WO2018173982A1 - 車両のエンジン制御装置 - Google Patents
車両のエンジン制御装置 Download PDFInfo
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- WO2018173982A1 WO2018173982A1 PCT/JP2018/010649 JP2018010649W WO2018173982A1 WO 2018173982 A1 WO2018173982 A1 WO 2018173982A1 JP 2018010649 W JP2018010649 W JP 2018010649W WO 2018173982 A1 WO2018173982 A1 WO 2018173982A1
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- Prior art keywords
- engine
- vehicle
- speed
- centrifugal clutch
- motor
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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
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/04—Introducing corrections for particular operating conditions
- F02D41/12—Introducing corrections for particular operating conditions for deceleration
- F02D41/123—Introducing corrections for particular operating conditions for deceleration the fuel injection being cut-off
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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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- 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
- B60K17/00—Arrangement or mounting of transmissions in vehicles
- B60K17/02—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of clutch
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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
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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
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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
- B60K6/485—Motor-assist type
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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
- B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
- B60W20/15—Control strategies specially adapted for achieving a particular effect
- B60W20/19—Control strategies specially adapted for achieving a particular effect for achieving enhanced acceleration
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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
- B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
- B60W50/06—Improving the dynamic response of the control system, e.g. improving the speed of regulation or avoiding hunting or overshoot
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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
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/021—Introducing corrections for particular conditions exterior to the engine
- F02D41/0215—Introducing corrections for particular conditions exterior to the engine in relation with elements of the transmission
- F02D41/022—Introducing corrections for particular conditions exterior to the engine in relation with elements of the transmission in relation with the clutch status
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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
- 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
- F02D41/08—Introducing corrections for particular operating conditions for idling
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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
- F02N11/0844—Circuits or control means specially adapted for starting of engines comprising means for controlling automatic idle-start-stop with means for restarting the engine directly after an engine stop request, e.g. caused by change of driver mind
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H45/00—Combinations of fluid gearings for conveying rotary motion with couplings or clutches
- F16H45/02—Combinations of fluid gearings for conveying rotary motion with couplings or clutches with mechanical clutches for bridging a fluid gearing of the hydrokinetic 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
- B60K15/00—Arrangement in connection with fuel supply of combustion engines or other fuel consuming energy converters, e.g. fuel cells; Mounting or construction of fuel tanks
- B60K15/03—Fuel tanks
- B60K2015/0319—Fuel tanks with electronic systems, e.g. for controlling fuelling or venting
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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
- B60W2300/00—Indexing codes relating to the type of vehicle
- B60W2300/36—Cycles; Motorcycles; Scooters
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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
- B60W2510/02—Clutches
- B60W2510/0208—Clutch engagement state, e.g. engaged or disengaged
- B60W2510/0216—Clutch engagement rate
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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
- B60W2510/0638—Engine speed
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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
- B60W2540/00—Input parameters relating to occupants
- B60W2540/10—Accelerator pedal position
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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
- F02D2250/00—Engine control related to specific problems or objectives
- F02D2250/18—Control of the engine output torque
- F02D2250/24—Control of the engine output torque by using an external load, e.g. a generator
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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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- 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
- F02N2200/022—Engine speed
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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
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
- F16H59/36—Inputs being a function of speed
- F16H2059/366—Engine or motor speed
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H2061/0015—Transmission control for optimising fuel consumptions
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
- H02P9/00—Arrangements for controlling electric generators for the purpose of obtaining a desired output
- H02P9/06—Control effected upon clutch or other mechanical power transmission means and dependent upon electric output value of the generator
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
- H02P9/00—Arrangements for controlling electric generators for the purpose of obtaining a desired output
- H02P9/48—Arrangements for obtaining a constant output value at varying speed of the generator, e.g. on vehicle
Definitions
- the present invention relates to a vehicle engine control device, and more particularly, to a vehicle engine control device applied to a vehicle using a centrifugal clutch for connecting and disconnecting engine driving force.
- Patent Document 1 in a vehicle engine control device including a torque converter and a lock-up clutch, the engine speed is set to a predetermined value while the lock-up clutch is connected after the fuel injection is stopped because there is no acceleration request.
- the fuel injection is restarted so that the lean combustion state is reached when the value is less than, and the lockup clutch is disengaged after the fuel injection is restarted. According to this configuration, engine stall can be prevented while suppressing torque fluctuation by lean combustion.
- a mechanical centrifugal clutch in which the connecting / disconnecting state of the engine driving force is switched at a predetermined rotational speed can arbitrarily switch the connecting / disconnecting state. I can't.
- fuel injection is stopped at the time of deceleration in order to improve fuel efficiency, fuel injection is not performed until the engine stops even after the centrifugal clutch is switched to a disconnected state.
- An object of the present invention is to solve the above-mentioned problems of the prior art and provide an engine control device for a straddle-type vehicle capable of improving the acceleration response from a state where the centrifugal clutch is disengaged below the engine speed. It is in.
- the present invention is applied to a vehicle (1) including a mechanical centrifugal clutch (C) that connects and disconnects a driving force transmitted from an engine (E) to driving wheels (WR).
- the vehicle (1) includes a throttle operator (47) for adjusting the output of the engine (E), and a motor (8) for rotating the crankshaft (2) of the engine (E).
- a control unit (100) for controlling the motor (8) and the fuel injection device (52), and the control unit (8) stops the fuel injection during the deceleration of the vehicle (1).
- the motor (8) Crankshaft 2) there is first characterized in that executing the acceleration assist control to rotate the.
- control unit (8) after the fuel injection is stopped by the injection stop control, the engine speed (Ne) decreases to an injection restart speed (Ne2) smaller than the centrifugal clutch disengagement speed (Ne3).
- the second feature is that the fuel injection is restarted.
- the third feature is that the injection resuming speed (Ne2) for resuming the fuel injection is higher than the idling speed (Ne1).
- the controller (100) executes idle assist control in which the motor (8) rotates the crankshaft (2) when the engine (E) is operated at an idle speed (Ne1). There is a fourth feature.
- a vehicle engine control device applied to a vehicle (1) provided with a mechanical centrifugal clutch (C) for connecting and disconnecting a driving force transmitted from an engine (E) to driving wheels (WR), the vehicle (1 ), A throttle operator (47) for adjusting the output of the engine (E), a motor (8) for rotating the crankshaft (2) of the engine (E), the motor (8) and the fuel injection device And a control unit (100) for controlling (52), wherein the control unit (100) stops the fuel injection during the deceleration of the vehicle (1) and the centrifugal clutch (C) is disconnected.
- the throttle operator (47) is opened after the clutch disengagement rotational speed (Ne3) or less, acceleration assist control for rotating the crankshaft (2) by the motor (8) is executed.
- the control unit (100) When the engine (E) is operated at the idling speed (Ne1), the control unit (100) performs idle assist control in which the motor (8) rotates the crankshaft (2), and the idle assist is performed. There is a fifth feature in that the control is control for operating the engine (E) at the idling speed (Ne1) only by the driving force of the motor (8).
- a vehicle engine control device applied to a vehicle (1) including a mechanical centrifugal clutch (C) that connects and disconnects a driving force transmitted from the engine (E) to the driving wheels (WR).
- the vehicle (1) includes a throttle operator (47) for adjusting the output of the engine (E), a motor (8) for rotating the crankshaft (2) of the engine (E), and the motor ( 8) and a control unit (100) for controlling the fuel injection device (52), and the control unit (8) performs injection stop control for stopping fuel injection during deceleration of the vehicle (1).
- the control unit (8) restarts the injection restarting speed where the engine speed (Ne) is smaller than the centrifugal clutch disengagement speed (Ne3).
- the fuel injection stop period can be lengthened to suppress fuel consumption.
- the control unit (8) restarts the injection restarting speed where the engine speed (Ne) is smaller than the centrifugal clutch disengagement speed (Ne3).
- the injection restart speed (Ne2) at which the fuel injection is restarted is higher than the idle speed (Ne1), even if a slight ignition delay or the like occurs at the time of restarting the engine, the engine speed Can smoothly shift to idle operation without falling below the idle speed or causing engine stall.
- control unit (100) is an idle engine that rotates the crankshaft (2) with the motor (8) when the engine (E) is operated at an idle speed (Ne1). Since the assist control is executed, for example, by performing idle operation using both fuel injection and idle assist control, it is possible to reduce fuel consumption during idle operation.
- an engine control device for a vehicle applied to a vehicle (1) including a mechanical centrifugal clutch (C) for connecting and disconnecting a driving force transmitted from an engine (E) to a driving wheel (WR).
- the vehicle (1) includes a throttle operator (47) for adjusting the output of the engine (E), a motor (8) for rotating the crankshaft (2) of the engine (E), and the motor ( 8) and a control unit (100) for controlling the fuel injection device (52).
- the control unit (100) stops the fuel injection during the deceleration of the vehicle (1), and the centrifugal clutch (C ) Is below the centrifugal clutch disengagement speed (Ne3) to be disengaged, the opening assist of the throttle operator (47) is performed, and the motor (8) rotates the crankshaft (2) with an acceleration assist.
- control The controller (100) executes idle assist control for rotating the crankshaft (2) by the motor (8) when the engine (E) is operated at an idle speed (Ne1). Since the idle assist control is a control for operating the engine (E) at the idle rotational speed (Ne1) only by the driving force of the motor (8), the fuel injection is stopped during deceleration of the vehicle.
- FIG. 1 is a left side view of a motorcycle to which a vehicle engine control device according to an embodiment of the present invention is applied. It is sectional drawing of a swing unit. It is sectional drawing of an ACG starter motor. It is a block diagram which shows the structure of ECU and peripheral equipment which control an ACG starter motor. It is a time chart which shows the flow at the time of a motorcycle decelerating and rushing into an idle stop.
- 3 is a time chart (pattern 1) showing a flow when a motorcycle is decelerated and a throttle operation is performed after a centrifugal clutch is disengaged.
- 3 is a time chart (pattern 2) showing a flow when a motorcycle is decelerated and a throttle operation is performed after a centrifugal clutch is disconnected.
- 3 is a time chart (pattern 3) showing a flow when a motorcycle is decelerated and a throttle operation is performed after a centrifugal clutch is disengaged.
- 4 is a time chart showing a flow when a motorcycle decelerates and enters an idle stop through idle assist by an ACG starter motor.
- 4 is a time chart showing a flow when a motorcycle is decelerated and a throttle operation is performed during motor idling by an ACG starter motor.
- It is a flowchart which shows the procedure of idle stop control which concerns on this embodiment.
- It is a flowchart which shows the procedure of the acceleration assistance control which concerns on this embodiment.
- It is a flowchart which shows the procedure of the idle stop control 2 which concerns on this embodiment.
- It is a flowchart which shows the procedure of the idle stop control 3 which concerns on this embodiment.
- FIG. 1 is a left side view of a motorcycle 1 to which a vehicle engine control apparatus according to an embodiment of the present invention is applied.
- the motorcycle 1 includes a front wheel WF supported by a steering handle 60 so as to be steerable, a rear wheel WR supported by a rear portion of a swing unit 70 that integrally constitutes an engine E and a transmission, a front wheel WF, and a rear wheel.
- This is a scooter type straddle-type vehicle having a seat 62 provided between the wheel WR and an occupant sitting over the seat 62.
- the crankshaft 2 of the engine E is rotated by rotating the crankshaft 2 by supplying electric power, and an ACG starter motor 8 that functions as a generator after the engine E is started is attached.
- the motorcycle 1 has an idle stop function of stopping the engine E when a predetermined stop condition is satisfied and restarting the engine E when a predetermined restart condition is satisfied.
- the motorcycle 1 includes a vehicle body frame 63, and a link mechanism 65 extends from the vehicle body frame 63 via a link pivot 64 as a shaft member to the rear of the vehicle.
- the link mechanism 65 causes the swing unit 70 to move relative to the vehicle body frame 63. And is supported so that it can swing.
- the steering handle 60 is fixed to the upper end portion of the steering stem 69, and a pair of left and right front forks 71 that rotatably support the front wheel WF are fixed to the lower end portion of the steering stem 69.
- the unit swing 70 has a long shape in which the cylinder axis of the engine E is largely inclined toward the front side of the vehicle body, and a transmission case of the transmission is disposed on the rear side of the crankshaft 2 on the vehicle body.
- a mechanical centrifugal clutch C is disposed on the vehicle body rear side of the transmission case.
- An engine speed (Ne) sensor 45 is disposed in the vicinity of the ACG starter motor 8, and a vehicle speed sensor 46 is disposed in the vicinity of the axle of the rear wheel WR.
- the vehicle body frame 63 includes a head pipe 85 that pivotally supports the steering stem 69 at the front end portion, a down frame 86 that extends from the head pipe 85 downward to the rear of the vehicle, and a pair of left and right lower arms that extend from the lower portion of the down frame 86 to the rear of the vehicle.
- a frame 87 and a seat frame 88 that extends from the rear end portion of the lower frame 87 upward to the rear of the vehicle and supports the seat 62 are included.
- a cushion unit 66 is interposed between the rear portion of the swing unit 70 that also functions as a swing arm and the seat frame 88.
- An air cleaner box 68 is provided on the upper surface of the swing unit 70.
- a cross frame 91 oriented in the vehicle width direction is passed between the pair of left and right lower frames 87, and is directed in the vehicle width direction between the pair of left and right lower frames 87 in front of the cross frame 91 in the vehicle.
- the front cross frame 92 is passed, and the lower end of the down frame 86 is connected to the front surface of the front cross frame 92.
- a front cover 73 covering the front of the vehicle body, a floor panel 74 attached so as to cover the steering stem 69 from the rear of the front cover 73, and left and right extending from the end of the front cover 73 to the rear of the vehicle body
- Left and right rear side covers 79 extending from the lower part of the vehicle to the rear of the vehicle body are disposed.
- a windshield 80 is attached to the upper end of the front cover 73.
- a front fender 81 is disposed above the front wheel WF, and a rear fender 83 is disposed above the rear wheel WR.
- a throttle opening sensor 50 for detecting the opening degree of the throttle grip operated by the driver is disposed on the right side of the steering handle 60.
- a seating sensor for detecting the seating state of the driver. 47 is provided inside the seat 62.
- FIG. 2 is a cross-sectional view of the swing unit 70.
- FIG. 3 is a sectional view of the ACG starter motor 8.
- the crankshaft 2 of the engine E is supported by bearings 4 and 5 fitted in the crankcase 3.
- a connecting rod 7 is connected to the crankshaft 2 via a crankpin 6, and a drive-side pulley 11 of a V-belt type continuously variable transmission is provided outside the bearing 5 in the vehicle width direction.
- the driving pulley 11 includes a fixed pulley piece 11 a and a movable pulley piece 11 b, and the fixed pulley piece 11 a is fixed near the end of the crankshaft 2.
- the movable pulley piece 11b is coupled to the crankshaft 2 so as not to rotate in the circumferential direction and to be slidable in the axial direction.
- a ramp plate 12 coupled to the crankshaft 2 and integrally rotating is slidably engaged with the movable pulley piece 11b.
- the ramp plate 12 is arranged to face the inner slope of the movable pulley piece 11b, thereby forming a tapered guide of the roller weight 13 that becomes narrower in the outer peripheral direction.
- the driven pulley 20 is paired with the driving pulley 11 to constitute a continuously variable transmission.
- the driven shaft 22 is rotatably supported by a bearing 21 fitted in the transmission case 14, and a driven pulley 20 is attached to the driven shaft 22.
- the driven pulley 20 is rotatably supported by bearings 23 and 24 with respect to the driven shaft 22, and is fixed to the fixed pulley piece 20 a that is not slidable in the axial direction of the driven shaft 22, and the driven shaft 22.
- a movable pulley piece 20b supported so as to be non-rotatable in the circumferential direction and slidable in the axial direction.
- the fixed pulley piece 20a is provided with a shoe support plate 27 that supports the clutch shoe 25 biased in the outer circumferential direction by centrifugal force.
- a clutch outer 28 having an inner peripheral surface with which the clutch shoe 25 abuts is fixed to the driven shaft 22, and the centrifugal clutch C is configured by a combination of the clutch outer 28 and the clutch shoe 25.
- the movable pulley piece 20b is pressed by the other end of the coil spring 33 whose one end is held by the shoe support plate 27, and is always urged toward the fixed pulley piece 20a.
- a V-belt 29 is bridged between the driving pulley 11 and the driven pulley 20.
- the driven shaft 22 is connected to the rear wheel WR via a reduction gear including a reduction gear 26.
- a cover 30 that supports the kick starter 31 is placed on the outer side of the transmission case 14 in the vehicle width direction.
- the ACG starter motor 8 includes a stator 9 around which a three-phase winding is wound, and an outer rotor 10 that is coupled to the end of the crankshaft 2 and rotates on the outer periphery of the stator 9.
- the outer rotor 10 has a cup-shaped rotor case 10a connected to the crankshaft 2, and a magnet 10b accommodated on the inner peripheral surface of the rotor case 10a.
- the outer rotor 10 is attached by fitting the inner periphery of the hub portion 10c to the tip tapered portion of the crankshaft 2, and is fixed by a bolt 42 that passes through the center of the hub portion 10c and is screwed into an end screw of the crankshaft 2. Is done.
- the stator 9 disposed on the inner peripheral side of the outer rotor 10 is fixed to the crankcase 3 by bolts 32.
- a fan 37 is fixed to the outer rotor 10 with bolts 39.
- a radiator 38 is provided adjacent to the fan 37, and the radiator 38 is covered with a fan cover 41.
- the sensor case 34 is fitted in the inner periphery of the stator 9, and the rotor angle sensor 40 and the ignition pulser 16 are provided in the sensor case 34 at equal intervals along the outer periphery of the boss of the outer rotor 10.
- One rotor angle sensor 40 used for energization control for the stator coil 35 of the ACG starter motor 8 is provided for each of the U phase, V phase, and W phase of the ACG starter motor 8.
- Both the rotor angle sensor 40 and the ignition pulser 16 can be constituted by Hall ICs or magnetoresistive elements.
- the rotor angle sensor 40 may be used as an engine speed sensor.
- the lead wires of the rotor angle sensor 40 and the ignition pulser 16 are connected to the substrate 17, and the wire harness 18 is coupled to the substrate 17.
- a magnet ring 19 magnetized in two stages so as to exert a magnetic action on each of the rotor angle sensor 40 and the ignition pulser 16 is fitted.
- N poles and S poles alternately arranged at intervals of 30 ° in the circumferential direction are formed corresponding to the magnetic poles of the stator 9.
- a magnetized portion is formed at one place in the circumferential direction in a range of 15 ° to 40 °.
- the ACG starter motor 8 functions as a synchronous motor at the time of start-up, is driven by a current supplied from a battery, rotates the crankshaft 2 and starts the engine E, and also functions as a synchronous generator after the start-up.
- the battery is charged with the current thus supplied and the current is supplied to each electrical component.
- FIG. 4 is a block diagram showing the configuration of the ECU 100 that controls the ACG starter motor 8 and peripheral devices.
- the full-wave rectifier 36 includes FETs 36a, 36b, 36c, 36d, 36e, and 36f connected to the U, V, and W phases of the stator coil 35 of the ACG starter motor 8, respectively.
- the ECU 100 as the control unit includes an ACG starter motor control unit 57 and an idle stop control unit 58.
- the ACG starter motor control unit 57 includes a power generation voltage detected by the power generation voltage detection unit 43, an engine speed Ne detected by the Ne sensor 45, and a throttle grip as a throttle operator 47 detected by the throttle opening sensor 50. Are respectively inputted.
- the ACG starter motor control unit 57 includes an acceleration assist control unit 53, a centrifugal clutch disengagement Ne storage unit 54, an engine start control unit 55, and a power generation control unit 56.
- the acceleration assist control unit 53 executes acceleration assist control that increases the increase speed of the engine speed Ne by the rotational driving force of the ACG starter motor 8 when a predetermined condition is satisfied.
- the centrifugal clutch disengagement Ne storage unit 54 is a memory for storing a designed engine speed Ne at which the mechanical centrifugal clutch C is disengaged.
- the engine start control unit 55 performs switching control of the FETs 36a to 36f when the engine E is started, and drives the ACG starter motor 8 as a synchronous motor.
- the power generation control unit 56 rectifies the AC generated power of the ACG starter motor 8 by the FETs 36a to 36f after the engine E is started, and performs retarded angle energization or advance angle energization to the stator coil 35 during power generation by driving the engine. As shown, the power generation control unit 56 switches the FETs 36a to 36f to increase or decrease the power generation amount.
- the retarded angle energization and the advance angle energization are performed by retarding or advancing a predetermined electrical angle equivalent from the detection signal when the magnetic pole of the magnetized band of the magnet ring 19 is detected by the rotor angle sensor 40. It refers to energizing the stator coil 35.
- the IS mode changeover switch 48 is a switch for the occupant to arbitrarily select whether or not the idle stop control can be executed, and is disposed on the steering handle 60 or the like.
- the idle stop control unit 58 is configured such that the IS mode changeover switch 48 is ON, the throttle opening TH is zero, a predetermined time has elapsed after the motorcycle 1 is stopped, and the driver is seated on the seat 62.
- the ignition device 51 and the fuel injection device 52 are controlled to temporarily stop the engine E, and idle stop control is executed to restart the engine E in response to the opening operation of the throttle operator 47.
- the engine control device is configured to reduce fuel consumption by stopping fuel injection until the engine speed Ne becomes equal to or less than the centrifugal clutch disengagement Ne when the vehicle is decelerated.
- the motor 8 is driven to assist the increase in the engine speed Ne, thereby shortening the time until the centrifugal clutch C is connected and improving the acceleration response.
- FIG. 5 is a time chart showing a flow when the motorcycle 1 decelerates and enters an idle stop.
- throttle opening TH in order from the top, throttle opening TH, vehicle speed V, engine speed Ne, fuel injection on / off state, centrifugal clutch C on / off state (disconnected state), power generation load F, and motor assist on / off state are shown. Each is shown.
- the motorcycle 1 is traveling at the throttle opening TH1, the vehicle speed Va, and the engine speed Ne4. At this time, the fuel injection is on, the centrifugal clutch is on, the power generation load F1, and the motor assist are off.
- the throttle opening TH is made zero by the driver.
- the fuel injection is set to be switched off (injection stop) in response to the throttle opening TH becoming zero.
- injection stop In response to the injection stop, the vehicle speed V, the engine speed Ne, and the power generation load F start to decrease.
- the power generation load F is switched to zero as the engine speed Ne decreases to the power generation stop speed NeA (for example, 2500 rpm).
- the engine speed Ne becomes equal to or lower than the centrifugal clutch disengagement speed Ne3 (for example, 2200 rpm), and the centrifugal clutch C is switched to the disengaged state (clutch out).
- the power generation stop rotational speed NeA is set to be higher than the centrifugal clutch disengagement rotational speed Ne3.
- the engine speed Ne becomes equal to or less than the injection restart speed Ne2 (for example, 1800 rpm), and fuel injection is resumed. This resumption of injection is executed in order to prevent the engine speed Ne from decreasing too much and smoothly shift to idle operation.
- the injection restart speed Ne2 for example, 1800 rpm
- idle operation at an idle rotation speed Ne1 (for example, 1400 rpm) is started.
- the motorcycle 1 is still decelerating and the vehicle speed V has not reached zero.
- a predetermined value for example, 3 km / h
- counting of the idle stop entry timer is started.
- the vehicle speed V becomes zero
- the count value started at time t6 reaches a predetermined time (for example, 0.5 seconds) T1, so that the fuel injection is turned off and the engine E is temporarily stopped.
- a predetermined time for example, 0.5 seconds
- the temporary stop of the engine E is executed by stopping the fuel injection, but the ignition device 51 may be stopped together. Further, by setting the idle speed Ne1 (for example, 1400 rpm) to a higher speed than the operating speed (for example, 1200 rpm) of the mechanical decompression device that operates by centrifugal force, the operation / It is possible to prevent inactive switching sound from being generated.
- Ne1 for example, 1400 rpm
- the operating speed for example, 1200 rpm
- FIG. 6 is a time chart showing a flow in the case where the throttle operation is performed after the motorcycle 1 is decelerated and the centrifugal clutch C is disconnected. Specifically, the flow in the case of “Pattern 1” in which the throttle operator 47 is opened between the time when the centrifugal clutch disengagement speed Ne3 or less and the time when the injection restart speed Ne2 is reached is shown.
- the motorcycle 1 is traveling at the throttle opening TH1, the vehicle speed Va, and the engine speed Ne4. At this time, the fuel injection is on, the centrifugal clutch is on, the power generation load F1, and the motor assist are off.
- the throttle opening TH is made zero by the driver.
- the fuel injection is set to be switched off (injection stop) in response to the throttle opening TH becoming zero.
- the engine speed Ne becomes the centrifugal clutch disengagement speed Ne3 or less, and the centrifugal clutch C is switched to the disengaged state.
- the throttle opening TH is rapidly opened to the predetermined opening TH1 at time t12.
- the engine control apparatus starts normal fuel injection when the throttle operation element 47 is opened after the engine speed Ne becomes equal to or less than the centrifugal clutch disengagement speed Ne3, and the ACG starter motor 8
- the engine speed Ne is quickly increased by executing the acceleration assist.
- acceleration assist by the ACG starter motor 8 is executed until time 14 even after the centrifugal clutch disengagement rotational speed Ne3 or more is reached at time t13.
- the time for performing the acceleration assist can be set to be longer as the change amount ⁇ TH of the throttle opening TH is larger.
- FIG. 7 is a time chart showing a flow when the throttle operation is performed after the motorcycle 1 is decelerated and the centrifugal clutch C is disconnected. Specifically, the flow in the case of “Pattern 2” in which the throttle operator 47 is opened between the time when the rotation speed becomes equal to or less than the injection restart speed Ne2 and the time when the engine speed becomes the idle speed Ne1.
- the motorcycle 1 is traveling at the throttle opening TH1, the vehicle speed Va, and the engine speed Ne4. At this time, the fuel injection is on, the centrifugal clutch is on, and the motor assist is off.
- the throttle opening TH is set to zero by the driver, and the fuel injection is switched off.
- the engine speed Ne becomes equal to or less than the centrifugal clutch disengagement speed Ne3, and the centrifugal clutch C is switched to the disengaged state.
- the engine speed Ne becomes equal to or less than the injection restart speed Ne2, and fuel injection is restarted in order to smoothly shift to idle operation.
- the ECU 100 starts normal fuel injection and executes acceleration assist by the ACG starter motor 8 to quickly increase the engine speed Ne. That is, at time t23, normal fuel injection of the fuel injection device 52 is started by the idle stop control unit 58, and acceleration assist driving of the ACG starter motor 8 is started by the acceleration assist control unit 53. As a result, the engine speed Ne rises more quickly than Nen (dotted line in the figure) when there is no acceleration assist. As a result, the centrifugal clutch C is connected at time t24, and the timing at which the vehicle speed V starts to rise is earlier than Vn (the dashed line in the figure) when there is no acceleration assist, and the acceleration response is improved.
- FIG. 8 is a time chart showing a flow when the throttle operation is performed after the motorcycle 1 is decelerated and the centrifugal clutch C is disconnected. Specifically, the flow in the case of “pattern 3” in which the throttle operator 47 is opened during idling at the idling speed Ne1 is shown.
- the motorcycle 1 is traveling at the throttle opening TH1, the vehicle speed Va, and the engine speed Ne4. At this time, the fuel injection is on, the centrifugal clutch is on, and the motor assist is off.
- the throttle opening TH is set to zero by the driver, and the fuel injection is switched off.
- the engine speed Ne becomes equal to or lower than the centrifugal clutch disengagement speed Ne3, and the centrifugal clutch C is switched to the disengaged state.
- the engine rotational speed Ne becomes equal to or less than the injection restart rotational speed Ne2, and fuel injection is resumed in order to smoothly shift to idle operation.
- idle operation at the idle rotation speed Ne1 is started.
- the throttle opening TH is suddenly opened to the predetermined opening TH1.
- the ECU 100 starts normal fuel injection and executes acceleration assist by the ACG starter motor 8 to quickly increase the engine speed Ne. That is, at time t34, normal fuel injection of the fuel injection device 52 is started by the idle stop control unit 58, and acceleration assist driving of the ACG starter motor 8 is started by the acceleration assist control unit 53.
- the engine speed Ne rises more quickly than Nen (dotted line in the figure) when there is no acceleration assist.
- the centrifugal clutch C is connected at time t35, and the timing at which the vehicle speed V starts to rise is earlier than Vn (indicated by a one-dot chain line in the figure) when there is no acceleration assist, and the acceleration response is improved.
- FIG. 9 is a time chart showing the flow when the motorcycle 1 decelerates and enters the idle stop through the motor idle control by the ACG starter motor 8.
- the motorcycle 1 is traveling at the throttle opening TH1, the vehicle speed Va, and the engine speed Ne4.
- the fuel injection is on, the centrifugal clutch is on, and the motor assist is off.
- the throttle opening TH is made zero by the driver.
- the fuel injection is switched to the off state in response to the throttle opening TH becoming zero.
- the vehicle speed V and the engine speed Ne start to decrease in response to this injection stop.
- the engine speed Ne becomes equal to or lower than the centrifugal clutch disengagement speed Ne3, and the centrifugal clutch C is switched to the disengaged state.
- the engine speed Ne becomes equal to or less than the injection restart speed Ne2.
- the motor idle control for performing the idle operation by the driving force of the ACG starter motor 8 is executed. For this reason, at time t42, idle assist for smoothly shifting to motor idle control is started instead of restarting injection.
- FIG. 10 is a time chart showing a flow when the motorcycle 1 is decelerated and the throttle operation is performed during motor idling by the ACG starter motor 8.
- the motorcycle 1 is traveling at the throttle opening TH1, the vehicle speed Va, and the engine speed Ne4.
- the fuel injection is on, the centrifugal clutch is on, and the motor assist is off.
- the throttle opening TH is set to zero by the driver, and the fuel injection is switched off.
- the engine speed Ne becomes equal to or lower than the centrifugal clutch disengagement speed Ne3, and the centrifugal clutch C is switched to the disengaged state.
- the engine speed Ne becomes equal to or less than the injection restart speed Ne2, and idle assist is started in order to smoothly shift to motor idle operation.
- motor idle operation at the idle rotation speed Ne1 is started.
- the throttle opening TH is suddenly opened to the predetermined opening TH1.
- the ECU 100 starts normal fuel injection and executes acceleration assist for increasing the rotational speed of the ACG starter motor 8 to quickly increase the engine rotational speed Ne.
- the engine speed Ne quickly rises and the centrifugal clutch C is connected at time t55, and the acceleration response is improved.
- FIG. 11 is a flowchart showing a procedure of idle stop control according to the present embodiment. This flowchart corresponds to the flow of the time chart shown in FIG. 5 until the engine is temporarily stopped due to idle stop.
- the stop of fuel injection at the time of deceleration can also be executed as a trigger when the deceleration of the vehicle speed detected by the vehicle speed sensor 46 exceeds a predetermined value.
- step S3 it is determined whether or not the engine speed Ne is equal to or less than the injection restart speed Ne2. If an affirmative determination is made in step S3, the process proceeds to step S4, where idle operation is started by restarting injection.
- step S5 it is determined whether or not the vehicle speed V has become equal to or less than a predetermined value V1 (for example, 3 km / h) for determining stoppage. If an affirmative determination is made, the process proceeds to step S6.
- step S6 it is determined whether or not a predetermined time T1 (for example, 0.5 seconds) has elapsed since the vehicle speed V became equal to or less than the predetermined value V1. If a positive determination is made in step S6, the process proceeds to step S7.
- a predetermined time T1 for example, 0.5 seconds
- step S7 in addition to the condition of the vehicle speed V, for example, the idling stop condition is established when the throttle opening TH is zero and the seating sensor 49 is turned on. Accordingly, in step S8, the engine E is temporarily stopped by stopping the fuel injection. In step S9, it is determined whether or not a throttle opening operation has been performed while the engine E is temporarily stopped. If an affirmative determination is made in step S9, the process proceeds to step S10, the ACG starter motor 8 is driven, the engine E is restarted, and a series of controls is terminated. If a negative determination is made in steps S1, S3, S5, S6, S9, the process returns to each determination.
- FIG. 12 is a flowchart showing a procedure of acceleration assist control according to the present embodiment. This flowchart corresponds to the flow of the time charts of FIGS.
- step S13 it is determined whether or not the engine speed Ne is equal to or lower than the centrifugal clutch disengagement speed Ne3. If a positive determination is made in step S13, the process proceeds to step S14, and the centrifugal clutch C is disconnected.
- step S15 it is determined whether or not the throttle operator 47 has been opened. If the determination is affirmative, the process proceeds to step S16. In step S16, acceleration assist control by the ACG starter motor 8 is executed. In subsequent step S17, normal injection is started, and the process proceeds to step S28.
- step S15 the process proceeds to step S18, in which it is determined whether or not the engine speed Ne has become equal to or less than the injection restart speed Ne2. If an affirmative determination is made in step S3, the process proceeds to step S19, and fuel injection is resumed.
- step S20 it is determined whether or not the throttle operator 47 has been opened. If the determination is affirmative, the process proceeds to step S21.
- step S21 acceleration assist control by the ACG starter motor 8 is executed.
- step S28 normal injection is started, and the process proceeds to step S28. If a negative determination is made in step S18, the process returns to the determination in step S15.
- step S20 determines whether or not the engine speed Ne has become equal to or lower than the idle speed Ne1. If an affirmative determination is made in step S23, the process proceeds to step S24, where idle operation is started. In step S25, it is determined whether or not the throttle operator 47 has been opened. If the determination is affirmative, the process proceeds to step S26. In step S26, acceleration assist control by the ACG starter motor 8 is executed. In subsequent step S27, normal injection is started, and the process proceeds to step S28. If a negative determination is made in step S25, the process returns to step S24.
- step S28 the engine speed Ne increases with the acceleration assist control by the ACG starter motor 8 and the start of normal fuel injection.
- the centrifugal clutch C is switched to the connected state in step S29, the vehicle starts accelerating in step S30, and the series of controls is completed.
- the acceleration assist control when the throttle operation is performed after the centrifugal clutch disengagement rotation speed Ne3 or less at which the centrifugal clutch C is disengaged, the acceleration assist by the ACG starter motor 8 is performed. Since the control is executed, it is possible to shorten the time lag until the centrifugal clutch C is connected and improve the acceleration response. Note that, when the throttle operation is performed in the engine stop state by the idle stop control, the cranking by the ACG starter motor 8 and the normal fuel injection are started simultaneously.
- FIG. 13 is a flowchart showing a procedure of idle stop control 2 according to the present embodiment. This flowchart corresponds to the flow of the time chart of FIG. 9 until the engine is temporarily stopped due to idle stop.
- step S32 it is determined whether or not the engine speed Ne has become equal to or less than the injection restart speed Ne2. If an affirmative determination is made in step S32, the process proceeds to step S33, and motor idle operation by the ACG starter motor 8 is started.
- step S34 it is determined whether or not the vehicle speed V has become a predetermined value V1 (for example, 3 km / h) or less for determining whether to stop, and if an affirmative determination is made, the process proceeds to step S35.
- step S35 it is determined whether or not a predetermined time T1 (for example, 0.5 seconds) has elapsed since the vehicle speed V became equal to or less than the predetermined value V1. If a positive determination is made in step S35, the process proceeds to step S36.
- a predetermined time T1 for example, 0.5 seconds
- step S36 in addition to the vehicle speed V condition being satisfied, for example, the idle stop condition is satisfied when the throttle opening TH is zero and the seating sensor 49 is turned on. Accordingly, in step S37, the engine E is temporarily stopped by stopping the motor idle control. In step S38, it is determined whether or not a throttle opening operation has been performed while the engine E is temporarily stopped. If an affirmative determination is made in step S38, the process proceeds to step S39, the ACG starter motor 8 is driven, the engine E is restarted, and a series of controls is terminated. If a negative determination is made in steps S30, S32, S34, S35, and S38, the process returns to each determination.
- the fuel consumption during the idle operation can be reduced to zero by causing the engine to perform the idle operation with the driving force of the ACG starter motor 8.
- the idle assist control is configured so that the idle operation is performed only by the driving force of the ACG starter motor 8 and the idle operation is executed in cooperation with the motor driving force and the engine driving force to reduce the fuel consumption. Also good.
- FIG. 14 is a flowchart showing a procedure of idle stop control 3 according to the present embodiment.
- the condition for temporarily stopping the engine E by the idle stop control is that a predetermined time T1 (for example, 0.5 seconds) has elapsed since the vehicle speed V has become a predetermined value V1 (for example, 3 km / h) or less.
- a predetermined time T1 for example, 0.5 seconds
- V1 for example, 3 km / h
- step S40 an idling stop condition other than the vehicle speed, for example, the throttle opening TH is zero and the seating sensor 49 is on is established, and the process proceeds to step S41.
- step S41 it is determined whether or not the vehicle speed V has become a predetermined value V1 or less.
- step S41 If an affirmative determination is made in step S41, the process proceeds to step S42, and it is determined whether there is a history that the vehicle speed has exceeded a predetermined value V2 (for example, 13 km / h) after the previous idle stop control. If an affirmative determination is made in step S42, the process proceeds to step S43, and the engine E is temporarily stopped after a first predetermined time T1 (for example, 0.5 seconds) has elapsed. On the other hand, if a negative determination is made in step S42, the process proceeds to step S44, where after a second predetermined time T2 (for example, 3 seconds) has elapsed, the engine E is temporarily stopped, and the series of controls is terminated.
- a predetermined time T1 for example, 0.5 seconds
- the engine stops in a short time in the case of waiting for a signal after normal driving, which has been increased to a certain level of speed, while the engine is stopped in a traffic jam that repeats driving and stopping at low speed.
- the time to stop will be extended.
- in a vehicle equipped with the centrifugal clutch C there is a time lag until the centrifugal clutch C is connected when the vehicle restarts from the idle stop state. This has the effect of preventing this from happening and making you feel no response delay. Further, if the engine is repeatedly stopped and restarted, the fuel efficiency improvement effect also decreases. Therefore, the battery load in traffic jams and the like is reduced, and overall energy efficiency can be improved.
- the values of the predetermined times T1, T2 and the predetermined values V1, V2 of the vehicle speed can be appropriately changed according to the vehicle type and the like.
- the present invention is not limited to the above embodiment, and various modifications can be made.
- the engine control device for a vehicle according to the present invention is not limited to a motorcycle, and can be applied to a straddle-type three-wheeled vehicle, a four-wheeled vehicle or the like equipped with a centrifugal clutch.
- SYMBOLS 1 ... Motorcycle (vehicle), 2 ... Crankshaft, 8 ... ACG starter motor (motor), 45 ... Ne sensor, 47 ... Throttle grip (throttle operator), 50 ... Throttle opening sensor, 53 ... Acceleration assist control part 54 ... Centrifugal clutch disengagement Ne storage unit, 55 ... Engine start control unit, 56 ... Power generation control unit, 57 ... ACG starter motor control unit, 58 ... Idle stop control unit, 100 ... ECU (control unit), C ... Centrifugal clutch , E ... engine, Ne1 ... idle speed, Ne2 ... injection restart speed, Ne3 ... centrifugal clutch disengagement speed
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- Combustion & Propulsion (AREA)
- Transportation (AREA)
- General Engineering & Computer Science (AREA)
- Automation & Control Theory (AREA)
- Human Computer Interaction (AREA)
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
- Hybrid Electric Vehicles (AREA)
- One-Way And Automatic Clutches, And Combinations Of Different Clutches (AREA)
Abstract
Description
Claims (5)
- エンジン(E)から駆動輪(WR)に伝達される駆動力を断接する機械式の遠心クラッチ(C)を備える車両(1)に適用される車両のエンジン制御装置において、
前記車両(1)が、前記エンジン(E)の出力を調整するスロットル操作子(47)と、前記エンジン(E)のクランク軸(2)を回転させるモータ(8)と、前記モータ(8)および燃料噴射装置(52)を制御する制御部(100)とを備え、
前記制御部(8)は、前記車両(1)の減速中に燃料噴射を停止させる噴射停止制御を実行すると共に、前記遠心クラッチ(C)が切断される遠心クラッチ切断回転数(Ne3)以下となった後に前記スロットル操作子(47)の開操作が行われると、前記モータ(8)で前記クランク軸(2)を回転させる加速アシスト制御を実行することを特徴とする車両のエンジン制御装置。 - 前記制御部(8)は、前記噴射停止制御による燃料噴射の停止後に、前記エンジン回転数(Ne)が前記遠心クラッチ切断回転数(Ne3)より小さい噴射再開回転数(Ne2)まで低下すると、燃料噴射を再開することを特徴とする請求項1に記載の車両のエンジン制御装置。
- 前記燃料噴射を再開する噴射再開回転数(Ne2)が、アイドル回転数(Ne1)より高いことを特徴とする請求項2に記載の車両のエンジン制御装置。
- 前記制御部(100)は、前記エンジン(E)をアイドル回転数(Ne1)で運転する際に、前記モータ(8)で前記クランク軸(2)を回転させるアイドルアシスト制御を実行することを特徴とする請求項1ないし3のいずれか1項に記載の車両のエンジン制御装置。
- エンジン(E)から駆動輪(WR)に伝達される駆動力を断接する機械式の遠心クラッチ(C)を備える車両(1)に適用される車両のエンジン制御装置において、
前記車両(1)が、前記エンジン(E)の出力を調整するスロットル操作子(47)と、前記エンジン(E)のクランク軸(2)を回転させるモータ(8)と、前記モータ(8)および燃料噴射装置(52)を制御する制御部(100)とを備え、
前記制御部(100)は、前記車両(1)の減速中に燃料噴射を停止させると共に、前記遠心クラッチ(C)が切断される遠心クラッチ切断回転数(Ne3)以下となった後に前記スロットル操作子(47)の開操作が行われると、前記モータ(8)で前記クランク軸(2)を回転させる加速アシスト制御を実行し、
前記制御部(100)は、前記エンジン(E)をアイドル回転数(Ne1)で運転する際に、前記モータ(8)で前記クランク軸(2)を回転させるアイドルアシスト制御を実行し、
前記アイドルアシスト制御が、前記モータ(8)の駆動力のみで前記エンジン(E)をアイドル回転数(Ne1)で運転する制御であることを特徴とする車両のエンジン制御装置。
Priority Applications (7)
Application Number | Priority Date | Filing Date | Title |
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BR112019018931A BR112019018931A2 (pt) | 2017-03-23 | 2018-03-16 | dispositivo de controle de motor para veículo |
EP18770904.3A EP3604775B1 (en) | 2017-03-23 | 2018-03-16 | Engine control device for vehicle |
MYPI2019005368A MY194392A (en) | 2017-03-23 | 2018-03-16 | Engine control device for vehicle |
US16/496,208 US11358587B2 (en) | 2017-03-23 | 2018-03-16 | Engine control device for vehicle including acceleration assist control |
JP2019507649A JP6823159B2 (ja) | 2017-03-23 | 2018-03-16 | 車両のエンジン制御装置 |
CN201880019700.1A CN110462184B (zh) | 2017-03-23 | 2018-03-16 | 车辆发动机控制装置 |
PH12019502006A PH12019502006A1 (en) | 2017-03-23 | 2019-09-03 | Engine control device for vehicle |
Applications Claiming Priority (2)
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JP2017057267 | 2017-03-23 | ||
JP2017-057267 | 2017-03-23 |
Publications (1)
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WO2018173982A1 true WO2018173982A1 (ja) | 2018-09-27 |
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PCT/JP2018/010649 WO2018173982A1 (ja) | 2017-03-23 | 2018-03-16 | 車両のエンジン制御装置 |
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US (1) | US11358587B2 (ja) |
EP (1) | EP3604775B1 (ja) |
JP (1) | JP6823159B2 (ja) |
CN (1) | CN110462184B (ja) |
BR (1) | BR112019018931A2 (ja) |
MY (1) | MY194392A (ja) |
PH (1) | PH12019502006A1 (ja) |
WO (1) | WO2018173982A1 (ja) |
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JP2022149908A (ja) * | 2021-03-25 | 2022-10-07 | 本田技研工業株式会社 | 車両制御装置 |
US12084043B2 (en) * | 2022-04-14 | 2024-09-10 | Ford Global Technologies, Llc | System and method for restarting an engine |
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2018
- 2018-03-16 BR BR112019018931A patent/BR112019018931A2/pt not_active IP Right Cessation
- 2018-03-16 EP EP18770904.3A patent/EP3604775B1/en active Active
- 2018-03-16 WO PCT/JP2018/010649 patent/WO2018173982A1/ja unknown
- 2018-03-16 CN CN201880019700.1A patent/CN110462184B/zh active Active
- 2018-03-16 US US16/496,208 patent/US11358587B2/en active Active
- 2018-03-16 MY MYPI2019005368A patent/MY194392A/en unknown
- 2018-03-16 JP JP2019507649A patent/JP6823159B2/ja active Active
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JP6823159B2 (ja) | 2021-01-27 |
US11358587B2 (en) | 2022-06-14 |
BR112019018931A2 (pt) | 2020-04-22 |
EP3604775B1 (en) | 2021-10-20 |
MY194392A (en) | 2022-11-30 |
EP3604775A1 (en) | 2020-02-05 |
JPWO2018173982A1 (ja) | 2020-01-16 |
CN110462184B (zh) | 2022-07-05 |
CN110462184A (zh) | 2019-11-15 |
US20200047744A1 (en) | 2020-02-13 |
EP3604775A4 (en) | 2020-04-22 |
PH12019502006A1 (en) | 2020-06-08 |
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