JP5884270B2 - Vehicle control device - Google Patents

Description

  The present invention relates to a vehicle control device, and more particularly, to a vehicle control device that protects an endless transmission member wound around an output shaft of an internal combustion engine.

  In general, an engine mounted on a vehicle has a crankshaft as an output shaft and a camshaft that drives an intake / exhaust valve. These crankshaft and camshaft include opening / closing of intake / exhaust valves and pistons. A timing belt as an endless transmission member is wound to appropriately measure the timing of the vertical movement.

  It is known that this timing belt deteriorates due to a force applied at the time of starting the engine or a secular change, and a tension is lowered. When the tension of the timing belt is reduced in this way, there is a possibility that slip occurs between the timing belt and the crankshaft or the timing belt becomes unnatural when the engine is started.

  For this reason, there is known a control device that prevents the belt from violating when the engine is started by applying a constant tension to the timing belt when the engine is stopped (see, for example, Patent Document 1).

  This control device is installed in a hybrid vehicle that frequently stops and restarts the engine, and adjusts the tension of the timing belt by a tensioner having a solenoid. Then, when the engine is stopped, the control device locks the tensioner in a state where the tension of the timing belt is increased by exciting the solenoid, and the timing belt is prevented from slipping when the engine is restarted. ing. On the other hand, when it is determined that the engine has completely exploded, the solenoid is demagnetized to reduce the tension applied to the timing belt.

JP 2003-314322 A

  However, in the conventional control device described in Patent Document 1 as described above, the deterioration of the timing belt as a whole is taken into consideration in order to suppress the timing belt from being ramped when the engine is started. However, it was not intended to consider missing teeth due to deterioration of the timing belt. Therefore, when the engine stops, a high load continues to be applied to a specific part of the timing belt, such as a part that meshes with the crankshaft or camshaft, and the timing belt may be cut off due to missing teeth or missing teeth. was there. Further, in a hybrid vehicle equipped with an engine and a motor generator, the vehicle may run by the driving force of the motor generator with the engine stopped, so that the timing belt does not rotate for a long time and a high load is applied to a specific location. There was a possibility of continuing.

  In particular, in so-called plug-in hybrid vehicles that can be charged with electric power from an external power source, the power storage device is charged when the vehicle is stopped, and this charged power is supplied to the motor generator to drive the vehicle. There is a possibility that the belt stop time becomes longer and a high load continues to be applied to a specific portion of the timing belt. That is, there has been a problem that it is impossible to extend the life of the belt by suppressing deterioration of the belt such as chipping.

  The present invention has been made to solve such a problem, and an object of the present invention is to provide a vehicle control device capable of suppressing belt deterioration and extending the life of the belt.

In order to achieve the above object, a vehicle control apparatus according to the present invention is wound around (1) a crank sprocket installed on an output shaft of an internal combustion engine and a cam sprocket installed on a camshaft that drives a valve of the internal combustion engine. A vehicle control apparatus comprising: an endless transmission member that is rotated and has a plurality of teeth that mesh with the crank sprocket and the cam sprocket, and that transmits rotation of the output shaft to the camshaft by driving the internal combustion engine. Stop time measuring means for measuring the time elapsed from at least one of the stop of the output shaft due to system stop and the stop of the output shaft due to a mode other than the engine operation mode; and the time counted by the stop time measuring means Output shaft rotating means for rotating the output shaft on condition that a predetermined time has been exceeded. To.

  With this configuration, it is possible to prevent the endless transmission member from stopping at the same position for a long time. Therefore, a portion of the endless transmission member that meshes with the crank sprocket and the cam sprocket is subjected to a higher load than other portions, but is high only at a specific portion of the endless transmission member by rotating the rotating shaft every predetermined time. It is possible to prevent the deterioration from continuing while the load is applied. As a result, it is possible to extend the life of the endless transmission member.

  In the vehicle control device according to (1), (2) the output shaft rotating means meshes with the crank sprocket and the cam sprocket among the endless transmission members when the rotation of the output shaft stops. The output shaft is rotated so that the teeth at the position where the engagement starts and the teeth where the engagement ends are moved to positions different from the positions where the engagement with the crank sprocket and the cam sprocket starts and the engagement ends.

  With this configuration, the teeth at the position where the engagement with the crank sprocket and the cam sprocket starts and the teeth at the position where the engagement ends are subjected to a higher load than the teeth at the other positions, so that the endless transmission member is rotated every predetermined time. Therefore, it is possible to suppress deterioration due to a high load only on specific teeth. As a result, it is possible to extend the life of the endless transmission member.

  In the vehicle control apparatus according to (1), (3) the output shaft rotating means meshes with the crank sprocket and the cam sprocket among the endless transmission members when the rotation of the output shaft stops. The output shaft is rotated so that teeth move to a position where the teeth do not mesh with the crank sprocket and the cam sprocket.

  With this configuration, the teeth at positions that mesh with the crank sprocket and the cam sprocket are subjected to a higher load than the teeth at other positions, so a high load is applied only to specific teeth by rotating the endless transmission member every predetermined time. It is possible to suppress the deterioration. As a result, it is possible to extend the life of the endless transmission member.

  In the vehicle control apparatus according to any one of (1) to (3), (4) the vehicle further includes a rotating electric machine as a driving source, and the stop timing unit includes a driving force from the rotating electric machine. The time elapsed after the rotation of the output shaft is stopped is measured on the condition that the vehicle is traveling by the above.

  With this configuration, a so-called hybrid vehicle including an internal combustion engine and a rotating electrical machine as a vehicle drive source can be driven only by the rotary electrical machine. Therefore, the output of the internal combustion engine can be compared with a vehicle using only the internal combustion engine as a drive source. Although the shaft is stopped for a long time, even in such a hybrid vehicle, it is possible to prevent the endless transmission member from stopping at the same position for a long time, and to extend the life of the endless transmission member.

  In the vehicle control device according to (4), (5) the vehicle further includes power storage means for charging power supplied from an external power source, and the rotating electrical machine is supplied with power from the power storage means. It is characterized by driving by.

  With this configuration, in a so-called plug-in hybrid vehicle in which the vehicle can be charged with electric power from an external power source, the rotating electrical machine is compared with a vehicle having only an internal combustion engine as a drive source and a hybrid vehicle of a type that does not charge electric power from an external power source However, even in such a plug-in hybrid vehicle, the endless transmission member is prevented from stopping at the same position for a long time. It becomes possible to extend the life of the endless transmission member.

  In the vehicle control device according to any one of (1) to (5) above, (6) a deterioration degree calculating means for calculating the deterioration degree of the endless transmission member is provided, and the stop timing means is the deterioration degree calculating means. The time elapsed since the rotation of the output shaft stopped is measured on the condition that the degree of deterioration calculated by the above exceeds a predetermined value.

  With this configuration, as the degree of deterioration of the endless transmission member progresses, there is a higher possibility that tooth missing will occur when the load on a specific part of the endless transmission member increases, so the endless transmission member is at the same position. It is possible to prevent the endless transmission member from being stopped for a long time and to prolong the life of the endless transmission member.

  Further, in the vehicle control device described in (1) to (5) above, (7) a deterioration degree calculating unit that calculates a deterioration degree of the endless transmission member is provided, and the output shaft rotating unit calculates the deterioration degree. The predetermined time is set shorter as the degree of deterioration calculated by the means is higher.

  With this configuration, as the degree of deterioration of the endless transmission member progresses, the possibility of occurrence of tooth chipping increases when the load applied to a specific portion of the endless transmission member increases. As the possibility of occurrence increases, the endless transmission member is prevented from stopping at the same position for a long time, and the endless transmission member can be extended in life.

  According to the present invention, belt deterioration can be suppressed and the life of the belt can be extended.

It is a schematic block diagram of the vehicle carrying the control apparatus which concerns on embodiment of this invention. 1 is a schematic perspective view of an engine according to an embodiment of the present invention. It is a graph showing the time change of SOC which concerns on embodiment of this invention. It is a schematic diagram which shows the position of each tooth | gear of the timing belt which concerns on embodiment of this invention. It is a flowchart for demonstrating the output shaft rotation control process which concerns on embodiment of this invention. It is a SN diagram for demonstrating the lifetime of the timing belt which concerns on embodiment of this invention.

  Embodiments of the present invention will be described below with reference to the drawings. In the following description, the vehicle control device according to the present invention is applied to a parallel series plug-in hybrid vehicle that can be driven only by a motor generator and can be charged by electric power from a commercial power source. A case will be described as an example.

  As shown in FIG. 1, a hybrid vehicle 11 includes an engine 12 as an internal combustion engine and a power transmission device 15 that transmits power input from the engine 12 to drive wheels 14L and 14R via a drive shaft 13 as a drive shaft. And an electronic control unit for hybrid (hereinafter referred to as hybrid ECU) 100 for controlling the entire hybrid vehicle 11.

  The engine 12 burns fuel such as gasoline or light oil to output power, and an engine electronic control unit (hereinafter referred to as an engine ECU) that inputs signals from various sensors that detect the operating state of the engine 12. ) 101 performs operation control such as fuel injection control, ignition control, intake air amount adjustment control, and the like.

  The engine ECU 101 communicates with the hybrid ECU 100 via a high-speed CAN (Controller Area Network), controls the operation of the engine 12 based on a control signal input from the hybrid ECU 100, and if necessary, the engine 12 The data regarding the driving state is output to the hybrid ECU 100.

  The power transmission device 15 includes a motor generator MG1, a motor generator MG2, a speed reducer 17 connected to the rotor shaft 36 of the motor generator MG2, and a power distribution mechanism 18 that distributes power between the engine 12 and the motor generator MG1. It is equipped with.

  The power distribution mechanism 18 includes a sun gear 21 coupled to a hollow sun gear shaft 20 that passes through the center of a crankshaft 19 serving as an output shaft of the engine 12, a ring gear 22 that has the same center axis as the sun gear 21, and a sun gear. And a plurality of pinion gears 23 that are disposed between the ring gear 22 and revolve while rotating on the outer periphery of the sun gear 21, and an input shaft 26 that is coupled to the end of the crankshaft 19 via a damper 24. Yes. The power distribution mechanism 18 includes a carrier 25 that supports the rotation shaft of each pinion gear 23, and constitutes a planetary gear mechanism that performs a differential action with the sun gear 21, the ring gear 22, and the carrier 25 as rotational elements.

  The motor generator MG1 functions as a generator and an electric motor according to the power distribution and integration by the power distribution mechanism 18. That is, when the hybrid vehicle 11 travels, the power distribution mechanism 18 distributes the power input from the engine 12 to the carrier 25 to the sun gear 21 side and the ring gear 22 side according to the gear ratio. The motor generator MG1 is caused to function as a generator, and the power is transmitted to the drive wheels 14L and 14R. When the hybrid vehicle 11 travels, when the motor generator MG1 functions as an electric motor, the power distribution mechanism 18 receives the power from the engine 12 input from the carrier 25 and the motor generator MG1 input from the sun gear 21. The power is integrated and output to the ring gear 22 side.

  Further, when the engine 12 is started while the hybrid vehicle 11 is stopped, the power distribution mechanism 18 transmits the power from the engine 12 to the motor generator MG1, which causes the motor generator MG1 to generate power. It comes to function as a machine.

  The motor generator MG2 functions as a drive source and transmits power to the drive wheels 14L and 14R when the engine 12 is stopped while the engine 12 is stopped and when the vehicle is running under a light load.

  Motor generator MG1 includes a stator 28 that forms a rotating magnetic field, and a rotor 29 that is disposed inside stator 28 and in which a plurality of permanent magnets are embedded, and stator 28 is wound around the stator core and the stator core. It has a three-phase coil that is turned.

  The rotor 29 is coupled to the sun gear shaft 20 that rotates integrally with the sun gear 21 of the power distribution mechanism 18, and the stator core of the stator 28 is formed by laminating thin sheets of electromagnetic steel plates, for example. It is fixed to the periphery. Therefore, motor generator MG1 is housed in main body case 51.

  The motor generator MG1 configured as described above operates as an electric motor that rotationally drives the rotor 29 by the interaction between the magnetic field formed by the permanent magnet embedded in the rotor 29 and the magnetic field formed by the three-phase coil. . The motor generator MG1 also operates as a generator that generates electromotive force at both ends of the three-phase coil by the interaction between the magnetic field generated by the permanent magnet and the rotation of the rotor 29.

  Motor generator MG2 includes a stator 32 that forms a rotating magnetic field, and a rotor 33 that is disposed inside stator 32 and has a plurality of permanent magnets embedded therein. Stator 32 is wound around the stator core and the stator core. It has a three-phase coil that is turned.

  The rotor shaft 36 of the rotor 33 is connected to the speed reducer 17, and the stator core of the stator 32 is formed, for example, by laminating thin magnetic steel plates, and is fixed to the inner peripheral portion of the main body case 51. Therefore, motor generator MG2 is housed in main body case 51.

  The motor generator MG2 also operates as a generator that generates electromotive force at both ends of the three-phase coil by the interaction between the magnetic field generated by the permanent magnet and the rotation of the rotor 33. Motor generator MG2 is also configured to operate as an electric motor that rotationally drives rotor 33 by the interaction between a magnetic field generated by a permanent magnet and a magnetic field formed by a three-phase coil.

  Further, the speed reducer 17 performs a speed reduction by having a structure in which the carrier 38 is fixed to the main body case 51 of the power transmission device 15. Specifically, the reduction gear 17 meshes with a sun gear 37 coupled to the rotor shaft 36 of the rotor 33, a ring gear 39 that rotates integrally with the ring gear 22 of the power distribution mechanism 18, and the ring gear 39 and the sun gear 37. A pinion gear 40 that transmits the rotation of the sun gear 37 to the ring gear 39 and a carrier 38 having a support shaft that rotatably supports the pinion gear 40 are provided.

  The reduction gear 17 constitutes a planetary gear mechanism that performs a differential action with the sun gear 37, the ring gear 39, and the carrier 38 as rotational elements.

  Furthermore, a counter drive gear 52 is provided on the ring gear 39 of the speed reducer 17 and the ring gear 22 of the power distribution mechanism 18 so as to rotate integrally. The counter drive gear 52 is connected to a gear mechanism 56, and the gear mechanism 56 is connected to a differential gear 57. The power output to the counter drive gear 52 is transmitted from the counter drive gear 52 to the differential gear 57 via the gear mechanism 56.

  The differential gear 57 is connected to the drive shaft 13, and the drive shaft 13 is connected to the drive wheels 14L and 14R. The power transmitted to the differential gear 57 is output to the drive wheels 14L and 14R via the drive shaft 13.

  Motor generator MG1 and motor generator MG2 exchange power with battery 63 via inverter 61 and inverter 62.

  Power line 64 connecting inverter 61 and inverter 62 and battery 63 is configured as a positive and negative bus shared by inverter 61 and inverter 62, and is generated by one of motor generators MG1 and MG2. Can be consumed by the other motor generator. Therefore, battery 63 is charged / discharged by electric power generated from either motor generator MG1 or motor generator MG2 or insufficient electric power.

  The motor generator MG1 and the motor generator MG2 are both driven and controlled by a motor electronic control unit (hereinafter referred to as a motor ECU) 102.

  The motor ECU 102 has signals necessary for driving and controlling the motor generator MG1 and the motor generator MG2, for example, a rotational position detection sensor 111 and a rotational position detection for detecting the rotational positions of the rotors of the motor generator MG1 and the motor generator MG2, respectively. A signal input from the sensor 112, a phase current applied to the motor generator MG1 and the motor generator MG2 detected by a current sensor (not shown), and the like are input. On the other hand, the motor ECU 102 outputs a switching control signal to the inverter 61 and the inverter 62.

  The motor ECU 102 communicates with the hybrid ECU 100 via the high-speed CAN. By controlling the inverter 61 and the inverter 62 in accordance with a control signal input from the hybrid ECU 100, the motor generator MG1 and the motor generator MG2 are controlled. It comes to drive. In addition, motor ECU 102 outputs data related to the operating state of motor generator MG1 and motor generator MG2 to hybrid ECU 100 as necessary.

  The battery 63 is managed by a battery electronic control unit (hereinafter referred to as “battery ECU”) 103 for states such as storage capacity and temperature, and the battery ECU 103 has signals necessary for managing the state of the battery 63, for example, The voltage between terminals from a voltage sensor (not shown) installed between the terminals of the battery 63, the charge / discharge current from a current sensor (not shown) attached to the power line 64 connected to the output terminal of the battery 63, and the battery 63 A battery temperature or the like from a temperature sensor (not shown) is input. Further, the battery ECU 103 outputs data related to the state of the battery 63 to the hybrid ECU 100 as necessary. Further, the battery ECU 103 calculates an SOC (State of charge) representing the remaining capacity based on the integrated value of the charge / discharge current detected by the current sensor in order to manage the state of the battery 63.

  The power line 64 is connected to a DC / DC converter 68 that converts the voltage of the DC power and supplies it to the battery 63. The DC / DC converter 68 is connected to a commercial power source supplied via a power cord 70. An AC / DC converter 69 that converts the AC power into DC power is connected. Therefore, by connecting the power cord 70 to a commercial power source as an external power source and controlling the AC / DC converter 69 and the DC / DC converter 68, the battery 63 can be charged with power from the commercial power source. Note that the AC / DC converter 69 and the DC / DC converter 68 are controlled by the hybrid ECU 100.

  Further, the hybrid ECU 100 outputs a switching control signal to the AC / DC converter 69, a switching control signal of the DC / DC converter 68, and the like via an output port.

  Further, in hybrid vehicle 11 according to the present embodiment, the system is stopped at home or at a preset charging point, and when power cord 59 is connected to a commercial power source, hybrid ECU 100 includes DC / DC converter 68 and AC / DC. By controlling the converter 69, the battery 63 is fully charged or in a predetermined charging state lower than full charge by the electric power from the commercial power source. When the system is activated after the battery 63 is charged, the hybrid ECU 100 normally travels in the motor operation mode until the SOC of the battery 63 decreases to a threshold value Shv that is sufficient to start the engine 12. The priority is set to the electric travel priority mode, and when the SOC of the battery 63 becomes equal to or less than the threshold value Shv, the hybrid travel priority mode that prioritizes the travel in the engine operation mode is set.

  On the other hand, as shown in FIG. 1, the hybrid ECU 100 includes a microprocessor centering on a CPU (Central processing unit) 100 a. Hybrid ECU 100 further includes a ROM (Read only memory) 100b for storing a processing program, a RAM (Random access memory) 100c for temporarily storing data, and an input / output port and a communication port (not shown). .

  The hybrid ECU 100 includes an ignition signal Ig from an ignition switch (IG) 113, a shift position signal SP from a shift position sensor 114 that detects an operation position of a shift lever 91 that is manually operated by a driver, and an accelerator that is depressed by the driver. An accelerator opening signal Acc from the accelerator pedal position sensor 115 that detects the depression amount of the pedal 92, a brake pedal position signal BP from the brake pedal position sensor 116 that detects the depression amount of the brake pedal 93, and a vehicle speed signal from the vehicle speed sensor 117 V or the like is input via an input port.

  As described above, hybrid ECU 100 is connected to engine ECU 101, motor ECU 102, and battery ECU 103 via high-speed CAN, and exchanges various control signals and data with engine ECU 101, motor ECU 102, and battery ECU 103. It has become.

  As shown in FIG. 2, in the engine 12, an intake camshaft 73 and an exhaust camshaft 74 are rotatably provided on an upper portion of a cylinder head (not shown).

  The intake camshaft 73 is provided with an intake cam 75 that contacts the upper end of the intake valve 71. When the intake camshaft 73 rotates, the intake cam 71 is driven to open and close.

  Further, the exhaust cam shaft 74 is provided with an exhaust cam 76 that contacts the upper end of the exhaust valve 72. When the exhaust cam shaft 74 rotates, the exhaust cam 76 drives the exhaust valve 72 to open and close. Yes.

  An intake side rotation phase controller 77 that rotates the intake camshaft 73 with respect to the intake cam sprocket 88 is provided at one end of the intake camshaft 73. An exhaust side rotation phase controller 78 that rotates the exhaust camshaft 74 relative to the exhaust cam sprocket 89 is provided at one end of the exhaust camshaft 74. On the other hand, a crank sprocket 79 is attached to the crankshaft 19 that is the drive side rotating shaft.

  The intake-side rotational phase controller 77 is controlled by the hybrid ECU 100 via the engine ECU 101, so that the intake camshaft 73 can be rotated with respect to the intake cam sprocket 88 to perform retardation control. ing. Further, the exhaust-side rotational phase controller 78 is controlled by the hybrid ECU 100 via the engine ECU 101, so that the exhaust camshaft 74 can be rotated with respect to the exhaust cam sprocket 89 to perform retard angle control. ing.

  A timing belt 80 is wound around the intake cam sprocket 88, the exhaust cam sprocket 89, and the crank sprocket 79. Accordingly, the rotation of the crank sprocket 79 is transmitted to the intake cam sprocket 88 and the exhaust cam sprocket 89 by the timing belt 80. That is, the rotation of the crankshaft 19 as the drive side rotation shaft is transmitted to the intake camshaft 73 and the exhaust camshaft 74 as the driven side rotation shaft via the timing belt 80. As a result, the intake valve 71 and the exhaust valve 72 driven by the intake camshaft 73 and the exhaust camshaft 74 open and close the intake port and the exhaust port formed in the cylinder head in synchronization with the crankshaft 19. Yes. Therefore, intake cam sprocket 88 and exhaust cam sprocket 89 according to the present embodiment constitute a cam sprocket according to the present invention.

  Further, the path of the timing belt 80 is regulated by a tensioner 81 and an idler pulley 82. Further, the timing belt 80 is given an appropriate tension by the tensioner 81 and is prevented from coming off from the intake cam sprocket 88, the exhaust cam sprocket 89, and the crank sprocket 79.

  As described above, the timing belt 80 transmits the rotational force of the crankshaft 19 that is the output shaft of the engine 12 to the intake camshaft 73 and the exhaust camshaft 74 that drive the intake valve 71 and the exhaust valve 72. ing.

  The engine 12 is further provided with a crank angle sensor 65, an intake cam angle sensor 66, and an exhaust cam angle sensor 67.

  The intake cam angle sensor 66 is controlled by the hybrid ECU 100 via the engine ECU 101 to detect the rotation speed of the intake camshaft 73, and a detection signal corresponding to the detected rotation speed is sent to the hybrid ECU 100 via the engine ECU 101. To output. More specifically, the intake cam angle sensor 66 detects a predetermined position of the intake cam sensor plate 85 provided on the intake cam shaft 73, that is, a predetermined rotation angle, and detects the rotation angle of the intake cam shaft 73. It is like that.

  Similar to the intake cam angle sensor 66, the exhaust cam angle sensor 67 is controlled by the hybrid ECU 100 to detect the rotational speed of the exhaust cam shaft 74, and outputs a detection signal corresponding to the detected rotational speed to the engine ECU 101. To be output to the hybrid ECU 100. More specifically, the exhaust cam angle sensor 67 detects a predetermined position of the exhaust cam sensor plate 86 provided on the exhaust cam shaft 74, that is, a predetermined rotation angle, and detects the rotation angle of the exhaust cam shaft 74. It is like that.

  The crankshaft 19 is provided with a crank sensor plate 84 that rotates together with the crankshaft 19. The crank angle sensor 65 has an electromagnetic pick, and when the crankshaft 19 is rotated by the projection of the signal teeth of the crank sensor plate 84, the magnetic flux passing through the coil portion is increased or decreased, and an electromotive force is generated. This generated voltage appears as an alternating current because the protrusion of the crank sensor plate 84 is in the opposite direction when approaching the crank angle sensor 65 and when the protrusion is away from the crank angle sensor 65. Further, the crank angle sensor 65 shapes this signal into a rectangular wave and outputs it as a Ne signal to the hybrid ECU 100 via the engine ECU 101.

  Returning to FIG. 1, when the engine 12 is stopped, the hybrid ECU 100 determines that the SOC has decreased and the battery 63 needs to be charged based on the information input from the battery ECU 103. Is started, and the output of the engine 12 is transmitted to the motor generator MG1, thereby generating power by the motor generator MG1.

  Hybrid ECU 100 controls engine 12 and motor generator MG1 such that the SOC calculated by battery ECU 103 as described above is between the control upper limit value and the control lower limit value shown in FIG.

  The upper limit value and the lower limit value of the SOC are set, for example, with the upper limit value set to 80% and the lower limit value set to 30% in order to suppress deterioration of the battery 63. The power generation and regeneration by the motor generator MG1 and the motor output are controlled so as not to exceed the value and the lower limit value. The above-described values such as the upper limit value and the lower limit value of the SOC are merely examples.

  Hybrid ECU 100 increases the output of engine 12 to increase the amount of power generated by motor generator MG1 and increase the amount of charge to battery 63 when the SOC is drastically reduced and charging is particularly necessary. It has become.

  Hereinafter, a characteristic configuration of a vehicle control device according to an embodiment of the present invention will be described with reference to FIGS. 1 to 4.

The hybrid ECU 100 that constitutes the control device of the hybrid vehicle 11 measures the time that has elapsed since the rotation of the crankshaft 19 has stopped. Specifically, when the Ne signal input from the crank angle sensor 65 indicates that rotation has stopped, the hybrid ECU 100 measures time as an integrated time value ΣT by a timer. Therefore, hybrid ECU 100 according to the present embodiment constitutes stop timing means according to the present invention.

  Note that the hybrid ECU 100 is in a state where the rotation of the crankshaft 19 is stopped without inputting the Ne signal from the crank angle sensor 65 when the system is stopped or when the vehicle is traveling in a mode other than the engine operation mode. You may make it judge. Further, when output shaft rotation control to be described later is executed, the accumulated time value ΣT is reset to “0” and the time measurement is resumed.

  The hybrid ECU 100 rotates the crankshaft 19 on condition that the time measured by the timer exceeds a predetermined time. Specifically, when hybrid ECU 100 determines that accumulated time value ΣT exceeds specified time A, hybrid ECU 100 controls inverter 61 to drive motor generator MG1 and rotate crankshaft 19. .

  In this case, the timing belt 80 has meshing start and end points with the intake cam sprocket 88 indicated by points A and B in FIG. 4, and meshing start and end points with the exhaust cam sprocket 89 indicated by points C and D. The teeth located at the start and end points of engagement with the crank sprocket 79 indicated by points E and F are subjected to a higher load than other teeth. Therefore, the hybrid ECU 100 moves to a position where the teeth of the timing belt 80 positioned at each of the points A to F at the time when the crankshaft 19 is stopped do not overlap any of the points A to F. The crankshaft 19 is rotated. The rotation angle of the crankshaft 19 that satisfies such conditions is experimentally obtained in advance and stored in the ROM 100b, and the inverter 61 is controlled so that the crankshaft 19 rotates by this rotation angle. Here, hybrid ECU 100 according to the present embodiment constitutes an output shaft rotating means according to the present invention.

  The hybrid ECU 100 determines that all the teeth meshing with the intake cam sprocket 88, the exhaust cam sprocket 89, and the crank sprocket 79 when the crankshaft 19 stops are the intake cam sprocket 88, the exhaust cam sprocket 89, and the crank sprocket 79. The crankshaft 19 may be rotated so as to move to a position that does not mesh with any of the sections, that is, any position in the section BC, the section DE, or the section FA.

  FIG. 5 is a flowchart for explaining an output shaft rotation control process according to the embodiment of the present invention.

  The following processing is executed at predetermined time intervals by the CPU 100a constituting the hybrid ECU 100 and implements a program that can be processed by the CPU 100a.

  First, the hybrid ECU 100 determines whether or not the engine 12 is stopped (step S11). When the hybrid ECU 100 determines that the crankshaft 19 is not rotating and the engine 12 is stopped based on the signal input from the crank angle sensor 65 (YES in step S11), the hybrid ECU 100 proceeds to step S12. . On the other hand, when the hybrid ECU 100 determines that the engine 12 is not stopped (NO in step S11), the hybrid ECU 100 proceeds to step S14, and the accumulated time value indicating the time that the crankshaft 19 is stopped, which is timed by a timer. ΣT is reset to “0”.

  Note that the hybrid ECU 100 may determine that the engine 12 is stopped without inputting a signal from the crank angle sensor 65 if the hybrid ECU 100 is in a mode other than the engine operation mode described above.

  Next, the hybrid ECU 100 determines whether or not the accumulated time value ΣT representing the time during which the crankshaft 19 is stopped has exceeded the specified time A (step S12). The specified time A is set in advance based on the power consumed to rotate the crankshaft 19 and the load applied to the timing belt 80.

  When the hybrid ECU 100 determines that the accumulated time value ΣT exceeds the specified time A (YES in step S12), the hybrid ECU 100 proceeds to step S13. On the other hand, when it is determined that the accumulated time value ΣT does not exceed the specified time A (NO in step S12), the process proceeds to step S15, and the accumulated time value ΣT is incremented by the value “1”.

  Next, the hybrid ECU 100 rotates the crankshaft 19 (step S13). The rotation angle of the crankshaft 19 is set in advance as described above, and the hybrid ECU 100 drives the motor generator MG1 to achieve this rotation angle.

  Next, the hybrid ECU 100 resets the accumulated time value ΣT by the timer to “0” (step S14).

  When the above-described output shaft rotation control process is executed only during traveling by the driving force of the motor generator, the hybrid ECU 100 executes the output shaft rotation control process on condition that the ignition signal Ig represents an ON state. To do. Further, when the above-described output shaft rotation control process is executed even when the system is stopped, if power is not supplied to the hybrid ECU 100 during the system stop, power is supplied even when the output shaft rotation control process is stopped. The vehicle-mounted ECU is executed.

As described above, the vehicle control apparatus according to the embodiment of the present invention can prevent the timing belt 80 from stopping at the same position for a long time. Therefore, a portion of the timing belt 80 that meshes with the intake cam sprocket 88, the exhaust cam sprocket 89, and the crank sprocket 79 is subjected to a higher load than the other portions, but by rotating the crankshaft 19 at each specified time A, It is possible to prevent the deterioration from continuing to be applied with a high load only on a specific portion of the timing belt 80. As a result, the life of the timing belt 80 can be extended.

  Further, the hybrid ECU 100 has teeth at positions where engagement with the intake cam sprocket 88, exhaust cam sprocket 89, and crank sprocket 79 starts and positions at the end of engagement of the timing belt 80 when rotation of the crankshaft 19 stops. The crankshaft 19 can be rotated so as to move to a position different from the position where the engagement with the intake cam sprocket 88, the exhaust cam sprocket 89 and the crank sprocket 79 starts and the position where the engagement ends. Therefore, the teeth at the position where the meshing with the intake cam sprocket 88, the exhaust cam sprocket 89 and the crank sprocket 79 starts and the teeth at the position where the meshing is finished are subjected to a higher load than the teeth at the other positions. By rotating every specified time A, it is possible to suppress deterioration due to a high load only on specific teeth. As a result, the life of the timing belt 80 can be extended.

  Also, in so-called plug-in hybrid vehicles that can be charged with electric power from an external power source, the ratio of driving by only a motor generator is compared to a vehicle having only an engine as a driving source and a hybrid vehicle that does not charge electric power from an external power source. However, even in such a plug-in hybrid vehicle, the timing belt 80 is prevented from stopping at the same position for a long time, and the timing belt 80 has a long service life. Can be realized.

  In the above description, the case where the vehicle control device according to the present invention is applied to a plug-in hybrid vehicle that can be charged from a commercial power source is described. However, the present invention is not limited to this, and charging from a commercial power source is performed. The vehicle control apparatus according to the present invention may be applied to a hybrid vehicle that does not have the same.

  In the above description, the case where the control device according to the present invention is applied to the parallel series hybrid vehicle 11 has been described. However, the present invention is not limited to this, and the series in which the output from the engine is transmitted only to the generator. The control device according to the present invention may be applied to a hybrid vehicle of the type.

  Further, the vehicle control device according to the present invention may be applied to a vehicle using only an engine as a drive source. In this case, for example, the crankshaft is rotated by a starter motor.

  In the above description, the hybrid ECU 100 has described the case where the time measurement is always started when the crankshaft 19 is stopped. However, the present invention is not limited to this, and the hybrid ECU 100 has a predetermined degree of deterioration of the timing belt 80. Only when the value is exceeded, the time for stopping the crankshaft 19 may be measured.

  In this case, the hybrid ECU 100 measures the degree of deterioration of the timing belt 80 as follows.

  As shown in FIG. 6, the life of the timing belt 80 is determined by the effective tension (N) and the number of repetitions (n). The effective tension (N) is a value indicating how much the timing belt 80 is pulled, and the number of repetitions (n) indicates how many times, that is, how many times it has been rotated.

  For example, when the timing belt 80 continues to rotate with the effective tension a, it indicates that the service life is reached with c rotation. In addition, when the timing belt 80 continues to rotate with the effective tension b, it indicates that the service life comes to d rotation. Therefore, when the effective tension (N) applied to the timing belt 80 changes from a to b, the life of the timing belt 80 is extended from c rotation to d rotation. Thus, the life of the timing belt 80 can be roughly grasped by the area required by the effective tension (N) and the number of repetitions (n).

  In other words, the life of the timing belt 80 is known from the sum of effective tension applied to the timing belt 80. Therefore, the life of the timing belt 80 corresponding to this sum is calculated in advance by experimental measurement, and this calculated value is used as the timing belt 80. Is stored in the ROM 100b of the hybrid ECU 100.

  The hybrid ECU 100 calculates the total effective tension applied to the timing belt 80 as a degree of deterioration, and does not execute the output shaft rotation control described above until the degree of deterioration exceeds a predetermined value, and the degree of deterioration is a predetermined value. When the value exceeds the value, output shaft rotation control is executed. The predetermined value of the degree of deterioration is determined, for example, as a ratio of the total effective tension to the life determination value of the timing belt 80. Therefore, the hybrid ECU 100 constitutes a deterioration degree calculating means according to the present invention.

  Further, the total effective tension applied to the timing belt 80 is stored in a writable and erasable memory such as a flash memory and added according to the driving of the engine 12.

  By having such a configuration, in the vehicle control device according to the embodiment of the present invention, the degree of deterioration of the timing belt 80 exceeds a predetermined value, and the possibility that the deterioration of the timing belt 80 proceeds rapidly increases. Even in this case, it is possible to prevent the belt from rapidly deteriorating by preventing the high load from being continuously applied to a specific portion, and to extend the life of the belt.

  The hybrid ECU 100 may set the specified time A to be shorter as the total effective tension applied to the timing belt 80 becomes larger, that is, as the degree of deterioration of the timing belt 80 becomes higher. As a result, it is possible to prevent a high load from being applied to a specific portion of the timing belt 80 as the possibility of missing teeth in the timing belt 80 increases, so that it is possible to extend the life of the belt.

  As described above, the vehicle control device according to the present invention has an effect of suppressing the deterioration of the belt and extending the life of the belt, and the endless transmission wound around the output shaft of the internal combustion engine. This is useful for a vehicle control device that protects members.

DESCRIPTION OF SYMBOLS 11 Hybrid vehicle 12 Engine 13 Drive shaft 15 Power transmission device 18 Power distribution mechanism 19 Crankshaft 61 Inverter 62 Inverter 63 Battery 65 Crank angle sensor 68 DC / DC converter 69 AC / DC converter 73 Intake camshaft 74 Exhaust camshaft 79 Crank sprocket 80 Timing belt 88 Intake cam sprocket 89 Exhaust cam sprocket 91 Shift lever 92 Accelerator pedal 93 Brake pedal 100 Hybrid ECU
100a CPU
100b ROM
100c RAM
101 engine ECU
102 motor ECU
103 battery ECU
111 Rotation position detection sensor 112 Rotation position detection sensor

Claims (7)

A plurality of teeth wound around a crank sprocket installed on an output shaft of the internal combustion engine and a cam sprocket installed on a camshaft that drives a valve of the internal combustion engine, and meshing with the crank sprocket and the cam sprocket; A vehicle control device including an endless transmission member that transmits rotation of the output shaft to the camshaft by driving the internal combustion engine,
Stop timing means for timing the time elapsed from any one of the stop of the output shaft due to a system stop and the stop of the output shaft due to a mode other than the engine operation mode;
An output shaft rotating means for rotating the output shaft on condition that the time counted by the stop timing means exceeds a predetermined time. The output shaft rotating means includes a tooth at a position where engagement with the crank sprocket and the cam sprocket starts and a tooth at a position where engagement ends of the endless transmission member when rotation of the output shaft stops. 2. The vehicle control device according to claim 1, wherein the output shaft is rotated so as to move to a position different from a position where engagement with the cam sprocket starts and a position where engagement ends. 3.   The output shaft rotating means is configured such that when the rotation of the output shaft stops, the teeth of the endless transmission member that mesh with the crank sprocket and the cam sprocket move to a position that does not mesh with the crank sprocket and the cam sprocket. The vehicle control device according to claim 1, wherein the output shaft is rotated. The vehicle further includes a rotating electric machine as a drive source,
2. The stop timing unit counts a time that has elapsed since the rotation of the output shaft stopped, on condition that the vehicle is running with a driving force from the rotating electrical machine. The vehicle control device according to any one of claims 3 to 3 . The vehicle further comprises power storage means for charging power supplied from an external power source,
The vehicle control apparatus according to claim 4 , wherein the rotating electrical machine is driven by electric power supplied from the power storage unit. A deterioration degree calculating means for calculating a deterioration degree of the endless transmission member;
The stop timing unit counts the time that has elapsed since the rotation of the output shaft stopped, on condition that the deterioration degree calculated by the deterioration degree calculation unit exceeds a predetermined value. The vehicle control device according to any one of claims 1 to 5 . A deterioration degree calculating means for calculating a deterioration degree of the endless transmission member;
The output shaft rotating means sets the predetermined time shorter as the deterioration degree calculated by the deterioration degree calculating means is higher. Vehicle control device.

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