JP2020133476A - Control device of engine - Google Patents

Abstract

To provide a control device of an engine which can reduce damage imparted to a dual-mass flywheel while suppressing a stop of the engine.SOLUTION: A control device of an engine comprises: a rotational speed acquisition part for acquiring a rotational speed of the engine; a decline gradient calculation part for calculating a decline gradient of the rotational speed of the engine; a determination start speed setting part for setting the rotational speed of the engine for starting a resonance determination of a dual-mass flywheel; a determination time setting part for setting a determination time necessary for the resonance determination of the dual-mass flywheel; a time measuring part for measuring a time at which the rotational speed of the engine reaches a rotational speed of the engine which is set by the determination start speed setting part or lower; and a fuel supply stop part for stopping fuel supply to the engine when the time measured by the time measuring part exceeds the determination time which is set by the determination time setting part.SELECTED DRAWING: Figure 2

Description

The present disclosure relates to an engine control device.

Patent Document 1 discloses a control device for an internal combustion engine. Such an internal combustion engine control device includes a short start determination means for determining whether or not the start operation time by the start switch is equal to or less than a predetermined start time in an internal combustion engine equipped with a dual mass flywheel, and a dual mass fly engine speed. It is determined whether or not the resonance state determining means for determining whether or not the wheel is within a predetermined rotation speed range which can be determined to be the resonance of the wheel and whether or not the determination of the resonance state by the resonance state determining means has continued for a predetermined duration. Fuel for the internal combustion engine when it is determined by the resonance state continuation determining means and the short start determining means that the short start is performed and the determination that the resonance state is maintained lasts for a predetermined time by the resonance state sustaining determining means. It is equipped with a fuel supply control means for stopping the supply.

Japanese Unexamined Patent Publication No. 2005-69206

In the control device for an internal combustion engine disclosed in Patent Document 1, a predetermined time for determining whether or not the resonance state continuation determining means sustains the resonance state is preset, so that the determination that the resonance state is in the resonance state is preset. The fuel supply cannot be stopped unless it is sustained for a predetermined time. This is expected to damage the dual mass flywheel.

In view of the above circumstances, at least one embodiment of the present invention aims to provide an engine control device capable of reducing damage to the dual mass flywheel while suppressing engine stoppage.

(1) The engine control device according to at least one embodiment of the present invention is an engine control device provided with a dual mass fly wheel between the clutch and the engine, and is a rotation speed acquisition unit that acquires the rotation speed of the engine. And the dip gradient calculation unit that calculates the dip gradient of the rotational speed of the engine based on the rotational speed of the engine acquired by the rotational speed acquisition unit, and the rotation of the engine calculated by the dip gradient calculation unit. The determination start speed setting unit that sets the rotation speed of the engine that starts the resonance determination of the dual mass fly wheel based on the drop gradient of the speed, and the drop gradient of the rotation speed of the engine calculated by the drop gradient calculation unit. Based on the above, the determination time setting unit that sets the determination time required for the resonance determination of the dual mass fly wheel and the rotation speed of the engine acquired by the rotation speed acquisition unit are set by the determination start speed setting unit. The time measuring unit that measures the time when the engine speed becomes equal to or lower than the engine speed, and the fuel supply to the engine is stopped when the time measured by the time measuring unit exceeds the determination time set by the determination time setting unit. It is equipped with a fuel supply stop section.

According to the configuration of (1) above, the time required for determining the resonance of the dual mass flywheel (dual mass flywheel) when the engine rotation speed has a gentle drop gradient than when the engine rotation speed has a steep drop gradient. Time to resonate) can be shortened. Further, when the resonance of the dual mass flywheel is determined, the fuel supply to the engine is stopped, so that the engine is stopped. As a result, the resonance of the dual mass flywheel is interrupted, so that the damage to the dual mass flywheel (particularly the tamper) can be reduced. As a result, the damage to the dual mass flywheel can be reduced while suppressing the engine stop.

(2) In one embodiment of the present invention, in the configuration of the above (1), the determination start speed setting unit is said to be said when the dip gradient of the rotational speed of the engine is equal to or higher than a preset first gradient. A second rotation speed is set to the first rotation speed, and the rotation speed of the engine is slower than the first rotation speed when the dip gradient of the rotation speed of the engine is less than the first gradient. Set to the rotation speed of.

According to the configuration (2) above, when the engine rotation speed drops slowly, the start timing of the resonance determination of the dual mass flywheel can be delayed as compared with the case where the engine speed drops suddenly. As a result, the time required for determining the resonance of the dual mass flywheel (the time for the dual mass flywheel to resonate) can be shortened when the rotation speed of the engine gradually drops.

(3) In one embodiment of the present invention, in the configuration of (1) or (2) above, the determination time setting unit has a dip gradient of the rotational speed of the engine equal to or higher than a preset second gradient. In some cases, the determination time is set to the first time, and when the dip gradient of the rotation speed of the engine is less than the second gradient, the determination time is set to the second time shorter than the first time. Set.

According to the configuration of (3) above, when the engine speed drops slowly, the time required for determining the resonance of the dual mass flywheel (dual mass flywheel resonates) as compared with the case where the engine speed drops suddenly. Time to do) becomes shorter. This makes it possible to reduce the damage to the dual mass flywheel when the engine speed drops slowly.

(4) In one embodiment of the present invention, in any one of the above (1) to (3), the dip gradient calculation unit starts from a dip confirmation start speed of less than the rotational speed when the engine is idling. The drop gradient of the engine is calculated between the drop confirmation end speeds equal to or higher than the allowable rotation speed of the engine.

According to the configuration (4) above, the determination time required for the resonance determination of the dual mass flywheel can be appropriately set.

According to at least one embodiment of the present invention, it is possible to prevent damage to the dual mass flywheel while suppressing engine stoppage.

It is a figure which shows typically the structure of the vehicle which mounted the engine control device which concerns on one Embodiment of this invention. It is a block diagram which shows schematic structure of the control device of the engine which concerns on one Embodiment of this invention. It is a figure for demonstrating the control index of the engine controlled by the control device of the engine shown in FIG. 2, and is the figure which shows the example which the dip gradient of the rotation speed of an engine is equal to or more than a preset predetermined gradient. .. It is a figure for demonstrating the control index of the engine controlled by the control device of the engine shown in FIG. 2, and is the figure which shows the example in which the drop gradient of the rotation speed of an engine is less than a preset predetermined gradient. .. It is a flowchart which shows schematic the control procedure of the control device of the engine shown in FIG.

Hereinafter, some embodiments of the present invention will be described with reference to the accompanying drawings. However, the dimensions, materials, shapes, relative arrangements, etc. of the components described as embodiments or shown in the drawings are not intended to limit the scope of the present invention to this, but are merely explanatory examples. Absent.

FIG. 1 is a diagram schematically showing a configuration of a vehicle 2 equipped with an engine control device 1 according to an embodiment of the present invention. FIG. 2 is a block diagram schematically showing the configuration of the engine control device 1 according to the embodiment of the present invention. FIG. 3 is a diagram for explaining an engine control index controlled by the engine control device 1 shown in FIG. FIG. 4 is a flowchart schematically showing an example of the control procedure of the engine control device 1 shown in FIG.

As shown in FIG. 1, the vehicle 2 equipped with the engine control device 1 according to the embodiment of the present invention is a vehicle having a clutch 23 and a manual transmission 24 between the engine 21 and the drive wheels 22A. Further, a dual mass flywheel 25 is provided between the engine 21 and the clutch 23. The engine control device 1 according to one embodiment of the present invention can be mounted on a two-wheel drive vehicle or a four-wheel drive vehicle, but here, two-wheel drive (2WD) and four-wheel drive (two-wheel drive) and four-wheel drive (2WD) are operated by the driver. An engine control device mounted on a four-wheel drive vehicle that switches between 4WD) will be described as an example.

The vehicle 2 equipped with the engine control device 1 according to the embodiment of the present invention includes an engine 21, a drive wheel 22A, a clutch 23, a manual transmission 24, a dual mass flywheel 25, a transfer 26, and a front differential 27. And a rear differential 28.

The engine 21 is a drive source for the vehicle 2, and is, for example, a gasoline engine that uses gasoline as fuel or a diesel engine that uses light oil as fuel.

The drive wheel 22A is a wheel to which power is transmitted from the engine 21. In the case of two-wheel drive, for example, the two front wheels are the drive wheels, and in the case of four-wheel drive, all the wheels (four wheels) are the drive wheels. Become.

The clutch 23 is a power transmission device, and is connected or disconnected by the operation of the driver's clutch pedal 231. When the clutch 23 is connected, power can be transmitted from the engine 21 to the drive wheels 22A, and the clutch 23 can be engaged. When the clutch is cut off, power transmission from the engine 21 to the drive wheels 22A becomes impossible.

The manual transmission 24 is a transmission, and one gear train can be selected from a plurality of gear trains having different reduction ratios by operating a shift lever (not shown) of the driver. The manual transmission 24 has, for example, five types of gear trains (forward gear trains) for advancing the vehicle 2, and each of these five types of gear trains shifts five shift levers. It is associated with a position. The shift positions of the shift levers are, in descending order of gear ratio, 1st, 2nd, ... 5th, and the larger the gear ratio, the slower the rotation of the engine 21. Further, the manual transmission 24 has, for example, one type of gear train as a gear train (reverse gear train) for moving the vehicle 2 backward, and this gear train has a shift position "R (R)" of the shift lever. It is associated with "backward)". The gear ratio of the reverse gear train is set to be substantially the same as the gear ratio corresponding to the first gear of the forward gear train.

The dual mass flywheel 25 is a flywheel including a first mass and a second mass, and a damper for connecting the first mass and the second mass to each other, and the first mass is a flywheel. It is arranged on the engine 21 side, and the second mass is arranged on the clutch 23 side. Since the dual mass flywheel 25 can absorb the torque fluctuation generated on the engine 21 side by the damper, it is said that the torque fluctuation can be suppressed from being transmitted to the external element and the vibration noise can be reduced.

Further, the dual mass flywheel 25 is set so that its resonance point is lower than the rotation speed when the engine 21 is idling, and the resonance point of the dual mass flywheel 25 is set in the rotation speed region where the engine 21 is normally used. It is designed to not exist. In the dual mass flywheel 25, the resonance point can be set relatively easily by adjusting, for example, the masses of the first mass and the second mass, and the elasticity of the damper.

The transfer 26 is a power distribution device, and one of a high gear train on the high speed side and a low gear train on the low speed side can be selected by operating a shift lever (not shown) of the driver. In the high gear train on the high speed side, power can be transmitted without decelerating the rotational driving force of the manual transmission 24, and in the low gear train on the low speed side, the rotational driving force of the manual transmission 24 can be further reduced to transmit power. is there.

Further, the transfer 26 has a center differential (not shown) inside the transfer 26. The center differential absorbs the difference in rotation between the front wheels and the rear wheels, and can distribute and transmit the driving force to the front propeller shaft 271 on the front wheel side and the rear propeller shaft 281 on the rear wheel side.

The front differential 27 absorbs the difference in rotation between the left and right front wheels, and distributes and transmits the driving force transmitted from the front propeller shaft 271 to the left and right front wheels.

The rear differential 28 absorbs the difference in rotation between the left and right rear wheels, and distributes and transmits the driving force transmitted from the rear propeller shaft 281 to the left and right rear wheels.

Further, the vehicle 2 on which the engine control device 1 according to the embodiment of the present invention is mounted includes the brake device 3. The brake device 3 is a device that applies a braking force (brake force) to the vehicle 2 in response to an operation of the driver's brake pedal 311. The brake device 3 has a wheel cylinder 33 and a brake pad 34 for each wheel 22. The hydraulic fluid of the hydraulic fluid (brake fluid) can be transmitted from the master cylinder 32 to the wheel cylinder 33, and the hydraulic pressure of the master cylinder 32 can be increased or decreased according to the pedaling force of the driver's brake pedal 311. That is, the hydraulic pressure of the hydraulic fluid is transmitted to the wheel cylinder 33, the brake pad 34 is pushed out, and the brake pad 34 comes into contact with the brake disc 35, so that friction braking force (brake force) is applied to each wheel 22.

In addition, the four-wheel drive vehicle 2 on which the engine control device 1 according to the embodiment of the present invention is mounted is provided with a collision damage mitigation brake (FCM (Climate Change Mitification System)) (not shown). Collision damage mitigation braking uses a camera and image processing device or radar to monitor the distance and relative speed of the vehicle in front, quickly detects a decrease in the inter-vehicle distance due to deceleration / stopping of the vehicle in front, and uses an alarm or automatic braking. , It can contribute to collision avoidance and collision damage mitigation with vehicles in front.

In the engine control device 1 according to the embodiment of the present invention, the rotation speed of the engine 21 is equal to or less than the rotation speed of the engine 21 that starts the resonance determination of the dual mass flywheel 25 (the allowable rotation speed of the engine 21 or less). By avoiding the stop of the engine 21 when it recovers within the judgment time and stopping the engine 21 when it does not recover within the judgment time, the dual mass flywheel 25 (damper) suppresses the stop of the engine 21. It reduces the damage done to.

As shown in FIG. 2, the engine control device 1 according to the embodiment of the present invention includes a rotation speed acquisition unit 11, a drop gradient calculation unit 12, a determination start speed setting unit 13, a determination time setting unit 14, and a time measurement unit. It includes 15 and a fuel supply stop unit 16. The control device 1 of the engine includes, for example, a processor having a control device and an arithmetic unit (not shown), and a memory (not shown) such as a RAM (Random Access Memory) and a ROM (Read Only Memory). It comprises a rotation speed acquisition unit 11, a depression gradient calculation unit 12, a determination start speed setting unit 13, a determination time setting unit 14, a time measurement unit 15, and a fuel supply stop unit 16.

The rotation speed acquisition unit 11 is a portion that acquires the rotation speed of the engine 21.

The dip gradient calculation unit 12 is a portion that calculates the dip gradient of the rotation speed of the engine 21 based on the rotation speed of the engine 21 acquired by the rotation speed acquisition unit 11. The drop gradient of the rotation speed of the engine 21 is the ratio of the drop of the rotation speed of the engine 21 to the elapsed time, and the drop of the rotation speed of the engine 21 is, for example, the operation of the accelerator pedal 211, the brake pedal 311 or the clutch pedal 231. Caused by.

As the rotation speed of the engine 21, the number of revolutions per minute (revolutions per minute) is used, and the elapsed time is seconds (sec (second)).

For example, as shown in FIG. 3, the dip gradient calculation unit 12 performs a dip confirmation between the dip confirmation start speed of less than the rotation speed of the engine 21 when idling and the dip confirmation end speed of the engine 21 or more permissible rotation speed, for example. The dip gradient of the engine 21 is calculated from the starting speed. The permissible rotation speed of the engine 21 is the rotation speed of the engine 21 having a margin in the resonance generation rotation speed of the engine 21 in which the dual mass flywheel 25 resonates.

In this way, the determination time required for the resonance determination of the dual mass flywheel 25 can be appropriately set.

The determination start speed setting unit 13 is a part that sets the rotation speed of the engine 21 that starts the resonance determination of the dual mass flywheel 25 based on the drop gradient of the rotation speed of the engine 21 calculated by the depression gradient calculation unit 12. is there.

For example, as shown in FIG. 3-1 the determination start speed setting unit 13 is a dual mass flywheel when the drop gradient of the rotation speed of the engine 21 is equal to or more than a preset predetermined gradient (first gradient). The rotation speed of the engine 21 that starts the resonance determination of 25 is set to a rotation speed (first rotation speed) equal to or higher than the permissible rotation speed of the engine 21. Further, for example, as shown in FIG. 3-2, the rotational speed of the engine that starts the resonance determination of the dual mass flywheel 25 when the dip gradient of the rotational speed of the engine 21 is less than the first gradient is determined by the engine 21. The speed is set to a speed (second rotation speed) that is equal to or higher than the allowable rotation speed and slower than the first rotation speed.

In this way, when the rotation speed of the engine 21 gradually drops, the start timing of the resonance determination of the dual mass flywheel 25 can be delayed as compared with the case where the rotation speed of the engine 21 suddenly drops. As a result, the time required for the resonance determination of the dual mass flywheel 25 (the time for the dual mass flywheel to resonate) can be shortened when the rotation speed of the engine 21 gradually drops.

The determination time setting unit 14 is required for resonance determination of the dual mass flywheel 25 based on the drop gradient of the rotation speed of the engine 21 calculated by the drop gradient of the rotation speed of the engine 21 calculated by the drop gradient calculation unit 12. This is the part that sets the judgment time.

For example, as shown in FIG. 3-1 the determination time setting unit 14 first determines the determination time when the drop gradient of the rotation speed of the engine 21 is equal to or greater than a preset predetermined gradient (second gradient). Set to the time of. Further, for example, as shown in FIG. 3-2, when the dip gradient of the rotation speed of the engine 21 is less than the second gradient, the determination time is set to a second time shorter than the first time. As the second gradient, the same gradient as the first gradient described above may be used, or a different gradient may be used.

In this way, when the rotation speed of the engine 21 gradually drops, the time required for the resonance determination of the dual mass flywheel 25 (the dual mass flywheel resonates) as compared with the case where the rotation speed of the engine 21 suddenly drops. Time) becomes shorter. As a result, the damage given to the dual mass flywheel 25 when the rotation speed of the engine 21 gradually drops can be reduced.

The time measuring unit 15 is a part that measures the time when the rotation speed of the engine 21 acquired by the rotation speed acquisition unit 11 becomes equal to or less than the rotation speed of the engine 21 set by the determination start speed setting unit 13.

For example, when the dip gradient of the rotation speed of the engine 21 is equal to or greater than the first gradient, the time during which the rotation speed of the engine 21 becomes equal to or less than the first rotation speed is measured. Further, for example, when the dip gradient of the rotation speed of the engine 21 is less than the dip gradient of the first rotation speed, the rotation speed of the engine 21 is slower than the first rotation speed of the second rotation. Measure the time it takes to go below speed.

The fuel supply stop unit 16 is a portion that stops the fuel supply to the engine 21 when the time measured by the time measurement unit 15 exceeds the determination time set by the determination time setting unit 14.

For example, when the dip gradient of the rotation speed of the engine 21 is equal to or greater than the second gradient, the first time is that the rotation speed of the engine 21 becomes equal to or less than the rotation speed of the engine 21 set by the determination start speed setting unit 13. When the time is exceeded, the fuel supply to the engine 21 is stopped. Further, for example, when the dip gradient of the rotation speed of the engine 21 is less than the second gradient, the time during which the rotation speed of the engine 21 becomes equal to or less than the rotation speed of the engine 21 set by the determination start speed setting unit 13 is th. If the time exceeds 2, the fuel supply to the engine 21 is stopped.

As shown in FIG. 4, in the engine control device 1 according to the embodiment of the present invention described above, first, it is determined whether or not the rotation speed of the engine 21 acquired by the rotation speed acquisition unit 11 has fallen below the confirmation start speed. Determine (step S1). When the rotation speed of the engine 21 is lower than the drop confirmation start speed (step S1: Yes), the drop gradient calculation unit 12 starts checking the drop gradient of the rotation speed of the engine 21 (calculates the drop gradient) ( Step S2).

When the dip gradient of the rotation speed of the engine 21 is steeper than a predetermined gradient (step S3: Yes), when the rotation speed of the engine 21 falls below the first rotation speed (N1 rpm) (step S4: Yes), The time measurement unit 15 starts measuring the time (step S5). When the time measured by the time measuring unit 15 elapses the first time (T1) (step S6: Yes), the fuel supply stopping unit 16 stops the fuel supply (step S7). Then, when the fuel supply stop unit 16 stops the fuel supply, the engine 21 stops (engine stall). As a result, the engine control device 1 according to the embodiment of the present invention can reduce the damage of the dual mass flywheel 25.

On the other hand, even when the rotation speed of the engine 21 is lower than the first rotation speed (N1 rpm) (step S4: Yes), the rotation speed of the engine 21 before the time measuring unit 15 measures the first time (T1). When exceeds the first rotation speed (N1 rpm) (step S6: No), the fuel supply is continued and the engine 21 continues to operate. As a result, the engine control device 1 according to the embodiment of the present invention can avoid the engine 21 from stopping (engine stall).

When the dip gradient of the engine rotation speed is gentler than the predetermined gradient (step S3: No), when the rotation speed of the engine 21 is lower than the second rotation speed (N2 rpm) which is slower than the first rotation speed. (Step S8: Yes) The time measurement unit 15 starts measuring the time (step S9). When the second time (T2), which is shorter than the first time, elapses (step S10: Yes), the fuel supply stop unit 16 stops the fuel supply (step S7). Then, when the fuel supply stop unit 16 stops the fuel supply, the engine 21 stops (engine stall). As a result, the engine control device 1 according to the embodiment of the present invention can reduce the damage of the dual mass flywheel 25.

On the other hand, even when the rotation speed of the engine 21 is lower than the second rotation speed (N2 rpm) (step S8: Yes), the rotation speed of the engine 21 before the time measuring unit 15 measures the second time (T2). When exceeds the second rotation speed (N2 rpm) (step S10: No), the fuel supply is continued and the engine 21 continues to operate. As a result, the engine control device 1 according to the embodiment of the present invention can avoid the engine 21 from stopping (engine stall).

According to the engine control device 1 according to the embodiment of the present invention described above, the dual mass flywheel 25 when the dip gradient of the rotational speed of the engine 21 is gentle as compared with the case where the dip gradient of the rotational speed of the engine is steep The time required for the resonance determination (time for the dual mass flywheel 25 to resonate) can be shortened. Further, when the resonance of the dual mass flywheel 25 is determined, the fuel supply to the engine 21 is stopped, so that the engine 21 is stopped. As a result, the resonance of the dual mass flywheel 25 is interrupted, so that the resonance of the dual mass flywheel 25 is interrupted, so that the damage given to the dual mass flywheel 25 (particularly the damper) can be reduced. As a result, the damage given to the dual mass flywheel 25 can be reduced while suppressing the stoppage of the engine 21.

The present invention is not limited to the above-described embodiment, and includes a modification of the above-described embodiment and a combination of these embodiments as appropriate.

1 Engine control device 11 Rotation speed acquisition unit 12 Depression gradient calculation unit 13 Judgment start speed setting unit 14 Judgment time setting unit 15 Hours measurement unit 16 Fuel supply stop unit 2 Vehicle 21 Engine 211 Accelerator pedal 22 Wheels 22A Drive wheel 23 Clutch 231 Clutch Pedal 24 Manual Transmission 25 Dual Mass Flywheel 26 Transfer 27 Front Differential 271 Front Propeller Shaft 28 Rear Differential 281 Rear Propeller Shaft 3 Brake Device 311 Brake Pedal 32 Master Cylinder 33 Wheel Cylinder 34 Brake Pad 35 Brake Disc

Claims (4)

An engine control device with dual mass flywheels between the clutch and
A rotation speed acquisition unit that acquires the rotation speed of the engine,
A dip gradient calculation unit that calculates a dip gradient of the rotation speed of the engine based on the rotation speed of the engine acquired by the rotation speed acquisition unit.
A determination start speed setting unit that sets the rotation speed of the engine that starts the resonance determination of the dual mass flywheel based on the depression gradient of the rotation speed of the engine calculated by the depression gradient calculation unit.
A determination time setting unit that sets the determination time required for resonance determination of the dual mass flywheel based on the depression gradient of the rotational speed of the engine calculated by the depression gradient calculation unit.
A time measuring unit that measures the time during which the rotation speed of the engine acquired by the rotation speed acquisition unit becomes equal to or less than the rotation speed of the engine set by the determination start speed setting unit.
An engine control device including a fuel supply stop unit that stops fuel supply to the engine when the time measured by the time measuring unit exceeds the determination time set by the determination time setting unit. .. The determination start speed setting unit sets the rotational speed of the engine to the first rotational speed when the dip gradient of the rotational speed of the engine is equal to or higher than the preset first gradient, and the rotational speed of the engine. The engine according to claim 1, wherein the rotation speed of the engine is set to a second rotation speed slower than the first rotation speed when the dip gradient is less than the first gradient. Control device. The determination time setting unit sets the determination time to the first time when the dip gradient of the rotational speed of the engine is equal to or higher than the preset second gradient, and the dip gradient of the rotational speed of the engine is set. The engine control device according to claim 1 or 2, wherein the determination time is set to a second time shorter than the first time when the gradient is less than the second gradient. The dip gradient calculation unit is characterized in that the dip gradient of the engine is calculated between the dip confirmation start speed of less than the rotation speed of the engine when idling and the dip confirmation end speed of the permissible rotation speed of the engine or more. The engine control device according to any one of claims 1 to 3.

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