WO2011007420A1 - Dispositif de commande pour véhicule - Google Patents

Dispositif de commande pour véhicule Download PDF

Info

Publication number
WO2011007420A1
WO2011007420A1 PCT/JP2009/062743 JP2009062743W WO2011007420A1 WO 2011007420 A1 WO2011007420 A1 WO 2011007420A1 JP 2009062743 W JP2009062743 W JP 2009062743W WO 2011007420 A1 WO2011007420 A1 WO 2011007420A1
Authority
WO
WIPO (PCT)
Prior art keywords
torque
speed
output torque
engine
output
Prior art date
Application number
PCT/JP2009/062743
Other languages
English (en)
Japanese (ja)
Inventor
光旗 松下
Original Assignee
トヨタ自動車株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by トヨタ自動車株式会社 filed Critical トヨタ自動車株式会社
Priority to PCT/JP2009/062743 priority Critical patent/WO2011007420A1/fr
Publication of WO2011007420A1 publication Critical patent/WO2011007420A1/fr

Links

Images

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/12—Introducing corrections for particular operating conditions for deceleration
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/18—Control of the engine output torque
    • F02D2250/21—Control of the engine output torque during a transition between engine operation modes or states
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D37/00—Non-electrical conjoint control of two or more functions of engines, not otherwise provided for
    • F02D37/02—Non-electrical conjoint control of two or more functions of engines, not otherwise provided for one of the functions being ignition
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/12—Introducing corrections for particular operating conditions for deceleration
    • F02D41/123—Introducing corrections for particular operating conditions for deceleration the fuel injection being cut-off
    • 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
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies
    • 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
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

Definitions

  • the present invention relates to an apparatus for controlling a vehicle that uses an internal combustion engine that outputs power by burning fuel such as a gasoline engine, and more particularly, for example, shock caused by torque fluctuation at the time of shifting or fuel cut.
  • the present invention relates to a vehicle control device capable of executing torque down control for reducing the output torque of an internal combustion engine in order to prevent the occurrence of the engine.
  • the fuel supply is stopped, so that the operating state of the engine is forcibly rotated by the external force from the driving state where the power is output. Change to driven state. Therefore, the execution state of the fuel cut changes the operating state of the torque in the power transmission system, which may cause a shock or vibration, resulting in an uncomfortable feeling for the driver and the occupant.
  • shocks and vibrations due to torque fluctuations in the power transmission system may occur at the time of shifting in an automatic transmission provided on the output side of the engine, for example, in addition to the above-described fuel cut. is there.
  • torque down control that intentionally reduces the output torque of the internal combustion engine is performed. It has been broken.
  • the ignition timing for the air-fuel mixture in the combustion chamber of the internal combustion engine is retarded before the start of the fuel cut. The output torque is reduced.
  • Japanese Patent Laid-Open No. 2007-309218 discloses the ignition timing of an ignition plug provided in an engine for the purpose of preventing torque shock after returning from fuel cut and shortening unstable combustion time. An apparatus for controlling based on the above is described.
  • the device described in Japanese Patent Application Laid-Open No. 2007-309218 delays the ignition timing when returning from the fuel cut at the time of deceleration, and the magnitude of the engine speed and the torque converter rotation speed after the return from the fuel cut. Is configured to estimate the reverse rotation timing at which the reverse rotation occurs and retard the ignition timing based on the reverse rotation timing.
  • Japanese Patent Laid-Open No. 2006-57527 discloses that the engine torque during engine operation based on the idle signal and the fuel cut signal is to reduce vehicle shock and vibration caused by engine electronic throttle control.
  • An apparatus is described that is configured to gently change the throttle opening by limiting the change speed of the target throttle opening when it is determined that the direction of action is reversed.
  • Japanese Patent Application Laid-Open No. 7-293291 estimates the catalyst temperature according to the amount of fuel cut or ignition timing retard (retard) for the purpose of protecting the catalytic converter and the catalyst provided in the exhaust system of the vehicle.
  • the apparatus is configured to change the engine output reduction pattern in a direction to reduce the unburned components in the exhaust gas introduced into the catalytic converter. Is described.
  • the engine output torque can be reduced, that is, the engine torque down control can be executed. Therefore, it is possible to suppress the occurrence of a shock in the power transmission system caused by the engine operating state changing from the driving state to the driven state when the fuel cut is performed.
  • Such engine torque-down control is performed by, for example, retarding the ignition timing of the engine as in the devices described in the above-mentioned JP-A-8-246938 and JP-A-2007-309218.
  • it can be executed by controlling the electronic throttle valve of the engine as in the device described in Japanese Patent Application Laid-Open No. 2006-57527.
  • torque reduction by retarding the ignition timing of the engine is excellent in control responsiveness. Therefore, by executing the retard control of the ignition timing of the engine when performing the fuel cut as in the devices described in the above-mentioned Japanese Patent Application Laid-Open Nos. 8-246938 and 2007-309218.
  • the torque reduction control can be executed with good responsiveness, and the engine output torque can be quickly reduced. Therefore, the shock in the power transmission system accompanying the fuel cut can be appropriately prevented or suppressed.
  • the responsiveness of the deceleration operation can be further improved by further increasing the rate of decrease in the output torque of the engine when executing the torque down control.
  • the fuel cut execution time can be lengthened accordingly, and as a result, fuel efficiency is improved by the fuel cut. The effect can be further enhanced.
  • by performing a rapid torque-down control by increasing the rate of decrease of the output torque of the engine there is a possibility that a shock in the power transmission system due to the sudden torque fluctuation may newly occur.
  • the present invention has been made paying attention to the above technical problem, and performs torque down control as quickly as possible, and prevents or suppresses shock caused by torque fluctuation during the torque down control.
  • An object of the present invention is to provide a vehicle control device that can perform the above-described operation.
  • the present invention provides a vehicle control apparatus capable of executing fuel cut using an internal combustion engine as a power source and stopping or suppressing fuel supply to the internal combustion engine during traveling.
  • torque down control means for reducing the output torque of the internal combustion engine, and the rate of reduction when the output torque is reduced by the torque down control means are set as the output torque.
  • the rate of decrease is relatively increased, and the output torque is increased when the output torque is less than 0 including 0.
  • a control device for a vehicle comprising: torque down speed changing means for relatively slowing down the decrease speed when close to 0 A.
  • the torque down speed changing means sets, as the reduction speed, a first torque down speed that is relatively high when the output torque is far from the zero,
  • the vehicle control device includes means for setting a second torque down speed that is slower than the first torque down speed.
  • the present invention is the above invention, wherein the internal combustion engine includes a spark ignition engine, and the torque down control means reduces the output torque by retarding an ignition timing of the spark ignition engine. It is a control device of vehicles including.
  • the present invention further comprises a catalytic converter provided in an exhaust system of the internal combustion engine, and a catalyst temperature detecting means for detecting a temperature of the catalyst of the catalytic converter, and the torque down control means
  • the vehicle control device includes means for suppressing the rate of decrease. It is.
  • the invention further includes a torque converter that receives the output torque, amplifies the output torque in accordance with a speed ratio between the input member and the output member, and outputs the torque.
  • the changing means determines whether the output torque is far from the zero and the output torque is close to the zero based on the difference between the rotational speed of the output shaft of the internal combustion engine and the rotational speed of the output member.
  • a vehicle control apparatus including means.
  • a torque down control means for reducing the output torque of the internal combustion engine, and a reduction speed when the output torque is reduced by the torque down control means
  • the vehicle control apparatus includes torque down speed changing means for relatively slowing down the decrease speed.
  • the torque down speed changing means sets, as the reduction speed, a first torque down speed that is relatively high when the output torque is far from the zero,
  • the vehicle control device includes means for setting a second torque down speed that is slower than the first torque down speed.
  • the present invention is the above invention, wherein the internal combustion engine includes a spark ignition engine, and the torque down control means reduces the output torque by retarding an ignition timing of the spark ignition engine. It is a control device of vehicles including.
  • the present invention further comprises a catalytic converter provided in an exhaust system of the internal combustion engine, and a catalyst temperature detecting means for detecting a temperature of the catalyst of the catalytic converter, and the torque down control means
  • the vehicle control device includes means for suppressing the rate of decrease. It is.
  • the invention further includes a torque converter that receives the output torque, amplifies the output torque in accordance with a speed ratio between the input member and the output member, and outputs the torque.
  • the changing means determines whether the output torque is far from the zero and the output torque is close to the zero based on the difference between the rotational speed of the output shaft of the internal combustion engine and the rotational speed of the output member.
  • a vehicle control apparatus including means.
  • torque down control for reducing the output torque of the internal combustion engine is executed prior to the execution of the fuel cut.
  • the output torque to be reduced is still far from 0, the output torque can be quickly reduced at a fast reduction speed.
  • the output torque becomes close to 0, the output torque is gradually reduced at a slow decrease rate. Therefore, when the vehicle reverses from the driving state to the driven state in the vicinity where the output torque becomes zero, it is possible to prevent or suppress a shock or vibration caused by a sudden torque fluctuation or a large torque fluctuation amount. .
  • the output torque can be rapidly reduced until the output torque reaches near zero, the time required to reach the desired torque reduction amount is shortened as much as possible, and the fuel cut is started accordingly. You can expedite. As a result, the fuel cut execution time can be lengthened, and the fuel efficiency improvement effect by the fuel cut can be enhanced.
  • the output torque to be reduced when the torque down control is executed, if the output torque to be reduced is still far from 0, the output torque can be quickly reduced at the first torque down speed that is relatively fast. .
  • the output torque When the output torque becomes close to 0, the output torque is gradually reduced at the second torque down speed that is slower than the first torque down speed. Therefore, it is possible to reliably reduce the rate of decrease of the output torque in the vicinity where the output torque becomes zero.
  • the torque reduction control of the internal combustion engine is easily executed by retarding the ignition timing of the spark ignition engine.
  • the torque down amount and the decrease speed of the torque down control can be easily controlled.
  • the rate of decrease when the torque down control is executed is suppressed. Rapid retarding control is accompanied by a rise in the exhaust temperature of the internal combustion engine, which causes a catalyst temperature rise. Therefore, when the catalyst is at a high temperature, the rate of decrease in torque-down control is suppressed, that is, the retard amount or retard speed of retard control is suppressed, thereby preventing the catalyst from overheating and protecting the catalyst. be able to.
  • the rotational speed of the output shaft of the internal combustion engine and the torque converter By obtaining the difference from the rotation speed of the output member, it is possible to easily determine whether the output torque that is reduced by the torque-down control is far from 0 or close to 0.
  • the present invention when executing the torque down control for reducing the output torque of the internal combustion engine, if the output torque to be reduced is still far from 0, the output torque can be quickly reduced at a fast reduction speed. When the output torque becomes close to 0, the output torque is gradually reduced at a slow decrease rate. Therefore, when the vehicle reverses from the driving state to the driven state in the vicinity where the output torque becomes zero, it is possible to prevent or suppress a shock or vibration caused by a sudden torque fluctuation or a large torque fluctuation amount. .
  • FIG. 4 shows the configuration of the drive system and control system of the vehicle Ve to be controlled in the present invention.
  • reference numeral 1 denotes a power source 1 of the vehicle Ve.
  • an internal combustion engine that is a power device that burns fuel and outputs power is targeted.
  • the power source 1, that is, the internal combustion engine 1 is referred to as an engine (ENG) 1.
  • An automatic transmission (AT) 3 is connected to the output side of the engine 1 via a torque converter 2.
  • Drive wheels 7 are connected to the output side of the automatic transmission 3 via, for example, a propeller shaft 4, a differential 5, a drive shaft 6, and the like. That is, the output shaft 1a of the engine is connected to a pump impeller 2a that is an input member of the torque converter 2.
  • a turbine runner 2 b that is an output member of the torque converter 2 is connected to the input shaft 3 a of the automatic transmission 3. Therefore, the output torque of the engine 1 is input to the automatic transmission 3 via the torque converter 2, and is shifted according to the gear ratio set in the automatic transmission 3, and transmitted as drive torque to the drive wheel 7 side. It has come to be.
  • the engine 1 is an internal combustion engine.
  • the engine 1 is a spark ignition engine such as a gasoline engine, an LPG engine, or an alcohol fuel engine.
  • the engine 1 is configured to be able to electrically control operating conditions such as throttle opening (intake amount), fuel injection amount (fuel supply amount), intake / exhaust valve opening / closing operation, ignition timing, and the like.
  • the exhaust system of the engine 1 is provided with a catalytic converter 8 having an exhaust purification catalyst 8a.
  • a catalyst temperature sensor 9 for detecting the temperature of the catalyst 8a in the catalytic converter 8 is provided.
  • the torque converter 2 has a conventionally known configuration, and applies a spiral flow of oil generated by the pump impeller 2a to the turbine runner 2b to rotate the turbine runner 2b, and from the turbine runner 2b to the pump impeller 2a.
  • the flow direction of the oil returning to is controlled by a stator (not shown), and torque is transmitted through the oil.
  • the torque converter 2 is provided with a lock-up clutch 2c.
  • the lock-up clutch 2c is provided between an input-side member to which the pump impeller 2a is connected and an output-side member to which the turbine runner 2b is connected.
  • the input element and the output element are mechanically coupled to each other by a frictional force or the like. And is configured to transmit torque.
  • the automatic transmission 3 is a so-called electronically controlled transmission that performs shift control that changes the gear ratio by electrically controlling the hydraulic pressure, for example, and is, for example, a hydraulic control device (integrated in the automatic transmission 3 ( (Not shown) is configured to switch or change the gear position or gear ratio.
  • a transmission of various mechanisms such as a stepped automatic transmission or a belt-type or toroidal-type continuously variable transmission can be used.
  • the operation state of the engine 1 such as the throttle opening, the fuel injection amount, the intake / exhaust valve opening / closing operation, and the ignition timing, and the operation of the hydraulic control device and the actuator for executing the shift control of the automatic transmission 3 are performed.
  • An electronic control unit (ECU) 10 for controlling the state is provided.
  • the electronic control device 10 is composed of a central processing unit, a storage device, and a microcomputer mainly including an input / output interface.
  • the electronic control unit 10 includes, for example, an engine speed sensor 11 that detects the speed of the output shaft 1a of the engine 1, a turbine speed sensor 12 that detects the speed of the turbine runner 2b of the torque converter 2, and an accelerator pedal.
  • the output signal is input.
  • a control signal for controlling the releasing operation or a control signal for controlling the shifting operation of the automatic transmission 3 is output. Therefore, the control device for the vehicle Ve in the present invention is based on the control signal calculated and output by the electronic control device 10, and the operation control of the engine 1, the engagement control of the lockup clutch 2c, and the shift of the automatic transmission 3 are performed. It is configured to execute control and the like.
  • the engine 1 in order to reduce fuel consumption and improve fuel efficiency when the vehicle Ve is decelerating or coasting, for example, when the vehicle 1 is decelerating or coasting, the engine 1 is warmed up. Preconditions for starting the control are that it has been completed, that the engine 1 has a rotational speed equal to or higher than a predetermined speed, that the throttle opening is closed to about the idle opening, and that the accelerator pedal is returned. In the case where all of them are established, a so-called fuel cut can be executed that temporarily stops or suppresses the fuel supply to the engine 1.
  • the throttle opening of the engine 1 or the ignition timing it is possible to execute torque down control for intentionally or forcibly reducing the output torque of the engine 1.
  • the torque down control by retarding the ignition timing of the engine 1 has good control responsiveness, and the output torque of the engine 1 in the torque down control is controlled by controlling the retard amount and retard speed of the ignition timing. The amount of decrease or the rate of decrease can be easily controlled.
  • the present invention aims to execute torque reduction as quickly as possible, and to prevent or suppress shock caused by torque fluctuation at the time of torque reduction.
  • the control device is configured to execute the following control.
  • FIG. 1 is a flowchart for explaining an example of control by the control device of the present invention, and the routine shown in this flowchart is repeatedly executed every predetermined short time.
  • step S1 it is determined whether or not the driver has performed an accelerator-off operation. Specifically, it is determined whether or not the detected value of the accelerator switch 13 has been switched from ON to OFF, that is, whether or not an operation for returning the accelerator pedal that the driver has depressed has been performed based on a deceleration request or the like.
  • step S2 if the driver makes an accelerator-off operation, that is, if the detected value of the accelerator switch 13 is switched from ON to OFF, and if the determination in step S1 is affirmative, step S2 Then, prior to the fuel cut scheduled to be executed in the future, torque-down control for reducing the output torque of the engine 1 is executed. At the beginning of this torque-down control, the output torque of the engine 1 is reduced as rapidly as possible under the first torque-down speed that is relatively high.
  • the torque down control in the present invention is executed by retarding the ignition timing of the engine 1, for example. Specifically, by controlling the retard amount when retarding the ignition timing of the engine 1, the torque down amount of the torque down control, that is, the decrease amount of the output torque of the engine 1 is controlled. Further, by controlling the retarding speed at which the ignition timing of the engine 1 is retarded, the torque down speed of the torque down control, that is, the output torque decreasing speed of the engine 1 is controlled. Therefore, the first torque down speed can be set by retarding the ignition timing of the engine 1 at a predetermined retard speed with a relatively fast change speed.
  • the engine 1, the automatic transmission 3, the differential 5, and the like use gear mechanisms for transmitting power, and these gear mechanisms inevitably have backlash between the tooth surfaces of the gear pairs that mesh with each other. Exists. Therefore, when the torque transmission direction is switched as described above, the working tooth surface of the gear involved in power transmission changes. That is, the meshing side tooth surface and the non-meshing side tooth surface of the gear are interchanged. Therefore, if the torque fluctuation when the output torque of the engine 1 becomes zero and the torque transmission direction is switched is large, the impact when the working tooth surface changes during the backlash of the gear mechanism increases, and the vehicle Ve is operated. There is a possibility of giving a shock or discomfort to the passenger or passenger.
  • the torque reduction control of the engine 1 is executed prior to the start of the fuel cut. That is, the output torque of the engine 1 is reduced in advance before the start of fuel cut. Therefore, the torque fluctuation at the time of executing the fuel cut can be made as small as possible, and the occurrence of a shock due to the torque fluctuation accompanying the execution of the fuel cut can be prevented or suppressed.
  • the drive system from the engine 1 to the drive wheel 7 changes from the drive state in which the engine 1 outputs torque as described above to the drive wheel. It is determined whether or not it is just before reversing to the driven state where torque is input from 7 (step S3).
  • step S3 when the output torque of the engine 1 is reduced by the torque-down control, the time point when the torque becomes 0 is estimated and obtained.
  • the rotational speed (engine rotational speed) Ne of the output shaft 1a of the engine 1 and the rotational speed (turbine rotational speed) Nt of the turbine runner 2b of the torque converter 2 are detected, and these engine rotational speed Ne and turbine rotational speed Nt are detected.
  • the time point before the time point, or the time point when the output torque of the engine 1 decreases to a value larger than 0 by a predetermined torque is the above drive. It is obtained as the time immediately before the system is reversed from the driving state to the driven state. For example, it can be obtained by calculating a time before a predetermined time set in advance with respect to the time when the output torque of the engine 1 estimated as described above becomes zero. Alternatively, it can be obtained by calculating the time when the output torque of the engine 1 that has been reduced reaches a predetermined torque set in advance as a value larger than zero. Alternatively, the time when the difference between the engine speed Ne and the turbine speed Nt is equal to or less than a predetermined value set as a threshold value can be set as the time immediately before the drive system is reversed from the drive state to the driven state. .
  • step S3 If it is not determined in this step S3 that the drive system is not immediately before the drive state is reversed from the drive state to the driven state, the control in step S3 is executed again. That is, the control in step S3 is repeatedly executed until the time point immediately before the drive system is reversed from the drive state to the driven state is reached.
  • step S4 the output of the engine 1 in the torque-down control.
  • the torque reduction speed is changed from the first torque down speed set at the beginning of the torque down control to the second torque down speed that is slower than the first torque down speed. That is, at the time immediately before the drive system reverses from the drive state to the driven state, the decrease rate of the torque down control is reduced. This reduction in the decrease speed is continued until the fuel cut start point described later. Therefore, in the period from the time immediately before the drive system reverses from the drive state to the driven state until the output torque of the engine 1 becomes close to 0, the rate of decrease in the torque down control is reduced. The torque is gradually reduced.
  • the change in the decrease speed of the torque-down control in step S4 is specifically performed by controlling the retard speed when retarding the ignition timing of the engine 1 as described above. That is, the second torque down speed is set by retarding the ignition timing of the engine 1 at a predetermined retard speed that is slower than the first torque down speed.
  • 2 Torque down speed can be set appropriately.
  • a differential value of the difference between the detected engine speed Ne and the turbine speed Nt is calculated, and the magnitude of the differential value, that is, the engine speed Ne.
  • a second torque down speed is set based on the decreasing speed. For example, when the differential value is large, that is, when the decrease speed of the engine speed Ne is fast, the second torque down speed is set to a slower value.
  • the arrival time from the current time until the output torque of the engine 1 becomes zero is estimated from the difference between the current engine speed Ne and the turbine speed Nt and the differential value of the difference, Accordingly, the second torque down speed is appropriately set.
  • the torque is When the output torque of the engine 1 becomes 0 by executing the down control, the torque transmission direction is reversed, and if the torque fluctuation at that time is large, the driver or the occupant of the vehicle Ve is given a shock or discomfort. There was a possibility.
  • the output torque of the engine 1 gradually decreases in the period from the time immediately before the drive system is reversed from the drive state to the driven state until the time when the output torque of the engine 1 becomes zero. By doing so, it is possible to prevent or suppress the occurrence of a shock due to a large or abrupt torque fluctuation when the torque transmission direction is reversed in accordance with the execution of the torque down control.
  • step S5 the fuel cut of the engine 1 is started after the decrease speed of the torque-down control is decelerated immediately before the drive system is reversed from the drive state to the driven state. Thereafter, this routine is once terminated.
  • the time t3 when the difference between the engine speed Ne and the turbine speed Nt becomes 0 is estimated and set as the time when the output torque of the engine 1 becomes 0 as described above.
  • the fuel cut is started when the output torque of the engine 1 is reduced to a desired value by the retard control (time t4). Further, the retard control is terminated with the start of the fuel cut. That is, the ignition timing of the engine 1 is returned to the normal state.
  • the time t2 that is, the time immediately before the drive system is reversed from the drive state to the driven state
  • the time t3 can be set as the time t2, which is a time that is a predetermined time ⁇ t later than the time t3, that is, when the output torque of the engine 1 becomes zero.
  • a time when the difference between the engine speed Ne and the turbine speed Nt is equal to or less than a predetermined value ⁇ N set in advance can be set as the time t2.
  • FIG. 3 shows the behavior of each part of the vehicle Ve when another control example by the control device of the present invention is executed.
  • the control example shown in the time chart of FIG. 3 takes into account the temperature of the catalyst 8a in the catalytic converter 8 provided in the exhaust system of the engine 1 when executing the retard control of the engine for torque down control. This is an example of control.
  • the temperature of the catalyst 8a is detected by the catalyst temperature sensor 9 provided in the catalytic converter 8 as the catalyst temperature detecting means, and the temperature of the catalyst 8a is determined in advance in order to determine the overheated state of the catalyst 8a.
  • a predetermined temperature as a predetermined temperature, ie, a threshold temperature for preventing damage due to overheating of the catalyst 8a
  • the retard speed or retard amount when executing the retard control is suppressed.
  • the retarding speed in the retarding control during the period from the starting point t1 of the retarding control to the time t2 is as shown in FIG. Is suppressed so as to be slower than the normal retardation angle speed indicated by the broken line. That is, the rate of decrease in the torque down control of the engine 1 by the retard control (in this case, the first torque down speed) is suppressed.
  • the catalyst temperature detecting means for detecting the temperature of the catalyst 8a in addition to the catalyst temperature sensor 9 for directly detecting the temperature of the catalyst 8a as described above, for example, the output torque of the engine 1, the throttle opening degree, It is also possible to detect a control amount that affects the increase or decrease in the load of the engine 1, such as the intake air amount or the vehicle speed, and estimate the exhaust temperature of the engine 1 and the temperature of the catalyst 8a based on the detected values.
  • step S2 corresponds to the torque-down control means in the present invention.
  • step S4 corresponds to the torque down speed changing means in the present invention.
  • the output of the engine 1 is executed prior to the execution of the fuel cut in order to prevent a shock caused by the fluctuation of the torque when the fuel cut is executed.
  • Torque down control for reducing the torque is executed.
  • the time point t3 that becomes a change point when the output torque of the engine 1 becomes 0 due to torque reduction, that is, when the engine 1 is reversed from the driving state in which the torque is output to the driven state driven by the external force is set. Inferred and required.
  • the time t2 which is a time before the time t3, or a time when the output torque to be reduced reaches a value larger than 0 by a predetermined torque, is reversed from the driving state to the driven state.
  • the torque-down control is executed at the first torque-down speed at which the decrease speed is high during the period before the time t2 with the time t2 as a boundary.
  • torque down control is executed at a second torque down speed that is slower than the first torque down speed.
  • the output torque is rapidly reduced at a rapid reduction rate until time t2 that is a predetermined time ⁇ t before the time t3 when the output torque of the engine 1 becomes zero.
  • the output torque can be gradually reduced at a slow decrease rate. Therefore, when the vehicle reverses from the driving state to the driven state in the vicinity of the time point t3 when the output torque of the engine 1 becomes 0, a shock or vibration caused by a large torque fluctuation amount or a sudden torque fluctuation is prevented. Or it can be suppressed.
  • the start of the fuel cut can be accelerated accordingly.
  • the execution time of the fuel cut can be lengthened, and the fuel efficiency improvement effect by the fuel cut can be further enhanced.
  • the torque reduction control as described above can be easily executed by retarding the ignition timing of the engine 1. Can do. That is, by controlling the retard amount and retard speed of the ignition timing, it is possible to easily control the torque down amount and the decrease speed of the torque down control.
  • the rate of decrease in torque down control is suppressed. That is, the retard speed or retard amount of the retard control is suppressed. Therefore, when the catalyst 8a is at a high temperature, it is possible to prevent overheating of the catalyst 8a due to rapid retard control and protect the catalyst 8a.
  • the present invention is not limited to the specific examples described above. That is, in the specific example described above, an example in which torque down control of the engine 1 is executed in order to prevent a shock caused by torque fluctuation at the time of fuel cut is described. Is not limited to the control executed at the time of fuel cut.
  • the object of the present invention is torque down control that is executed when the purpose is to suppress torque fluctuations that occur in the power transmission system from the power source to the drive wheels.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Theoretical Computer Science (AREA)
  • Signal Processing (AREA)
  • Electrical Control Of Ignition Timing (AREA)

Abstract

L’invention concerne un dispositif de commande pour un véhicule pouvant effectuer une commande de réduction de couple rapide et éviter un choc provoqué par la variation de couple. Le dispositif de commande qui utilise un moteur à combustion interne en tant que source d’alimentation et peut réaliser une coupure de carburant, est muni d’un moyen de commande de réduction de couple permettant de réduire le couple de sortie du moteur à combustion interne avant la coupure de carburant (étape S2) et d’un moyen de changement de la vitesse de réduction de couple permettant de modifier la vitesse de réduction du couple de sortie, lorsque le couple de sortie est réduit par le moyen de commande de réduction de couple, dans le cas où le couple de sortie est proche de zéro ou égal à zéro ou bien dans le cas où le couple de sortie est loin de zéro. Ainsi, la vitesse de réduction est augmentée de manière relative lorsque le couple de sortie est loin de zéro, et la vitesse de réduction est ralentie de manière relative dans le cas où le couple de sortie est proche de zéro (étapes S3, S4).
PCT/JP2009/062743 2009-07-14 2009-07-14 Dispositif de commande pour véhicule WO2011007420A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PCT/JP2009/062743 WO2011007420A1 (fr) 2009-07-14 2009-07-14 Dispositif de commande pour véhicule

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/JP2009/062743 WO2011007420A1 (fr) 2009-07-14 2009-07-14 Dispositif de commande pour véhicule

Publications (1)

Publication Number Publication Date
WO2011007420A1 true WO2011007420A1 (fr) 2011-01-20

Family

ID=43449036

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/JP2009/062743 WO2011007420A1 (fr) 2009-07-14 2009-07-14 Dispositif de commande pour véhicule

Country Status (1)

Country Link
WO (1) WO2011007420A1 (fr)

Cited By (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2013024091A (ja) * 2011-07-19 2013-02-04 Toyota Motor Corp 車両の制御装置
JP2013142307A (ja) * 2012-01-10 2013-07-22 Toyota Motor Corp 車両のトルク制御装置
JP2013144966A (ja) * 2012-01-16 2013-07-25 Toyota Motor Corp 車両用制御装置
JP2013151900A (ja) * 2012-01-25 2013-08-08 Toyota Motor Corp 内燃機関の制御装置
JP2013160161A (ja) * 2012-02-07 2013-08-19 Toyota Motor Corp 内燃機関の制御装置
JP2013194640A (ja) * 2012-03-21 2013-09-30 Toyota Motor Corp 内燃機関の制御装置
JP2013238140A (ja) * 2012-05-14 2013-11-28 Toyota Motor Corp 内燃機関の制御装置
JP2013245639A (ja) * 2012-05-29 2013-12-09 Toyota Motor Corp 内燃機関の制御装置
JP2014005737A (ja) * 2012-06-21 2014-01-16 Toyota Motor Corp 内燃機関の制御装置
JP2014047667A (ja) * 2012-08-30 2014-03-17 Toyota Motor Corp 内燃機関の制御装置
US20220003181A1 (en) * 2020-07-03 2022-01-06 c/o Honda Motor Co., Ltd. Internal combustion engine control apparatus

Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2001171690A (ja) * 1999-12-09 2001-06-26 Totani Corp プラスチック袋およびその製造方法
JP2003090248A (ja) * 2001-09-17 2003-03-28 Nissan Motor Co Ltd エンジンの排気浄化装置
JP2005140076A (ja) * 2003-11-10 2005-06-02 Toyota Motor Corp 車両の制御装置本発明は、車両の駆動源であるエンジンに対する燃料の供給および停止の制御に関し、特に、燃費を向上させるためにアイドル中に燃料の供給を停止する制御に関する。
JP2005146953A (ja) * 2003-11-13 2005-06-09 Toyota Motor Corp エンジンの点火時期制御装置
JP2005171942A (ja) * 2003-12-15 2005-06-30 Nissan Motor Co Ltd エンジンの燃料供給停止制御装置
JP2007107406A (ja) * 2005-10-11 2007-04-26 Toyota Motor Corp 車両の駆動制御装置
JP2008025507A (ja) * 2006-07-24 2008-02-07 Toyota Motor Corp 内燃機関の排気浄化システム

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2001171690A (ja) * 1999-12-09 2001-06-26 Totani Corp プラスチック袋およびその製造方法
JP2003090248A (ja) * 2001-09-17 2003-03-28 Nissan Motor Co Ltd エンジンの排気浄化装置
JP2005140076A (ja) * 2003-11-10 2005-06-02 Toyota Motor Corp 車両の制御装置本発明は、車両の駆動源であるエンジンに対する燃料の供給および停止の制御に関し、特に、燃費を向上させるためにアイドル中に燃料の供給を停止する制御に関する。
JP2005146953A (ja) * 2003-11-13 2005-06-09 Toyota Motor Corp エンジンの点火時期制御装置
JP2005171942A (ja) * 2003-12-15 2005-06-30 Nissan Motor Co Ltd エンジンの燃料供給停止制御装置
JP2007107406A (ja) * 2005-10-11 2007-04-26 Toyota Motor Corp 車両の駆動制御装置
JP2008025507A (ja) * 2006-07-24 2008-02-07 Toyota Motor Corp 内燃機関の排気浄化システム

Cited By (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2013024091A (ja) * 2011-07-19 2013-02-04 Toyota Motor Corp 車両の制御装置
JP2013142307A (ja) * 2012-01-10 2013-07-22 Toyota Motor Corp 車両のトルク制御装置
JP2013144966A (ja) * 2012-01-16 2013-07-25 Toyota Motor Corp 車両用制御装置
JP2013151900A (ja) * 2012-01-25 2013-08-08 Toyota Motor Corp 内燃機関の制御装置
JP2013160161A (ja) * 2012-02-07 2013-08-19 Toyota Motor Corp 内燃機関の制御装置
JP2013194640A (ja) * 2012-03-21 2013-09-30 Toyota Motor Corp 内燃機関の制御装置
JP2013238140A (ja) * 2012-05-14 2013-11-28 Toyota Motor Corp 内燃機関の制御装置
JP2013245639A (ja) * 2012-05-29 2013-12-09 Toyota Motor Corp 内燃機関の制御装置
JP2014005737A (ja) * 2012-06-21 2014-01-16 Toyota Motor Corp 内燃機関の制御装置
JP2014047667A (ja) * 2012-08-30 2014-03-17 Toyota Motor Corp 内燃機関の制御装置
US20220003181A1 (en) * 2020-07-03 2022-01-06 c/o Honda Motor Co., Ltd. Internal combustion engine control apparatus

Similar Documents

Publication Publication Date Title
WO2011007420A1 (fr) Dispositif de commande pour véhicule
JP3985832B2 (ja) ハイブリッド車両の制御装置
EP2722512B1 (fr) Dispositif et procédé d'entraînement de véhicule
JP5907279B2 (ja) 車両の制御装置
JP2010531411A (ja) アイドルストップ機能を有する車両のエンジン制御方法
JP4821658B2 (ja) 変速機中立制御装置およびエンジンアイドルストップ制御装置
JP4073908B2 (ja) 車両のエンジン自動停止及び再始動装置
JP2020118095A (ja) 車載制御装置
JP4779998B2 (ja) 排気浄化触媒の活性化促進装置
JP6323418B2 (ja) 車両の制御装置
JP6583130B2 (ja) 車両の制御装置
JP5862527B2 (ja) 車両の制御装置
JP6388078B2 (ja) 車両用内燃機関の制御装置
JP5708185B2 (ja) 車両制御装置
JP2009150513A (ja) 動力伝達装置の制御装置
JP6036121B2 (ja) 車両におけるエンジンの自動停止および再始動の制御装置
JP4111084B2 (ja) 車両のアイドルストップ制御装置
JP6536470B2 (ja) 車両の制御装置
JP2020045801A (ja) 車両の制御装置
JP2012037053A (ja) 内燃機関の制御方法
US11958469B2 (en) Control device for vehicle
JP2006342907A (ja) 自動変速機のロックアップ制御装置
JP6481536B2 (ja) エンジン制御方法及びエンジン制御装置
JP5533710B2 (ja) 車両用ロックアップクラッチの制御装置
JP5776612B2 (ja) 車両の発進クラッチ制御装置

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 09847318

Country of ref document: EP

Kind code of ref document: A1

DPE1 Request for preliminary examination filed after expiration of 19th month from priority date (pct application filed from 20040101)
NENP Non-entry into the national phase

Ref country code: DE

122 Ep: pct application non-entry in european phase

Ref document number: 09847318

Country of ref document: EP

Kind code of ref document: A1

NENP Non-entry into the national phase

Ref country code: JP