JP6354687B2 - Vehicle control device - Google Patents

Description

  The present invention belongs to a technical field related to a vehicle control device including an engine, a generator that is driven by the engine to generate electric power, and a battery that is charged with electric power generated by the generator.

  Conventionally, a vehicle (particularly a series-type hybrid vehicle) including an engine, a generator that is driven by the engine to generate electric power, and a battery that is charged with electric power generated by the generator is known. In a series-type hybrid vehicle, when a power generation request is made, the engine is started and the generator is driven by the engine to generate power by the generator, and the generated power is charged to the battery or travels. To be supplied to the motor.

  Immediately after starting the engine, it is desired to bring the engine to a warm state at an early stage. For this reason, for example, in Patent Document 1, valve overlap period changing means (exhaust valve timing variable mechanism) is provided for changing the valve overlap period in which both the intake valve and the exhaust valve are opened. Residual gas in the engine is increased by extending the lap period compared to the warm period.

JP-A-5-215011

  By the way, when the temperature of the battery is not within a predetermined range (for example, −10 ° C. to 60 ° C.) or when the remaining capacity (SOC) of the battery is considerably large (for example, more than 80%), In this case, from the viewpoint of suppressing the early deterioration of the battery, charging restriction is performed to limit the charging power to the battery to be equal to or lower than the maximum chargeable power of the low value. In the vehicle as described above, when the charging of the battery is limited, the engine output (that is, the generated power) is limited corresponding to the charging power limited by the battery. When trying to operate the engine at a good engine speed or at an engine speed that does not cause the rotation to become unstable, it is necessary to reduce the engine load (power generation load). As a result, the engine is usually operated at a light load. become.

  In this way, the engine is controlled so that the engine load is lightened by limiting the charging of the battery. During the battery charging limiting operation of the engine, unstable combustion with a low combustion temperature continues for a long time from the start of the engine. Therefore, it is more strongly required to bring the engine to a warm state at an early stage. Therefore, during the battery charge limited operation, it is conceivable to promote the warm-up of the engine by further expanding the valve overlap period as in the conventional example.

  However, in the conventional engine warm-up promotion method, a complicated mechanism such as a variable valve timing mechanism of the intake valve and / or the exhaust valve is required, and an engine (particularly a rotary piston) is not provided with such a mechanism. It is difficult to apply to the engine.

  The present invention has been made in view of such a point, and an object thereof is an engine, a generator driven by the engine to generate electric power, and a battery charged with electric power generated by the generator. In the vehicle control apparatus having the above, it is possible to easily promote the warm-up of the engine when the charging of the battery is limited without providing a complicated variable valve timing mechanism or the like in the engine.

  In order to achieve the above object, the present invention is directed to a vehicle control device including an engine, a generator driven by the engine to generate electric power, and a battery charged with electric power generated by the generator. A control means for controlling the operation of the engine and the generator, wherein the engine has an intake / exhaust opening in which the opening of the intake passage to the combustion chamber and the opening of the exhaust passage to the combustion chamber are in communication with each other. The control means is configured to have a communication period, and the control means controls the engine so that the engine load is reduced to a predetermined value or less by limiting the charging of the battery. It is configured to execute power generation load increase control for increasing the power generation load of the generator while the engine output is constant during the communication period. It was formed.

  With the above configuration, the intake and exhaust opening communication period in which the opening of the intake passage to the combustion chamber and the opening of the exhaust passage to the combustion chamber in the engine are in communication (in a reciprocating engine having an intake valve and an exhaust valve, When the power generation load increase control is executed during the valve overlap period in which both the valve and the exhaust valve are open, the engine speed is temporarily slowed (brake applied), resulting in power generation. Compared with the case where the load increase control is not executed, the remaining amount of exhaust gas in the combustion chamber is increased, and the warm-up of the engine can be promoted. Therefore, it is possible to easily promote warm-up of the engine when the charging of the battery is limited without providing a complicated variable valve timing mechanism or the like in the engine.

  In the vehicle control apparatus, the engine has a substantially triangular shape in a rotor housing chamber defined by a rotor housing having a substantially elliptical trochoid inner peripheral surface and a side housing disposed so as to sandwich the rotor housing. The rotors are housed to define three working chambers as the combustion chambers, and the rotors perform a planetary rotation around the output shaft, thereby moving the working chambers in the circumferential direction while performing intake, compression, and expansion. And a rotary piston engine configured to sequentially perform the exhaust strokes, and the rotary piston engine is provided in the plug hole of the rotor housing so as to face the working chamber in the compression or expansion stroke. Spark control plug, the control means during the battery charge limited operation, In addition to the intake / exhaust opening communication period, the apex seal provided at each apex of the rotor is configured to execute the power generation load increase control also during the plug hole passage period in which the plug hole passes through the plug hole. It is preferable.

  As a result, even with a rotary piston engine in which it is difficult to provide a variable valve timing mechanism or the like, warm-up of the engine can be easily promoted when charging of the battery is limited. In the rotary piston engine, when the apex seal passes through the plug hole, the exhaust gas flows from the working chamber in the expansion or exhaust stroke through the plug hole into the working chamber in the intake or compression stroke. Even when the power generation load increase control is executed, the inflow amount of the exhaust gas is increased compared to the case where the power generation load increase control is not executed, and the engine warm-up can be further promoted. become.

  In the vehicle control apparatus, the engine includes a direct injection valve that directly injects fuel into the combustion chamber and a port injection valve that injects fuel into the intake passage, and the control means includes the battery charging unit. In the limited operation, it is preferable that the port injection valve is configured to inject fuel into the intake passage.

  Thus, during the battery charge limiting operation, fuel is injected into the intake passage by the port injection valve, whereby fuel vaporization / atomization can be promoted and combustion stability can be improved.

  In the control apparatus for the vehicle, the control means sets the engine speed during the battery charge limited operation, and the engine speed during normal engine operation when the engine is operating when there is no battery charge limit. And the predetermined value is set to such a value that the engine output when the engine is operated at the low rotation speed becomes an engine output corresponding to the limited charging power of the battery. It is preferable that it is comprised.

  By doing so, the engine speed can be lowered and the engine load can be increased. As a result, the amount of heat generated in the engine can be increased, and the warm-up of the engine can be promoted.

  In the vehicle control apparatus, the engine uses a first fuel and a second fuel having a higher calorific value per unit volume and lower ignitability than the first fuel. When the engine is normally operated when the battery is not charged, the first fuel and the second fuel are supplied to the engine combustion chamber at substantially the same volume ratio. During the battery charge limited operation, when the remaining amount of the first fuel is greater than a predetermined amount, the first fuel and the second fuel are supplied to the combustion chamber of the engine at substantially the same volume ratio. When the remaining amount of the first fuel is equal to or less than the predetermined amount, it is preferable that the use of the first fuel is limited except during a cold start of the engine.

  As a result, when the remaining amount of the first fuel is reduced, the engine is operated mainly with the second fuel while suppressing the use of the first fuel with high ignitability as much as possible, so that the engine The amount of heat generated can be increased as much as possible to promote engine warm-up.

  In the case of the above-described configuration, the control means uses the first fuel as combustion assist when the first fuel is restricted during the battery charge restriction operation, and the assist amount of the first fuel is determined by the engine. It is preferable that the temperature is increased as the temperature of the cooling water is lower.

  As described above, by using an appropriate amount of the first fuel with high ignitability as combustion assist, the combustibility can be improved, and the assist amount is increased as the cooling water temperature of the engine is lower. As a result, even when the engine is in an extremely cold state, a light load operation can be performed during the battery charge limited operation.

  In the vehicle control apparatus, it is preferable that the control means is configured to increase the predetermined value as the temperature of the cooling water of the engine is lower.

  As a result, the lower the engine cooling water temperature, the larger the engine load and the amount of heat generated in the engine can be increased, and the engine can be warmed up.

  As described above, according to the vehicle control apparatus of the present invention, the engine is controlled such that the engine load is reduced to a predetermined value or less by limiting the charging of the battery. During the intake and exhaust opening communication period in which the opening to the combustion chamber and the opening to the combustion chamber in the exhaust passage are in communication, the power generation load increase control is executed to increase the power generation load of the generator while the engine output is constant By doing so, the engine warm-up can be easily promoted when the charging of the battery is limited without providing a complicated valve timing variable mechanism or the like in the engine.

It is the schematic of the vehicle by which the control apparatus which concerns on embodiment of this invention is mounted. It is a block diagram which shows the structure of the engine of the said vehicle, and its control system. It is sectional drawing which shows the state in which an engine exists in an intake-exhaust opening communication period. It is sectional drawing which shows a state in which an engine exists in the trailing side plug hole passage period. It is sectional drawing which shows a state in which an engine exists in the leading side plug hole passage period. It is a graph which shows the relationship between the temperature of a battery, and the maximum chargeable electric power with respect to this battery. It is a graph which shows the relationship between SOC of a battery and the maximum chargeable electric power with respect to this battery. It is a graph which shows the relationship between engine water temperature and a predetermined value. It is a graph which shows the relationship between engine water temperature and hydrogen assist amount. It is a flowchart which shows the processing operation of control of an engine and a generator by a control unit.

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

  FIG. 1 is a schematic diagram of a vehicle 1 equipped with a control device according to an embodiment of the present invention. The vehicle 1 is a so-called range extender EV vehicle (also referred to as a series hybrid vehicle), and includes an engine 10, a generator 20 driven by the engine 10 to generate electric power, and electric power generated by the generator 20. Is stored (charged) in the high-voltage / large-capacity battery 30, and both the generated power of the generator 20 driven by the engine 10 and the stored power (discharged power) of the battery 30 or only the discharged power of the battery 30 And a drive motor 40 driven by In the present embodiment, the generator 20 is a motor generator having a function of a motor, and the engine 10 is driven (cranked) by the generator 20 as a motor to start the engine 10. .

  A first inverter 50 is provided between the generator 20 and the battery 30, and a second inverter 51 is provided between the battery 30 and the drive motor 40. The first inverter 50 and the second inverter 51 are connected to each other, and the battery 30 is connected to the connection line. The power generated by the generator 20 is supplied to the battery 30 via the first inverter 50 and also supplied to the drive motor 40 via the first and second inverters 50 and 51. Discharged power from the battery 30 is supplied to the drive motor 40 via the second inverter 51.

  The drive motor 40 is basically driven by the discharge power of the battery 30, and the output of the drive motor 40 is insufficient with only the discharge power of the battery 30, such as when the vehicle 1 is requested to accelerate the vehicle 1. Sometimes, the engine 10 is started and the power generated by the generator 20 is also supplied to the drive motor 40. The output of the drive motor 40 is transmitted to the drive wheels 61 (the left and right front wheels steered by the steering wheel 62) via the differential device 60, whereby the vehicle 1 travels. Thus, the drive motor 40 is a vehicle drive motor.

  The drive motor 40 is capable of generating regenerative power, and operates as a generator when the vehicle 1 is decelerated, so that the battery 30 is charged with the generated power (regenerative power).

  When the remaining capacity (SOC) of the battery 30 falls below a predetermined capacity, the engine 10 is started and the battery 30 is charged with the generated power of the generator 20. The predetermined capacity is a capacity that is higher than the level that requires urgently required charging of the battery 30, and is a capacity that can be maintained at an appropriate level that is not too low and not too high as the remaining capacity of the battery 30. is there. The battery 30 can be externally charged by a power source external to the vehicle 1.

  The engine 10 is a power generation engine used to drive the generator 20 to generate power. The engine 10 is a multi-fuel engine configured such that hydrogen gas stored in the hydrogen tank 70 and natural gas (CNG) stored in the CNG tank 71 can be supplied as fuels. Hydrogen gas corresponds to the first fuel, and natural gas corresponds to the second fuel that has a higher calorific value per unit volume and lower ignitability than the first fuel. The second fuel is not limited to natural gas but may be propane or butane, for example.

  As shown in FIG. 2, the engine 10 is a twin-rotor (two-cylinder) rotary piston engine, and is roughly arranged in a rotor housing chamber 11 a formed in two saddle-shaped rotor housings 11 (inside cylinders). Each of the triangular rotors 12 is accommodated. The two rotor housings 11 are integrated with the side housings so as to be sandwiched between three side housings (not shown), and each rotor housing chamber 11a is composed of each rotor housing 11 and the side housings on both sides thereof. Are partitioned. Each rotor housing 11 has a trochoid inner peripheral surface 11b having a substantially elliptical shape (substantially elliptical shape defined by a major axis Y and a minor axis Z (see FIGS. 3 to 5) orthogonal to each other). In FIG. 2, the two rotor housings 11 (two cylinders) are shown in an unfolded state, and the eccentric shafts 13 respectively drawn in the central portions in the two rotor housings 11 are the same.

  Each rotor 12 has an apex seal (not shown) at each apex of the triangle, and these apex seals are in sliding contact with the trochoid inner peripheral surface 11b (see FIGS. 3 to 5) of the rotor housing 11. Each rotor 12 defines three working chambers (corresponding to combustion chambers) in each rotor accommodating chamber 11a (each cylinder). Each rotor 12 rotates about the eccentric shaft 13 in a state where the three apex seals of the rotor 12 are in contact with the trochoid inner peripheral surface 11b of the rotor housing 11, and the axis X of the eccentric shaft 13 is rotated. It revolves around (see FIGS. 3 to 5). While the rotor 12 makes one revolution, the working chambers formed between the tops of the rotor 12 move in the circumferential direction, and the intake, compression, expansion (combustion), and exhaust strokes are performed. The rotating force is output from the eccentric shaft 13 as the output shaft through the rotor 12. The axial center X of the eccentric shaft 13 extends in a direction perpendicular to the major axis Y and the minor axis Z, the major axis Y extends in the vertical direction, and the minor axis Z extends in the horizontal direction.

  An intake passage 14 is connected to each of the rotor accommodating chambers 11a so as to communicate with an intake opening 14a (see FIGS. 3 to 5) that opens to the working chamber in the intake stroke, and the working chamber in the exhaust stroke. An exhaust passage 15 is connected so as to communicate with an exhaust opening 15 a (see FIGS. 3 to 5) that opens to the top. The intake opening 14a corresponds to the opening of the intake passage 14 (intake port) in the engine 10 to the combustion chamber, and the exhaust opening 15a corresponds to the opening of the exhaust passage 15 (exhaust port) in the engine 10 to the combustion chamber. There is one intake passage 14 on the upstream side, but on the downstream side, the intake passage 14 branches into two branch passages and communicates with each of the rotor accommodating chambers 11a. On the upstream side of the branch portion of the intake passage 14 (upstream side of a compressor 85a of an exhaust turbocharger 85 to be described later), the intake passage 14 is driven by a throttle valve actuator 90 such as a stepping motor and has a cross-sectional area ( A throttle valve 16 for adjusting the valve opening) is provided. The throttle valve 16 adjusts the amount of intake air into each rotor accommodating chamber 11a (the working chamber in the intake stroke). In engine control described later in this embodiment, the throttle valve 16 is fully opened.

  In each branch passage downstream of the branch portion of the intake passage 14, hydrogen gas from the hydrogen tank 70 and natural gas from the CNG tank 71 are supplied to the intake passage 14 (especially the intake port or its vicinity). A hydrogen port injection valve 17A and a CNG port injection valve 17B are provided respectively for injection. The hydrogen gas and natural gas injected by the hydrogen and CNG port injection valves 17A and 17B, respectively, are mixed with air and supplied to the working chamber in the intake stroke.

  The hydrogen and CNG port injection valves 17A and 17B are set in advance because the temperature of the cooling water of the engine 10 (hereinafter referred to as engine cooling water) is extremely low even when the engine 10 is extremely cold (even when the engine is cold). Used when starting the engine 10 when the battery 30 is charged and when the battery 30 is charged as described later. In other cases, fuel (hydrogen gas and natural gas) is directly injected into the working chamber (combustion chamber) from hydrogen and CNG direct injection valves 18A and 18B described later. When the engine 10 is extremely cold, the fuel injection openings of the hydrogen and CNG direct injection valves 18A and 18B may be blocked by freezing of water generated by fuel combustion. Therefore, fuel is injected from the hydrogen and CNG port injection valves 17A and 17B.

  Two exhaust passages 15 are provided on the upstream side so as to communicate with the respective rotor accommodating chambers 11a, but are joined together on the downstream side. A low temperature active three-way catalyst 81 and a NOx occlusion reduction catalyst 82 for purifying exhaust gas are disposed downstream of the merging portion of the exhaust passage 15. The low temperature active three-way catalyst 81 is a three-way catalyst having a catalyst activation temperature lower than that of the NOx storage reduction catalyst 82, and is disposed upstream of the NOx storage reduction catalyst 82. In FIG. 2, arrows shown in the intake passage 14 and the exhaust passage 15 indicate the flow of intake and exhaust.

  The NOx occlusion reduction catalyst 82 is configured, for example, by supporting a NOx occlusion agent such as barium (Ba) or potassium (K) on a carrier containing a noble metal such as platinum (Pt) or palladium (Pd). The NOx in the exhaust gas of the engine 10 is occluded in a lean air-fuel ratio atmosphere, and the occluded NOx is released in a rich air-fuel ratio atmosphere to cause the NOx to react with HC and CO in the exhaust gas. Have the function of reducing

  In each rotor housing 11 (each cylinder), a hydrogen direct injection valve 18A for directly injecting hydrogen gas from the hydrogen tank 70 into the working chamber (combustion chamber) in the compression stroke of the rotor accommodating chamber 11a; A CNG direct injection valve 18B for directly injecting natural gas from the CNG tank 71 into the working chamber (combustion chamber) in the compression stroke of the rotor accommodating chamber 11a is provided. In each rotor housing 11, two CNG direct injection valves 18B are provided, and these two CNG direct injection valves 18B are arranged in the width direction of the rotor 12 (the direction in which the axis X of the eccentric shaft 13 extends). (In FIG. 2 to FIG. 5, the CNG direct injection valve 18B on the back side of the drawing is not visible). When hydrogen gas and natural gas are directly injected into the working chamber by the hydrogen direct injection valve 18A and the CNG direct injection valve 18B, the hydrogen gas and the natural gas have approximately the same volume ratio (both are approximately 50%). Inject into the working chamber. In the present embodiment, when the natural gas is directly injected into the working chamber, the natural gas is always injected from the two CNG direct injection valves 18B.

  When viewed from the direction in which the axis X of the eccentric shaft 13 extends, both the trailing side (delay side) and leading side (advance side) positions (short axis) of the rotor housing 11 in the rotor rotation direction across the short axis Z In the vicinity of Z), a plug hole 11c for a spark plug is formed (see FIGS. 3 to 5). Each plug hole 11c extends parallel to the short axis Z and opens into the rotor accommodating chamber 11a. A spark plug 19 is provided in each plug hole 11c so as to face the working chamber in the compression or expansion stroke. Both spark plugs 19 are ignited in the order of the leading side and the trailing side in the vicinity of the compression top (TDC) to ignite the air-fuel mixture in the working chamber in the compression or expansion stroke.

  The engine 10 is provided with an exhaust turbocharger 85 that supercharges intake air into the working chamber (combustion chamber) in the intake stroke in each rotor accommodating chamber 11a of the engine 10. The exhaust turbocharger 85 includes a compressor 85 a disposed on the downstream side of the throttle valve 16 in the intake passage 14 and a downstream side of the merging portion in the exhaust passage 15 and an upstream side of the three-way catalyst 81. And a turbine 85b disposed in the turbine. The turbine 85b is rotated by the exhaust gas flow, and the rotation of the turbine 85b activates the compressor 85a connected to the turbine 85b to compress the air taken into the intake passage 14. The compressed air is cooled by an intercooler 86 disposed on the downstream side of the compressor 85a in the intake passage 14, and then in the intake chamber in each rotor accommodating chamber 11a via each branch path. Inhaled.

  The vehicle 1 includes a battery current / voltage sensor 101 that detects a current flowing in and out of the battery 30 and a voltage of the battery 30, and an accelerator that detects an amount of depression of an accelerator pedal by an occupant of the vehicle 1 (accelerator opening by an occupant's operation). An opening sensor 102, a vehicle speed sensor 103 that detects the vehicle speed of the vehicle 1, a rotation angle sensor 104 that is provided on the eccentric shaft 13 and detects the rotation angle position of the eccentric shaft 13, and a low-temperature active three-way catalyst in the exhaust passage 15 An air-fuel ratio sensor 105 (configured by a linear O2 sensor in this embodiment) that is disposed between the turbine 81 and the turbine 85 b and detects the air-fuel ratio of the exhaust gas of the engine 10, and the rotor housing 11 It faces the formed water jacket (not shown) and flows through the water jacket. Engine water temperature sensor 106 for detecting the temperature of the engine cooling water (engine water temperature), the pressure in the hydrogen tank 70 (that is, the hydrogen gas remaining amount in the hydrogen tank 70), and the pressure in the CNG tank 71 (that is, in the CNG tank 71) A tank pressure sensor 107 (which is provided separately for the hydrogen tank 70 and the CNG tank 71), and an air flow sensor 108 for detecting the intake air flow rate sucked into the intake passage 14. The battery temperature sensor 109 for detecting the temperature of the battery 30 and the control for operating the engine 10 and controlling the operation of the first and second inverters 50 and 51 (that is, controlling the operation of the generator 20 and the drive motor 40). A unit 100 is provided. The rotation angle sensor 104 also serves as an engine rotation speed sensor that detects the rotation speed of the engine 10.

  The control unit 100 is a controller based on a well-known microcomputer, and includes a central processing unit (CPU) that executes a program, a memory that is configured by, for example, a RAM or ROM, and stores a program and data, and an electrical signal An input / output (I / O) bus. The control unit 100 includes a battery current / voltage sensor 101, an accelerator opening sensor 102, a vehicle speed sensor 103, a rotation angle sensor 104, an air-fuel ratio sensor 105, an engine water temperature sensor 106, a tank pressure sensor 107, an air flow sensor 108, a battery temperature sensor. Various information signals from 109 etc. are input.

  The generator 20 transmits information on the voltage and current generated by the generator 20 to the control unit 100. The control unit 100 inputs the information and generates power generated by the generator 20 from the information. (Power generation amount) is detected.

  The drive motor 40 transmits information on the rotational speed of the drive motor 40 and information on the regenerative power generation voltage and regenerative power generation current generated by the drive motor 40 to the control unit 100, and the control unit 100 transmits the information. The input is used to control the operation of the drive motor 40.

  Then, based on the input signal, the control unit 100 controls the throttle valve actuator 90, the hydrogen port injection valve 17A, the CNG port injection valve 17B, the hydrogen direct injection valve 18A, the CNG direct injection valve 18B, and A control signal is output to the spark plug 19 to control the engine 10, and a control signal is output to the first and second inverters 50 and 51 to control the generator 20 and the drive motor 40. The control unit 100 constitutes control means for controlling the operation of the engine 10 and the generator 20.

  The control unit 100 controls the first and second inverters 50 and 51 to generate power from the generator 20 and the first mode in which the drive motor 40 is driven only with the discharged power from the battery 30 with the engine 10 stopped. A second mode in which the drive motor 40 is driven with the discharge power from the battery 30 while charging the battery 30 with the power, and a third mode in which the drive motor 40 is driven with the power from both the battery 30 and the generator 20. Switch to the mode. In this third mode, all of the power generated by the generator 20 is supplied to the drive motor 40, and a part of the power generated by the generator 20 is supplied to the drive motor 40 while the rest is supplied to the battery 30. Is included. In the second mode, the drive motor 40 may be driven only by the generated power of the generator 20.

  The control unit 100 detects the remaining capacity (SOC) of the battery 30 based on the current flowing into and out of the battery 30 and the voltage of the battery 30 detected by the battery current / voltage sensor 101. Then, the control unit 100 selects the first mode when the SOC of the battery 30 is higher than the predetermined capacity, and the acceleration request of the vehicle 1 more than the predetermined even if the SOC of the battery 30 is higher than the predetermined capacity. In the case where the required output of the drive motor 40 based on the signals from the accelerator opening sensor 102 and the vehicle speed sensor 103 is large as in the case where there is, the third mode is selected. Further, the control unit 100 selects the second mode when the SOC of the battery 30 is not more than the predetermined capacity. Also in this case, when the required output of the drive motor 40 is large, the third mode is selected. In addition, when the hydrogen gas remaining amount in the hydrogen tank 70 by the tank pressure sensor 107 is equal to or less than a preset first set value (a value close to 0), or when the natural gas remaining amount in the CNG tank 71 is The first aspect is selected when the second set value (value close to 0) or less is set in advance.

  When the engine 10 is in a stopped state, the control unit 100 determines whether or not there is an operation request for the engine 10 based on the required output of the drive motor 40 and the SOC value of the battery 30 (in this embodiment, whether or not there is a power generation request). If the engine 10 is requested to operate (power generation request), the engine 10 is cranked by the generator 20 as a motor and the engine 10 is started. The engine 10 is operated to generate power.

  When the engine 10 is in normal operation (except when NOx is released from the NOx occlusion reduction catalyst 82) when the engine 10 is in operation when there is no charging limitation of the battery 30 as described later, the control unit 100 is a predetermined unit of the vehicle 1. Unless there is the above acceleration request, basically, steady operation is performed at a preset rotational speed set in advance, and the engine rotational speed during the steady operation (the set rotational speed) is an efficiency including the highest efficiency point of the engine 10. In a good region (for example, 1800 rpm to 2200 rpm), and in this embodiment, 2000 rpm. The engine load during steady operation is a medium load or a high load that is larger than a predetermined value described later. During the normal engine operation, when the vehicle 1 is requested to be accelerated more than a predetermined value, the engine speed is higher than 2000 rpm, and the higher the required output of the drive motor 40, the higher the engine speed. When the vehicle 1 is requested to accelerate more than a predetermined value, the target boost pressure is set according to the required output of the drive motor 40. Further, during the normal operation of the engine, hydrogen gas and natural gas are directly injected into the working chamber at substantially the same volume ratio by the hydrogen direct injection valve 18A and the CNG direct injection valve 18B (the engine 10 is extremely cold). The same applies when starting except for the time). The engine 10 is basically operated with a lean air-fuel ratio both during the normal engine operation and during the engine warm-up promotion operation described later. When NOx is released from the NOx storage reduction catalyst 82, the engine 10 is operated with a rich air-fuel ratio (for example, an excess air ratio λ = 0.9). The NOx is released when the NOx occlusion amount of the NOx occlusion reduction catalyst 82 becomes larger than a predetermined occlusion amount (an amount slightly smaller than a level at which it can no longer be occluded). The NOx occlusion amount can be calculated from the operation history of the engine 10, and the control unit 100 integrates the NOx occlusion amount based on the operation state during the operation of the engine 10.

  Further, the control unit 100 controls the power generator 20 (first inverter 50) so that the power generation amount (generated power) by the power generator 20 becomes a preset target power generation amount during the normal engine operation. This control of the generator 20 is called generator normal control. The target power generation amount is a value corresponding to the engine output obtained from the engine speed (2000 rpm) and the engine load at the time of steady operation of the engine 10, and when the vehicle 1 is requested to accelerate more than a predetermined amount. The value corresponds to the required output of the drive motor 40.

  Here, the maximum chargeable power for the battery 30 is determined by the temperature of the battery 30 detected by the battery temperature sensor 109 and the SOC of the battery 30, as shown in FIGS. Is not within a predetermined range of T1 (for example, −10 ° C.) to T2 (for example, 60 ° C.), or when the SOC of the battery 30 is higher than a preset set capacity L1 (for example, 80%). 30 is lower than when the temperature of the battery 30 is within the predetermined range (T1 to T2) or when the SOC is equal to or less than the set capacity L1. From the standpoint of suppression, charging restriction is performed to limit the charging power for the battery 30 to be equal to or lower than the low value maximum chargeable power.

  When the temperature of the battery 30 is lower than the minimum value (T1) of the predetermined range, the maximum chargeable power is lower as the temperature of the battery 30 is lower, and the temperature of the battery 30 is lower than the maximum value of the predetermined range ( When the temperature is higher than T2), the temperature is lower as the temperature of the battery 30 is higher. Further, when the SOC of the battery 30 is higher than the set capacity L1, the maximum chargeable power becomes lower as the SOC of the battery 30 is higher. In the present embodiment, the relationship between the temperature and SOC of the battery 30 and the maximum chargeable power for the battery 30 is stored in the memory of the control unit 100 as a map.

  When the control unit 100 supplies and charges the power generated by the generator 20 from the operation of the engine 10 to the battery 30 (when the second mode is selected), when the charging of the battery 30 is limited, The engine 10 is controlled so that the engine load is lighter than a predetermined value. That is, since the engine output (that is, generated power) is limited in accordance with the limited charging power of the battery 30, the engine speed with a relatively high rate or an engine in which the rotation does not become unstable. In order to operate the engine 10 at the rotational speed, it is necessary to reduce the engine load (the load of the generator 20 (power generation load)). As described above, the engine 10 is controlled so that the engine load is reduced to a light load equal to or lower than the predetermined value by limiting the charging of the battery 30. During the battery charging limited operation of the engine 10, the engine load is reduced as much as possible. In order to increase the engine speed (increase the amount of heat generated in the engine 10 to promote warm-up of the engine 10), the engine speed is lower than the engine speed (2000 rpm) during normal operation of the engine, and the predetermined The engine output when the engine 10 is operated at the low rotational speed is the limited charging power of the battery 30 (when the temperature of the battery 30 is not within the predetermined range, or the SOC of the battery 30 is set as described above. The engine output corresponding to the maximum chargeable power for the battery 30 when the capacity is higher than the capacity L1. It is set to UNA value. In the present embodiment, the specific engine speed during the battery charge limited operation is set to 1500 rpm, which is the minimum engine speed at which the rotation does not become unstable. Hereinafter, the battery charge limited operation of the engine 10 that makes such an engine speed is referred to as engine warm-up promotion operation.

  For example, as shown in FIG. 8, the control unit 100 increases the predetermined value as the engine water temperature by the engine water temperature sensor 106 decreases. Thereby, the engine load is increased as the engine water temperature is lower, and the amount of heat generated in the engine 10 is increased.

  Further, the control unit 100 injects hydrogen gas and natural gas into the intake passage 14 by the hydrogen and CNG port injection valves 17A and 17B in the engine warm-up promotion operation. During the engine warm-up promotion operation, when the remaining amount of hydrogen gas by the tank pressure sensor 107 is larger than a predetermined amount (an amount larger than the first set value but smaller than half the full amount), While hydrogen gas and natural gas are supplied to the working chamber (combustion chamber) of the engine 10 at substantially the same volume ratio, when the remaining amount of hydrogen gas is equal to or less than the predetermined amount, except during the cold start of the engine 10, Limit the use of hydrogen gas. In this embodiment, when the use of hydrogen gas is restricted, the hydrogen gas is used as a combustion assist in a volume considerably smaller than the volume of natural gas, and the assist amount of the hydrogen gas is set to an engine as shown in FIG. The temperature is increased as the engine water temperature by the water temperature sensor 106 is lower. In the example of FIG. 9, when the engine water temperature is higher than a predetermined temperature Tw0 (a temperature close to the warm state of the engine 10), the assist amount of hydrogen gas is zero.

  In the engine warm-up promotion operation, although the engine load is increased as much as possible as described above, the engine is operated at a light load. Therefore, when the charging of the battery 30 is limited, the combustion temperature is unstable since the engine 10 is started. Combustion will continue for a long time. Therefore, in the present embodiment, the engine 10 and the control unit 100 are configured as follows in order to further promote the warm-up of the engine 10 during the engine warm-up promotion operation.

  As shown in FIG. 3, the engine 10 is configured to have an intake / exhaust opening communication period in which the intake opening 14 a and the exhaust opening 15 a are in communication with each other. Then, during the engine warm-up promotion operation, the control unit 100 executes power generation load increase control for increasing the power generation load of the generator 20 while the engine output is constant during the intake / exhaust opening communication period. By executing the power generation load increase control during the intake / exhaust opening communication period as described above, the engine speed (rotation of the rotor 12) is temporarily delayed (the rotor 12 is braked). As a result, the residual amount of exhaust gas in the working chamber in the intake stroke increases as compared with the case where the power generation load increase control is not executed. That is, when the engine speed is in a low to medium speed range where the engine speed is equal to or less than a predetermined speed (particularly when the engine speed is as low as 1500 rpm as in the present embodiment), the exhaust pressure is weak, and therefore the intake and exhaust opening communication period The exhaust gas is pulled back from the exhaust passage 15 due to the negative pressure on the side, and when the rotor 12 is braked at this time, the amount of exhaust gas pulled back increases, and the exhaust in the working chamber in the intake stroke increases. The residual amount of gas increases. Therefore, the temperature in the working chamber rises and warming up of the engine 10 can be promoted. In FIG. 3, the descriptions of the hydrogen and CNG port injection valves 17A and 17B and the hydrogen and CNG direct injection valves 18A and 18B are omitted (the same applies to FIGS. 4 and 5).

  Further, in the present embodiment, the control unit 100 includes the apex seal provided at each apex of the rotor 12 on the trailing side and the leading side in addition to the intake and exhaust opening communication period during the engine warm-up promotion operation. The power generation load increase control is also executed during the trailing side and leading side plug hole passage periods passing through the plug holes 11c.

  That is, as shown in FIG. 4, during the trailing side plug hole passing period in which the apex seal passes through the trailing side plug hole 11 c, the exhaust gas in the working chamber in the expansion stroke is transferred to the trailing side plug hole. 11c flows into the working chamber in the intake stroke, but when the power generation load increase control is executed at that time, the inflow amount of the exhaust gas increases as compared with the case where the power generation load increase control is not executed. Thus, warming up of the engine 10 can be further promoted.

  Further, as shown in FIG. 5, during the leading side plug hole passing period in which the apex seal passes the leading side plug hole 11c, the exhaust gas in the working chamber in the exhaust stroke passes through the leading side plug hole 11c. Then, it flows into the working chamber in the compression stroke, but by executing the power generation load increase control at that time, the inflow amount of the exhaust gas increases compared to the case where the power generation load increase control is not executed, The warm-up of the engine 10 can be further promoted.

  In the present embodiment, the engine 10 includes the two plug holes 11c and the two spark plugs 19. However, the engine 10 may include one plug hole 11c and one spark plug 19. In this case, the power generation load increase control may be executed during the plug hole passage period in which the apex seal passes through the one plug hole 11c.

  When the power generation load increase control is not executed during the engine warm-up promotion operation, the power generator 20 (first inverter 50) is configured so that the power generated by the power generator 20 becomes the charging power limited to the battery 30. To control. This control of the generator 20 is called charge limit control.

  The power generation load increase control may be executed when the engine water temperature by the engine water temperature sensor 106 is equal to or lower than the predetermined temperature Tw0, and may not be executed when the temperature is higher than the predetermined temperature Tw0.

  Control operations of the engine 10 and the generator 20 by the control unit 100 will be described based on the flowchart of FIG.

  In the first step S1, various input signals from various sensors are read, and in the next step S2, the required output of the drive motor 40 is calculated based on the signals from the accelerator opening sensor 102 and the vehicle speed sensor 103.

  In the next step S3, based on the required output of the drive motor 40 and the SOC of the battery 30, the presence or absence of an operation request for the engine 10 is confirmed. In the next step S4, it is determined whether or not there is an operation request for the engine 10. judge.

  If the determination in step S4 is NO, the process returns to step S1. If the determination in step S4 is YES, the process proceeds to step S5, where there is a charge limitation on the battery 30 and the vehicle 1 is greater than or equal to a predetermined value. Determine whether there is an acceleration request.

  When the determination in step S5 is NO, the process proceeds to step S6 to perform the engine normal operation. When the process proceeds from step S4 to step S6 through step S5, the engine normal operation is performed after the engine 10 is started. When the engine 10 is started, hydrogen gas and natural gas are directly injected into the working chamber from the hydrogen and CNG direct injection valves 18A and 18B at substantially the same volume ratio (however, when the engine 10 is extremely cold, And hydrogen gas and natural gas are injected at substantially the same volume ratio from the port injection valves 17A and 17B for CNG and the normal operation of the engine after the start-up, from the direct injection valves 18A and 18B for hydrogen and CNG. Hydrogen gas and natural gas are injected directly into the working chamber at approximately the same volume ratio.

  In the next step S7, the generator normal control is executed, and then the process proceeds to step S10.

  On the other hand, when the determination in step S5 is YES, the process proceeds to step S8 to perform the engine warm-up promotion operation. When the process proceeds from step S4 to step S8 through step S5, the engine warm-up promotion operation is performed after the engine 10 is started. When the engine 10 is started, hydrogen gas and natural gas are injected from the hydrogen and CNG port injection valves 17A and 17B and supplied to the working chamber. In the engine warm-up promoting operation after the start, the hydrogen and CNG Hydrogen gas and natural gas are injected from the port injection valves 17A and 17B and supplied to the working chamber. The injection ratio of hydrogen gas and natural gas at this time varies depending on whether the remaining amount of hydrogen gas is greater than or less than the predetermined amount as described above.

  In the next step S9, the control at the time of charging restriction of the generator 20 is executed, and the power generation load increase control is executed during the intake / exhaust opening communication period and the trailing side and leading side plug hole passing period, Thereafter, the process proceeds to step S10.

  In step S10, various input signals are newly read to check whether or not the engine request operation is newly performed, and it is determined whether or not the operation request for the engine 10 has been lost. When the determination in step S10 is NO, the process returns to step S5. On the other hand, when the determination in step S10 is YES, the process proceeds to step S11, the engine 10 is stopped, and then the process returns.

  Therefore, in the present embodiment, the engine 10 is controlled so that the engine load is reduced to a predetermined value or less by limiting the charging of the battery 30. In the engine warm-up promoting operation at a lower speed than the engine speed), the power generation load increase control is executed to increase the power generation load of the generator 20 while the engine output is constant during the intake / exhaust opening communication period. Since it did in this way, even if it does not provide the complicated valve timing variable mechanism etc. in the engine 10, the warming-up of the engine 10 can be easily promoted when the charging of the battery 30 is limited.

  Even in the case of a rotary piston engine in which it is difficult to provide a variable valve timing mechanism or the like as in the present embodiment, warm-up of the engine 10 can be easily promoted when charging of the battery 30 is limited. Further, in the rotary piston engine, in addition to the intake / exhaust opening communication period, the apex seal provided at each apex of the rotor 12 passes through the plug hole 11c on the trailing side and the leading side, respectively. By executing the power generation load increase control even during the hall passage period, the warm-up of the engine 10 can be further promoted.

  The present invention is not limited to the embodiment described above, and can be substituted without departing from the spirit of the claims.

  For example, in the above embodiment, during the engine warm-up promotion operation, the power generation load increase control is executed during the intake and exhaust opening communication period and the trailing side and leading side plug hole passing period. The power generation load increase control may be executed only during the intake / exhaust opening communication period.

  In the above embodiment, the engine 10 is a rotary piston engine, but a reciprocating engine having an intake valve and an exhaust valve may be used. This reciprocating engine has a valve overlap period in which both the intake valve and the exhaust valve are opened (that is, the opening of the intake passage (intake port) to the combustion chamber and the exhaust passage (exhaust port) to the combustion chamber). The valve overlap period may not be variable as long as it is configured to have an intake / exhaust opening communication period in which the opening communicates. In the case of a reciprocating engine, as in the case of a rotary piston engine, when the engine speed is in a low / medium speed region where the engine speed is equal to or lower than a predetermined speed, exhaust gas is drawn back from the exhaust passage during the valve overlap period. At this time, if the brake is applied to the piston, the amount of exhaust gas that is pulled back increases, and the residual amount of exhaust gas in the combustion chamber increases, thus promoting warm-up of the engine when charging of the battery 30 is limited. Will be able to.

  The engine 10 is not limited to gaseous fuel, but may be liquid fuel (for example, gasoline and alcohol), and is not limited to a multi-fuel engine, but only one type of fuel (for example, hydrogen gas). Only CNG, gasoline only) may be used.

  The above-described embodiments are merely examples, and the scope of the present invention should not be interpreted in a limited manner. The scope of the present invention is defined by the scope of the claims, and all modifications and changes belonging to the equivalent scope of the claims are within the scope of the present invention.

  INDUSTRIAL APPLICABILITY The present invention is useful for a vehicle control device that includes an engine, a generator that is driven by the engine to generate electric power, and a battery that is charged with electric power generated by the generator.

1 vehicle 10 engine (rotary piston engine)
DESCRIPTION OF SYMBOLS 11 Rotor housing 11a Rotor storage chamber 11b Trochoid inner peripheral surface 11c Plug hole 12 Rotor 17A Port injection valve for hydrogen 17B Port injection valve for CNG 18A Direct injection valve for hydrogen 18B Direct injection valve for CNG 19 Spark plug 20 Generator 30 Battery 100 Control unit (control means)
106 Engine water temperature sensor

Claims (7)

A vehicle control device comprising an engine, a generator that is driven by the engine to generate power, and a battery that is charged with power generated by the generator,
Control means for controlling the operation of the engine and the generator;
The engine is configured to have an intake and exhaust opening communication period in which the opening of the intake passage to the combustion chamber and the opening of the exhaust passage to the combustion chamber in the engine are in communication with each other.
The control means controls the engine so that the engine load is reduced to a predetermined value or less by limiting the charging of the battery. During the battery charging limiting operation of the engine, the engine output is constant during the intake / exhaust opening communication period. A vehicle control device configured to execute power generation load increase control for increasing the power generation load of the power generator in the state described above. The vehicle control device according to claim 1,
The engine has a substantially triangular rotor housed in a rotor housing chamber defined by a rotor housing having a substantially elliptical trochoid inner peripheral surface and a side housing disposed so as to sandwich the rotor housing. As the combustion chamber is divided into three working chambers, and the rotor moves in a planetary manner around the output shaft, the respective strokes of intake, compression, expansion, and exhaust are sequentially performed while moving the working chambers in the circumferential direction. A rotary piston engine configured to perform,
The rotary piston engine has a spark plug provided in a plug hole of the rotor housing so as to face the working chamber in the compression or expansion stroke,
The control means, during the battery charge limited operation, in addition to the intake and exhaust opening communication period, the apex seal provided at each apex of the rotor also during the plug hole passage period through which the plug hole passes. A vehicle control apparatus configured to execute the power generation load increase control. The vehicle control device according to claim 1 or 2,
The engine includes a direct injection valve that directly injects fuel into the combustion chamber, and a port injection valve that injects fuel into the intake passage.
The vehicle control apparatus, wherein the control means is configured to inject fuel into the intake passage by the port injection valve during the battery charge limited operation. In the control apparatus of the vehicle as described in any one of Claims 1-3,
In the battery charge limited operation, the control means sets the engine speed to a lower speed than the engine speed during normal engine operation when the engine is operating when there is no battery charge limit, In addition, the predetermined value is configured to set the engine output when the engine is operated at the low rotational speed to an engine output corresponding to the limited charging power of the battery. A control device for a vehicle. In the control apparatus of the vehicle as described in any one of Claims 1-4,
The engine uses a first fuel and a second fuel having a higher calorific value per unit volume and lower ignitability than the first fuel,
In the normal operation of the engine, which is the operation of the engine when there is no restriction on charging of the battery, the control means has a combustion chamber of the engine with the first fuel and the second fuel at substantially the same volume ratio. When the remaining amount of the first fuel is greater than a predetermined amount during the battery charge limited operation, the combustion chamber of the engine has the first fuel and the second fuel at substantially the same volume ratio. On the other hand, when the remaining amount of the first fuel is equal to or less than the predetermined amount, the use of the first fuel is limited except during a cold start of the engine. A vehicle control device. The vehicle control device according to claim 5, wherein
The control means uses the first fuel as combustion assist during the battery charge limited operation, when the use of the first fuel is limited, and the assist amount of the first fuel is determined by the temperature of the cooling water of the engine. A control apparatus for a vehicle, characterized in that the lower the number, the greater the number. In the control apparatus of the vehicle as described in any one of Claims 1-6,
The control device for a vehicle, wherein the control means is configured to increase the predetermined value as the temperature of the cooling water of the engine is lower.

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