WO2019069444A1 - Procédé permettant de commander un moteur à combustion interne et dispositif permettant de commander un moteur à combustion interne - Google Patents

Procédé permettant de commander un moteur à combustion interne et dispositif permettant de commander un moteur à combustion interne Download PDF

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Publication number
WO2019069444A1
WO2019069444A1 PCT/JP2017/036423 JP2017036423W WO2019069444A1 WO 2019069444 A1 WO2019069444 A1 WO 2019069444A1 JP 2017036423 W JP2017036423 W JP 2017036423W WO 2019069444 A1 WO2019069444 A1 WO 2019069444A1
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WO
WIPO (PCT)
Prior art keywords
internal combustion
combustion engine
satisfied
accelerator pedal
depressed
Prior art date
Application number
PCT/JP2017/036423
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English (en)
Japanese (ja)
Inventor
手塚　淳
Original Assignee
日産自動車株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 日産自動車株式会社 filed Critical 日産自動車株式会社
Priority to PCT/JP2017/036423 priority Critical patent/WO2019069444A1/fr
Publication of WO2019069444A1 publication Critical patent/WO2019069444A1/fr

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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

Definitions

  • the present invention relates to a control method of an internal combustion engine and a control device of the internal combustion engine.
  • Patent document 1 sets the changing speed of the torque command value of the internal combustion engine according to the operation amount of the accelerator pedal in order to synchronize the rotational speeds of the input shaft and the output shaft of the clutch and engage the clutch.
  • Patent Document 1 it is possible to reduce the fuel consumption that occurs when the clutch is engaged.
  • Patent Document 1 does not consider obtaining an acceleration response of a vehicle that does not give a sense of discomfort to a driver when restarting an internal combustion engine that has been automatically stopped. That is, in Patent Document 1, when restarting the internal combustion engine that has been automatically stopped, there is a possibility that the acceleration response of the vehicle that does not give a sense of discomfort to the driver can not be obtained.
  • the above-mentioned internal combustion engine when restarting an internal combustion engine serving as a drive source of a vehicle which has been automatically stopped, the above-mentioned internal combustion engine is restarted when a predetermined automatic restart condition is satisfied without the accelerator pedal being depressed.
  • the increase speed of the engine rotational speed of the internal combustion engine is made slower.
  • the internal combustion engine 1 when restarting the internal combustion engine 1 that has been automatically stopped, the internal combustion engine 1 can be restarted so as not to give a sense of discomfort to the driver.
  • FIG. 1 is an explanatory view schematically showing an outline of a control device for an internal combustion engine according to the present invention.
  • Explanatory drawing which shows an example of the behavior of the engine speed at the time of restarting the internal combustion engine which stopped automatically.
  • Explanatory drawing which shows an example of the behavior of the engine speed in case the accelerator pedal is not depressed when restarting the internal combustion engine which stopped automatically.
  • the flowchart which shows the flow of control at the time of restarting the internal combustion engine which stopped automatically.
  • FIG. 1 is an explanatory view schematically showing an outline of a control device of an internal combustion engine 1 according to the present invention.
  • a CVT (continuously variable transmission) 3 as a transmission is connected to an internal combustion engine 1 serving as a drive source of a vehicle via a torque converter 2 having a lockup mechanism.
  • the lockup mechanism is a mechanical clutch built in the torque converter 2 and connects the internal combustion engine 1 and the CVT 3 via the torque converter 2 by releasing the lockup clutch.
  • the lockup mechanism directly connects the output shaft 1a of the internal combustion engine 1 to the CVT input shaft 3a by engaging the lockup clutch.
  • engagement / slip engagement / release is controlled by an LU actual oil pressure created based on an LU command pressure from the TCU 30 described later.
  • the CVT 3 transmits power (torque) to the drive wheels 4 via a final reduction gear (not shown) as in a general automobile. Further, in the present embodiment, the forward clutch 5 is disposed between the torque converter 2 and the CVT 3.
  • the respective elements are arranged in series in the order of the internal combustion engine 1, the torque converter 2, the forward clutch 5, the CVT 3 and the drive wheels 4. There is.
  • the internal combustion engine 1 can drive a motor 7, a water pump 8, and an air conditioner compressor 9 via a belt 6.
  • the motor 7 is capable of providing a driving force to the internal combustion engine 1 and generating electric power.
  • a starter motor 10 used at the time of starting the internal combustion engine 1 is attached to the internal combustion engine 1. If motor 7 is used to start internal combustion engine 1, starter motor 10 can be omitted.
  • the CVT 3 has a primary pulley 11, a secondary pulley 12, and a V-belt 13 wound around V-grooves of the primary pulley 11 and the secondary pulley 12.
  • the primary pulley 11 has a primary hydraulic cylinder 11 a.
  • the secondary pulley 12 has a secondary hydraulic cylinder 12a.
  • the primary pulley 11 changes the width of the V-groove when the hydraulic pressure supplied to the primary hydraulic cylinder 11a is adjusted.
  • the secondary pulley 12 changes the width of the V-groove when the hydraulic pressure supplied to the secondary hydraulic cylinder 12a is adjusted.
  • the CVT 3 changes the width of the V groove to change the contact radius between the V belt 13 and the primary pulley 11 and the secondary pulley 12,
  • the gear ratio changes steplessly.
  • a hydraulic oil is supplied to the CVT 3 by a mechanical oil pump as a first oil pump (not shown) driven by the internal combustion engine 1 and an electric oil pump 14 as a second oil pump. That is, hydraulic pressure is supplied to the primary hydraulic cylinder 11 a and the secondary hydraulic cylinder 12 a from the mechanical oil pump or the electric oil pump 14.
  • the electric oil pump 14 is driven when the internal combustion engine 1 is automatically stopped by idle stop, fuel cut or the like during operation of the vehicle. That is, the electric oil pump 14 operates when the mechanical oil pump is stopped.
  • the supply of hydraulic fluid by the mechanical oil pump or the electric oil pump 14 is also performed to the torque converter 2 and the forward clutch 5. That is, the hydraulic oil supply source of the torque converter 2 and the forward clutch 5 is the mechanical oil pump or the electric oil pump 14.
  • the forward clutch 5 corresponds to a clutch disposed between the internal combustion engine 1 and the drive wheel 4 and is capable of disconnecting the internal combustion engine 1 and the CVT 3 when released.
  • the forward clutch 5 is provided on the CVT input shaft 3a.
  • the forward clutch 5 can transmit power between the internal combustion engine 1 and the drive wheel 4 in the engaged state, and can not transmit power between the internal combustion engine 1 and the drive wheel 4 in the open state. That is, when the forward clutch 5 is released, the internal combustion engine 1 and the drive wheel 4 are separated. Furthermore, when the forward clutch 5 is released, the internal combustion engine 1 and the CVT 3 are disconnected.
  • the internal combustion engine 1 is controlled by an ECU (engine control unit) 20.
  • the ECU 20 is a known digital computer provided with a CPU, a ROM, a RAM, and an input / output interface.
  • the ECU 20 includes a crank angle sensor 21 for detecting a crank angle of a crankshaft (not shown) of the internal combustion engine 1, an accelerator opening degree sensor 22 for detecting an amount of depression of an accelerator pedal (not shown), and a brake pedal (shown Brake sensor 23 for detecting the operation of the vehicle), a vehicle speed sensor 24 for detecting the vehicle speed, an acceleration sensor 25 capable of detecting an inclination in the longitudinal direction of the vehicle, Detection signals of various sensors such as a front situation detection sensor 27 capable of detecting a front situation are input.
  • the crank angle sensor 21 can detect the engine speed of the internal combustion engine 1.
  • the intake pressure sensor 26 detects, for example, an intake pressure in an intake collector of an intake system of the internal combustion engine 1.
  • the front situation detection sensor 27 is composed of, for example, a radar, a camera, etc., and can detect the environment in front of the host vehicle, and detects whether another vehicle is present in a predetermined range in front of the host vehicle. It is possible.
  • the ECU 20 determines the injection amount, injection timing, ignition timing of the internal combustion engine 1, intake air amount, etc. of the fuel injected from the fuel injection valve (not shown) of the internal combustion engine 1 based on detection signals of various sensors. Control the Further, the motor 7 and the starter motor 10 are optimally controlled by the ECU 20.
  • the ECU 20 also receives information on the battery SOC and the like of the battery mounted on the vehicle.
  • the CVT 3 is controlled by a TCU (transmission control unit) 30.
  • the TCU 30 is a known digital computer equipped with a CPU, a ROM, a RAM, and an input / output interface.
  • the ECU 20 and the TCU 30 are connected by a CAN communication line 31. Data can be exchanged between the ECU 20 and the TCU 30 via the CAN communication line 31.
  • Detection signals of the accelerator opening degree sensor 22, the brake switch 23, and the vehicle speed sensor 24 described above are input to the TCU 30 via the CAN communication line 31.
  • the TCU 30 includes a primary rotation number sensor 32 that detects the rotation number of the primary pulley 11 that is the input rotation number of the CVT 3 and a secondary pulley rotation number sensor 33 that detects the rotation number of the secondary pulley 12 that is the output rotation number of the CVT 3.
  • the detection signals of various sensors such as an oil pressure sensor 34 for detecting the oil pressure of the hydraulic oil supplied to the CVT 3 and an inhibitor switch 35 for detecting the position of the select lever for selecting the travel range are input.
  • the TCU 30 optimally controls the transmission ratio of the CVT 3 and the torque converter 2 and the forward clutch 5 based on the detection signals of the various sensors input.
  • the TCU 30 also controls the drive of the electric oil pump 14.
  • the internal combustion engine 1 stops fuel supply and stops automatically when a predetermined automatic stop condition is satisfied. Then, the internal combustion engine 1 restarts when a predetermined automatic restart condition is satisfied during the automatic stop.
  • the automatic stop of the internal combustion engine 1 includes an idle stop, a coast stop, and a sailing stop.
  • the idle stop is performed when the idle stop implementation condition as the automatic stop condition is satisfied when the vehicle stops.
  • the idle stopped internal combustion engine 1 is restarted when the idle stop release condition as the automatic restart condition is satisfied.
  • the idle stop execution conditions are, for example, a state in which the accelerator pedal is not depressed, a state in which the brake pedal is depressed, a vehicle speed is equal to or less than a predetermined value, and the battery SOC of the battery is equal to or more than a predetermined idle stop prohibition threshold. It is a certain thing. When all of these idle stop implementation conditions are satisfied, the idle stop implementation condition is satisfied, and the internal combustion engine 1 is automatically stopped.
  • the state in which the accelerator pedal is not depressed means the state in which the foot is separated from the accelerator pedal, that is, the state in which the accelerator is off. Further, in the present specification, the state in which the brake pedal is depressed means the state in which the brake switch 23 is ON.
  • the idle stop cancellation condition is, for example, that the accelerator pedal is depressed while the vehicle is stopped, that the brake pedal is not depressed, and that the battery SOC of the battery is less than the idle stop prohibition threshold. Etc. When even one of these idle stop cancellation conditions is satisfied, the idle stop cancellation condition is satisfied, and the internal combustion engine 1 is automatically restarted.
  • the state where the accelerator pedal is depressed refers to the state of the accelerator ON. Further, in the specification of the present application, the state in which the brake pedal is not depressed means the state in which the foot is separated from the brake pedal, that is, the state in which the brake switch 23 is OFF.
  • the coast stop is implemented when the coast stop implementation condition as the automatic stop condition is established while the vehicle is traveling.
  • the coasted internal combustion engine 1 restarts when the coast stop cancellation condition as the automatic restart condition is satisfied.
  • the coast stop implementation condition is satisfied, for example, when the SOC of the battery is equal to or greater than a predetermined value during deceleration during which the brake pedal is depressed.
  • the coast stop cancellation condition is satisfied, for example, when the accelerator pedal is depressed, when the brake pedal is not depressed, or when it is necessary to secure the electric power of the vehicle such that the SOC of the battery becomes lower than a predetermined value.
  • the state in which the internal combustion engine 1 is automatically stopped during deceleration under the condition where the brake pedal is depressed at low vehicle speed is defined as the coast stop state.
  • the forward clutch 5 is engaged, and the lockup mechanism of the torque converter 2 is in the state of releasing the lockup clutch.
  • the sailing stop is performed when the sailing stop implementation condition as the automatic stop condition is established while the vehicle is traveling.
  • the internal combustion engine 1 which has stopped sailing is restarted when the sailing stop release condition as the above-mentioned automatic restart condition is satisfied.
  • the sailing stop implementation condition is satisfied, for example, when the accelerator pedal is not depressed while the vehicle is traveling and the SOC of the battery is equal to or more than a predetermined value. That is, the sailing stop condition is satisfied when there is no driving force request.
  • the sailing stop cancellation condition is satisfied, for example, when the accelerator pedal is depressed or when it is necessary to secure the electric power of the vehicle such that the SOC of the battery becomes less than or equal to a predetermined value.
  • a state in which the internal combustion engine 1 is automatically stopped during coasting traveling with the brake pedal not being depressed at medium and high vehicle speeds is defined as a sailing stop state.
  • the forward clutch 5 is released, and the lockup mechanism of the torque converter 2 is in a state of engaging the lockup clutch.
  • the ECU 20 and the TCU 30 according to this embodiment are linked with each other, and these two can be regarded as one CU (control unit) 40. Therefore, in the present embodiment, the CU 40 including the ECU 20 and the TCU 30 corresponds to a control unit that restarts the internal combustion engine 1 automatically stopped when the above-described automatic restart condition is satisfied. The CU 40 is also for automatically stopping the internal combustion engine 1 when the above-mentioned automatic stop condition is satisfied.
  • the CU 40 serving as the control unit has an engine rotational speed of the internal combustion engine 1 according to the ON / OFF state of the accelerator pedal when the automatic restart condition is satisfied. Change the rising speed.
  • the CU 40 depresses the accelerator pedal so that the above-mentioned automatic restart condition is satisfied and the internal combustion engine 1 is The rate of increase of the engine rotational speed of the internal combustion engine 1 is made slower than when restarting.
  • the CU 40 is satisfied by the depression of the accelerator pedal and the above-mentioned automatic restart condition is satisfied.
  • the target torque of the internal combustion engine 1 is made smaller than when restarting the engine.
  • FIG. 2 is an explanatory view showing an example of the behavior of the engine speed at the time of restarting the internal combustion engine 1 which has been automatically stopped.
  • the solid line in FIG. 2 shows the behavior of the engine speed when the above-mentioned automatic restart condition is satisfied by depression of the accelerator pedal.
  • the internal combustion engine 1 When the accelerator pedal is depressed when restarting the automatically stopped internal combustion engine 1, the internal combustion engine 1 starts so that the engine speed changes in a behavior as shown by the solid line in FIG. In addition, when the accelerator pedal is not depressed when restarting the internal combustion engine 1 that has been automatically stopped, the internal combustion engine 1 changes in such a manner that the engine speed changes as shown by the broken line in FIG. Start up.
  • the internal combustion engine 1 when restarting the internal combustion engine 1 that has been automatically stopped, the internal combustion engine 1 can be restarted so as not to give a sense of discomfort to the driver.
  • the internal combustion engine 1 When the accelerator pedal is not depressed when restarting the automatically stopped internal combustion engine 1, the internal combustion engine 1 is driven by the motor 7, and the engine rotational speed of the internal combustion engine 1 becomes equal to or more than a preset predetermined rotational speed.
  • the fuel supply to the internal combustion engine 1 is started after the intake pressure becomes lower than the predetermined pressure.
  • the engine rotational speed is increased to a predetermined rotational speed (corresponding to a second predetermined rotational speed described later, for example, 500 rpm) by motoring by the motor 7, and the suction negative pressure in the collector is
  • the fuel supply to the internal combustion engine 1 is started at the timing of time t1 when a fully developed state (for example, a state of about 35 kPa) is reached.
  • a fully developed state for example, a state of about 35 kPa
  • combustion is started in each cylinder from time t1 when fuel supply to the internal combustion engine 1 is started, and the machine rotational speed of the internal combustion engine 1 is higher than that during motoring by the motor 7.
  • the internal combustion engine 1 starts combustion after increasing the internal EGR which is the residual gas in the cylinder (the cylinder) of the internal combustion engine 1, the amount of air taken into the cylinder and the fuel injection injected in proportion to that The amount is relatively suppressed, and a rapid rise in combustion torque can be suppressed.
  • the accelerator pedal When another vehicle is within a predetermined range ahead, that is, when another vehicle approaches in front of the own vehicle, the accelerator pedal is used to restart the automatically stopped internal combustion engine 1. Even when the vehicle is being stepped on, the rate of increase of the engine rotational speed of the internal combustion engine 1 may be made relatively slow.
  • VDC Vehicle Dynamics Control
  • VDC is a turning behavior control that improves turning performance and running stability of the vehicle by autonomously controlling the braking force and engine output of each of the four wheels according to the running state of the vehicle. .
  • FIG. 4 is a flow chart showing the flow of control when restarting the internal combustion engine 1 that has been automatically stopped.
  • step S1 it is determined whether the internal combustion engine 1 is in the automatic stop mode. If it is determined in step S1 that the internal combustion engine 1 is in the automatic stop mode, the process proceeds to step S2. If it is determined in step S1 that the internal combustion engine 1 is not in the automatic stop mode, the current routine is ended.
  • step S2 it is determined whether an automatic restart condition is satisfied. If it is determined in step S2 that the automatic restart condition is satisfied, the process proceeds to step S3. If it is determined in step S2 that the automatic restart condition is not established, the current routine is ended.
  • step S3 the restart flag is set to "1".
  • step S4 it is determined whether or not the accelerator pedal is depressed. If the accelerator is ON in step S4, the process proceeds to step S5. If the accelerator is not on in step S5, the process proceeds to step S10.
  • step S5 cranking start by the motor 7 or the starter motor 10 is selected.
  • step S6 cranking by the motor 7 or the starter motor 10 is started.
  • step S7 combustion is started in the combustible cylinder of the internal combustion engine 1.
  • fuel injection is started together with the start of cranking.
  • step S8 it is determined whether the engine speed has become higher than a first predetermined speed (for example, 500 rpm). If it is determined in step S8 that the engine speed is higher than the first predetermined speed, the process proceeds to step S9. If it is determined in step S8 that the engine speed is less than or equal to the first predetermined speed, the process proceeds to step S6.
  • a first predetermined speed for example, 500 rpm
  • step S9 the cranking by the motor 7 or the starter motor 10 is ended.
  • the restart flag becomes “0” when the routine is terminated after experiencing step S9.
  • step S10 motoring start by the motor 7 or the starter motor 10 is selected.
  • step S11 cranking by the motor 7 or the starter motor 10 is started.
  • step S12 feedback control is performed so that the engine speed becomes a second predetermined speed (for example, 500 rpm).
  • step S13 it is determined whether the intake pressure is equal to or less than a predetermined value P (for example, 35 kPa). If it is determined in step S13 that the intake pressure is less than or equal to the predetermined value P, the process proceeds to step S14. If it is determined in step S13 that the intake pressure is not less than or equal to the predetermined value P, the process proceeds to step S16.
  • a predetermined value P for example, 35 kPa
  • step S14 combustion is started in the combustible cylinder of the internal combustion engine 1. That is, when cranking is performed in the accelerator OFF state, the engine speed is increased by motoring, and fuel injection is started after the intake pressure becomes equal to or less than the predetermined value P.
  • step S15 it is determined whether the engine speed has become higher than a third predetermined speed (for example, 700 rpm). If it is determined in step S15 that the engine speed is higher than the third predetermined speed, the process proceeds to step S9. If it is determined in step S15 that the engine speed is equal to or less than the third predetermined speed, the process proceeds to step S14.
  • a third predetermined speed for example, 700 rpm
  • step S16 it is determined whether or not the accelerator pedal is depressed. If the accelerator is ON in step S16, the process proceeds to step S15. If the accelerator is not on in step S16, the process proceeds to step S11.
  • the transmission is a continuously variable transmission, but the present invention is also applicable to a vehicle having a stepped automatic transmission.
  • the embodiment described above relates to a control method of an internal combustion engine and a control device of the internal combustion engine.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)

Abstract

Lorsqu'un moteur à combustion interne à arrêt automatique est redémarré, la vitesse d'augmentation de la vitesse de moteur du moteur à combustion interne est modifiée en fonction du fait qu'une pédale d'accélération est activée ou désactivée au moment où une condition de redémarrage automatique est satisfaite. Si la pédale d'accélération est activée lorsque le moteur à combustion interne à arrêt automatique est redémarré, le démarrage est sélectionné (étape S5), et la combustion est déclenchée dans un cylindre dans lequel la combustion du moteur à combustion interne est possible (étape S7). Si la pédale d'accélération est désactivée lorsque le moteur à combustion interne à arrêt automatique est redémarré, le démarrage du moteur est sélectionné (étape S10), et lorsque la pression d'admission d'air est égale ou inférieure à une valeur prescrite P (étape S19), la combustion est déclenchée dans un cylindre dans lequel la combustion du moteur à combustion interne est possible (étape S24).
PCT/JP2017/036423 2017-10-06 2017-10-06 Procédé permettant de commander un moteur à combustion interne et dispositif permettant de commander un moteur à combustion interne WO2019069444A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PCT/JP2017/036423 WO2019069444A1 (fr) 2017-10-06 2017-10-06 Procédé permettant de commander un moteur à combustion interne et dispositif permettant de commander un moteur à combustion interne

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PCT/JP2017/036423 WO2019069444A1 (fr) 2017-10-06 2017-10-06 Procédé permettant de commander un moteur à combustion interne et dispositif permettant de commander un moteur à combustion interne

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Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2000145487A (ja) * 1998-11-09 2000-05-26 Nissan Motor Co Ltd 内燃機関の可変動弁制御装置
JP2010047099A (ja) * 2008-08-21 2010-03-04 Mazda Motor Corp 車両の制御装置及びその制御方法
JP2010084610A (ja) * 2008-09-30 2010-04-15 Mazda Motor Corp 車両の制御装置及び制御方法
JP2013185500A (ja) * 2012-03-08 2013-09-19 Jatco Ltd エンジン自動停止車両及びその制御方法
JP2016196861A (ja) * 2015-04-06 2016-11-24 株式会社デンソー 内燃機関の制御装置

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2000145487A (ja) * 1998-11-09 2000-05-26 Nissan Motor Co Ltd 内燃機関の可変動弁制御装置
JP2010047099A (ja) * 2008-08-21 2010-03-04 Mazda Motor Corp 車両の制御装置及びその制御方法
JP2010084610A (ja) * 2008-09-30 2010-04-15 Mazda Motor Corp 車両の制御装置及び制御方法
JP2013185500A (ja) * 2012-03-08 2013-09-19 Jatco Ltd エンジン自動停止車両及びその制御方法
JP2016196861A (ja) * 2015-04-06 2016-11-24 株式会社デンソー 内燃機関の制御装置

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