WO2014167725A1 - Dispositif de commande de véhicule - Google Patents

Dispositif de commande de véhicule Download PDF

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Publication number
WO2014167725A1
WO2014167725A1 PCT/JP2013/061111 JP2013061111W WO2014167725A1 WO 2014167725 A1 WO2014167725 A1 WO 2014167725A1 JP 2013061111 W JP2013061111 W JP 2013061111W WO 2014167725 A1 WO2014167725 A1 WO 2014167725A1
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WO
WIPO (PCT)
Prior art keywords
engine
cylinder
expansion stroke
torque
valve
Prior art date
Application number
PCT/JP2013/061111
Other languages
English (en)
Japanese (ja)
Inventor
小島　進
Original Assignee
トヨタ自動車株式会社
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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/JP2013/061111 priority Critical patent/WO2014167725A1/fr
Publication of WO2014167725A1 publication Critical patent/WO2014167725A1/fr

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/40—Controlling the engagement or disengagement of prime movers, e.g. for transition between prime movers
    • 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
    • F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
    • F02D41/062—Introducing corrections for particular operating conditions for engine starting or warming up for starting
    • F02D41/065—Introducing corrections for particular operating conditions for engine starting or warming up for starting at hot start or restart
    • 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
    • F02N99/00—Subject matter not provided for in other groups of this subclass
    • F02N99/002—Starting combustion engines by ignition means
    • F02N99/006—Providing a combustible mixture inside the cylinder
    • 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
    • F02D41/0002—Controlling intake air
    • F02D2041/001—Controlling intake air for engines with variable valve actuation
    • 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
    • F02D41/009—Electrical control of supply of combustible mixture or its constituents using means for generating position or synchronisation signals
    • F02D2041/0095—Synchronisation of the cylinders during engine shutdown
    • 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
    • F02D2250/06—Reverse rotation of engine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D29/00—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
    • F02D29/02—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving vehicles; peculiar to engines driving variable pitch propellers
    • 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
    • F02N11/04—Starting of engines by means of electric motors the motors being associated with current generators
    • 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
    • F02N19/00—Starting aids for combustion engines, not otherwise provided for
    • F02N19/005—Aiding engine start by starting from a predetermined position, e.g. pre-positioning or reverse rotation
    • F02N2019/007—Aiding engine start by starting from a predetermined position, e.g. pre-positioning or reverse rotation using inertial reverse rotation
    • 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
    • F02N2200/00—Parameters used for control of starting apparatus
    • F02N2200/06—Parameters used for control of starting apparatus said parameters being related to the power supply or driving circuits for the starter
    • F02N2200/061—Battery state of charge [SOC]
    • 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

Definitions

  • the present invention relates to a vehicle control apparatus including a clutch provided in a power transmission path between an engine and an electric motor.
  • a vehicle including an engine, an electric motor, and a clutch that is provided in a power transmission path between the engine and the electric motor and can disconnect the engine from driving wheels is well known.
  • the engine is stopped with the clutch released.
  • Various methods for starting the engine from such a state have been proposed.
  • Patent Document 1 in the vehicle as described above, when the engine is requested to start, slip control of the clutch is performed, so that the output torque of the electric motor (if not specifically distinguished, power and force are agreed)
  • a technique for cranking an engine and starting the engine is disclosed.
  • Patent Document 1 when starting a direct injection engine, fuel is injected into the cylinder of the engine stopped in the expansion stroke and ignited, so that the engine rotation speed is increased by the explosion torque and the engine is started. A so-called ignition start technique has also been proposed.
  • the present invention has been made in the background of the above circumstances, and an object of the present invention is to provide a vehicle control device capable of improving engine startability when starting an engine by ignition start. .
  • the subject matter of the first invention for achieving the above object is: (a) Control of a vehicle including a soot engine, an electric motor, and a clutch provided in a power transmission path between the engine and the electric motor. (B) ⁇ ⁇ ⁇ ⁇ When starting the engine, after burning the cylinder of the engine stopped in the compression stroke and negatively rotating the engine, the cylinder of the engine in the expansion stroke is burned. The reverse rotation start is performed to rotate the engine forward.
  • the cylinder in the expansion stroke is compressed again due to the negative rotation of the engine due to the reverse rotation start, and a high explosion torque can be obtained at the first explosion of the cylinder.
  • the cylinder containing a large amount of combustion gas in the reverse rotation start is burned, so the explosion torque at the time of combustion of the cylinder is reduced. Therefore, by suppressing the explosion torque of the second or third explosion, the increase in engine rotation speed is relaxed, the occurrence of overshoot is suppressed, and the clutch is quickly fully engaged. Therefore, the engine startability can be improved when the engine is started by the ignition start.
  • the second invention is the vehicle control apparatus according to the first invention, wherein the reverse rotation start is performed when any cylinder of the engine is stopped in a predetermined region sandwiching a top dead center. Is to do. In this way, if any cylinder of the engine is stopped in a predetermined region across the top dead center, even if the engine cylinder stopped in the expansion stroke is burned, the engine friction torque is increased. Whereas it may be difficult to obtain a sufficient explosion torque to overcome, engine startability can be improved by performing reverse start.
  • the fuel is injected into the cylinder of the engine in the expansion stroke when the engine is negatively rotated. There is to do in between.
  • the fuel injection is performed in a state where air flow is generated in the cylinder due to the negative rotation, thereby promoting the homogenization of the air-fuel mixture in the cylinder in the expansion stroke. Therefore, the initial explosion of the cylinder in the expansion stroke is likely to occur, and a high explosion torque is easily obtained at the initial explosion, so that the engine startability can be improved.
  • the ignition of the cylinder of the engine in the expansion stroke is a negative rotation of the engine. There is to do when the speed is slowing down. If it does in this way, it will burn with the air compression of the cylinder in an expansion stroke advanced.
  • the first explosion of the cylinder in the expansion stroke is generated in a state where the reaction torque accompanying the negative rotation of the engine is small. Therefore, the first explosion itself of the cylinder in the expansion stroke is likely to occur, and a high explosion torque is easily obtained at the first explosion, so that the engine startability can be further improved.
  • the clutch when the engine rotates forward during the reverse rotation start, the clutch is directed to engagement. And controlling the speed of the engine to increase. If it does in this way, the output torque of the motor at the time of controlling a clutch toward engagement will be suppressed by performing reverse rotation start first. Therefore, when the motor is running, the output torque of the electric motor secured for starting the engine is suppressed, and the motor running area is expanded. In addition, since the occurrence of overshoot is suppressed by performing reverse rotation start, the clutch is quickly fully engaged. Therefore, the engine startability can be improved when the engine is started by the ignition start.
  • the engine when any one of the cylinders of the engine is stopped in a predetermined region sandwiching the top dead center, when the engine is started, the engine is first stopped in the expansion stroke. This is a case where any cylinder of the engine is stopped in a region where even if the cylinder of the engine is burned, an explosion torque that can exceed the friction torque of the engine cannot be generated. In this way, the engine startability can be improved by performing the reverse rotation when any cylinder of the engine is stopped in a predetermined region across the top dead center.
  • the vehicle includes a transmission that forms part of a power transmission path between the electric motor and the drive wheels.
  • the transmission includes a manual transmission such as a known synchronous mesh type parallel twin-shaft transmission having a plurality of pairs of transmission gears that are always meshed between two shafts, various automatic transmissions (planetary gear automatic transmission, synchronous mesh). Type parallel two-shaft automatic transmission, DCT, CVT, etc.).
  • This automatic transmission is constituted by an automatic transmission alone, an automatic transmission having a fluid transmission, or an automatic transmission having a sub-transmission.
  • a vehicle 10 is a hybrid vehicle including an engine 14 that functions as a driving force source for traveling and an electric motor MG.
  • the power transmission device 12 includes an engine connecting / disconnecting clutch K0 (hereinafter referred to as a clutch K0), a torque converter 16, an automatic transmission 18 and the like in order from the engine 14 side in a transmission case 20 as a non-rotating member. ing.
  • the power transmission device 12 is connected to a propeller shaft 26 connected to a transmission output shaft 24 that is an output rotating member of the automatic transmission 18, a differential gear 28 connected to the propeller shaft 26, and the differential gear 28. And a pair of axles 30 and the like.
  • the pump impeller 16a of the torque converter 16 is connected to the engine connecting shaft 32 via the clutch K0 and is directly connected to the electric motor MG.
  • the turbine impeller 16 b of the torque converter 16 is directly connected to a transmission input shaft 34 that is an input rotation member of the automatic transmission 18.
  • the pump impeller 16a is rotationally driven by the engine 14 (and / or the electric motor MG) to generate hydraulic pressure for executing the shift control of the automatic transmission 18, the engagement release control of the clutch K0, and the like.
  • a mechanical oil pump 22 is connected.
  • the power transmission device 12 configured in this way is suitably used for, for example, the FR type vehicle 10. In the power transmission device 12, the power of the engine 14 (the torque and the force are synonymous unless otherwise distinguished) is applied between the crankshaft 36 (see FIG.
  • the power transmission device 12 constitutes a power transmission path from the engine 14 to the drive wheel 38.
  • the automatic transmission 18 constitutes a part of the power transmission path between the engine 14 and the electric motor MG and the drive wheels 38, and the power from the driving power source for driving (the engine 14 and the electric motor MG) is directed to the drive wheels 38.
  • the electric motor MG is a so-called motor generator having a function as a motor that generates mechanical power from electric energy and a function as a generator that generates electric energy from mechanical energy.
  • the electric motor MG generates driving power using electric energy supplied from the power storage device 44 via the inverter 42 instead of or in addition to the engine 14.
  • the electric motor MG converts the power of the engine 14 and the driven force input from the drive wheel 38 side into electric energy by regeneration, and stores the electric energy in the power storage device 44 via the inverter 42.
  • the electric motor MG is connected to a power transmission path between the clutch K0 and the torque converter 16, and power is transmitted between the electric motor MG and the pump impeller 16a. Therefore, the electric motor MG is connected to the transmission input shaft 34 of the automatic transmission 18 so as to be able to transmit power without using the clutch K0.
  • the engine 14 is a known direct-injection type four-cycle gasoline engine that directly injects fuel into each cylinder (cylinder) 50, for example.
  • the engine 14 includes a combustion chamber 52 provided between a cylinder head and a piston, an intake pipe 54 connected to an intake port of the combustion chamber 52, and an exhaust pipe 56 connected to an exhaust port of the combustion chamber 52.
  • a fuel injection device 58 provided in the cylinder head for directly injecting fuel F into the combustion chamber 52; an ignition device 60 for igniting an air-fuel mixture in the combustion chamber 52; and an intake valve for opening or closing the intake port of the combustion chamber 52 62, an exhaust valve 64 that opens or closes the exhaust port of the combustion chamber 52, an intake valve drive device 66 that opens and closes by reciprocating the intake valve 62 in synchronization with the rotation of the crankshaft 36, and an exhaust valve 64 And an exhaust valve driving device 68 that opens and closes by reciprocating in synchronization with the rotation of the crankshaft 36.
  • An electronic throttle valve 70 is provided in the intake pipe 54 of the engine 14, and the electronic throttle valve 70 is opened and closed by a throttle actuator 72.
  • the fuel F is injected and supplied from the fuel injection device 58 to the intake air sucked into the combustion chamber 52 from the intake pipe 54 to form a mixture, and the mixture is ignited and burned by the ignition device 60. .
  • the engine 14 is driven, and the air-fuel mixture after combustion is sent into the exhaust pipe 56 as exhaust gas.
  • An arrow A1 indicates the most retarded state (most retarded position) in which the valve opening timing VTin of the intake valve 62 is shifted by the maximum in the retarded direction by the intake valve driving device 66.
  • an arrow A2 indicates a most advanced angle state (most advanced angle position) in which the valve opening timing VTin of the intake valve 62 is shifted by the maximum in the advance direction by the intake valve driving device 66.
  • the most retarded position of the intake valve 62 is, for example, a reference position when the engine is stopped due to ignition off. In the present embodiment, for example, at the time of engine start accompanying idling on or during idling, the valve opening timing VTin of the intake valve 62 is set as the reference position.
  • valve opening timing VTin of the intake valve 62 is shifted in the advance direction.
  • the valve opening timing VTin of the intake valve 62 can be changed within the range of the arrow AR by the intake valve driving device 66.
  • the vehicle 10 is provided with an electronic control device 90 including a control device for the vehicle 10 related to, for example, the engagement release control of the clutch K0 and the start control of the engine 14.
  • the electronic control unit 90 includes, for example, a so-called microcomputer having a CPU, a RAM, a ROM, an input / output interface, and the like.
  • the CPU uses a temporary storage function of the RAM and follows a program stored in the ROM in advance.
  • Various controls of the vehicle 10 are executed by performing signal processing.
  • the electronic control unit 90 performs output control of the engine 14, drive control of the motor MG including regeneration control of the motor MG, shift control of the automatic transmission 18, torque capacity control of the clutch K0, and the like.
  • the electronic control unit 90 includes various sensors (for example, an engine rotational speed sensor 74, a turbine rotational speed sensor 76, an output shaft rotational speed sensor 78, an electric motor rotational speed sensor 80, an accelerator opening sensor 82). , Various signals (for example, the engine rotation speed Ne and the crank angle Acr, which are the rotation speed of the engine 14, the turbine rotation speed) based on the detection values by the throttle sensor 84, the air flow meter 86, the intake valve side cam position sensor 88, the battery sensor 89, and the like.
  • sensors for example, an engine rotational speed sensor 74, a turbine rotational speed sensor 76, an output shaft rotational speed sensor 78, an electric motor rotational speed sensor 80, an accelerator opening sensor 82.
  • Various signals for example, the engine rotation speed Ne and the crank angle Acr, which are the rotation speed of the engine 14, the turbine rotation speed
  • the engine control command signal Se for controlling the output of the engine 14, the motor control command signal Sm for controlling the operation of the motor MG, the clutch K 0,
  • a hydraulic command signal Sp for operating an electromagnetic valve (solenoid valve) or the like included in the hydraulic control circuit 40 to control the hydraulic actuator of the automatic transmission 18 includes a fuel injection device 58, an ignition device 60, and an intake valve drive. It is output to the engine 66, the engine control device such as the throttle actuator 72, the inverter 42, the hydraulic control circuit 40, etc.
  • FIG. 4 is a functional block diagram for explaining a main part of the control function by the electronic control unit 90.
  • the hybrid control means that is, the hybrid control unit 92 controls a function as an engine drive control unit that controls driving of the engine 14 and an operation as a driving force source or a generator by the electric motor MG via the inverter 42.
  • a function as an electric motor operation control unit is included, and hybrid drive control by the engine 14 and the electric motor MG is executed by these control functions.
  • the hybrid control unit 92 calculates a required driving force Fdtgt as a required driving amount for the vehicle 10 by the driver based on the accelerator opening ⁇ acc and the vehicle speed V.
  • the hybrid control unit 92 uses only the electric motor MG as a driving power source for traveling with the clutch K0 released.
  • a traveling motor (EV traveling) is performed.
  • the hybrid control unit 92 uses at least the engine 14 for traveling with the clutch K0 engaged.
  • An engine traveling that travels as a driving force source that is, a hybrid traveling (EHV traveling) is performed.
  • the engine 14 is cranked by the electric motor MG by controlling the released clutch K0 toward the engagement, and the fuel supply or the engine ignition is performed. And the engine 14 is started.
  • the clutch K0 is controlled so that a K0 torque for transmitting an engine starting torque, which is a torque necessary for starting the engine, to the engine 14 side can be obtained. Since the engine start torque corresponds to the MG torque Tm that flows to the engine 14 side via the clutch K0, the MG torque Tm that flows to the drive wheel 38 side is reduced by that amount.
  • the hybrid control unit 92 When a part of the engine starting torque is covered by the ignition start, it is preferable to perform the ignition start in order to move the stopped piston. That is, it is suitable for suppressing the MG compensation torque to overcome the friction torque of the engine 14 at the start of the engine start by the explosion torque accompanying the start of ignition. Therefore, when restart of the engine 14 is requested during EV traveling, the hybrid control unit 92 first performs ignition start and rotates the engine 14. Thereafter, the hybrid control unit 92 increases the engine rotational speed Ne by the electric motor MG by controlling the clutch K0 toward engagement. Then, after the engine rotation speed Ne is synchronized with the motor rotation speed Nmg, the hybrid control unit 92 completely engages the clutch K0 and shifts to EHV traveling.
  • the friction torque of the engine 14 at the time of starting the engine is a compression torque corresponding to the pumping loss, a mechanical friction torque corresponding to the sliding resistance, and a mechanical friction torque of the intake valve driving device 66 and the exhaust valve driving device 68. Total torque.
  • the friction torque of the engine 14 at the start of the engine start when moving the stopped piston is exclusively the sliding resistance and the mechanical friction torque of the intake valve driving device 66 and the like because the engine rotational speed Ne is extremely low. Become.
  • the hybrid control unit 92 operates the intake valve drive device 66 to change the valve opening timing VTin of the intake valve 62 to the advance side prior to starting ignition of the cylinder C.
  • the hybrid control unit 92 causes the cylinder B to burn by starting ignition and causes the engine 14 to rotate in the forward direction in a state where the cylinder B in the expansion stroke is compressed. Thereby, coupled with the fact that the exhaust valve 64 is not immediately opened, an explosion torque sufficient to exceed the friction torque of the engine 14 is generated.
  • the hybrid control unit 92 increases the engine rotational speed Ne by controlling the clutch K0 toward engagement when the engine 14 is normally rotated in the ignition start by the reverse rotation start.
  • the ignition start is already performed and the cylinder C containing a large amount of combustion gas is burned, so that the engine rotation speed Ne is increased.
  • the compression of the cylinder B in the expansion stroke due to the negative rotation of the engine 14 is maximized when the negative rotation stops.
  • the reaction force against the positive rotation force becomes zero. Therefore, the hybrid control unit 92, when starting the reverse rotation, when the negative rotation speed of the engine 14 is decreasing (for example, when the negative rotation speed approaches zero or when the negative rotation stops).
  • the cylinder B in the expansion stroke is ignited.
  • the reaction torque is suppressed as much as possible, the cylinder B in the expansion stroke is burned, and the engine 14 is properly rotated in the forward direction.
  • the hybrid control unit 92 performs ignition of the cylinder B in the expansion stroke until the cylinder B in the expansion stroke reaches the top dead center in the reverse rotation start. Thereby, reverse rotation start is performed appropriately.
  • the traveling state determination means determines whether or not there is an engine stop request for requesting the stop of the engine 14 on the assumption of restart. For example, the traveling state determination unit 94 determines that the required driving force Fdtgt is within a range that can be covered only by the output of the electric motor MG during EHV traveling, or the discharge restriction of the power storage device 44, the charging request of the power storage device 44, the engine 14 and the like. When the warm-up request is canceled and EV traveling is performed, it is determined that there is an engine stop request on the assumption of restart.
  • the engine state determination unit 96 determines, for example, whether any cylinder of the stopped engine 14 is stopped at TDC. Further, the engine state determination unit 96 determines whether or not the rotation of the engine 14 has actually started reverse rotation by the start of reverse rotation start by the hybrid control unit 92, for example. Further, the engine state determination unit 96 determines whether or not the ignition condition for the cylinder in the expansion stroke is satisfied after fuel is injected into the cylinder in the expansion stroke that is executed in the reverse rotation start by the hybrid control unit 92, for example. To do. That is, the engine state determination unit 96 determines whether or not ignition to the cylinder in the expansion stroke has become possible. This ignition condition is, for example, whether the cylinder in the expansion stroke has not reached TDC and the negative rotation speed of the engine has been reduced or stopped in the engine 14 in reverse rotation.
  • FIG. 6 is a flowchart for explaining a main part of the control operation of the electronic control unit 90, that is, a control operation for improving the engine startability at the time of engine start by ignition start, for example, an extremely short cycle of about several msec to several tens msec. It is executed repeatedly in time.
  • step (hereinafter, step is omitted) S10 corresponding to the traveling state determination unit 94 it is determined whether there is an engine stop request based on restart, for example. If the determination in S10 is negative, this routine is terminated. If the determination is positive, in S20 corresponding to the engine state determination unit 96, for example, the valve opening timing VTin of the intake valve 62 matches the engine restart. It is determined whether or not there is. If the determination in S20 is negative, in S30 corresponding to the hybrid control unit 92, for example, the intake valve driving device 66 is operated, and the valve opening timing VTin of the intake valve 62 is changed to the advance side. After execution of S30, the process returns to S20.
  • S20 If the determination in S20 is affirmative, for example, both fuel injection and ignition for the engine 14 are stopped in S40 corresponding to the hybrid control unit 92.
  • S50 corresponding to the engine state determination unit 96, for example, the crank angle Acr of the stopped engine 14 is detected.
  • S60 corresponding to the engine state determination unit 96, for example, it is determined whether any cylinder of the stopped engine 14 is stopped at TDC. If the determination in S60 is negative, it is determined in S70 corresponding to the traveling state determination unit 94, for example, whether there is an engine restart request. If the determination in S70 is negative, this S70 is repeatedly executed.
  • S110 is repeatedly executed. If the determination in S110 is negative, this S110 is repeatedly executed. If the determination is affirmative, in S120 corresponding to the hybrid control unit 92, for example, fuel injection is executed for a cylinder in the expansion stroke. Next, in S130 corresponding to the engine state determination unit 96, for example, it is determined whether or not an ignition condition for a cylinder in the expansion stroke is satisfied. If the determination in S130 is negative, this S130 is repeatedly executed. If the determination is positive, in S140 corresponding to the hybrid control unit 92, for example, ignition is executed for a cylinder in the expansion stroke.
  • the fuel injection to the cylinder in the expansion stroke is performed while the engine 14 is rotating negatively, so that the fuel flows in a state where air flow is generated in the cylinder due to the negative rotation. It is injected and the homogenization of the air-fuel mixture in the cylinder in the expansion stroke is promoted. Therefore, the initial explosion of the cylinder in the expansion stroke is likely to occur, and a high explosion torque is easily obtained at the initial explosion, so that the engine startability can be improved.
  • the ignition of the cylinder in the expansion stroke is performed when the speed of the negative rotation of the engine 14 is decreasing, so that the air compression of the cylinder in the expansion stroke proceeds. It is burned in the state.
  • the first explosion of the cylinder in the expansion stroke is generated in a state where the reaction torque accompanying the negative rotation of the engine is small. Therefore, the first explosion itself of the cylinder in the expansion stroke is likely to occur, and a high explosion torque is easily obtained at the first explosion, so that the engine startability can be further improved.
  • the cylinder in the expansion stroke is ignited until the cylinder in the expansion stroke reaches the top dead center. Startability can be improved.
  • the engine rotational speed Ne is increased by controlling the clutch K0 toward the engagement, so that the clutch K0 is performed by performing the reverse rotation first.
  • the MG torque Tm when controlling toward the engagement is suppressed. Therefore, during EV travel, the MG torque Tm secured for engine start is suppressed, and the EV travel range is expanded.
  • the clutch K0 is quickly fully engaged. Therefore, the engine startability can be improved when the engine is started by the ignition start.
  • the state in which the cylinder of the engine 14 is stopped at the TDC is illustrated as an aspect of the reverse rotation start, but the present invention is not limited to this aspect.
  • the reverse rotation start may be performed even when the vehicle is stopped with a certain degree of deviation from the TDC.
  • the exhaust valve 64 is not immediately opened during forward rotation, ignition occurs because the crank angle Acr is small with respect to TDC.
  • the forward rotation does not start even if the engine is started.
  • the exhaust valve 64 is used.
  • the reverse rotation start is executed in the same manner as when the vehicle is stopped in accordance with the TDC. That is, reverse rotation start is performed when any cylinder of the engine 14 is stopped in a predetermined region across the TDC.
  • the valve opening timing VTin of the intake valve 62 is advanced with respect to the most retarded position that is the reference position. It is not restricted to this aspect.
  • the intake valve drive device 66 is a mechanism that can change the valve opening timing VTin of the intake valve 62 even when the engine is stopped, such as an electrically controlled valve opening / closing mechanism, the engine is started after the engine is stopped and before the engine is restarted.
  • the valve opening timing VTin of the intake valve 62 may be advanced during the period until. That is, S20 and S30 may be completed before S100 is executed.
  • the intermediate position matches the engine restart. If it is a position, S20 and S30 may not be present.
  • the intake valve driving device 66 does not need to have the function of the valve timing changing mechanism VVT.
  • it is determined in S110 whether or not the rotation of the engine 14 has started reverse rotation but this is not a limitation.
  • the execution contents of each step, the execution order thereof, and the like can be changed as appropriate without departing from the scope.
  • the 6-cylinder engine is exemplified to explain the reverse start, but the engine to which the present invention is applied is not limited to this 6-cylinder engine.
  • a 5-cylinder engine or an 8-cylinder engine may be used.
  • the intake valve driving device 66 has the function of the valve timing changing mechanism VVT.
  • the exhaust valve driving device 68 also changes the valve timing changing mechanism VTex of the exhaust valve 64. You may have a function of VVT.
  • the valve timing changing mechanism VVT in the exhaust valve driving device 68 for example, when starting ignition with respect to a cylinder in the expansion stroke in reverse rotation start, the valve opening timing VTex of the exhaust valve 64 may be retarded. In this way, since the opening of the exhaust valve 64 is delayed when the cylinder in the expansion stroke is combusted, the explosion torque when the engine 14 is normally rotated in the reverse rotation start can be obtained more sufficiently.
  • the function of the valve timing changing mechanism VVT in the above-described embodiment is to advance or retard both the valve opening time and the valve closing time, but is not limited to this mode.
  • the intake valve driving device 66 has the function of a valve timing changing mechanism VVT that can be electromagnetically controlled to open and close the valve independently of the rotation of the crankshaft 36 without being mechanically connected to the crankshaft 36. May be. In such a case, it is possible to advance only the valve closing time without changing the valve opening time of the intake valve 62, or to delay only the valve opening time without changing the valve closing time of the exhaust valve 64.
  • the clutch K0 is completely engaged after the engine rotation speed Ne and the motor rotation speed Nmg are synchronized.
  • the present invention is not limited to this.
  • the clutch K0 since the increase in the engine rotational speed Ne is moderated by the reverse rotation start, the clutch K0 may be completely engaged when the engine rotational speed Ne is changing toward synchronization with the electric motor rotational speed Nmg. . In this way, although it is somewhat disadvantageous for suppressing the shock, the response of starting the engine is improved.
  • the vehicle 10 is provided with the torque converter 16 and the automatic transmission 18, but the torque converter 16 and the automatic transmission 18 are not necessarily provided.
  • Vehicle 14 Engine 62: Intake valve 66: Intake valve drive device (valve timing changing mechanism) 90: Electronic control device (control device) K0: Engine disconnection clutch (clutch) MG: Electric motor

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  • 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)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Hybrid Electric Vehicles (AREA)

Abstract

La présente invention améliore l'aptitude au démarrage du moteur lorsqu'un moteur est démarré par allumage. Un cylindre dans une course de détente est recompressé par rotation négative d'un moteur (14) causée par le démarrage en sens inverse, et un couple d'explosion élevé peut être obtenu pendant l'explosion initiale du cylindre. La combustion est provoquée dans le cylindre contenant une grande quantité de gaz de combustion de l'allumage en sens inverse après l'explosion initiale du cylindre dans la course de détente, et la course d'explosion pendant la combustion du cylindre est par conséquent réduite. Ainsi, le couple d'explosion de la deuxième ou de la troisième explosion est supprimé, ce qui permet d'atténuer la vitesse du moteur (Ne), de réduire la survenue de dépassement et d'enclencher entièrement et rapidement un embrayage (K0).
PCT/JP2013/061111 2013-04-12 2013-04-12 Dispositif de commande de véhicule WO2014167725A1 (fr)

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PCT/JP2013/061111 WO2014167725A1 (fr) 2013-04-12 2013-04-12 Dispositif de commande de véhicule

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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN105370470A (zh) * 2015-12-28 2016-03-02 安徽江淮汽车股份有限公司 一种汽车离合信号控制系统
CN107781088A (zh) * 2016-08-31 2018-03-09 丰田自动车株式会社 内燃机的控制装置

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2008163827A (ja) * 2006-12-28 2008-07-17 Mazda Motor Corp エンジンの始動制御装置
JP2009097374A (ja) * 2007-10-15 2009-05-07 Mazda Motor Corp エンジンの始動装置
JP2010070050A (ja) * 2008-09-18 2010-04-02 Aisin Seiki Co Ltd 車両用駆動装置

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2008163827A (ja) * 2006-12-28 2008-07-17 Mazda Motor Corp エンジンの始動制御装置
JP2009097374A (ja) * 2007-10-15 2009-05-07 Mazda Motor Corp エンジンの始動装置
JP2010070050A (ja) * 2008-09-18 2010-04-02 Aisin Seiki Co Ltd 車両用駆動装置

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN105370470A (zh) * 2015-12-28 2016-03-02 安徽江淮汽车股份有限公司 一种汽车离合信号控制系统
CN107781088A (zh) * 2016-08-31 2018-03-09 丰田自动车株式会社 内燃机的控制装置

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