JP2013189066A - Vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To improve efficiency of energy of a vehicle.SOLUTION: When an operation point of an engine is changed from an operation point A before starting supercharging in a non-supercharging region determined in advance as a region where supercharging by a supercharger is not performed to a final target operation point B in a supercharging region determined in advance as a region where the supercharging by the supercharger is performed, due to an increase in required power Pd* based on accelerator opening Acc, the engine and a CVT are controlled so that, after the engine is operated at an intermediate target operation point C comprising predetermined torque Tenamax and a rotation speed Neef for efficiency determined in advance as a rotation speed for achieving good efficiency of energy of the vehicle when outputting the predetermined torque Tenamax at a boundary between the non-supercharging region and the supercharging region from the engine, the traveling is performed by the required power Pd* by operating the engine with the supercharging by the supercharger at the final target operation point B.

Description

  The present invention relates to a vehicle, and more particularly, to a vehicle including an engine having a supercharger and shift transmission means capable of continuously shifting power from the engine and transmitting it to a drive shaft connected to an axle.

  Conventionally, this type of vehicle includes an engine having a turbocharger as a supercharger, and a continuously variable transmission that shifts the power generated by the engine and transmits it to the drive wheel side of the vehicle. The actual operating point based on the actual engine speed and torque is located in the non-supercharging area where the turbocharger cannot be supercharged in the engine operating area, and the final target operation is the target at the time of acceleration. When the point is located in the supercharging region where the turbocharger can perform supercharging in the engine operating region, the actual operating point of the engine is set to a power contour line equal to the power of the final target operating point, and non-supercharging. The engine and the continuously variable transmission are moved to the final target operating point after shifting to the initial target operating point where the maximum torque of the engine in the non-supercharging region, which is the boundary between the region and the supercharging region, intersects. Controls has been proposed (e.g., see Patent Document 1). In this vehicle, even if the engine torque cannot be increased in a short time due to the actual operating point of the engine being in the non-supercharging region, the engine power can be reduced for a short time by increasing the engine speed. It can be raised with.

International Publication 2010/119510

  However, in the above-mentioned vehicle, when the actual operating point of the engine is changed from the non-supercharging region to the final target operating point in the supercharging region, the engine is temporarily shifted to the initial target operating point. In some cases, efficiency deteriorated. The initial target operating point is an operating point where the power contour line equal to the power of the final target operating point intersects with the maximum torque of the engine in the non-supercharged region, so depending on the power level of the final target operating point, In some cases, the efficiency when the maximum torque in the non-supercharging region is output from the engine at the target operating point is lowered, and the fuel consumption may be deteriorated.

  The vehicle of the present invention is mainly intended to improve the energy efficiency of the vehicle.

  The vehicle of the present invention employs the following means in order to achieve the main object described above.

The vehicle of the present invention
A vehicle comprising: an engine having a supercharger; and transmission transmission means capable of continuously transmitting power from the engine to a drive shaft connected to an axle;
Among the engine speed and torque operating regions, a non-supercharging region that is predetermined as a region that is not supercharged by the supercharger or a supercharging that is predetermined as a region where supercharging is performed by the supercharger Control means for controlling the engine and the shift transmission means so that the engine is operated at a driving point in a region and travels with a required power based on an accelerator operation amount;
The control means changes the engine operating point from the engine to the second operating point in the supercharged region when the operating point of the engine is changed from the first operating point in the nonsupercharged region to the second operating point in the supercharged region. When the engine outputs a predetermined torque at the boundary between the supply region and the supercharging region, the engine operates at an intermediate operating point consisting of the rotational speed for efficiency determined as the rotational speed for improving the energy efficiency of the vehicle and the predetermined torque. Means for controlling the engine and the shift transmission means so that the engine is operated at the second operating point with supercharging by the supercharger and travels with the required power after being operated;
It is characterized by that.

  In the vehicle according to the present invention, due to an increase in required power based on the accelerator operation amount, the engine operating point is determined from the first operating point in a non-supercharging region that is predetermined as a region where supercharging by the supercharger is not performed. When a predetermined torque at the boundary between the non-supercharged region and the supercharged region is output from the engine when changing to a second operating point in a supercharged region that is predetermined as a region where supercharging by the supercharger is performed After the engine is operated at an intermediate operating point consisting of a rotational speed for efficiency determined as the rotational speed for improving the energy efficiency of the vehicle and a predetermined torque, supercharging by the supercharger is performed at the second operating point. The engine and the shift transmission means are controlled so that the engine is driven and travels with the required power. Thus, when the engine operating point is changed with the start of supercharging by the supercharger, the engine is once operated at the operating point consisting of the efficiency rotational speed and the predetermined torque. The vehicle energy efficiency can be improved as compared with a case where the vehicle is once operated at an operating point having a different rotational speed and a predetermined torque.

  Here, the “supercharger” may be a turbocharger. Further, the “transmission transmission means” may be a continuously variable transmission, and includes a generator capable of inputting / outputting power, a drive shaft, an output shaft of the engine, and a rotating shaft of the generator. It can also be a combination of a planetary gear with three rotating elements connected to the shaft. Further, the “predetermined torque” is the maximum torque that can be output from the engine without supercharging by the supercharger, in other words, the maximum torque that can be output from the engine when the intake pressure of the engine is equal to the atmospheric pressure. There can be.

  In such a vehicle of the present invention, the efficiency rotational speed may be a rotational speed that is set so as to increase as the vehicle speed increases based on the efficiency of the engine and the efficiency of the transmission mechanism. it can. In this way, the energy efficiency of the vehicle can be improved more reliably.

  In the vehicle according to the present invention, the efficiency may be such that the intermediate operating point is equal to or higher than a lower limit rotational speed that is determined in advance as a lower limit of the engine rotational speed range that can ensure responsiveness of supercharging by the supercharger. The operating point may be an operating point including a rotational speed with a limited rotational speed and the predetermined torque. If it carries out like this, when changing the operating point of an engine with the start of supercharging by a supercharger, the responsiveness of the supercharging by a supercharger can be ensured more reliably.

  Further, in the vehicle of the present invention, the intermediate operating point is a rotational speed in which the rotational speed for efficiency is limited to be equal to or lower than an upper limit rotational speed obtained by dividing the power corresponding to the second operating point by the predetermined torque. It can also be an operating point comprising the predetermined torque. If it carries out like this, when changing the operating point of an engine with the start of supercharging by a supercharger, it can control that the power larger than the required power based on the amount of accelerator operation is outputted from an engine.

  Alternatively, in the vehicle of the present invention, the second operating point is an operating point based on a fuel consumption operation line that is predetermined as a relationship between a rotational speed and torque suitable for improving the efficiency of the engine and the required power. There can be. If it carries out like this, after changing the operating point of an engine with the start of supercharging by a supercharger, an engine can be operated efficiently.

It is a block diagram which shows the outline of a structure of the motor vehicle 20 as one Example of this invention. 3 is a flowchart showing an example of a supercharging start control routine executed by a main ECU 70. It is explanatory drawing which shows an example of the map for request | requirement torque setting. It is explanatory drawing which shows an example of the operation line of the engine 22, and an example of a mode which sets the target rotational speed Netag and the target torque Ttag. It is explanatory drawing which shows an example of the rotation speed setting map for efficiency. It is explanatory drawing which shows an example of a mode that the relationship between the rotation speed and torque of the engine 22, and the efficiency of CVT42 changes with vehicle speed V. FIG. 4 is an explanatory diagram showing an example of the relationship between the rotational speed and torque of the engine 22 and the efficiency of the engine 22. FIG. It is explanatory drawing which shows an example of a mode which calculates | requires the rotation speed of the engine 22 optimal for the improvement of the energy efficiency of a vehicle in consideration of the efficiency of the engine 22 and the efficiency of CVT42. It is explanatory drawing which shows an example of a mode that the operating point of the engine 22 is changed from the operating point before supercharging start to the final target operating point via the intermediate target operating point. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 220 of a modified example. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 320 of a modified example.

  Next, the form for implementing this invention is demonstrated using an Example.

  FIG. 1 is a configuration diagram showing an outline of the configuration of an automobile 20 as an embodiment of the present invention. As shown in the figure, an automobile 20 according to an embodiment includes an engine 22 that outputs power using gasoline or light oil as a fuel, an engine electronic control unit (hereinafter referred to as an engine ECU) 24 that drives and controls the engine 22, and an input shaft. 30 is connected to the crankshaft 26 of the engine 22 via a torque converter 40 having a lock-up mechanism (not shown), and an output shaft 32 as a vehicle drive shaft is connected to drive wheels 63a and 63b via a differential gear 62. And a CVT 42 as a continuously variable transmission, an electronic control unit for CVT (hereinafter referred to as CVTECU) 46 that controls and drives the CVT 42, and a main electronic control unit (hereinafter referred to as main ECU) 70 that controls the entire vehicle. .

  The engine 22 includes a turbo-type supercharger (so-called turbocharger) 140 that supercharges using exhaust energy. The supercharger 140 includes a compressor 142 provided in the intake pipe 124 connected to the air cleaner 122, a turbine 144 provided in the exhaust pipe 126, and a connecting shaft 146 that connects the compressor 142 and the turbine 144. . A wastegate valve 150 is attached to a bypass pipe 128 that connects the upstream side and the downstream side of the turbine 144 in the exhaust pipe 126. In this engine 22, by adjusting the opening degree of the wastegate valve 150, the distribution ratio between the amount of exhaust flowing through the bypass pipe 128 and the amount of exhaust flowing through the turbine 144 is adjusted. The rotational driving force is adjusted, the amount of compressed air by the compressor 142 is adjusted, and the supercharging pressure (intake pressure) of the engine 22 is adjusted. The engine 22 can operate in the same manner as a naturally aspirated engine that does not include the supercharger 140 when the wastegate valve 150 is fully open.

  Although not shown, the engine ECU 24 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. . The engine ECU 24 receives signals from various sensors that detect the operating state of the engine 22, such as a crank position from the crank position sensor 23 that detects the rotational position of the crankshaft 26, and an air flow meter 132 attached to the intake pipe 124. The intake air amount, the intake pressure from the pressure sensor 134 attached to the intake pipe 124, the wastegate valve opening degree from the wastegate valve opening degree sensor that detects the opening degree of the wastegate valve 150, and the like are input via the input port. Has been. From the engine ECU 24, various control signals for driving the engine 22, for example, a drive signal to the fuel injection valve, a drive signal to the throttle motor for adjusting the position of the throttle valve 136, and an ignition coil integrated with the igniter The control signal to the actuator, the control signal to the actuator for adjusting the opening degree of the wastegate valve 150, and the like are output via the output port. The engine ECU 24 is in communication with the main ECU 70, controls the operation of the engine 22 by a control signal from the main ECU 70, and outputs data related to the operation state of the engine 22 to the main ECU 70 as necessary. The engine ECU 24 calculates the rotation speed of the crankshaft 26, that is, the rotation speed Ne of the engine 22 based on a signal from a crank position sensor (not shown) attached to the crankshaft 26.

  The CVT 42 includes a primary pulley 43 that can be changed in groove width and connected to the input shaft 30, a secondary pulley 44 that can be changed in groove width and is connected to an output shaft 32 as a drive shaft, and the primary pulley 43 and the secondary pulley. 44, and a hydraulic circuit 49 that changes the groove widths of the primary pulley 43 and the secondary pulley 44 using hydraulic oil, and drives the hydraulic circuit 49 to drive the primary pulley 43 and the secondary pulley. By changing the groove width of 44, the power of the input shaft 30 is steplessly changed and output to the output shaft 32.

  Although not shown, the CVTECU 46 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. The CVT ECU 46 has input ports such as the rotational speed Ni of the input shaft 30 from the rotational speed sensor 47 attached to the input shaft 30 and the rotational speed No of the output shaft 32 from the rotational speed sensor 48 attached to the output shaft 32. Is entered through. A drive signal to the hydraulic circuit 49 is output from the CVTECU 46 through an output port. The CVTECU 46 is in communication with the main ECU 70, controls the drive of the CVT 42 by a control signal from the main ECU 70, and outputs data related to the drive state of the CVT 42 to the main ECU 70 as necessary.

  Although not shown, the main ECU 70 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. . The main ECU 70 has an accelerator signal from the ignition switch 80, a shift position SP from the shift position sensor 82 that detects the operation position of the shift lever 81, and an accelerator opening from the accelerator pedal position sensor 84 that detects the amount of depression of the accelerator pedal 83. The degree Acc, the brake pedal position BP from the brake pedal position sensor 86 for detecting the depression amount of the brake pedal 85, the vehicle speed V from the vehicle speed sensor 88, and the like are input via the input port. As described above, the main ECU 70 is connected to the engine ECU 24 and the CVTECU 46 via the communication port, and exchanges various control signals and data with the engine ECU 24 and the CVTECU 46.

  Next, the operation of the automobile 20 of the embodiment thus configured, particularly the operation when the supercharger 140 of the engine 22 is switched from the non-operating state to the operating state will be described. FIG. 2 is a flowchart showing an example of a supercharging start control routine executed by the main ECU 70. This routine is executed when the accelerator pedal 83 is depressed or increased while the engine 22 is operating (including idle operation) while the supercharger 140 is not operating. At this time, it is assumed that the crankshaft 26 of the engine 22 and the input shaft 30 of the CVT 42 are mechanically connected by the lockup mechanism of the torque converter 40.

  When the supercharging start control routine is executed, the CPU of the main ECU 70 first inputs data necessary for control such as the accelerator opening Acc from the accelerator pedal position sensor 84 and the vehicle speed V from the vehicle speed sensor 88 (step) S100), the required torque Td * to be output to the output shaft 32 as the drive shaft connected to the drive wheels 63a, 63b as the torque required for the vehicle based on the input accelerator opening Acc and the vehicle speed V, and for traveling Is set as the required power Pd * required for the engine 22 (step S110). In the embodiment, the required torque Tr * is determined in advance by storing the relationship between the accelerator opening Acc, the vehicle speed V, and the required torque Td * in the ROM as a required torque setting map. , The corresponding required torque Td * is derived from the stored map and set. FIG. 3 shows an example of the required torque setting map. The required power Pd * can be calculated by multiplying the set required torque Tr * by the rotational speed Nd of the drive shaft. The rotational speed Nd of the drive shaft is used by inputting the rotational speed No. of the output shaft 32 detected by the rotational speed sensor 48 from the CVTECU 46 by communication, or by multiplying the vehicle speed V by the conversion factor k (Nd = k · What was obtained by V) can be used.

  Subsequently, based on the set required power Pd *, a target rotational speed Nettag and a target torque Ttag as operating points for operating the engine 22 are set (step S120). This setting is performed based on an operation line and a required power Pd * in which the relationship between the rotational speed and the torque for operating the engine 22 efficiently is predetermined. FIG. 4 shows an example of the operation line of the engine 22 and how the target rotational speed Nettag and the target torque Ttag are set. As shown in the figure, in the embodiment, as the operation line of the engine 22, the optimum fuel consumption operation line that is optimal for improving the fuel consumption is used. As shown in the figure, the target rotational speed Netag and the target torque Ttag can be obtained from the intersection of the operation line and a curve having a constant required power Pd * (Netag × Ttag). Further, in the figure, the predetermined torque Tenamax is the maximum torque that can be output from the engine 22 without supercharging by the supercharger 140, in other words, can be output from the engine 22 when the intake pressure of the engine 22 is equal to the atmospheric pressure. Maximum torque. In the embodiment, the region below the predetermined torque Tenamax is the non-supercharging region that is determined in advance as the region where the supercharger 140 is not supercharged among the engine speed and torque operating regions. Of these operating regions, a region larger than the predetermined torque Tenamin is a supercharging region predetermined as a region where supercharging by the supercharger 140 is performed. In the figure, a WOT (Wide Open Throttle) torque line for reference is an output torque of the engine 22 when the accelerator opening Acc is fully opened and the wastegate valve 150 is fully closed. Further, in the following, immediately before the execution of this routine, the engine 22 has an operation point (hereinafter referred to as “operation point before supercharging start”) consisting of the rotational speed Start and torque Test in the non-supercharging region in the figure. The operation point consisting of the set target rotational speed Nettag and the target torque Ttag is referred to as a “final target operation point”.

  When the final target operating point of the engine 22 on the fuel efficiency optimal operation line is set in this way, it is determined whether or not supercharging by the supercharger 140 should be started (step S130). This determination can be made by determining whether or not the set final target operation point is within the supercharging region. When it is determined that the final target operating point of the engine 22 is in the non-supercharging region and supercharging is not started, this routine is terminated as it is. In this case, the control routine for non-supercharging (not shown) is continued and the engine 22 and the CVT 42 are controlled.

  When supercharging is started, that is, when it is determined that the final target operating point of the engine 22 is within the supercharging region and supercharging is started, the predetermined torque Tenamax is applied from the engine 22 based on the input vehicle speed V. The engine speed 22 for efficiency Nef for improving the energy efficiency of the vehicle when outputting is set (step S140). Here, the rotational speed when the predetermined torque Tenamax is output from the engine 22 is considered in the process of changing the operating point of the engine 22 from the operating point before starting supercharging to the final target operating point. An operation point (hereinafter referred to as “intermediate target operation point”) that outputs a predetermined torque Tenamax that is the maximum torque in the non-supercharging region from the engine 22 with an increase in the rotational speed of the engine 22 in order to improve the supply response. This is to temporarily drive the vehicle. Further, in the embodiment, the efficiency rotation speed Neef is stored in the ROM as an efficiency rotation speed setting map by predetermining the relationship between the vehicle speed V and the efficiency rotation speed Nef, and stored when the vehicle speed V is given. The corresponding rotational speed Nef for efficiency is derived and set from the map. FIG. 5 shows an example of the efficiency rotation speed setting map. As shown in the figure, the efficiency rotational speed Neef is set so as to increase as the vehicle speed V increases, based on the efficiency (driving efficiency) of the engine 22 and the efficiency (driving efficiency) of the CVT 42. The reason why the efficiency rotation speed Neef is set to such a tendency will be described next.

  FIG. 6 is an explanatory diagram showing an example in which the relationship between the rotational speed and torque of the engine 22 and the efficiency of the CVT 42 varies depending on the vehicle speed V. FIG. 7 shows the rotational speed and torque of the engine 22 and the efficiency of the engine 22. FIG. 8 is an explanatory diagram illustrating an example of a relationship between the engine 22 and the engine 22 and the CVT 42 in consideration of obtaining the optimum engine speed for improving the vehicle energy efficiency. FIG. As shown in FIG. 6, the efficiency of the CVT 42 when the arbitrary torque Tex is output from the engine 22 is the highest in the gear ratio (the rotational speed of the input shaft 30 / the rotational speed of the output shaft 32) γ of the CVT 42. When the value Ne becomes 1, the corresponding engine speed Ne becomes the engine speed N1, and the higher the vehicle speed V, the greater the engine speed N1 (that is, the lower the vehicle speed V, the smaller the engine speed N1). Become). As shown in FIG. 7, the efficiency of the engine 22 when the arbitrary torque Tex is output from the engine 22 is highest when the rotational speed Ne of the engine 22 becomes the rotational speed N2. Therefore, as shown in FIG. 8, the optimum rotational speed of the engine 22 for improving the energy efficiency of the vehicle when the arbitrary torque Tex is output from the engine 22 is the rotational speed between the rotational speed N2 and the rotational speed N1. This rotational speed N3 can be considered as a rotational speed corrected so as to increase as the vehicle speed V increases (lower as the vehicle speed V decreases) with reference to the rotational speed N2. Here, if the arbitrary torque Tex of the engine 22 is a predetermined torque Tenamax that is the maximum torque in the non-supercharging region, the engine 22 that optimizes the energy efficiency of the vehicle when the predetermined torque Tenamax is output from the engine 22. It can be seen that the efficiency rotation speed Neef is set to increase as the vehicle speed V increases.

  When the efficiency rotation speed Nef of the engine 22 is set, the upper limit rotation speed Nefmax of the engine 22 when the engine 22 is operated at the intermediate target operation point obtained by dividing the set required power Pd * by the predetermined torque Tenamax of the engine 22 is set. (Step S150), and the following equation is used to limit the engine speed 22 for efficiency within the range below the upper limit speed Nefmax of the engine 22 and within the range above the predetermined lower limit speed Nefmin: 1), an intermediate target rotational speed Nef * that is the rotational speed at the intermediate target operating point of the engine 22 is set (step S160), and the predetermined torque Tenamax of the engine 22 is set to the intermediate torque that is the torque at the intermediate target operating point of the engine 22. Set as target torque Tef * Step S170). Here, the lower limit rotational speed Nefmin of the engine 22 is determined in advance by experiments or the like as the lower limit of the rotational speed range of the engine 22 that can ensure the responsiveness of supercharging by the supercharger 140. In the embodiment, When the driving point of the engine 22 is changed from the non-supercharged region to the supercharged region and the vehicle accelerates, a value determined so that the driver does not feel the acceleration delay due to the response delay of the supercharger 140 is used. It was supposed to be. Further, the value obtained by dividing the required power Pd * by the predetermined torque Tenamax is used as the upper limit rotation speed Nefmax because the power exceeding the required power Pd * when the engine 22 is temporarily operated at the intermediate target operation point is used. This is to prevent output from.

  Nef * = max (min (Neef, Nefmax), Nefmin) (1)

  When the intermediate target rotational speed Nef * and the intermediate target torque Tef * are thus set, the intermediate target rotational speed Nef * and the intermediate target torque Tef * are transmitted to the engine ECU 24 and the intermediate target rotational speed Nef * is transmitted to the CVT ECU 46 ( Step S180). Receiving the intermediate target rotational speed Nef * and the intermediate target torque Tef *, the engine ECU 24 operates the throttle valve 136 so that the engine 22 is operated at an intermediate target operating point consisting of the intermediate target rotational speed Nef * and the intermediate target torque Tef *. Of the engine 22 such as intake air amount control for adjusting the opening of the engine (here, fully open), fuel injection control for controlling the fuel injection amount from the fuel injection valve, and ignition control for controlling the ignition timing of the spark plug Take control. The CVTECU 46 that has received the intermediate target rotational speed Nef * receives the target speed ratio γ based on the target rotational speed Ni * of the input shaft 30 as the intermediate target rotational speed Nef * and the rotational speed No of the output shaft 32 from the rotational speed sensor 48. The gear ratio γ of the CVT 42 is changed by driving the hydraulic circuit 49 so as to become *.

  Then, it waits for the engine 22 to be in a state of being operated at the intermediate target operation point (step S190). Here, whether or not the engine 22 is in a state of being operated at the intermediate target operation point is determined in advance as a value when the intake air amount from the air flow meter 132 is operated at the intermediate target operation point of the engine 22. It is determined whether or not the intake air amount has reached the predetermined amount, and whether or not the intake pressure from the pressure sensor 134 has reached a predetermined intake pressure predetermined as a value when the engine 22 is operated at the intermediate target operation point. It can be determined by making a determination.

  When the engine 22 is operated at the intermediate target operating point, a supercharging start command for starting supercharging by the supercharger 140, a target rotational speed Nettag of the engine 22, and a target torque Ttag are transmitted to the engine ECU 24. At the same time, the target engine speed Nettag of the engine 22 is transmitted to the CVT ECU 46 (step S200). The engine ECU 24 that has received the supercharging start command, the target rotational speed Nettag, and the target torque Ttag adjusts the opening degree of the waste gate valve 150 to an opening degree corresponding to the target torque Ttag, and the engine 22 has the target rotational speed. Operation control of the engine 22 such as intake air amount control, fuel injection control, and ignition control is performed so that the engine is operated at a final target operation point composed of Netag and target torque Ttag. The CVTECU 46 that has received the target rotational speed Netag changes the speed ratio γ of the CVT 42 so that the rotational speed Ni of the input shaft 30 becomes the target rotational speed Netag.

  Next, it waits for the engine 22 to be in a state of being operated with supercharging by the supercharger 140 at the final target operating point (step S210). Here, whether or not the engine 22 is in a state of being operated at the final target operation point depends on whether the intake air amount from the air flow meter 132 is supercharged by the supercharger 140 and the engine 22 is operated at the final target operation point. It is determined whether or not a predetermined intake air amount that has been determined in advance as a value when the intake pressure is reached, or the intake pressure from the pressure sensor 134 is supercharged by the supercharger 140 and the engine 22 is set at the final target operating point. It can be determined by determining whether or not a predetermined intake pressure that has been determined in advance as a value at the time of driving is reached. Then, when the engine 22 is operated at the final target operation point, this routine is finished. When this routine is finished in this way, execution of a control routine for supercharging (not shown) is started, and the engine 22 and the CVT 42 are controlled.

  FIG. 9 is an explanatory diagram showing an example of a state in which the operation point of the engine 22 is changed from the operation point A before supercharging start to the final target operation point C via the intermediate target operation point B. In the figure, in addition to each of the operating points A, B, and C, the operating point D at the intersection of a curve with a constant required power Pd * (referred to herein as an equal power curve) and a predetermined torque Tenamax, that is, the upper limit rotational speed Nefmax. And the operation point D consisting of the predetermined torque Tenamax and the lower limit rotational speed Nfemin.

  First, consider a first comparative example in which the operating point of the engine 22 is directly changed from the operating point A before supercharging start to the final target operating point B. In the case of the first comparative example, when the throttle opening of the engine 22 is fully opened, the torque rises to the predetermined torque Tenamax relatively quickly, but the rotational speed remains relatively low, so that it is within the supercharging region. Even if the supercharger 140 is activated, it takes time to move to the final target operation point B, and a change from the operation point A to B requires a relatively long time such as several seconds. On the other hand, in the case of the change route of the embodiment (route changed in the order of A, C, and B) indicated by the thick arrow in the figure, the engine 22 is composed of a rotation speed equal to or higher than the lower limit rotation speed Nefmin and a predetermined torque Tenamax. The vehicle is temporarily operated at the intermediate target operation point C. In the case of the embodiment, the increase of the torque of the engine 22 to the predetermined torque Tenamax is relatively quick, and the increase of the rotation speed of the engine 22 due to the shift of the CVT 42 is relatively quick. Since the time for starting operation 140 and shifting to the final target operation point B is also performed in a state where the rotational speed of the engine 22 has increased to some extent, the change from the operation point A to C via B is, for example, 1 It can be performed in a sufficiently short time compared to the first comparative example, such as seconds or slightly over 1 second, and the supercharging delay by the supercharger 140 can be effectively suppressed.

  Next, consider a second comparative example in which the operating point of the engine 22 is changed from the operating point A before supercharging start to the final target operating point B via the operating point D. In the case of the second comparative example, the change from the operating point A to D via D can be performed in a sufficiently short time as compared with the first comparative example, as in the embodiment, and is based on the supercharger 140. Supercharging delay can be effectively suppressed. However, since the driving point D is a driving point set on the same power curve as the final target driving point without considering the energy efficiency (fuel consumption) of the vehicle, the fuel consumption deteriorates depending on the magnitude of the required power Pd *. It was a factor. On the other hand, in the case of the embodiment, when the predetermined torque Tenamax is output from the engine 22, the rotational speed Neef for improving the energy efficiency of the vehicle is determined based on the efficiency of the engine 22 and the efficiency of the CVT 42. Since the engine speed is set so as to increase as V increases, basically, the engine 22 is temporarily operated at the intermediate target operation point C composed of the rotational speed Neef for efficiency and the predetermined torque Tenamax. Compared to the comparative example, it is possible to improve the energy efficiency (improvement of fuel consumption) of the vehicle. In addition, in the case of the embodiment, the efficiency rotational speed Neef is set to be equal to or higher than the lower limit rotational speed Nefmin that is set in advance as the lower limit of the rotational speed range of the engine 22 that can ensure the responsiveness of supercharging by the supercharger 140. Since the rotational speed is limited to the intermediate target operation point C, the responsiveness of supercharging by the supercharger 140 can be more reliably ensured. Further, in the case of the embodiment, as the upper limit rotational speed Nefmax, the efficiency rotational speed Neef is limited to be equal to or lower than the upper limit rotational speed Nefmax obtained by dividing the required power Pd * by the predetermined torque Tenamax, and the intermediate target operating point C Therefore, when the engine 22 is temporarily operated at the intermediate target operation point, the power exceeding the required power Pd * can be prevented from being output from the engine 22, and the driver can feel the vehicle jumping out. Giving can be suppressed.

  According to the vehicle 20 of the embodiment described above, the operating point of the engine 22 is determined in advance as a region in which supercharging by the supercharger 140 is not performed due to an increase in the required power Pd * based on the accelerator opening Acc. From the operation point before the supercharging start in the supercharging region (first operating point) to the final target operating point (second operating point) in the supercharging region predetermined as a region where supercharging by the supercharger 140 is performed When changing, when the engine 22 outputs the predetermined torque Tenamax at the boundary between the non-supercharged region and the supercharged region, the rotational speed Neef for efficiency and the predetermined torque determined as the rotational speed for improving the energy efficiency of the vehicle After the engine 22 is operated at an intermediate target operation point (intermediate operation point) composed of Tenamax, the turbocharger 140 is supplied to the turbocharger 140 at the final target operation point (second operation point). That controls the engine 22 and CVT42 to the engine 22 with a supercharging travels by being operated power demand Pd *. Thereby, when changing the operating point of the engine 22 with the start of supercharging by the supercharger 140, the energy efficiency of the vehicle can be improved. Further, in the automobile 20 of the embodiment, the efficiency rotation speed Neef is set so as to increase as the vehicle speed V increases based on the efficiency of the engine 22 and the efficiency of the CVT 42, so that the energy efficiency of the vehicle is more reliably improved. Can be achieved. Of course, since the final target operation point (second operation point) is the operation point at the intersection of the fuel efficiency optimum operation line of the engine 22 and the required power Pd *, the engine 22 is accompanied by the start of supercharging by the supercharger 140. After changing the operating point, the engine 22 can be operated efficiently.

  Further, in the automobile 20 of the embodiment, the intermediate target operation point (intermediate operation point) is a lower limit rotational speed that is set in advance as the lower limit of the rotational speed range of the engine 22 that can ensure the responsiveness of supercharging by the supercharger 140. Since the operating point is composed of the rotational speed Neef for which the efficiency rotational speed Nef is limited to Nefmin or more and the predetermined torque Tenamax, the responsiveness of supercharging by the supercharger 140 can be ensured more reliably. Further, in the automobile 20 of the embodiment, the intermediate target operation point (intermediate operation point) is the upper limit rotational speed Nefmax obtained by dividing the required power Pd * corresponding to the final target operation point (second operation point) by the predetermined torque Tenamax. Since the operating speed Neef is set to an operating point consisting of a limited speed and a predetermined torque Tenemax so that the following is satisfied, the engine 22 is prevented from outputting a power larger than the required power Pd * based on the accelerator opening Acc. can do.

  In the automobile 20 of the embodiment, the intermediate target operation point (intermediate operation point) is equal to or less than the upper limit rotation speed Nefmax obtained by dividing the required power Pd * corresponding to the final target operation point (second operation point) by the predetermined torque Tenamax. The efficiency rotation speed Nef is limited so that the efficiency rotation speed Nefmax is not limited by the upper limit rotation speed Nefmax.

  In the automobile 20 of the embodiment, the intermediate target operation point (intermediate operation point) is equal to or higher than the lower limit rotation speed Nefmin that is set in advance as the lower limit of the rotation speed range of the engine 22 that can ensure the responsiveness of supercharging by the supercharger 140 However, the efficiency rotation speed Nef may not be limited by the lower limit rotation speed Nefmin.

  In the automobile 20 of the embodiment, the efficiency rotation speed Neef is set so as to increase as the vehicle speed V increases based on the efficiency of the engine 22 and the efficiency of the CVT 42. However, the efficiency of the CVT 42 is not considered. Alternatively, the engine 22 may be set to a rotational speed at which the efficiency of the engine 22 is best when the predetermined torque Tenamax is output from the engine 22.

  In the automobile 20 of the embodiment, a supercharging start command for starting supercharging by the supercharger 140 is transmitted to the engine ECU 24 when the engine 22 is operated at the intermediate target operation point. A supercharging start command is transmitted before the motor 22 is operated at the intermediate target operating point (for example, when the intermediate target rotation speed Nef * and the intermediate target torque Tef * are transmitted to the engine ECU 24 in step S180). A start command may be transmitted). In this case, the wastegate valve 150 is fully closed by the engine ECU 24 that has received the supercharging start command, but supercharging by the supercharger 140 is substantially started until the operating point of the engine 22 reaches the intermediate target operating point. Not. Then, after the operation point of the engine 22 reaches the intermediate target operation point, the engine 22 is shifted to the final target operation point in a state where the supercharger 140 is supercharged more quickly than in the embodiment. Can be made.

  In the embodiment, the present invention is applied to the automobile 20 including the engine 22 and the CVT 42. However, as shown in the hybrid automobile 220 of the modified example of FIG. 10, the engine 22, the motor MG1, and the drive shaft of the vehicle A planetary gear 230 in which a ring gear, a carrier, and a sun gear are connected to three axes of a crankshaft of the engine 22 and a rotation shaft of the motor MG1, a motor MG2 in which a rotation shaft is connected to the drive shaft, motors MG1 and MG2, The present invention may be applied to a vehicle including a battery 250 connected via an inverter. Further, as illustrated in the hybrid vehicle 320 of the modified example of FIG. 11, the engine 22 has an inner rotor 332 connected to the crankshaft of the engine 22 and an outer rotor 334 connected to the drive shaft of the vehicle. It is good also as what is applied to the motor vehicle provided with the counterrotor electric motor 330 which transmits a part of these to a drive shaft and converts the remaining motive power into electric power.

  When the present invention is applied to the hybrid vehicles 220 and 320, the rotational speed of the intermediate target operating point for temporarily operating the engine 22 is smaller than the upper limit rotational speed Nefmax. Even when a power smaller than the required power Pd * is output during operation, the motor MG2 can travel with the output power of the engine 22 that is insufficient with respect to the required power Pd *. In this case, when setting the intermediate target operation point of the engine 22 and controlling the engine 22 to operate at the intermediate target rotation speed, the torque that acts on the drive shaft from the engine 22 is obtained. With respect to the torque, a torque that is insufficient with respect to the required torque Td * to be output to the drive shaft is obtained, and the required power Pd * as traveling power can be provided by outputting this insufficient torque from the motor MG2.

  In the embodiment, the present invention has been described as the form of the automobile 20, but may be in the form of a vehicle (for example, a train) other than the automobile.

  The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problems will be described. In the embodiment, the engine 22 having the turbocharger 140 as the turbocharger corresponds to “engine”, the CVT 42 as the continuously variable transmission corresponds to “shift transmission means”, and the accelerator opening degree Acc and the vehicle speed V are When the operating point of the engine 22 is changed from the operating point before supercharging start in the non-supercharging region to the final target operating point in the supercharging region by increasing the required power Pd * corresponding to the required torque Td * based on the engine When the predetermined torque Tenamax is output from 22, the intermediate target rotational speed Nef * obtained by limiting the rotational speed Nef for improving the energy efficiency of the vehicle with the upper and lower rotational speeds Nefmax and Nefmin and the intermediate target torque Tef * as the predetermined torque Tenamax Is transmitted to the engine ECU 24 and the CVTECU 46, and then the required power Pd * is The main ECU 70 that executes the supercharging start control routine of FIG. 2 for transmitting the target rotational speed Nettag, target torque Ttag and supercharging start command of the engine 22 that outputs efficiently, and the engine at the intermediate target operating point and the final target operating point. A combination of the engine ECU 24 that controls the operation of the engine 22 and the CVT 42 that changes the speed ratio γ of the CVT 42 at the intermediate target rotational speed Nef * and the final target rotational speed Netag corresponds to “control means”. Further, the combination of the motor MG1 and the planetary gear 230 also corresponds to “shift transmission means”, and the anti-rotor motor 330 also corresponds to “shift transmission means”.

  Here, the “engine” is not limited to the engine 22 having a turbocharger 140 as a turbocharger and outputting power using gasoline, light oil, or the like as a fuel. It doesn't matter what. The “transmission transmission means” is not limited to the combination of the CVT 42, the motor MG2, and the planetary gear 230, and is not limited to the rotor motor 330, but is changed to a drive shaft connected to the axle by continuously changing the power from the engine. Anything can be used as long as it can be transmitted. The “control means” is not limited to the combination of the main ECU 70, the engine ECU 24, and the CVTECU 46, and may be configured by a single electronic control unit. Further, as the “control means”, the operation point of the engine 22 is set to the operation before the supercharging start in the non-supercharging region by increasing the required power Pd * corresponding to the required torque Td * based on the accelerator opening Acc and the vehicle speed V. When changing from the point to the final target operating point in the supercharging region, the engine speed 22 is limited by the upper and lower engine speeds Nefmax and Nefmin when the predetermined torque Tenamax is output from the engine 22 to improve the energy efficiency of the vehicle. The target of the engine 22 that efficiently outputs the required power Pd * after performing the operation control of the engine 22 and the shift control of the CVT 42 based on the intermediate target rotation speed Neef * and the intermediate target torque Tef * as the predetermined torque Tenamax. Based on the rotation speed Nettag, the target torque Ttag and the supercharging start command 22 is not limited to performing the operation control of 22 or the shift control of the CVT 42, but is a non-supercharging region predetermined as a region where supercharging by the supercharger is not performed in the engine rotational speed and torque operating regions. Alternatively, the engine and the shift transmission means are controlled so that the engine is operated at a predetermined supercharging region operating point as a region for supercharging by the supercharger and travels with the required power based on the accelerator operation amount. Thus, when the operating point of the engine is changed from the first operating point in the non-supercharged region to the second operating point in the supercharged region due to an increase in required power, the boundary between the engine and the supercharged region and the non-supercharged region After the engine is operated at an intermediate operating point consisting of the rotational speed for efficiency determined as the rotational speed for improving the energy efficiency of the vehicle when the predetermined torque is output and the predetermined torque. As long as it controls the engine and the transmission mechanism to the engine with a supercharging by the supercharger at a second operating point travels through has been requested power operation may be any ones.

  The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problem is the same as that of the embodiment described in the column of means for solving the problem. Therefore, the elements of the invention described in the column of means for solving the problems are not limited. That is, the interpretation of the invention described in the column of means for solving the problems should be made based on the description of the column, and the examples are those of the invention described in the column of means for solving the problems. It is only a specific example.

  As mentioned above, although the form for implementing this invention was demonstrated using the Example, this invention is not limited at all to such an Example, In the range which does not deviate from the summary of this invention, it is with various forms. Of course, it can be implemented.

  The present invention can be used in the vehicle manufacturing industry.

  20 automobile, 22 engine, 23 crank position sensor, engine electronic control unit (engine ECU), 26 crankshaft, 30 input shaft, 32 output shaft, 40 torque converter, 42 CVT, 43 primary pulley, 44 secondary pulley, 45 belt , 46 CVT electronic control unit (CVTECU), 47, 48 Rotational speed sensor, 49 Hydraulic circuit, 62 Differential gear, 63a, 63b Driving wheel, 70 Main electronic control unit (HVECU), 80 Ignition switch, 81 Shift lever, 82 Shift position sensor, 83 accelerator pedal, 84 accelerator pedal position sensor, 85 brake pedal, 86 brake pedal position sensor, 88 vehicle speed Sensor, 122 air cleaner, 124 intake pipe, 126 exhaust pipe, 128 bypass pipe, 132 air flow meter, 134 pressure sensor, 136 throttle valve, 140 supercharger, 142 compressor, 144 turbine, 146 connecting shaft, 150 wastegate valve, 220 , 320 hybrid vehicle, 230 planetary gear, 250 battery, 320 hybrid vehicle, 330 pair rotor motor, 332 inner rotor, 334 outer rotor, MG1, MG2 motor.

Claims (5)

A vehicle comprising: an engine having a supercharger; and transmission transmission means capable of continuously transmitting power from the engine to a drive shaft connected to an axle;
Among the engine speed and torque operating regions, a non-supercharging region that is predetermined as a region that is not supercharged by the supercharger or a supercharging that is predetermined as a region where supercharging is performed by the supercharger Control means for controlling the engine and the shift transmission means so that the engine is operated at a driving point in a region and travels with a required power based on an accelerator operation amount;
The control means changes the engine operating point from the engine to the second operating point in the supercharged region when the operating point of the engine is changed from the first operating point in the nonsupercharged region to the second operating point in the supercharged region. When the engine outputs a predetermined torque at the boundary between the supply region and the supercharging region, the engine operates at an intermediate operating point consisting of the rotational speed for efficiency determined as the rotational speed for improving the energy efficiency of the vehicle and the predetermined torque. Means for controlling the engine and the shift transmission means so that the engine is operated at the second operating point with supercharging by the supercharger and travels with the required power after being operated;
vehicle. The vehicle according to claim 1,
The efficiency rotational speed is a rotational speed that is set so as to increase as the vehicle speed increases based on the efficiency of the engine and the efficiency of the shift transmission means.
vehicle. The vehicle according to claim 1 or 2,
The intermediate operating point is a rotational speed in which the rotational speed for efficiency is limited so as to be equal to or higher than a lower limit rotational speed that is set in advance as a lower limit of a rotational speed range of the engine that can ensure the responsiveness of supercharging by the supercharger And an operating point consisting of the predetermined torque.
vehicle. A vehicle according to any one of claims 1 to 3,
The intermediate operating point is an operating point consisting of a rotational speed in which the rotational speed for efficiency is limited and the predetermined torque so as to be equal to or lower than an upper limit rotational speed obtained by dividing the power corresponding to the second operating point by the predetermined torque. Is,
vehicle. A vehicle according to any one of claims 1 to 4,
The second operating point is an operating point based on a fuel efficiency operation line that is predetermined as a relationship between the rotation speed and torque suitable for improving the efficiency of the engine and the required power.
vehicle.

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