CN110914125A - Control device for rotating electric machine, and vehicle - Google Patents

Control device for rotating electric machine, and vehicle Download PDF

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Publication number
CN110914125A
CN110914125A CN201880046537.8A CN201880046537A CN110914125A CN 110914125 A CN110914125 A CN 110914125A CN 201880046537 A CN201880046537 A CN 201880046537A CN 110914125 A CN110914125 A CN 110914125A
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CN
China
Prior art keywords
injection
limit
fuel
valve
control device
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Withdrawn
Application number
CN201880046537.8A
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Chinese (zh)
Inventor
富田将平
中山觉
加藤靖弘
寺田金千代
吉田哲
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Denso Corp
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Denso Corp
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Publication of CN110914125A publication Critical patent/CN110914125A/en
Withdrawn legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B60K6/485—Motor-assist type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/15—Control strategies specially adapted for achieving a particular effect
    • B60W20/19—Control strategies specially adapted for achieving a particular effect for achieving enhanced acceleration
    • 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
    • F02D41/10—Introducing corrections for particular operating conditions for acceleration
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P29/00—Arrangements for regulating or controlling electric motors, appropriate for both AC and DC motors
    • 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
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • General Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Control Of Electric Motors In General (AREA)

Abstract

A control device (70, 50) for a rotating electric machine is provided with: an injection end limit setting unit that sets an injection end limit that is a limit time at which fuel injected by the port injection valve (29) is drawn into the combustion chamber (20) in 1 combustion cycle; a limit post-injection time calculation unit that calculates a limit post-injection time that is a time during which injection is performed after the injection end limit set by the injection end limit setting unit, from among the required injection times; and a rotating electrical machine control unit that changes the amount of rotating torque that the rotating electrical machine (4) imparts to the output shaft (7) on the basis of the post-limit injection time calculated by the post-limit injection time calculation unit.

Description

Control device for rotating electric machine, and vehicle
Cross reference to related applications
The application is based on Japanese patent application No. 2017-137021 filed on 7/13 in 2017, the content of which is incorporated herein by reference.
Technical Field
The present disclosure relates to a control device for a rotating electric machine that controls driving of the rotating electric machine mounted on an internal combustion engine.
Background
In general, fuel is injected from an injector into an intake port (hereinafter, referred to as "port injection"), whereby air and fuel are sufficiently mixed and combustion with high uniformity can be achieved. As fuel injection control applied to such a port injection type internal combustion engine, for example, there is a technique disclosed in patent document 1.
In patent document 1, a fuel injection time corresponding to the 1 st fuel injection amount is calculated based on the engine speed, the throttle opening degree, and various sensor information, and the injector is caused to start fuel injection in accordance with the calculation. At this time, when the engine speed is in the low rotation range, the engine speed, the throttle opening degree, and the various sensor information are read again at predetermined timings within a predetermined period in the execution of fuel injection by the injector. The 2 nd fuel injection time is calculated based on the read engine speed, throttle opening, and various sensor information. Then, the fuel injection time of the fuel injected by the injector is updated from the 1 st fuel injection time to the 2 nd fuel injection time. Thus, even if more fuel injection is required due to, for example, the throttle opening being suddenly opened after the 1 st fuel injection time is determined, the shortage can be immediately supplied.
Documents of the prior art
Patent document
Patent document 1: japanese patent laid-open publication No. 2005-232978
Disclosure of Invention
However, in the port injection type internal combustion engine, it takes time until the fuel injected from the injector is supplied into the combustion chamber. Therefore, before the timing at which the intake valve is closed, there is an injection end timing (hereinafter, referred to as an injection end limit) which is a limit at which the fuel injected by the injector is sucked into the combustion chamber of the internal combustion engine. That is, the fuel injected by the injector after the injection end limit is not drawn into the combustion chamber. Because of this, when the injection control described in patent document 1 is performed, there is a possibility that the 2 nd fuel injection time calculated when the throttle opening is suddenly opened is a long time exceeding the injection end limit. In this case, the fuel injected after the injection end limit is not supplied into the combustion chamber, and there is a possibility that a dispersion occurs in acceleration of the vehicle in response to the acceleration request of the driver.
Further, it is conceivable to provide a rotary electric machine capable of applying a rotational torque to a crankshaft, which is an output shaft of the internal combustion engine, and to apply control for applying the rotational torque to the crankshaft by the additional rotary electric machine when the throttle opening degree is suddenly opened. However, in this case as well, in the case where the 2 nd fuel injection time is long enough to exceed the injection end limit and the case where it does not exceed, a difference occurs in the rotation torque output of the crankshaft, and a dispersion occurs in the acceleration of the vehicle.
In particular, when the application control is performed, even if the 2 nd fuel injection time does not exceed the injection end limit, if the rotation torque applied to the output shaft by the rotating electrical machine is increased based on the throttle opening degree, a torque larger than the torque requested by the driver may be generated in the output shaft as a result. On the other hand, if the fuel injection time of the 2 nd injection exceeds the injection end limit, if the rotation torque applied to the output shaft by the rotating electric machine is increased based on the throttle opening without taking this into account, the torque generated in the output shaft may be still smaller than the torque requested by the driver and may become insufficient.
The present disclosure has been made to solve the above-described problems, and a main object thereof is to provide a control device for a rotating electrical machine capable of outputting stable acceleration in accordance with the intention of a driver even in a situation where fuel injected from a port injection valve after an injection end limit is not supplied into a combustion chamber and is difficult to respond to the acceleration request of the driver.
The present disclosure is a control device for a rotating electric machine for an internal combustion engine, applied to a vehicle including: an internal combustion engine including a combustion chamber for combusting a mixture of air and fuel, and a port injection valve for injecting the fuel to a port connected to the combustion chamber; a rotating electrical machine capable of applying a rotational torque to an output shaft of the internal combustion engine; a throttle operation member that controls a throttle valve provided in the internal combustion engine to control an output of the internal combustion engine; an opening amount detection unit that detects an opening amount of the damper valve; and a required injection time calculation unit that calculates a required injection time that is a required value of a time required for the port injection valve to inject the fuel per 1 combustion cycle, based on the opening amount of the throttle valve detected by the opening amount detection unit; the control device for a rotating electric machine for an internal combustion engine includes: an injection end limit setting unit that sets an injection end limit that is a limit timing at which the fuel injected by the port injection valve is drawn into the combustion chamber in the 1-combustion cycle; a post-injection-limit-time calculation unit that calculates a post-injection-limit time that is a time during which injection is performed after the injection-end limit set by the injection-end-limit setting unit, among the required injection times calculated by the required injection-time calculation unit; and a rotating electrical machine control unit that changes the amount of the rotating torque applied to the output shaft by the rotating electrical machine, based on the post-limit injection time calculated by the post-limit injection time calculation unit.
In an internal combustion engine provided with a port injection valve, since it takes time until fuel injected from the port injection valve is supplied into a combustion chamber, there is a limit injection end timing (hereinafter, referred to as an injection end limit) in which fuel is sucked into the combustion chamber. In the case where the fuel is injected from the port injection valve after the injection end limit, the injected fuel is not supplied into the combustion chamber, so there is a possibility that the acceleration request of the driver cannot be met. Therefore, the injection end limit is set by the injection end limit setting unit provided in the control device of the present rotating electric machine. The time for injection after the injection end limit (hereinafter, referred to as a limit post-injection time) of the required injection time calculated based on the opening amount of the throttle valve is calculated by the limit post-injection time calculation unit. The output of the internal combustion engine becomes insufficient for the amount of torque requested by the driver, depending on the length of the injection time after the limit calculated at this time. That is, since the magnitude of the output torque amount varies depending on the length of the injection time after the limit, the amount of the rotational torque applied to the output shaft by the rotating electrical machine is changed based on the injection time after the limit. Thus, the deviation amount (japanese information) between the torque requested by the driver and the output torque from the internal combustion engine and the torque actually output to the output shaft given from the rotary electric machine can be suppressed to be small, and stable acceleration in accordance with the intention of the driver can be output.
Drawings
The above and other objects, features and advantages of the present disclosure will become apparent from the following detailed description with reference to the accompanying drawings.
Fig. 1 is a schematic configuration diagram of a motorcycle according to the present embodiment.
Fig. 2 is a schematic configuration diagram of an engine according to the present embodiment.
Fig. 3 is a schematic configuration diagram of an inverter according to the present embodiment.
Fig. 4 is a diagram schematically showing a stroke in which fuel injected by an injector flows to an intake valve.
Fig. 5 is a diagram schematically showing that the injection end limit exists before the intake valve closes.
Fig. 6 is a diagram showing that fuel is injected from the injector after the injection end limit, and a difference occurs between the torque requested by the driver and the torque actually output to the shaft.
Fig. 7 is a diagram for explaining a plurality of causes of the injection end limit fluctuation.
Fig. 8 is a plan view of the injector with the combustion chamber side end surface viewed from the combustion chamber side.
Fig. 9 is a graph showing a relationship between the length of the injection time after the limit and the assist amount of the motor generator.
Fig. 10 is a diagram schematically showing a PWM pulse control method in carrying out the present assist control.
Fig. 11 is a control flowchart executed by the electronic control unit according to the present embodiment.
Fig. 12 is a control flowchart executed by the control circuit according to the present embodiment.
Fig. 13 is a diagram showing a relationship between a ratio of the injection time after the limit to the required injection time and the assist amount of the motor generator.
Detailed Description
Fig. 1 shows a structure of a motorcycle (corresponding to a vehicle). This motorcycle includes an engine (corresponding to an internal combustion engine) 10 and a motor generator (corresponding to a rotating electric machine) 4, and the driving forces of the engine 10 and the motor generator 4 are transmitted to a driving wheel 8 via a crankshaft (corresponding to an output shaft) 9 and a power transmission device 3 (assumed to be a belt in the present embodiment).
The motor generator 4 has a motor function of applying a rotational torque to the crankshaft 9, and a power generation function of generating power by the rotational torque of the engine 10 transmitted from the crankshaft 9. The ac power generated by the motor generator 4 is converted into dc power by the inverter 5, and the battery 6 is charged. The electric power charged in the battery 6 is converted into ac power by the inverter 5 and supplied to the motor generator 4.
A schematic control structure of the engine 10 is explained with reference to fig. 2. In the present embodiment, a 4-stroke gasoline engine is assumed which is a single cylinder and is operated with 1 combustion cycle of 4 strokes of intake, compression, expansion, and exhaust. In a motorcycle, an engine 10 is mounted below a seat, and the engine 10 is covered with a hood (cover member).
A combustion chamber 20 and a water jacket 21 are formed inside a cylinder block 11 constituting a main body portion of the engine 10. The cylinder 11 is housed so that the piston 36 can reciprocate. The water jacket 21 is a space through which coolant (also referred to as cooling water) can flow, and is provided to surround the periphery of the combustion chamber 20. That is, the engine 10 according to the present embodiment is a water-cooled engine.
In the cylinder head which is an upper portion of the cylinder 11, an intake port (corresponding to an injection port) 30 and an exhaust port 31 are formed so as to be able to communicate with the combustion chamber 20. Further, the cylinder head is provided with an intake valve 32 for controlling a communication state between the intake port 30 and the combustion chamber 20, and an exhaust valve 40 for controlling a communication state between the exhaust port 31 and the combustion chamber 20.
The intake port 30 is connected to the intake passage 12. The intake passage 12 is provided with an air cleaner 14, a damper valve 16, a damper sensor (corresponding to an opening amount detecting unit) 17 for detecting an opening amount of the damper valve 16, and an intake pressure sensor 18 for detecting a pressure (intake pressure) of the intake passage 12 in this order from the upstream side. The throttle valve 16 is a member that adjusts the amount of intake air to the combustion chamber 20 of the engine 10 by adjusting the opening amount thereof. The opening amount of the damper valve 16 is adjusted corresponding to the operation of a damper handle (corresponding to a damper operating member) 38a operated by the user.
Further, a bypass passage 22 is connected to the intake passage 12 so as to communicate the upstream side and the downstream side of the throttle valve 16. In the bypass passage 22, an electromagnetic valve 24 is provided, and the electromagnetic valve 24 adjusts the amount of intake air flowing in the bypass passage 22 to control the engine speed at the time of idling of the engine 10.
A fuel injection valve (corresponding to a nozzle injection valve) 29 for injecting and supplying fuel drawn up from a fuel tank 28 by a fuel pump 26 to the vicinity of an intake port 30 on the downstream side of the intake pressure sensor 18 in the intake passage 12 is provided. The mixture of the fuel injected and supplied from the fuel injection valve 29 and the intake air is supplied to the combustion chamber 20 by the opening operation of the intake valve 32.
The air-fuel mixture supplied to the combustion chamber 20 is ignited by a discharge spark of the ignition plug 34 protruding into the combustion chamber 20, and is combusted. Energy generated by combustion of the air-fuel mixture is extracted as rotational energy of an output shaft (crankshaft 9) of the engine 10 via the piston 36. A high voltage for ignition is applied to the ignition plug 34 via an ignition coil 35 as an ignition device. The air-fuel mixture supplied to the combustion is discharged as exhaust gas to the exhaust passage 44 by the actuation of the exhaust valve 40.
The motor generator 4 is attached to the crankshaft 9, and a magnet generator rotor 91 (hereinafter referred to as rotor 91) having a projection for crank position signal is attached to the outer periphery of the rotor. The rotor 91 has an outer peripheral portion as a detection target portion, and has a plurality of protrusions 92 provided on the outer peripheral portion thereof at predetermined rotation angles. Further, a missing tooth portion (not shown) is provided as a reference position by missing 1 (or 2) of the plurality of projections 92 arranged at equal intervals on the outer peripheral portion of the rotor 91. In the present embodiment, the projections 92 are provided at substantially equal intervals of 30 ° ca, and are spaced at 60 ° a only at the tooth-missing portions. The number and the interval of the projections 92 are arbitrary, and may be 15 ° ca or 60 ° ca.
A crank angle sensor (corresponding to a rotational speed acquisition unit) 60 as a rotation detection sensor is provided in the cylinder block 11 of the engine 10 at a position facing the outer periphery (the projection 92) of the rotor 91. More specifically, the crank angle sensor 60 is provided in the crankcase portion of the cylinder block 11. The crank angle sensor 60 is a well-known electromagnetic sensing type sensor.
The rotor 91 rotates in conjunction with the rotation of the crankshaft 9. When the projection 92 on the outer periphery of the rotor 91 passes the crank angle sensor 60, the crank angle sensor 60 detects the passage of the projection 92 and outputs an ac signal (rotation angle signal) at a predetermined rotation angle cycle. The crank angle sensor 60 may be mounted directly on the cylinder block 11 (engine body), or may be mounted on a base of a stator coil of a generator (ACG) provided near the engine to detect rotation of a rotor of the ACG, or may be mounted on a crank angle sensor on the crankcase cover side.
The stroke of the engine is determined by a known method based on the crank angle sensor signal and the intake pressure sensor signal, and each position of the engine stroke is associated with a crank signal number (N signal number in fig. 5) and used for various kinds of control. For example, the compression stroke corresponds to 0 to 5 of the N signal number, the explosion stroke corresponds to 6 to 10 of the N signal number, the exhaust stroke corresponds to 12 to 17 of the N signal number, and the intake stroke corresponds to 18 to 22 of the N signal number. If the N signal number exceeds 22, the N signal number is reset to 0.
The exhaust passage 44 is provided with a three-way catalyst 46 for purifying NOx, HC, CO, and the like in the exhaust gas. An oxygen concentration sensor (hereinafter referred to as an O2 sensor 48) that changes an output value by two values in accordance with the oxygen concentration in the exhaust gas is provided on the upstream side of the three-way catalyst 46.
The Control unit 70 is a so-called ecu (electronic Control unit) that calculates a required injection time corresponding to the operation state of the engine 10 obtained based on the outputs of the various sensors described above, controls the fuel injection from the fuel injection valve 29, and controls the ignition timing of the ignition plug 34. Therefore, the control unit 70 (corresponding to a control device of the rotating electric machine) corresponds to a required injection time calculation unit and an injection control unit. The control unit 70 (corresponding to a control device of the rotating electric machine) corresponds to a requested injection time calculation unit, an injection end limit setting unit, a post-limit injection time calculation unit, a rotating electric machine control unit, a correction unit, and a determination unit.
The details of the fuel injection control will be described. In the fuel injection control, the control portion 70 calculates the required injection amount based on the rotation speed of the crankshaft 9 detected by the crank angle sensor 60 and the opening amount of the throttle valve 16 (in other words, may also be referred to as the engine load) detected by the throttle sensor 17. The control unit 70 calculates an injection pulse width (injection time) based on the calculated required injection amount, and drives the fuel injection valve 29 to open the valve by an injection pulse generated based on the injection pulse width, thereby injecting the fuel of the required injection amount.
A schematic configuration of the inverter 5 is described with reference to fig. 3.
The inverter 5 includes a U-phase module 51U, a V-phase module 51V, a W-phase module 51W, and a control circuit 50. The respective phase modules 51U, 51V, and 51W of the inverter 5 are connected to a U-phase winding 41U, a V-phase winding 41V, and a W-phase winding 41W wound around the stator 41 of the motor generator 4, respectively.
The U-phase module 51U is provided with a U-phase upper arm switching element 52U and a U-phase lower arm switching element 53U as MOSFETs. The source of the U-phase upper arm switching element 52U is connected to the drain of the U-phase lower arm switching element 53U, and the 1 st end of the U-phase winding 41U is connected to the connection point. On the other hand, the 2 nd end of the U-phase winding 41U is connected to the neutral point 42. In addition, the drain of the U-phase upper arm switching element 52U is connected to the positive electrode of the battery 6, and the source of the U-phase lower arm switching element 53U is connected to the negative electrode of the battery 6. A U-phase upper arm diode 54U and a U-phase lower arm diode 55U are connected in parallel in reverse to the U-phase upper arm switching element 52U and the U-phase lower arm switching element 53U, respectively. The open/close state of the U-phase upper arm switching element 52U and the U-phase lower arm switching element 53U is controlled by the control circuit 50 provided in the inverter 5. The control state of the control circuit 50 is controlled by the control section 70.
The V-phase module 51V and the W-phase module 51W have the same configuration as the U-phase module 51U, and the connection form of the V-phase winding 41V and the W-phase winding 41W is also the same as the U-phase winding 41U, and therefore, the description thereof is omitted.
The control circuit 50 transmits operation signals g52u, g52v, g52w, g53u, g53v, and g53w to the corresponding switching elements 52u to w and 53u to w, thereby controlling the open/closed states of the switching elements 52u to w and 53u to w, respectively. Thereby, a voltage command for the motor generator 4 is applied to the stator 41 of the motor generator 4. The operation signals g52u to w, g53u to w are gate drive signals generated as a pattern of PWM pulses. The PWM pulse is a pulse generated by the control circuit 50 in accordance with a voltage command for the motor generator 4.
As shown in fig. 4, in the engine 10 provided with the fuel injection valve 29 of the port injection type, it takes time until the fuel injected from the fuel injection valve 29 is supplied into the combustion chamber 20. Therefore, as shown in fig. 5, before the timing at which the intake valve 32 is closed (hereinafter, referred to as the closing timing), there is an injection end limit which is a limit at which the fuel injected from the fuel injection valve 29 is sucked into the combustion chamber 20 of the engine 10.
In addition, unlike a motorcycle, a motorcycle is subjected to attitude control. In the case of the attitude control, the operation of the damper handle 38a is frequently performed, so that the possibility that the amount of operation of the damper handle 38a by the driver is changed during the period from the calculation of the required injection time to the end of the fuel injection from the fuel injection valve 29 is higher than that of the four-wheeled motor vehicle. In view of this, the control unit 70 performs correction control (so-called acceleration-time fuel correction control) for correcting the required injection time to be longer based on the amount of change in the opening amount of the throttle valve 16 when the opening amount of the throttle valve 16 is changed to be larger than the opening amount of the throttle valve 16 detected by the throttle sensor 17 when the required injection time is calculated, during the period from when the required injection time is calculated to when the fuel injection from the fuel injection valve 29 is finished.
By performing the correction control, the required injection time is corrected to be longer, so that when the timing at which the fuel injection valve 29 finishes injecting the fuel becomes later than the injection end limit, the fuel injected by the fuel injection valve 29 after the injection end limit is not sucked into the combustion chamber 20. The larger the opening amount of the throttle valve 16 is changed, the more fuel is injected after the injection end limit, but is not sucked into the combustion chamber 20. Therefore, the rotational torque generated by the combustion of only the amount of fuel injected by the fuel injection valve 29 within the injection end limit is transmitted to the crankshaft 9. In other words, the amount of opening of the throttle valve 16 is changed greatly, and as the amount of fuel injected after the injection end limit increases, the amount of deviation between the required torque requested by the driver and the rotational torque actually transmitted to the crankshaft 9 increases as shown in fig. 6.
As a countermeasure, it is conceivable to perform control of applying a rotational torque to the crankshaft 9 by the motor generator 4 when the rotational torque is output to the crankshaft 9. In this imparting control, the magnitude of the rotational torque (hereinafter referred to as the assist amount) imparted to the crankshaft 9 by the motor generator 4 is changed in accordance with the opening amount of the throttle valve 16. Thus, in the execution of the fuel injection by the fuel injection valve 29, the required injection time is corrected to be longer by changing the opening amount of the throttle valve 16 to be larger, and on the other hand, the assist force amount of the motor generator 4 is controlled to be larger based on the magnitude of the opening amount of the throttle valve 16 which is changed to be larger. Therefore, even if the engine output decreases due to a fuel supply delay, the amount of deviation between the required torque requested by the driver and the rotational torque actually transmitted to the crankshaft 9 can be suppressed to be small.
However, when the application control is performed, even if the fuel injection valve 29 injects fuel without exceeding the injection end limit, the assist amount of the motor generator 4 is controlled to be large based on the opening amount of the throttle valve 16 (the operation amount of the throttle lever 38a), and as a result, a rotation torque larger than the required torque may be transmitted to the crankshaft 9. On the other hand, in the case where the fuel injection valve 29 injects the fuel even after the injection end limit by correcting the required injection time to be longer, if the assist amount of the motor generator 4 is controlled to be large based on only the opening amount of the throttle valve 16 without considering that a part of the fuel cannot be sucked, the torque generated in the crankshaft 9 may be insufficient compared with the required torque. Instead of the opening amount of the damper valve 16, the difference between the target opening amount and the actual opening amount of the damper valve 16 may be used.
In view of the above, when the correction control is performed, the control unit 70 sets the injection end limit based on the operating state of the engine 10 and the configuration of the engine 10.
The operating state of the engine 10 includes both the flow rate of air flowing from the fuel injection valve 29 to the combustion chamber 20 (the amount of air) and the pressure of fuel supplied to the fuel injection valve 29 (more specifically, the amount of fuel).
The fuel injected by the fuel injection valve 29 flows by the air flowing into the combustion chamber 20. That is, as shown in fig. 7 (a), the higher the flow velocity of the air flowing into the combustion chamber 20, the shorter the time required for the fuel injected by the fuel injection valve 29 to be supplied to the combustion chamber 20 (hereinafter, referred to as the required supply time). In other words, the higher the flow rate of air flowing into the combustion chamber 20, the closer the injection end limit is to the closing timing side of the intake valve 32. Therefore, the flow velocity of the air flowing into the combustion chamber 20 can be said to be one of the causes of the variation in the injection end limit.
Further, the higher the fuel pressure of the fuel supplied to the fuel injection valve 29, the higher the injection speed of the fuel at the time of injection by the fuel injection valve 29. At this time, as shown in fig. 7 (b), the higher the fuel pressure of the fuel, the shorter the time required for supply. That is, since the injection end limit is closer to the closing timing side of the intake valve 32 as the fuel pressure of the fuel is higher, the fuel pressure of the fuel supplied to the fuel injection valve 29 can be said to be one of the causes of the fluctuation of the injection end limit.
The engine 10 includes both the distance from the fuel injection valve 29 to the intake valve 32 and the total value of the areas of the nozzle holes 29a provided in the fuel injection valve 29.
The longer the distance from the fuel injection valve 29 to the intake valve 32, the longer the distance from the fuel injected from the fuel injection valve 29 to the inside of the combustion chamber 20. Therefore, as shown in fig. 7 (c), the longer the distance from the fuel injection valve 29 to the intake valve 32, the longer the time required for supply. In other words, the longer the distance from the fuel injection valve 29 to the intake valve 32, the more the injection end limit moves in the direction away from the closing timing of the intake valve 32. Therefore, the distance from the fuel injection valve 29 to the intake valve 32 can be said to be one of the causes of the fluctuation of the injection end limit.
Fig. 8 is a plan view of an end surface of the fuel injection valve 29 on the combustion chamber 20 side as viewed from the combustion chamber 20 side. As shown in fig. 8, a plurality of nozzle holes 29a are provided in the end surface of the fuel injection valve 29 on the combustion chamber 20 side in order to inject the fuel supplied to the fuel injection valve 29 into the combustion chamber 20. When the fuel pressure of the fuel supplied to the fuel injection valve 29 is constant, the pressure of the fuel applied to one nozzle hole 29a is lower as the total value of the areas of the nozzle holes 29a is larger, and the injection speed of the fuel injected from the nozzle hole 29a is lower accordingly. Therefore, as shown in fig. 7 (d), the larger the total value of the areas of the ejection openings 29a, the longer the time required for supply. That is, the injection end limit moves in a direction away from the closing timing of the intake valve 32 as the total value of the areas of the nozzle ports 29a increases. Therefore, the total value of the areas of the nozzle ports 29a provided in the fuel injection valve 29 can be said to be one of the causes of the variation in the injection end limit.
As described above, when the injection end limit is set, the flow velocity of air flowing from the fuel injection valve 29 to the combustion chamber 20, the pressure of fuel supplied to the fuel injection valve 29, the distance from the fuel injection valve 29 to the intake valve 32, and the total value of the area of the nozzle hole 29a provided in the fuel injection valve 29 are taken into consideration. This enables the injection end limit to be set with higher accuracy.
After the injection end limit is set, the control unit 70 calculates a time (hereinafter, referred to as a limit post-injection time) during which the fuel is injected from the fuel injection valve 29 after the injection end limit, among the corrected required injection times. More specifically, the difference between the corrected required injection time and the total value (effective injection time) of the time during which the fuel injection is performed during the period from the start of the fuel injection to the injection end limit is calculated as the post-limit injection time. In the case where the split injection is performed during the period from the start of the fuel injection to the injection end limit, the effective injection time is the total value of the split injection times. When the calculated limit or later injection time is longer than a predetermined time, assist control is performed to apply a rotational torque based on the motor generator 4. In the present assist control, the magnitude of the assist force of the motor generator 4 is determined with reference to the map shown in fig. 9. Therefore, in the present assist control, the longer the limit post-injection time is, the more the assist amount of the motor generator 4 is controlled.
In the present embodiment, duty control is performed to control the amount of assist, and the duty control changes the ratio of on time in one drive cycle of each of the switching elements 52u to w and 53u to w (hereinafter, referred to as "on duty"). Duty ratio control is explained with reference to fig. 10. In fig. 10, the "damper opening amount" represents a change in the opening amount of the damper valve 16 detected by the damper sensor 17. Further, "stroke" indicates a combustion stroke of the engine 10. "fuel injection valve" means a drive pulse of the fuel injection valve 29, and the lower side is the fuel injection side. The "PWM pulse" indicates the on/off drive pattern of the PWM pulse generated in accordance with the voltage command for the motor generator 4 as high/low.
As shown in fig. 10, during the fuel injection control period by the fuel injection valve 29, if the opening amount of the throttle valve 16 is largely changed, the fuel injection time is corrected to be longer (refer to time t 1). At this time, the limit post-injection time is calculated based on the corrected long fuel injection time, and the on duty of each of the switching elements 52u to w and 53u to w is controlled to be longer based on the calculated limit post-injection time. Accordingly, the energization time of the motor generator 4 is increased in accordance with the injection time after the limit not contributing to combustion, and the motor generator 4 is caused to apply a larger rotational torque to the crankshaft 9, whereby the shortage of the additional fuel component can be compensated (the shortage of the fuel can be compensated by the amount of assistance of the motor generator 4).
Further, the output of the motor generator 4 that can be mounted on the motorcycle is smaller than that of the motorcycle, and accordingly the maximum value of the rotational torque that can be applied to the crankshaft 9 by the motor generator 4 is also lower. In the present embodiment, since a single-cylinder engine is assumed, the number of cylinders is small compared to an engine having a plurality of cylinders, and therefore, the time required for outputting the engine torque corresponding to the driver's required torque via the damper handle 38a becomes long. Further, when the rotation speed of the crankshaft 9 is in a low rotation speed range, the amount of the injection time after the limit does not contribute to the combustion, and the amount of torque actually output to the crankshaft 9 is insufficient with respect to the amount of torque requested by the driver, the time until the next combustion is long in the case of single cylinder, so that the driver is likely to feel a sense of strangeness with respect to the shortage of the amount of torque. In view of this, when it is determined that the rotation speed of the crankshaft 9 is lower than the predetermined rotation speed, the present assist control is performed to apply torque. This enables an output torque insufficient in assist force.
In the present embodiment, the fuel injection control shown in fig. 11 is performed by the control unit 70. The fuel injection control shown in fig. 11 is repeatedly executed by the control unit 70 at predetermined cycles while the control unit 70 is powered on.
First, in step S100, the rotation speed (rotation speed) of the crankshaft 9 is acquired from the crank angle sensor 60, and the opening amount of the throttle valve 16 is acquired from the throttle sensor 17. In step S110, the required injection time is calculated based on the rotation speed of the crankshaft 9 and the opening amount of the gate valve 16 acquired in step S100.
In step S120, the fuel injection valve 29 is caused to start the injection of fuel at the injection start timing. In step S130, it is determined whether or not the opening amount of the throttle valve 16 is changed to be larger than the opening amount of the throttle valve 16 acquired in step S100 during the fuel injection period by the fuel injection valve 29. If it is determined that the opening amount of the throttle valve 16 has been changed to be large (yes in S130), the process proceeds to step S140, and the required injection time is corrected based on the changed opening amount of the throttle valve 16. When it is determined that the opening amount of the throttle valve 16 has not been changed significantly (no in S130), the control is terminated.
The process of step S110 corresponds to the process performed by the required injection time calculation unit, the process of step S120 corresponds to the process performed by the injection control unit, and the processes of step S130 and step S140 correspond to the processes performed by the correction unit.
Next, the control unit 70 performs the assist control shown in fig. 12. When the processing described in step S140 of fig. 11 is performed, the assist control shown in fig. 12 is performed.
In step S200, an injection end limit is set based on the operating state of the engine 10 and the configuration of the engine 10. In step S210, the post-limit injection time is calculated based on the required injection time corrected in step S140 and the injection end limit set in step S200.
In step S220, it is determined whether or not the post-limit injection time is longer than a predetermined time. If it is determined that the injection time after the limit is longer than the predetermined time (yes in S220), the process proceeds to step S230.
In step S230, the rotation speed of the crankshaft 9 (engine rotation speed) is acquired from the crank angle sensor 60, and in step S240, it is determined whether or not the rotation speed of the crankshaft 9 is lower than a predetermined rotation speed. If it is determined that the rotation speed of the crankshaft 9 is lower than the predetermined rotation speed (yes in S240), the process proceeds to step S250.
In step S250, the magnitude of the assist force of the motor generator 4 corresponding to the limit post-injection time calculated in step S210 is determined with reference to the map shown in fig. 9. In step S260, the control circuit 50 controls the driving of the motor generator 4 so that the magnitude of the rotational torque applied to the crankshaft 9 by the motor generator 4 becomes equal to the magnitude of the assist force determined in step S250, and the control is ended.
If it is determined that the injection time is not longer than the predetermined time after the limit (no in S220), and if it is determined that the rotation speed of the crankshaft 9 is not lower than the predetermined rotation speed (no in S240), the control is ended.
The process of step S200 corresponds to the process performed by the injection end limit setting unit, the process of step S210 corresponds to the process performed by the limit post-injection time setting unit, the process of step S240 corresponds to the process performed by the determination unit, and the processes of step S250 and step S260 correspond to the processes performed by the rotating electric machine control unit.
With the above configuration, the present embodiment achieves the following effects.
When it is determined that the limit post-injection time is longer than the predetermined time, the amount of assist of the motor generator 4 is changed based on the limit post-injection time. Thus, by compensating the combustion shortage corresponding to the injection time after the limit with the assist amount, the deviation amount between the rotation torque requested by the driver and the rotation torque actually output to the crankshaft 9 can be suppressed to be small, and stable acceleration in accordance with the intention of the driver can be output.
The motor generator 4 applies a larger rotational torque to the crankshaft 9 as the injection time after the limit is longer. This makes it possible to suppress the amount of deviation between the torque requested by the driver and the rotational torque actually output to the crankshaft 9 to a small value.
When it is determined that the rotation speed of the crankshaft 9 is lower than the predetermined rotation speed, the present assist control is performed. This makes it possible to perform the assist control in a situation where the ignition interval time is long, the engine output torque shortage period is long, and the driver is likely to recognize the shortage of the torque amount, and to suppress the occurrence of the driver recognizing the shortage of the torque amount.
In the single cylinder internal combustion engine, the interval at which the fuel is burned in the combustion chamber 20 becomes longer than in the four-cylinder internal combustion engine, and therefore, when there is fuel that is not supplied into the combustion chamber 20 among the fuel injected by the fuel injection valve 29, the duration of the output decrease becomes longer, and the influence becomes larger. In this regard, the output drop amount is compensated by applying the rotation torque by the motor generator 4, and the influence of the output drop can be suppressed to be small. That is, it can be said that it is particularly preferable to perform the present assist control for a vehicle mounted with a single cylinder internal combustion engine.
As described above, unlike a motorcycle, a motorcycle may change an engine output to control the attitude of a vehicle. In the case of the attitude control, since the damper handle 38a is frequently operated, the opening amount of the damper valve 16 is highly likely to be changed during a period from the calculation of the required injection time to the completion of the injection of the fuel by the fuel injection valve 29, and the output torque in this case is preferably a torque that follows the intention of the user. In addition, the deviation of the engine output in this case is small, and the attitude control of the vehicle becomes easy. Therefore, it can be said that it is particularly preferable to perform the present assist control for a motorcycle.
The above embodiment may be modified as follows. That is, the following different example configurations may be applied to the configurations of the above embodiments individually, or may be applied in any combination.
In the above-described embodiment, the technique of the present application is applied to the water-cooled engine, but the technique of the present application may be applied to the air-cooled engine.
In the above-described embodiment, the power transmission device 3 is assumed to be a belt, but a drive shaft, a chain, or the like may be configured as the power transmission device 3 instead of the belt.
In the above embodiment, the opening amount of the damper valve 16 is detected by the damper sensor 17, but the opening amount may be detected by the intake pressure sensor 18, or the intake pressure sensor 18 and the damper sensor 17 may be combined to detect the opening amount.
In the above embodiment, the switching elements 52u to w and 53u to w provided in the inverter 5 are MOSFETs. However, instead of the MOSFET, an IGBT, a power transistor, a thyristor, a triac, or the like may be used.
In the above embodiment, the control unit 70 is mounted on a motorcycle having a single cylinder internal combustion engine mounted thereon. In contrast, the control unit 70 may be mounted on a motorcycle equipped with an internal combustion engine having two or more cylinders. The control unit 70 may be mounted on a vehicle having a four-cylinder internal combustion engine mounted thereon, specifically, on a motorcycle or a motorcycle (bogycar).
In the above embodiment, the control circuit 50 is provided in the inverter 5. In contrast, for example, the control circuit 50 may be provided in the motor generator 4 and the control unit 70. A part of the functions of each unit included in the control unit 70 may be executed by the control circuit 50 (motor generator ECU, etc.).
In the above embodiment, the operating state of the engine 10 considered when the injection end limit is set includes both the flow velocity of the air flowing from the fuel injection valve 29 to the combustion chamber 20 and the pressure of the fuel supplied to the fuel injection valve 29. In contrast, the flow rate of the air flowing from the fuel injection valve 29 to the combustion chamber 20 and the pressure of the fuel supplied to the fuel injection valve 29 may be included.
Although the control unit 70 according to the above-described embodiment performs the correction control, the present assist control may be performed even by the control unit 70 that does not perform the correction control.
In the above embodiment, the fuel injection valve 29 is caused to inject the fuel even after the injection end limit (see t 2-t 3 in fig. 10). However, as described above, the possibility that the fuel injected after the injection end limit is not supplied into the combustion chamber 20 is high. That is, the fuel injected after the injection end limit is not combusted and remains in the combustion cycle at that time. The remaining fuel is burned at the next combustion cycle, but in the case where the fuel injection valve 29 injects the fuel for the required injection time amount regardless of the remaining fuel, there is a possibility that the vehicle accelerates more than the intention of the driver. Therefore, it is conceivable that the fuel injection valve 29 injects fuel in consideration of the amount of remaining fuel at the next combustion cycle, and control thereof becomes complicated. In view of the above, control may be performed to stop the injection of fuel by the fuel injection valve 29 after the injection end limit. This makes it possible to reduce the amount of remaining fuel and to output an acceleration that follows the intention of the driver.
In the above embodiment, the control is performed such that the amount of assist force of the motor generator 4 is increased as the limit post-injection time is longer. In contrast, as shown in fig. 13, the larger the ratio of the injection time after the limit in the required injection time, the larger the assist amount of the motor generator 4. In this case, the amount of deviation between the torque requested by the driver and the rotational torque actually output to the crankshaft 9 can be kept small.
In the above embodiment, the motor generator 4 imparts a larger rotational torque to the crankshaft 9 by controlling the on-duty to be longer based on the limit post-injection time. In contrast, for example, a case is assumed where normal assist control is performed in which torque assist is performed by applying rotational torque to the crankshaft 9 by the motor generator 4 while the vehicle is in a normal running state. In the normal assist control, when the 120-degree conduction control (rectangular wave control) is performed in which the conduction periods of the switching elements 52u to w and 53u to w are 120 ° in a cycle with respect to the electrical angle 1 of the motor generator 4, the conduction period is set to 180 ° longer than 120 ° in the normal assist control (in other words, when the normal assist control is performed, it may be said that the 120-degree conduction control is changed to the 180-degree conduction control). This lengthens the period of time during which the motor generator 4 is energized, and the motor generator 4 can also apply a larger rotational torque to the crankshaft 9.
As another example of making the amount of work (the amount of assist) that the motor generator 4 applies to the crankshaft 9 larger, there is a method of making the application time of the rotational torque that the motor generator 4 applies to the crankshaft 9 longer. Further, both the application of a larger rotational torque to the crankshaft 9 by the motor generator 4 and the application of the rotational torque to the crankshaft 9 by the motor generator 4 may be performed for a longer time.
In the above embodiment, the present assist control is performed when it is determined that the rotation speed of the crankshaft 9 is lower than the predetermined rotation speed. In contrast, the present assist control may be performed when the injection time is longer than a predetermined time after the limit, regardless of the rotation speed of the crankshaft 9.
The present disclosure has been described in terms of embodiments, but it should be understood that the present disclosure is not limited to the embodiments or constructions. The present disclosure also includes various modifications and variations within an equivalent range. In addition, various combinations and forms, and further, other combinations and forms including only one element, more than one element, or less than one element are also included in the scope or the idea of the present disclosure.

Claims (13)

1. A control device (70, 50) for a rotating electrical machine, which is applied to a vehicle,
the vehicle is provided with:
an internal combustion engine (10) provided with a combustion chamber (20) for combusting a mixture of air and fuel, and a nozzle hole injection valve (29) for injecting fuel to a nozzle hole (30) connected to the combustion chamber;
a rotating electrical machine (4) capable of applying a rotating torque to an output shaft (9) of the internal combustion engine;
a damper operating member (38a) that controls the output of the internal combustion engine by controlling a throttle valve (16) provided in the internal combustion engine;
an opening amount detection unit (17) that detects the amount of opening of the damper valve; and
a required injection time calculation unit that calculates a required injection time that is a required value of a time required for the port injection valve to inject the fuel per 1 combustion cycle, based on the opening amount of the throttle valve detected by the opening amount detection unit;
the control device for the rotating electric machine includes:
an injection end limit setting unit that sets an injection end limit that is a limit timing at which the fuel injected by the port injection valve is drawn into the combustion chamber within the 1 combustion cycle;
a post-injection-limit-time calculation unit that calculates a post-injection-limit time that is a time during which injection is performed after the injection-end limit set by the injection-end-limit setting unit, among the required injection times calculated by the required injection-time calculation unit; and
and a rotating electrical machine control unit that changes the amount of the rotating torque applied to the output shaft by the rotating electrical machine, based on the post-limit injection time calculated by the post-limit injection time calculation unit.
2. The control device of the rotating electric machine according to claim 1,
the injection end limit setting unit sets the injection end limit based on an operating state of the internal combustion engine.
3. The control device of the rotating electric machine according to claim 2,
the operating state of the internal combustion engine includes at least one of an amount of the air flowing from the port injection valve to the combustion chamber and an amount of the fuel supplied to the port injection valve.
4. The control device for a rotating electrical machine according to any one of claims 1 to 3,
the vehicle includes an injection control unit that controls an injection operation of the fuel by the nozzle injection valve;
the injection control unit stops the injection of the fuel by the port injection valve after the injection end limit.
5. The control device of a rotating electric machine according to any one of claims 1 to 4,
the rotating electrical machine control unit causes the rotating electrical machine to apply the greater rotating torque to the output shaft as the limit post-injection time calculated by the limit post-injection time calculation unit is longer.
6. The control device of a rotating electric machine according to any one of claims 1 to 4,
the rotating electrical machine control unit causes the rotating electrical machine to apply the greater the rotating torque to the output shaft, the greater the proportion of the limit post-injection time calculated by the limit post-injection time calculation unit, of the required injection time calculated by the required injection time calculation unit.
7. The control device of the rotating electric machine according to claim 5 or 6,
the vehicle is provided with an inverter (5) for driving a rotating electric machine;
the rotating electrical machine control unit controls the inverter so that a ratio of the energization period to the interruption period of the rotating electrical machine is increased, thereby causing the rotating electrical machine to apply a larger rotating torque to the output shaft.
8. The control device of a rotating electric machine according to any one of claims 1 to 7,
the rotating electrical machine control unit may be configured to control the rotating electrical machine to apply the rotating torque to the output shaft for a longer period of time as the limit post-injection time calculated by the limit post-injection time calculation unit is longer.
9. The control device of a rotating electric machine according to any one of claims 1 to 7,
the internal combustion engine is a single cylinder or double cylinders.
10. The control device of a rotating electric machine according to any one of claims 1 to 9,
the fuel injection control device further includes a correction unit that corrects the required injection time calculated by the required injection time calculation unit to be longer based on the changed opening amount of the throttle valve when the opening amount of the throttle valve detected by the opening amount detection unit and the opening amount of the throttle valve are changed to be larger than the opening amount of the throttle valve detected when the required injection time is calculated by the required injection time calculation unit during a period from a time when the nozzle injection valve starts injecting the fuel to the injection end limit set by the injection end limit setting unit.
11. The control device of the rotating electric machine according to claim 10,
the vehicle is a two-wheeled motor vehicle.
12. The control device of the rotating electric machine according to claim 11,
the vehicle is provided with a rotation speed acquisition unit (60) for acquiring the rotation speed of the output shaft;
the control device for the rotating electrical machine includes a determination unit that determines whether or not the rotation speed of the output shaft acquired by the rotation speed acquisition unit is lower than a predetermined rotation speed;
the rotating electrical machine control unit changes the amount of the rotating torque applied to the output shaft by the rotating electrical machine based on the post-limit injection time calculated by the post-limit injection time calculation unit, when the determination unit determines that the rotation speed of the output shaft is lower than a predetermined rotation speed.
13. A kind of vehicle is disclosed, which comprises a vehicle body,
the disclosed device is provided with:
an internal combustion engine (10) provided with a combustion chamber (20) for combusting a mixture of air and fuel, and a nozzle hole injection valve (29) for injecting fuel to a nozzle hole (30) connected to the combustion chamber;
a rotating electrical machine (4) capable of applying a rotating torque to an output shaft of the internal combustion engine;
a damper operating member (38a) that controls the output of the internal combustion engine by controlling a throttle valve (16) provided in the internal combustion engine;
an opening amount detection unit (17) that detects the amount of opening of the damper valve;
a required injection time calculation unit that calculates a required injection time that is a required value of a time required for the port injection valve to inject the fuel per 1 combustion cycle, based on the opening amount of the throttle valve detected by the opening amount detection unit; and
a control device for a rotating electric machine according to any one of claims 1 to 12.
CN201880046537.8A 2017-07-13 2018-07-04 Control device for rotating electric machine, and vehicle Withdrawn CN110914125A (en)

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JP2017137021A JP6919379B2 (en) 2017-07-13 2017-07-13 Rotating electric machine control device, vehicle
PCT/JP2018/025383 WO2019013072A1 (en) 2017-07-13 2018-07-04 Control device of rotating electric machine, and vehicle

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Application publication date: 20200324