WO2021059794A1 - Vehicle control system, and internal combustion engine control device - Google Patents

Abstract

Provided are a vehicle control system and an internal combustion engine control device capable of suppressing an increase in the number of times that motoring occurs. This vehicle control system is provided with a control device which implements motoring. The control device includes a filter control unit which controls a filter regeneration operation. Furthermore, the filter control unit performs the regeneration operation for removing particulate matter that has collected in the filter, to accompany the implementation of motoring.

Description

Vehicle control system and internal combustion engine control device

The present invention relates to a vehicle control system and an internal combustion engine control device that control a vehicle.

In an internal combustion engine, soot is generated as a particulate matter when the air-fuel mixture, which is a mixture of fuel and air, burns. In order to reduce the amount of soot emitted, the internal combustion engine is provided with a gasoline particulate filter (hereinafter referred to as "GPF"), which is a filter for collecting soot. In order to prevent clogging, the GPF performs a regeneration operation of burning and removing the collected soot when a predetermined amount of soot is accumulated. This regeneration operation requires oxygen to burn the soot and a sufficient GPF temperature.

In recent years, hybrid vehicles that combine a motor and an internal combustion engine have been attracting attention in order to improve fuel efficiency. The series hybrid system is known as one of the hybrid vehicle systems. In this series hybrid system, only the motor is connected to the axle and the internal combustion engine is used for power generation.

FIG. 11 is a time chart showing the operation of the internal combustion engine in the conventional series hybrid system.
In the series hybrid type vehicle, the internal combustion engine is not connected to the axle, and the operation of the internal combustion engine is used for power generation. Therefore, as shown in FIG. 11, the accelerator operation and the output of the internal combustion engine are not linked. .. Fuel is not cut to the internal combustion engine when the accelerator is decelerated. As a result, in the conventional series hybrid type vehicle, oxygen cannot be supplied to the GPF, and even if the temperature of the GPF is higher than the reproducible temperature, the regeneration operation of the GPF that burns soot cannot be performed. Had.

As a background technique for solving such a problem, for example, there is one described in Patent Document 1. Patent Document 1 describes a technique for performing motoring in which a rotating electric machine drives an internal combustion engine without burning the internal combustion engine. Then, by carrying out this motoring, oxygen in the exhaust gas is increased to supply oxygen to the GPF.

Japanese Unexamined Patent Publication No. 2015-174627

However, in the series hybrid type vehicle, when the negative pressure value of the brake booster is generated, the motoring is carried out when the excess power is consumed. This motoring causes the driver to feel uncomfortable because the internal combustion engine is driven against the driver's intention.

FIG. 12 is an explanatory diagram showing the number of times the conventional series hybrid type motoring is performed. Then, when the technique described in Patent Document 1 is applied, as shown in FIG. 12, the motoring for generating the negative pressure value of the brake booster and the motoring for generating excess power consumption are used for the motoring for regenerating the GPF. Is added. As a result, the number of motorings increased, causing discomfort to the driver.

The purpose of this object is to provide a vehicle control system and an internal combustion engine control device that can suppress an increase in the number of motorings in consideration of the above problems.

In order to solve the above problems and achieve the purpose, the vehicle control system controls a vehicle including a motor for driving wheels, a generator for supplying electric power to the motor, and an internal combustion engine for driving the generator. It is a vehicle control system. The vehicle control system includes a control device that performs motoring in which the crankshaft of the internal combustion engine is rotated by a generator in a state where combustion of the internal combustion engine is stopped according to the traveling state of the vehicle. The control device has a filter control unit that is provided in the exhaust passage of the internal combustion engine and controls the regeneration operation of the filter that collects particulate matter in the exhaust. Then, the filter control unit performs a regeneration operation for removing the particulate matter collected in the filter in association with the execution of the motoring.

The internal combustion engine control device is an internal combustion engine control device that controls an internal combustion engine provided in an exhaust passage and provided with a filter that collects particulate matter in the exhaust gas. The internal combustion engine control device includes a filter control unit that controls the regeneration operation of the filter. Then, the filter control unit is accompanied by the implementation of motoring in which the crankshaft of the internal combustion engine is rotated by a generator connected to the internal combustion engine in a state where the combustion of the internal combustion engine is stopped according to the traveling state of the vehicle. , Performs a regeneration operation to remove particulate matter collected in the filter.

According to the vehicle control system and the internal combustion engine control device having the above configuration, it is possible to suppress an increase in the number of motoring.

It is a schematic block diagram which shows the vehicle provided with the vehicle control system which concerns on embodiment. It is a schematic block diagram which shows the structure of the internal combustion engine which mounted the internal combustion engine control device of the vehicle control system which concerns on embodiment. It is a block diagram which shows the control system of the internal combustion engine control device which concerns on Example of Embodiment. It is a block diagram which shows the GPF control device of the internal combustion engine control device which concerns on embodiment. An example of the operation of the motor is shown. FIG. 5A is an explanatory view showing a state of the vehicle at the time of motoring, and FIGS. 5B and 5C are explanatory views showing an internal combustion engine at the time of motoring. It is a time chart which shows the 1st operation example of the reproduction operation of GPF in the vehicle control system which concerns on embodiment. It is a flowchart which shows the 1st operation example of the reproduction operation of GPF in the vehicle control system which concerns on embodiment. It is a time chart which shows the 2nd operation example of the reproduction operation of GPF in the vehicle control system which concerns on embodiment. It is a flowchart which shows the 1st operation example of the reproduction operation of GPF in the vehicle control system which concerns on embodiment. It is explanatory drawing which shows the number of times of carrying out motoring of the vehicle provided with the vehicle control system which concerns on embodiment. It is a time chart which shows the operation of the internal combustion engine in the conventional series hybrid system. It is explanatory drawing which shows the degree of execution of the conventional series hybrid type motoring.

Hereinafter, examples of embodiments of the vehicle control system and the internal combustion engine control device will be described with reference to FIGS. 1 to 10. The common members in each figure are designated by the same reference numerals.

1. 1. Embodiment 1-1. Configuration Example of Vehicle Control System First, a configuration example of a vehicle control system according to an embodiment (hereinafter referred to as “this example”) will be described with reference to FIGS. 1 to 4.
FIG. 1 is a schematic configuration diagram showing a configuration example of a vehicle provided with a vehicle control system.

As shown in FIG. 1, the vehicle 1 is a vehicle of a hybrid system having an engine 2 and a motor 3 showing an example of an internal combustion engine. As shown in FIG. 1, the vehicle 1 includes an engine 2, a motor 3, a shaft 4, a tire 5 connected to the shaft 4, a generator 6, a power converter 7, a battery 8, and the like. It is equipped with a reduction gear 9 and the like. Further, the vehicle 1 is provided with a vehicle control system 10.

A generator 6 is connected to the drive shaft of the engine 2. Then, the generator 6 generates electricity by driving the engine 2. Further, a power converter 7 is connected to the generator 6.
The power converter 7 converts the three-phase AC power generated by the generator 6 into DC power. The battery 8 is charged by supplying the DC power converted by the power converter 7 to the battery 8. The vehicle 1 shown in FIG. 1 is a series hybrid vehicle in which the engine 2 is used for power generation.

Further, the generator 6 rotates by the electric power of the battery 8 while the engine 2 is stopped, and performs motoring to rotate the crankshaft 60 of the engine 2, which will be described later. The details of motoring will be described later.

The motor 3 is driven by the electric power charged in the battery 8 or the electric power generated by the engine 2 and the generator 6. The driving force of the motor 3 is transmitted to the shaft 4 via the reduction gear 9, and the tire 5 rotates.

The vehicle 1 has a pattern in which the motor 3 is driven by the electric power stored in the battery 8 and travels, and a pattern in which the motor 3 is driven and travels by the electric power generated by the engine 2 and the generator 6. Further, the vehicle 1 has a pattern in which the motor 3 is driven by the electric power of the battery 8 and the electric power generated by the engine 2 and the generator 6 when the load is high. At the time of deceleration, the vehicle 1 performs a so-called regenerative operation in which the motor 3 rotates by the kinetic energy from the tire 5 to generate electricity. Then, the electric power generated by the motor 3 is charged into the battery 8.

In this example, a series hybrid vehicle in which the engine 2 is used for power generation has been described, but the present invention is not limited to this, and the driving force of the engine 2 as well as the motor 3 is transmitted to the shaft 4. It can also be applied to hybrid vehicles.

Further, the vehicle 1 has a vehicle control system 10 that controls the engine 2, the motor 3, the battery 8, and the like described above. The vehicle control system 10 includes an engine control device 11 showing a specific example of an internal combustion engine control device, a battery control device 12, an electric motor control device 13, and an integrated control device 14. The engine control device 11, the battery control device 12, the electric motor control device 13, and the integrated control device 14 transmit and receive various information to and from each other via the communication line 16. As the communication line 16, for example, a multiplex communication line is used to form a network based on the CAN (Controller Area Network) protocol. The communication line 16 is not limited to the multiplex communication line.

The integrated control device 14 detects the driver's operation and the state of the vehicle from various sensors provided in the vehicle 1 and information received from the engine control device 11, the battery control device 12, and the electric motor control device 13. Further, the integrated control device 14 acquires the negative pressure value information of the brake booster provided on the brake and the navigation information from the sensor and the navigation device provided on the vehicle 1. Then, the integrated control device 14 determines the traveling pattern of the vehicle 1 and transmits the control command data to the engine control device 11, the battery control device 12, and the electric motor control device 13.

The engine control device 11 which is an ECU (Engine Control Unit) controls the engine 2 which is an internal combustion engine based on the control command data transmitted from the integrated control device 14. Further, the engine control device 11 acquires various information from the engine 2 and outputs the information to the integrated control device 14 via the communication line. The detailed configuration of the engine control device 11 will be described later.

The battery control device 12 acquires the charge amount SOC (State Of Charge) of the battery 8. Hereinafter, it is simply referred to as SOC. Then, the battery control device 12 outputs the acquired SOC to the integrated control device 14 via the communication line 16.

The electric motor control device 13 controls the drive of the motor 3 and the generator 6 based on the control command data transmitted from the integrated control device 14. Further, the electric motor control device 13 acquires various information from the motor 3 and the generator 6, and outputs the acquired information to the integrated control device 14 via the communication line 16.

The integrated control device 14, the engine control device 11, the battery control device 12, and the electric motor control device 13 have, for example, a CPU (Central Processing Unit), a RAM (Random Access Memory), and a ROM (Read Only Memory), respectively. are doing. The RAM is used as a work area of the CPU, and the ROM stores programs and the like executed by the CPU.

[Structure of internal combustion engine]
Next, the configuration of the engine 2 will be described with reference to FIG.
FIG. 2 is a schematic configuration diagram showing the engine 2.
The engine 2 shown in FIG. 2 is an in-cylinder injection type engine. The engine 2 is a four-cycle engine that repeats four strokes of an intake stroke, a compression stroke, a combustion (expansion) stroke, and an exhaust stroke. Further, the engine 2 is, for example, a multi-cylinder engine including four cylinders (cylinders).
The number of cylinders of the engine 2 is not limited to four, and may have six or eight or more cylinders.

The engine 2 includes an air flow sensor 41 that measures the amount of intake air, a compressor 42 that supercharges the intake air, an intercooler 43 that cools the supercharged intake air, and a throttle valve 44 that adjusts the gas taken into the cylinder 45. To be equipped. A throttle sensor 59 for detecting the opening degree of the throttle valve 44 is provided in the vicinity of the throttle valve 44.

Further, the engine 2 includes a spark plug 46 that supplies ignition energy to the cylinder 45 of each cylinder, a fuel injection device 49 that injects fuel into the cylinder 45 of each cylinder, and a mixture of fuel and gas that has flowed into the cylinder 45. It is provided with a piston 50 for compressing qi. Further, the engine 2 includes an intake valve 47 for adjusting the air-fuel mixture flowing into the cylinder 45 and an exhaust valve 48 for discharging the exhaust gas after combustion.

Further, the engine 2 includes a crank angle sensor 51 that detects a signal of a signal rotor attached to the crankshaft 60, and a water temperature sensor 52 that measures the temperature of the cooling water. Further, the engine 2 includes a turbine 53 that transmits the kinetic energy of the exhaust gas to the compressor 42 via a shaft, and a three-way catalyst 54 that purifies harmful substances in the exhaust gas. An A / F sensor 55 for detecting the oxygen concentration contained in the exhaust gas is attached in the vicinity of the three-way catalyst 54.

Further, the engine 2 is provided with a gasoline particulate filter (Gasoline Particulate Filter: hereinafter referred to as “GPF”) 56 provided downstream of the three-way catalyst 54. The GPF 56 collects particulate matter, so-called soot, contained in the exhaust gas. The GPF 56 is formed of a porous body having fine pores on the wall surface. Then, the GPF 56 collects and deposits soot in the fine holes formed on the wall surface.

Further, a GPF temperature sensor 57 is provided on the upstream side of the GPF 56, that is, between the three-way catalyst 54 and the GPF 56. The GPF temperature sensor 57 measures the temperature of the GPF 56.

Further, the GPF 56 is provided with a differential pressure sensor 58. The differential pressure sensor 58 measures the pressure difference (differential pressure) between the upstream side and the downstream side of the GPF 56. The differential pressure sensor 58 and the GPF temperature sensor 57 are connected to the engine control device 11, and output the measured differential pressure information and temperature information to the engine control device 11.

[Ignition configuration]
Next, the configuration of the engine control device 11 that controls the engine 2 will be described with reference to FIG.
FIG. 3 is a block diagram showing the configuration of the engine control device 11.

As shown in FIG. 3, the engine control device 11 includes an input circuit 301, an input / output port 302, a RAM (RandomAccessMemory) 303, a ROM (ReadOnlyMemory) 304, and a CPU (Central ProcessingUnit) 305. Have. Further, the engine control device 11 includes an electronically controlled throttle valve drive circuit 306, a fuel injection device drive circuit 307, and an ignition output circuit 308.

The output of each sensor such as the throttle sensor 59, the airflow sensor 41, the crank angle sensor 51, the water temperature sensor 52, the A / F sensor 55, the GPF temperature sensor 57, the differential pressure sensor 58, and the accelerator sensor 70 is input to the input circuit 301. Will be done. Further, SOC information 71, navigation information 72, and brake booster negative pressure value information 73 are input to the input circuit 301 from the integrated control device 14 and the battery control device 12. The input circuit 301 performs signal processing such as noise removal on the input signal and sends it to the input / output port 302. The value input to the input port of the input / output port 302 is stored in the RAM 303.

The ROM 304 stores a control program that describes the contents of various arithmetic processes executed by the CPU 305, a MAP, a data table, and the like used for each process. The RAM 303 is provided with a storage area for storing the value input to the input port of the input / output port 302 and the value representing the operation amount of each actuator calculated according to the control program.
Further, a value representing the operation amount of each actuator stored in the RAM 303 is sent to the output port of the input / output port 302.

The drive signal that realizes the target opening degree of the throttle valve 44 set in the output port of the input / output port 302 is sent to the motor that drives the throttle valve 44 via the electronically controlled throttle valve drive circuit 306. The drive signal of the fuel injection device 49 is an ON / OFF signal that is ON when the valve is opened and OFF when the valve is closed. The drive signal of the fuel injection device 49 set in the output port of the input / output port 302 is amplified to sufficient energy to drive the fuel injection device 49 by the fuel injection device drive circuit 307 and supplied to the fuel injection device 49. Will be done.

The operation signal for the spark plug 46 is an ON / OFF signal that is turned ON when the primary coil in the ignition output circuit 308 is flowing and is turned OFF when the primary coil is not flowing. The ignition timing of the spark plug 46 is a time when the operation signal for the spark plug 46 changes from ON to OFF. The operation signal for the spark plug 46 set in the output port of the input / output port 302 is amplified by the ignition output circuit 308 to sufficient energy required for ignition and supplied to the spark plug 46.

Further, the CPU 305 is provided with a GPF control device 400 (see FIG. 4) showing an example of a filter control unit that controls reproduction of the GPF 56.

[Configuration of GPF control device]
Next, the configuration of the GPF control device 400 will be described with reference to FIG.
FIG. 4 is a block diagram showing the configuration of the GPF control device 400.

As shown in FIG. 4, the GPF control device 400 includes an input unit 401, a soot accumulation amount estimation unit 402, a soot accumulation amount estimation correction value calculation unit 403, a correction calculation unit 404, and a reproduction control unit 405. are doing. The input unit 401 acquires the differential pressure information measured by the differential pressure sensor 58 and the temperature information measured by the GPF temperature sensor 57 from the RAM 303. Further, the input unit 401 acquires SOC information 71, navigation information 72, brake booster negative pressure value information 73, and the like from the RAM 303.

The soot accumulation amount estimation unit 402 is input with the differential pressure information indicating the differential pressure value acquired by the input unit 401 and the temperature information indicating the temperature of the GPF 56. Then, the soot accumulation amount estimation unit 402 calculates the basic estimated soot accumulation amount deposited on the GPF 56 from the input differential pressure information and temperature information. The soot accumulation amount estimation unit 402 outputs the calculated basic estimated soot accumulation amount to the correction calculation unit 404.

The soot accumulation amount estimation correction value calculation unit 403 calculates the correction value for the operating state of the engine 2 and changes in the external environment based on various information received from the input unit 401. Then, the soot accumulation amount estimation correction value calculation unit 403 outputs the calculated correction value to the correction calculation unit 404.

The correction calculation unit 404 calculates the soot accumulation amount estimation value based on the basic estimated soot accumulation amount and the correction value input from the soot accumulation amount estimation unit 402 and the soot accumulation amount estimation correction value calculation unit 403.
Then, the correction calculation unit 404 outputs the calculated soot accumulation amount estimated value to the reproduction control unit 405.

The reproduction control unit 405 of the GPF 56 is based on the SOC information 71, the navigation information 72, the brake booster negative pressure value information 73, etc. input to the input unit 401, and the soot accumulation amount estimated value calculated by the correction calculation unit 404. Determines whether or not to perform playback control. Generally, in the regeneration control of the GPF 56, a fuel cut operation is performed in order to supply oxygen to the GPF 56. Further, in the regeneration control of the GPF 56, in order to raise the temperature of the GPF 56, a so-called ignition retard is performed in which the ignition timing of the spark plug 46 is delayed more than usual. By performing the ignition retard, a loss occurs in the energy at the time of combustion in the engine 2. By converting the loss into heat energy, the temperature of the GPF 56 can be raised.

The regeneration control unit 405 calculates the fuel cut permission and the regeneration command value of the ignition retard when performing the regeneration control of the GPF 56. Then, the regeneration command value calculated by the regeneration control unit 405 is changed into a signal for the spark plug 46 and a drive signal of the fuel injection device 49 by the ignition timing control unit and the fuel injection control unit in the CPU 305, and is input. It is set to the output port 302 (see FIG. 3). Then, the set drive signal is output from the input / output port 302 to the fuel injection device drive circuit 307 and the ignition output circuit 308.

1-2. Motoring Operation Example Next, a motoring operation example in the vehicle 1 having the above-described configuration will be described with reference to FIGS. 5A to 5C.
5A to 5C are explanatory views showing an operation example of the motoring.

Generally, the series hybrid type vehicle 1 is motorized when generating a negative pressure value of a brake booster or when consuming excess electric power charged in a battery 8. This motoring is an operation in which the crankshaft 60 of the engine 2 is rotated by the generator 6 in a state where combustion is not performed in the cylinder 45, that is, in a state where the engine 2 is stopped. As shown in FIG. 5A, during motoring, the generator 6 is driven as a motor by the electric power charged in the battery 8. Then, the driving force of the generator 6 is transmitted to the engine 2 to rotate the crankshaft 60.

As shown in FIG. 5B, the rotation of the crankshaft 60 causes the piston 50 to move down in the cylinder 45. Further, when the intake valve 47 is opened, new external air (fresh air) flows into the cylinder 45. At this time, the fuel injection device 49 is not driven, and no fuel is injected into the cylinder 45.

Further, as the crankshaft 60 further rotates, the piston 50 rises in the cylinder 45 as shown in FIG. 5C. Then, when the exhaust valve 48 is opened, the air in the cylinder 45 is discharged to the exhaust pipe side. As a result, air (oxygen) is supplied to the three-way catalyst 54 and the GPF 56 arranged in the exhaust passage on the downstream side of the cylinder 45.

2. GPF reproduction operation example 2-1. First Operation Example Next, a first operation example of the reproduction operation of the GPF 56 in the vehicle 1 having the above-described configuration will be described with reference to FIGS. 6 and 7.
FIG. 6 is a time chart showing the first operation example, and FIG. 7 is a flowchart showing the first operation example.

In the first operation example shown in FIGS. 6 and 7, the brake booster negative pressure value information 73 is used as the running state information of the vehicle 1. First, as shown in FIG. 7, the GPF control device 400 starts the process of determining the necessity of emergency regeneration of the GPF 56 (step S11). Then, the GPF control device 400 determines whether or not the soot accumulation amount of the GPF 56 is equal to or less than the threshold value. Specifically, the reproduction control unit 405 of the GPF control device 400 determines whether or not the soot accumulation amount estimated value calculated by the correction calculation unit 404 is equal to or less than the threshold value (step S12).

In the process of step S12, when it is determined that the estimated soot accumulation amount exceeds the threshold value (NO determination in step S12), emergency regeneration of GPF56 is required. Then, the regeneration control unit 405 determines whether or not the temperature of the GPF 56 is equal to or lower than the renewable temperature T1 which is a predetermined temperature (step S13). When it is determined in the process of step S13 that the temperature of the GPF 56 exceeds the reproducible temperature T1 (NO determination in step S13), the regeneration control unit 405 proceeds to the process of step S15 described later.

Further, in the process of step S13, when it is determined that the temperature of the GPF 56 is equal to or lower than the renewable temperature T1 (YES determination in step S13), the regeneration control unit 405 outputs an ignition retard command. Then, the engine 2 carries out an ignition retard whose ignition timing is later than usual to warm up the GPF 56 (step S14).

Then, when the temperature of the GPF 56 reaches the renewable temperature T1, the regeneration control unit 405 causes the engine 2 to carry out the regeneration motoring to urgently regenerate the GPF 56 (step S15). That is, the regeneration control unit 405 outputs a fuel cut permission and stops the driving of the fuel injection device 49. Further, the engine control device 11 outputs a motoring command signal to the electric motor control device 13 via the integrated control device 14. As a result, the crankshaft 60 rotates in a state where the generator 6 is driven as a motor under the control of the electric motor control device 13 and the combustion of the engine 2 is stopped. As a result, oxygen is supplied to the GPF 56, and emergency regeneration of the GPF 56 is performed.

Further, in the process of step S12, when it is determined that the estimated soot accumulation amount is equal to or less than the threshold value (YES determination in step S12), the GPF control device 400 starts the prediction operation of the motoring for generating the negative pressure of the brake booster. (Step S16). Then, the engine control device 11 acquires the brake booster negative pressure value information 73 as an example of the information indicating the traveling state of the vehicle 1 from the integrated control device 14.

Next, the GPF control device 400 determines whether or not the negative pressure value of the brake booster is equal to or less than the preset threshold value Q1 shown in FIG. 6 (step S17). When it is determined in the process of step S17 that the negative pressure value of the brake booster exceeds the threshold value Q1 (NO determination in step S17), the GPF control device 400 predicts that the motoring for generating the negative pressure of the brake booster will not be performed. Then, the process returns to the process of step S11.

On the other hand, when it is determined in the process of step S17 that the negative pressure value of the brake booster is equal to or less than the threshold value Q1 (YES determination in step S17), the GPF control device 400 is motoring for generating the negative pressure of the brake booster. Is expected to be implemented.

Next, the regeneration control unit 405 of the GPF control device 400 determines whether or not the temperature of the GPF 56 is equal to or lower than the renewable temperature T1 (step S18). When it is determined in the process of step S18 that the temperature of the GPF 56 exceeds the reproducible temperature T1 (NO determination in step S18), the regeneration control unit 405 proceeds to the process of step S20 described later.

When it is determined in the process of step S18 that the temperature of the GPF 56 is equal to or lower than the renewable temperature T1 (YES determination in step S18), the regeneration control unit 405 outputs an ignition retard command. Then, the engine 2 carries out an ignition retard whose ignition timing is later than usual to warm up (heat up) the GPF 56 (step S19). As a result, as shown in FIG. 6, the GPF 56 is heated to a renewable temperature T1 or higher by the ignition retard. Further, the temperature of the GPF 56 can be raised to a renewable temperature T1 or higher before the motoring is performed.

Next, the engine 2 is stopped when the battery 8 is fully charged. Then, the GPF control device 400 waits until the motoring for generating the negative pressure of the brake booster is performed (step S20). That is, as shown in FIG. 6, the GPF control device 400 stands by until the negative pressure value of the brake booster reaches the motoring start negative pressure value Q2.

Then, when the negative pressure value of the brake booster reaches the motoring start negative pressure value Q2, the integrated control device 14 performs motoring for generating the negative pressure of the brake booster (step S21). That is, the crankshaft 60 rotates in a state where the generator 6 is driven as a motor under the control of the electric motor control device 13 and the combustion of the engine 2 is stopped. As a result, the negative pressure value of the brake booster is generated.

Further, by the process of step S19, the temperature of the GPF 56 is raised to the renewable temperature T1 or higher before the motoring for generating the negative pressure of the brake booster is carried out. As a result, oxygen is supplied to the GPF 56, and the GPF 56 can be regenerated. As a result, the reproduction operation of GPF 56 is completed.

The threshold value Q1 used when predicting the motoring for generating the brake booster negative pressure is set to a value equal to or higher than the motoring start negative pressure value Q2. This threshold value Q1 is variously set based on the running state of the vehicle 1.

For example, the threshold value Q1 may be set based on the navigation information 72. Here, the negative pressure value of the brake booster decreases when the vehicle 1 stops. Therefore, the GPF control device 400 predicts a position where the brake of the vehicle 1 is activated at a signal, a temporary stop position, or the like in the traveling direction of the vehicle 1 based on the navigation information 72. Then, the GPF control device 400 sets the threshold value Q1 from the predicted braking location.

Further, since the amount of decrease in the negative pressure value of the brake booster fluctuates according to the operation of the brake of the vehicle 1, the GPF control device 400 predicts the amount of decrease in the negative pressure value of the brake booster from the navigation information 72. The threshold value Q1 may be set from the predicted reduction amount.

This makes it possible to improve the prediction accuracy of the timing at which the motoring for generating the negative pressure of the brake booster is performed. As a result, the warm-up (heating) operation of the GPF 56 can be performed at a more optimal timing.

2-2. Second Operation Example Next, a second operation example of the reproduction operation of the GPF 56 will be described with reference to FIGS. 8 and 9.
FIG. 8 is a time chart showing a second operation example, and FIG. 9 is a flowchart showing a second operation example.

In the second operation example shown in FIGS. 8 and 9, SOC information 71 and navigation information 72 are used as the traveling state information of the vehicle 1. As shown in FIG. 9, the GPF control device 400 starts the process of determining the necessity of emergency regeneration of the GPF 56 (step S31). Then, the GPF control device 400 determines whether or not the soot accumulation amount of the GPF 56 is equal to or less than the threshold value (step S32).

When it is determined in the process of step S32 that the estimated soot accumulation amount exceeds the threshold value (NO determination in step S32), emergency regeneration of GPF 56 is required. Then, the regeneration control unit 405 determines whether or not the temperature of the GPF 56 is equal to or lower than the renewable temperature T1 (step S33).
When it is determined in the process of step S13 that the temperature of the GPF 56 exceeds the reproducible temperature T1 (NO determination in step S33), the regeneration control unit 405 proceeds to the process of step S35 described later.

Further, in the process of step S33, when it is determined that the temperature of the GPF 56 is equal to or lower than the renewable temperature T1 (YES determination in step S33), the regeneration control unit 405 outputs an ignition retard command. Then, the engine 2 carries out ignition retard and warms up the GPF 56 (step S34). When the temperature of the GPF 56 reaches the renewable temperature T1, the regeneration control unit 405 causes the engine 2 to perform regeneration motoring to urgently regenerate the GPF 56 (step S35).

Further, in the process of step S32, when it is determined that the estimated soot accumulation amount is equal to or less than the threshold value (YES determination in step S12), the GPF control device 400 starts the prediction operation of the motoring for excess power consumption (step). S36). Then, the engine control device 11 acquires SOC information 71 and navigation information 72 from the integrated control device 14 as an example of information indicating the traveling state of the vehicle 1.

Next, the GPF control device 400 determines whether or not there is a downhill at the destination of the vehicle 1 based on the navigation information 72 (step S37). When the vehicle 1 travels downhill, a so-called regenerative operation is performed in which the motor 3 rotates by the kinetic energy from the tire 5 to generate electricity. Then, in the process of step S37, when it is determined that there is no downhill in the traveling destination (NO determination in step S37), the GPF control device 400 predicts that the motoring for excessive power consumption will not be performed, and the process of step S31. Return to.

On the other hand, in the process of step S37, when it is determined that there is a downhill in the traveling destination (YES determination in step S37), the GPF control device 400 predicts that the SOC will increase due to the regenerative operation. Then, the GPF control device 400 determines whether or not the SOC is equal to or higher than the set value S1 shown in FIG. 8 based on the SOC information 71 (step S38).

If it is determined in the process of step S38 that the SOC is less than the set value S1 (NO determination in step S38), the GPF controller 400 predicts that motoring for excessive power consumption will not be performed, and performs the process of step S31. Return. Further, in the process of step S38, when it is determined that the SOC is equal to or higher than the set value S1 (YES determination in step S38), the GPF control device 400 predicts that motoring for excess power consumption will be performed.

Next, the regeneration control unit 405 of the GPF control device 400 determines whether or not the temperature of the GPF 56 is equal to or lower than the renewable temperature T1 (step S39). When it is determined in the process of step S39 that the temperature of the GPF 56 exceeds the reproducible temperature T1 (NO determination in step S39), the regeneration control unit 405 proceeds to the process of step S41 described later.

When it is determined in the process of step S39 that the temperature of the GPF 56 is equal to or lower than the renewable temperature T1 (YES determination in step S39), the regeneration control unit 405 outputs an ignition retard command. Then, the engine 2 carries out an ignition retard whose ignition timing is later than usual to warm up the GPF 56 (step S40). As a result, as shown in FIG. 8, the GPF 56 is heated to a renewable temperature T1 or higher by the ignition retard. Further, the temperature of the GPF 56 can be raised to a renewable temperature T1 or higher before the motoring is performed.

Next, the engine control device 11 stops the engine 2, and the GPF control device 400 waits until the motoring for excessive power consumption is performed (step S41). When the engine 2 is stopped, the SOC is slightly reduced as shown in FIG. Further, when the vehicle 1 reaches the downhill, the motor 3 is rotated by the kinetic energy from the tire 5 to perform a regenerative operation. This regenerative operation charges the battery 8 and increases the SOC.

When the SOC reaches the charging limit value S2, the integrated control device 14 performs motoring for excess power consumption (step S42). Further, by the process of step S40, the temperature of the GPF 56 is raised to the renewable temperature T1 or higher before the motoring for excess power consumption is performed. As a result, excess power is consumed, oxygen is supplied to the GPF 56, and the GPF 56 can be regenerated. As a result, the reproduction operation of GPF 56 is completed.

The set value S1 for predicting motoring for excessive power consumption is set to a value less than the charging limit value S2. This set value S1 is variously set according to the traveling state of the vehicle 1.

In the second operation example, an example in which the vehicle 1 travels downhill has been described as a timing at which excess power is generated due to the regenerative operation, but the present invention is not limited to this. For example, the set value S1 may be set based on the navigation information 72 according to the presence or absence of deceleration when the vehicle 1 is traveling. That is, the SOC increases due to the regenerative operation when the vehicle 1 decelerates. Therefore, the set value S1 may be set by predicting from the navigation information 72 the location where the vehicle 1 decelerates and the regenerative operation is performed, such as a signal or a pause. Further, the increase amount of SOC may be predicted from the navigation information 72, and the set value S1 may be set based on the predicted increase amount of SOC.

3. 3. Number of motoring operations Next, the number of motoring operations of the vehicle 1 that performs the first operation and the second operation described above will be described with reference to FIG.
FIG. 10 is an explanatory diagram showing the number of times motoring is performed.

In the first operation example, the timing of the motoring for generating the negative pressure value of the brake booster is predicted, and the temperature of the GPF 56 is raised. Further, in the second operation example, the timing of the motoring for excessive power consumption is predicted and the temperature of the GPF 56 is raised. As a result, as shown in FIG. 10, the GPF 56 can be regenerated in association with the motoring for generating the negative pressure value of the brake booster and the motoring for consuming excess power.

In addition, the soot accumulated on the GPF 56 is burned by performing the regeneration operation of the GPF 56 during the motoring for generating the negative pressure value of the brake booster and the motoring for the excessive power consumption, and the amount of soot accumulated on the GPF 56. Can be reduced. As a result, it is possible to reduce the implementation of the regenerative motoring shown in steps S15 and S35 of FIGS. 7 and 9. As a result, it is possible to suppress an increase in the number of motoring, and it is possible to suppress causing discomfort to the driver.

The present invention is not limited to the embodiments described above and shown in the drawings, and various modifications can be made without departing from the gist of the invention described in the claims.

In the above-described embodiment, an example in which the GPF control device 400, which is a filter control unit, is provided in the engine control device 11 has been described, but the GPF control device 400 is not limited to this, and the GPF control device 400 is a vehicle. It may be provided in the integrated control device 14 that controls the whole.

Further, an example of applying an in-cylinder injection type internal combustion engine that directly injects fuel into the combustion chamber of the cylinder 45 as an internal combustion engine has been described, but the present invention is not limited to this. For example, it can be applied to an internal combustion engine in which a fuel injection device 49 is arranged near an intake port in an intake pipe or near a throttle valve to inject fuel into the intake pipe.

1 ... Vehicle, 2 ... Engine (internal combustion engine), 3 ... Motor, 4 ... Shaft, 5 ... Tire, 6 ... Generator, 7 ... Power converter, 8 ... Battery, 10 ... Vehicle control system, 11 ... Engine control device (Internal combustion engine control device), 12 ... Battery control device, 13 ... Electric motor control device, 14 ... Integrated control device, 16 ... Communication line, 45 ... Cylinder, 46 ... Ignition plug, 47 ... Intake valve, 48 ... Exhaust valve, 49 ... Fuel injection device, 50 ... Piston, 54 ... Three-way catalyst, 56 ... GPF (gasoline party cute filter), 57 ... GPF temperature sensor, 58 ... Differential pressure sensor, 59 ... Throttle sensor, 60 ... Crank shaft, 70 ... Accelerator Sensor, 71 ... SOC information, 72 ... Navigation information, 73 ... Brake booster negative pressure value information, 301 ... Input circuit, 302 ... Input / output port, 303 ... RAM, 304 ... ROM, 305 ... CPU, 306 ... Electronically controlled throttle valve Drive circuit, 307 ... Fuel injection device drive circuit, 308 ... Ignition output circuit 400 ... GPF control device (control unit), 401 ... Input unit, 402 ... Soot accumulation amount estimation unit, 403 ... Soot accumulation amount estimation correction value calculation unit, 404 ... correction calculation unit, 405 ... playback control unit, Q1 ... threshold, Q2 ... motoring start negative pressure value, S1 ... set value, S2 ... charge limit value, T1 ... reproducible temperature

Claims (15)

1. In a vehicle control system that controls a vehicle including a motor for driving wheels, a generator for supplying electric power to the motor, and an internal combustion engine for driving the generator.
   A control device for performing motoring to rotate the crankshaft of the internal combustion engine by the generator in a state where combustion of the internal combustion engine is stopped according to the traveling state of the vehicle is provided.
   The control device is
   It has a filter control unit that controls the regeneration operation of a filter that is provided in the exhaust passage of the internal combustion engine and collects particulate matter in the exhaust.
   The filter control unit is a vehicle control system that performs a regeneration operation for removing particulate matter collected by the filter in association with the execution of the motoring.
2. The vehicle control system according to claim 1, wherein the filter control unit predicts the execution of the motoring based on the running state information indicating the running state of the vehicle, and controls the temperature rise to raise the temperature of the filter. ..
3. The vehicle control system according to claim 2, wherein the filter control unit controls the temperature rise of the filter before the motoring is performed.
4. The vehicle control system according to claim 3, wherein the filter control unit regenerates the filter when the temperature of the filter is set to a predetermined temperature or higher and the motoring is performed.
5. The traveling state information is negative pressure value information of a brake booster provided in the vehicle.
   The vehicle control system according to claim 2, wherein the filter control unit controls the temperature rise of the filter when the negative pressure value of the brake booster reaches a preset threshold value or less.
6. When the negative pressure value of the brake booster reaches the motoring start negative pressure value or less, the control device performs the motoring.
   The vehicle control system according to claim 5, wherein the threshold value is set to a value equal to or higher than the motoring start negative pressure value.
7. The vehicle control system according to claim 5, wherein the filter control unit acquires navigation information from a navigation device provided in the vehicle as the traveling state information and sets the threshold value based on the navigation information.
8. The vehicle control system according to claim 7, wherein the filter control unit predicts a decrease in the negative pressure value of the brake booster from the navigation information and sets the threshold value.
9. The vehicle control system according to claim 7, wherein the filter control unit predicts a location where the brake of the vehicle operates from the navigation information and sets the threshold value.
10. The running state information is the charge amount of the battery to which the electric power generated by the generator is charged.
    The vehicle control system according to claim 2, wherein the filter control unit controls the temperature rise of the filter when the charge amount exceeds a preset set value.
11. The control device performs the motoring when the charge amount of the battery reaches the charge limit value.
    The vehicle control system according to claim 10, wherein the set value is set to a value less than the charging limit value.
12. The filter control unit acquires navigation information from a navigation device provided in the vehicle as the traveling state information, predicts an increase in the charge amount based on the navigation information, and sets the charge amount. The vehicle control system according to claim 10, wherein when the value exceeds the value, the temperature rise control of the filter is performed.
13. The vehicle control system according to claim 12, wherein the filter control unit predicts an increase in the amount of charge from the navigation information and sets the set value.
14. The vehicle according to claim 12, wherein the filter control unit predicts a location where the motor rotates to generate electricity by kinetic energy from the tires of the vehicle from the navigation information, and sets the set value. Control system.
15. In an internal combustion engine control device that controls an internal combustion engine provided in an exhaust passage and provided with a filter for collecting particulate matter in the exhaust.
    A filter control unit for controlling the reproduction operation of the filter is provided.
    The filter control unit accompanies the execution of motoring in which the crankshaft of the internal combustion engine is rotated by a generator connected to the internal combustion engine in a state where combustion of the internal combustion engine is stopped according to the traveling state of the vehicle. An internal combustion engine control device that performs a regeneration operation to remove particulate matter collected by the filter.
    

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