JP2015123917A - Vehicular start control apparatus, start control method, and hybrid engine with supercharger - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicular start control apparatus, a start control method, and a hybrid engine with a supercharger, which enable improvement of vehicular start performance.SOLUTION: A hybrid engine 1 with a supercharger includes: an engine 2 having a supercharger 5; a motor 3 having a function of generating electricity using an output of the engine 2 and a function of assisting the output of the engine 2; and an ECU 4 for controlling operations of the engine 2 and motor 3. In the case where a vehicle V starts, from a stopped state, only on the output of the engine 2 without the motor 3 assisting, the ECU 4 applies a charging load of the motor 3 to the engine 2 so as to obtain boost pressure necessary for a fuel injection in a given injection amount in the engine 2. The given injection amount is set at an injection amount with which start-requiring torque required for starting the vehicle V is acquired as the engine torque of the engine 2.

Description

  The present invention relates to a vehicle start control device, a start control method, and a hybrid engine with a supercharger.

  Conventionally, as a technique related to a vehicle start control device, for example, a control device described in Patent Document 1 is known. In the control device described in Patent Document 1, in a vehicle in which an engine having a supercharger and a motor that functions as a generator for charging a battery and an electric motor that assists the output of the engine are mounted, the engine It is intended to control the start of.

JP 2008-2222033 A

  Here, in the conventional technology as described above, it is possible to sufficiently ensure the required start torque required for starting (hereinafter simply referred to as “start required torque”) with the assistance of the motor when starting a normal vehicle. It becomes. On the other hand, if the assist cannot be performed when the remaining battery level is insufficient, the vehicle starts with only the output of the engine. In this case, for example, in response to the recent reduction in engine displacement, a start request is issued. There is a possibility that it is difficult to secure the torque.

  The present invention has been made in view of the above circumstances, and it is an object of the present invention to provide a vehicle start control device, a start control method, and a supercharged hybrid engine that can improve the start performance of the vehicle. .

  In order to solve the above problems, a vehicle start control device according to the present invention includes an engine having a supercharger, a motor having a function of generating electric power using the output of the engine, and a function of assisting the output of the engine, A start control device for controlling the start of a vehicle equipped with a supercharger-equipped hybrid engine comprising: a control unit that controls the operation of the engine and the motor; and the control unit is an engine without assisting by the motor. When the vehicle starts from the stop with only the output of the engine, the engine power load is applied to the engine so that the intake air amount or the supercharging pressure required for the fuel injection of the predetermined injection amount is obtained in the engine, Is the injection amount obtained by obtaining the required start torque required for starting the vehicle as the engine torque of the engine.

  A vehicle start control method according to the present invention includes a supercharger-equipped hybrid engine comprising: an engine having a supercharger; and a motor having a function of generating power using the engine output and a function of assisting engine output. Is a start control method for controlling the start of a vehicle equipped with an engine, and when the vehicle starts from the stop only by the output of the engine without assisting by a motor, the intake required for fuel injection of a predetermined injection amount in the engine Including a step of applying a power generation load of the motor to the engine so as to obtain an air amount or a supercharging pressure, and the predetermined injection amount is an injection amount obtained by obtaining a start required torque required for starting the vehicle as an engine torque of the engine It is said.

  A hybrid engine with a supercharger according to the present invention includes an engine having a supercharger, a motor having a function of generating electric power using the output of the engine, and a function of assisting the output of the engine, and the vehicle start control device. And comprising.

  In the vehicle start control device, the start control method, and the hybrid engine with a supercharger, when the vehicle starts without assisting by the motor, a power generation load of the motor is applied to the engine, whereby a predetermined injection amount ( The intake air amount or the supercharging pressure is increased until the intake required air amount or the supercharging pressure required for the fuel injection (the injection amount obtained as the engine torque is the engine start torque). Therefore, for example, even when the output of the engine cannot be assisted by the motor, it is possible to immediately inject fuel at a predetermined injection amount when the vehicle starts, and as a result, the start request torque can be generated immediately even with the engine alone. . Therefore, the startability of the vehicle can be improved.

  Further, as a configuration that favorably achieves the above-described operation and effect, specifically, when the vehicle stops with the engine idling rotational speed as the first rotational speed, the full load torque of the engine reaches the start request torque. If this is not possible, the idling rotational speed may be increased to a second rotational speed at which the full load torque can reach the required start torque.

  In addition, when the vehicle is started by applying a power generation load to the engine, the control unit may decrease the power generation load as the external load applied to the engine increases. Alternatively, when the control unit applies the power generation load to the engine and starts the vehicle, the control unit may reduce the power generation load so as to maintain the engine speed of the engine. In these cases, it is possible to cancel the application of the power generation load while ensuring startability.

  According to the present invention, for example, even when the output of the engine cannot be assisted by the motor, the startability of the vehicle can be improved.

It is a schematic block diagram which shows the hybrid engine with a supercharger provided with the start control apparatus of the vehicle which concerns on one Embodiment. 2 is a flowchart showing a start control method in the supercharger-equipped hybrid engine of FIG. 1. 2 is a graph for explaining a start control method in the hybrid engine with a supercharger in FIG. 1.

  DESCRIPTION OF EMBODIMENTS Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the drawings. In the following description, the same or equivalent elements will be denoted by the same reference numerals, and redundant description will be omitted.

  FIG. 1 is a schematic configuration diagram illustrating a hybrid engine with a supercharger including a vehicle start control device according to an embodiment. As shown in FIG. 1, a vehicle start control device 100 according to the present embodiment controls the start of a vehicle V on which a supercharger-equipped hybrid engine 1 is mounted, and includes an ECU (Electronic Control Unit, control). Part) 4. The supercharger-equipped hybrid engine 1 is, for example, a small displacement and turbocharged for a hybrid vehicle, and is mounted on a vehicle V as a hybrid vehicle. The supercharger-equipped hybrid engine 1 includes an engine 2, a motor 3, and the ECU 4.

  Examples of the vehicle V to be applied include commercial vehicles such as buses and trucks. The vehicle V is not particularly limited, and may be, for example, a large vehicle, a medium-sized vehicle, a normal passenger car, a small vehicle, or a light vehicle.

  The engine 2 has a supercharger 5, for example, a diesel engine or a gasoline engine is used. The motor 3 is attached to the flywheel 6 of the engine 2. The motor 3 may be attached to another location in the engine 2, and in short, it may be not attached to a location other than the engine 2 via the clutch 7.

  The motor 3 has a function as a generator that generates electric power by using the output of the engine 2. Here, the motor 3 executes a charging mode in which the generated electric power is charged to the battery 9 through the inverter 8. Further, the motor 3 further has a function as an electric motor that assists the output of the engine 2. Here, the motor 3 is driven by using the electric power of the battery 9 to output the engine 2. Execute assist mode to assist.

  Further, a transmission 10 is connected to the hybrid engine 1 with a supercharger via a clutch 7, and the power transmitted by the transmission 10 is transmitted to a wheel 14 via a propeller shaft 11, a differential gear 12 and a drive shaft 13. Communicated.

  Incidentally, as the clutch 7 and the transmission 10 of this embodiment, an automatic mechanical transmission (AMT) is adopted, and when the driver shifts, the clutch is separated, the gear position is changed, and the clutch is connected. A series of shifting operations such as these are automatically performed.

  The ECU 4 is configured by a computer including, for example, a CPU (Central Processing Unit), a ROM (Read Only Memory), and a RAM (Random Access Memory). The ECU 4 controls at least the operations of the engine 2 and the motor 3 in order to execute start control (details will be described later) for starting the vehicle.

  Specifically, the ECU 4 is connected to the engine 2 and controls a fuel injection amount (also simply referred to as “injection amount”) and an engine speed in the engine 2. The ECU 4 is connected to the motor 3 and the battery 9 and switches between the charging mode and the assist mode of the motor 3 based on the remaining amount of the battery 9. The ECU 4 is connected to the motor 3 and controls the charging load applied to the engine 2 in the charging mode. The charging load is a load (power generation load) that is applied to cause the motor 3 to generate power to charge the battery 9.

  Although not shown, the ECU 4 is connected to a clutch 7, a vehicle speed sensor, a transmission 10, and an accelerator opening sensor. Thus, the ECU 4 can acquire information on the clutch state of the clutch 7, vehicle speed information on the vehicle V, information on the gear position (shift position), and information on the accelerator opening.

  Next, a start control method (start control method executed by the vehicle start control device 100) in the supercharged hybrid engine 1 will be described with reference to FIGS. FIG. 2A is a flowchart showing processing from prediction of a start operation to execution of the start operation. As shown in FIG. 2A, in the present embodiment, the ECU 4 executes the following process.

  That is, first, it is determined whether or not a start operation by the driver from the stop time is predicted (S1). In S1, for example, when the vehicle stop determination condition is satisfied, the clutch 7 is operated by the driver and the clutch state is not completely connected, and the gear position is non-neutral, the starting operation from the stop time is performed. Is determined to have been predicted. In the vehicle stop determination condition, it can be determined that the vehicle V has stopped when the vehicle speed is equal to or lower than the threshold value. Hysteresis may be provided for the threshold value here depending on whether the vehicle V has already stopped or when the vehicle has stopped running. .

  When the start operation is predicted in S1, it is determined whether or not the battery 9 is short of the remaining amount, that is, whether or not the remaining amount of power charged in the battery 9 is equal to or less than a predetermined amount (S2). If it is determined in S2 that the battery 9 is not insufficient, the motor 3 is switched to the assist mode, and the process ends as it is (S3). Thereafter, the vehicle V is started in a state where the output of the engine 2 is assisted by the motor 3 (full load torque with assist).

  If it is determined in S2 that the battery 9 is insufficient, the motor 3 is switched to the charging mode (S4). Then, it is determined whether or not the idling speed of the engine 2 needs to be increased (idle up) (S5). In this embodiment, since the vehicle V is stopped with the idling speed of the engine 2 set to the normal idle speed (first speed), the full load of the engine 2 alone set at the normal idle speed is set. It is determined whether or not the torque can reach the required start torque required for starting.

  If the total load torque is equal to or greater than the required start torque and it is determined in S5 that the required start torque can be reached, the idling speed is set to the normal idle speed as it is (S6). On the other hand, if the full load torque is less than the required start torque and it is determined in S5 that the required start torque cannot be reached, the target idle up speed (the first idle speed) at which the full load torque can reach the required start torque 2), the idling speed is increased (S7).

  FIG. 3A is a graph showing the relationship between torque and engine speed in a hybrid engine with a supercharger. In the figure, line L1 represents the torque characteristic of the full load torque with assistance, and line L2 represents the torque characteristic of the full load torque of the engine 2 alone. Line L3 represents an equal horsepower line.

  In the example shown in FIG. 3A, when the idling speed is the normal idling speed N1, the full load torque T1 of the engine 2 alone is less than the required start torque M1. Therefore, in S7, the engine 2 increases the fuel injection amount, and the idling rotational speed is increased to the target idle-up rotational speed N2 at which an equivalent traction force (equal horsepower) can be obtained without the assistance of the motor 3. As a result, at the idling speed that is the target idle-up speed N2, the full load torque T2 is set to be equal to or greater than the start request torque M2.

  By the way, in a state where the supercharging pressure is not sufficiently increased, a function (so-called boost compensator) for limiting the fuel injection amount to suppress black smoke is activated, so that the predetermined injection amount at which the required start torque can be obtained immediately. In some cases, fuel cannot be injected. Therefore, after S6 or S7, a boost pressure required for fuel injection of a predetermined injection amount in the engine 2 is derived based on, for example, a control map stored in advance in the ECU 4 (S8).

  FIG. 3B is a graph showing the relationship between the fuel injection amount and the supercharging pressure in the hybrid engine 1 with a supercharger. In the figure, the line L4 represents the full load injection amount, and the line L5 represents the fuel injection amount at the steady state. In line L4, it can be seen that the injection amount is limited by the boost pressure in the low boost pressure region. In the example shown in FIG. 3 (b), in S8, the required supercharging pressure is determined from the relationship between the fuel injection amount and the supercharging pressure based on the predetermined injection amount Q1 at which the required start torque is obtained. Derived as P1.

  Further, by applying the charging load of the motor 3 to the engine 2, the turbine rotational speed of the supercharger 5 is increased and the supercharging pressure is increased. Therefore, after S8, the charging load of the motor 3 is set so that the derived supercharging pressure is obtained based on, for example, a control map stored in advance in the ECU 4 (S9).

  In the example shown in FIG. 3B, the fuel injection amount (target injection amount that should be balanced with the charging load) when the set charging load is applied to the engine 2 is the injection amount Q2, and in this state, immediately It becomes possible to inject the predetermined injection amount Q1. In the example shown in FIG. 3A, the engine torque at the target idle up speed N2 when fuel is injected with the target injection amount (injection amount Q2) is the torque Z.

  After S9, the set charging load is applied to the engine 2 as the target charging load, and the engine 2 is controlled to inject fuel at the target injection amount, and this state is maintained ( S10).

  FIG. 2B is a flowchart showing processing from the execution of the starting operation until the vehicle speed becomes equal to or higher than the set vehicle speed. As shown in FIG. 2B, in the start control, when the vehicle V is started by applying the charging load of the motor 3 to the engine 2, the following processing is further executed by the ECU 4.

  That is, it is determined whether or not a start operation by the driver has been executed (S11). In S11 described above, for example, when the driver performs an accelerator operation, or when the driver performs an operation to connect the clutch without performing the accelerator operation, it is determined that the start operation has been performed.

  Subsequently, the application of the charging load of the motor 3 to the engine 2 is released (S12). In S12 described above, for example, for the starting operation by the accelerator operation of the driver, the charging load is decreased as the external load applied to the engine 2 increases, that is, according to the normal accelerator opening. Remove the charging load as much as the external load. Finally, the charging load of the motor 3 becomes zero.

  Alternatively, in S12, for example, for the operation of connecting the clutch 7 without performing the accelerator operation, the charging load is reduced by maintaining the engine speed. Specifically, the charging load of the motor 3 is reduced with respect to the rotation deviation, similarly to the function (so-called governor control) for automatically holding the engine speed against an increase in external load. Finally, the charging load of the motor 3 becomes zero.

  Subsequently, the fuel injection amount is increased in the engine 2, and a required injection amount of fuel is injected (S13). Thereafter, when it is determined that the clutch is completely connected, the vehicle speed reaches the set vehicle speed or more, and the start is successful, the normal control is restored.

  As described above, in the present embodiment, when the vehicle V starts without assisting by the motor 3, the motor 3 is switched to the charging mode and the charging load of the motor 3 is applied to the engine, whereby the predetermined injection amount (starting) The boost pressure is increased until the required torque reaches the boost pressure required for fuel injection (the injection amount obtained as the engine torque). Therefore, for example, even in a situation where the output of the engine 2 cannot be assisted by the motor 3, when the vehicle V starts, it is possible to immediately inject fuel at a predetermined injection amount, and the engine 2 alone can immediately generate the required start torque. be able to. Therefore, the startability of the vehicle V can be improved.

  Further, in the present embodiment, when the vehicle V stops with the idling rotational speed set as the normal idle rotational speed, if the full load torque of the engine 2 cannot reach the start request torque, the engine is idled up to the target idle up rotational speed. Thus, the full load torque can reach the required start torque, and the required start torque can be reliably generated by the engine 2 alone.

  In the present embodiment, when the application of the charging load of the motor 3 to the engine 2 is canceled, the charging load is reduced as the external load applied to the engine 2 increases. Alternatively, the charging load is reduced so as to maintain the engine speed. Thereby, when releasing the application of the charging load, the engine 2 can maintain a state in which a predetermined injection amount can be immediately injected, so that sufficient startability can be ensured even when a high start torque is required instantaneously, for example. . That is, it is possible to cancel the application of the charging load while ensuring the startability.

  In the case of adopting a mechanical automatic transmission as in this embodiment as a transmission, or in the case of employing a manual transmission, when the starting torque is reduced compared to the case of using a torque converter type automatic transmission. The startability is particularly deteriorated and the life of the clutch 7 may be reduced. In this respect, the present embodiment can be said to be particularly effective because sufficient start torque (start required torque) can be secured as described above.

  The preferred embodiments of the present invention have been described above. However, the present invention is not limited to the above-described embodiments. The present invention can be modified without departing from the scope described in the claims or applied to other embodiments. May be.

  For example, in the above embodiment, the charging load (power generation load) of the motor 3 is applied to the engine 2 so as to obtain a supercharging pressure required for fuel injection of a predetermined injection amount. Since it has a proportional relationship, the intake air amount (g / cyl) can be used instead of the supercharging pressure. The start required torque is not particularly limited, and may be a guaranteed torque that is guaranteed at the time of start, an estimated torque obtained by various calculations, or a torque based on experience or actual measurement. It may be.

  In the above embodiment, the battery 9 can charge the power generated by the motor 3, but the power generated may be supplied to another motor other than the motor 3. In addition, although the motor 3 can be driven using the power of the battery 9, the motor 3 may be driven using the power of a motor other than the motor 3. The supercharger-equipped hybrid engine 1 of the above embodiment may of course include an EGR (Exhaust Gas Recirculation) system. The present invention can be understood as a vehicle including the vehicle start control device 100 or the supercharger-equipped hybrid engine 1.

  DESCRIPTION OF SYMBOLS 1 ... Hybrid engine with a supercharger, 2 ... Engine, 3 ... Motor, 4 ... ECU (control part), 5 ... Supercharger, 100 ... Vehicle start-up control apparatus, V ... Vehicle.

Claims (6)

Control of start of a vehicle equipped with a supercharger-equipped hybrid engine having an engine having a supercharger, and a motor having a function of generating electric power using the output of the engine and a function of assisting the output of the engine A starting control device,
A control unit for controlling operations of the engine and the motor;
The controller is
When the vehicle starts from a stop only by the output of the engine without performing the assist by the motor, an intake air amount or a supercharging pressure required for fuel injection of a predetermined injection amount is obtained in the engine. Applying a power generation load of the motor to the engine;
The predetermined injection amount is
A start control device for a vehicle, wherein a start required torque required for starting the vehicle is an injection amount obtained as an engine torque of the engine. The controller is
When the vehicle stops with the idling speed of the engine as the first speed, if the full load torque of the engine cannot reach the start request torque, the full load torque can reach the start request torque. The vehicle start control device according to claim 1, wherein the idling rotation speed is increased to a second rotation speed. The controller is
3. The power generation load is decreased as the external load applied to the engine is increased when the vehicle is started by applying the power generation load to the engine. 4. Vehicle start control device. The controller is
The start of the vehicle according to claim 1 or 2, wherein when the power generation load is applied to the engine and the vehicle is started, the power generation load is decreased so as to maintain the engine speed of the engine. Control device. Control of start of a vehicle equipped with a supercharger-equipped hybrid engine having an engine having a supercharger, and a motor having a function of generating electric power using the output of the engine and a function of assisting the output of the engine A starting control method,
When the vehicle starts from a stop only by the output of the engine without performing the assist by the motor, an intake air amount or a supercharging pressure required for fuel injection of a predetermined injection amount is obtained in the engine. Applying a power generation load of the motor to the engine,
The vehicle start control method, wherein the predetermined injection amount is an injection amount at which a start request torque required for starting the vehicle is obtained as an engine torque of the engine. An engine having a supercharger;
A motor having a function of generating power using the output of the engine and a function of assisting the output of the engine;
A hybrid engine with a supercharger, comprising the vehicle start control device according to any one of claims 1 to 4.

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