JP2013154699A - Control device for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a control device for vehicle, capable of performing ISC learning control even in such a state that an internal combustion engine stops.SOLUTION: A control device for vehicle used in a hybrid vehicle includes an engine, a throttle valve which adjusts the flow rate of air sucked to the engine and a motor MG1 capable of performing the motoring of the engine, and carries out idle rotation number control which adjusts opening position of the throttle valve based on an air flow rate characteristic of the throttle valve so as to obtain the air flow rate necessary for retaining an idle rotation number upon an idle operation of the engine at a target idle rotation number, wherein an HVECU drives and controls the motor MG1 such that the engine is subjected to the motoring at a definite standard rotation number at the time of stop of the engine and learns the air flow rate characteristic of the throttle valve upon the idle operation based on a deviation between air flow rate upon the motoring and the predetermined standard air flow rate.

Description

  The present invention relates to a vehicle control device, and more particularly to a vehicle control device applied to a vehicle including an internal combustion engine and an electric motor capable of motoring the internal combustion engine.

  Conventionally, as a vehicle to which this type of vehicle control device is applied, for example, an internal combustion engine and an electric motor are provided as a driving force source, and only a hybrid traveling and an electric motor that run using the internal combustion engine and the electric motor as a driving force source are used as a driving force source. A hybrid vehicle is known that can switch between running motor running according to the running state of the vehicle (see, for example, Patent Document 1). In such a hybrid vehicle, the internal combustion engine is controlled to be intermittently operated according to the traveling state of the vehicle.

  By the way, even in such a hybrid vehicle, since the internal combustion engine is provided as the driving force source, the throttle valve is driven by the actuator and the intake air is driven as in the conventional vehicle having only the internal combustion engine as the driving force source. Idle speed control is performed to maintain the idling speed of the internal combustion engine at a constant speed by adjusting the amount. In such idle speed control, the intake air amount corresponding to the opening of the throttle valve that sets the actual idle speed to the target idle speed is learned as an ISC learning value (feedback control value) (hereinafter referred to as ISC learning). Then, learning control (hereinafter referred to as ISC learning control) in which the ISC learning value is reflected in the opening of the throttle valve is performed.

JP 2007-160991 A

  However, in the conventional hybrid vehicle described in Patent Document 1, since the internal combustion engine is intermittently operated, the above-described ISC learning cannot be performed when the internal combustion engine is not operating. . Therefore, the conventional hybrid vehicle has a problem that there are fewer opportunities for ISC learning.

  Such a problem is a so-called idle system in which an internal combustion engine is provided as a driving force source, and the internal combustion engine is automatically stopped temporarily when the vehicle stops, for example, waiting for a signal, and then automatically restarted by a driver's accelerator operation or the like. This also occurs in vehicles with a stop function.

  The present invention has been made to solve the above-described conventional problems, and an object of the present invention is to provide a vehicle control device that can perform ISC learning even when the internal combustion engine is stopped.

  In order to achieve the above object, a vehicle control apparatus according to the present invention includes (1) an internal combustion engine, a throttle valve that adjusts an air flow rate sucked into the internal combustion engine, and an electric motor that can motor the internal combustion engine. And adjusting the opening of the throttle valve based on the air flow characteristic of the throttle valve so as to obtain an air flow rate necessary for maintaining the engine speed at the target idle speed during idling operation of the internal combustion engine. A vehicle control device for use in a vehicle that executes idle speed control, and a drive control means for driving and controlling the electric motor so that the internal combustion engine is motored at a constant reference speed when the internal combustion engine is stopped. , Based on a deviation between an air flow rate when the internal combustion engine is motored by the drive control means and a predetermined reference air flow rate. There has a configuration in which the a learning execution means for executing the ISC learning control for learning the air flow characteristics of the throttle valve during the idling operation in.

  With this configuration, the vehicle control apparatus according to the present invention motorizes the internal combustion engine at a constant reference rotational speed when the internal combustion engine is stopped, and the deviation between the air flow rate at that time and a predetermined reference air flow rate is obtained. Based on this, ISC learning control for learning the air flow rate characteristic of the throttle valve during idle operation is executed. Therefore, ISC learning can be performed even when the internal combustion engine is stopped.

  Further, the vehicle control device according to the present invention is the vehicle control device according to (1), wherein (2) the learning execution unit is configured so that the air flow rate becomes the reference air flow rate during the motoring. The throttle valve opening degree is feedback-controlled, and the feedback correction amount in the feedback control is stored as a learned value to learn the air flow rate characteristic of the throttle valve during the idle operation.

  With this configuration, the vehicle control device according to the present invention feedback-controls the opening degree of the throttle valve during motoring, and stores the feedback correction amount in the feedback control as a learned value. Thereby, the result of ISC learning control can be reflected in idle speed control.

  The vehicle control device according to the present invention is the vehicle control device according to (1) or (2), further comprising: (3) shift position detection means for detecting a shift position of the vehicle, wherein the learning execution is performed. The means has a configuration in which the ISC learning control is not executed when the shift position is a parking position.

  With this configuration, the vehicular control apparatus according to the present invention does not execute ISC learning control by motoring when the shift position is the parking position, thereby eliminating the influence on drivability due to vibration caused by motoring of the internal combustion engine. can do.

  According to the present invention, it is possible to provide a vehicle control device that can perform ISC learning even when the internal combustion engine is stopped.

1 is a schematic configuration diagram of a hybrid vehicle to which a vehicle control device according to a first embodiment of the present invention is applied. 1 is a schematic configuration diagram of an engine according to a first embodiment of the present invention. It is a flowchart of the ISC learning control performed by HVECU which concerns on the 1st Embodiment of this invention. It is a flowchart of the ISC learning control performed by HVECU which concerns on the 2nd Embodiment of this invention. It is a flowchart of the ISC learning control performed by HVECU which concerns on the 3rd Embodiment of this invention.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings.

(First embodiment)
In the first embodiment of the present invention, an example will be described in which the vehicle control device is applied to a vehicle equipped with an internal combustion engine and an electric motor as a driving force source, that is, a so-called hybrid vehicle.

  As shown in FIG. 1, the hybrid vehicle 1 includes an engine 2 and motor generators (hereinafter simply referred to as motors) MG1 and MG2, which are electric motors capable of generating electric power, as driving force sources that generate the driving force of the hybrid vehicle 1. Prepare. The hybrid vehicle 1 includes a drive device 3 and a vehicle control device 4.

  The drive device 3 includes motors MG1 and MG2, a power split and integration mechanism 40, a speed reduction mechanism 70, and a differential mechanism 80, and constitutes a so-called hybrid transaxle. The drive device 3 is combined with the engine 2 to constitute a power output device (power plant).

  The engine 2 is configured as an internal combustion engine capable of outputting power using a hydrocarbon fuel such as gasoline or light oil.

  As shown in FIG. 2, a throttle valve 21 that adjusts the flow rate of air drawn into the engine 2 is provided in the intake passage 22 of the engine 2.

  The engine 2 sucks the air purified by the air cleaner 20 through the throttle valve 21 and the intake passage 22. Thereafter, the engine 2 injects gasoline from the fuel injection valve 23 and mixes the sucked air and gasoline, and sucks this mixture into the fuel chamber via the intake valve 24. Next, the engine 2 explodes and burns the sucked air-fuel mixture with electric sparks from the spark plug 25, and converts the reciprocating motion of the piston 26 pushed down by the energy into the rotational motion of the engine output shaft 12.

  A purification device including an exhaust gas purification catalyst (hereinafter referred to as a three-way catalyst) for purifying harmful components such as carbon monoxide (CO), hydrocarbons (HC), and nitrogen oxides (NOx) on the exhaust passage 28 of the engine 2. 29 is provided. Therefore, the exhaust from the engine 2 is discharged to the outside air through the purification device 29.

  The engine 2 also includes a variable valve timing mechanism 90 that can continuously change the opening / closing timing VT of the intake valve 24. The variable valve timing mechanism 90 includes a vane type VVT controller (not shown) and an oil control valve, and continuously changes the angle of an intake camshaft (not shown) at the opening / closing timing VT of the intake valve 24.

  As shown in FIG. 1, a power split and integration mechanism 40 is coupled to the engine output shaft 12. The engine 2 outputs mechanical power (hereinafter referred to as engine output) from the engine output shaft 12 toward the drive wheels 6. This mechanical power can be controlled by an engine electronic control unit (hereinafter simply referred to as an engine ECU) 200 described later.

  The motors MG1 and MG2 are so-called motor generators having both a function as an electric motor that converts supplied electric power into mechanical power and a function as a generator that converts input mechanical power into electric power. The motor MG1 is mainly used as a generator, and the motor MG2 is mainly used as an electric motor.

  In particular, the motor MG1 is connected to the engine 2 via a power split and integration mechanism 40, more specifically, a power split planetary gear 40a, and motoring (also referred to as cranking) that forcibly rotates the engine output shaft 12 of the engine 2 is provided. ) Is possible. That is, the motor MG1 has a function as an electric motor capable of motoring the engine 2, and is used as a starting device when starting the engine 2 or motoring of the engine 2 when executing ISC learning control described later. Used for. Motor MG1 in the present embodiment constitutes an electric motor according to the present invention.

  In detail, the motoring of the engine 2 is performed by a hybrid electronic control device (hereinafter simply referred to as HVECU) 100 described later, which sends a motoring command signal to a motor electronic control device (hereinafter simply referred to as motor ECU) 60. , The motor ECU 60 that has received the command signal drives and controls the motor MG1 so as to motor the engine output shaft 12, and also controls the motor MG2 so that the reaction force accompanying the driving of the motor MG1 is handled by the motor MG2. Is done.

  The motors MG1 and MG2 are composed of permanent magnet AC synchronous motors or the like. The motors MG1 and MG2 have stators 53 and 54 and rotors 51 and 52, respectively. The stators 53 and 54 are supplied with AC power from inverters 61 and 62 (described later) to form a rotating magnetic field. The rotors 51 and 52 are coupled to the power split and integration mechanism 40 and are rotated by being attracted to a rotating magnetic field. The motors MG1 and MG2 are provided with resolvers (not shown) that detect the rotation angle positions of the rotors 51 and 52, respectively. The resolver transmits a signal corresponding to the detected rotational angle position of the rotors 51 and 52 to the motor ECU 60.

  The motors MG1 and MG2 can operate as electric motors upon receiving power supplied from the secondary battery (storage battery) 105 (hereinafter, this operation state is referred to as power running). On the other hand, when a motor shaft (not shown) is rotated by an external force, it can operate as a generator that generates an electromotive force to charge the secondary battery 105 (hereinafter, this operation state is referred to as regeneration).

  The drive device 3 is provided with inverters 61 and 62. The inverters 61 and 62 are connected to the stators 53 and 54, respectively. The inverters 61 and 62 are configured to convert the DC power supplied from the secondary battery 105 into AC power and supply the AC power to the corresponding motors MG1 and MG2, respectively. Further, the inverters 61 and 62 are configured such that AC power from the motors MG1 and MG2 is converted into DC power and can be collected in the secondary battery 105. Power supply and power recovery of inverters 61 and 62 are controlled by motor ECU 60.

  The power split and integration mechanism 40 is a power transmission mechanism that transmits mechanical power output from the engine 2 and the motors MG1 and MG2 to the drive shaft 7. The power split and integration mechanism 40 includes a single pinion type power split planetary gear 40a and a reduction planetary gear 40c.

  Power split planetary gear 40a is configured to be able to split mechanical power output from engine 2 into mechanical power for driving motor MG1 and mechanical power for driving reduction mechanism 70. The power split planetary gear 40a includes a sun gear 42, a planetary pinion 43, a planetary carrier 44, and a ring gear 45a.

  Sun gear 42 is coupled to rotor 51 of motor MG1. The planetary pinion 43 is supported so as to be able to revolve and rotate with respect to the planetary carrier 44. The planetary carrier 44 is coupled to the engine output shaft 12. The power split planetary gear 40a configured as described above splits the engine output of the engine 2 into mechanical power transmitted to the sun gear 42 via the planetary pinion 43 and mechanical power transmitted to the ring gear 45a. ing. The mechanical power transmitted from the engine 2 to the sun gear 42 is transmitted to the rotor 51 of the motor MG1 and used for power generation.

  The reduction planetary gear 40c is configured to be able to transmit the mechanical power output from the motor MG2 to the reduction mechanism 70 by reducing the rotational speed and increasing the torque. The reduction planetary gear 40c includes a sun gear 46, a planetary carrier 47, a planetary pinion 48, and a ring gear 45c.

  Sun gear 46 is coupled to rotor 52 of motor MG2. The planetary carrier 47 is fixed to the housing of the driving device 3. The planetary pinion 48 is supported so as to be capable of rotating with respect to the planetary carrier 47. The reduction planetary gear 40c configured in this way is configured to transmit the mechanical power output from the motor MG2 to the ring gear 45c via the planetary pinion 48 by reducing the rotational speed and increasing the torque.

  The power split planetary gear 40a and the reduction planetary gear 40c are arranged concentrically, and the ring gear 45a and the ring gear 45c are integrally coupled. A counter drive gear 49 that meshes with the counter driven gear 74 of the speed reduction mechanism 70 is provided on the outer peripheral side of the ring gears 45a and 45c. The power split and integration mechanism 40 integrates the mechanical power transmitted from the motor MG2 to the ring gear 45c and the mechanical power transmitted from the engine 2 to the ring gear 45a and transmits them from the counter drive gear 49 to the speed reduction mechanism 70.

  The speed reduction mechanism 70 includes a counter driven gear 74 and a final drive gear 78. The counter driven gear 74 meshes with the counter drive gear 49, and the final drive gear 78 meshes with the ring gear 82 of the differential mechanism 80. The counter driven gear 74 and the final drive gear 78 are arranged concentrically and are integrally coupled. The speed reduction mechanism 70 transmits the mechanical power transmitted from the power split and integration mechanism 40 to the counter driven gear 74 from the final drive gear 78 to the differential mechanism 80 by reducing the rotational speed and increasing the torque.

  The differential mechanism 80 includes a ring gear 82 that meshes with the final drive gear 78. The differential mechanism 80 distributes and outputs the mechanical power transmitted from the speed reduction mechanism 70 to the ring gear 82 to the left and right drive wheels 6.

  As shown in FIGS. 1 and 2, the vehicle control device 4 includes an HVECU 100, an engine ECU 200, and a motor ECU 60.

  The HVECU 100 includes, for example, a microcomputer including a CPU, a RAM, a ROM, an input / output interface, and the like. The CPU uses a temporary storage function of the RAM and performs signal processing according to a program stored in advance in the ROM. It is like that. Various control constants and various maps are stored in advance in the ROM.

  HVECU 100 controls engine 2 and motors MG1, MG2 in a coordinated manner. The HVECU 100 is connected to various sensors and switches such as an accelerator pedal position sensor 101, a shift position sensor 102, and an ignition switch 103.

  The accelerator pedal position sensor 101 detects the amount of operation of the accelerator pedal 5 by the driver. The accelerator pedal position sensor 101 transmits a signal corresponding to the detected operation amount of the accelerator pedal 5 (hereinafter referred to as accelerator operation amount Acc) to the HVECU 100. Shift position sensor 102 detects shift position SP of shift lever 8 and outputs a signal corresponding to shift position SP to HVECU 100. The shift position SP includes a parking position (hereinafter referred to as P position), a neutral position (hereinafter referred to as N position), a drive position (hereinafter referred to as D position), a reverse position (hereinafter referred to as R position), and the like. The ignition switch 103 is configured to transmit an ignition signal to the HVECU 100 in accordance with a user operation. The shift position sensor 102 in the present embodiment constitutes a shift position detection unit according to the present invention.

  The engine ECU 200 includes, for example, a microcomputer including a CPU, a RAM, a ROM, an input / output interface, and the like. The CPU uses a temporary storage function of the RAM and performs signal processing according to a program stored in advance in the ROM. To do. Various control constants and various maps are stored in advance in the ROM.

  The engine ECU 200 is connected to various sensors such as a crank position sensor 201, a water temperature sensor 202, a cam position sensor 203, a throttle valve position sensor 204, an air flow meter 205, and a temperature sensor 206.

  The crank position sensor 201 detects the rotational position of the engine output shaft 12, that is, the crank angle θcr and the engine speed Ne as the engine speed. The water temperature sensor 202 detects the temperature of the cooling water of the engine 2, that is, the cooling water temperature Tw. The cam position sensor 203 detects the rotational position of the exhaust camshaft that opens and closes the intake camshaft and the exhaust valve, that is, the cam angle θca. The throttle valve position sensor 204 detects the opening (hereinafter referred to as throttle opening) TH of the throttle valve 21. The air flow meter 205 is attached to the intake pipe and detects a mass flow rate of intake air, that is, an intake air amount (air flow rate) Qa. The temperature sensor 206 is attached to the intake pipe and detects the intake air temperature Ta. Each of these sensors outputs a signal corresponding to the detection result to engine ECU 200.

  The engine ECU 200 performs various control signals for driving the engine 2, such as a drive signal to the fuel injection valve 23, a drive signal to the throttle motor 21a that adjusts the throttle opening TH, a control signal to the ignition coil 210, A control signal to the variable valve timing mechanism 90 is output.

  The engine ECU 200 is in communication with the HVECU 100, controls the operation of the engine 2 by a control signal from the HVECU 100, and outputs data related to the operating state of the engine 2 as necessary.

  Motor ECU 60 receives signals relating to the required torque and the required rotational speed from HVECU 100 and controls inverters 61 and 62. The motor ECU 60 controls the inverters 61 and 62 so that the rotational speeds of the rotors 51 and 52 (hereinafter referred to as motor rotational speeds) and the mechanical power output from the rotors 51 and 52 (for the motors MG1 and MG2). Hereinafter, the motor output) can be adjusted.

  In the vehicle control device 4 configured as described above, the HVECU 100 determines, via the engine ECU 200, an engine speed (hereinafter referred to as an idle speed Nei) when the engine 2 is in an idling state (no load state). Idle rotation speed control (hereinafter simply referred to as ISC) for adjusting to the target idle rotation speed Neit is performed. Specifically, in the ISC, the throttle opening TH is adjusted based on the air flow rate characteristic of the throttle valve 21 so that an air flow rate necessary for maintaining the idle rotation speed Nei at the target idle rotation speed Neit can be obtained. In other words, the ISC controls the idle speed Nei by adjusting the throttle opening TH of the throttle valve 21. In this ISC, the throttle opening TH of the throttle valve 21 is feedback-controlled in order to bring the idle speed Nei closer to the target idle speed Neit. Thereby, the idle rotation speed Nei can be kept substantially constant. The air flow rate characteristic of the throttle valve 21 is a characteristic indicating the relationship between the throttle opening TH and the air flow rate, and is experimentally obtained in advance and stored in the ROM.

  Here, in the feedback control in ISC, the air flow rate required to maintain the idling engine speed Nei at a constant engine speed (target idle engine speed Neit) varies depending on factors such as individual differences and changes over time. Learning control is performed.

  In general, the ISC learning control is performed by reflecting and storing the result of feedback made to bring the idle speed Nei close to the target idle speed Neit in an idling state, that is, in idling. However, since the engine is intermittently operated in the hybrid vehicle, the ISC learning control cannot be executed when the engine is not operated. Therefore, in the conventional hybrid vehicle, the opportunity to perform ISC learning has been reduced.

  Therefore, in the present embodiment, the ISC learning control can be executed even when the engine 2 is stopped. Such ISC learning control is executed when a predetermined ISC learning condition is satisfied. As the predetermined ISC learning condition, there is no engine torque request, ISC learning is not completed, and a state quantity (SOC: state-of-charge) indicating the storage state of the secondary battery 105 is a predetermined value (for example, 30%). ) Or more.

  Specifically, the HVECU 100 motors the engine 2 via the motor ECU 60 on condition that the ISC learning condition is satisfied. More specifically, the HVECU 100 transmits a command signal to the motor ECU 60 on condition that the ISC learning condition is satisfied, and the motor ECU 60 receiving the command signal causes the engine 2 to be motored at a constant reference rotational speed. The motor MG1 is driven and controlled. Unlike the cranking performed when the engine 2 is started, such motoring is executed on the condition that a predetermined ISC learning condition is satisfied regardless of the start request of the engine 2. The reference rotational speed described above is a fixed rotational speed that does not fluctuate, and is, for example, a rotational speed comparable to the target idle rotational speed Neit that is set when it is not cold or the like (after completion of warm-up) (for example, 1000 rpm) Degree). In the present embodiment, the HVECU 100 that performs motoring of the engine 2 as described above constitutes a drive control means according to the present invention.

  The HVECU 100 executes ISC learning control that learns the air flow characteristics of the throttle valve 21 during idling based on the deviation between the air flow when the engine 2 is motored and a predetermined reference air flow. It is like that.

  More specifically, the HVECU 100 feedback-controls the throttle opening TH so that the air flow rate becomes a predetermined reference air flow rate during the motoring, and stores the feedback correction amount in the feedback control as a learned value. ing. As a result, the HVECU 100 can learn the air flow rate characteristics of the throttle valve 21 when the engine 2 is idling. The reference air flow rate is an air flow rate when the engine 2 is motored at the above-described reference rotational speed in an adaptation stage where the engine 2 does not change with time. As described above, the reference air flow rate is experimentally obtained in advance and stored in the ROM. In the present embodiment, the HVECU 100 that performs such ISC learning control constitutes a learning execution unit according to the present invention. In the present embodiment, the air flow rate characteristic of the throttle valve 21 during idle operation is learned based on the deviation between the air flow during motoring and the reference air flow. The air flow characteristic may be learned based on the actual air flow during the motoring.

  Further, the hybrid vehicle 1 is provided with a secondary battery 105, a boost converter 106, and a battery ECU 107. The secondary battery 105 is electrically connected to the inverters 61 and 62 via the boost converter 106.

  The secondary battery 105 stores electric power supplied to the motors MG1 and MG2, and is configured to be able to charge and discharge between the motors MG1 and MG2. Boost converter 106 boosts the voltage of secondary battery 105 and converts it to the supply voltage of inverters 61 and 62. The battery ECU 107 monitors the temperature, voltage, charge / discharge current value, etc. of the secondary battery 105.

  Further, the battery ECU 107 calculates the SOC and charge / discharge power from information such as the temperature, voltage, charge / discharge current value, etc. of the secondary battery 105. The battery ECU 107 is connected to the HVECU 100, and exchanges signals with the HVECU 100, such as transmitting a signal corresponding to the storage state of the secondary battery 105 and charge / discharge power to the HVECU 100, for example.

  Next, ISC learning control executed by HVECU 100 according to the present embodiment will be described with reference to FIG.

  The process flow of ISC learning control shown in FIG. 3 is executed at predetermined time intervals after the hybrid system of the hybrid vehicle 1 is activated.

  As shown in FIG. 3, first, the HVECU 100 determines whether there is an engine torque request (step S1). Specifically, the HVECU 100 determines whether an engine output is required according to the vehicle state of the hybrid vehicle 1. For example, when the EV pedal is driven by the motor MG2, the accelerator pedal 5 is depressed more than a predetermined operation amount, and the motor MG2 alone cannot output the required power corresponding to the user required power P, or the traveling state of the hybrid vehicle 1 is in the engine operating range. In the case where the engine is shifted or when the engine needs to be warmed up at the cold start, it is determined that the engine torque is requested.

  If the HVECU 100 determines that there is an engine torque request, the HVECU 100 ends this process without executing the subsequent steps.

  On the other hand, if it is determined that there is no engine torque request, the HVECU 100 determines whether or not ISC learning is incomplete (step S2). For example, the HVECU 100 can determine whether the ISC learning is not completed by determining whether the ISC learning completion flag is set to a value “0” indicating that the ISC learning is not completed. . The ISC learning completion flag is set to a value “1” when the ISC learning is completed, and is reset to a value “0” when the engine 2 is stopped, for example.

  When the HVECU 100 determines that the ISC learning is not completed, that is, the ISC learning is completed, the HVECU 100 ends the process without executing the subsequent steps.

  On the other hand, when it is determined that the ISC learning is not completed, the HVECU 100 determines whether or not the SOC is equal to or greater than a predetermined value based on the signal transmitted from the battery ECU 107 (step S3).

  If the HVECU 100 determines that the SOC is not equal to or greater than the predetermined value, the HVECU 100 determines that the secondary battery 105 does not have enough power to execute the motoring of the engine 2 by the motor MG1, and executes the subsequent steps. This process is finished without.

  On the other hand, if the HVECU 100 determines that the SOC is equal to or greater than the predetermined value, the HVECU 100 regards the above-described ISC learning condition as being satisfied, transmits a command signal to the motor ECU 60, and causes the motor MG1 to rotate the engine 2 at a certain reference speed. Motoring with a number (step S4). Therefore, the engine speed Ne of the engine 2 is maintained at a constant reference speed by the motoring. At this time, the throttle valve 21 is adjusted to have the throttle opening TH at the time of ISC. For this reason, an air flow is formed in the intake passage 22 of the engine 2 by the negative pressure in the combustion chamber generated by the motoring. In the present embodiment, based on the deviation between the air flow rate at this time and a predetermined reference air flow rate, ISC learning control can be executed as described later.

  Next, the HVECU 100 performs ISC learning control based on the deviation between the air flow during motoring and a predetermined reference air flow (step S5). Specifically, the HVECU 100 feedback-controls the throttle opening TH so that the air flow rate becomes a predetermined reference air flow rate during the motoring, and stores the feedback correction amount in the feedback control as a learned value. As a result, the HVECU 100 learns the air flow rate characteristics of the throttle valve 21 when the engine 2 is idling.

  As described above, the vehicle control device 4 according to the present embodiment motors the engine 2 at a constant reference rotational speed when the engine 2 is stopped, and the air flow at that time and a predetermined reference air flow rate. ISC learning control is performed to learn the air flow rate characteristic of the throttle valve 21 during idling based on the deviation from the above. Therefore, ISC learning can be performed even when the engine 2 is stopped.

  Further, the vehicle control device 4 according to the present embodiment feedback-controls the throttle opening TH of the throttle valve 21 during the motoring, and stores the feedback correction amount in the feedback control as a learned value. Thereby, the result of ISC learning control can be reflected in ISC.

  Further, the vehicle control device 4 according to the present embodiment can perform ISC learning with high accuracy because the reference rotational speed of the engine 2 during the motoring is kept constant.

  Furthermore, since the vehicle control device 4 according to the present embodiment performs ISC learning control when the engine 2 is stopped, it is not necessary to prohibit the stopping of the engine 2 until ISC learning is completed as in the prior art. Therefore, the vehicle control device 4 according to the present embodiment does not limit the stop time of the engine 2 so as to ensure an opportunity for ISC learning, and therefore can improve fuel consumption as compared with the prior art.

(Second Embodiment)
Next, a second embodiment of the present invention will be described with reference to FIG. 1, FIG. 2, and FIG.

  In particular, the present embodiment differs from the first embodiment described above in that it switches between ISC learning control by motoring and ISC learning control by autonomous operation of the engine 2 based on the SOC, but the other configurations are the same. is there. Therefore, the same components as those in the first embodiment are denoted by the same reference numerals, and the description thereof is omitted.

  With reference to FIG. 4, ISC learning control executed by HVECU 100 according to the present embodiment will be described.

  The processing flow of the ISC learning control shown in FIG. 4 is executed at predetermined time intervals after the hybrid system of the hybrid vehicle 1 is activated. Further, in the processing flow of ISC learning control according to the present embodiment, each step from step S11 to step S15 corresponds to step S1 to step S5 of the processing flow of ISC learning control in the first embodiment. ing. Therefore, in the present embodiment, only parts different from the first embodiment will be described.

  As shown in FIG. 4, when the HVECU 100 determines that the SOC is equal to or greater than the predetermined value in step S13, the HVECU 100 executes the ISC learning control by motoring described in the first embodiment, while the SOC is If it is determined that the value is not greater than the predetermined value, the process proceeds to step S16.

  The HVECU 100 transmits a command signal indicating an engine self-sustained operation request to the engine ECU 200 in order to cause the engine 2 to self-operate in step S16 (step S16). Thereby, the engine 2 is operated independently. That is, HVECU 100 places engine 2 in an idling state via engine ECU 200. At this time, the HVECU 100 performs ISC for adjusting the idle speed Nei to the target idle speed Neit. As described above, in this ISC, the feedback control of the throttle opening TH is executed in order to bring the idle speed Nei closer to the target idle speed Neit.

  Next, the HVECU 100 executes ISC learning control based on the autonomous operation of the engine 2 (step S17). Specifically, the HVECU 100 stores the feedback correction amount in the above-described ISC feedback control as a learned value, and learns the air flow rate characteristic of the throttle valve 21.

  As described above, the vehicle control device 4 according to the present embodiment can obtain the following effects in addition to the effects described in the first embodiment.

  That is, the vehicle control device 4 according to the present embodiment switches to ISC learning control based on independent operation of the engine 2 instead of ISC learning control based on motoring when the SOC is not equal to or greater than a predetermined value. Yes. Therefore, even when the secondary battery 105 does not have enough power to execute the motoring of the engine 2 by the motor MG1, the same ISC learning control as in the past is executed to ensure an opportunity for ISC learning. Can do.

(Third embodiment)
Next, a third embodiment of the present invention will be described with reference to FIG. 1, FIG. 2, and FIG.

  In particular, the present embodiment switches between ISC learning control by motoring and ISC learning control by independent operation of the engine 2 depending on whether or not there is a friction change of the engine 2 from the second embodiment described above. However, other configurations are the same. Therefore, the same components as those in the first and second embodiments are denoted by the same reference numerals, and the description thereof is omitted.

  With reference to FIG. 5, ISC learning control executed by HVECU 100 according to the present embodiment will be described.

  The processing flow of ISC learning control shown in FIG. 5 is executed at predetermined time intervals after the hybrid system of the hybrid vehicle 1 is activated. Also, in the processing flow of ISC learning control according to the present embodiment, each step from step S21 to step S23 corresponds to step S1 to step S3 of the processing flow of ISC learning control in the first embodiment. ing. Therefore, in this embodiment, description of each step from step S21 to step S23 is omitted.

  As shown in FIG. 5, when the HVECU 100 determines in step S23 that the SOC is not equal to or greater than the predetermined value, the HVECU 100 executes the ISC learning control by the independent operation of the engine 2 described in the second embodiment (step S28). , S29).

  On the other hand, if the HVECU 100 determines in step S23 that the SOC is equal to or greater than the predetermined value, the HVECU 100 performs motoring of the engine 2 described in the first embodiment (step S24).

  Next, the HVECU 100 estimates the friction of the engine 2 (step S25). For example, the ROM of the HVECU 100 stores a friction map in which the relationship between the coolant temperature Tw and the friction is experimentally obtained in advance. Therefore, the HVECU 100 can estimate the friction of the engine 2 by referring to the friction map based on the cooling water temperature Tw detected by the water temperature sensor 202. The friction of the engine 2 tends to increase as the cooling water temperature Tw decreases. The method for estimating the friction is not limited to this. For example, it may be estimated in consideration of an auxiliary machine load or the like, or may be estimated based on the power consumption of the motor MG1 during motoring in step S24.

  Next, the HVECU 100 determines whether or not there is a friction change of the engine 2 (step S26). Specifically, the HVECU 100 determines that the currently estimated friction of the engine 2 is ± 5% or more with respect to the friction of the engine 2 estimated in the previous routine when the processing flow of the ISC learning control is repeatedly executed. It is determined whether or not the number has increased or decreased. Therefore, the HVECU 100 determines that there is a change in friction when the friction of the engine 2 increases or decreases by ± 5% or more, whereas it determines that there is no change in friction when the friction of the engine 2 is less than ± 5%. To do.

  If the HVECU 100 determines that there is no friction change of the engine 2, the HVECU 100 executes the ISC learning control by motoring described in the first embodiment (step S27).

  On the other hand, when it is determined that there is a friction change of the engine 2, the HVECU 100 executes the ISC learning control by the independent operation of the engine 2 described in the second embodiment (steps S28 and S29).

  As described above, the vehicle control device 4 according to the present embodiment can obtain the following effects in addition to the effects described in the first and second embodiments.

  That is, the vehicle control device 4 according to the present embodiment switches to ISC learning control based on the autonomous operation of the engine 2 when there is a friction change when the processing flow of ISC learning control is repeatedly executed. The accuracy of ISC learning can be ensured.

  In each of the above-described embodiments, the example in which the vehicle control device according to the present invention is applied to a hybrid vehicle has been described. However, the present invention is not limited to this, and an engine is provided as a driving force source, for example, stopping such as waiting for a signal. The vehicle control device according to the present invention can also be applied to a vehicle with a so-called idle stop function in which the engine is automatically stopped temporarily and then the engine is automatically restarted by a driver's accelerator operation or the like. . In this case, a starter motor is used for motoring the engine in the ISC learning control.

  In each of the above-described embodiments, the ISC is performed by adjusting the throttle opening TH of the throttle valve 21. However, the present invention is not limited to this. For example, the ISC may be performed by an idle speed control valve. Good. In this case, a bypass passage is provided so as to bypass the throttle valve 21, and the idle speed Nei is controlled by adjusting the flow rate of air flowing through the bypass passage by the idle speed control valve. Even in the example provided with such an idle speed control valve, the air flow rate of the idle speed control valve is based on the deviation between the air flow rate of the bypass passage during motoring and a predetermined reference air flow rate, as in the present embodiment. The ISC learning control for learning the characteristics can be executed.

  In each of the above-described embodiments, the ISC learning condition is that there is no engine torque request, ISC learning is incomplete, and the SOC is equal to or greater than a predetermined value. However, the shift position SP is other than the P position. It may be added to the ISC learning condition. Therefore, the HVECU 100 does not execute the ISC learning control when the shift position SP is the P position. In this case, it is possible to eliminate the influence on drivability due to vibration caused by motoring of the engine 2. That is, in the hybrid vehicle 1 at the P position, vibrations are particularly easily felt by the driver. In such a case, for example, motoring of the engine 2 is not executed regardless of the SOC.

  In each of the above-described embodiments, the HVECU 100 is configured to perform ISC and ISC learning control via the engine ECU 200 and the motor ECU 60. However, the present invention is not limited to this. For example, the motor ECU 60 performs motoring in the ISC learning control. In addition, the engine ECU 200 may be configured to execute ISC and ISC learning control.

  As described above, the vehicle control device according to the present invention can perform ISC learning control even when the internal combustion engine is stopped, and is provided in a vehicle including the internal combustion engine and an electric motor capable of motoring the internal combustion engine. It is useful for the applied vehicle control apparatus.

1 Hybrid vehicle (vehicle)
2 Engine (Internal combustion engine)
4 Vehicle Control Device 21 Throttle Valve 21a Throttle Motor 60 Motor ECU
100 HVECU (drive control means, learning execution means)
102 Shift position sensor (shift position detection means)
200 Engine ECU
MG1 motor (electric motor)

Claims (3)

An internal combustion engine; a throttle valve for adjusting a flow rate of air sucked into the internal combustion engine; and an electric motor capable of motoring the internal combustion engine, wherein the engine speed during idle operation of the internal combustion engine is set to a target idle speed. A vehicle control device used for a vehicle that executes idle speed control for adjusting an opening degree of the throttle valve based on an air flow rate characteristic of the throttle valve so as to obtain an air flow rate necessary for maintaining,
Drive control means for driving and controlling the electric motor so that the internal combustion engine is motored at a constant reference rotational speed when the internal combustion engine is stopped;
ISC learning control for learning air flow characteristics of the throttle valve during the idling operation based on a deviation between an air flow rate when the internal combustion engine is motored by the drive control means and a predetermined reference air flow rate A vehicle control device comprising: a learning execution means for executing   The learning execution means feedback-controls the opening degree of the throttle valve so that the air flow rate becomes the reference air flow rate during the motoring, and stores the feedback correction amount in the feedback control as a learning value to thereby perform the idle operation. The vehicle control device according to claim 1, wherein an air flow rate characteristic of the throttle valve at the time is learned. Shift position detecting means for detecting the shift position of the vehicle,
The vehicle control device according to claim 1, wherein the learning execution unit does not execute the ISC learning control when the shift position is a parking position.

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