JP5506097B2 - Vehicle drive device - Google Patents

Description

  The present invention reduces the engine output to the air conditioning compressor out of the engine outputs distributed and supplied for traveling driving and air conditioning, so that the desired engine output per vehicle traveling is reduced. The present invention relates to a vehicle drive device for ensuring the above.

  Conventionally, there is a vehicle driving apparatus disclosed in Patent Document 1 below. According to this publication, a vehicle drive device includes a travel drive engine, an accelerator operation amount sensor that detects an accelerator operation amount related to an engine output of the engine, an air conditioning compressor that is driven by the engine output, and A control device that inputs a detection signal of the accelerator operation amount sensor and controls the engine output to the compressor to be reduced when the accelerator operation amount detected by the accelerator operation amount sensor exceeds a certain threshold value. ing.

  During normal driving of the vehicle, the engine output is used for driving, and if necessary, a part of the engine output is used for driving the compressor. The desired air conditioning can be obtained in the passenger compartment.

  On the other hand, when trying to accelerate the vehicle suddenly, usually, the accelerator pedal is operated to be depressed greatly, and the throttle opening of the throttle valve linked to this is increased rapidly, that is, the accelerator operation amount is increased rapidly. This increases the engine output. However, in this case, if a partial output of the engine output is used for driving the compressor as described above, a rapid increase in the engine output used for traveling drive is hindered, and a desired rapid acceleration is obtained. In other words, the so-called acceleration may occur.

  Therefore, as described above, when the accelerator operation amount at the time of sudden acceleration exceeds a certain threshold, the engine output to the compressor is reduced. As a result, the air conditioning by the drive of the compressor is interrupted, but the engine output for driving driving can be increased, and the desired rapid acceleration can be obtained, so that traveling with good acceleration feeling can be obtained. It is said that. In this case, the threshold value of the accelerator operation amount described above is set to a certain high value as a compromise between the rapid acceleration and the air conditioning maintenance.

JP 2000-158939 A

  By the way, when trying to accelerate the vehicle suddenly, the engine operating state at that time is when the intake air temperature of the intake air is high, or the engine is knocking and it is in an abnormal operating state The engine output tends to decrease.

  For this reason, in the above-described abnormal operation state of the engine, the accelerator operation amount is rapidly increased in order to accelerate the vehicle rapidly, while the engine output to the compressor is reduced to interrupt the air conditioning. The engine output of the engine cannot be increased sufficiently, that is, the desired rapid acceleration may not be obtained.

  The present invention has been made paying attention to the above-described circumstances, and an object of the present invention is to control the operation of the engine by detection signals of the intake air temperature of the engine and whether knocking has occurred or not. It is intended to maintain the engine output as well as possible, and to obtain the desired sudden acceleration when the vehicle is to be accelerated rapidly, and to obtain this with a simple configuration.

The invention of claim 1 includes a travel drive engine 2, an accelerator operation amount sensor 27 that detects an accelerator operation amount A related to the engine output P of the engine 3, and an intake air temperature that detects the temperature of the intake air 12 to the engine 3. A sensor 28, a knocking sensor 29 for detecting the occurrence of knocking in the engine 3, an air conditioning compressor 41 driven by the engine output P, and detection signals from the sensors 27 to 29 are input, and the accelerator operation amount sensor When the accelerator operation amount A detected by the engine control unit 27 exceeds the first threshold value A1 (A> A1), the vehicle drive device includes a control device 32 that controls to reduce the engine output P to the compressor 41. ,
When the intake air temperature T detected by the intake air temperature sensor 28 exceeds a certain set value T2 (T> T2) under the control of the control device 32, the ignition timing θ of the engine 3 is delayed by the first set value θ1. And when the occurrence of knocking is detected by the knocking sensor 29, the ignition timing θ is retarded by a second set value θ2.
When the total value (θ1 + θ2) of the first set value θ1 and the second set value θ2 exceeds a certain delay angle set value θT, the first threshold value A1 is set to another value lower than the first threshold value A1. A vehicle drive device characterized by being lowered to a second threshold value A2.
It is.

  In addition, in this section, the reference numerals and drawing numbers appended to the above terms are not intended to limit the technical scope of the present invention to the “Example” section and the contents of the drawings described later.

  The effects of the present invention are as follows.

The invention of claim 1 includes a travel drive engine, an accelerator operation amount sensor for detecting an accelerator operation amount related to the engine output of the engine, an intake air temperature sensor for detecting the temperature of intake air to the engine, and knocking in the engine When the knocking sensor for detecting the occurrence of the engine, the air conditioning compressor driven by the engine output, and the detection signal of each sensor are input, and the accelerator operation amount detected by the accelerator operation amount sensor exceeds the first threshold value In a vehicle drive device comprising a control device that controls to reduce engine output to the compressor,
When the intake air temperature detected by the intake air temperature sensor exceeds a set value by the control of the control device, the ignition timing of the engine is retarded by a first set value, and the knocking sensor knocks the engine. When the occurrence of this is detected, the ignition timing is retarded by the second set value.

  Here, in the normal operating state of the engine, the ignition timing is advanced as much as possible in order to improve the engine output. For this reason, as described above, when it is determined that the intake air temperature has exceeded the set value on the high temperature side and knocking has occurred and it is determined that the engine is in an abnormal operation state, the engine The output tends to decrease. Therefore, as described above, the ignition timing at that time is retarded by the total value.

  Therefore, in the case of the above-mentioned abnormal operation state of the engine, the engine output is kept low by the retard of the ignition timing. And the compressor drive is maintained well.

  Further, according to the invention, when the total value of the first set value and the second set value exceeds a certain retard angle set value, the first accelerator operation amount for reducing the engine output to the compressor is set. The threshold value is lowered to another second threshold value lower than the first threshold value.

  For this reason, when the accelerator operation amount is rapidly increased in order to accelerate the vehicle rapidly, the accelerator operation amount reaches the second threshold value that is smaller than the first threshold value before the accelerator operation amount reaches the first threshold value. Thus, the engine output to the compressor is reduced. Therefore, at that earlier stage, the engine output for traveling drive increases rapidly, and a desired rapid acceleration can be obtained.

  In addition, since the above effects are achieved by applying detection signals from an intake air temperature sensor and a knocking sensor that are generally provided in a vehicle drive device, the above effects are achieved with a simple configuration and at low cost. The

It is a figure which shows the driving | running state of a vehicle. It is a whole line figure of vehicles. It is a figure which shows the flowchart of a control apparatus. It is a figure which shows the other driving | running state of a vehicle. It is a figure which shows ignition timing.

  The vehicle drive device according to the present invention is capable of maintaining the engine output as good as possible by controlling the operation of the engine based on the detection signal of the intake air temperature of the engine and the presence or absence of knocking. In order to realize the main purpose of obtaining a desired rapid acceleration when attempting to accelerate the vehicle, a mode for carrying out the present invention is as follows.

  That is, a vehicle drive device includes a travel drive engine, an accelerator operation amount sensor that detects an accelerator operation amount related to the engine output of the engine, an intake air temperature sensor that detects a temperature of intake air to the engine, A knocking sensor that detects the occurrence of knocking, an air conditioning compressor that is driven by the engine output, and detection signals from the sensors are input, and the accelerator operation amount detected by the accelerator operation amount sensor exceeds a first threshold. And a control device for controlling the engine output to the compressor to be reduced.

  When the intake air temperature detected by the intake air temperature sensor exceeds a set value by the control of the control device, the ignition timing of the engine is retarded by a first set value, and the knocking sensor knocks the engine. Is detected, the ignition timing is retarded by a second set value. When the total value of the first set value and the second set value exceeds a certain retard angle set value, the first threshold value is lowered to another second threshold value having a value lower than the first threshold value. To.

  In order to explain the present invention in more detail, an embodiment thereof will be described with reference to the accompanying drawings.

  In FIG. 2, the code | symbol 1 is a vehicle illustrated with a motor vehicle.

  The vehicle 1 includes a four-cycle engine 3 as a main body of the driving device 2. The engine body 4 of the engine 3 includes a crankcase 5 supported by the vehicle body, a crankshaft 6 supported by the crankcase 5, a cylinder 7 projecting from the crankcase 5, and a cylinder 7 fitted therein. And a connecting rod 9 for interlockingly connecting the crankshaft 6 and the piston 8 together. A space surrounded by the upper portion of the cylinder 7 and the piston 8 is a combustion chamber 10.

  The engine body 4 communicates so that the intake air 12 flows into the combustion chamber 10 from the outside of the engine body 4, and is opened and closed by an intake valve 13, and the opening (throttle of the intake passage 14) A throttle valve 15 that can be adjusted by a driver's operation, an exhaust passage 18 that communicates so that the exhaust 16 flows out of the engine body 4 from the combustion chamber 10 and is opened and closed by the exhaust valve 17; A spark plug 21 whose discharge part faces the combustion chamber 10 and an ignition coil 22 electrically connected to the spark plug 21 are provided.

  A crank angle sensor 25 for detecting the crank angle of the crankshaft 6, a rotation speed sensor 26 for detecting the rotation speed of the crankshaft 6, and an accelerator operation amount corresponding to the throttle opening by the throttle valve 15 of the intake passage 14. An accelerator operation amount sensor 27 for detecting A, an intake air temperature sensor 28 for detecting the intake air temperature T of the intake air 12 flowing in the intake passage 14, and a knocking generated in the engine 3 attached to the cylinder 7 of the engine 3. Knocking sensor 29 for detecting the frequency and intensity of the battery, and the spark plug 21 and the sensors 25 to 29 are electrically connected to each other, and the detection signals of these sensors 25 to 29 are input. A control device 32 that electronically controls the engine 3 is provided.

  The control device 32 is sequentially connected to the central control device 33, the central control device 33, and an ignition timing calculating unit 34 for determining the ignition timing of the engine 3, and the spark plug 21 is discharged at the determined ignition timing. And an ignition circuit 35 for causing the driver to be connected to the central control device 33.

  During operation of the engine 3, air on the atmosphere side is mixed with fuel as an intake stroke of the engine body 4, and this air-fuel mixture is taken as the intake air 12 and sucked into the combustion chamber 10. Next, the air-fuel mixture undergoes a compression stroke, is ignited by discharge from the spark plug 21, and is burned as an explosion stroke. The combustion gas generated in the combustion chamber 10 by this combustion passes through the exhaust passage 18 as the exhaust 16 as an exhaust stroke and is discharged outside the engine body 4. The engine output P generated by the combustion is output from the crankshaft 6 and used mainly for driving the vehicle 1. The intake air 12 may be air only. In this case, fuel is supplied into the cylinder 7 by injection.

  Here, the throttle opening of the throttle valve 15 is adjusted by the operation of the driver, and the throttle opening is proportional to this operation. Normally, the engine output P of the engine 3 increases and the vehicle 1 is accelerated according to the throttle opening corresponding to the intake amount of the intake air 12 sucked into the combustion chamber 10 per unit time. Therefore, the operation amount of the driver proportional to the throttle opening is hereinafter referred to as an accelerator operation amount A.

  The vehicle 1 includes an air conditioner 39 that is driven by the engine output P and performs air conditioning of the passenger compartment. The air conditioner 39 is connected to the crankshaft 6 side, which is the output shaft of the engine output P, via the electromagnetic clutch 40, and is connected to the disconnectable compressor 41 for compressing the refrigerant. A condenser 43 for cooling the liquefied refrigerant by air cooling with a cooling fan 42 and a receiver tank 44 for extracting liquid refrigerant out of the refrigerant from the condenser 43 are provided. The clutch 40 is electrically connected to the driver circuit 36 of the control device 32, and the clutch 40 is also electronically controlled by the control device 32.

  In addition, the air conditioner 39 includes an evaporator 47 that allows liquid refrigerant from the receiver tank 44 to flow through the expansion valve 45 and exchange heat with air in the passenger compartment by the blower 46. The air heat-exchanged by the evaporator 47 air-conditions the passenger compartment. On the other hand, the refrigerant after the heat exchange by the evaporator 47 is returned to the compressor 41, and the above operation is repeated thereafter.

  FIG. 3 shows a flowchart of control of the engine 3 and the air conditioner 39 by the control device 32. In FIG. 3, S denotes each step of the program.

  First, in S2, in FIG. 3, the intake air temperature T of the intake air 12 detected by the intake air temperature sensor 28 during operation of the engine 3 is considerably high and exceeds a set value T1, for example, 80 ° C. on the high temperature side. (T1, T> T1 in FIG. 4). Here, in the normal operation state of the engine 3, in order to improve the engine output P, the ignition timing θ of the engine 3 is advanced as much as possible within a range that does not cause trouble such as knocking easily. The reference time θ0 is about 20 ° before the dead point (FIG. 5). Therefore, as described above, when it is determined in S2 that the intake air temperature T exceeds the set value T1 on the high temperature side, which is a considerably high temperature, and the engine 3 is determined to be in an abnormal operation state, the engine output P Tends to decline. Therefore, the ignition timing θ is retarded by the first set value θ1 by map control from the ignition timing at that time (reference timing θ0) (t1 in FIG. 4). Thereby, the above-mentioned fall of the engine output P is suppressed.

  Here, it is assumed that the accelerator operation amount A is rapidly increased from a small value in order to rapidly accelerate the vehicle 1 (t2 in FIG. 4). In this case, it is assumed that the first threshold value A1 is set to a high value to some extent in order to maintain air conditioning by driving the compressor 41 of the air conditioner 39 as in the prior art. Then, the accelerator operation amount A reaches the first threshold value A1 (t4 in FIG. 4, a two-dot chain line), the clutch 40 is controlled to be disconnected, the engine output P to the compressor 41 is reduced, and the compressor 41 is It is assumed that it is turned off (t4 in FIG. 4, two-dot chain line). Then, the engine output P from the engine 3 to the compressor 41 is reduced by the amount the compressor 41 is turned off in this way, while the engine output P for driving is increased (t3 to t6 in FIG. 4, two points). Chain line).

  However, as described above, in the non-normal operation state of the engine 3 in which the intake air temperature T exceeds the set value T1 on the higher temperature side, the engine output P has already been prone to decrease. Therefore, as described above, if the compressor 41 is driven without being turned off until the accelerator operation amount A reaches the first threshold value A1 (t4 in FIG. 4, two-dot chain line), it depends on the compressor 41 being turned off. The increase in the driving drive engine output P tends to be delayed, and the acceleration of the vehicle 1 tends to occur with respect to the vehicle speed V of the vehicle 1 (t3 to t6 in FIG. 4, two-dot chain line).

  Therefore, if it is determined in S2 that the intake air temperature T has exceeded the set value T1 (T> T1), the first threshold value A1 of the accelerator operation amount A for turning off the compressor 41 is determined in S3. Is feedback controlled so as to decrease to a second threshold value A2 that is lower than the first threshold value A1 (t1 in FIG. 4).

  Then, it is assumed that the accelerator operation amount A is rapidly increased from a state below the second threshold value A2 in order to accelerate the vehicle 1 rapidly (t2 in FIG. 4). In this case, even if the accelerator operation amount A tries to reach the first threshold value A1 (t4 in FIG. 4) as in the conventional technique, the accelerator operation amount A reaches the second threshold value A2 before that ( T3 in FIG. As a result, the clutch 40 is controlled to be disconnected, the engine output P to the compressor 41 is reduced, and the compressor 41 is turned off (t3 in FIG. 4).

  For this reason, the engine output P temporarily increases (P1) from the time when the accelerator operation amount A starts to increase (t2 in FIG. 4), but the accelerator operation amount A is a value smaller than the first threshold value A1. The engine output P is no longer used for driving the compressor 41 from when the compressor 41 is turned off when the second threshold A2 is reached (t3 in FIG. 4), and the engine output P for traveling drive is correspondingly reduced. It increases rapidly (t3 to t6, P2 in FIG. 4). Therefore, even if the intake air temperature T is a high temperature exceeding the set value T1 and the engine 3 is in an abnormal operation state, a desired rapid acceleration can be obtained.

  Thereafter, when the intake air temperature T becomes equal to or lower than the set value T1 (t7 in FIG. 4, T ≦ T1), the second threshold A2 is returned to the first threshold A1 regardless of the magnitude of the accelerator operation amount A. . If the accelerator operation amount A is less than the first threshold A1 (A <A1), the compressor 41 is re-driven by the engine output P (t7 in FIG. 4).

  1 and 3, when it is determined in S2 that the intake air temperature T is equal to or lower than the set value T1 during operation of the engine 3, S4 is executed. In S4, the intake air temperature T is equal to or lower than the set value T1 on the high temperature side, but exceeds the set value T2 on the lower side of the high temperature side, for example, 65 ° C. When it is determined that the engine is in an abnormal operation state (t1, T1 ≧ T> T2 in FIG. 1), the ignition timing θ of the engine 3 is the ignition timing at that time (for the same reason as described above) The reference timing θ0) is retarded by the first set value θ1 by map control (t1 in FIG. 1, FIG. 5). Thereby, the fall of the engine output P is suppressed.

  Next, S5 is executed. In S5, when knocking has occurred by the knocking sensor 29 and it is determined that the engine 3 is in an abnormal operation state (t3 in FIG. 1), the ignition timing θ of the engine 3 is For the same reason as retarding by one set value θ, the second set value θ2 is retarded by map control from the ignition timing at that time (t3 in FIG. 1, FIG. 5). Thereby, the fall of the engine output P is suppressed. That is, the ignition timing θ is retarded by the total value (θ1 + θ2) of the first set value θ1 and the second set value θ2 (t3 in FIG. 1, FIG. 5). The second set value θ2 is controlled so as to gradually decrease after the delay of the second set value θ2 is started (t3 in FIG. 1).

  Here, it is assumed that the accelerator operation amount A is rapidly increased from a small value in order to rapidly accelerate the vehicle 1 (t2 in FIG. 1). In this case, it is assumed that the first threshold value A1 is set to a high value to some extent in order to maintain air conditioning by driving the compressor 41 of the air conditioner 39 as in the prior art. Then, the accelerator operation amount A reaches the first threshold value A1 (t5 in FIG. 1, two-dot chain line), the clutch 40 is controlled to be disconnected, the engine output P to the compressor 41 is reduced, and the compressor 41 It is assumed that it is turned off (t5 in FIG. 1, two-dot chain line). Then, the engine output P from the engine 3 to the compressor 41 is reduced by the amount that the compressor 41 is turned off in this way, while the engine output P for driving is increased (from t4 to t7 in FIG. 1, two points). Chain line).

  However, as described above, even when the intake air temperature T exceeds the set value T2 lower than the set value T1 on the higher temperature side, in addition to this, abnormal operation of the engine 3 in which knocking has occurred. In the state, the engine output P tends to decrease. Therefore, as described above, if the compressor 41 is driven without being turned off until the accelerator operation amount A reaches the first threshold value A1 (t5 in FIG. 1, two-dot chain line), it depends on the compressor 41 being turned off. The increase in the engine output P for driving the driving tends to be delayed, and the acceleration of the vehicle 1 tends to occur with respect to the vehicle speed V (t4 to t7 in FIG. 1, two-dot chain line).

  Therefore, when it is determined in S6 that the total value (θ1 + θ2) of the first set value θ1 and the second set value θ2 exceeds a certain retard angle set value θT (θ1 + θ2> θT), in S3 The first threshold value A1 of the accelerator operation amount A for turning off the compressor 41 is feedback-controlled so as to decrease to a second threshold value A2 having a value lower than the first threshold value A1 (t3 in FIG. 1).

  Then, it is assumed that the accelerator operation amount A is rapidly increased from a state below the second threshold value A2 in order to accelerate the vehicle 1 rapidly (t2 in FIG. 1). In this case, even if the accelerator operation amount A attempts to reach the first threshold value A1 (t5 in FIG. 1) as in the prior art, it reaches the second threshold value A2 before that ( T4 in FIG. As a result, the clutch 40 is controlled to be disconnected, the engine output P to the compressor 41 is reduced, and the compressor 41 is turned off (t4 in FIG. 1).

  For this reason, the engine output P temporarily increases (P1) from the time when the accelerator operation amount A starts to increase (t2 in FIG. 1), but the accelerator operation amount A is smaller than the first threshold value A1. The engine output P is no longer used for driving the compressor 41 from when the compressor 41 is turned off when the second threshold value A2 is reached (t4 in FIG. 1), and the engine output P for driving is correspondingly reduced. It increases rapidly (t4 to t7, P2 in FIG. 1). Therefore, even when the intake air temperature T is a high temperature exceeding the set value T2 and knocking has occurred and the engine 3 is in an abnormal operation state, a desired rapid acceleration can be obtained.

  Thereafter, if the intake air temperature T becomes equal to or lower than the set value T2 (t8 in FIG. 1, T ≦ T2) or knocking disappears, the second threshold value A2 regardless of the magnitude of the accelerator operation amount A. Is returned to the first threshold A1. If the accelerator operation amount A is less than the first threshold A1 (A <A1), the compressor 41 is re-driven by the engine output P (t8 in FIG. 1).

  According to the above configuration, when the intake air temperature T detected by the intake air temperature sensor 28 exceeds a certain set value T2 (T> T2) under the control of the control device 32, the ignition timing θ of the engine 3 is set to the first value. The ignition timing is retarded by one set value θ1, and when the occurrence of knocking is detected by the knocking sensor 29, the ignition timing θ is retarded by the second set value θ2.

  Here, in the normal operation state of the engine 3, the ignition timing θ is advanced as much as possible to improve the engine output P (FIG. 5, θ0). Therefore, as described above, it is determined in S4 that the intake air temperature T has exceeded the set value T2 which is the high temperature side (T> T2), and knocking has occurred in S5, and the engine 3 is not normal. If it is determined that the engine is in the operating state, the engine output P tends to decrease. Therefore, as described above, the ignition timing at that time is retarded by the total value (θ1 + θ2).

  Therefore, in the above-described non-normal operation state of the engine 3, the engine output P is kept low because of the retard of the ignition timing θ. The traveling drive and the drive of the compressor 41 are maintained well.

  As described above, when the total value (θ1 + θ2) of the first set value θ1 and the second set value θ2 exceeds a certain retard angle set value θT (θ1 + θ2> θT), the engine output to the compressor 41 The first threshold value A1 of the accelerator operation amount A for reducing P is lowered to another second threshold value A2 having a value lower than the first threshold value A1.

  For this reason, when the accelerator operation amount A is rapidly increased in order to accelerate the vehicle 1 rapidly, the accelerator operation amount A has a value smaller than the first threshold A1 before the accelerator operation amount A reaches the first threshold A1. The compressor 41 is turned off when the second threshold value A2 is reached. Therefore, the engine output P is not used for driving the compressor 41 at an earlier stage, and accordingly, the engine output P for driving driving is rapidly increased at an earlier stage, and a desired sudden acceleration can be obtained. .

  In addition, since the above various effects are achieved by applying detection signals from the intake temperature sensor 28 and the knocking sensor 29 that are generally provided in the driving device 2 of the vehicle 1, the above various effects have a simple configuration. Achieved inexpensively.

  The compressor 41 may be a variable displacement type. In this case, the clutch 40 may not be provided. When the accelerator operation amount A exceeds the first threshold value A1 or the second threshold value A2, the capacity of the compressor 41 is decreased so that the value of the engine output P necessary for driving the compressor 41 is decreased. It may be reduced.

DESCRIPTION OF SYMBOLS 1 Vehicle 2 Drive apparatus 3 Engine 4 Engine main body 12 Intake 14 Intake passage 15 Throttle valve 27 Accelerator operation amount sensor 28 Intake temperature sensor 29 Knock sensor 32 Control device 39 Air conditioner 40 Clutch 41 Compressor θ Ignition timing θ0 Reference timing θ1 First setting Value θ2 Second set value θT Delay angle set value A Accelerator operation amount A1 First threshold A2 Second threshold T Intake air temperature T1 set value T2 set value P Engine output V Vehicle speed

Claims (1)

A driving engine, an accelerator operation amount sensor that detects an accelerator operation amount related to the engine output of the engine, an intake air temperature sensor that detects the temperature of intake air to the engine, and a knocking sensor that detects occurrence of knocking in the engine And an air conditioning compressor driven by the engine output, and detection signals of the sensors, and when the accelerator operation amount detected by the accelerator operation amount sensor exceeds a first threshold, the engine output to the compressor In a vehicle drive device provided with a control device that controls to reduce
When the intake air temperature detected by the intake air temperature sensor exceeds a set value by the control of the control device, the ignition timing of the engine is retarded by a first set value, and the knocking sensor knocks the engine. When the occurrence of is detected, the ignition timing is retarded by the second set value,
When the total value of the first set value and the second set value exceeds a certain retard angle set value, the first threshold value is lowered to another second threshold value that is lower than the first threshold value. A drive device for a vehicle.

Images