JP6709187B2 - 車両用制御装置 - Google Patents
車両用制御装置 Download PDFInfo
- Publication number
- JP6709187B2 JP6709187B2 JP2017081742A JP2017081742A JP6709187B2 JP 6709187 B2 JP6709187 B2 JP 6709187B2 JP 2017081742 A JP2017081742 A JP 2017081742A JP 2017081742 A JP2017081742 A JP 2017081742A JP 6709187 B2 JP6709187 B2 JP 6709187B2
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- Prior art keywords
- engine
- generator
- state
- power generation
- vehicle
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- 238000010248 power generation Methods 0.000 claims description 90
- 239000000446 fuel Substances 0.000 claims description 78
- 238000002347 injection Methods 0.000 claims description 45
- 239000007924 injection Substances 0.000 claims description 45
- 239000007858 starting material Substances 0.000 description 97
- HBBGRARXTFLTSG-UHFFFAOYSA-N Lithium ion Chemical compound [Li+] HBBGRARXTFLTSG-UHFFFAOYSA-N 0.000 description 36
- 229910001416 lithium ion Inorganic materials 0.000 description 36
- 230000001133 acceleration Effects 0.000 description 26
- 230000001172 regenerating effect Effects 0.000 description 16
- 230000007423 decrease Effects 0.000 description 15
- 238000010586 diagram Methods 0.000 description 12
- 238000002485 combustion reaction Methods 0.000 description 11
- 230000015556 catabolic process Effects 0.000 description 4
- 230000000994 depressogenic effect Effects 0.000 description 3
- 230000005611 electricity Effects 0.000 description 3
- 230000005540 biological transmission Effects 0.000 description 2
- 230000003247 decreasing effect Effects 0.000 description 2
- 238000005096 rolling process Methods 0.000 description 2
- 239000003990 capacitor Substances 0.000 description 1
- 230000000881 depressing effect Effects 0.000 description 1
- 238000007599 discharging Methods 0.000 description 1
- 238000012544 monitoring process Methods 0.000 description 1
- 238000002360 preparation method Methods 0.000 description 1
- 230000000630 rising effect Effects 0.000 description 1
- 239000004065 semiconductor Substances 0.000 description 1
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- F02N11/00—Starting of engines by means of electric motors
- F02N11/08—Circuits or control means specially adapted for starting of engines
- F02N11/0862—Circuits or control means specially adapted for starting of engines characterised by the electrical power supply means, e.g. battery
- F02N11/0866—Circuits or control means specially adapted for starting of engines characterised by the electrical power supply means, e.g. battery comprising several power sources, e.g. battery and capacitor or two batteries
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
- F02N11/00—Starting of engines by means of electric motors
- F02N11/08—Circuits or control means specially adapted for starting of engines
- F02N2011/0881—Components of the circuit not provided for by previous groups
- F02N2011/0885—Capacitors, e.g. for additional power supply
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
- F02P5/00—Advancing or retarding ignition; Control therefor
- F02P5/04—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions
- F02P5/145—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions using electrical means
- F02P5/15—Digital data processing
- F02P5/1502—Digital data processing using one central computing unit
- F02P5/1504—Digital data processing using one central computing unit with particular means during a transient phase, e.g. acceleration, deceleration, gear change
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/62—Hybrid vehicles
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- Transportation (AREA)
- General Engineering & Computer Science (AREA)
- Automation & Control Theory (AREA)
- Signal Processing (AREA)
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Hybrid Electric Vehicles (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
Description
車両用制御装置10が備える電源回路40について説明する。図2は電源回路40の一例を示す回路図である。図2に示すように、電源回路40は、スタータジェネレータ16に電気的に接続される鉛バッテリ(第1蓄電体)41と、これと並列にスタータジェネレータ16に電気的に接続されるリチウムイオンバッテリ(第2蓄電体)42と、を備えている。なお、リチウムイオンバッテリ42を積極的に放電させるため、リチウムイオンバッテリ42の端子電圧は、鉛バッテリ41の端子電圧よりも高く設計されている。また、リチウムイオンバッテリ42を積極的に充放電させるため、リチウムイオンバッテリ42の内部抵抗は、鉛バッテリ41の内部抵抗よりも小さく設計されている。このように、スタータジェネレータ16には、互いに内部抵抗の異なる鉛バッテリ41とリチウムイオンバッテリ42とが並列接続されている。
車両用制御装置10の制御系について説明する。図3は車両用制御装置10の制御系を示す概略図である。図1および図3に示すように、車両用制御装置10は、スタータジェネレータ16、スロットルバルブ31、インジェクタ32および点火装置33等を制御するため、マイコン等からなるメインコントローラ60を有している。メインコントローラ60には、インジェクタ32や点火装置33等を制御するエンジン制御部61、スロットルバルブ31を制御するスロットル制御部62、スタータジェネレータ16を制御する発電機制御部63、およびロックアップクラッチ21を制御するクラッチ制御部64等の機能部が設けられている。
スタータジェネレータ16の発電制御や力行制御に伴う電力供給状況について説明する。図4はスタータジェネレータ16を燃焼発電状態に制御したときの電力供給状況の一例を示す図である。図5はスタータジェネレータ16を発電休止状態に制御したときの電力供給状況の一例を示す図である。図6はスタータジェネレータ16を回生発電状態に制御したときの電力供給状況の一例を示す図である。図7はスタータジェネレータ16を力行状態に制御したときの電力供給状況の一例を示す図である。
メインコントローラ60によって実行される減速走行制御について説明する。図8は減速走行制御における各種装置の作動状況の一例を示すタイミングチャートである。図8に示される減速走行は、アクセルペダルおよびブレーキペダルの踏み込みが解除されるコースト走行である。なお、図8に示した「L/U」はロックアップクラッチ21であり、「ISG」はスタータジェネレータ16であり、「Ne」はエンジン回転数であり、「Tg」はスタータジェネレータ16の発電トルクである。また、以下の説明において、スロットルバルブ31の開き側とは、スロットル開度が所定値X1を上回る側を意味しており、スロットルバルブ31の閉じ側とは、スロットル開度が所定値X1を下回る側を意味している。
前述したように、エンジン12を燃料カット状態から燃料噴射状態に切り替える際には、車両減速度の過度な変動を抑制するため、スタータジェネレータ16の発電トルクを増加させている。以下、燃料噴射状態への切り替えに伴う発電トルクの増加量について説明する。図9(a)および(b)は、車両減速度および車両加速度の内訳を概略的に示した図である。図9(a)には、燃料カット状態での車両減速度および車両加速度が示されており、図9(b)には、燃料噴射状態での車両減速度および車両加速度が示されている。なお、図9(a)および(b)には、コースト走行時における所定車速での車両減速度および車両加速度が示されている。
図9(a)および(b)に示した例では、スタータジェネレータ16の発電を停止させた状態のもとで、エンジン12を燃料カット状態から燃料噴射状態に切り替えているが、これに限られることはなく、スタータジェネレータ16を発電させた状態のもとで、エンジン12を燃料カット状態から燃料噴射状態に切り替えても良い。ここで、図10(a)および(b)は、車両減速度および車両加速度の内訳を概略的に示した図である。図10(a)には、燃料カット状態での車両減速度および車両加速度が示されており、図10(b)には、燃料噴射状態での車両減速度および車両加速度が示されている。なお、図10(a)および(b)には、コースト走行時における所定車速での車両減速度および車両加速度が示されている。
続いて、メインコントローラ60によって実行される減速走行制御の他の例について説明する。図11は減速走行制御における各種装置の作動状況の一例を示すタイミングチャートである。図11に示される減速走行は、アクセルペダルおよびブレーキペダルの踏み込みが解除されるコースト走行である。なお、図8に示した「ISG」はスタータジェネレータ16であり、「Tg」はスタータジェネレータ16の発電トルクである。また、以下の説明において、スロットルバルブ31の開き側とは、スロットル開度が所定値X1を上回る側を意味しており、スロットルバルブ31の閉じ側とは、スロットル開度が所定値X1を下回る側を意味している。
12 エンジン
16 スタータジェネレータ(発電機)
21 ロックアップクラッチ
31 スロットルバルブ
60 メインコントローラ
61 エンジン制御部
62 スロットル制御部
63 発電機制御部
Tg 発電トルク
Ne エンジン回転数(エンジンの回転速度)
Claims (2)
- エンジンを備える車両用制御装置であって、
前記エンジンに連結される発電機と、
前記エンジンの吸入空気量を制御するスロットルバルブと、
アクセルペダルおよびブレーキペダルの踏み込みが解除された状態で減速するコースト走行時に、前記発電機を回生発電させる発電機制御部と、
コースト走行時に前記スロットルバルブを開き側に制御するスロットル制御部と、
コースト走行時に前記エンジンを燃料カット状態に制御するエンジン制御部と、
前記エンジンに連結されるロックアップクラッチと、
を有し、
前記スロットル制御部は、コースト走行時に前記ロックアップクラッチが締結状態から解放状態に制御される場合に、前記スロットルバルブを開き側から閉じ側に制御し、
前記エンジン制御部は、コースト走行時に前記スロットルバルブが開き側から閉じ側に制御された後に、前記エンジンを燃料カット状態から燃料噴射状態に制御し、かつ前記エンジンの点火時期を遅らせる点火遅角制御を実行し、
前記発電機制御部は、コースト走行時に前記エンジンが燃料カット状態から燃料噴射状態に切り替えられる場合に、前記発電機の発電トルクを増加させた後に、前記エンジンの回転速度に基づき前記発電機の発電トルクの大きさを制御する、
車両用制御装置。 - 請求項1に記載の車両用制御装置において、
前記発電機に接続される第1蓄電体と、
前記第1蓄電体と並列に前記発電機に接続され、前記第1蓄電体よりも内部抵抗が小さい第2蓄電体と、
を有し、
前記発電機制御部は、前記発電機の発電トルクを増加させる場合に、前記発電機の発電電流を前記第1蓄電体と前記第2蓄電体との双方に供給する、
車両用制御装置。
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