WO2023190154A1 - Dispositif de commande de moteur et véhicule hybride - Google Patents

Dispositif de commande de moteur et véhicule hybride Download PDF

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Publication number
WO2023190154A1
WO2023190154A1 PCT/JP2023/011807 JP2023011807W WO2023190154A1 WO 2023190154 A1 WO2023190154 A1 WO 2023190154A1 JP 2023011807 W JP2023011807 W JP 2023011807W WO 2023190154 A1 WO2023190154 A1 WO 2023190154A1
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Prior art keywords
engine
fuel
control
chamber
cold
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PCT/JP2023/011807
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English (en)
Japanese (ja)
Inventor
欣也 井上
貴之 城田
遼太 朝倉
涼太 中田
和郎 倉田
大 田中
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三菱自動車工業株式会社
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Publication of WO2023190154A1 publication Critical patent/WO2023190154A1/fr

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—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
    • B60K6/24—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 combustion engines
    • 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
    • B60K6/40—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 assembly or relative disposition of components
    • 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
    • B60K6/44—Series-parallel type
    • B60K6/442—Series-parallel switching type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
    • B60L50/61—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries by batteries charged by engine-driven generators, e.g. series hybrid electric vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • 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
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B19/00—Engines characterised by precombustion chambers
    • F02B19/12—Engines characterised by precombustion chambers with positive ignition
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D29/00—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
    • F02D29/02—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving vehicles; peculiar to engines driving variable pitch propellers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
    • 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
    • F02D41/30—Controlling fuel injection
    • F02D41/32—Controlling fuel injection of the low pressure type
    • F02D41/34—Controlling fuel injection of the low pressure type with means for controlling injection timing or duration

Definitions

  • the present invention relates to an engine control device and a hybrid vehicle equipped with the engine control device.
  • a pre-chamber engine which includes a main chamber and a pre-chamber as combustion chambers.
  • a communication passage is provided in the partition wall separating the main chamber and the sub-chamber, and the air-fuel mixture formed by the fuel injected into the main chamber is supplied to the sub-chamber via the communication passage, and ignited by a spark plug.
  • Patent No. 4389777 International Publication No. 2020/196206
  • the fuel is difficult to vaporize when the engine is not warmed up (when it is cold), so the engine starts poorly, and the components contained in the exhaust gas immediately after starting may deteriorate.
  • the ignition system faces a narrow space inside the pre-chamber, so even if fuel is supplied to the main chamber when the engine is cold, if the fuel is not distributed within the pre-chamber, the engine There is a problem that starting performance deteriorates.
  • the present invention provides a main chamber surrounded by an inner circumferential surface of a cylinder, an inner surface of a cylinder head, and a top surface of a piston, and a main chamber that is separated from the main chamber by a partition wall.
  • a combustion chamber including an auxiliary chamber formed at an end on the cylinder head side, a communication passage provided in the partition wall and communicating the main chamber and the auxiliary chamber, and supplying fuel to the combustion chamber.
  • an engine including an injection device, an ignition device facing into the sub-chamber and igniting the air-fuel mixture in the sub-chamber, and a control means for controlling the engine, the control means controlling the air flow from the injection device to the non-cold injection control for supplying an amount of fuel to the auxiliary chamber according to the required torque; and cold injection control for increasing the amount of fuel supplied to the auxiliary chamber relative to the non-cold injection control.
  • the engine control device selects the cold injection control when the engine is cold.
  • a configuration may be adopted in which fuel is injected into the auxiliary chamber a plurality of times per combustion cycle.
  • driving force for running is supplied by the engine and the rotating electric machine, and includes at least two types of running modes, a series running mode and a parallel running mode, and the cooling power when the parallel running mode is selected.
  • the first control increases the amount of fuel injected into the subchamber compared to the cold state injection control when the series running mode is selected, or the number of ignitions in one combustion cycle. It is possible to adopt a configuration in which a second control that increases the amount of power, or a configuration in which both the first control and the second control are performed.
  • FIG. 2 is a longitudinal cross-sectional view of the subchamber type engine. 2 is a sectional view taken along line II-II in FIG. 1.
  • FIG. FIG. 2 is a longitudinal cross-sectional view showing the combustion state of the pre-chamber engine.
  • FIG. 2 is a longitudinal cross-sectional view showing the combustion state of the pre-chamber engine.
  • FIG. 2 is a longitudinal cross-sectional view showing the combustion state of the pre-chamber engine.
  • FIG. 3 is a longitudinal cross-sectional view showing a state in which fuel injection directed toward the subchamber is performed in cold injection control.
  • FIG. 6 is a longitudinal cross-sectional view showing a state in which flame propagates from the subchamber in cold injection control.
  • 1 is a schematic diagram showing an example of a vehicle according to the present invention.
  • This embodiment is a hybrid vehicle 60 (hereinafter simply referred to as vehicle 60), and main parts of an engine 10 mounted on the vehicle 60 are shown in FIGS. 1 and 2.
  • the vehicle 60 includes a battery 50 mainly used as a power source for running, and two rotating electric machines 30 and 40 that operate using electric power.
  • One rotating electrical machine 30 (hereinafter referred to as the first rotating electrical machine 30) functions as a starter, and the engine 10 is started by the operation of the first rotating electrical machine 30.
  • the other rotating electrical machine 40 (hereinafter referred to as the second rotating electrical machine 40) is a motor that supplies driving force for traveling.
  • the first rotating electric machine 30 also functions as a generator that generates electricity using the driving force of the engine 10 (see FIG. 6).
  • the vehicle 60 is a hybrid vehicle in which three types of driving modes are set: an electric driving mode (EV mode), a series driving mode, and a parallel driving mode.
  • An electronic control unit 20 included in the vehicle 60 selects an optimal driving mode according to the current state of the vehicle 60, the driving condition, the driver's request, and the like.
  • the engine 10, the first rotating electrical machine 30, the second rotating electrical machine 40, etc. are controlled according to the selected driving mode.
  • the first rotating electric machine 30 is a motor generator (motor generator) that has both the function of an electric motor (motor) and the function of a generator (generator).
  • the first rotating electric machine 30 functions as a starter electric motor when starting the engine 10. At this time, power from the battery 50 or a separately mounted auxiliary battery is used. Furthermore, when the engine 10 is in operation, the driving force of the engine 10 functions to generate electricity.
  • the electric power generated by the first rotating electrical machine 30 is supplied to the second rotating electrical machine 40, the battery 50, and the like.
  • the rotating shaft of the first rotating electric machine 30 is connected to the crankshaft of the engine 10 via an endless member such as a belt, a gear, or the like. While the engine 10 is in operation, the first rotating electric machine 30 is normally rotated along with the rotation of the crankshaft.
  • the second rotating electric machine 40 is provided as a drive source for driving the vehicle 60.
  • the second rotating electric machine 40 is driven using the electric power stored in the battery 50 and the electric power generated by the first rotating electric machine 30.
  • FIG. 6 there are examples in which only one second rotating electrical machine 40 is arranged on the front side, and there are also examples in which it is arranged on each of the front and rear sides, and the number and location of the second rotating electrical machines 40 are different. vary.
  • the second rotating electrical machine 40 also functions as a generator that generates regenerative power mainly during coasting.
  • a control unit including an inverter that converts direct current and alternating current is provided between the first rotating electrical machine 30 and the second rotating electrical machine 40 and the electronic control unit 20.
  • the rotational speeds of the first rotating electrical machine 30 and the second rotating electrical machine 40 during driving are controlled by the electronic control unit 20 via an inverter.
  • the engine 10 is a gasoline engine. Depending on the driving mode, the rotation of the crankshaft of the engine 10 is transmitted to the drive wheels via a torque converter, a continuously variable transmission, a clutch, a differential, etc., or a state in which the transmission is cut off. It can be switched to.
  • the battery 50 is a high-voltage power source that can store (charge) the power generated by the first rotating electrical machine 30 and the regenerated power by the second rotating electrical machine 40, and discharge the stored power.
  • the battery 50 is mainly used as a power source for supplying power for driving. Note that when the vehicle 60 is a plug-in hybrid car/PHEV vehicle, the battery 50 can be charged from a power source external to the vehicle, such as charging from a household AC power source (normal charging) or a high-voltage DC power source. External charging such as charging (quick charging) is possible.
  • the vehicle 60 is equipped with a steering wheel, a brake pedal, an accelerator pedal, etc. that are operated by the driver.
  • the brake pedal is provided with a brake sensor 23 that detects the force with which the driver presses the brake pedal.
  • the accelerator pedal is provided with an accelerator position sensor 24 that detects the amount of depression of the accelerator pedal by the driver. Brake information detected by the brake sensor 23 and accelerator information detected by the accelerator position sensor 24 are sent to the electronic control unit 20.
  • the vehicle 60 also includes a vehicle speed sensor that is provided on an axle or the like and detects the traveling speed of the vehicle 60. Vehicle speed information detected by the vehicle speed sensor is also sent to the electronic control unit 20.
  • the vehicle 60 also includes an engine rotation speed sensor that detects the rotation speed of the engine 10, a rotation speed sensor that detects the rotation speed of the first rotating electrical machine 30 and the second rotating electrical machine 40, and a cell voltage sensor of the battery 50.
  • a voltage sensor for detecting a current, a current sensor for detecting the current of the battery 50, and the like are provided.
  • the vehicle 60 also includes a water temperature sensor that detects the temperature of the cooling water of the engine 10 and an oil temperature sensor that detects the temperature of engine oil. Information from these sensors is also sent to the electronic control unit 20.
  • the electronic control unit 20 includes an engine control section (control means) 21 that mainly controls the engine 10, and a vehicle control section 22 that controls the operation of the entire hybrid vehicle.
  • the electronic control unit 20 is a collection of electronic control devices (computers) that control various devices included in the vehicle 60. Built-in is an interface, processor, memory, etc. that are connected to each other via a bus. These engine 10 and electronic control unit 20 constitute an engine control device.
  • the contents of the control executed by the engine control unit 21 and the vehicle control unit 22 are stored in memory in advance, and new data is stored as the control progresses, and these data are utilized for subsequent control. .
  • the electronic control unit 20 selects an electric drive mode (a mode in which the vehicle is driven only by the driving force of the second rotating electric machine 40), a series drive mode (a mode in which the vehicle is driven only by the driving force of the second rotating electric machine 40), and a series drive mode (a mode in which the vehicle is driven only by the driving force of the second rotating electric machine 40), in response to signals based on various operations by the driver and the driving state at that time.
  • a mode in which the first rotating electric machine 30 is operated with the driving force of the engine 10 to generate electricity, and the generated electric power is used to drive only with the driving force of the second rotating electric machine 40
  • a parallel running mode (the driving force of the engine 10)
  • the vehicle 60 is caused to travel by the driver, and the driving mode is selected and switched as necessary.
  • the engine 10 is a subchamber type engine. 1 and 2 show essential parts of one cylinder 2 of an engine 10.
  • FIG. Its configuration includes an intake passage (intake port) 5 that sends air into the combustion chamber C, an exhaust passage (exhaust port) 6 drawn out from the combustion chamber C, an injection device 9 that supplies fuel to the combustion chamber C, etc.
  • An opening 5a of the intake passage 5 to the combustion chamber C is opened and closed by an intake valve 7.
  • an opening 6a of the exhaust passage 6 to the combustion chamber C is opened and closed by an exhaust valve 8.
  • the injection device 9 includes both a direct injection fuel injection device 9a that injects fuel directly into the combustion chamber C and a port injection fuel injection device 9b that injects fuel into the intake passage 5.
  • the number of cylinders included in the engine 10 can be freely set according to the specifications of the vehicle 60 and the engine 10, and may be, for example, three cylinders, four cylinders, or any other number of cylinders.
  • the combustion chamber C is a main chamber surrounded by the inner peripheral surface 2a of the cylinder (cylinder block) 2, the inner surface (lower surface) of the cylinder head 13, and the top surface 3a of the piston 3. 1, and a sub-chamber 11 separated from the main chamber 1 and formed at the end of the main chamber 1 on the cylinder head 13 side.
  • the combustion chamber C includes a partition wall 14 separating the main chamber 1 and the sub-chamber 11, and a communication passage 12 formed of a pore penetrating the partition wall 14.
  • the space of the main chamber 1 and the space of the auxiliary chamber 11 communicate with each other through the communication path 12.
  • the auxiliary chamber 11 is provided with an ignition device 4 that ignites the air-fuel mixture in the auxiliary chamber 11 by emitting electric sparks.
  • FIG. 3B the lean air-fuel mixture is forced from the main chamber 1 into the auxiliary chamber 11 during the compression stroke in which the piston 3 moves upward.
  • FIG. 3C a spark is generated at the electrode 4a of the ignition device 4, so that the air-fuel mixture introduced into the subchamber 11 is ignited.
  • the flame is injected toward the main chamber 1 through the communication passage 12, and becomes a high-speed jet flame. This jet flame promotes combustion even when the mixture is lean (including when a large amount of exhaust recirculation gas is introduced).
  • the air-fuel ratio of the lean air-fuel mixture which is the basis of this, is set as the initial value.
  • the air-fuel ratio is Air/fuel ratio, and is expressed as a dimensionless quantity obtained by dividing air mass by fuel mass.
  • the electronic control unit 20 has a function of estimating the air-fuel ratio in the pre-chamber 11, the air-fuel ratio in the entire combustion chamber C, etc. based on information from sensors around the engine 10.
  • fuel injection is performed twice during one combustion cycle under normal operating conditions. That is, the first injection is performed to mainly supply fuel to the main chamber 1, and the second injection is performed mainly to supply fuel to the auxiliary chamber 11.
  • the first fuel injection is performed during the intake stroke or the exhaust stroke, and the second fuel injection is performed during the compression stroke.
  • the first injection is mainly performed by the port injection type fuel injection device 9b, and the second injection is mainly performed by the direct injection type fuel injection device 9a.
  • a spark is generated at the electrode 4a of the ignition device 4, so that the air-fuel mixture introduced into the subchamber 11 is ignited.
  • the combustion gas is injected as a high-speed flame toward the main chamber 1 through the communication passage 12.
  • This high-speed flame promotes combustion even when the air-fuel mixture is lean (including when a large amount of exhaust recirculation gas is introduced).
  • the gas after combustion is exhausted to the outside through an exhaust passage 6 drawn out from the combustion chamber C.
  • the exhaust passage 6 communicates with an exhaust pipe 15 toward the rear of the vehicle body, and the exhaust pipe 15 is provided with an exhaust purification device 16 and a muffler 17 for purifying harmful components in exhaust gas (see FIG.
  • sensors for detecting the amounts and ratios of various components contained in the exhaust gas and sensors (temperature sensors) for detecting the temperature of the exhaust gas purification device 16 are provided as necessary. ing. Information obtained by these sensors is sent to the electronic control unit 20.
  • motoring which is control in which the driving force of a rotating electric machine is introduced to the engine 10 in a non-operating state and does not involve combustion, to rotate the crankshaft is performed.
  • the driving force of the rotating electric machine (for example, the first rotating electric machine 30) is applied to the engine 10 in a non-operating state. This applies when the vehicle is driven by the driving force of the rotating electric machine while rotating the crankshaft.
  • a driving state which is one aspect of the electric driving mode, is hereinafter referred to as a motoring driving mode.
  • Another motoring situation is the engine starting mode.
  • the rotating electric machine for example, the second rotating electric machine 40
  • the crankshaft when the rotating electric machine (for example, the second rotating electric machine 40) and the crankshaft are separated and the vehicle 60 is running using only the driving force of the rotating electric machine, the battery 50 may be Before starting (combusting) the engine 10 in a non-operating state due to a decrease in the remaining capacity (state of charge), a rotating electrical machine (for example, the first rotating electrical machine 30 ) is applied to start the engine 10 by rotating the crankshaft.
  • a rotating electrical machine for example, the first rotating electrical machine 30
  • the engine starting mode is a mode in which the engine 10 does not combust when transitioning from an electric driving mode including a motoring driving mode to a series driving mode or from an electric driving mode including a motoring driving mode to a parallel driving mode.
  • the fuel is difficult to vaporize when the engine 10 is not warmed up (in a cold state), so the startability of the engine 10 is poor, and the components contained in the exhaust gas immediately after starting are It could get worse.
  • the ignition device 4 faces a narrow space in the pre-chamber 11, so even if fuel is supplied to the main chamber 1 when the engine is cold, there is no fuel in the pre-chamber 11. There is a problem in that if the amount of fuel is not sufficiently distributed, the startability of the engine 10 will deteriorate.
  • the crankshaft continues to idle without combustion in the engine 10 during motoring, so there is a concern that the engine 10, which had been warm, may cool down.
  • the engine 10 cools down, the startability of the engine 10 may deteriorate thereafter.
  • control means provided in the electronic control unit 20 is configured to perform non-cold injection control for supplying fuel in an amount corresponding to the required torque from the injection device 9 to the auxiliary chamber 11, and for the non-cold injection control.
  • cold injection control that increases the amount of fuel supplied to the subchamber 11 can be selected, and when the engine 10 is cold, the cold injection control can be selected.
  • the non-cold state injection control corresponding to normal engine starting is performed, and when the engine 10 is in a cold state, the normal injection control is performed. Performs cold injection control that is different from engine starting.
  • Fuel injection during normal engine starting is mainly performed by the port injection type fuel injection device 9b, but this may be used in combination with fuel injection by the direct injection type fuel injection device 9a.
  • fuel is supplied to the auxiliary chamber 11 in an amount according to the required torque.
  • the required torque is zero due to the accelerator being turned off, the amount of fuel supplied to the subchamber 11 can also be zero.
  • the amount of fuel supplied to the subchamber 11 is set to be larger than zero. That is, when the engine 10 is started, fuel is injected toward the subchamber 11 by the injection device 9, that is, fuel is supplied to the subchamber 11. By injecting fuel into the sub-chamber 11, the air-fuel mixture is ignited within the sub-chamber 11, and the flame propagates into the main chamber 1 (see FIG. 5), thereby heating the inner wall of the combustion chamber C. Therefore, even in a cold state, vaporization of the fuel within the combustion chamber C is promoted, and a good start can be expected. Such an effect can be expected by intentionally setting the injection direction of fuel toward the subchamber 11 at the time of cold start. At this time, combustion within the main chamber 1 is not necessarily necessary.
  • This cold injection control is not only for the purpose of heating the inner wall of the combustion chamber C in the cold engine starting mode, but also for the purpose of heating the inner wall of the combustion chamber
  • combustion is performed only in the pre-chamber 11, thereby reducing the temperature of the inner wall of combustion chamber C. It can also be used for the purpose of keeping warm by suppressing heat.
  • the fuel may be injected so as to direct at least the auxiliary chamber 11 and supply the fuel to the auxiliary chamber 11.
  • the torque generated in the engine 10 is at the level of idling.
  • control in comparison with the non-cold injection control, control is performed to increase the amount of fuel supplied to the subchamber 11, and combustion is performed in a limited area within the subchamber 11. Therefore, such warming and heat retention effects can be expected.
  • the state in which fuel is injected into the subchamber 11 is a state in which fuel is injected toward the subchamber 11.
  • the injection center line means the state in which
  • the state in which fuel is injected into the subchamber 11 means that the fuel injected from the injection device 9 along the injection center line (In particular, the case where the fuel is directed toward the communication path 12) and the case where the injection device 9 is provided in the auxiliary chamber 11 and injects fuel directly into the auxiliary chamber 11 are also included.
  • the direct injection fuel injection device 9a may inject fuel toward the subchamber 11, and the port injection fuel injection device 9b may stop injecting fuel.
  • the engine 10 when the engine 10 is in a cold state, it generally refers to a state where the engine 10 is about the same temperature as the ambient temperature (ambient temperature) or colder than that.
  • the engine cooling water temperature is less than a preset temperature (e.g., 40°C), or the engine oil temperature is less than a preset predetermined temperature (e.g., 60°C).
  • the electronic control unit 20 raises a cold state flag, and based on the cold state flag, changes the subsequent control from a normal state to one corresponding to a cold state. Switch.
  • the ignition device 4 may perform the ignition multiple times per combustion cycle.
  • fuel injection directed toward the subchamber 11 may be performed the same number of times per combustion cycle.
  • one combustion cycle can be performed three times in total, once in the compression stroke and twice in the expansion stroke. If ignition is performed multiple times per combustion cycle, the time required for warming up can be shortened and the heat retention effect can be increased.
  • multiple ignitions for example, there are methods in which ignition is performed multiple times using a single coil during one combustion cycle, or a method in which one discharge occurs during one combustion cycle and then a second discharge is performed using another coil. There are methods such as a method (boost) of stacking sparks by doing this.
  • the ignition energy was constant regardless of the ignition timing (crank angle).
  • the effect of warming or retaining heat can be further enhanced.
  • the ignition energy is constantly increased, it is conceivable that the ignition device 4 (spark plug) may be melted and damaged, or that the thermal efficiency of the engine 10 will decrease due to the use of a large amount of electricity. Therefore, when increasing the ignition energy, it is necessary to keep the energy increase to the minimum necessary level.
  • a method for increasing the ignition energy per ignition for example, there is a method for shortening the discharge time in the ignition device 4 to create a state with a higher current value to promote ignition.
  • the ignition energy increase control increases the ignition energy C2 (referred to as the second ignition energy C2) corresponding to the ignition energy C1 after the start of the control (referred to as the second ignition energy C2) relative to the ignition energy C1 (referred to as the first ignition energy C1) in a steady state before the start of the control.
  • (Second ignition energy C2) (First ignition energy C1) x ⁇ In this case, ⁇ > 1, and for example, set the value of ⁇ to 1.1, 1.2, 1.3, 1.4, etc., and set the necessary minimum value according to the operating condition. Can be set to a value of
  • the cold injection control is performed during the electric drive mode, that is, when switching from the electric drive mode to the series drive mode or from the electric drive mode to the parallel drive mode. Furthermore, the cold injection control is also performed when the engine 10 is started (operated) by turning on the ignition of the vehicle 60 that has been parked for a long time with the ignition turned off.
  • the cold injection control when the parallel driving mode is selected when switching to the parallel driving mode
  • the cold injection control when the series driving mode is selected when switching to the series driving mode
  • the first control may increase the amount of fuel injected into the auxiliary chamber 11 rather than the control.
  • the parallel running mode it is considered that there is a high possibility that the engine rotation speed and engine torque will immediately change due to subsequent changes in the driving state and the like. Therefore, in response to the possibility of such fluctuations, the fuel injection amount is increased in order to warm up the engine early.
  • the cold injection control when the parallel driving mode is selected (when switching to the parallel driving mode) is different from the cold injection control when the series driving mode is selected (when switching to the series driving mode).
  • the second control can be performed to increase the number of ignitions per combustion cycle. For example, it can be set once per combustion cycle when the series running mode is selected, and three times per combustion cycle when the parallel running mode is selected. In this way, it is also possible to warm up the engine quickly in response to changes in the operating condition that are expected to occur when the parallel driving mode is selected.
  • first control and the second control may be employed, or both may be employed at the same time.
  • first control and second control can be employed in a case where at least two types of driving modes, a series driving mode and a parallel driving mode, are provided.
  • the injection device 9 is configured to include both the direct injection type fuel injection device 9a and the port injection type fuel injection device 9b, but is not limited to this embodiment, and the injection device 9 is a direct injection type fuel injection device.
  • a configuration including only the fuel injection device 9a is also conceivable.
  • the direct injection type fuel injection device 9a includes an injector 9 that injects fuel in a direction toward the auxiliary chamber 11, and an injector 9 that injects fuel in a direction not toward the auxiliary chamber 11 but toward the main chamber 1;
  • An injection device 9 that injects fuel in a direction toward the inner circumferential surface 2a of the cylinder 2 and the top surface 3a of the piston 3 may be separately provided.
  • the single injection device 9 injects fuel in the direction toward the auxiliary chamber 11 during cold injection control, and injects fuel in the direction toward the main chamber 1 in other cases. It may also be possible to switch the injection direction so as to perform the following steps.
  • the vehicle 60 is a plug-in hybrid vehicle having at least three types of driving modes: electric driving mode, series driving mode, and parallel driving mode.
  • the present invention can also be applied to hybrid vehicles of this type and general engine-equipped vehicles other than hybrid vehicles.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • General Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Automation & Control Theory (AREA)
  • Combustion Methods Of Internal-Combustion Engines (AREA)

Abstract

L'invention concerne un véhicule comprenant : un moteur (10) pourvu d'un dispositif d'injection (9) qui fournit du carburant à une chambre de combustion (C) pourvue d'une chambre auxiliaire (11), et un dispositif d'allumage (4) faisant face à la chambre auxiliaire (11) ; et un moyen de commande pour commander le moteur (10). Le moyen de commande peut sélectionner une commande d'injection à l'état non froid pour fournir du carburant dans une quantité correspondant au couple requis du dispositif d'injection (9) à la chambre auxiliaire (11), et une commande d'injection à l'état froid pour augmenter la quantité de carburant fournie à la chambre auxiliaire (11) par rapport à la commande d'injection à l'état non froid. Le moyen de commande sélectionne la commande d'injection à l'état froid lorsque le moteur (10) est dans un état froid.
PCT/JP2023/011807 2022-03-31 2023-03-24 Dispositif de commande de moteur et véhicule hybride WO2023190154A1 (fr)

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JP2022-058701 2022-03-31

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Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2001132601A (ja) * 1999-08-25 2001-05-18 Mitsubishi Motors Corp 内燃機関の点火制御装置
JP2006307703A (ja) * 2005-04-27 2006-11-09 Nissan Motor Co Ltd 筒内噴射内燃機関
JP2007303348A (ja) * 2006-05-10 2007-11-22 Toyota Motor Corp 内燃機関の制御装置
JP2017172492A (ja) * 2016-03-24 2017-09-28 本田技研工業株式会社 内燃機関の燃料噴射装置
JP2018105171A (ja) * 2016-12-26 2018-07-05 本田技研工業株式会社 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
JP2001132601A (ja) * 1999-08-25 2001-05-18 Mitsubishi Motors Corp 内燃機関の点火制御装置
JP2006307703A (ja) * 2005-04-27 2006-11-09 Nissan Motor Co Ltd 筒内噴射内燃機関
JP2007303348A (ja) * 2006-05-10 2007-11-22 Toyota Motor Corp 内燃機関の制御装置
JP2017172492A (ja) * 2016-03-24 2017-09-28 本田技研工業株式会社 内燃機関の燃料噴射装置
JP2018105171A (ja) * 2016-12-26 2018-07-05 本田技研工業株式会社 内燃機関の制御装置

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