG. 8, as the coolant temperature ThW increases, the viscosity of the lubricating oil at the sliding portions of the engine decreases thus improving the lubricating ability so the sliding resistance force Fs decreases.
  • the throttle opening amount TA, the fuel injection state, and the operating state of the starter motor 4 and the like when the routines shown in FIGS. 2 to 4 are executed will be described with reference to the timing chart in FIG. 9.
  • the solid lines indicate cases in which the engine is able to return to self-sustained operation using only the energy obtained by combusting injected fuel because the residual torque TR of the engine was large when the start command was output.
  • the alternate long and short dash lines indicate shifts in the throttle opening amount TA and the engine speed NE and the like when the engine is unable to return to self-sustained operation using only the energy obtained by combusting injected fuel because the residual torque TR of the engine was small when the start command was output.
  • time t3 when the start command is output cylinder #2 in which fuel starts to be injected
  • time t5 when that fuel starts to be injected will be described with reference to the timing chart in FIG. 10.
  • times t3 and t5 in FIG. 10 correspond to times t3 and t5, respectively, in FIG 9.
  • the cylinder that is first to start the intake stroke thereafter is the second cylinder #2. If this second cylinder #2 will be able to complete the compression stroke by the time the engine completely stops, fuel starts to be injected into that second cylinder #2 from time t5 which corresponds to the injection period of that intake stroke. That is, thereafter, fuel is injected into the cylinders #1 to #4 according to a firing order (i.e., the first cylinder #1 — > the third cylinder #3, -» the fourth cylinder #4, -> the second cylinder #2) which is set in advance.
  • a firing order i.e., the first cylinder #1 — > the third cylinder #3, -» the fourth cylinder #4, -> the second cylinder #2
  • the throttle opening amount TA is set at time t4 to an opening amount TA2 that is smaller than the opening amount TAl at that time, as shown by the alternate long and short dash line in FIG. 9(b), and the starter motor 4 starts to be operated at time t5, as shown by the alternate long and short dash line in FIG. 9(g).
  • the engine speed NE increases after time t5, as shown by the alternate long and short dash line in FIG. 9(d).
  • the foregoing control apparatus for a multiple cylinder internal combustion engine is able to yield the following effects. (1) When a start command is output within the period of time after fuel has stopped being injected based on an automatic-stop command until the engine is completely stopped, the residual torque calculating portion 51 calculates the residual torque TR of the engine based on the engine operating state at that time.
  • the fuel injection control portion 53 starts to inject fuel from the intake stroke of that cylinder.
  • the starter motor 4 is operated and fuel is injected.
  • fuel is injected if the engine speed NE can be increased to a predetermined speed such that the engine is able to return to self-sustained operation using only the energy obtained by combusting injected fuel. If the engine is unable to return to self-sustained operation using only the energy obtained by combusting injected fuel, fuel is injected while the engine speed NE is increased using the starter motor 4. Therefore, the engine is able to return to self-sustained operation while the wasteful injection of fuel is suppressed.
  • the residual torque TR is calculated to be a smaller value as the period of time ⁇ t after fuel stops being injected until the start command is output increases. As a result, the residual torque TR can be accurately calculated so the cylinder state determining portion 52 can accurately determine the cylinder state.
  • the throttle opening amount control portion 54 makes the throttle opening amount TA after the automatic-stop command was output an opening amount TAl that is larger than the throttle opening amount TAi before the automatic-stop command was output.
  • the residual torque T is calculated according to the throttle opening amount TA so the residual torque TA of the engine can be calculated accurately.
  • the intake air temperature ThA increases, i.e., as the density of the intake air decreases, the compression resistance force Fc that is produced when the intake air is compressed decreases so the residual torque TR of the engine increases.
  • the residual torque TR is calculated to be an increasingly larger value as the intake air temperature increases so the residual torque TR of the engine can be calculated accurately.
  • FIG. 11 is a block diagram of the structure of mainly a control apparatus for an internal combustion engine according to this second example embodiment.
  • an electronic control apparatus 205 of this example embodiment has a structure that is basically similar to the structure of the control apparatus in the first example embodiment described above that is shown in FIG. 1, and includes a residual torque calculating portion 251, a final compression stroke cylinder determining portion 252, and a fuel injection control portion 253.
  • the residual torque calculating portion 251 calculates the residual torque TR of the engine based on the engine operating state at that time.
  • the residual torque TR was calculated based on the engine operating state at the time the start command was output.
  • the residual torque TR is calculated based on the engine operating state at the time the injection of fuel was stopped.
  • the final compression stroke cylinder determining portion 252 determines based on the residual torque TR whether the last cylinder #N to start a compression stroke immediately before the engine completely stops will be able to complete that compression stroke. When that cylinder #N will be able to complete the compression stroke and a start command is output before the intake stroke that immediately precedes that compression stroke within the period of time after fuel has stopped being injected until the engine completely stops, the fuel injection control portion 253 starts to inject fuel from the intake stroke of that cylinder #N. On the other hand, when a start command is output after an injection period that corresponds to the compression stroke, the starter motor 4 is operated and fuel starts to be injected.
  • FIGS. 12 and 13 are flowcharts illustrating specific routines of control for automatically stopping and restarting the engine, which are executed by the electronic control apparatus 205. Incidentally, these routines are repeatedly executed at predetermined intervals of time by the electronic control apparatus 205.
  • step S201 it is first determined in step S201 whether an automatic-stop command has been output. If it has been determined that an automatic-stop has been output (i.e., YES in step S201), the process proceeds on to step S202 where fuel stops being injected. Then in step S203, the residual torque TR of the engine is calculated based on the engine operating state at the time the fuel injection was stopped. Incidentally, the routine for calculating the residual torque TR will be described in detail later with reference to FIG. 13.
  • step S201 If, on the other hand, an automatic-stop command has not been output (i.e., NO in step S201), this cycle of the routine ends.
  • step S204 it is determined in step S204 based on the residual torque TR whether the last cylinder #N to start a compression stroke immediately before the engine completely stops will be able to complete that compression stroke.
  • step S205 it is determined whether a start command has been output before that compression stroke. Incidentally, because it is assumed that fuel is injected during the intake stroke, it is determined whether a start command has been output before the intake stroke that immediately precedes that compression stroke.
  • step S205 If it is determined that a start command was output before the compression stroke (i.e., YES in step S205), then the process proceeds on to step S207 where fuel starts to be injected according to the firing order from the intake stroke immediately preceding the compression stroke of the cylinder #N.
  • step S210 determines whether a start command was output after the compression stroke. If so (i.e., YES in step S210), then it is determined that the fuel injection for the intake stroke immediately preceding that compression stroke will not be in time so the process proceeds on to step S206 where the starter motor 4 is operated and fuel is injected. If the determination in step S210 is NO, it means that a start command was not output before or after the compression stroke so the process returns to the beginning, i.e., this cycle of the routine ends.
  • step S208 When fuel starts to be injected according to the firing order from the intake stroke of the cylinder #N according to step S207 in this way, it is then determined in step S208 whether the engine has returned to self-sustained operation within a predetermined period of time after the fuel started to be injected during the intake stroke of the cylinder #N. If it is determined that the engine has returned to self-sustained operation within that predetermined period of time (i.e., YES in step S208), this cycle of the routine ends.
  • step S208 If, on the other hand, the engine has not returned to self-sustained operation within that predetermined period of time (i.e., NO in step S208), the attempt to return the engine to self-sustained operation using only the injection of fuel is abandoned and the process proceeds on to step S206 where the starter motor 4 is operated and fuel is injected before the engine completely stops. Then this cycle of the routine ends.
  • step S203 the routine for calculating the residual torque TR of the engine (i.e., the residual torque calculation routine in step S203) will be described with reference to FIG. 13.
  • the engine speed NE, the throttle opening amount TA, the intake air temperature ThA, and the coolant temperature ThW at the time the fuel injection was stopped based on the automatic-stop command are read.
  • step S232 the residual torque TR is calculated from a calculation map that shows the relationship between the residual torque TR and the parameters indicative of these engine operating states. Once the residual torque TR is calculated in this way, this cycle of the routine ends.
  • FIG. 14 is a graph showing the relationship between the inertia torque Ti and the engine speed at the time fuel stops being injected. As shown in the drawing, the value of the inertia torque Ti becomes larger as the engine speed NE when the fuel stops being injected increases.
  • the foregoing control apparatus for a multiple cylinder internal combustion engine is able to yield the following effects.
  • the residual torque calculating portion 251 calculates the residual torque TR of the engine based on the engine operating state at that time. Then the final compression cylinder determining portion 252 determines whether the last cylinder #N to start a compression stroke immediately before the engine completely stops will be able to complete that compression stroke, i.e., whether the piston 13 of that cylinder #N will be able to travel from BDC of the compression stroke to TDC of the compression stroke.
  • the fuel injection control portion 253 starts to inject fuel from the intake stroke that immediately precedes that compression stroke of that cylinder #N when a start command has been output before that compression stroke of that cylinder #N within a period of time after fuel has stopped being injected until the engine is completely stopped.
  • the starter motor 4 is operated and fuel is injected. Accordingly, when a start command has been output, fuel is injected if the engine speed NE can be increased to the predetermined speed NEth such that the engine is able to return to self-sustained operation using only the energy generated by the combustion of the injected fuel.
  • FIG. 15 is a block diagram of the structure of mainly a control apparatus for an internal combustion engine according to this third example embodiment.
  • an electronic control apparatus 305 of this example embodiment has a structure that is basically similar to the structure of the control apparatus in the first example embodiment described above which is shown in FIG. 1 and the structure of the control apparatus in the second example embodiment described above which is shown in FIG. 11, and includes a residual torque calculating portion 351, a cylinder state determining portion 352, and a fuel injection control portion 353.
  • the internal combustion engine in this example embodiment is provided with a fuel injection valve capable of injecting fuel directly into the cylinder during the compression stroke, and injects fuel during the compression stroke from that fuel injection valve.
  • the residual torque calculating portion 351 calculates the residual torque TR of the engine based on the engine operating state at that time.
  • the cylinder state determining portion 352 determines based on the residual torque TR whether the first cylinder #N to start the compression stroke after the engine speed NE drops to the predetermined speed NEth or below will be able to complete that compression stroke.
  • the fuel injection control portion 353 continues to inject fuel. However, if that cylinder will be unable to complete the compression stroke, the fuel injection control portion 353 prohibits fuel from being injected.
  • FIGS. 16 and 17 are flowcharts illustrating specific routines of control for returning the engine to self-sustained operation, which are executed by the electronic control apparatus 305.
  • these routines are repeatedly executed by the electronic control apparatus 305 at predetermined cycles during the period when an operation command is being output.
  • the operation command is output when the ignition switch 98 is on, for example.
  • step S301 it is determined whether the engine speed NE has dropped to equal to or lower than a predetermined speed NEth which is lower than the idle speed NEi, regardless of whether an operation command is being output, as in the case where the engine stalls due to the clutch being suddenly engaged. If it is determined that the engine speed NE has dropped to the predetermined speed NEth or below (i.e., YES in step S301), the residual torque TR is then calculated in step S302 based on the engine operating state at that time, i.e., when the engine speed NE became equal to the predetermined speed NEth.
  • the routine for calculating the residual torque TR will be described in detail later with reference to FIG. 17.
  • step S303 based on the residual torque whether the first cylinder to start the compression stroke after the engine speed NE has become equal to the predetermined speed NEth will be able to complete that compression stroke. If it is determined that the cylinder will be able to complete the compression stroke (i.e., YES in step S303), then fuel continues to be injected in step S304.
  • step S3O3 If, on the other hand, it is determined that the cylinder will be unable to complete the compression stroke (i.e., NO in step S3O3), i.e., if the piston 13 of the first cylinder to start the compression stroke will not be able to reach TDC of the compression stroke, then the injection of fuel is prohibited in step S305 and this cycle of the routine ends.
  • step S306 If the fuel injection is continued according to step S304, then it is determined in step S306 whether the engine has returned to self-sustained operation within a predetermined period of time. If it is determined that the engine has returned to self-sustained operation within the predetermined period of time (i.e., YES in step S306), this cycle of the routine ends.
  • step S306 If, on the other hand, the engine has not returned to self-sustained operation within the predetermined period of time (i.e., NO in step S306), then the attempt to return the engine to self-sustained operation using only injected fuel is abandoned and the injection of fuel is prohibited in step S305, after which this cycle of the routine ends.
  • step S302 the routine for calculating the residual torque TR of the engine (i.e., the residual torque calculation routine in step S302) will be described with reference to FIG. 17.
  • step S321 of this routine the engine speed NEl after a predetermined period of time ⁇ tl has passed since the engine speed NE became equal to the predetermined speed NEth, and the coolant temperature ThW, the intake air temperature ThA, and the throttle opening amount TA at the time the engine speed NE became equal to the predetermined speed NEth are read.
  • the predetermined period of time ⁇ tl passes between the time the engine speed NE becomes equal to the predetermined speed NEth and the time the engine speed NE becomes equal to the speed NEl
  • the relationships among the sliding resistance force Fs and the compression resistance force Fc that determine the residual torque TR of the engine, and the throttle opening amount TA, the intake air temperature ThA, and the coolant temperature ThW are basically the same as the characteristics shown in FIGS. 7 and 8 so descriptions thereof will be omitted here.
  • the residual torque TR is calculated using a calculation map that shows the relationship between the residual torque TR and various parameters indicative of these engine operating states. Once the residual torque TR is calculated in this way, this cycle of the routine ends.
  • the fuel injection state when the routines shown in FIGS. 16 and 17 are executed will be described with reference to the timing chart in FIG 18.
  • the solid lines indicate cases in which the engine is able to return to self-sustained operation using only the energy obtained by combusting injected fuel because the residual torque TR of the engine was large when the engine speed NE became equal to the predetermined speed NEth.
  • the alternate long and short dash lines indicate shifts in the fuel injection state and the like when the engine is unable to return to self-sustained operation using only the energy obtained by combusting injected fuel because the residual torque TR of the engine was small when the engine speed NE became equal to the predetermined speed NEth.
  • the residual torque TR2 is less than the predetermined value TRth, as shown by the alternate long and short dash line in FIG. 18(c), fuel stops being injected at time t3, as shown by the alternate long and short dash line in FIG. 18(d).
  • the engine speed NE and the residual torque TR drop further after time t3 until the engine completely stops at time t4, as shown by the alternate long and short dash lines in FIGS. 18(b) and 18(c).
  • the foregoing control apparatus for a multiple cylinder internal combustion engine is able to yield the following effects.
  • the residual torque calculating portion 351 calculates the residual torque TR of the engine based on the engine operating state at that time. Then the cylinder state determining portion 352 determines based on the residual torque TR whether the first cylinder to start the compression stroke after the engine speed NE becomes equal to the predetermined speed NEth will be able to complete that compression stroke, i.e., whether the piston 13 of that cylinder will be able to travel from BDC of the compression stroke to TDC of the compression stroke.
  • the fuel injection control portion 353 continues to inject fuel. If, on the other hand, that cylinder will be unable to complete the compression stroke, the fuel injection control portion 353 prohibits fuel from being injected. Accordingly, fuel continues to be injected when the engine speed NE can be increased to the predetermined speed such that the engine is able to return to self-sustained operation using only the energy obtained by combusting injected fuel. If the engine is unable to return to self-sustained operation using only the energy obtained by combusting injected fuel, the wasteful injection of fuel is prohibited. Therefore, the engine is able to return to self-sustained operation while the wasteful injection of fuel is able to be suppressed.
  • control apparatus for a multiple cylinder internal combustion engine of the invention is not limited to the structures described in the foregoing example embodiments. To the contrary, modified examples, such as those described below, in which the structures have been appropriately modified are also possible.
  • the parameters indicative of the engine operating state include the engine speed NE, the throttle opening amount TA, the intake air temperature ThA, and the coolant temperature ThW and the like.
  • the parameters indicative of the engine operating state are not limited to these.
  • other parameters such as the intake air amount GA and the intake air pressure PA and the like may also be used.
  • a starter motor 4 is given as an example of the starting device.
  • this kind of starting device is not limited to the starter motor 4.
  • a motor/generator that can function as a generator may also be used, for example.
  • the throttle opening amount TA is made larger than it was before that automatic-stop command was output.
  • this kind of throttle opening control does not necessarily have to be performed immediately after an automatic-stop command is output.
  • the throttle opening amount TA may be the same as it was before the automatic-stop command was output, and after the start command is output, the throttle opening amount TA may be made larger than it was before the automatic-stop command was output.
  • the throttle opening amount TA is the same as it was before the automatic-stop command was output. Therefore, if a start command is not output by the time the engine completely stops, the residual torque TR can quickly decrease such that the engine can quickly come to a complete stop. On the other hand, if a start command has been output, the throttle opening amount TA is thereafter made larger than it was before the automatic-stop command was output. As a result, the pumping loss can be reduced. In addition, by increasing the intake air amount before fuel starts to be injected, the engine output can be quickly increased after fuel starts to be injected, thereby enabling the engine to quickly return to self-sustained operation.
  • the starter motor 4 is operated and fuel is injected.
  • a second fuel injection may also be prohibited.
  • the engine is able to be returned to self-sustained operation while the wasteful injection of fuel is suppressed.
  • a starting device such as the starter motor 4 may be operated and fuel injected, as is done in typical startup control of related art.
  • the internal combustion engine described performs a fuel injection during the intake stroke.
  • an internal combustion engine which is provided with a fuel injection valve capable of injecting fuel directly into the cylinder during the compression stroke the same effects as those obtained with the first example embodiment can also be obtained by modifying the control apparatus as follows. That is, as a third modified example of the first example embodiment, instead of the cylinder state determining portion 52, a compression stroke determining portion may be used that determines based on the residual torque TR whether the first cylinder #N to start the compression stroke after the start command has been output will be able to complete that compression stroke.
  • a fuel injection control portion may be used which, if that cylinder #N will be able to complete the compression stroke, injects fuel from the compression stroke of that cylinder #N, and if that cylinder #N will be unable to complete the compression stroke, operates the starting device and injects fuel.
  • the fuel injection control portion 353 prohibits fuel from being injected.
  • the fuel injection control portion 353 may operate the starting device and inject fuel. In this case, the engine can be returned to self-sustained operation without completely stopping the engine.
  • a control apparatus was described which was applied to an internal combustion engine provided with a fuel injection valve capable of injecting fuel directly into a cylinder during the compression stroke.
  • a fuel injection valve capable of injecting fuel directly into a cylinder during the compression stroke.
  • the same effects as those obtained with the third example embodiment can also be obtained by modifying the control apparatus as follows. That is, instead of the cylinder state determining portion 352, a cylinder state determining portion may be used which determines based on the residual torque TR whether the first cylinder #N to start the intake stroke after the engine speed NE has become equal to the predetermined speed NEth will be able to complete that compression stroke before the engine completely stops.
  • a fuel injection control portion may be used which continues to inject fuel if it has been determined that that cylinder #N will be able to complete the compression stroke, and prohibits fuel from being injected if it has been determined that that cylinder #N will be unable to complete the compression stroke. Also, the same may also apply when fuel is injected during the intake stroke by the fuel injection valve 18 provided in the intake port 21, just like in the first and second example embodiments.

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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)
  • Control Of Vehicle Engines Or Engines For Specific Uses (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)
  • Combined Controls Of Internal Combustion Engines (AREA)

Abstract

L'invention concerne un appareil de commande destiné à un moteur à combustion interne à cylindres multiples et permettant d'arrêter automatiquement le moteur par arrêt de l'injection de carburant lorsqu'une commande d'arrêt automatique est produite en sortie. Lorsqu'une commande de démarrage est produite en sortie pendant une période après que l'injection de carburant a été arrêtée sur la base de la commande d'arrêt automatique jusqu'à l'arrêt complet du moteur, le couple résiduel du moteur est calculé sur la base de l'état de fonctionnement du moteur à ce moment. Sur la base du couple résiduel (TR), l'appareil de commande détermine si le premier cylindre (#N) à commencer la course d'admission après la production en sortie de la commande de démarrage, peut terminer une course de compression avant l'arrêt complet du moteur. Si le cylindre (#N) peut terminer la course de compression, l'appareil de commande commence à injecter du carburant à partir de la course d'admission de ce cylindre (#N). Toutefois, si le cylindre (#N) ne peut pas terminer la course de compression, l'appareil de commande fonctionne comme un démarreur (4) et injecte du carburant.
PCT/IB2008/000603 2007-02-06 2008-02-06 Appareil de commande pour moteur à combustion interne à cylindres multiples Ceased WO2008110910A1 (fr)

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DE112008000359T DE112008000359T5 (de) 2007-02-06 2008-02-06 Steuervorrichtung für einen Mehrzylinder-Verbrennungsmotor

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JP2007027079A JP4276680B2 (ja) 2007-02-06 2007-02-06 多気筒内燃機関の制御装置

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WO2009089965A1 (fr) * 2008-01-14 2009-07-23 Robert Bosch Gmbh Véhicule automobile à commande automatique marche-arrêt
WO2010092888A1 (fr) * 2009-02-13 2010-08-19 Toyota Jidosha Kabushiki Kaisha Dispositif de commande de moteur à combustion interne
FR2956447A1 (fr) * 2010-02-17 2011-08-19 Peugeot Citroen Automobiles Sa Procede et dispositif de commande d'un redemarrage d'un moteur thermique
FR2957639A1 (fr) * 2010-03-22 2011-09-23 Peugeot Citroen Automobiles Sa Procede et dispositif de commande d'un demarrage d'un moteur thermique
EP2177740A3 (fr) * 2008-10-20 2012-04-18 Toyota Jidosha Kabushiki Kaisha Commande pour moteur à combustion interne de véhicule
EP2578871A1 (fr) * 2011-10-03 2013-04-10 C.R.F. Società Consortile per Azioni Méthode de contrôle d'un véhicule à moteur à combustion équipé d'un système de soupapes d'admission variables

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2012031826A1 (fr) * 2010-09-10 2012-03-15 Robert Bosch Gmbh Procédé et dispositif de commande d'un moteur à combustion interne
JP2013060887A (ja) * 2011-09-13 2013-04-04 Isuzu Motors Ltd 内燃機関のアイドリングストップの制御方法及びアイドリングストップシステム
DE102011119649A1 (de) * 2011-11-29 2013-05-29 Wabco Gmbh Kompressorsystem für eine Druckluftversorgungsanlage
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JP6863216B2 (ja) * 2017-10-12 2021-04-21 トヨタ自動車株式会社 内燃機関の制御装置
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CN102918256A (zh) * 2010-03-22 2013-02-06 标致·雪铁龙汽车公司 热力发动机的起动方法和控制装置
CN102918256B (zh) * 2010-03-22 2015-08-05 标致·雪铁龙汽车公司 热力发动机的起动方法和控制装置
EP2578871A1 (fr) * 2011-10-03 2013-04-10 C.R.F. Società Consortile per Azioni Méthode de contrôle d'un véhicule à moteur à combustion équipé d'un système de soupapes d'admission variables
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US9429080B2 (en) 2011-10-03 2016-08-30 C.R.F. Società Consortile Per Azioni Method for controlling a motor-vehicle provided with an internal combustion engine having a system for variable actuation of the intake valves

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