WO2015029650A1 - 車両の制御装置 - Google Patents
車両の制御装置 Download PDFInfo
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- WO2015029650A1 WO2015029650A1 PCT/JP2014/069453 JP2014069453W WO2015029650A1 WO 2015029650 A1 WO2015029650 A1 WO 2015029650A1 JP 2014069453 W JP2014069453 W JP 2014069453W WO 2015029650 A1 WO2015029650 A1 WO 2015029650A1
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- ignition
- assist torque
- crankshaft
- internal combustion
- combustion engine
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- 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
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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
- B60K6/22—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 apparatus, components or means specially adapted for HEVs
- B60K6/38—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 apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
- B60K6/387—Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
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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
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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
- B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
- B60K6/54—Transmission for changing ratio
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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
- B60K6/50—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
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- 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
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- 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
- B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
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- 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
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- 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
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- 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
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D35/00—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
- F02D35/02—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions
- F02D35/023—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions by determining the cylinder pressure
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D45/00—Electrical control not provided for in groups F02D41/00 - F02D43/00
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- 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
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- 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
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- 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
- F02N11/0814—Circuits or control means specially adapted for starting of engines comprising means for controlling automatic idle-start-stop
- F02N11/0818—Conditions for starting or stopping the engine or for deactivating the idle-start-stop mode
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- 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
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- 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
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- 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
- B60W2510/00—Input parameters relating to a particular sub-units
- B60W2510/06—Combustion engines, Gas turbines
- B60W2510/0685—Engine crank angle
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
- B60Y2300/00—Purposes or special features of road vehicle drive control systems
- B60Y2300/48—Engine direct start by injecting fuel and fire
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- 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
- F02N15/00—Other power-operated starting apparatus; Component parts, details, or accessories, not provided for in, or of interest apart from groups F02N5/00 - F02N13/00
- F02N15/02—Gearing between starting-engines and started engines; Engagement or disengagement thereof
- F02N15/022—Gearing between starting-engines and started engines; Engagement or disengagement thereof the starter comprising an intermediate clutch
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- 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
- F02N2200/02—Parameters used for control of starting apparatus said parameters being related to the engine
- F02N2200/023—Engine temperature
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- 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
- F02N2300/00—Control related aspects of engine starting
- F02N2300/10—Control related aspects of engine starting characterised by the control output, i.e. means or parameters used as a control output or target
- F02N2300/104—Control of the starter motor torque
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- 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
- F02P5/1506—Digital data processing using one central computing unit with particular means during starting
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- 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
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- 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 device, and more particularly to a vehicle control device suitable as a device for controlling a vehicle equipped with an internal combustion engine in which various engine controls using detection values of a cylinder pressure sensor are performed.
- Patent Document 1 discloses a drive control device for a hybrid vehicle that includes an internal combustion engine and an electric motor as power sources and performs combustion start (ignition start) using expansion stroke injection.
- ignition and combustion of the internal combustion engine are started in accordance with the timing at which torque (assist torque) from the drive wheels is applied to the internal combustion engine at the start of ignition.
- the torque of the electric motor is increased in order to avoid the occurrence of torque shock caused by the torque being taken from the drive wheel side to the internal combustion engine side when the internal combustion engine is started.
- Japanese Unexamined Patent Publication No. 2011-201413 Japanese Unexamined Patent Publication No. 2005-110461 Japanese Unexamined Patent Publication No. 2013-119273
- the ignition start may not be realized reliably.
- the appropriate value of the assist torque depends on the friction of the sliding part of the internal combustion engine, the machine difference of the internal combustion engine, the fluctuations in environmental conditions (such as the cooling water temperature and lubricating oil temperature of the internal combustion engine), and the aging of the internal combustion engine. It can change due to receiving it.
- the driving force of the motor is used due to the increase in power consumption of the motor. It becomes difficult to improve the fuel consumption of the internal combustion engine by expanding the vehicle travel area. Therefore, in order to improve fuel consumption, it is desirable that the assist torque be reduced as much as possible while contributing to the realization of stable ignition start.
- the present invention has been made to solve the above-described problems, and appropriately suppresses the assist torque of the rotation of the crankshaft by the electric motor and is stable while dealing with the influence of aging of the internal combustion engine. It is a first object of the present invention to provide a vehicle control device that can realize ignition start.
- a clutch that switches between engagement and disengagement of the crankshaft and the rotation shaft of the electric motor is provided.
- the operation variation of the clutch may affect the realization of the ignition start.
- a second object of the present invention is to provide a vehicle control device that can realize a stable ignition start.
- the first invention is A fuel injection valve for directly injecting fuel into the cylinder, an ignition plug for igniting the air-fuel mixture, a crank angle sensor for detecting the crank angle, and an in-cylinder pressure sensor for detecting the in-cylinder pressure
- An internal combustion engine that performs ignition start by performing fuel injection and ignition on a cylinder that is stopped in an expansion stroke and starting the internal combustion engine by rotationally driving a crankshaft by the pressure of combustion accompanying the fuel injection
- a vehicle control device comprising: An electric motor capable of rotationally driving the crankshaft; An assist torque determining means for determining an assist torque for assisting rotation of the crankshaft by the electric motor at the time of starting ignition based on a maximum value of the in-cylinder pressure detected by the in-cylinder pressure sensor at the time of starting ignition; Control means for controlling the electric motor at the start of ignition based on the determined assist torque; It is characterized by providing.
- the second invention is the first invention, wherein
- the assist torque determining means determines assist torque to be used at the start of ignition based on a maximum value of the in-cylinder pressure detected by the in-cylinder pressure sensor in a cylinder where combustion is initially performed at the start of ignition.
- the third invention is the first or second invention, wherein The control means controls the electric motor so as to exert a pre-assist torque lower than the assist torque prior to exerting the assist torque determined by the assist torque determining means.
- the control means controls the electric motor so as to exert the assist torque determined by the assist torque determination means when the crankshaft starts to move at the start of ignition.
- a fifth invention is any one of the first to fourth inventions,
- the electric motor is provided as a second power source of the vehicle;
- a clutch for switching between engagement and disengagement of the crankshaft and the rotating shaft of the electric motor;
- Ignition timing control means for controlling the ignition timing so that ignition by the spark plug is started after the time point when the engagement between the crankshaft by the clutch and the rotating shaft of the electric motor is completed at the start of ignition; Is further provided.
- a cylinder having a fuel injection valve for directly injecting fuel into a cylinder, a spark plug for igniting an air-fuel mixture, and a crank angle sensor for detecting a crank angle, and for a cylinder stopped in an expansion stroke A control device for a vehicle including the internal combustion engine that performs fuel injection and ignition, and performs an ignition start to start the internal combustion engine by rotationally driving a crankshaft by combustion pressure accompanying the fuel injection, An electric motor provided as a second power source of the vehicle and capable of rotating the crankshaft; A clutch for switching between engagement and disengagement of the crankshaft and the rotating shaft of the electric motor; Ignition timing control means for controlling the ignition timing so that ignition by the spark plug is started after the time point when the engagement between the crankshaft by the clutch and the rotating shaft of the electric motor is completed at the start of ignition; It is characterized by providing.
- the effect of changes in the friction of the sliding part of the internal combustion engine appears as variations in the maximum value of the in-cylinder pressure at the start of ignition.
- the maximum value of the in-cylinder pressure in the cylinder where combustion is first performed at the start of ignition (that is, the in-cylinder pressure value when the crankshaft starts to move) is used for determining the assist torque.
- the assist torque can be determined more accurately.
- the third invention it is possible to reduce the influence of the variation in the assist start timing from the electric motor on the ignition start while avoiding the crankshaft starting to move before the start of the application of the assist torque.
- the ignition start assist by the electric motor can be performed efficiently.
- stable ignition start can be realized by eliminating the influence of the clutch operation variation.
- FIG. 6 is a diagram showing a relationship between a maximum value Cyl_prss of in-cylinder pressure in a start cylinder of ignition start and a friction torque TfrcCPS0 of the internal combustion engine. It is a figure showing the example of a setting of temperature correction torque value Tfrc_corr used for calculation of required assist torque Ast_trq. It is a flowchart of the routine performed in Embodiment 1 of the present invention.
- FIG. 1 is a diagram illustrating a configuration of a hybrid vehicle 10 to which a control device according to Embodiment 1 of the present invention is applied.
- a hybrid vehicle 10 shown in FIG. 1 includes an internal combustion engine 14 and a motor generator (hereinafter simply referred to as “MG”) 16 as power sources for driving the drive wheels 12.
- MG motor generator
- the internal combustion engine 14 is configured as a spark ignition type internal combustion engine, and includes a throttle valve 18 as an actuator, a fuel injection valve 20, an ignition plug 22, and the like.
- the throttle valve 18 is for adjusting the intake air amount of the internal combustion engine 14.
- the fuel injection valve 20 is for injecting fuel directly into each cylinder of the internal combustion engine 14.
- the spark plug 22 is for igniting the air-fuel mixture in the cylinder.
- the MG 16 has both a function as a generator and a function as an electric motor, and exchanges electric power with a battery (both not shown) via an inverter.
- the output shaft (crankshaft) 14a of the internal combustion engine 14 is connected to the output shaft 16a of the MG 16 via the K0 clutch 24.
- the K0 clutch 24 uses a K0 actuator 26 to engage and release the clutch plate 24a provided on the output shaft 14a side of the internal combustion engine 14 and the clutch plate 24b provided on the output shaft 16a side of the MG16. Do. Thereby, the power transmission path between the internal combustion engine 14 and the MG 16 is connected or cut off.
- the K0 actuator 26 is assumed to be of a hydraulic type (more specifically, a system in which the clutch plate 24a and the clutch plate 24b are frictionally engaged by a hydraulic cylinder (not shown)).
- the K0 actuator 26 includes a sensor for detecting the stroke of the K0 clutch 24.
- the output shaft 16a of the MG 16 is connected to the automatic transmission 30 via the torque converter 28.
- the torque converter 28 is a fluid clutch that transmits the rotation of the internal combustion engine 14 and the MG 16 to the output shaft 30a of the automatic transmission 30 via oil.
- the torque converter 28 further includes a lock-up clutch for bringing the output shaft 16a of the MG 16 and the output shaft 30a of the automatic transmission 30 into a direct connection state.
- the lockup clutch of the torque converter 28 is hydraulically controlled by the actuator 32.
- the automatic transmission 30 is a device that automatically switches the gear ratio based on information such as the vehicle speed, and is hydraulically controlled by the actuator 34.
- a propeller shaft 36 is connected to the output shaft 30a of the automatic transmission 30.
- the propeller shaft 36 is connected to the left and right drive shafts 40 via a differential gear 38.
- the drive shaft 40 is connected to the drive wheel 12.
- the control device for the hybrid vehicle 10 includes an ECU (Electronic Control Unit) 50.
- the ECU 50 is configured by an arithmetic processing unit that includes a storage circuit including a ROM, a RAM, a nonvolatile memory, and the like, and an input / output port.
- Various sensors provided in the hybrid vehicle 10 are connected to the input side of the ECU 50.
- the internal combustion engine 14 includes an air flow meter 52 for measuring the intake air amount, a crank angle sensor 54 for detecting the crank angle and the engine rotation speed, and a cylinder for detecting the in-cylinder pressure of each cylinder.
- An internal pressure sensor 56, a water temperature sensor 58 for detecting the temperature of the cooling water of the internal combustion engine 14, and an oil temperature sensor 60 for detecting the temperature of the lubricating oil of the internal combustion engine 14 are attached.
- the MG 16 is attached with an MG rotation speed sensor 62 for detecting the motor rotation speed.
- Various actuators such as the throttle valve 18, the fuel injection valve 20, the spark plug 22, the K0 actuator 26, and the actuators 32 and 34 are connected to the output side of the ECU 50.
- the ECU 50 processes the signals of the acquired sensors and operates the actuators according to a predetermined control program, thereby driving the internal combustion engine 14 included in the hybrid vehicle 10, driving the MG 16, engaging operation of the K0 clutch 24, The operation of the lock-up clutch of the torque converter 28 and the gear ratio and shift timing of the automatic transmission 30 are controlled.
- actuators and sensors connected to the ECU 50 are many actuators and sensors connected to the ECU 50 other than those shown in the figure, but the description thereof is omitted in this specification.
- ition start with motor assist In the hybrid vehicle 10, when the internal combustion engine 14 is restarted after the automatic stop of the internal combustion engine 14, combustion is generated in the cylinder by performing fuel injection and ignition on the cylinder stopped in the expansion stroke.
- a starting method hereinafter referred to as “ignition start” in which the internal combustion engine 14 is started (restarted) by rotationally driving the crankshaft 14a with the combustion pressure is used.
- the hybrid vehicle 10 allows the rotation of the crankshaft 14a at the time of ignition start (hereinafter referred to as “motor assist”) by making the MG 16 function as an electric motor in order to surely realize the ignition start. To be performed).
- motor assist the rotation of the crankshaft 14a at the time of ignition start (hereinafter referred to as “motor assist”) by making the MG 16 function as an electric motor in order to surely realize the ignition start. To be performed).
- FIG. 2 is a time chart for explaining the problem at the start of ignition with motor assist. More specifically, FIG. 2 shows that the engagement operation of the K0 clutch 24 is started and the MG 16 starts at the ignition start start time t0 when the fuel injection and ignition to the cylinder stopped in the expansion stroke are started. An example in which application of motor assist torque (MG torque) is started is shown.
- MG torque motor assist torque
- FIG. 2B an ignition operation (turning on the ignition coil) is repeatedly executed in a predetermined cycle in order to realize ignition in the expansion stroke.
- a time point t1 in FIG. 2 indicates a timing at which ignition of the air-fuel mixture is established as a result.
- the timing at which the K0 clutch 24 is completely engaged varies. As shown by the solid line in FIG. 2C, there is no problem when the engagement of the K0 clutch 24 is completed just at the ignition time t1, but the completion of the engagement of the K0 clutch 24 is earlier than the ignition due to the clutch operation variation. Then, before ignition, the crankshaft 14a may be rotated by the assist torque of the MG 16, and the piston stop position may change. When the change of the piston stop position occurs in this way, a shortage due to the change of the stroke volume occurs with respect to the fuel injection amount determined with respect to the stroke volume at the piston stop position when the internal combustion engine 14 is stopped. End up.
- the assist torque (A0 in the case of FIG. 2) applied to the crankshaft 14a by the MG 16 functioning as an electric motor when realizing the ignition start is not appropriate, the ignition start may not be realized with certainty.
- the appropriate value of the assist torque is such that the friction of the sliding portion of the internal combustion engine 14 is different from that of the internal combustion engine 14, changes in environmental conditions (such as the cooling water temperature and lubricating oil temperature of the internal combustion engine 14), and the aging of the internal combustion engine 14. It may change due to being affected by changes.
- the driving power of MG16 is used due to the increase in power consumption of MG16. It becomes difficult to improve the fuel consumption of the internal combustion engine by expanding the vehicle travel area (EV travel area). Therefore, in order to improve fuel consumption, it is desirable that the assist torque be reduced as much as possible while contributing to the realization of stable ignition start.
- FIG. 3 is a time chart for explaining characteristic control in Embodiment 1 of the present invention. More specifically, FIG. 3 shows an operation in a cylinder in which combustion is first performed at the start of ignition.
- the in-cylinder pressure sensor 56 performs the ignition start. Based on the detected maximum value of the in-cylinder pressure, the required assist torque Ast_trq for motor assist at the start of ignition is determined. More specifically, in the example shown in FIG. 3, as shown in FIG. 3G, the maximum value of the in-cylinder pressure in one cycle detected by the in-cylinder pressure sensor 56 in the cylinder where combustion is first performed at the start of ignition. The required assist torque Ast_trq is determined based on Cyl_prss.
- FIG. 3F shows the transition of the value of the crank counter that counts the change amount of the crank angle detected by the crank angle sensor 54 for each predetermined crank angle.
- the count start time t3 of the crank counter corresponds to a timing at which the piston (crankshaft 14a) starts to move when the sum of the torque generated by combustion at the start of ignition start and the pre-assist torque A0_trq overcomes the friction torque.
- the in-cylinder pressure at the start of the ignition start starts to increase with the establishment of ignition (time t2).
- the in-cylinder pressure after starting to rise decreases due to a reduction in stroke volume as the piston is pushed down.
- the maximum value Cyl_prss of the in-cylinder pressure is obtained in the vicinity of the piston movement start time t3, and the torque obtained by converting the maximum value Cyl_prss (in the case of accompanying the pre-assist torque A0_trq as in the example shown in FIG. 3) It can be said that the sum of the torque and the pre-assist torque A0_trq is substantially equal to the friction torque. Therefore, it can be said that there is a proportional relationship between the maximum value Cyl_prss of the in-cylinder pressure and the friction torque in the starting cylinder at the start of ignition as shown in FIG.
- FIG. 4 is a graph showing the relationship between the maximum value Cyl_prss of the in-cylinder pressure in the starting cylinder at the start of ignition and the friction torque TfrcCPS0 of the internal combustion engine 14. That is, as shown in FIG. 4, the friction torque TfrcCPS0 based on the maximum value Cyl_prss of the in-cylinder pressure increases as the maximum value Cyl_prss of the in-cylinder pressure increases.
- the relationship between the maximum value Cyl_prss of the in-cylinder pressure and the friction torque TfrcCPS0 as shown in FIG. 4 is obtained in advance by experiments and stored in the ECU 50 as a map or the like, thereby detecting the maximum value Cyl_prss of the in-cylinder pressure.
- the friction torque TfrcCPS0 can be calculated.
- the pre-assist torque A0_trq is used as in the example shown in FIG. 3, it is necessary to consider the presence of the pre-assist torque A0_trq when determining the relationship between the maximum value Cyl_prss of the in-cylinder pressure and the friction torque TfrcCPS0. is there.
- the friction torque Tfrc in the above equation (1) basically, the friction torque TfrcCPS acquired using the in-cylinder pressure information at the previous ignition start is used.
- the initial value Tfrc0 is used.
- the initial value Tfrc0 is an arbitrary value set in advance as a value in a reference temperature state (for example, a predetermined state after completion of warm-up of the internal combustion engine 14 (when the cooling water temperature or the lubricating oil temperature becomes 90 ° C.)). used.
- FIG. 5 is a diagram illustrating a setting example of the temperature correction torque value Tfrc_corr used for calculating the necessary assist torque Ast_trq.
- the friction torque of the internal combustion engine 14 changes under the influence of the coolant temperature and the lubricating oil temperature of the internal combustion engine 14.
- the temperature correction torque value Tfrc_corr is zero (reference) when the cooling water temperature or the lubricating oil temperature is at the reference temperature state (90 ° C.), and the cooling water temperature is higher than 90 ° C.
- the temperature When the temperature is low, the temperature is set so as to increase on the plug side as the temperature decreases, and on the other hand, when the cooling water temperature or the like is higher than 90 ° C., the temperature is set so as to increase on the minus side as the temperature increases.
- the friction torque Tfrc obtained by subtracting the temperature correction torque value Tfrc_corr from the friction torque TfrcCPS0 acquired from the in-cylinder pressure information using the relationship shown in FIG. 4 is stored. . Thereby, the friction torque Tfrc converted into a value in the reference temperature state can be stored.
- the coolant temperature or lubricating oil temperature at the time of the current ignition start with respect to the stored friction torque Tfrc at the reference temperature state.
- the temperature correction torque value Tfrc_corr determined below is added as shown in the above equation (1). As a result, it is based on the corrected friction torque TfrcCPS that matches the temperature state at the time of starting ignition without being affected by the change in temperature state between when the friction torque is stored and when the friction torque is used.
- the required assist torque Ast_trq can be calculated.
- Pre-assist torque setting Further, in the present embodiment, as shown in FIG. 3D, prior to exhibiting the required assist torque Ast_trq, the MG 16 is controlled to exhibit a pre-assist torque A0_trq that is lower than the required assist torque Ast_trq. It was. That is, the pre-assist torque A0_trq is set to a predetermined value (torque value that does not rotate the internal combustion engine 14) smaller than the static friction torque.
- pre-assist torque A0_trq may also be determined as a value corresponding to the maximum value (for example, the maximum value Cyl_prss) of the in-cylinder pressure at the start of ignition, similarly to the required assist torque Ast_trq.
- the pre-assist torque A0_trq is applied at the ignition start start time t0.
- the application timing of the pre-assist torque A0_trq is performed at a timing before the start of application of the necessary assist torque Ast_trq, it may be a timing after the ignition start start time t0.
- the application timing of the pre-assist torque A0_trq is in time for the ignition establishment time t2.
- the MG 16 is controlled so as to exert the necessary assist torque Ast_trq at the time t3 when the piston (crankshaft 14a) starts to move at the start of ignition.
- the K0 clutch engagement completion flag X_Ast_OK is turned ON at the time t1 when the engagement between the crankshaft 14a and the output shaft 16a of the MG 16 by the K0 clutch 24 is completed. It is a flag.
- the ignition timing is controlled so that ignition by the spark plug 22 is started after time t1 when the engagement of the K0 clutch 24 is completed (in the example shown in FIG. 3E, just time t1). It was.
- FIG. 6 is a flowchart showing a control routine executed by ECU 50 in order to realize characteristic control in the first embodiment of the present invention.
- the ECU 50 first determines whether or not the internal combustion engine 14 is stopped (step 100). As a result, when the engine is stopped, the ECU 50 determines whether or not there is an ignition start request (step 102). Specifically, for example, whether or not the storage rate of the battery that supplies power for driving the MG 16 is less than a predetermined value, whether there is a torque request from the driver (depressing the accelerator pedal more than a predetermined amount) It is determined whether or not a condition for requesting restart of the internal combustion engine 14 such as whether or not the estimated temperature of the exhaust purification catalyst provided in the internal combustion engine 14 is equal to or lower than a predetermined value is determined.
- step 104 the ECU 50 drives each actuator so that a predetermined operation related to the ignition start is started (step 104). Specifically, as already described with reference to FIG. 3, fuel injection to the cylinder stopped in the expansion stroke is performed using the fuel injection valve 20, and the K0 clutch 24 is operated using the K0 actuator 26. The engagement operation is started, and application of the pre-assist torque A0_trq is started using MG16. Specifically, the pre-assist torque A0_trq is a value set as described above with reference to FIG. Note that the cylinder stopped in the expansion stroke can be grasped by acquiring the stop position of the crankshaft 14a (piston) using the crank angle sensor 54 when the engine is stopped.
- step 108 the ECU 50 determines whether or not there is a history of updating the friction torque TfrcCPS with respect to the initial value Tfrc0 (step 110). As a result, when there is no update history, the initial value Tfrc0 is used as the friction torque Tfrc (step 112). On the other hand, when there is an update history, the latest friction torque TfrcCPS stored in the ECU 50 is used as the friction torque Tfrc while taking into account the temperature correction according to the above equation (2) (step 114).
- the ECU 50 calculates the necessary assist torque Ast_trq according to the above equation (1) by using the friction torque Tfrc calculated in the processing of steps 108 to 114 together with the temperature correction torque value Tfrc_corr (step 116).
- the ECU 50 stores a map in which the relationship between the coolant temperature or the lubricating oil temperature and the temperature correction torque value Tfrc_corr is determined in advance as shown in FIG. A temperature correction torque value Tfrc_corr under the cooling water temperature or lubricating oil temperature acquired in step 106 is calculated.
- the ECU 50 determines whether or not the K0 clutch engagement completion flag X_Ast_OK is turned on (step 118). As a result, when it can be determined that the engagement of the K0 clutch 24 is completed because the flag X_Ast_OK is ON, the ECU 50 uses the spark plug 22 to ignite the cylinders that are stopped in the expansion stroke. Is started (step 120).
- the ECU 50 uses the crank angle sensor 54 to determine whether a crank angle signal is input (counting of the crank counter is started) (step 122). As a result, when the determination of step 122 is established, that is, when it can be determined that the ignition has succeeded and the piston has started moving, the ECU 50 reflects the necessary assist torque Ast_trq on the MG 16 (which functions as a motor). The drive voltage or drive current of the MG 16 is controlled (step 124).
- the ECU 50 uses the in-cylinder pressure sensor 56 to acquire the maximum value Cyl_prss of the in-cylinder pressure when the crank signal is input (in the start cylinder of ignition start), and uses the water temperature sensor 58 or the oil temperature sensor 60 to internal combustion engine. 14 is obtained (step 126). It should be noted that which of the cooling water temperature and the lubricating oil temperature is acquired in this step 126 corresponds to the processing in step 106 described above.
- the ECU 50 calculates the friction torque TfrcCPS0 based on the maximum value Cyl_prss of the in-cylinder pressure acquired in step 126 according to a map or the like that defines the relationship between the maximum value Cyl_prss of the in-cylinder pressure and the friction torque TfrcCPS0 (step 128). Note that the ECU 50 uses the in-cylinder pressure sensor 56 to acquire the in-cylinder pressure at a constant period even during the automatic stop of the internal combustion engine 14.
- the ECU 50 reflects the temperature correction torque value Tfrc_corr under the cooling water temperature or the lubricating oil temperature acquired in the above step 126 according to the above equation (2) with respect to the acquired friction torque TfrcCPS0.
- the friction torque TfrcCPS is calculated and stored (step 130).
- the required assist torque Ast_trq is determined based on the maximum value Cyl_prss of the in-cylinder pressure detected by the in-cylinder pressure sensor 56 at the start of ignition.
- the friction of the sliding portion of the internal combustion engine 14 includes machine differences of the internal combustion engine 14, changes in environmental conditions (such as the coolant temperature and lubricating oil temperature of the internal combustion engine 14), and aging of the internal combustion engine 14. It is influenced by and changes.
- the maximum value Cyl_prss of the in-cylinder pressure at the start of ignition has a correlation with the friction torque of the internal combustion engine 14 at the start of ignition (that is, the torque required to move the crankshaft 14a by pushing down the piston).
- the influence of these changes in friction appears as variations in the maximum value Cyl_prss of the in-cylinder pressure at the start of ignition.
- the required assist torque Ast_trq can be calculated according to the variation in the maximum value Cyl_prss of the in-cylinder pressure.
- a pre-assist torque A0_trq (a value smaller than the static friction torque) lower than the required assist torque Ast_trq is applied.
- the necessary assist torque Ast_trq is applied simultaneously with the detection of the start of movement of the piston (crankshaft 14a) at the start of ignition.
- the motor assist for starting ignition can be performed efficiently.
- power consumption can be reduced and fuel consumption can be improved.
- the ignition timing is controlled so that ignition by the spark plug 22 is started after the engagement of the K0 clutch 24 is completed. As a result, it is possible to eliminate the influence of the clutch operation variation described above and to realize a stable ignition start.
- Embodiment 1 when performing ignition start, the example which always performs motor assistance was demonstrated.
- the motor assist does not necessarily have to be executed accompanying the ignition start. That is, in the above case, for example, a restart request is issued immediately after the execution of the engine automatic stop (intermittent stop), or the ignition switch is turned off immediately after the high load operation of the internal combustion engine 14 is performed. This is the case when a restart request is issued immediately.
- the restart since the restart is performed in a state where the lubricating oil temperature is high, the ignition start may be possible without the motor assist.
- the ECU 50 may be caused to execute a process in which a part of the routine process shown in FIG. 6 is modified as follows.
- the temperature correction torque value Tfrc_corr is set in advance so that the required assist torque Ast_trq is calculated as zero according to the above equation (1) when the coolant temperature or the lubricating oil temperature is so high that motor assist becomes unnecessary. Go.
- the processing order of the routine shown in FIG. 6 is changed so that the processing for determining the necessary assist torque Ast_trq is performed prior to the processing for starting the application of the pre-assist torque A0_trq.
- the required assist torque Ast_trq is calculated as zero, a process for preventing the motor assist from being performed including the application of the pre-assist torque A0_trq is added to the routine shown in FIG.
- ignition start with motor assist is performed from a state in which the MG torque is zero (that is, a state in which the rotation of the MG 16 is stopped).
- a state in which the rotation of the MG 16 is stopped a state in which the rotation of the MG 16 is stopped.
- the motor assist in the present invention may be executed when starting ignition from a state where the MG 16 is rotating.
- the state where the MG 16 is rotating is the state where the MG 16 is rotating in order to generate the torque required for EV traveling, or the vehicle is temporarily stopped but creeping using the torque converter 28. This corresponds to the state in which the MG 16 is rotating in order to generate the torque necessary to cause the phenomenon.
- the following method can be exemplified. That is, according to the hydraulic K0 actuator 26, the pressing force for engaging the clutch plate 24a and the clutch plate 24b can be adjusted by adjusting the hydraulic pressure applied to the K0 clutch 24. By adjusting the pressing force by adjusting the hydraulic pressure, the K0 clutch 24 can be brought into a slip state (half-engaged state). Therefore, at the start of ignition start, fuel injection and ignition are started, and hydraulic pressure for obtaining a slip state is applied to the K0 clutch 24 while increasing the torque of the MG 16.
- the hydraulic pressure and the torque of the MG 16 are such that a torque that does not rotate the crankshaft 14a (that is, a torque corresponding to the pre-assist torque A0_trq) is transmitted from the MG16 to the crankshaft 14a via the K0 clutch 24. Is adjusted. Thereafter, at the time t3 when ignition is established and the piston (crankshaft 14a) starts to move, the K0 clutch 24 is brought into a completely engaged state so that the necessary assist torque Ast_trq is transmitted to the crankshaft 14a. And the torque of the MG 16 is adjusted.
- the required assist torque Ast_trq is calculated based on the maximum value Cyl_prss of the in-cylinder pressure in one cycle detected using the in-cylinder pressure sensor 56 in the cylinder in which combustion is initially performed at the start of ignition.
- the maximum value of the in-cylinder pressure used when determining the assist torque in the present invention may be in the cylinder in which combustion is performed for the second and subsequent times at the start of ignition instead of the maximum value Cyl_prss.
- the second maximum value is associated with combustion in the subsequent expansion stroke. If it occurs, any of those maximum values may be used.
- the hybrid vehicle 10 including the internal combustion engine 14 and the MG 16 as a power source has been described as an example.
- the vehicle that is the subject of the present invention is not limited to the hybrid vehicle 10, and an idling stop that restarts the internal combustion engine that is stopped by the automatic stop function during the temporary stop of the vehicle by using the ignition start.
- a vehicle with a function may be used.
- the “electric motor capable of rotating the crankshaft” in the present invention is not limited to a motor that can be used as a power source of the vehicle, such as MG16.
- it can function as a starter motor of an internal combustion engine or as an electric motor. It may be provided as an alternator that can be used.
- the vehicle that is the subject of the present invention is not limited to a vehicle that includes an engagement between the crankshaft of the internal combustion engine and the rotation shaft of the electric motor and a clutch that is responsible for releasing the engagement.
- MG 16 corresponds to the “motor” in the first and sixth inventions. Further, when the ECU 50 executes a series of processes shown in FIG. 6, the “assist torque determining means” in the first and second inventions and the “control in the first, third and fourth inventions” are described. Means “and” ignition timing control means “in the fifth and sixth inventions are realized.
Abstract
Description
筒内に燃料を直接噴射するための燃料噴射弁と、混合気に点火するための点火プラグと、クランク角度を検出するためのクランク角センサと、筒内圧を検出するための筒内圧センサとを備え、膨張行程で停止している気筒に対して燃料噴射および点火を実行し、当該燃料噴射に伴う燃焼の圧力によってクランク軸を回転駆動して内燃機関を始動させる着火始動を行う当該内燃機関を備える車両の制御装置であって、
前記クランク軸を回転駆動可能な電動機と、
着火始動時に前記筒内圧センサによって検出される筒内圧の極大値に基づいて、着火始動時に前記電動機によって前記クランク軸の回転をアシストするアシストトルクを決定するアシストトルク決定手段と、
決定されたアシストトルクに基づき着火始動時の前記電動機を制御する制御手段と、
を備えることを特徴とする。
前記アシストトルク決定手段は、着火始動時に最初に燃焼が行われる気筒において前記筒内圧センサによって検出される筒内圧の最大値に基づいて、着火始動時に用いるアシストトルクを決定することを特徴とする。
前記制御手段は、前記アシストトルク決定手段により決定されたアシストトルクを発揮させることに先立って、当該アシストトルクよりも低いプリアシストトルクを発揮するように前記電動機を制御することを特徴とする。
前記制御手段は、着火始動時に前記クランク軸が動き始めた時に、前記アシストトルク決定手段により決定されたアシストトルクを発揮するように前記電動機を制御することを特徴とする。
前記電動機は、前記車両の第2の動力源として備えられており、
前記クランク軸と前記電動機の回転軸との係合と当該係合の解除とを切り替えるクラッチと、
着火始動時に前記クラッチによる前記クランク軸と前記電動機の回転軸との係合が完了した時点以降に前記点火プラグによる点火が開始されるように点火時期を制御する点火時期制御手段と、
を更に備えることを特徴とする。
筒内に燃料を直接噴射するための燃料噴射弁と、混合気に点火するための点火プラグと、クランク角度を検出するためのクランク角センサとを備え、膨張行程で停止している気筒に対して燃料噴射および点火を実行し、当該燃料噴射に伴う燃焼の圧力によってクランク軸を回転駆動して内燃機関を始動させる着火始動を行う当該内燃機関を備える車両の制御装置であって、
前記車両の第2の動力源として備えられ、前記クランク軸を回転駆動可能な電動機と、
前記クランク軸と前記電動機の回転軸との係合と当該係合の解除とを切り替えるクラッチと、
着火始動時に前記クラッチによる前記クランク軸と前記電動機の回転軸との係合が完了した時点以降に前記点火プラグによる点火が開始されるように点火時期を制御する点火時期制御手段と、
を備えることを特徴とする。
[実施の形態1のシステム構成]
図1は、本発明の実施の形態1の制御装置が適用されるハイブリッド車両10の構成を示す図である。図1に示すハイブリッド車両10は、駆動輪12を駆動するための動力源として、内燃機関14とモータージェネレーター(以下、単に「MG」と称する)16とを備えている。
(エンジン自動停止機能)
以上説明した構成を有するハイブリッド車両10は、燃費低減および排気エミッション低減等を目的として、車両走行中に車両駆動トルクを発生させたり、バッテリーを充電したりする要求がない場合には車両の走行中もしくは一時停止中に内燃機関14を自動的に停止させ、その後に再始動要求が認められる場合に内燃機関14の再始動を行うエンジン自動停止機能を有している。
ハイブリッド車両10では、上記の内燃機関14の自動停止後に内燃機関14を再始動する際に、膨張行程で停止している気筒に対して燃料噴射および点火を行うことで当該気筒において燃焼を発生させ、この燃焼の圧力でクランク軸14aを回転駆動することで内燃機関14を始動(再始動)するという態様の始動手法(以下、「着火始動」と称する)を用いるようにしている。これにより、スターターモーターとして機能する電動機を用いた再始動と比べて消費電力を抑制することができるため、更なる燃費改善を図ることができる。
図3は、本発明の実施の形態1における特徴的な制御を説明するためのタイムチャートである。より具体的には、図3は、着火始動時に最初に燃焼が行われる気筒での動作を示している。
Ast_trq = Tfrc + Tfrc_corr ・・・(1)
ただし、上記(1)式において、Tfrc_corrは後述する温度補正トルク値である。
内燃機関14のフリクショントルクは、内燃機関14の冷却水温度や潤滑油温度の影響を受けて変化する。図5に示すように、温度補正トルク値Tfrc_corrは、冷却水温度もしくは潤滑油温度が上記基準温度状態(90℃)での値をゼロ(基準)としつつ、冷却水温度などが90℃よりも低い場合には低温になるほどプラグ側で大きくなるように設定され、一方、冷却水温度などが90℃よりも高い場合には高温になるほどマイナス側で大きくなるように設定されている。
TfrcCPS = TfrcCPS0 - Tfrc_corr ・・・(2)
また、本実施形態では、図3(D)に示すように、必要アシストトルクAst_trqを発揮させることに先立って、必要アシストトルクAst_trqよりも低いプリアシストトルクA0_trqを発揮するようにMG16を制御することとした。すなわち、プリアシストトルクA0_trqは、静止摩擦トルクよりも小さい所定値(内燃機関14を回転させないトルク値)とされている。なお、プリアシストトルクA0_trqについても、必要アシストトルクAst_trqと同様に、着火始動時の筒内圧の極大値(例えば、最大値Cyl_prss)に応じた値として決定することとしてもよい。
また、本実施形態では、図3(D)に示すように、着火始動時にピストン(クランク軸14a)が動き始める時点t3において、必要アシストトルクAst_trqを発揮するようにMG16を制御することとした。
図3(B)および図3(C)に示すように、K0クラッチ係合完了フラグX_Ast_OKは、K0クラッチ24によるクランク軸14aとMG16の出力軸16aとの係合が完了した時点t1においてONとなるフラグである。本実施形態では、K0クラッチ24の係合が完了した時点t1以降(図3(E)に示す例では、ちょうど時点t1)に点火プラグ22による点火が開始されるように点火時期を制御することとした。
図6は、本発明の実施の形態1における特徴的な制御を実現するために、ECU50が実行する制御ルーチンを示すフローチャートである。
12 駆動輪
14 内燃機関
14a 内燃機関の出力軸(クランク軸)
16 モータージェネレーター(MG)
16a モータージェネレーターの出力軸
18 スロットルバルブ
20 燃料噴射弁
22 点火プラグ
24 K0クラッチ
24a、24b K0クラッチのクラッチ板
26 K0アクチュエータ
28 トルクコンバーター
30 自動変速装置
30a 自動変速装置の出力軸
32、34 アクチュエータ
36 プロペラシャフト
38 デファレンシャルギア
40 ドライブシャフト
50 ECU(Electronic Control Unit)
52 エアフローメータ
54 クランク角センサ
56 筒内圧センサ
58 水温センサ
60 油温センサ
62 MG回転速度センサ
Claims (6)
- 筒内に燃料を直接噴射するための燃料噴射弁と、混合気に点火するための点火プラグと、クランク角度を検出するためのクランク角センサと、筒内圧を検出するための筒内圧センサとを備え、膨張行程で停止している気筒に対して燃料噴射および点火を実行し、当該燃料噴射に伴う燃焼の圧力によってクランク軸を回転駆動して内燃機関を始動させる着火始動を行う当該内燃機関を備える車両の制御装置であって、
前記クランク軸を回転駆動可能な電動機と、
着火始動時に前記筒内圧センサによって検出される筒内圧の極大値に基づいて、着火始動時に前記電動機によって前記クランク軸の回転をアシストするアシストトルクを決定するアシストトルク決定手段と、
決定されたアシストトルクに基づき着火始動時の前記電動機を制御する制御手段と、
を備えることを特徴とする車両の制御装置。 - 前記アシストトルク決定手段は、着火始動時に最初に燃焼が行われる気筒において前記筒内圧センサによって検出される筒内圧の最大値に基づいて、着火始動時に用いるアシストトルクを決定することを特徴とする請求項1に記載の車両の制御装置。
- 前記制御手段は、前記アシストトルク決定手段により決定されたアシストトルクを発揮させることに先立って、当該アシストトルクよりも低いプリアシストトルクを発揮するように前記電動機を制御することを特徴とする請求項1または2に記載の車両の制御装置。
- 前記制御手段は、着火始動時に前記クランク軸が動き始めた時に、前記アシストトルク決定手段により決定されたアシストトルクを発揮するように前記電動機を制御することを特徴とする請求項1~3の何れか1つに記載の車両の制御装置。
- 前記電動機は、前記車両の第2の動力源として備えられており、
前記クランク軸と前記電動機の回転軸との係合と当該係合の解除とを切り替えるクラッチと、
着火始動時に前記クラッチによる前記クランク軸と前記電動機の回転軸との係合が完了した時点以降に前記点火プラグによる点火が開始されるように点火時期を制御する点火時期制御手段と、
を更に備えることを特徴とする請求項1~4の何れか1つに記載の車両の制御装置。 - 筒内に燃料を直接噴射するための燃料噴射弁と、混合気に点火するための点火プラグと、クランク角度を検出するためのクランク角センサとを備え、膨張行程で停止している気筒に対して燃料噴射および点火を実行し、当該燃料噴射に伴う燃焼の圧力によってクランク軸を回転駆動して内燃機関を始動させる着火始動を行う当該内燃機関を備える車両の制御装置であって、
前記車両の第2の動力源として備えられ、前記クランク軸を回転駆動可能な電動機と、
前記クランク軸と前記電動機の回転軸との係合と当該係合の解除とを切り替えるクラッチと、
着火始動時に前記クラッチによる前記クランク軸と前記電動機の回転軸との係合が完了した時点以降に前記点火プラグによる点火が開始されるように点火時期を制御する点火時期制御手段と、
を備えることを特徴とする車両の制御装置。
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