JP2005171842A - Control device of power train equipped with electric supercharger - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a control device of a power train equipped with an electric supercharger, for improving responsiveness of rising of supercharging after the transition to a supercharging region, and implementing smooth acceleration continuously from a non-supercharging region. <P>SOLUTION: The control device of a power train equipped with an electric supercharger, comprises: the electric supercharger; a motor generator for power generation and engine assist; an accelerator opening detection means for detecting accelerator opening; an engine speed detection means for detecting an engine speed; and a control means for controlling the electric supercharger and motor generator depending on the detection results of the both detection means. The control device further comprises a electric power supply means. When a predetermined amount or more of an accelerator depression amount is detected in the non-supercharging region which is set according to the engine speed and a target torque calculated by using accelerator opening, the electric power supply means sets throttle opening to be a value larger than a value depending on the accelerator depression amount or sets the throttle opening to be fully opened, makes the motor generator generates electric power, and then supplies the generated power to the electric supercharger. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

  The present invention includes a powertrain control device including an electric supercharger, more specifically, an electric supercharger for increasing engine output, and a motor generator for generating power and assisting an engine. The present invention belongs to the technical field of power train control devices configured to switch these drives in accordance with the operating state of the engine.

  Conventionally, superchargers and turbochargers have been well known as means for increasing engine output, but both have the problem of insufficient supercharging pressure in the low engine speed range as a result of the supercharging capacity being greatly affected by the engine speed. There is. In contrast, an electric supercharger that drives a compressor with a motor can control the rotation speed of the compressor without being affected by the rotation speed of the engine, so that it can generate a sufficient boost pressure even in a low rotation speed region. Have.

  On the other hand, in recent years, an environment-friendly vehicle equipped with a motor generator that has both a function as a power train drive source and an engine assist source and a function as a generator that is driven and connected to the engine to generate power is known. It's getting on. Patent Document 1 discloses an engine having both the electric supercharger and the motor generator. The engine includes the electric supercharger and a motor generator as a drive source. A battery (storage battery) for supplying electric power is provided.

  In that case, for example, each region for switching the driving state of the electric supercharger and the motor generator is set by using the engine speed and the engine load represented by the accelerator opening as parameters. Neither the charger nor the motor generator is driven (thus, only the output from the natural intake of the engine is obtained), the supercharge region where the electric supercharger is driven, or the motor generator is driven as a vehicle power source The motor assist area to be set is set, the actual engine speed and the engine load are applied to this map, and the driving state of the electric supercharger or motor generator is switched according to the result. Output control is executed.

JP-A-11-332015

  By the way, when switching the driving state from the non-supercharged area to the supercharged area at the time of sudden acceleration or the like, a relatively large amount of electric power is required when the electric supercharger starts to be driven. When power supply from the storage battery to the electric supercharger is started for the first time, the desired supercharging pressure cannot be obtained immediately due to the voltage drop of the battery accompanying the electric power supply to the electric supercharger. This causes a problem that the rise of supercharging is delayed. In this case, the responsiveness from the non-supercharging region to the supercharging start region is good, but since the response is once delayed once the supercharging start region is exceeded, smooth acceleration cannot be performed.

  In addition, the battery supplies power to an electric load (for example, electrical equipment) that has a smaller driving power than the generator motor and the electric supercharger, and first secures electric power for the electric load. Electricity cannot be supplied without darkness, and the rise of supercharging may be delayed.

  Therefore, the present invention improves the responsiveness of the rise of the supercharge after the transition to the supercharge region, and the power provided with the electric supercharger capable of realizing continuous smooth acceleration from the non-supercharge region. It is an object of the present invention to provide a train control device.

  In order to solve the above problems, the present invention is configured as follows. First, the invention described in claim 1 of the present application includes an electric supercharger, a motor generator that is drive-coupled to an engine and performs power generation and engine assist, and an accelerator opening degree detecting unit that detects a parameter related to the accelerator opening degree. An electric supercharger having engine speed detecting means for detecting a parameter relating to the engine speed, and control means for controlling the electric supercharger and the motor generator in accordance with detection results of the both detecting means. A powertrain control device equipped with an accelerator depression amount greater than or equal to a predetermined amount detected in a non-supercharging region set in accordance with a target torque calculated using an accelerator opening and an engine speed Sometimes, the throttle opening is set to a value larger than the value corresponding to the accelerator depression amount or fully opened, and the motor generator is used to generate power. The generated electric power and having a power supply means for supplying to the electric supercharger.

  Next, according to a second aspect of the present invention, there is provided a powertrain control device including the electric supercharger according to the first aspect, wherein a power storage unit that stores electric power generated by the motor generator, and the power storage unit Power storage state detecting means for detecting the power storage state, and the power generation amount is changed in accordance with the power storage state at the start of acceleration.

  According to a third aspect of the present invention, there is provided a powertrain control device including the electric supercharger according to the first or second aspect, wherein the power storage unit stores the electric power generated by the motor generator; A deterioration state detecting means for detecting a deterioration state of the power storage means, wherein the upper limit torque of the non-supercharged region is corrected to decrease as the degree of deterioration of the power storage means increases.

  First, according to the first aspect of the present invention, when an accelerator depression amount equal to or greater than a predetermined amount is detected in the non-supercharged region, that is, during sudden acceleration, the throttle opening is set with respect to the accelerator depression amount. By setting it to a large value or fully open, it is possible to generate extra engine torque from the non-supercharging region to the start of supercharging, and generate electric power with the motor generator using this engine torque. Then, by supplying the electric power generated here to the electric supercharger, the rotational speed of the electric supercharger can be increased to a predetermined rotational speed in advance in the non-supercharged region, so the transition to the supercharged region The response of the subsequent supercharging rise can be improved, and a smooth driving force characteristic can be obtained.

  In this case, according to the second aspect of the present invention, when a large amount of power is supplied from the motor generator while the power storage means is sufficiently charged, there is a risk that the power storage means may be deteriorated more quickly. Therefore, by adjusting the power generation amount according to the power storage state, for example, when the power storage amount is large, it is possible to reduce the generated power and protect the power storage means.

  According to the third aspect of the present invention, when the degree of deterioration of the power storage means is large, the power supply from the power storage means to the electric supercharger after the shift to the supercharging region is further reduced, Since the start-up is delayed, the supercharger rises when the engine torque upper limit is reached even if the supercharge rise is delayed by supplying power to the turbocharger while the engine before full throttle has sufficient power. It will recover and get the full function of the turbocharger.

  As shown in FIG. 1, the vehicle according to this embodiment is a so-called low pollution vehicle or environment-friendly vehicle having an engine 1 and a motor generator 11 as power sources. The crankshaft and the rotating shaft of the motor generator 11 are interconnected by a belt or chain 12. The vehicle also has an electric supercharger 5 as means for increasing the output of the engine 1, and the supercharger 5 is disposed in the intake passage 2 of the engine 1 as a main component, for example, centrifugal. And a motor 4 that rotationally drives the compressor 3.

  Here, an intercooler 6 and an electric throttle valve 7 are arranged in this order in the intake passage 2 downstream of the compressor 3. Further, a bypass passage (also referred to as a relief passage or a recirculation passage) 9 and a valve 9 a are provided over the upstream side of the compressor 3 and the downstream side of the intercooler 6. The intake passage 2 is connected to the engine 1 via an intake manifold 8.

  On the other hand, the motor 4 of the electric supercharger 5 is connected to the power supply system 14 of the engine 1, the motor generator 11 is connected via an inverter 13, and a 12V lead battery 17 is connected to a DC / DC converter 16. Are connected to the power supply system 14 respectively. When the electric supercharger 5 is driven and when the motor generator 11 is driven as a vehicle power source, power is supplied from the power storage device 15 of the power supply system 14, for example, 42V. Conversely, when the motor generator 11 is driven by the engine 1 as a generator, the generated power is supplied to the electric supercharger 5 and the power storage device 15 of the power supply system 14 via the inverter 13. Used for charging.

  Also, power is supplied from a 12V lead battery 17 to general electrical components such as headlamps and air conditioners, and the power of the power storage device 15 of the power supply system 14 is supplied to the lead battery 17 by the DC / DC converter 16. The voltage is stepped down to 12V and always used.

  Then, the control unit 20 receives a signal from the accelerator opening sensor 19 that detects the opening (depression amount) of the accelerator pedal 18 by the driver, a signal from the engine rotation sensor 22 that detects the number of revolutions of the engine 1, and the above. A signal from the power supply system 14 (a signal related to the state of the power storage device 15) is input, and the motor 4 of the electric supercharger 5, the inverter 13 for driving the motor generator 11, and the throttle valve 7 are turned on according to the result. Various control signals are output to the throttle actuator 7a to be driven, the automatic transmission 10 and the like to execute output control of the engine 1, drive control by the motor generator 11, power generation control (charging control of the power storage device 15), and the like. .

  Next, a specific operation of the power generation control that constitutes a characteristic part of the present invention will be described with reference to FIG. First, as illustrated in FIG. 2, in the engine 1, a region extending from the entire low load region to the full high rotation region is set as the non-supercharging region X. In the non-supercharging region X, neither the electric supercharger 5 nor the motor generator (as a power source) 11 is driven, and only an output by natural intake of the engine 1 is obtained. Further, the middle rotation high load region is set to the supercharging region Y. In this supercharging region Y, the electric supercharger 5 is driven, and the output of the engine 1 is increased. The low rotation high load region is set to the motor assist region Z. In the motor assist region Z, in addition to driving the electric supercharger 5, the motor generator 11 is driven as a vehicle power source, and the output torque of the engine 1 is assisted.

In the configuration as described above, when the depression amount of the accelerator pedal 18 exceeding a predetermined amount is detected in the state where the engine use region is in the non-supercharging region X, for example, during rapid acceleration, the driving shown in FIG. Shows force characteristics. That is, when the engine-used area from the non-supercharging region X to supercharge region Y at time t ₁ has detected a signal that shifts to (see FIG. 2) is, from the time t ₁ of the supercharge start time t ₂ until is driven only by the natural aspiration, the power from time t ₂ to the electric supercharger rotates the compressor 3 is supplied. At this time, as indicated by reference symbol (a), due to the voltage drop of the power storage device 15 caused by carrying out a large amount of power, a response delay in the rise of supercharging occurs and the target driving force To is obtained (time t ₃ ′). ) Takes a long time.

  The flowchart shown in FIG. 4 is for coping with such a problem. According to this, in step S1, the control unit 20 uses the signal from the accelerator opening sensor 19 and the signal from the engine speed sensor 22 as a basis. The accelerator opening α and the engine speed Ne are input. In step S2, the throttle opening TVO is determined based on the values of the accelerator opening α and the engine speed Ne. Next, in step S3, if it is determined that the change rate of the accelerator opening α is equal to or greater than a certain value, that is, rapid acceleration, the process proceeds to step S4, and if the change rate is equal to or less than the certain value, the process proceeds to normal powertrain control. In step S4, if the engine use region is in the non-supercharging region X, the throttle opening TVO is controlled to be fully opened in step S5. On the other hand, if the operating state is not in the non-supercharging region X, the routine proceeds to normal powertrain control.

After the full opening control of the throttle opening TVO is performed in step S5, in step S6, the torque increase rate ΔT at the time of maximum boosting is read from a table preset according to the value of the engine speed Ne. Characteristics shown in FIG. 5 is a table showing a torque increase characteristic after the supercharger 5 driven in the engine rotational speed Ne _k as a reference. According to this, the curve shows a temporal change in torque that increases due to supercharging. First, the torque increases at a reference torque increase rate ΔT _k substantially linearly from the supercharging start time t ₂ to time t ₃ . Then, so to remain later at a substantially constant value is greater than the time t ₃ and the maximum field of torque obtained by the supercharging. Then, as shown in FIG. 6, the torque increase rate ΔT corresponding to the engine speed Ne detected by the linear set for the reference engine speed Ne _k is determined. According to this, the torque increase rate ΔT _k read by the reference engine speed Ne _k is set so as to decrease as the engine speed Ne increases.

  In step S7, the target rotational speed Nb of the supercharger 5 is calculated from the accelerator opening α and the engine rotational speed Ne. In step S8, the calculated target rotational speed Nb is compared with the rotational speed of the supercharger 5. If the target rotational speed Nb is larger than the rotational speed of the supercharger 5, the process proceeds to step S9. In step S9, the motor power generation torque Tm is set so that the rate of increase in the value obtained by subtracting the torque used by the motor generator 11 (hereinafter referred to as the motor power generation torque Tm) from the engine torque Te becomes ΔT calculated in step S6. To do. In step S10, the electric power generated by the motor generator 11 is supplied to the electric supercharger 5, and then the routine proceeds to normal powertrain control.

  On the other hand, when the rotational speed of the supercharger 5 is larger than the target rotational speed Nb in step S8, the process proceeds to step S11, and the motor power generation torque Tm is set to zero. Then, in step S12, throttle control of the throttle opening TVO is performed so that the increase rate of the engine torque Te becomes ΔT.

By such a procedure, a driving force characteristic as shown in FIG. 7 is obtained. That is, when the throttle opening TVO is fully opened in step S5, a surplus torque Ty indicated by hatching in the figure is generated, and the motor generator 11 generates power using this surplus torque Ty. The generated electric power can be supplied to the electric supercharger 5 and can be rotated in the non-supercharging region X to the target rotational speed Nb in advance to avoid a voltage drop at the start of supercharging that requires a large amount of power. Therefore, it is possible to improve the responsiveness of the supercharging rising after the transition to the supercharging region Y. At this time, between the time t ₁ and the time t ₂ , the rotational speed of the compressor 3 of the electric supercharger 5 is set to a predetermined rotational speed in advance so that the valve 9a of the bypass pipe 9 is opened and the supercharging pressure is not generated. allowed to increase to nb, the valve 9a of the bypass pipe 9 can be generated immediately boost pressure by closing control when exceeding the time t _2.

Further, the motor in accordance with the read torque increase rate ΔT from the table in step S6, the increasing rate of the value obtained by subtracting the motor generator torque Tm from the engine torque Te between the time t ₁ to time t ₂ such that ΔT by setting the power generation torque Tm, it is possible to realize smooth acceleration slope consecutive identical between the time t ₁ ~t _3.

  Furthermore, in step S8, when the rotation speed of the supercharger 5 is larger than the target rotation speed Nb, the motor power generation torque Tm is set to zero to protect the power storage device 15 of the power supply system 14. Then, as indicated by a symbol a in FIG. 8, the throttle opening TVO is once controlled to reduce the engine torque Te, and the increase rate of the value obtained by subtracting the motor power generation torque Tm from the engine torque Te is ΔT. It is possible to set and protect the power storage device 15 and to achieve smooth acceleration without changing the inclination.

  In step S11, the motor power generation torque Tm is set to zero. However, as shown in FIG. 9, the motor power generation torque Tm may be corrected to decrease according to the storage amount SOC of the power storage device 15. At this time, the power storage device 15 can be protected by setting the motor power generation torque Tm to be corrected for decrease or zero.

  Next, the flowchart shown in FIG. 10 is a routine that can be inserted at an arbitrary position in the flowchart shown in FIG. According to this, after detecting the degree of deterioration of the power storage device 15 by internal resistance or the like in step S21, in step S22, the non-supercharging operation is performed as shown by the arrow C in FIG. 2 according to the detected battery deterioration degree. Lower line L. That is, supercharging is started even if the engine use area is a non-supercharging area X, that is, a partial load area rather than a line where the throttle opening is fully opened.

  When the degree of deterioration of the power storage device 15 is large, the power supply from the power storage device 15 to the electric supercharger 5 after the shift to the supercharging region Y is further reduced and the rise of supercharging is delayed. By supplying electric power to the supercharger 5 while there is remaining power in the previous engine 1, when the engine torque Te reaches the upper limit even if the rise of the supercharge is delayed, the rise is recovered and the supercharger 5 sufficient functions can be obtained.

  The present invention improves the responsiveness of the rise of supercharging after shifting to the supercharging region, and controls the powertrain with an electric supercharger that can realize smooth acceleration from the non-supercharging region I will provide a. The present invention relates to a powertrain control device provided with an electric supercharger, more specifically, an electric supercharger for increasing engine output and a motor generator for generating and assisting, This is widely suitable for the technical field of a powertrain control device that is configured to switch the drive according to the operating state of the engine.

1 is a vehicle control system diagram according to an embodiment of the present invention. It is a map which shows the control area | region of the engine of the said vehicle. It is a characteristic view which shows the driving force characteristic when electric power supply is performed from the supercharging start. It is a flowchart which shows the example of control at the time of sudden acceleration. It is a characteristic view of the driving force obtained by supercharging. It is a characteristic view which shows the increase rate of the motor power generation torque with respect to an engine speed. It is a characteristic view which shows the increase rate of the motor electric power generation torque with respect to the electrical storage amount of an electrical storage apparatus. It is a driving force characteristic figure obtained by this Embodiment. FIG. 6 is a driving force characteristic diagram when the power storage device is deteriorated. It is a flowchart which shows the example of control at the time of battery deterioration.

Explanation of symbols

1 Engine 5 Electric supercharger 11 Motor generator (motor generator)
15 Power storage device (power storage means)
19 Accelerator opening sensor (Accelerator opening detecting means)
20 Control unit (control device)
22 engine speed sensor (engine speed detection means)
X Non-supercharging area Y Supercharging area

Claims (3)

  An electric supercharger; a motor generator that is connected to the engine for power generation and engine assist; an accelerator position detector that detects a parameter related to the accelerator position; and an engine speed detection that detects a parameter related to the engine speed. And a control device for a power train comprising an electric supercharger, and a control means for controlling the electric supercharger and the motor generator in accordance with detection results of both the detection means. When the accelerator depressing amount of a predetermined amount or more is detected in the non-supercharging region set according to the target torque calculated using the degree and the engine speed, the throttle opening is set according to the accelerator depressing amount. Set to a value that is larger than the value or fully open to generate power with the motor generator, and supply the generated power to the electric supercharger That powertrain control device having an electric supercharger, characterized in that it comprises a power supply means.   A power storage means for storing the power generated by the motor generator and a power storage state detection means for detecting a power storage state of the power storage means are provided, and the power generation amount is changed according to the power storage state at the start of acceleration. The control apparatus of the power train provided with the electric supercharger of Claim 1 characterized by the above-mentioned. The power storage means for storing the power generated by the motor generator and the deterioration state detection means for detecting the deterioration state of the power storage means are provided, and the upper limit torque of the non-supercharged region is increased as the deterioration degree of the power storage means increases. The powertrain control device comprising the electric supercharger according to claim 1 or 2, wherein the reduction is corrected.

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