Patent Application
20050216176
The disclosure of Japanese Patent Application No. 2004-087160 filed on Mar. 24, 2003 including the specification, drawings and abstract is incorporated herein by reference in its entirety.
1. Field of the Invention
The present invention relates to a system and method that control the operation of an internal combustion engine that is mounted in a motor vehicle and automatically stopped and started (restarted) under given conditions, and the present invention also relates to a vehicle including the same system.
2. Description of the Related Art
A known system calculates the temperature of a catalyst of an exhaust purification system based on the intake amount and the engine speed (See JP-A 2002-180971). More specifically, this system first obtains a base catalyst temperature from a two-dimensional map based on the intake amount and the engine speed, and calculates a catalyst temperature by multiplying the base catalyst temperature with a temperature coefficient corresponding to a retarded ignition timing and integrating the obtained product by a particular coefficient. If the catalyst temperature thus calculated is below a target catalyst temperature, the system increasingly executes an ignition timing retarding control that rises the exhaust gas temperature effectively, in order to accelerate the warming up of the catalyst in the exhaust purification system.
However, the above-described system involves the following problem, for example. Since the catalyst temperature is calculated through integration and so the result always depends on the time after the engine started, if the engine is used in a vehicle that performs an “engine idling stop” operation or that also includes a motor as another driving power source and performs an intermittent operation of the engine, the catalyst temperature is reset to an initial value every time the engine is automatically stopped, and it is therefore considered that the catalyst temperature is not calculated properly in many cases. Note that such a problem may be caused with various control values obtained in association with the time after an engine start.
In view of the problem aforementioned, it is one object of the invention to provide a control system and method that enable proper operation of an internal combustion engine by calculating the temperature of a component provided in or associated with an internal combustion engine with no regard to an automatic stop and start of the internal combustion engine.
To achieve the foregoing object, a first aspect of the invention relates to a control system, including an internal combustion engine that is automatically stopped in response to an automatic stop condition being satisfied and is automatically started in response to an automatic start condition being satisfied; and a controller that estimates a temperature of a component provided in or associated with the internal combustion engine based on an operating state of the internal combustion engine and controls the internal combustion engine based on the estimated temperature of the component. The estimation of the temperature of the component by the controller includes estimating the temperature of the component with no regard to the automatic stop and the automatic start of the internal combustion engine and initializing at least one of the estimated temperature of the component or a parameter used to estimate said temperature in response to the internal combustion engine being started non-automatically.
According to this control system, because the temperature of the component is estimated with no regard to the automatic stop and start of the internal combustion engine, the estimation is made more reliable and precise, which results in more appropriate operation of internal combustion engine. Also, at lease one of the estimated temperature of the component and a parameter used in the estimation of said temperature is initialized when the internal combustion engine is started non-automatically, which results in a further improvement in the reliability and precision in the estimation of the temperature of the component.
The foregoing and/or further objects, features and advantages of the invention will become more apparent from the following description of exemplary embodiment with reference to the accompanying drawings, in which like numerals are used to represent like elements and wherein:
Hereinafter, one exemplary embodiment of the invention will be described with reference to the accompanying drawings.
The engine 22 uses a hydrocarbon fuel including, but not limited to, gasoline and diesel fuel and operates by injecting the fuel into each cylinder directly. More specifically, referring to
An engine ECU 24 is provided to control the operation of the engine 22. The engine ECU 24 receives, via an intake port thereof, various sensor signals used to determine the operating state of the engine 22. The sensor signals include (a) a signal from a crank position sensor 140 which indicates the rotational position of the crank shaft 26, (b) a signal from a coolant temperature sensor 142 which indicates the temperature of a coolant of the engine 22 (coolant temperature TW), (c) a signal from a cam position sensor 144 which indicates the rotational position of a cam shaft driven to open and close the intake and exhaust valves, (d) a signal from a throttle valve position sensor 146 which indicates the position of the throttle valve 124, (e) a signal from a vacuum sensor 148 which indicates the amount of an intake air that represents the load on the engine 22, (f) a signal from an air-fuel ratio sensor 135a provided in a portion of the exhaust passage upstream of the exhaust gas purification device 134 (i.e., in the combustion chamber side),
The power distribution mechanism 30 has a planetary gear mechanism including a sun gear 31, a ring gear 32 having internal-tooth and being concentric with the sun gear 31, a plurality of pinions 33 meshed with the sun gear 31 and the ring gear 32 therebetween, and a carrier 34 on which the pinions 33 are fixed such that each pinion 33 can freely rotate on its axis and revolve about the sun gear 31. The power distribution mechanism 30 thus constructed enables differential transmission of driving power through the sun gear 31, the ring gear 32, and the carrier 34 as its rotational elements. The carrier 34 is connected to the crank shaft 26 of the engine 22, the sun gear 31 is connected to the motor MG1, and the ring gear 32 is connected to the reduction gear unit 35 via the ring gear shaft 32a. When the motor MG1 is driven to generate electric power, driving power is input to the power distribution mechanism 30 from the engine 22 via the carrier 34 and distributed to the sun gear 31 side and the ring gear 32 side, respectively, according to their gear ratios. Meanwhile, when the motor MG1 operates as a motor, the driving power input from the motor MG1 via the sun gear 31 and the driving power input from the engine 22 via the carrier 34 are combined and output to the ring gear 32 side. In either case, the driving power input to the ring gear 32 is transmitted to wheels 63a, 63b of the vehicle through the ring gear shaft 32a, a gear mechanism 60, and a differential gear unit 62.
The motors MG1 and MG2 have the structure of a known synchronous motor-generator that operates as both a motor to produce a driving power and a generator driven to generate electric power, and the motors MG1 and MG2 are supplied with electric power from and provide their generated electric power to a battery 50 via inverters 41 and 42. The operation of the motor MG1 and the motor MG2 is controlled by a motor ECU 40. The motor ECU 40 receives various signals that are used to control the motors MG1 and MG2, such as signals from rotational position sensors 43, 44 which indicate the rotational position of the rotor of each motor and a signal from a current sensor, not shown, which indicates a phase current applied to the motors MG1 and MG2. The motor ECU 40 in turn outputs control signals for switching the operation of the inverters 41, 42. The motor ECU 40 has a communication line to the hybrid ECU 70, and controls the operation of the motors MG1 and MG2 according to the controls signals from the hybrid ECU 70, and transmits the information indicating the operation state of the motors MG1 and MG2 to the hybrid ECU 70 when necessary.
A battery ECU 52 is provided to monitor the state of the battery 50. The battery ECU 52 receives various sensor signals including a signal from a voltage sensor provided between terminals of the battery 50 which indicates the voltage between the same terminals, a signal from a current sensor, not shown, provided on a power line 54 connected to an output terminal of the battery 50 which indicates the discharge current of the battery 50, and a signal from a temperature sensor 51 provided on the battery 50 which indicates the temperature of the battery 50 (battery temperature Tb). Using such sensor signals, the battery ECU 52 determines the state of the battery 50, and when necessary, outputs data indicating the battery state to the hybrid ECU 70. Meanwhile, the battery ECU 52 determines the SOC (State Of Charge) of the battery 50 by integrating the discharge current detected by the current sensor.
The hybrid ECU 70 is a microcomputer device including a CPU 72 as its central component, a ROM 74 storing various programs, a RAM for temporarily storing various data, an input port, an output port, and a communication port, none of these ports being shown in the drawings. The hybrid ECU 70 receives, via the input port, an ignition signal from an ignition switch 80, a signal from a shift position sensor 82 which indicates the position of a shift lever 81 (shift position SP), a signal from an accelerator pedal position sensor 84 which indicates the depression of an accelerator pedal 83 (accelerator opening Acc), a signal from a brake pedal position sensor 86 which indicates the depression of a brake pedal 85 (brake pedal position BP), and a signal from a vehicle speed sensor 88 which indicates the vehicle speed (vehicle speed V). Meanwhile, as aforementioned, the hybrid ECU 7Q is connected through the communication port to the engine ECU 24, the motor ECU 40, and the battery ECU 52 and transmits various control signals to and receive various data from them.
In the hybrid vehicle 20 constructed as described above, target output torque, i.e., torque required to be output to the ring gear shaft 32a, is determined based on the accelerator opening Acc, i.e., the amount the accelerator pedal 83 is depressed by a driver, and the vehicle speed V, and the engine 22 and the motors MG1/MG2 are controlled such that the target output torque is output to the ring gear shaft 32a. To implement this, the hybrid vehicle 20 selectively activates several drive modes using the engine 22, the motor MG1, and the motor MG2 in various combinations, such as a torque conversion drive mode, a battery charge-discharge drive mode, and a motor drive mode. In the torque conversion drive mode, the output of the engine 22 is entirely transmitted to the ring gear shaft 32a through torque conversion by the power distribution mechanism 30 and the motors MG1 and the MG2 while controlling the motors MG1 and MG2 appropriately. In the battery charge-discharge drive mode, the engine is driven such that its output becomes equal to the sum of a value corresponding to the target torque at the ring gear shaft 32a and a value corresponding to electric power to recharge the battery 50 or to be discharged from the battery 50 so that the output of the engine 22 is partially or entirely transmitted to the ring gear shaft 32a through torque conversion by the power distribution mechanism 30 and the motors MG1 and MG2 while controlling the motors MG1 and MG2 appropriately. In the motor drive mode, the motor MG2 is driven to produce the target output torque at the ring gear shaft 32a while the engine 22 is stopped. Specifically, when a prescribed automatic engine stop condition associated with the accelerator opening Acc, and the vehicle speed V, and the SOC of the battery 50 is satisfied, the engine 22 is automatically stopped to activate the motor drive mode. Meanwhile, when a prescribed automatic engine start condition associated with the same values is satisfied, the engine 22 is automatically restarted to activate the torque conversion drive mode or the battery charge/discharge drive mode.
Next, the operation for estimating the temperature of particular components of the engine 22 and the temperature of particular components associated with the engine 22 will be described.
When this routine starts, the engine ECU 24 first determines in step 100 whether a predetermine period of time has passed since the engine 22 was first started after the activation of the hybrid vehicle 20. This period of time is long enough for the engine 22 to be started (e.g., several seconds). If “NO” in step 100, the engine ECU 24 proceeds to step 110 and initializes estimate values Test 1 to Test 4 which are estimated values of the temperature of the catalyst of the exhaust gas purification device 134, the temperature of the nose of the fuel injection valve 126, the temperature of the combustion chamber wall, and the temperature of the top face of the piston 132, respectively, and resets other related parameters. Subsequently, the engine ECU 24 proceeds to step 150 and performs a particular control, such as acceleration of the warming up of the engine 22, based on the initialized estimate values Test 1 to Test 4 of the respective temperatures, after which the routine ends.
If “YES” in step 100, conversely, the engine ECU 24 proceeds to step 120 and reads an intake charge rate k1, an engine speed Ne, the coolant temperature Tw detected by the coolant temperature sensor 142, an intake flow rate Ga. The intake rate k1 may be obtained from the intake amount detected by the vacuum sensor 148, the engine speed Ne may be obtained from the crank position detected by the crank positions sensor 140, and the intake flow rate Ga may be determined as a mass flow rate of an intake air that can be obtained from the intake amount detected by the vacuum sensor 148 and the intake temperature detected by an intake temperature sensor provided in the air cleaner 122, not shown.
In step 130, the engine ECU 24 calculates temporal estimate values Ttemp 1 to 4 of the temperature of the catalyst of the exhaust gas purification device 134, the temperature of the nose of the fuel injection valve 126, the temperature of the combustion chamber wall, and the temperature of the top face of the piston 132, based on the intake charge rate k1, the engine speed Ne, and the coolant temperature Tw. The temporal estimate values Ttemp 1 to 4 tend to increase as each of the intake rate k1, the engine speed Ne, and the coolant temperature Tw increases. According to this embodiment, the temporal estimate values Ttmp 1 to Ttmp 4 are calculated by applying the intake rate k1, the engine speed Ne, and the coolant temperature Tw to a prestored map representing a relationship among the temporal estimate values Ttmp 1 to Ttmp 4, the intake rate k1, the engine speed Ne, and the coolant temperature Tw, which has been determined in advance by an experiment, or the like.
Next, in step 140, the engine ECU 24 calculates the estimate values Test 1 to Test 4 by moderating the temporal estimate values Ttmp 1 to Ttmp 4 using the intake flow rate Ga. Typically, this modulation may be implemented according to an expression indicated below;
Test=*Test−(Tmap−*Test)/tga
where *Test represents the value of Test obtained in the last cycle, and Tmap represents a steady-state temperature determined according to particular present conditions using a map which has been determined by an experiment, or the like, and tga is a moderating coefficient determined from a map using the intake flow rate Ga as an argument. By such modulation of the temporal estimate values Ttmp 1 to Ttmp 4, the estimate values Test 1 to Test 4 are properly calculated even when the engine 22 in an automatically stopped state is driven together with the motor MG1 and/or the motor MG2 to apply an engine brake or when the engine 22 is cranked to automatically start, for example.
Next, in step 150, the engine ECU 24 performs a particular control based on the calculated estimate values Test 1 to Test 4, such as acceleration of the warming up of the engine 22 by retarding an ignition timing and prevention of engine overheating due to excess supply of fuel, after which the routine ends.
Accordingly, in the hybrid vehicle 20, since the estimated values Test 1 to 4 are calculated from the intake rate k1, the engine speed Ne, the coolant temperature Tw and the intake flow rate Ga without being initialized in response to the engine 22 being automatically stopped, the operation of the engine 22 is properly controlled which results in various advantages such as reduced harmful exhaust emissions, improved fuel economy, improved durability of components of the engine 22 (e.g., the exhaust gas purification device 134).
While the estimate values Test 1 to Test 4 of the temperature of the catalyst of the exhaust gas purification device 134, the temperature of the nose of the fuel injection valve 126, the temperature of the combustion chamber wall, and the temperature of the top face of the piston 132 have been calculated from the intake rate k1, the engine speed Ne, the coolant temperature Tw, and the intake flow rate Ga in the hybrid vehicle 20 of the above-described embodiment, the temperature of other component of the engine 22 or other component associated with the engine 22 may be calculated from the intake rate k1, the engine speed Ne, the coolant temperature Tw, and the intake flow rate Ga.
While the invention has been applied to the engine 22 in the above-described exemplary embodiment, it may alternatively be applied to other hybrid or non-hybrid vehicle including an engine that is automatically stopped under a particular automatic stop condition and restarted under a particular automatic start condition. For example, the invention may be applied to a non-motor-driven vehicle that only includes a gasoline engine as a driving power source and performs an engine idling stop operation in which the engine is automatically stopped and restarted. More importantly, the invention may be applied to a system other than a vehicle if it includes an engine that is automatically stopped and restarted.
While the invention has been described with reference to exemplary embodiments thereof, it is to be understood that the invention is not limited to the exemplary embodiments or constructions. To the contrary, the invention is intended to cover various modifications and equivalent arrangements other than described above. In addition, while the various elements of the exemplary embodiments are shown in various combinations and configurations, which are exemplary, other combinations and configurations, including more, less or only a single element, are also within the spirit and scope of the invention.
| Number | Date | Country | Kind |
|---|---|---|---|
| 2004-087160 | Mar 2004 | JP | national |
