CN104350261B - 内燃机的控制装置 - Google Patents

内燃机的控制装置 Download PDF

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CN104350261B
CN104350261B CN201380030514.5A CN201380030514A CN104350261B CN 104350261 B CN104350261 B CN 104350261B CN 201380030514 A CN201380030514 A CN 201380030514A CN 104350261 B CN104350261 B CN 104350261B
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combustion engine
internal combustion
deceleration
speed
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CN104350261A (zh
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长谷贵充
椿健
椿健一
代市满
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Nissan Motor Co Ltd
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    • F02D41/12—Introducing corrections for particular operating conditions for deceleration
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    • F02D41/126—Introducing corrections for particular operating conditions for deceleration the fuel injection being cut-off transitional corrections at the end of the cut-off period
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Abstract

在燃料切断控制中的车辆减速率比基于内燃机(1)的旋转阻力而计算出的急减速判定值大的情况下，判定为车辆处于急减速状态。急减速判定值设定为，内燃机(1)的旋转阻力越大，该急减速判定值越小。车速越低，内燃机(1)的旋转阻力越大，另外，变速比越大，内燃机(1)的旋转阻力越大。由此，在高车速侧的减速时，能够防止因燃料切断控制开始时产生的前后方向振动而引起的急减速的误判定，并且，在低车速侧的减速时，能够实施急减速的判定而使燃料切断控制结束，以使得内燃机(1)不会停止。

Description

内燃机的控制装置
技术领域
本发明涉及在车辆减速时实施急减速判定的内燃机的控制装置。
背景技术
在专利文献1中公开有如下技术，即：在车辆减速时，如果车速的变化率大于或等于预先设定的规定判定值，则判定为车辆处于急减速状态，在正在进行停止向内燃机的燃料供给的燃料切断的情况下，停止该燃料切断。
在这里，在进行燃料切断的情况下，由于在燃料切断开始时内燃机的扭矩从正转变化为反转，因此，在动力传递***中会产生旋转变动，因该旋转变动而车辆会沿前后方向进行振动(前后方向振动)。即，车速的变化率由于该前后方向振动而变动。
然而，在专利文献1中，并未考虑在燃料切断开始时所产生的上述前后方向振动，因此，如果车速的变化率由于燃料切断开始时所产生的前后方向振动而增大，则即使实际上未进行急减速，也有可能误判定为急减速。
专利文献：日本特开2009-19587号公报
发明内容
本发明涉及一种内燃机的控制装置，其如果在燃料切断控制中车辆的减速状态被判定为急减速，则中止燃料切断控制，该内燃机的控制装置的特征在于，如果车辆的减速率比对应于内燃机的旋转阻力而计算出的急减速判定值大，则判定为急减速，所述急减速判定值设定为，所述内燃机的旋转阻力越大，所述急减速判定值越小。
根据本发明，在能够开始燃料切断控制的高车速侧的减速时，进行考虑了燃料切断控制开始时所产生的前后方向振动的急减速判定，在未开始燃料切断控制的低车速侧的减速时，不考虑所述前后方向振动而进行急减速判定，因此，能够防止因所述前后方向振动而引起的急减速的误判定，并且，能够防止在减速时内燃机停止。
附图说明
图1是表示应用本发明的内燃机的整体结构的***图。
图2是示意性地表示制动开启时的车速与内燃机转速的变化率的相关性的说明图。
图3是示意性地表示制动开启时的车速与急减速判定值的相关性的说明图。
图4是并行示出内燃机转速相同而制动开启时的车速不同的情况下的急减速判定的时序图。
图5是表示车辆的急减速判定的控制流程的流程图。
具体实施方式
以下，基于附图对本发明的一个实施例进行详细说明。图1是表示应用本发明的内燃机1的整体结构的***图。
内燃机1作为驱动源而搭载于汽车等车辆上，且经由变矩器2与CVT(无级变速器)3连接。CVT 3经由未图示的最终减速装置而将动力传递至驱动轮4、4。
变矩器2具有锁止离合器(未图示)，该锁止离合器的接合/断开由控制单元5控制。如果根据车速和内燃机转速确定的规定的锁止接合条件成立，则实施将所述锁止离合器接合的控制，如果根据车速和内燃机转速确定的规定的锁止解除条件成立，则使锁止控制结束，将所述锁止离合器断开。
向控制单元5输入如下传感器等的传感类信号：车速传感器6，其检测车辆速度(车速)；空气流量计7，其检测进气量；曲轴转角传感器8，其检测曲轴(未图示)的曲轴转角；加速器开度传感器9，其检测加速器踏板(未图示)的踏入量(加速器开度)；以及制动踏板传感器10，其检测制动踏板(未图示)的ON-OFF。
控制单元5基于这些检测信号，对内燃机1的点火时期、空燃比等实施控制，并且，如果规定的燃料切断条件成立，则该控制单元5实施停止向内燃机1的燃料供给的燃料切断控制，如果规定的燃料切断解除条件成立，则该控制单元5使燃料切断控制结束。作为燃料切断条件，例如在加速器开度小于或等于规定开度、内燃机转速大于或等于规定的燃料切断转速、且车速大于或等于规定的燃料切断速度时成立。作为燃料切断解除条件，例如在满足下述三个条件中的任一条件时成立，即，加速器开度大于或等于规定开度，内燃机转速小于或等于规定的燃料切断恢复转速，车速小于或等于规定的燃料切断恢复速度。
并且，在燃料切断控制中，如果制动踏板被踏入(制动开启)，则利用车速的变化率或内燃机转速的变化率即车辆的减速率(车辆减速率)、和基于与车速及变速比相对应的内燃机1的旋转阻力而计算出的急减速判定值，判定车辆是否处于急减速状态。
这里，在燃料切断控制开始时，如上所述地因内燃机1的扭矩从正转变化为反转而产生前后方向振动，因此，车辆减速率由于该前后方向振动的影响而增大，有可能误判定为急减速。
为了避免由如上述的前后方向振动引起的急减速的误判定，如果使急减速判定值具有余量(设为较大)，则在车辆进行了急减速时，导致直至判定为急减速为止的时间延长而内燃机1停止的可能性相对提高。
在车速较高的运转区域，实际上即使发生急减速，内燃机转速也较为缓慢地降低，因此，即便使上述急减速判定值具有余量，也不会导致急减速的判定延迟而使内燃1机停止。另一方面，在燃料切断控制未开始的较低的车速下，不会产生上述前后方向振动，因此，无需使所述急减速判定值具有余量，另外，如果不迅速地进行急减速的判定，则会导致内燃1机停止。
另外，车辆减速时的车辆减速率与内燃机1的旋转阻力相关，内燃机1的旋转阻力越大，车辆减速率越大。车速越低，内燃机1的旋转阻力越大，另外，变速比越大，内燃机1的旋转阻力越大。即，内燃机1的旋转阻力越大，内燃机停止的可能性越高。
因此，在燃料切断控制中的车辆减速率比基于内燃机1的旋转阻力而计算出的急减速判定值大的情况下，判定为车辆处于急减速状态。急减速判定值设定为，内燃机1的旋转阻力越大，该急减速判定值越小。
在变速器为CVT的情况下，车速和变速比唯一地确定，因此如图2所示，制动开启时的车速越低，车辆减速率越大。因此，在变速器为CVT的情况下，如图3所示，设定为制动开启时的车速越低，急减速判定值越小。
详细而言，在本实施例中，在制动开启时的车速大于或等于能够开始进行燃料切断控制的车速V1的区域，急减速判定值设定为ΔR1，该ΔR1大于上述前后方向振动时的车辆减速率(例如，CVT 3的输出轴的转速的变化率)ΔR2，在制动开启时的车速小于未开始进行燃料切断控制的上述车速V1的区域，在制动开启时的车速小于或等于V0时，急减速判定值设定为ΔR3，该ΔR3比ΔR2小，在制动开启时的车速为V0～V1的区间，急减速判定值设定为，与V0相比，制动开启时的车速越大，该急减速判定值越大，在制动开启时的车速达到V1时，该急减速判定值成为ΔR1。此外，上述前后方向振动时的车辆减速率ΔR2，例如基于预先通过实验等求出的前后方向振动时的车辆减速率而设定。
另外，在上述实施例中，急减速判定值设定为对应于车速而连续地变化，但是，也可以将急减速判定值设定为以制动开启时的车速达到V1时为界限而阶梯性地变化。详细而言，在制动开启时的车速大于或等于V1的情况下，可以将急减速判定值设为比ΔR2大的规定值ΔR1，在制动开启时的车速比V1小的情况下，可以将急减速判定值设为比ΔR2小的规定值ΔR3。
图4是示出内燃机转速相同而制动开启时的车速不同的情况下的急减速判定的状况的时序图。在该图4中，由实线示出的特性线A1、A2，表示制动开启时的车速为大于或等于V1的车速Va、且急减速判定值为ΔR1的情况，由虚线示出的特性线B1、B2表示制动开启时的车速为小于或等于V0的车速Vb、且急减速判定值为ΔR3的情况。如该图4所示，即使制动开启时(时刻t0)的内燃机转速相同，制动开启时的车速越低，减速时的内燃机转速的变化率也越大。因此，表示特性线B1整体的倾斜趋势的直线B3(虚线)的斜率，比表示特性线A1整体的倾斜趋势的直线A3(实线)的斜率大。
并且，制动开启时的车速越低，急减速判定值设定为越小，因此，在制动开启时的车速为Vb的情况下，在时刻t1的定时判定为急减速，在制动开启时的车速为Va的情况下，在时刻t2的定时判定为急减速。即，制动开启时(时刻t0)的车速越低，则从制动开启时(时刻t0)起在越短的时间内判定为急减速。
如果判定为车辆处于急减速状态，则使燃料切断控制结束(燃料切断恢复)，如果正处于锁止控制中，则将所述锁止离合器断开，使锁止控制结束。
如上所述，制动开启时的车速越低，将急减速判定值设定为越小，从而，在能够开始燃料切断控制的高车速侧的减速时，进行考虑了燃料切断控制开始时所产生的上述前后方向振动的急减速判定，在未开始燃料切断控制的低车速侧的减速时，不考虑上述前后方向振动而进行急减速判定，因此，在高车速侧的减速时，能够防止因上述前后方向振动而引起的急减速的误判定，并且，在低车速侧的减速时，能够实施急减速的判定并使燃料切断控制结束，以使得内燃机1不停止。
图5是表示上述实施例中的车辆的急减速判定的控制流程的流程图。
在S1中，基于内燃机1的旋转阻力而计算出急减速判定值。在S2中，判定车辆减速率是否比急减速判定值大，在车辆减速率比急减速判定值大的情况下，判定为车辆处于急减速状态并进入S3。在S3中，使燃料切断控制结束(燃料切断恢复)，将上述锁止离合器断开并使锁止控制结束。
在所述实施例中，将CVT 3用作变速器，但是，变速器是自动变速器、手动变速器均可。
在变速器为自动变速器的情况下，对应于根据车速和变速比计算出的旋转阻力而计算急减速判定值。此时，即使车速相同，在齿轮档较低(变速比较大的齿轮档)时所计算出的旋转阻力较大。
在变速器为手动变速器的情况下，例如通过具备能够检测当前的变速档的档位检测单元等，只要能够检测变速比，就能够根据由车速和变速比计算出的旋转阻力而计算急减速判定值。
另外，急减速判定值也可以对应于内燃机1的辅机负载而进行校正。即，校正为辅机负载越大，基于内燃机1的旋转阻力而计算出的急减速判定值越小，由此能够更加有效地避免在减速时由于车速降低而使内燃机1停止。

Claims (5)

1.一种内燃机的控制装置，其具有：内燃机，其搭载于车辆中；燃料切断控制单元，其实施停止向所述内燃机的燃料供给的燃料切断控制；以及减速状态判定单元，其判定所述燃料切断控制中的车辆的减速状态，如果判定为车辆的减速状态为急减速，则该内燃机的控制装置中止所述燃料切断控制，
在该内燃机的控制装置中，
如果所述车辆的减速率比对应于所述内燃机的旋转阻力而计算出的急减速判定值大，则所述减速状态判定单元判定为急减速，
所述急减速判定值设定为，所述内燃机的旋转阻力越大，所述急减速判定值越小。
2.根据权利要求1所述的内燃机的控制装置，其中，
车速越低，所述旋转阻力越大，搭载于所述车辆中的变速器的变速比越大，所述旋转阻力越大。
3.根据权利要求1或2所述的内燃机的控制装置，其中，
在所述车辆上作为变速器搭载无级变速器，所述旋转阻力对应于车速而设定。
4.根据权利要求1或2所述的内燃机的控制装置，其中，
对应于内燃机的辅机负载，对所述急减速判定值进行校正。
5.根据权利要求1或2所述的内燃机的控制装置，其中，
所述车辆减速率为所述内燃机的内燃机转速的变化率或车速的变化率。
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