JP6534459B2 - Vehicle control device - Google Patents

Description

  The present invention relates to a control device for a vehicle equipped with an internal combustion engine.

  Heretofore, many attempts have been made to improve the thermomechanical conversion efficiency for the purpose of improving the fuel efficiency of internal combustion engines. As a result of these attempts, so-called theoretical values, which have the highest thermomechanical conversion efficiency for each internal combustion engine, are determined for various control parameters including the air fuel ratio and ignition timing, and the theoretical values or theoretical values can be obtained. Fuel consumption has been improved by performing control in a similar manner.

  However, the problem here is that when the various control parameters are too close to the above theoretical value, knocking is likely to occur in which the unburned fuel is self-igniting without being ignited.

  And since an excessive temperature rise of a cylinder is mentioned as a cause of such knocking, the oil jet which injects lubricating oil to the inside of a piston is applied until now (for example, refer to patent documents 1).

  The oil jet described in Patent Document 1 includes a valve body, a spring for urging the valve body in the valve closing direction against the oil pressure of lubricating oil, and an increase in oil pressure against the urging by the elastic body. It is a so-called mechanical type which comprises an injection nozzle for changing the posture of the valve from a closed state to an open state and injecting lubricating oil passing through the valve to cool the cylinder.

  However, these oil jets, including those described in the above patent documents, are at such times the viscosity of the lubricating oil, the individual differences of the pump or spring supplying the lubricating oil, and the timing at which the injection of the lubricating oil is started Changes and is difficult to predict. Therefore, even during operation under control in accordance with the state in which the cylinder is cooled by the oil jet, it has not been possible to avoid the problem that the oil jet does not operate actually and knocking occurs. That is, until now, in the determination of the control parameters, in the internal combustion engine, the control to improve the thermo-mechanical conversion efficiency can not be performed after taking into consideration the timing at which the cylinders are cooled.

JP, 2013-144947, A

  An object of the present invention is to accurately detect the timing at which an oil jet valve body transitions from a closed state to an open state and from an open state to a closed state.

  The present invention takes the following measures to achieve such an object.

That is, the control device for a vehicle according to the present invention comprises a valve body, an elastic body urging the valve body in the valve closing direction against the oil pressure of lubricating oil, and an increase in oil pressure resisting the urging by the elastic body. The injection nozzle which changes the posture of the valve body from the closed state to the open state and injects the lubricating oil that has passed through the valve body to cool the cylinder, and the hydraulic pressure of the lubricating oil supplied to the valve body. A control device of a vehicle having an internal combustion engine including an oil pressure sensor for detecting, the main flow passage through which a lubricating oil discharged by an oil pump flows upstream from a communication passage communicating with the valve body and the injection nozzle. It is characterized in that it is determined whether the valve body is in the open state or in the closed state based on the amount of change per unit time of the hydraulic pressure which is the behavior of the hydraulic pressure detected by the hydraulic pressure sensor provided.

  Here, the present invention is characterized in that the timing at which the valve body mutually transitions between the valve opening state and the valve closing state is detected by the behavior of the hydraulic pressure sensor, and the valve opening state and the valve closing state can be determined. It is made by the inventors of the present invention focusing on for the first time.

  According to the present invention, it is possible to accurately detect the timing at which the valve body of the oil jet transitions from the closed state to the open state and from the open state to the closed state.

BRIEF DESCRIPTION OF THE DRAWINGS The figure which shows schematic structure of the internal combustion engine which concerns on one Embodiment of this invention. Configuration explanatory drawing which concerns on the principal part of FIG. The figure which shows the structure of the drive system which concerns on the same embodiment. The figure which shows the behavior of the oil pressure concerning the embodiment as a graph. FIG. 5 is a shift diagram of the continuously variable transmission according to the same embodiment.

  One embodiment of the present invention will be described with reference to the drawings. FIG. 1 shows an outline of a vehicle internal combustion engine in the present embodiment. The internal combustion engine in the present embodiment is a spark ignition gasoline engine, and includes a plurality of cylinders 1 (one of which is shown in FIG. 1). In the vicinity of the intake port of each cylinder 1, an injector 11 for injecting fuel is provided. In addition to the intake valve 18 and the exhaust valve, a spark plug 12 is attached at a substantially central position to the ceiling of the combustion chamber of each cylinder 1. The spark plug 12 is to cause spark discharge between the center electrode and the ground electrode in response to the application of the induction voltage generated in the ignition coil. The ignition coil is integrally incorporated in a coil case together with an igniter which is a semiconductor switching element. The cylinder 1 also has a piston 13 that reciprocates in its interior, in other words, slides in a reciprocating manner inside the cylinder block 17. The piston 13 is pivotally connected to a connecting rod 15 via a piston pin 14, and the connecting rod 15 converts the reciprocation of the piston 13 into the rotational movement of the crankshaft 16. The oil jet 2 is attached to the lower end of the cylinder block 17.

  The oil jet 2 is for cooling the piston 13, and the oil jet 2 includes a main body 20 attached to the cylinder block 17, a valve body 21 mounted in the main body 20, and the valve body 21. The coil spring 22, which is an elastic body urging the valve in the valve closing direction against the oil pressure of the lubricating oil, and the oil pressure rise of the lubricating oil against the urging by the coil spring 22 And an injection nozzle 23 for injecting the lubricating oil that has passed through the valve body to cool the cylinder. More specifically, the injection nozzle 23 protrudes into the cylinder 1 and its tip is bent obliquely upward, and the back surface of the piston 13 near the bottom dead center (in which the piston pin 14 is attached) The lubricating oil is ejected toward the side surface). The oil jet 2 receives a supply of lubricating oil from an oil pump P (FIG. 1). The lubricating oil is stored in an oil pan (not shown) in the crankcase of the internal combustion engine, and is used to lubricate parts of the internal combustion engine. The oil pump P receives supply of driving force from the crankshaft 16 of the internal combustion engine to rotate, sucks and discharges the lubricating oil stored in the oil pan, and is directed to each part of the internal combustion engine including the oil jet 2 Pump. Specifically, the lubricating oil supplied from the oil pump P to the oil jet 2 is introduced into the main body 20 via the communication passage 17 a of the cylinder block 17 connected to the main flow passage. The lubricating oil from the oil pump P, as described above, depresses the valve body 21 against the bias of the coil spring 22 when the hydraulic pressure is above a certain level, and reaches the injection nozzle 23, and the cylinder from the injection nozzle It is injected into 1. The oil pressure of the lubricating oil supplied to the valve body 21 is detected by an oil pressure sensor S provided in the main flow path.

  In the present embodiment, a valve timing mechanism 6 for controlling the open / close timing of the intake valve 18 is provided. One example of the variable valve timing mechanism 6 is a mode in which the open / close timing of the intake valve 18 is changed by changing the rotational phase of the intake camshaft (not shown) with respect to the crankshaft 16 by hydraulic pressure. In addition, as the variable valve timing mechanism 6, various existing configurations, such as an aspect in which the intake valve 18 is used as a solenoid valve to electrically control the open / close timing, can be applied.

  An intake passage 3 for supplying intake air takes in air from the outside and leads it to the intake port of each cylinder 1. On the intake passage 3, an air cleaner 31, an electronic throttle valve 32, a surge tank 33, and an intake manifold 34 are arranged in this order from the upstream.

  The exhaust passage 4 for discharging the exhaust leads the exhaust generated as a result of burning the fuel in the cylinder 1 from the exhaust port of each cylinder 1 to the outside. An exhaust manifold 42 and a three-way catalyst 41 for exhaust purification are disposed on the exhaust passage 4.

  FIG. 3 shows an example of a drive system provided in a vehicle. This drive system comprises a torque converter 7 and automatic transmissions 8 and 9. In particular, in the present embodiment, as components of the automatic transmissions 8 and 9, a forward and reverse switching device 8 utilizing a planetary gear mechanism and a belt type CVT (Continuously Variable Transmission) 9 which is a kind of continuously variable transmission are adopted. doing.

  The rotational driving force output from the internal combustion engine is input from the crankshaft of the internal combustion engine to the pump impeller 71 on the input side of the torque converter 7 and transmitted to the turbine runner 72 on the output side. The rotation of the turbine runner 72 is transmitted to the drive shaft 94 of the CVT 9 through the forward / reverse switching device 8 to rotate the driven shaft 95 through the speed change in the CVT 9. The rotation of the driven shaft 95 is transmitted to the output gear 101. The output gear 101 meshes with the ring gear 102 of the differential device, and rotates the axle 103 and drive wheels (not shown) via the differential device.

  The torque converter 7 includes a lockup mechanism. The lock-up mechanism is known in this field, and operates to connect and disconnect drive the lock-up clutch 73 and the lock-up clutch 73 that relatively non-rotatably connect the input side and the output side of the torque converter 7. It has a lockup solenoid valve (not shown) that controls hydraulic pressure (hydraulic pressure). The lockup solenoid valve is a flow control valve that receives the control signal l and changes its opening degree.

  In principle, in a situation where the vehicle speed is higher than a certain level, for example, 10 km / h or more, the torque converter 7 is locked up almost always. When the vehicle speed becomes lower than 10 km / h, the lockup of the torque converter 7 is released.

  At lockup, the lockup clutch 73 is pressed against the torque converter cover 74 and rotates integrally with the torque converter cover 74. At lockup, the torque of the engine input to the drive plate on the input side of the torque converter 7 is directly transmitted from the torque converter cover 74 via the lockup clutch 73 directly to the forward / reverse switching device 8 on the output side of the torque converter 7 It is transmitted. At lockup, the speed ratio, which is the ratio of the output side rotational speed of the torque converter 7 to the input side rotational speed, is 1.

  At the time of non-lockup, the lockup clutch 73 separates from the torque converter cover 74. At the time of non-lockup, the torque of the engine inputted to the input side of the torque converter 7 is transmitted from the torque converter cover 74 to the pump impeller 71 and the turbine 72 and transmitted to the forward / reverse switching device 8. At the time of non-lockup, the speed ratio of the torque converter 7 becomes smaller or larger than 1 depending on the driving state.

  In the forward / reverse switching device 8, the sun gear 81 communicates with the turbine runner 72, and the ring gear 82 communicates with the drive shaft 94. Between a planetary carrier 83 supporting the planetary gear 831 and the transmission case, a forward brake 84 serving as a hydraulic clutch capable of switching between connection and disconnection is interposed. Further, a reverse clutch 85 serving as a hydraulic clutch capable of switching between connection and disconnection is interposed between the planetary carrier 83 and the sun gear 81 (or the output side of the torque converter 7).

  In the D range of the traveling range, forward brake 84 is engaged and reverse clutch 85 is disconnected. As a result, the rotation of the output shaft of the torque converter 7 is reversed and decelerated, and transmitted to the drive shaft 94 for forward travel. In the R range, the reverse clutch 85 is engaged and the forward brake 84 is disconnected. As a result, the sun gear 81 and the planetary carrier 83 rotate integrally, and the output shaft of the torque converter 7 and the drive shaft 94 are directly coupled to each other to perform reverse travel. A solenoid valve (not shown) for controlling the hydraulic pressure for engaging and disengaging the forward brake 84 or the reverse clutch 85 is a flow control valve that receives the control signal m and changes its opening degree.

  In N range and P range which are non-driving range, the forward brake 84 and the reverse clutch 85 are both disconnected. In short, the forward and reverse switching device 8 serves as a clutch for connecting the internal combustion engine and the axle 103 and for disconnecting the internal combustion engine and the axle 103.

  The CVT 9 includes a driving pulley 91 and a driven pulley 92, and a belt 93 wound around both the pulleys 91 and 92. The drive pulley 91 is disposed on the back of the movable sheave 912, a fixed sheave 911 fixed to the drive shaft 94, a movable sheave 912 axially displaceably supported on the drive shaft 91 via roller splines, and A hydraulic pressure servo 913 is provided, and by operating the hydraulic pressure servo 913 to displace the movable sheave 912, the transmission gear ratio can be changed steplessly. Also, the driven pulley 92 is disposed at the back of the movable sheave 922, a fixed sheave 921 fixed to the driven shaft 95, a movable sheave 922 axially displaceably supported on the driven shaft 95 via roller splines, and A hydraulic servo 923 is provided to operate the hydraulic servo 923 to displace the movable sheave 922 to provide a belt thrust necessary for torque transmission.

  A hydraulic pump that discharges hydraulic fluid (hydraulic fluid) supplied to forward brake 84 or reverse clutch 85 to operate the travel range, and hydraulic fluid supplied to hydraulic servos 913, 923 to operate the transmission gear ratio Not shown) is a known mechanical (non-electric) one that operates receiving transmission of rotational driving force from a crankshaft of an internal combustion engine. This hydraulic fluid is common to the fluid used for the torque converter 7.

  An ECU (Electronic Control Unit) 0, which is a control device of an internal combustion engine of the present embodiment, is a microcomputer system having a processor, a memory, an input interface, an output interface, and the like.

  The input interface includes a vehicle speed signal a output from a vehicle speed sensor that detects the actual vehicle speed of the vehicle, a crank angle signal b output from an engine rotation sensor that detects the rotation angle of the crankshaft and the engine speed, An accelerator opening signal c output from a sensor that detects an amount of depression or an opening of the electronic throttle valve 32 as an accelerator opening (in other words, a required load), intake temperature and suction in the intake passage 3 (particularly, surge tank 33) Intake temperature / intake pressure signal d output from temperature / pressure sensor detecting air pressure, cooling water temperature signal e output from water temperature sensor detecting cooling water temperature of internal combustion engine, lubrication supplied from pump P to oil jet 2 The oil pressure signal f output from the oil pressure sensor S to detect the oil pressure of oil, a sensor for obtaining the range of the shift lever (also , Shift position signal g output from the shift position switch, hydraulic fluid temperature signal h output from the fluid temperature sensor for detecting the temperature of the hydraulic fluid used for the torque converter 7 and the automatic transmissions 8 and 9, etc. Be done.

  From the output interface, an ignition signal i for the igniter of the ignition plug 12, a fuel injection signal j for the injector 11, an opening operation signal k for the electronic throttle valve 32, and switching of the lockup clutch 73 Opening control signal 1 for the lockup solenoid valve, opening control signal m for the solenoid valve for connection / disengagement switching of the forward brake 84 or the reverse clutch 85, transmission ratio control signal n for the CVT 9, intake valve 18 The valve timing signal o etc. are output to the variable valve timing mechanism 6 for controlling the open / close timing of the valve.

  The processor of the ECU 0 interprets and executes a program stored in advance in the memory, calculates operating parameters, and controls the operation of the internal combustion engine. The ECU 0 obtains various information a, b, c, d, e, f, g, h necessary for the operation control of the internal combustion engine through the input interface, obtains the number of revolutions of the engine, and fills the cylinder 1 Estimate the amount of The required fuel injection amount, fuel injection timing (including the number of fuel injections per one combustion), fuel injection pressure, ignition timing, and lockup of the torque converter 7 are calculated based on the engine speed and the intake amount, etc. Various operating parameters such as connection / disconnection of the clutches 84 and 85, the transmission ratio of the automatic transmissions 8 and 9, and the opening / closing timing of the intake valve 18 are determined. It is possible to employ | adopt what is known the operation parameter determination method itself. The ECU 0 applies various control signals i, j, k, l, m, n, o corresponding to the operation parameters via the output interface.

  Thus, the control unit of the vehicle according to the present embodiment, ECU 0, determines whether the valve body 21 is in the open state or in the closed state based on the behavior of the hydraulic pressure detected by the hydraulic pressure sensor S. When it is determined that the valve 21 is in the open state, control is performed such that the temperature of the cylinder 1 is more likely to be raised than in the closed state.

  That is, in the present embodiment, as shown in FIG. 4, it is determined whether the valve body 21 is in the open state or in the closed state based on the behavior of the hydraulic pressure in the main flow path obtained from the hydraulic pressure sensor S during operation. Do. In the figure, the behavior of the hydraulic pressure at the time of valve opening operation and valve closing operation of the valve body 21 is shown. Specifically, the oil pressure of the lubricating oil discharged by the oil pump P into the main flow path depends on the rotational speed of the crankshaft 16, that is, the rotational speed of the internal combustion engine. Therefore, as shown in the upper side of the figure, the hydraulic pressure rises according to the number of revolutions when the number of revolutions rises. Then, in the process of rising, if a constant hydraulic pressure is reached for each individual determined by the viscosity of lubricating oil, the engine temperature, the individual difference of the coil spring 22, etc., the valve body 21 is pushed down against the biasing force of the coil spring 22. At this time, as shown on the same figure, the variation of the hydraulic pressure per unit time, that is, the differential value temporarily appears. In other words, the degree of increase in hydraulic pressure becomes slow only when lubricating oil is started to be injected from the injection nozzle 23. On the other hand, as shown in the lower side of the figure, when the valve body is closed as the hydraulic pressure is lowered, the hydraulic pressure can not resist the bias of the coil spring 22, and the coil spring 22 is extended and the valve body 21 is It will be closed. At this time, as shown in the lower part of the figure, a change appears temporarily in the change amount per unit time of the hydraulic pressure, that is, the differential value. That is, in the process of decreasing the amount of lubricating oil injected from the injection nozzle 23, the degree of lowering of the hydraulic pressure becomes slow.

  In this embodiment, the control parameters of the internal combustion engine and the CVT 9, that is, the throttle valve 32 opening degree, the fuel injection amount, the ignition timing, the opening and closing timing of the intake valve 18, and the gear ratio of the CVT 9 are stored in advance as a map for each operating state. I have memorized the value. Basically, the control of the internal combustion engine and the CVT 9 is basically performed according to the value read from the map according to the operating state.

  Thus, in the ECU 0 according to the present embodiment, the map relating to the control parameter is a map for increasing the thermo-mechanical conversion efficiency when the valve 21 is in the open state, and knocking when the valve is in the closed state. At least two types of maps are stored, such as maps for suppressing. A map for improving fuel consumption when the valve is open will be described below as an example. Further, the present invention does not deny the use of the map to increase the torque of the internal combustion engine to improve the drivability when in the open state.

  The map for improving fuel efficiency in the open state is smaller in throttle valve opening and fuel injection amount than the map in the closed state, and the ignition timing is advanced, and the intake valve is opened and closed. The timing is stored with a value at which the intake efficiency is improved. In the present embodiment, the change of the map related to at least one of the control parameters is performed.

  FIG. 5 shows a shift diagram when the ECU 0 controls the CVT 9. The shift map represents the target input rotational speed (rotation speed of the turbine 72) corresponding to the vehicle speed and the accelerator opening, and defines the transmission ratio of the CVT 9 corresponding to the vehicle speed and the accelerator opening. In FIG. 3, the shift line in the case where the accelerator opening is 100% is drawn by a thick broken line, the shift line in the case of 50% is expressed by a thick solid line, and the shift line in the case of 0% is drawn by a thick dashed line. . The transmission ratio takes a value between the low gear side limit L and the high gear side limit H which the CVT 9 can be realized in hardware. Assuming that the accelerator opening degree is constant, the value of the reduction ratio implemented by the CVT 9 increases as the vehicle speed decreases. As shown in the figure, the gear ratio of the CVT 9 is set higher in the open valve state than in the closed valve state with respect to the target rotational speed depending on the rotational speed of the internal combustion engine. In other words, in the open state, the internal combustion engine is controlled to increase the combustion efficiency and the transmission ratio of the CVT 9 is increased to control the engine speed and fuel consumption even if the engine is operated at the same speed. To be executed.

  Also, as a matter of course, if it is determined from the behavior of the hydraulic pressure sensor S that the valve body 21 is in the valve closed state, control according to the map to suppress the occurrence of knocking is executed as before.

  In this embodiment, the valve body 21, the elastic body 22 urging the valve body 21 in the valve closing direction against the oil pressure of the lubricating oil, and the rise by the oil pressure against the urging by the elastic body 22. The injection nozzle 23 for changing the posture of the valve body 21 from the valve closing state to the valve opening state and injecting the lubricating oil passing through the valve body 21 to cool the cylinder 1; and the lubricating oil supplied to the valve body 21 Control device 0 of a vehicle having an internal combustion engine provided with an oil pressure sensor S for detecting the oil pressure of the fuel oil, and a flow path of lubricating oil upstream of the valve body 21 (main flow to which the communication path 17a is connected The vehicle control device 0 is configured to determine whether the valve body 21 is in the open state or in the closed state based on the behavior of the hydraulic pressure detected by the hydraulic pressure sensor S provided in the road). When the control device 0 determines that the valve body 21 is in the open state and when it determines that the valve body 21 is in the closed state, the ignition timing, the opening degree of the throttle valve 32, and the fuel injection amount , Change the opening / closing timing of the intake valve 18 and / or the transmission gear ratio of the automatic transmission 9.

  With the above configuration, in the present embodiment, it is determined whether the valve body 21 is in the open state or in the closed state based on the behavior of the hydraulic pressure detected by the hydraulic pressure sensor S. A period from immediately after the start of injection of the lubricating oil to immediately before the end of the injection can be accurately determined. As a result, the thermo-mechanical conversion efficiency is controlled to be high, in which the temperature of the cylinder 1 is likely to rise easily according to the timing at which the cylinder 1 is cooled by the lubricating oil. That is, when the knocking is appropriately suppressed, control with higher fuel efficiency is performed. As a result, further improvement of fuel efficiency is realized.

  As mentioned above, although embodiment of this invention was described, the specific structure of each part is not limited only to embodiment mentioned above, A various deformation | transformation is possible in the range which does not deviate from the meaning of this invention.

  For example, in the above embodiment, an aspect of applying the oil jet for cooling the piston when cooling the cylinder is disclosed, but of course the aspect of applying the lubricating oil to the cylinder head above the combustion chamber is applied It is also good. Further, specific aspects of the ignition timing and the opening / closing timing of the intake valve are not limited to those of the above embodiment, and various aspects including the existing ones can be applied.

  In addition, the specific configuration of each part is not limited to the above embodiment, and various modifications can be made without departing from the scope of the present invention.

  The present invention can be used as a control device for a vehicle equipped with an internal combustion engine.

0 ... Vehicle control unit (ECU)
1 ... cylinder S ... oil pressure sensor 2 ... oil jet 21 ... valve body 22 ... elastic body 23 ... injection nozzle

Claims (1)

A valve body, an elastic body urging the valve body in the valve closing direction against oil pressure of lubricating oil, and an increase in oil pressure against the urging by the elastic body, the valve body is opened from the valve closing state An internal combustion engine comprising: an injection nozzle that cools a cylinder by changing a posture to a valve state and injecting lubricating oil that has passed through the valve body; and a hydraulic pressure sensor that detects the hydraulic pressure of the lubricating oil supplied to the valve body. A control device for a vehicle having the
Per unit time of hydraulic pressure which is the behavior of the hydraulic pressure detected by the hydraulic pressure sensor provided in the main flow path upstream of the communication path communicating with the valve body and the injection nozzle and through which the lubricating oil discharged by the oil pump flows The control device of the vehicle which determines whether the said valve body is in the valve opening state or in the valve closing state by the variation of .

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