JP2020012459A - Control device - Google Patents

Abstract

To provide a control device which can suppress the deterioration of the fuel economy of a vehicle while increasing collection torque at the deceleration of the vehicle.SOLUTION: In a control device driven by the rotation of an engine output shaft, employed to a vehicle having a collection device for collecting rotation energy, and capable of controlling the opening/closing of an intake throttle valve arranged at an intake path of an engine, negative torque acting in a direction reverse to a rotation direction of the engine output shaft at the deceleration of the vehicle includes collection torque which is generated by the collection of rotation energy by the collection device, and loss torque including a pumping loss of the intake path. The control device comprises a determination part for determining that an increase requirement for increasing the collection torque occurs at the deceleration of the vehicle, an intake throttle valve control part for controlling an opening of the intake throttle valve to an open side when it is determined that the increase requirement occurs, and a torque control part for increasing the collection torque when the opening of the intake throttle valve is controlled to the open side.SELECTED DRAWING: Figure 3

Description

  The present invention relates to a control device for controlling an engine.

  Examples of the auxiliary machine driven by the engine include a compressor that compresses and discharges a refrigerant in a refrigeration cycle and a generator. Patent Document 1 discloses that when a vehicle starts decelerating in response to a driver's deceleration request, both auxiliary machines (compressor and generator) are driven in a fuel cut state in which fuel injection is cut, and the rotational energy of the engine is stored in a regenerator. And a system for causing the battery to recover the battery.

  In the technology described in Patent Document 1, when the rotational energy is recovered, the recovery torque distribution ratio of the two auxiliary machines during deceleration is set based on the balance between the required amount of cold storage and the required amount of power storage. During the response waiting period until the actual recovery torque of the compressor rises to the target recovery torque of the compressor according to the recovery torque distribution ratio due to the response delay of the recovery torque of the compressor, the actual recovery torque of the generator is driven. The generator recovery torque is set higher than the target recovery torque according to the torque distribution ratio. According to this, in the response waiting period, it is possible to increase the amount of rotational energy recovered by the regenerator and the regenerator.

Japanese Patent No. 5387500

  As the recovery torque of the compressor and the generator increases, the amount of rotational energy recovered in the regenerator and the power storage device can be increased. The rotational energy of the engine decreases due to the recovery torque of the compressor and the generator, and the loss torque generated by pumping loss in the intake path of the engine. Therefore, when the recovery torque of the compressor and the generator is large, the amount of decrease in the rotational energy of the engine increases, thereby increasing the degree of deceleration of the vehicle. If the degree of deceleration of the vehicle is excessively large, the driver depresses the accelerator pedal to loosen the degree of deceleration. As a result, the fuel cut state cannot be continued when the vehicle decelerates, and the fuel efficiency of the vehicle deteriorates.

  The present invention has been made to solve the above-described problem, and an object of the present invention is to provide a control device that can suppress deterioration of fuel efficiency of a vehicle while increasing recovery torque when the vehicle is decelerated. And

  The present invention is applied to a vehicle that is driven by rotation of an engine output shaft and has a recovery device that recovers rotational energy as at least one of electric energy and heat energy, and includes an intake throttle valve provided in an intake path of an engine. A control device capable of controlling opening and closing, wherein a negative torque acting in a direction opposite to a rotation direction of the engine output shaft during deceleration of the vehicle is generated by the recovery device recovering the rotational energy. And a determining unit that determines that an increase request to increase the recovering torque has occurred at the time of deceleration of the vehicle, and a determining unit that includes a loss torque including a pumping loss of the intake path. When it is determined that the increase request has occurred, an intake throttle valve control unit that controls the opening degree of the intake throttle valve to the opening side; When the opening degree of the intake throttle valve is controlled to the open side by the throttle valve control unit, and a torque control unit for increasing the recovery torque.

  At the time of deceleration of the vehicle, the rotational energy of the engine is recovered by the recovery device, and the vehicle is decelerated with a corresponding deceleration. When the recovery device increases the recovery torque generated by recovering the rotational energy, the degree of deceleration of the vehicle increases, so that the driver depresses the accelerator pedal to loosen the degree of deceleration. As a result, the fuel efficiency of the vehicle deteriorates.

  The control device of the present invention controls the opening degree of the intake throttle valve to the opening side when the recovery torque is increased by the increase request. As a result, pressure pulsation in the intake path is suppressed, and pumping loss is reduced. When the opening is controlled to the opening side, that is, while reducing the pumping loss, the recovery torque is increased. That is, the decrease in the loss torque due to the decrease in the pumping loss is allocated to the increase in the recovery torque. This suppresses the driver from depressing the accelerator pedal when the vehicle decelerates. As a result, it is possible to suppress the deterioration of the fuel efficiency of the vehicle while increasing the recovery torque.

FIG. 1 is a configuration diagram schematically showing an engine control system. FIG. 1 is an overall configuration diagram of an engine. 5 is a flowchart illustrating a collection control process according to the first embodiment. The figure which shows the relationship between a distribution amount and an opening side control amount. FIG. 5 is a diagram illustrating an example of a collection control process according to the first embodiment. 9 is a flowchart illustrating a collection control process according to the second embodiment. 13 is a flowchart illustrating a collection control process according to the third embodiment.

(1st Embodiment)
Hereinafter, an engine control system of the vehicle 100 to which the control device of the first embodiment is applied will be described with reference to the drawings. As shown in FIG. 1, a vehicle 100 includes an engine 10 as an internal combustion engine and an ECU 40 as a control device.

  The engine 10 is a direct injection 4-cycle gasoline engine mounted on the vehicle 100. Specifically, the engine 10 is a four-cylinder engine including four cylinders. Each cylinder of the engine 10 mounted on the vehicle 100 is provided with a fuel injection valve 11 for supplying fuel to a combustion chamber 61 of the engine 10 (see FIG. 2).

  Energy generated by combustion of the fuel is taken out as rotational power of the crankshaft 13 of the engine 10. This rotational power is transmitted to drive wheels (not shown) of the vehicle 100 via the transmission 14. In the present embodiment, the crankshaft 13 corresponds to an “engine output shaft”.

  A starter 20 is connected to the crankshaft 13. The starter 20 is started by being supplied with power from a battery 21 when an ignition switch (not shown) is turned on, and gives an initial rotation to the crankshaft 13 to start the engine 10.

  The alternator 22 is a generator that generates electric power by being driven by the rotational energy of the crankshaft 13. That is, the alternator 22 is a recovery device that recovers rotational energy of the engine 10 as electric energy. A pulley 24 mechanically connected to a drive shaft 23 of the alternator 22 is mechanically connected to the crankshaft 13 via a belt 15 and a crank pulley 16. The alternator 22 can adjust the amount of power generation by adjusting the exciting current flowing through the rotor coil of the alternator 22. The battery 21 is a storage battery that stores the electric power generated by the alternator 22. The alternator 22 and the battery 21 form a power storage system 29. The ECU 40 acquires the charged amount Qe of the battery 21 from the battery 21 and controls the amount of power generated by the alternator 22 so that the charged amount Qe falls within an appropriate range.

  The vehicle 100 is equipped with a cooling system that cools the cabin. The cooling system includes a compressor 30 that sucks and discharges the refrigerant to circulate the refrigerant to a refrigeration cycle 39, a condenser 31, a receiver 32, an expansion valve 33, and an evaporator 34 provided in a refrigerant path 31a. It is configured.

  The compressor 30 is driven by the rotational energy of the crankshaft 13, and the discharge capacity of the refrigerant can be continuously variably set by an energizing operation of an electromagnetically driven control valve (CV) 30 a provided in the compressor 30. It is a capacity compressor. The pulley 38 mechanically connected to the drive shaft 37 of the compressor 30 is mechanically connected to the crankshaft 13 via the belt 15 and the crank pulley 16. In a situation where the rotational power of the crankshaft 13 is transmitted to the compressor 30, the discharge capacity is adjusted by the operation of supplying electricity to the CV 30a. In the compressor 30, the state where the discharge capacity is larger than 0 is a state where the compressor 30 is driven, and the state where the discharge capacity is 0 is a state where the compressor 30 is stopped.

  The condenser 31 is a member that exchanges heat between air (outside air) blown from a fan (not shown) driven by a DC motor or the like and a refrigerant discharged and supplied from the compressor 30. The receiver 32 is provided for separating the refrigerant flowing from the condenser 31 into gas and liquid, temporarily storing the separated liquid refrigerant, and supplying only the liquid refrigerant to the downstream side. The liquid refrigerant stored in the receiver 32 is rapidly expanded by the expansion valve 33 into a mist. The atomized refrigerant is supplied to an evaporator 34 for cooling the air blown into the vehicle interior.

  In the evaporator 34, part or all of the refrigerant is vaporized by heat exchange between the air blown from a fan (evaporator fan) 35 driven by a DC motor or the like and the mist-like refrigerant. Thus, the air blown from the evaporator fan 35 is cooled, and the cooled air is blown into the vehicle interior, whereby the vehicle interior can be cooled. In addition, a refrigerant temperature sensor 34a that detects the refrigerant temperature is provided immediately near the outlet of the evaporator 34. The refrigerant flowing out of the evaporator 34 is sucked into the suction port of the compressor 30.

  In the refrigeration cycle 39 of the present embodiment, the regenerator 36 is attached to the evaporator 34. The regenerator 36 is configured by enclosing a regenerator such as paraffin for storing heat of the refrigerant. For example, in a so-called idle stop control that automatically stops the engine 10 when a predetermined stop condition is satisfied during the idling operation, the compressor 30 is automatically stopped by the automatic stop of the engine 10. When the regenerator 36 is installed, the air blown from the evaporator fan 35 and the regenerator 36 exchange heat under the condition that the compressor 30 is stopped, so that the blown air is cooled and cooled. The cooled air is sent to the passenger compartment, thereby cooling the passenger compartment. The cold storage in the cool storage 36 is performed, for example, by operating the compressor 30 excessively for a predetermined cooling demand. That is, the compressor 30 is a recovery device that recovers rotational energy of the engine 10 as heat energy.

  The ECU 40 receives an operation signal of an A / C switch operated by a vehicle occupant, such as a signal for driving the compressor 30 to cool the passenger compartment or an operation signal of a target temperature setting switch operated by the vehicle occupant. In addition, a signal for setting a target temperature in the vehicle interior, detection signals from a vehicle interior temperature sensor for detecting the vehicle interior temperature, a refrigerant temperature sensor 34a, and the like are input. The ECU 40 operates various devices such as the evaporator 35 and the CV 30a by executing various control programs stored in the ROM according to these inputs. By operating these various devices, drive control of the compressor 30 and cooling control of the vehicle interior are performed.

  In the drive control of the compressor 30, the amount of cold storage Qc of the regenerator 36 can be adjusted by adjusting the amount of power supplied to the CV 30 a of the compressor 30. The ECU 40 calculates the amount of cold storage Qc of the regenerator 36 based on the surplus operation amount obtained by operating the compressor 30 excessively with respect to the required cooling amount. The ECU 40 controls the energization amount of the CV 30a such that the cold storage amount Qc falls within an appropriate range. In the present embodiment, the alternator 22 and the compressor 30 correspond to a “recovery device”, the battery 21 and the cool storage device 36 correspond to a “storage unit”, and the charged amount Qe and the cooled amount Qc are “energy storage amounts”. Is equivalent to

  The vehicle 100 includes a hydraulically driven brake actuator 80. The brake actuator 80 generates a brake torque Tb according to the amount of brake operation by the driver, and stops the rotation of the crankshaft 13.

  Next, the structure of the engine 10 will be described. FIG. 2 shows the overall configuration of the engine 10. In FIG. 2, only one of the four cylinders provided in the engine 10 is shown, and the other cylinders are not shown.

  As shown in FIG. 2, in the engine 10, the intake pipe 51 is provided with a throttle valve 53. The ECU 40 controls opening and closing of the throttle valve 53 by the motor 54. In the intake pipe 51, a surge tank 56 is provided downstream of the throttle valve 53, and a brake booster 82 and an intake manifold 57 are connected to the surge tank 56. In the present embodiment, the intake pipe 51 corresponds to an “intake path”, and the throttle valve 53 corresponds to an “intake throttle valve”.

  The brake booster 82 is a mechanism that increases the braking force of the brake actuator 80 by the intake negative pressure Pm in the surge tank 56. The intake manifold 57 is connected to an intake port 58 of each cylinder. The intake port 58 is formed in the cylinder head of the engine 10 and communicates with the combustion chamber 61. An exhaust port 59 is formed in the cylinder head. The exhaust port 59 communicates with the combustion chamber 61 and is connected to the exhaust pipe 52.

  The intake port 58 is provided with an intake valve 63, and the exhaust port 59 is provided with an exhaust valve 64. When the intake valve 63 is opened, the air in the intake pipe 51 is introduced into the combustion chamber 61 via the intake port 58. When the exhaust valve 64 is opened, the exhaust gas after combustion is discharged to the exhaust pipe 52 via the exhaust port 59. The opening and closing timings of the intake valve 63 and the exhaust valve 64 are variably controlled by a valve adjustment mechanism 69, respectively. The ECU 40 controls the opening and closing timing of the intake valve 63 and the exhaust valve 64 by the valve adjustment mechanism 69.

  The engine 10 includes an electromagnetically driven fuel injection valve 11 that supplies fuel to each cylinder. The fuel injection valve 11 is connected to a fuel tank 67 via a fuel pipe 66. The fuel tank 67 is filled with fuel. The fuel in the fuel tank 67 is supplied to the fuel injection valve 11 of each cylinder by being pumped by the pump 68.

  An ignition plug 71 is attached to a cylinder head of the engine 10 for each cylinder. The ignition of the air-fuel mixture in the combustion chamber 61 is performed by the spark discharge from the ignition plug 71.

  The exhaust pipe 52 is provided with an oxygen concentration sensor 72 for detecting the oxygen concentration in the exhaust gas. A catalyst 73 such as a three-way catalyst for purifying exhaust gas is provided downstream of the oxygen concentration sensor 72 in the exhaust pipe 52.

  In addition, the engine 10 includes a cooling water temperature sensor 75 for detecting a cooling water temperature of the engine 10, a load sensor 76 for detecting an engine load such as an intake air amount and an intake negative pressure Pm, and a rectangular shape for each predetermined crank angle of the engine 10. A crank angle sensor 77 for outputting a signal is provided. Further, the engine rotation speed Ne is detected based on the output signal of the crank angle sensor 77.

  As is well known, the ECU 40 is mainly configured by a microcomputer including a CPU, a ROM, a RAM, and the like. The ECU 40 receives detection signals from the various sensors described above. The ECU 40 executes various control programs stored in the ROM in response to the input, thereby performing combustion control of the engine 10 such as fuel injection control by the fuel injection valve 11 and the throttle valve 53, the intake valve Each component of the engine 10 such as 63 and the exhaust valve 64 is controlled.

  Further, the ECU 40 performs recovery control for recovering the rotational energy of the engine 10 when the vehicle 100 is decelerated. That is, the ECU 40 performs the control of generating the negative torque Tn when the vehicle 100 is running at a reduced speed in a state where the accelerator operation amount of the driver becomes zero during deceleration and the fuel injection from the fuel injection valve 11 is cut. As a result, the rotational energy of the engine 10 is converted into heat energy and stored in the cool storage 36, and is converted into electric energy and stored in the battery 21.

  Here, the negative torque Tn is a torque that acts in a direction opposite to the rotation direction of the crankshaft 13 of the engine 10, and includes the power generation torque Te, the drive torque Tc, and the loss torque Tl. The power generation torque Te is a torque generated by driving the alternator 22, and the driving torque Tc is a torque generated by driving the compressor 30. Further, the loss torque Tl is a torque generated by vibration, friction, and the like in the engine 10, and includes a pump loss, which is a pressure loss in the intake pipe 51. In the present embodiment, the power generation torque Te and the driving torque Tc correspond to “recovery torque”.

  By the way, as the power generation torque Te and the drive torque Tc are larger, the amount of rotational energy recovered by the battery 21 and the regenerator 36 can be increased. The rotational energy of the engine 10 is reduced by the power generation torque Te, the driving torque Tc, and the loss torque Tl. Therefore, when the power generation torque Te and the drive torque Tc are large, the negative torque Tn including these becomes large, and the amount of decrease in the rotational energy of the engine 10 increases. As a result, the degree of deceleration of the vehicle 100 increases. If the degree of deceleration of the vehicle 100 is excessively large, the driver depresses the accelerator pedal to loosen the degree of deceleration. As a result, the fuel cut state cannot be continued when the vehicle 100 decelerates, and the fuel efficiency of the vehicle 100 deteriorates.

  The ECU 40 of the present embodiment performs a collection control process in order to solve the above problem. In the recovery control process, it is determined that an increase request to increase at least one of the power generation torque Te and the drive torque Tc is generated when the vehicle 100 is decelerated. Then, when it is determined that the increase request has occurred, the opening degree of the throttle valve 53 is controlled to the opening side as compared with the case where it is not determined that the increase request has occurred, and at least the generation torque Te and the drive torque Tc are reduced. Increase one. That is, the pumping loss is reduced to reduce the loss torque Tl, and the reduced amount is allocated to the power generation torque Te and the drive torque Tc. Thus, the power generation torque Te and the drive torque Tc can be increased, and the driver is prevented from depressing the accelerator pedal when the vehicle 100 is decelerating. As a result, it is possible to increase the power generation torque Te and the drive torque Tc, and to suppress the deterioration of the fuel efficiency of the vehicle 100.

  FIG. 3 shows a flowchart of the collection control process of the present embodiment. This control process is repeatedly executed by the ECU 40 at a predetermined cycle, for example, while the vehicle 100 is decelerating.

  When the recovery control process is started, first, in step S10, it is determined whether a request to increase the power generation torque Te or the drive torque Tc has occurred. Specifically, for example, the increase request occurs when the power storage amount Qe becomes smaller than the power storage lower limit Qed when the engine 10 is stopped after the vehicle 100 is decelerated with the current power generation torque Te. Here, the power storage lower limit value Qed is a lower limit value of the power storage amount Qe determined for overdischarge protection of the battery 21, and is, for example, a constant value. Further, specifically, for example, the increase request occurs when the cold storage amount Qc becomes smaller than the cold storage lower limit Qcd when the engine 10 is stopped after the vehicle 100 is decelerated with the current driving torque Tc. Here, the lower limit value of the cold storage Qcd is a lower limit value of the cold storage amount Qc determined to ensure that the cooled air is sent to the vehicle compartment over a certain period of time in a state where the compressor 30 is stopped. Which is a fluctuation value that fluctuates depending on the outside temperature or the like. In the present embodiment, the process in step S10 corresponds to a “determination unit”.

  If a negative determination is made in step S10, the collection control process ends. On the other hand, if an affirmative determination is made in step S10, the intake negative pressure Pm is acquired using the load sensor 76 in step S12. In the following step S14, it is determined whether the absolute value of the intake negative pressure Pm is smaller than the absolute value of the reference negative pressure Pk. The reference negative pressure Pk is a negative pressure for securing the braking force of the basic performance of the vehicle 100 in the brake actuator 80. If a negative determination is made in step S14, the collection control process ends.

  On the other hand, if an affirmative determination is made in step S14, in step S16, the opening degree of the throttle valve 53 at the time when it is determined that the increase request has occurred in step S10 is obtained using the motor 54. In the following step S18, an opening-side control amount Cv for controlling the throttle valve 53 to the opening side is calculated based on the opening degree of the throttle valve 53 obtained in step S16. In the present embodiment, the processing in step S18 corresponds to a “control amount calculation unit”.

  In step S20, the opening degree of the throttle valve 53 is controlled to open based on the opening-side control amount Cv calculated in step S18. Thereby, the pressure loss in the intake pipe 51 is reduced, and the pump loss is reduced. That is, the opening of the throttle valve 53 is controlled in accordance with the intake negative pressure Pm. In the present embodiment, the processing in step S20 corresponds to an “intake throttle valve control unit”.

  In step S22, the valve adjustment mechanism 69 is controlled such that the valve closing timing of the intake valve 63 becomes a predetermined late closing state. As a result, after the start of combustion of the air-fuel mixture in the combustion chamber 61, the valve-opening period during which the intake valve 63 is open becomes longer, and the amount of EGR flowing back into the intake pipe 51 increases.

  In step S24, the storage amount Qe is obtained from the battery 21 and the storage amount Qc is obtained from the cooler 36. In the following step S26, the pump loss reduction amount Ts is calculated. The pump loss reduction amount Ts can be calculated from the engine speed Ne and the opening-side control amount Cv. For example, as shown in FIG. 4, the reduction amount Ts has a relationship that the larger the opening-side control amount Cv, the larger the reduction amount Ts. Further, the decrease amount Ts shifts to the side where the decrease amount Ts increases as the engine rotation speed Ne increases, and shifts to the side where the decrease amount Ts decreases as the engine rotation speed Ne decreases. In the present embodiment, the process in step S24 corresponds to a “storage amount acquisition unit”.

  When the reduction amount Ts of the pump loss is calculated in step S16, a distribution process (steps S28 to S40) of increasing at least one of the power generation torque Te and the driving torque Tc by the reduction amount Ts is performed. That is, at least one of the power generation torque Te and the drive torque Tc is increased based on the reduction amount Ts calculated from the opening-side control amount Cv. Specifically, the reduction amount Ts of the pump loss is reduced by the power generation torque Te and the drive torque Tc. A process of allocating to at least one increase with the torque Tc is performed.

  In the distribution process, first, an increase ratio Wu, which is a ratio for increasing each of the power generation torque Te and the drive torque Tc, is determined according to the decrease amount Ts calculated in step S26. When determining the increase rate Wu, the power storage torque Qe obtained in step S28 is compared with the power storage upper limit value Qeu, and the power generation torque Te is increased on the condition that the power storage amount Qe is smaller than the power storage upper limit value Qeu. . In step S76, the cool storage amount Qc obtained in step S16 is compared with the cool storage upper limit Qcu, and the drive torque Tc is increased on the condition that the cool storage amount Qc is smaller than the cool storage upper limit Qcu.

  Here, the power storage upper limit value Qeu is an upper limit value of the power storage amount Qe determined for overcharge protection of the battery 21, and is, for example, a constant value. The alternator 22 generates power when the charged amount Qe is smaller than the upper limit value Qeu, and stops power generation when the charged amount Qe is larger than the upper limit value Qeu. The cool storage upper limit Qcu is a cool storage amount Qc in a state where the cool storage 36 is completely cooled. The compressor 30 is operated excessively when the cool storage amount Qc is smaller than the cool storage upper limit Qcu, and is stopped when the cool storage amount Qc is larger than the cool storage upper limit Qcu. In the present embodiment, the power storage upper limit Qeu corresponds to a “power storage reference value”, and the cold storage upper limit Qcu corresponds to a “cool storage reference value”.

  Specifically, in step S28, it is determined whether power storage amount Qe is smaller than power storage upper limit Qeu and cold storage amount Qc is smaller than cold storage upper limit Qcu. If an affirmative determination is made in step S28, it is determined that both the power generation torque Te and the drive torque Tc can be increased. In this case, the increase ratio Wu between the power generation torque Te and the drive torque Tc is determined according to the balance between the cold storage amount Qc and the power storage amount Qe.

  Specifically, in step S30, it is determined whether the power storage ratio We is smaller than the cool storage ratio Wc. If an affirmative determination is made in step S30, in step S32, the increase rate Wu is determined so as to preferentially increase the power generation torque Te corresponding to the power storage rate We, and the power generation torque Te and the drive torque Tc are increased in accordance with the increase rate Wu. Then, the collection control process ends. On the other hand, if a negative determination is made in step S30, in step S34, the increase rate Wu is determined so as to preferentially increase the drive torque Tc corresponding to the cold storage rate Wc, and the power generation torque Te and the drive torque Tc are determined in accordance with the increase rate Wu. And the collection control process ends. In steps S32 and S34, the power generation torque Te or the drive torque Tc is preferentially reduced so that the power storage ratio We and the cold storage ratio Wc become equal.

  On the other hand, if a negative determination is made in step S28, it is determined in step S36 whether the power storage amount Qe is larger than the power storage upper limit Qeu and the cold storage amount Qc is smaller than the cold storage upper limit Qcu. If an affirmative determination is made in step S36, it is determined that the power generation torque Te cannot be increased and the drive torque Tc can be increased. In this case, in the subsequent step S36, the drive torque Tc is increased by the decrease amount Ts calculated in step S26, and the collection control process ends.

  If a negative determination is made in step S36, it is determined in step S40 whether or not the charged amount Qe is smaller than the upper limit value Qeu and the cooled amount Qc is larger than the upper limit value Qcu. If an affirmative determination is made in step S40, it is determined that the power generation torque Te can be increased and the drive torque Tc cannot be increased. In this case, in the following step S42, the power generation torque Te is increased by the decrease amount Ts calculated in step S26, and the recovery control process ends. In the present embodiment, the processing of steps SS32, S34, S38, and S42 corresponds to a “torque control unit”.

  If a negative determination is made in step S40, that is, if it is determined that the power storage amount Qe is larger than the power storage upper limit Qeu and the cold storage amount Qc is larger than the cold storage upper limit Qcu, both the power generation torque Te and the drive torque Tc increase. It is determined that it is impossible, and the collection control process ends.

  Subsequently, FIG. 5 illustrates an example of the collection control process. In FIG. 5, (a) shows the negative torque Tn before the increase request, (b) shows the negative torque Tn when the recovery control process is not performed after the increase request, and (c) shows the negative torque after the increase request. And the negative torque Tn when the recovery control process is performed. In FIG. 5, the negative torque Tn is described as an amount that increases to the negative side because the negative torque Tn acts in a direction opposite to the rotation direction of the crankshaft 13 of the engine 10.

  As shown in FIG. 5A, the negative torque Tn is composed of a power generation torque Te, a driving torque Tc, and a loss torque Tl. As described with reference to FIG. 3, an increase request may occur when the vehicle 100 decelerates. In this case, when at least one of the power generation torque Te and the drive torque Tc is increased in response to the increase request, the negative torque Tn increases, and the degree of deceleration of the vehicle 100 increases. If the degree of deceleration of the vehicle 100 is excessively large, the driver depresses the accelerator pedal to loosen the degree of deceleration. That is, the excess amount Tu of the negative torque Tn based on the increase request is supplemented by the accelerator torque Ta caused by depressing the accelerator pedal. As a result, the fuel cut state cannot be continued when the vehicle 100 decelerates, and the fuel efficiency of the vehicle 100 deteriorates. That is, the fuel consumption reduction effect by the fuel cut state F / C is reduced.

  In the present embodiment, when an increase request is generated at the time of deceleration of the vehicle 100, the opening degree of the throttle valve 53 is controlled to the open side to reduce the pump loss. That is, as shown in FIGS. 5A and 5C, a process of reducing the loss torque Tl by reducing the pump loss is performed. The negative torque Tn decreases due to the decrease in the loss torque Tl. As a result, for example, when the excess amount Tu of the negative torque Tn is substantially equal to the decrease amount Ts of the pump loss, the driver does not depress the accelerator pedal. As a result, when the vehicle 100 is decelerated, the fuel cut state is continued, so that the fuel efficiency of the vehicle 100 can be prevented from deteriorating.

  According to the embodiment described above, the following effects can be obtained.

  -When the vehicle 100 decelerates, the rotational energy of the engine 10 is recovered by the alternator 22 and the compressor 30, and the vehicle 100 is decelerated with a corresponding deceleration. When the power generation torque Te of the alternator 22 and the drive torque Tc of the compressor 30 are increased, the degree of deceleration of the vehicle 100 increases. Therefore, the driver depresses the accelerator pedal to loosen the degree of deceleration. As a result, the fuel efficiency of the vehicle 100 deteriorates.

  In the present embodiment, when at least one of the power generation torque Te and the drive torque Tc is increased by an increase request, the pumping loss is reduced. Specifically, when it is determined that an increase request has occurred, the opening of the throttle valve 53 is controlled to the open side. That is, the pumping loss is reduced by controlling the opening of the throttle valve 53 to the open side, and the decrease in the loss torque Tl due to the decrease in the pumping loss is allocated to the increase in the power generation torque Te and the drive torque Tc. This suppresses the driver from depressing the accelerator pedal when the vehicle 100 decelerates. As a result, it is possible to suppress the deterioration of the fuel efficiency of the vehicle 100 while increasing at least one of the power generation torque Te and the drive torque Tc.

  In particular, in the present embodiment, the opening control amount Cv in which the opening of the throttle valve 53 is controlled to the opening side is calculated, and at least one of the power generation torque Te and the driving torque Tc is increased based on the opening control amount Cv. Let it. As a result, the excess amount Tu of the negative torque Tn based on the increase request can be prevented from being generated. As a result, depression of the accelerator pedal by the driver during deceleration of the vehicle 100 is suppressed, and deterioration of the fuel efficiency of the vehicle 100 can be suppressed.

  Specifically, the opening degree of the throttle valve 53 at the time when it is determined that the increase request has occurred is acquired, and the opening-side control amount Cv is calculated based on the acquired opening degree of the throttle valve 53. The opening of the throttle valve 53 changes according to the state of the throttle valve 53, that is, the state of the engine 10. Therefore, by calculating the opening side control amount Cv based on the opening degree of the throttle valve 53, the opening degree of the throttle valve 53 can be appropriately controlled to the opening side according to the state of the engine 10, and the power generation torque Te And at least one of the driving torque Tc can be increased.

  When the opening of the throttle valve 53 is controlled to the open side, the amount of air taken into the engine 10 increases. Thus, when the amount of oxygen contained in the exhaust from the engine 10 increases, the amount of oxygen storage in the catalyst 73 provided in the exhaust pipe 52 of the engine 10 becomes excessive. Then, at the start of acceleration after deceleration of the vehicle 100, it is necessary to increase the fuel injection amount to the engine 10 to perform rich combustion in order to remove excess oxygen of the catalyst 73, and the fuel efficiency of the vehicle 100 is reduced. Getting worse. In the present embodiment, when the opening of the throttle valve 53 is controlled to be open, the valve adjustment mechanism 69 is controlled so that the closing timing of the intake valve 63 is delayed. As a result, the amount of EGR flowing back into the intake pipe 51 increases, the increase in the amount of air taken into the engine 10 is suppressed, and the oxygen storage amount of the catalyst 73 is suppressed from becoming excessive. As a result, when the acceleration of the vehicle 100 is started, an increase in the fuel injection amount to the engine 10 is suppressed, and deterioration of the fuel efficiency of the vehicle 100 can be suppressed.

  When the opening of the throttle valve 53 is controlled to the open side, the absolute value of the intake negative pressure Pm in the surge tank 56 increases. As a result, the braking force generated by the brake booster 82 decreases, and the braking performance of the vehicle 100 decreases. In the present embodiment, when the intake negative pressure Pm is smaller than the reference negative pressure Pk, the opening of the throttle valve 53 is controlled to the open side. That is, the opening of the throttle valve 53 is controlled to the open side in accordance with the intake negative pressure Pm. As a result, it is possible to suppress the deterioration of the fuel efficiency of the vehicle 100 while securing the braking performance of the vehicle 100.

  In the present embodiment, when at least one of the power generation torque Te and the drive torque Tc is increased, one of the power generation torque Te and the drive torque Tc is preferentially increased according to the charged amount Qe and the cold storage amount Qc. Let it. Thus, it is possible to increase at least one of the power generation torque Te and the drive torque Tc while harmonizing the power storage amount Qe and the cold storage amount Qc.

  In particular, in the present embodiment, when increasing at least one of the power generation torque Te and the drive torque Tc, the power storage ratio We of the power storage amount Qe to the power storage upper limit Qeu and the cold storage ratio Wc of the cold storage amount Qc to the cold storage upper limit Qcu And the torque corresponding to the ratio determined to be smaller is increased preferentially. Thereby, it is possible to increase at least one of the power generation torque Te and the drive torque Tc while keeping the power storage ratio We of the power storage amount Qe and the cold storage ratio Wc of the cold storage amount Qc substantially the same.

(2nd Embodiment)
Next, a vehicle 100 according to a second embodiment will be described with reference to FIG. The vehicle 100 according to the second embodiment differs from the vehicle 100 according to the first embodiment in a collection control process. Hereinafter, a collection control process according to the second embodiment will be described.

  FIG. 6 shows a flowchart of the collection control process of the present embodiment. In the recovery control process of the present embodiment, when it is determined that an increase request has occurred, an increase request amount Tr for increasing the power generation torque Te or the drive torque Tc is calculated, and the increase request amount Tr is determined as the maximum amount at which the pump loss can be reduced. This is different from the collection control processing according to the first embodiment in that it is compared with the maximum reduction amount Tmax which is a large amount. In FIG. 6, description of the same contents as those described in FIG. 3 is omitted.

  In the collection control process of the present embodiment, if an affirmative determination is made in step S10, an increase request amount Tr is calculated in step S50. Specifically, for example, the required increase amount Tr of the generated torque Te is calculated based on the target charged amount Qetg of the battery 21 when the engine 10 is stopped. Specifically, for example, the required increase amount Tr of the drive torque Tc is calculated based on the target cold storage amount Qctg of the cool storage unit 36 when the engine 10 is stopped. In the present embodiment, the process in step S50 corresponds to a “request amount calculation unit”.

  When the opening degree of the throttle valve 53 is obtained in step S16, the maximum decrease amount Tmax is calculated in the following step S52. Specifically, a maximum opening-side control amount Cmax which is a difference between the opening degree of the throttle valve 53 when the throttle valve 53 is controlled to the most open side and the opening degree of the throttle valve 53 obtained in step S16 is calculated. I do. The maximum decrease amount Tmax can be calculated from the engine rotation speed Ne and the maximum opening side control amount Cmax.

  In step S54, it is determined whether the increase request amount Tr is smaller than the maximum decrease amount Tmax. If a negative determination is made in step S54, the increase control amount Tr cannot be realized due to a decrease in pump loss, and thus the collection control process ends.

  On the other hand, if an affirmative determination is made in step S54, the opening-side control amount Cv for realizing the increase request amount Tr is calculated in step S56. In the subsequent step S18, the throttle valve 53 is controlled to open based on the opening control amount Cv. That is, the throttle valve 53 is controlled to open based on the increase request amount Tr.

  In step S22, when the valve adjustment mechanism 69 is controlled such that the valve closing timing of the intake valve 63 is set to the predetermined late closing state, in subsequent step S58, the power generation torque Te is increased by the increase request amount Tr calculated in step S50. And the drive torque Tc is increased, and the collection control process ends. In the present embodiment, the process in step SS58 corresponds to a “torque control unit”.

  According to the present embodiment described above, when it is determined that an increase request has occurred, the increase request amount Tr is calculated, and the opening of the throttle valve 53 is controlled to the open side based on the calculated increase request amount Tr. I do. When the increase request amount Tr based on the increase request is excessive, the increase request amount Tr cannot be realized by reducing the pump loss, so that it is not necessary to control the opening of the throttle valve 53 to the opening side. In the present embodiment, since the opening of the throttle valve 53 is controlled to be open based on the increase request amount Tr, the opening of the throttle valve 53 can be appropriately controlled.

(Third embodiment)
Next, a vehicle 100 according to a third embodiment will be described with reference to FIG. The vehicle 100 according to the third embodiment is different from the vehicle 100 according to the first embodiment in that the vehicle 100 does not include the refrigeration cycle 39. Hereinafter, a collection control process according to the third embodiment will be described.

  FIG. 7 shows a flowchart of the collection control process of the present embodiment. In the collection control process of this embodiment, it is determined in step S10 whether a request to increase the power generation torque Te has occurred. In step S24, only the charged amount Qe is obtained. When the pump loss reduction amount Ts is calculated in step S26, it is determined in step S60 whether the charged amount Qe is smaller than the charged upper limit value Qeu.

  If an affirmative determination is made in step S60, it is determined that the power generation torque Te can be increased. In this case, in the following step S62, the power generation torque Te is increased by the decrease amount Ts calculated in step S26, and the recovery control process ends. On the other hand, if a negative determination is made in step S60, it is determined that the power generation torque Te cannot be increased, and the collection control process ends. In the present embodiment, the process of step SS62 corresponds to a “torque control unit”.

  According to the above-described embodiment, the pumping loss is reduced when the power generation torque Te is increased by the increase request. Specifically, when it is determined that the increase request has occurred, the opening degree of the throttle valve 53 is controlled to the opening side as compared with when it is not determined that the increase request has occurred. That is, the pumping loss is reduced by controlling the opening of the throttle valve 53 to the open side, and the decrease in the loss torque Tl due to the decrease in the pumping loss is allocated to the increase in the power generation torque Te. This suppresses the driver from depressing the accelerator pedal when the vehicle 100 decelerates. As a result, it is possible to suppress the deterioration of the fuel efficiency of the vehicle 100 while increasing at least one of the power generation torque Te and the drive torque Tc.

  The present invention is not limited to the description of the above embodiment, and may be implemented as follows.

  In the first embodiment, an example is shown in which the negative torque Tn before the increase request is equal to the negative torque Tn after the recovery control process. However, the present invention is not limited to this. For example, the negative torque Tn after the recovery control process is required to increase. It may be smaller than the previous negative torque Tn. Accordingly, it is possible to preferably suppress the driver from depressing the accelerator pedal when the vehicle 100 is decelerated.

  The negative torque Tn after the recovery control process may be larger than the negative torque Tn before the increase request. For example, when the charged amount Qe of the battery 21 is excessively reduced due to electric leakage or the like, it is necessary to excessively increase the power generation torque Te in order to quickly recover the charged amount Qe. In this case, if the power generation torque Te is simply increased, the negative torque Tn is increased, and the degree of deceleration of the vehicle 100 is increased. If the degree of deceleration of the vehicle 100 is excessively large, the driver depresses the accelerator pedal to loosen the degree of deceleration. When the power generation torque Te is excessively increased, the pumping loss is reduced accordingly, whereby an increase in the negative torque Tn is suppressed, and the driver is prevented from depressing the accelerator pedal when the vehicle 100 decelerates. As a result, even when the power generation torque Te is excessively increased, it is possible to suppress deterioration of the fuel efficiency of the vehicle 100. The same applies to the driving torque Tc.

  In the first embodiment, before controlling the opening degree of the throttle valve 53 to the opening side, the opening degree of the throttle valve 53 at the time when it is determined that the increase request has occurred is obtained, and the opening side control amount Cv is calculated. Although an example is shown, the present invention is not limited to this. For example, when the opening degree of the throttle valve 53 is controlled to the open side, the throttle valve 53 is controlled to the most open side without performing these processes, and the reduction amount Ts of the pump loss at this time is set to the power generation torque Te or the drive torque. It may be assigned to the torque Tc.

  In the first embodiment, the example in which the power storage ratio We and the cold storage ratio Wc are compared to determine the increase ratio Wu and the decrease ratio Wd has been described. However, the present invention is not limited to this. For example, the power storage amount Qe and the cold storage amount Qc May be determined to determine the increase ratio Wu or the decrease ratio Wd. Further, for example, the ECU 40 stores map information in which an increase ratio Wu is predetermined with respect to the charged amount Qe and the cooled amount Qc, and increases based on the map information and the acquired charged amount Qe and the stored amount Qc. The ratio Wu may be determined. The same applies to the reduction ratio Wd.

  In the first embodiment, the regenerator 36 is provided in the evaporator 34, but the arrangement of the regenerator 36 is not limited to this. For example, the regenerator 36 is provided between the refrigerant suction port of the compressor 30 and the evaporator 34. As long as the evaporator 34 and the regenerator 36 are connected in parallel, the evaporator 34 and the regenerator 36 may be connected in parallel.

  13: crankshaft, 22: alternator, 30: compressor, 51: intake pipe, 53: throttle valve, 100: vehicle, Tc: drive torque, Te: power generation torque, Tl: loss torque, Tn: negative torque.

Claims (8)

The present invention is applied to a vehicle (100) including a recovery device (22, 30) that is driven by rotation of an engine output shaft (13) and recovers rotational energy as at least one of electric energy and heat energy, and is provided with an intake path ( 51) A control device capable of controlling opening and closing of an intake throttle valve (53) provided in 51),
The negative torque (Tn) acting in the direction opposite to the rotation direction of the engine output shaft when the vehicle decelerates includes a recovery torque (Te, Tc) generated by the recovery device recovering the rotational energy. , A loss torque (Tl) including a pumping loss of the intake path,
A determining unit (S10) configured to determine that an increase request to increase the recovery torque has occurred at the time of deceleration of the vehicle;
An intake throttle valve control unit (S20) for controlling the opening degree of the intake throttle valve to an open side when the determination unit determines that the increase request has occurred;
A torque control section (S32, S34, S38, S42, S58, S62) for increasing the recovery torque when the opening degree of the intake throttle valve is controlled to be open by the intake throttle valve control section. Control device. The vehicle includes a valve adjustment mechanism (69) that adjusts an opening / closing timing of an intake valve (63) of the engine.
The torque control unit adjusts the valve so that the closing timing of the intake valve is in a predetermined late closing state when the opening degree of the intake throttle valve is controlled to be open by the intake throttle valve control unit. The control device according to claim 1, which controls the mechanism. A control amount calculation unit (S18) for calculating an opening side control amount (Cv) for controlling the opening degree of the intake throttle valve to the opening side;
The control device according to claim 1, wherein the torque control unit increases the recovery torque based on the opening-side control amount.   4. The control device according to claim 3, wherein the control amount calculation unit calculates the opening-side control amount based on an opening degree of the intake throttle valve when the determination unit determines that the increase request has occurred. 5. A request amount calculation unit (S50) for calculating the recovery torque increase request amount (Tr) when the determination unit determines that the increase request has occurred;
The control device according to any one of claims 1 to 4, wherein the intake throttle valve control unit controls the opening degree of the intake throttle valve to an open side based on the increase request amount. The vehicle includes a brake booster (82) connected to the intake path and increasing a braking force by an intake negative pressure in the intake path,
The control device according to any one of claims 1 to 5, wherein the control unit controls an opening degree of the intake throttle valve according to the intake negative pressure. In the vehicle,
The generator (22) is driven by the rotation of the engine output shaft to generate power, and the power generated by the generator is stored by the storage battery (21);
A compressor (30) is driven by rotation of the engine output shaft, and a regenerator (36) is provided in a refrigerant path of a refrigeration cycle (39) including the compressor.
The generator and the compressor are the recovery device,
The negative torque includes the recovery torque of the generator and the recovery torque of the compressor,
A storage amount obtaining unit (S24) configured to obtain a storage amount (Qe) stored in the storage battery and a storage amount (Qc) stored in the regenerator when the vehicle decelerates;
The control unit determines an increase rate for increasing the recovery torque of the generator and an increase rate for increasing the recovery torque of the compressor in accordance with the amount of stored power and the amount of stored cold. The control device according to any one of claims 1 to 6.   The control unit compares which of the ratio of the amount of stored power to a predetermined storage reference value and the ratio of the amount of stored cold to a predetermined storage reference value is smaller, and the recovery corresponding to the ratio determined to be smaller. The control device according to claim 7, wherein the increase ratio is determined so as to preferentially increase the torque.

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