CN103889800B - 混合动力车辆的发动机起动时控制装置 - Google Patents
混合动力车辆的发动机起动时控制装置 Download PDFInfo
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- CN103889800B CN103889800B CN201180074252.3A CN201180074252A CN103889800B CN 103889800 B CN103889800 B CN 103889800B CN 201180074252 A CN201180074252 A CN 201180074252A CN 103889800 B CN103889800 B CN 103889800B
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- engine
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- direct fuel
- speed
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Abstract
在对直喷发动机(12)进行点火起动后连接K0离合器(34)时,以使得随着发动机转速(NE)接近MG转速(NMG)而发动机扭矩(TE)降低,当上述等的速度差(NMG‑NE)大致为0时发动机转速(NE)维持为大致固定的方式,与速度差(NMG‑NE)成比例地来使发动机扭矩(TE)降低。因此,与K0离合器(34)的连接定时的偏差无关地抑制了直喷发动机(12)的喷射、连接冲击,提高了驾驶性能和乘坐舒适感。另外,由于使发动机扭矩(TE)根据速度差(NMG‑NE)缓缓降低,与和速度差(NMG‑NE)的变化无关地一律使发动机扭矩(TE)降低的情况相比,可靠地避免了直喷发动机(12)因无法自主旋转而导致的失速等。
Description
技术领域
本发明涉及具备直喷发动机的混合动力车辆的发动机起动时的控制。
背景技术
公知有一种混合动力车辆,具有(a)向气缸内直接喷射燃料的直喷发动机、(b)使该直喷发动机相对于动力传递路径断接的离合器、(c)至少作为电动机发挥功能的旋转机,(d)能够将所述直喷发动机和所述旋转机同时或者分别用作驱动力源行使,并且能够在该直喷发动机停止时进行向任一气缸内喷射燃料并点火由此来起动该直喷发动机的点火起动。专利文献1所记载的混合动力车辆是其一例,记载了在仅将旋转机作为驱动力源来行驶的电动机行驶过程中使摩擦离合器连接(摩擦接合)来使直喷发动机的曲轴旋转,进行调整以使膨胀冲程的气缸的曲轴角为规定范围内,由此在发动机起动时向该膨胀冲程的气缸内喷射燃料来进行点火的点火起动的技术。另外,由于点火起动而发动机转速上升,当与旋转机的转速大致相同后(同步后),连接离合器使电动机扭矩转换为发动机扭矩。
另外,虽然存在直喷发动机的摩擦较小的情况等能够仅通过上述点火起动就使发动机凭自身动力起动的情况,但也能够根据需要在发动机起动时连接离合器来利用旋转机进行辅助(扭矩保障),通过点火起动能够大幅降低辅助扭矩。由此,能够使旋转机的最大扭矩降低从而实现小型化和低耗油量化。
专利文献1:日本特表2009-527411号公报
但是,在这样因点火起动而发动机转速上升,在与旋转机的转速大致同步后连接离合器的情况下,存在因该连接定时的偏差导致发动机喷射,或因伴随着其后的离合器接合的发动机转速变化等而使连接冲击(驱动力变动)产生,从而损害驾驶性能和乘坐舒适感的可能性。在点火起动的情况下,由于离合器被释放或仅仅是以使得可得到规定辅助扭矩的方式以比较小的接合扭矩进行滑移接合,因此若例如在连接离合器前实施发动机的扭矩降低控制,则有可能发动机无法自主旋转从而失速。若为了防止上述情况而使离合器的接合扭矩增大,则由旋转机产生的辅助扭矩变大从而影响耗油量的情况等会妨碍发挥基于点火起动的优点。
图8和图9是说明虽未公知但如图1所示的混合动力车辆10的发动机起动时控制相关的各部的动作的时序图的一例。图8是在时间t1直喷发动机12的点火起动开始,在发动机转速NE上升并与电动发电机MG的转速NMG大致同步后连接K0离合器34的情况下,当该连接定时的判定时间t2延迟了延迟时间tdelay时,因发动机转速NE的过冲(overshoot)(喷射)以及其后的K0离合器34的接合(K0扭矩的上升)而导致发生了连接冲击(输出轴扭矩的变动)的情况。另外,图9是在连接K0离合器34前实施了直喷发动机12的扭矩降低控制时,因连接定时的判定时间t2延迟了延迟时间tdelay而导致发动机转速NE降低,因其后的K0离合器34的接合而导致发生了连接冲击(输出轴扭矩的变动)的情况。上述的图中的“K0扭矩”是K0离合器34的接合扭矩,虚线是指令值,实线是实际扭矩值。
发明内容
本发明是以上述事情为背景而完成的,其目的在于,在直喷发动机通过离合器相对于动力传递路径断接的混合动力车辆中,对通过点火起动而起动了直喷发动机后连接离合器时的驾驶性能和乘坐舒适感进行改善。
为了实现上述目的,第1发明的特征在于,在具有(a)向气缸内直接喷射燃料的直喷发动机、(b)使该直喷发动机相对于动力传递路径断接的离合器、(c)至少作为电动机发挥作用的旋转机,(d)能够将所述直喷发动机和所述旋转机同时或者分别用作驱动力源来行驶,并且能够在该直喷发动机停止时进行通过向活塞在膨胀冲程中停止的任意气缸内喷射燃料并点火来起动该直喷发动机的点火起动的混合动力车辆中,(e)在对所述直喷发动机进行点火起动后连接所述离合器时,以发动机扭矩随着在发动机转速的上升过程中该发动机转速接近夹着该离合器的动力传递路径的动力传递路径侧转速而降低的方式,基于该发动机转速和该动力传递路径侧转速的速度差,在该速度差较小的情况下与速度差较大的情况相比降低发动机扭矩。
第2发明的特征在于,在第1发明的混合动力车辆的发动机起动时控制装置中,在无法根据所述速度差来使所述发动机扭矩降低的情况下,利用所述离合器的接合扭矩来抑制所述直喷发动机的喷射。
第3发明的特征在于,在第1发明的混合动力车辆的发动机起动时控制装置中,在无法根据所述速度差来使所述发动机扭矩降低的情况下,在成为所述直喷发动机的缸内空气量对应于节气门开度而稳定的稳定状态后,立即连接所述离合器。
第4发明的特征在于,在第1发明的混合动力车辆的发动机起动时控制装置中,在对所述直喷发动机进行点火起动后连接所述离合器时,以发动机扭矩随着在发动机转速的上升过程中该发动机转速接近夹着该离合器的动力传递路径的动力传递路径侧转速而降低,并且若所述速度差为0则将所述发动机转速维持固定的方式,根据该速度差来降低所述发动机扭矩。
在这样的混合动力车辆的发动机起动时控制装置中,在对直喷发动机进行了点火起动后连接离合器时,以发动机扭矩随着在发动机转速的上升过程中该发动机转速接近动力传递路径侧转速而降低的方式,基于该发动机转速和动力传递路径侧转速的速度差,在该速度差较小的情况下与速度差较大的情况相比使发动机扭矩降低,因此与离合器的连接定时的偏差无关地抑制了直喷发动机的喷射和连接冲击,驾驶性能和乘坐舒适性提高。另外,由于根据速度差使发动机扭矩降低,因此与和速度差的变化无关地一律使发动机扭矩降低的情况相比,可靠地避免了因直喷发动机无法自主旋转而导致的失速等。
在第2发明中,在无法根据速度差使发动机扭矩降低的情况下,例如在迟角控制下使发动机扭矩降低时达到了根据节气门开度而决定的迟角下限扭矩的情况等,利用离合器的接合扭矩抑制直喷发动机的喷射,因此能够以在抑制直喷发动机的喷射的同时不产生驱动力变动的方式使离合器恰当地连接。
在第3发明中,在与第2发明同样地无法根据速度差来降低发动机扭矩的情况下,在成为直喷发动机的缸内空气量对应于节气门开度而稳定的稳定状态后,立即所述离合器,因此即使在因电池的满充电等导致无法通过旋转机的再生控制吸收扭矩的情况下,也能够在抑制驱动力变动的同时连接离合器。即,虽然在发动机刚起动后浪涌调整槽等是大气压且缸内空气量也较多,产生较大的扭矩,但在发动机工作状态下浪涌调整槽等成为负压从而缸内空气量变少,成为与节气门开度(驾驶员的要求输出)对应的扭矩,因此若在该状态连接离合器,则无需吸收多余的扭矩。
在第4发明中,以发动机扭矩随着在发动机转速的上升过程中该发动机转速接近动力传递路径侧转速而降低,当上述等的发动机转速和动力传递路径侧转速的速度差为0时发动机转速维持为固定的方式,根据速度差来使发动机扭矩降低,因此与离合器的连接定时的偏差无关地进一步恰当地抑制了直喷发动机的喷射和连接冲击。
附图说明
图1是在适用本发明的混合动力车辆的骨架图中一并示出控制系统的要部的概略构成图。
图2是说明图1的混合动力车辆的直喷发动机的剖视图。
图3是具体说明图1的电子控制装置在功能上具备的发动机起动时控制单元的动作的流程图。
图4是按照图3的流程图的步骤S3~S7说明发动机起动时控制被进行时的各部的动作状态的变化的时序图的一例。
图5是按照图3的流程图的步骤S3、S4、S8~S12、S6、S7说明发动机起动时控制被进行时的各部的动作状态的变化的时序图的一例。
图6是说明图3的步骤S4的扭矩降低下限值TEmin的图。
图7是按照图3的流程图的步骤S3、S4、S8、S13~S16、S6、S7说明发动机起动时控制被进行时的各部的动作状态的变化的时序图的一例。
图8是通过点火起动来起动了直喷发动机后连接离合器时的连接定时发生偏差导致发生了连接冲击时的时序图的一例。
图9是在通过点火起动来起动了直喷发动机后连接离合器时进行了扭矩降低控制的情况下,连接定时发生偏差导致发生了连接冲击时的时序图的一例。
具体实施方式
本发明适用于直喷发动机通过离合器相对于动力传递路径断接(连接、切断)的并行型等的混合动力车辆,适用于从仅将旋转机作为驱动力源行驶的电动机行驶模式向将直喷发动机作为驱动力源行驶的发动机行驶模式或者发动机+电动机行驶模式转移的情况。至少在离合器的动力传递路径侧的部件(包含旋转机的情况)以规定转速旋转时对直喷发动机进行点火起动并且连接离合器的情况下能够适用本发明。作为离合器,适用单片式、多片式等的摩擦接合离合器。
本发明的混合动力车辆能够将直喷发动机以及旋转机用作行驶用的驱动力源,作为旋转机适用能够择一地利用电动机以及发电机这双方的功能的电动发电机。直喷发动机适用4循环的汽油发动机,能够使用包含4气缸以上的多气缸发动机的各种气缸数的直喷发动机。也能够使用2循环的汽油发动机等能够向膨胀冲程的气缸内喷射燃料来点火起动的其他往返运动内燃机。
旋转机可以夹着离合器配设于连接有直喷发动机的动力传递路径,也可以夹着离合器将旋转机和直喷发动机直接连结,但也可以在上述等的旋转机和直喷发动机之间夹设变速器构等。另外,也能够构成为在直喷发动机与前轮驱动侧的动力传递路径连接的情况下将旋转机配设于后轮驱动侧等将直喷发动机和旋转机配设于不同的动力传递路径。
在直喷发动机点火起动中,通过至少任意一个气缸在膨胀冲程且对该膨胀冲程的气缸内喷射燃料进行点火来起动,可以是仅通过点火起动来起动的情况,也可以使离合器滑移接合来利用旋转机、车辆的动能对直喷发动机的旋转进行辅助(启动)。在利用车辆的动能进行辅助时,也期望在抑制驱动力变动的基础上通过旋转机来保障扭矩。
本发明例如如第4发明那样,具有以发动机扭矩随着发动机转速接近动力传递路径侧转速而降低,当发动机转速和动力传递路径侧转速的速度差为0时发动机转速维持恒定的方式,根据上述等的速度差(=动力传递路径侧转速-发动机转速)来使发动机扭矩降低的扭矩降低控制单元,例如构成为与该速度差成比例地控制发动机扭矩,但是也可以相对于速度差非线性或阶段性地使发动机扭矩变化。在该扭矩降低控制中,响应性优异的点火正时的迟角控制是合适的,但也能够利用节气门等进气量调节装置来进行控制。“以使得速度差为0时发动机转速维持恒定”的控制只不过是目标,发动机转速也可以根据控制的响应性、误差而略微变动,以使得防止喷射、失速的方式控制发动机扭矩即可。为了将发动机转速维持恒定,基本上使得发动机扭矩为0即可,在存在某些负荷的情况下,以使得发动机转速维持为大致恒定的方式,根据需要产生与该负荷对应的规定发动机扭矩即可。在实施第1发明时,至少随着速度差变小而使发动机扭矩连续地或阶段性地降低即可。
第2发明在无法根据速度差使发动机扭矩降低时利用离合器的接合扭矩抑制直喷发动机的喷射,但在该情况下,由于直喷发动机在产生规定发动机扭矩的状态下连接离合器,因此期望为了吸收该发动机扭矩而降低旋转机的扭矩,或利用离合器的接合扭矩进行调整。
第3发明的稳定状态指的是成为与节气门开度对应的目标空气量,不一定必须是指缸内空气量成为大致恒定。即,在节气门开度因驾驶员的输出要求量(加速器操作量等)的变化而变化时,由于目标空气量也变化,因此如果缸内空气量与该目标空气量大致相同,则即使缸内空气量根据节气门开度的变化而变化的情况下也可以说是稳定状态。
实施例
以下参照附图对本发明的实施例详细说明。
图1是适用本发明的混合动力车辆10的包含驱动系统的骨架图的概略构成图。该混合动力车辆10具备向气缸内直接喷射燃料的直喷发动机12和作为电动机及发电机发挥功能的电动发电机MG作为行驶用的驱动力源。并且,上述等的直喷发动机12以及电动发电机MG的输出从作为流体式传动装置的变矩器14经由涡轮轴16、C1离合器18而向自动变速器20传递,并且经由输出轴22、差动齿轮装置24而向左右的驱动轮26传递。变矩器14具备将泵叶轮和涡轮叶轮直接连结的锁止离合器(L/U离合器)30,并且泵叶轮一体连接有油泵32,利用直喷发动机12或电动发电机MG而被机械式地旋转驱动。电动发电机MG相当于旋转机。
上述直喷发动机12在本实施例中利用8气缸4循环的汽油发动机,如图2具体所示那样,利用燃料喷射装置46向气缸(缸)100内直接喷射汽油(高压微粒子)。在该直喷发动机12中,从进气通路102经由进气阀104向气缸100内流入空气,并且经由排气阀108从排气通路106排出废气,在规定定时通过点火装置47进行点火,由此气缸100内的混合气发生爆发燃烧从而使活塞110向下方被按下。在进气通路102,经由浪涌调整槽103而连接有作为进气量调节装置的电子节气门45,根据该电子节气门45的开度(节气门开度)来控制从进气通路102向气缸100内流入的进气量、即发动机输出。上述活塞110在气缸100内以能够在轴向滑动的方式被嵌合,并且经由连杆112以能够相对旋转的方式连结于曲轴114的曲柄销116,伴随着活塞110的直线往返移动,曲轴114按箭头R所示那样被旋转驱动。曲轴114在轴颈部118以通过轴承能够旋转的方式被支承,与连接轴颈部118和曲柄销116的曲柄臂120一体设置。
并且,在这样的直喷发动机12中,在曲轴114的2旋转(720°)中,进行吸入冲程、压缩冲程、膨胀(爆发)冲程、排气冲程这4冲程,通过反复上述操作而使曲轴114连续旋转。8个气缸100的活塞110被构成为曲轴角分别错开90°,曲轴114每旋转90°,8个气缸100依次爆发燃烧从而连续地产生旋转扭矩。另外,在曲轴114从任一气缸100的活塞110到达压缩冲程后的TDC(上止点)的压缩TDC旋转规定角度,在进气阀104和排气阀108均闭合的膨胀冲程的规定角度范围θ内停止时,通过燃料喷射装置46向气缸100内喷射汽油并且通过点火装置47进行点火,由此能够进行使气缸100内的混合气爆发燃烧来起动的点火起动。在直喷发动机12的各部的摩擦(摩擦)较小时,能够仅通过点火起动来起动直喷发动机12,但即使在摩擦较大时,由于能够降低转动曲轴114来起动时的起动辅助扭矩,因此能够降低产生该辅助扭矩的所述电动发电机MG的最大扭矩来实现小型化和低耗油率化。对于上述角度范围θ而言,例如从压缩TDC开始的30°~60°左右的范围内是合适的,通过点火起动能够得到较大的旋转能量,能够降低辅助扭矩。在8气缸发动机的情况下,从压缩TDC开始的80°~100°左右时也能够进行点火起动,上記角度范围θ根据直喷发动机12的气缸数的不同而不同。
返回图1,在上述直喷发动机12和电动发电机MG之间,经由减震器38而设置有将上述等直接连结的K0离合器34。该K0离合器34是通过液压缸而摩擦接合的单片式或多片式的摩擦离合器,通过液压控制装置28而被控制接合释放,并且在本实施例中以浸油状态配设于变矩器14的油室40内。K0离合器34是液压式摩擦接合装置,作为使直喷发动机12相对于动力传递路径连接或切断的断接装置发挥作用。电动发电机MG经由逆变器42与电池44连接。另外,所述自动变速器20是通过多个液压式摩擦接合装置(离合器或制动器)的接合释放状态来使变速比不同的多个档位成立的行星齿轮式等有级自动变速器,通过设置于液压控制装置28的电磁式的液压控制阀或切换阀等而被进行变速控制。C1离合器18作为自动变速器20的输入离合器发挥功能,同样通过液压控制装置28而被控制接合释放。
这样的混合动力车辆10被电子控制装置70控制。电子控制装置70构成为包含具有CPU、ROM、RAM以及输入输出接口等的所谓的个人计算机,利用RAM的临时存储功能并按照ROM中预先存储的程序进行信号处理。电子控制装置70被从加速器操作量传感器48供给表示加速器踏板的操作量(加速器操作量)Acc的信号。另外,被从发动机转速传感器50、MG转速传感器52、涡轮转速传感器54、车速传感器56、曲轴角传感器58以及SOC传感器60分别供给直喷发动机12的转速(发动机转速)NE、电动发电机MG的转速(MG转速)NMG、涡轮轴16的转速(涡轮转速)NT、输出轴22的转速(在输出轴转速下与车速V对应)NOUT、8个气缸100各自的距离TDC(上止点)的旋转角度(曲轴角)Φ、电池44的蓄电余量SOC所相关的信号。另外,被供给各种控制所需的各种信息。SOC传感器60例如构成为逐次累计电池44的充电量和放电量来求出蓄电余量SOC。上述加速器操作量Acc相当于输出要求量。
上述电子控制装置70在功能上具备混合动力控制单元72、变速控制单元74、发动机停止控制单元76以及发动机起动时控制单元80。混合动力控制单元72控制直喷发动机12以及电动发电机MG的动作,由此例如根据加速器操作量Acc、车速V等驾驶状态来切换仅将直喷发动机12作为驱动力源行驶的发动机行驶模式、仅将电动发电机MG作为驱动力源行驶的电动机行驶模式、利用上述等双方行驶的发动机+电动机行驶模式等的预先规定的多个行驶模式来进行行驶。变速控制单元74对设置于液压控制装置28的电磁式的液压控制阀、切换阀等进行控制来切换多个液压式摩擦接合装置的接合释放状态,由此将自动变速器20的多个档位按照将加速器操作量Acc、车速V等驾驶状态作为参数而预先规定的变速映射进行切换。
发动机停止控制单元76进行在从发动机+电动机行驶模式向电动机行驶模式的切换时、发动机+电动机行驶模式或发动机行驶模式中的惯性行驶时、减速时、停车时等使直喷发动机12停止时的控制,以能够在再起动直喷发动机12时进行点火起动的方式调整曲轴114的停止位置。即,在切断K0离合器34而使直喷发动机12的旋转停止时,在将要停止前或刚停止后等使K0离合器34暂时滑移接合来使曲轴114旋转,由此以使得任一气缸100的曲轴角Φ进入能够点火起动的所述角度范围θ内的方式进行调整。由此,能够在之后的发动机起动时通过点火起动而起动,能够降低基于电动发电机MG的辅助扭矩,实现电动发电机MG的小型化和低耗油率化。
发动机起动时控制单元80例如为了从电动机行驶模式向发动机+电动机行驶模式或发动机行驶模式进行切换,或者在车辆停止中使直喷发动机12动作并且对电动发电机MG进行再生控制(也称为发电控制)来对电池44充电,而对直喷发动机12进行起动并且进行利用K0离合器34与动力传递路径连接时的控制。该发动机起动时控制单元80在功能上具备发动机起动单元82、扭矩降低控制单元84、离合器控制单元86和扭矩替换单元88。
发动机起动单元82通过点火起动来起动直喷发动机12,一边使K0离合器34滑移接合来辅助直喷发动机12的旋转一边进行点火起动。图4、图5和图7均是电动机行驶模式下的行驶中对直喷发动机12点火起动时的时序图,时间t1是点火起动开始时间,通过针对膨胀冲程的气缸100的燃料喷射和点火进行点火起动,并且通过使K0离合器34以规定接合扭矩(K0扭矩)滑移接合来辅助直喷发动机12的旋转。该接合扭矩的大小在能够通过点火起动来起动直喷发动机12的范围内被定为尽可能低的扭矩。虽然与该接合扭矩(辅助扭矩)相同程度就使电动发电机MG的扭矩(MG扭矩)增大从而防止驱动力变动,但由于足够小而在图中省略。若发动机转速NE上升至规定转速,则如图7所示那样可以释放K0离合器34(K0扭矩=0),但在图4和图5中,考虑之后的连接控制时的响应延迟而维持滑移接合。
上述各时序图中的“K0扭矩”的栏的虚线是指令值,实线是实际扭矩值,在使K0离合器34完全接合的最终阶段中两者间存在差值,这是由于指令值代表最大值(最大液压)而实际扭矩值由管道压决定。另外,“缸内空气量”是直喷发动机12的气缸100内的空气量,与浪涌调整槽103内的压力(浪涌调整槽压)对应,在发动机起动初期是大气压因此缸内空气量KL较多,产生大的发动机扭矩,但逐渐降低(收敛)至与节气门开度对应的目标空气量KLt,发动机扭矩稳定。另外,虽然省略图示,但在车辆停止时为了电池充电等而起动直喷发动机12时,释放C1离合器18来使K0离合器34完全接合,一边利用电动发电机MG辅助旋转一边进行点火起动。
这里,在这样对直喷发动机12进行了点火起动的情况下,若发动机转速NE上升而与电动发电机MG的转速NMG大致同步(大致相同转速)后连接K0离合器34即可,但若因同步判定的误差或K0离合器34的液压响应延迟等而使连接定时发生偏差,则存在因直喷发动机12喷射或伴随着之后的K0离合器34的连接的发动机转速NE的变化等而产生连接冲击(驱动力变动),导致驾驶性能和乘坐舒适性受损的可能性。例如在如图8所示那样连接定时的判定时间t2延迟了延迟时间tdelay的情况下,因发动机转速NE的过冲(喷射)及其后的K0离合器34的接合而发生连接冲击(输出轴扭矩的变动)。图9是为了防止发动机转速NE的过冲而在连接K0离合器34前实施了直喷发动机12的扭矩降低控制的情况,但若连接定时的判定时间t2延迟了延迟时间tdelay,则发动机转速NE降低,因其后的K0离合器34的接合而产生连接冲击(输出轴扭矩的变动)。
相对于此,本实施例的发动机起动时控制单元80通过所述扭矩降低控制单元84和离合器控制单元86,在抑制直喷发动机12的喷射、连接冲击的同时使K0离合器34适当地连接。图3是具体说明包含基于上述等的扭矩降低控制单元84的离合器控制单元86的信号处理的发动机起动时控制的动作的流程图,步骤S3、S9和S14相当于扭矩降低控制单元84,步骤S6和S10相当于离合器控制单元86。另外,步骤S7相当于扭矩替换单元88。步骤S10作为喷射抑制保障单元发挥作用,步骤S15作为缸内空气量收敛判定单元发挥作用。
在图3的步骤S1中,判断直喷发动机12的起动模式是否是兼用了K0离合器34的滑移接合的点火起动。即,在车辆停止时使K0离合器34完全接合来对直喷发动机12点火起动的情况下,在该时间点K0离合器34已经完全连接,因此无需进行该控制,在使K0离合器34滑移接合来进行了点火起动的情况下执行步骤S2以下。在步骤S2中,发动机转速NE上升,与MG转速NMG的速度差(NMG-NE)变小,判断发动机扭矩TE是否超过了将该速度差(NMG-NE)作为参数而决定的限制扭矩TEst=K(NMG-NE)。限制扭矩TEst是扭矩降低控制中的发动机扭矩TE,常数K是以使得在抑制发动机转速NE的过冲、连接冲击的同时能够连接K0离合器34的方式预先规定的合适值,可以是固定值,也可以将MG转速NMG等作为参数来决定。另外,作为发动机扭矩TE,虽然也能够使用实际的算出值,但例如适用仅通过缸内空气量KL预测到的发动机扭矩推定值(最大扭矩)TEfwd较简便。缸内空气量KL根据浪涌调整槽压等求出。
若发动机扭矩TE(实施例中为推定值TEfwd)在限制扭矩TEst以上,步骤S2的判断为“是”(肯定),则执行步骤S3的扭矩降低控制。该扭矩降低控制将发动机扭矩TE限制为限制扭矩TEst即K(NMG-NE),与速度差(NMG-NE)成比例地使发动机扭矩TE降低。即,若随着发动机转速NE接近MG转速NMG,发动机扭矩TE降低,发动机转速NE和MG转速NMG大致相同从而速度差(NMG-NE)大致为0,则发动机扭矩TE也大致为0,发动机转速NE维持为大致恒定。在本实施例中,通过点火正时的迟角控制而将发动机扭矩TE限制为限制扭矩TEst。图4、图5和图7的时序图中的时间t2是发动机扭矩TE在限制扭矩TEst以上,开始了步骤S3的扭矩降低控制的时间。在本实施例中,MG转速NMG是动力传递路径侧转速。
在接着的步骤S4中,判断发动机扭矩TE〔=K(NMG-NE)〕是否大于扭矩降低下限值TEmin。该扭矩降低下限值TEmin是能够由点火正时的迟角控制控制的下限扭矩(迟角下限扭矩),例如如图6所示那样将发动机转速NE和节气门开度作为参数来决定,在整体上来看,越是低旋转侧则越高,节气门开度越大则越高。由于发动机扭矩TE=K(NMG-NE)不会为负,因此存在在节气门开度为所定值(例如30%左右)以上时发动机扭矩TE为扭矩降低下限值TEmin以下的可能性。并且,在TE>TEmin时,由于能够保持不变地继续步骤S3的扭矩降低控制,因此执行步骤S5以下,但在TE≤TEmin时,由于无法进行步骤S3的扭矩降低控制,因此执行步骤S8以下。另外,在为了防止催化剂劣化而禁止了迟角控制时也执行步骤S8以下。
在步骤S5中,进行发动机转速NE和MG转速NMG是否大致一致的同步判定,在达到同步之前反复执行步骤S3以下。并且,若NE≈NMG,步骤S5的判断为“是”,则在步骤S6中对K0离合器34进行接合控制,并且在步骤S7中进行发动机扭矩TE和MG扭矩的替换控制。图4的时序图是如这样执行步骤S3~S7并连接了K0离合器34的情况,时间t3是伴随着同步判定而开始了K0离合器34的接合控制、扭矩替换控制的时间。在步骤S6的K0离合器34的接合控制中,缓缓地使K0扭矩(液压)上升并且以规定的待机扭矩待机,若缸内空气量KL降低至根据节气门开度而决定的目标空气量KLt附近的规定值以下则使K0扭矩上升至最大值来进行完全接合。时间t4是缸内空气量KL降低至目标空气量KLt的附近的时间。另外,在步骤S7的扭矩替换控制中,使点火正时的迟角缓缓恢复来使发动机扭矩TE缓缓增大,并且对应于该发动机扭矩TE的增大来使MG扭矩缓缓降低。时间t5是该扭矩替换控制结束的时间。
这里,图4的时序图与所述图8、图9的时序图相同,是K0离合器34的连接定时亦即同步判定延迟了延迟时间tdelay的情况,但由于通过步骤S3的扭矩降低控制而将发动机扭矩TE控制为限制扭矩TEst=K(NMG-NE),在NE≈NMG的同步状态下发动机扭矩TE≈0。因此,即使同步判定延迟,也将发动机转速NE维持为大致恒定来抑制喷射,并且在之后抑制K0离合器34被接合控制时的连接冲击。
在所述步骤S4的判断为“否”(否定)时,即发动机扭矩TE为扭矩降低下限值TEmin以下时执行的步骤S8中,判断蓄电余量SOC是否小于满充电判定值SOCmax。并且,在SOC<SOCmax时,由于能够利用电动发电机MG的再生控制来吸收多余的扭矩,因此执行步骤S9以下,而在SOC≥SOCmax时,由于无法利用电动发电机MG的再生控制来吸收多余的扭矩,因此执行步骤S13以下步骤。在为了防止催化剂劣化等而禁止迟角控制时,与蓄电余量SOC无关地执行步骤S13以下步骤。图5的时序图是在步骤S9以下的控制下K0离合器34被连接的情况,图7的时序图是在步骤S13以下的控制下K0离合器34被连接的情况。上述等的图5、图7的时间t3是发动机扭矩TE成为扭矩降低下限值TEmin以下从而步骤S4的判断为“否”的时间,虽然无论在哪种情况下在时间t2~t3之间所述步骤S3的扭矩降低控制中发动机扭矩TE都随着限制扭矩TEst而降低,但时间t3以后的控制不同。
在因SOC<SOCmax而在能够进行电动发电机MG的再生控制的情况下执行的步骤S9中,进行控制以使得发动机扭矩TE成为所述扭矩降低下限值TEmin。此时,即使成为NE≈NMG的同步状态,由于直喷发动机12产生规定的发动机扭矩TE=TEmin,因此若因同步的判定延迟等K0离合器34的接合控制延迟,则也存在因该发动机扭矩TE导致发动机转速NE超过MG转速NMG而上升的可能性。因此,在下一步骤S10中,利用比发动机扭矩TE大规定富余值α的扭矩来使K0离合器34接合,防止直喷发动机12超过MG转速NMG而上升。富余值α考虑扭矩降低下限值TEmin的误差等而被预先定为固定值。此时,由于在该接合扭矩的范围内发动机扭矩TE经由K0离合器34而传递至动力传递路径,因此在步骤S11中控制MG扭矩以使得它们相抵消。此时,根据需要对电动发电机MG进行再生控制。
在下一步骤S12中,与所述步骤S5同样地进行同步判定,在达到同步之前反复执行步骤S9以下步骤。并且,若成为NE≈NMG,步骤S12的判断为“是”,则执行所述步骤S6的K0接合控制和步骤S7的扭矩替换控制。图5的时序图的时间t4是伴随着同步判定而开始了K0离合器34的接合控制的时间,此时,使K0离合器34的指令值立即上升至最大值来使K0离合器34迅速完全接合。另外,时间t5是步骤S7的扭矩替换控制结束的时间。
图5的时序图与所述图8、图9的时序图同样,是K0离合器34的连接定时亦即同步判定延迟了延迟时间tdelay的情况,在步骤S9中通过控制成TE=TEmin,即使成为NE≈NMG的同步状态,直喷发动机12也产生该扭矩降低下限值TEmin的扭矩,但由于在步骤S10中K0离合器34以TE+α的接合扭矩接合,因此防止了直喷发动机12超过MG转速NMG而上升。另外,在步骤S11中,对MG扭矩进行调整以使得抵消该发动机扭矩TE(=TEmin)。由此,与同步判定延迟无关地,防止了直喷发动机12的喷射,并且抑制了之后K0离合器34被接合控制时的连接冲击。
在所述步骤S8的判断为“否”时,即因SOC≥SOCmax而导致电动发电机MG的再生控制无法进行时执行的步骤S13中,释放K0离合器34(K0扭矩=0)。另外,在步骤S14中,例如通过节气门控制等对直喷发动机12的扭矩进行反馈控制,以使得发动机转速NE以规定上升率上升至同步转速亦即MG转速NMG。这里,以较小追随速度进行反馈控制(FB控制),以使得发动机不发生失速。由此,抑制了直喷发动机12的喷射。另外,由于K0离合器34被释放,因此不会有因发动机扭矩TE导致驱动力变动的可能性。
在步骤S15中,判断缸内空气量KL是否降低(收敛)至根据节气门开度决定的目标空气量KLt附近的规定值以下,在达到KL≈KLt之前反复执行步骤S13以下步骤。并且,若达到了KL≈KLt,则在步骤S16中设为发动机扭矩TE=0,然后执行所述步骤S6的K0接合控制和步骤S7的扭矩替换控制。图7的时序图的时间t4是进行了KL≈KLt的收敛判定且开始了K0离合器34的接合控制的时间,此处,以规定的上升率使K0离合器34的接合扭矩(K0扭矩)上升,在使得具有一定程度的扭矩的规定定时使其完全接合。另外,若使得成为K0离合器34具有规定扭矩,从而防止了发动机转速NE的喷射(时间t5),则开始步骤S7的扭矩替换控制。时间t6是该扭矩替换控制结束的时间。
这样,在本实施例的发动机起动时控制单元80进行的直喷发动机12起动时的控制中,在对直喷发动机12进行了点火起动后连接K0离合器34时,进行步骤S3的扭矩降低控制,如图4的时序图所示那样,使得随着发动机转速NE接近MG转速NMG而发动机扭矩TE降低,使得随着上述等的速度差(NMG-NE)变小而发动机扭矩降低。尤其是,以使得若速度差(NMG-NE)大致为0则发动机转速NE维持为大致恒定的方式,与速度差(NMG-NE)成比例地使发动机扭矩TE降低。因此,与K0离合器34的连接定时的偏差无关地抑制直喷发动机12的喷射和连接冲击,驾驶性能和乘坐舒适感提高。另外,由于根据速度差(NMG-NE)使发动机扭矩TE缓缓降低,因此例如与如图9的扭矩降低控制那样与速度差(NMG-NE)的变化无关地一律使发动机扭矩TE降低的情况相比,可靠地避免了因直喷发动机12无法自主旋转导致的失速等。
另外,在无法与速度差(NMG-NE)成比例地降低发动机扭矩TE的情况下,即基于步骤S3的扭矩降低控制的限制扭矩TEst=K(NMG-NE)达到了迟角下限扭矩亦即扭矩降低下限值TEmin的情况下,如图5的时序图所示那样,按照该扭矩降低下限值TEmin来控制发动机扭矩TE并且以K0离合器34的接合扭矩(K0扭矩)对直喷发动机12的喷射进行抑制,因此能够以使得在抑制直喷发动机12的喷射的同时不产生驱动力变动的方式使K0离合器34恰当地连接。
另外,在无法与速度差(NMG-NE)成比例地降低发动机扭矩TE、且因蓄电余量SOC在满充电判定值SOCmax以上从而无法对电动发电机MG进行再生控制的情况下,如图7所示那样,基于发动机转速NE对发动机扭矩TE进行反馈控制,并且连接K0离合器34直至直喷发动机12的缸内空气量KL成为与根据节气门开度决定的目标空气量KLt大致相同的收敛状态,因此即使在通过电动发电机MG的再生控制无法吸收扭矩的情况下,也能够在抑制驱动力变动的同时使K0离合器34恰当地连接。即,虽然在发动机刚起动后浪涌调整槽压是大气压且缸内空气量KL也较多,产生了较大的发动机扭矩TE,但由于在发动机工作状态下浪涌调整槽压成为负压,缸内空气量KL变少而成为与节气门开度(驾驶员的要求输出)对应的扭矩,因此若在该状态连接K0离合器34,则无需吸收多余的扭矩。
以上基于附图对本发明的实施例进行了详细说明,但其只不过是一个实施方式,本发明能够基于本领域技术人员的知识以附加了各种变更、改良的方式来实施。
图中附图标记说明:
10:混合动力车辆;12:直喷发动机;34:K0离合器(离合器);70:电子控制装置;80:发动机起动时控制单元;82:发动机起动单元;84:扭矩降低控制单元;86:离合器控制单元;MG:电动发电机(旋转机);TE:发动机扭矩;NE:发动机转速;NMG:MG转速(动力传递路径侧转速);NMG-NE:速度差;KL:缸内空气量。
Claims (4)
1.一种混合动力车辆(10)的发动机起动时控制装置,所述混合动力车辆具有:向气缸(100)内直接喷射燃料的直喷发动机(12);使该直喷发动机相对于动力传递路径断接的离合器(34);以及至少作为电动机发挥功能的旋转机(MG),所述混合动力车辆能够将所述直喷发动机以及所述旋转机同时或者分别用作驱动力源来行驶,并且能够在该直喷发动机停止时进行通过向活塞在膨胀冲程中停止的任意气缸内喷射燃料并点火来起动该直喷发动机的点火起动,
所述混合动力车辆的发动机起动时控制装置的特征在于,
在对所述直喷发动机进行点火起动后连接所述离合器时,以发动机扭矩(TE)随着在发动机转速(NE)的上升过程中该发动机转速接近夹着该离合器的动力传递路径的动力传递路径侧转速(NMG)而降低的方式,基于该发动机转速和该动力传递路径侧转速之间的速度差(NMG-NE),在该速度差较小的情况下与该速度差较大的情况相比降低该发动机扭矩。
2.根据权利要求1所述的混合动力车辆的发动机起动时控制装置,其特征在于,
在无法根据所述速度差来使所述发动机扭矩降低的情况下,利用所述离合器的接合扭矩来抑制所述直喷发动机的喷射。
3.根据权利要求1所述的混合动力车辆的发动机起动时控制装置,其特征在于,
在无法根据所述速度差来使所述发动机扭矩降低的情况下,在成为所述直喷发动机的缸内空气量(KL)对应于节气门开度而稳定的稳定状态后,立即连接所述离合器。
4.根据权利要求1所述的混合动力车辆的发动机起动时控制装置,其特征在于,
在对所述直喷发动机进行点火起动后连接所述离合器时,以发动机扭矩随着在发动机转速的上升过程中该发动机转速接近夹着该离合器的动力传递路径的动力传递路径侧转速而降低,并且若所述速度差变为0则将所述发动机转速维持固定的方式,根据该速度差来降低所述发动机扭矩。
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