WO2011121711A1 - 車両の制御装置 - Google Patents
車両の制御装置 Download PDFInfo
- Publication number
- WO2011121711A1 WO2011121711A1 PCT/JP2010/055605 JP2010055605W WO2011121711A1 WO 2011121711 A1 WO2011121711 A1 WO 2011121711A1 JP 2010055605 W JP2010055605 W JP 2010055605W WO 2011121711 A1 WO2011121711 A1 WO 2011121711A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- compression ratio
- vehicle
- state
- lock
- value
- Prior art date
Links
- 230000006835 compression Effects 0.000 claims abstract description 194
- 238000007906 compression Methods 0.000 claims abstract description 194
- 238000002485 combustion reaction Methods 0.000 claims abstract description 59
- 230000007246 mechanism Effects 0.000 claims abstract description 48
- 230000005540 biological transmission Effects 0.000 claims abstract description 29
- 230000008859 change Effects 0.000 claims abstract description 29
- 239000000446 fuel Substances 0.000 description 37
- 230000001133 acceleration Effects 0.000 description 29
- 238000000034 method Methods 0.000 description 19
- 230000007423 decrease Effects 0.000 description 18
- 230000008569 process Effects 0.000 description 18
- 230000000875 corresponding effect Effects 0.000 description 14
- 230000000694 effects Effects 0.000 description 14
- 238000010586 diagram Methods 0.000 description 10
- 230000009471 action Effects 0.000 description 8
- 230000001276 controlling effect Effects 0.000 description 7
- 230000009467 reduction Effects 0.000 description 7
- MWUXSHHQAYIFBG-UHFFFAOYSA-N Nitric oxide Chemical compound O=[N] MWUXSHHQAYIFBG-UHFFFAOYSA-N 0.000 description 6
- 230000003321 amplification Effects 0.000 description 5
- 230000008901 benefit Effects 0.000 description 5
- 238000003199 nucleic acid amplification method Methods 0.000 description 5
- 230000006870 function Effects 0.000 description 4
- 230000006872 improvement Effects 0.000 description 4
- 230000033001 locomotion Effects 0.000 description 4
- 239000000203 mixture Substances 0.000 description 4
- 239000000498 cooling water Substances 0.000 description 3
- 239000012530 fluid Substances 0.000 description 3
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 3
- 239000003054 catalyst Substances 0.000 description 2
- 230000002596 correlated effect Effects 0.000 description 2
- 230000007812 deficiency Effects 0.000 description 2
- 230000007704 transition Effects 0.000 description 2
- 239000004215 Carbon black (E152) Substances 0.000 description 1
- UGFAIRIUMAVXCW-UHFFFAOYSA-N Carbon monoxide Chemical compound [O+]#[C-] UGFAIRIUMAVXCW-UHFFFAOYSA-N 0.000 description 1
- 230000009286 beneficial effect Effects 0.000 description 1
- 238000007664 blowing Methods 0.000 description 1
- 229910002091 carbon monoxide Inorganic materials 0.000 description 1
- 230000003111 delayed effect Effects 0.000 description 1
- 238000002474 experimental method Methods 0.000 description 1
- 239000002360 explosive Substances 0.000 description 1
- 230000002349 favourable effect Effects 0.000 description 1
- 239000002828 fuel tank Substances 0.000 description 1
- 239000003502 gasoline Substances 0.000 description 1
- 229930195733 hydrocarbon Natural products 0.000 description 1
- 150000002430 hydrocarbons Chemical class 0.000 description 1
- 238000002347 injection Methods 0.000 description 1
- 239000007924 injection Substances 0.000 description 1
- 230000009347 mechanical transmission Effects 0.000 description 1
- 238000005457 optimization Methods 0.000 description 1
- 230000004044 response Effects 0.000 description 1
- 230000000979 retarding effect Effects 0.000 description 1
- 238000004088 simulation Methods 0.000 description 1
- 230000001052 transient effect Effects 0.000 description 1
- 238000011144 upstream manufacturing Methods 0.000 description 1
Images
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
- F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
- F02D13/0269—Controlling the valves to perform a Miller-Atkinson cycle
-
- 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
- B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
- B60W10/024—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches including control of torque converters
- B60W10/026—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches including control of torque converters of lock-up clutches
-
- 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
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/18—Propelling the vehicle
- B60W30/188—Controlling power parameters of the driveline, e.g. determining the required power
- B60W30/1882—Controlling power parameters of the driveline, e.g. determining the required power characterised by the working point of the engine, e.g. by using engine output chart
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D15/00—Varying compression ratio
-
- 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
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/14—Control of torque converter lock-up clutches
- F16H61/143—Control of torque converter lock-up clutches using electric control means
-
- 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
- F02B2275/00—Other engines, components or details, not provided for in other groups of this subclass
- F02B2275/16—Indirect injection
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2400/00—Control systems adapted for specific engine types; Special features of engine control systems not otherwise provided for; Power supply, connectors or cabling for engine control systems
- F02D2400/12—Engine control specially adapted for a transmission comprising a torque converter or for continuously variable transmissions
-
- 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
- F02D41/021—Introducing corrections for particular conditions exterior to the engine
- F02D41/0215—Introducing corrections for particular conditions exterior to the engine in relation with elements of the transmission
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
Definitions
- the present invention relates to a technical field of a vehicle control device that controls a vehicle including an internal combustion engine having a variable compression ratio and a transmission having a lockup function.
- a device for controlling a transmission having a lock-up function As a device for controlling a transmission having a lock-up function, a device that sets a lock-up region based on a lock-up line defined by a vehicle speed and a throttle opening is proposed (for example, see Patent Document 1). According to the device disclosed in Patent Document 1, lockup is executed in an area where the torque fluctuation of the engine is not large and there is no noise even when locked up.
- the present invention has been made in view of the above-described problems, and in a vehicle equipped with a variable compression ratio internal combustion engine, a vehicle that can mutually coordinate lockup control of a lockup mechanism and control of the compression ratio. It is an object to provide a control device.
- a first vehicle control apparatus includes an internal combustion engine having a variable compression ratio, and a torque converter and a lockup mechanism between an engine output shaft and an input shaft of the internal combustion engine. And a vehicle control apparatus for controlling a vehicle having a transmission that can change a ratio between the rotational speed of the input shaft and the rotational speed of the output shaft connected to the axle. And first control means for switching the operation state of the lockup mechanism according to the driving condition of the vehicle, and second control means for changing the compression ratio at least in part when the operation state is switched. It is characterized by that.
- a vehicle according to the present invention includes an internal combustion engine and a transmission.
- the internal combustion engine according to the present invention is a concept that encompasses an engine that generates power by burning fuel, and is particularly defined as a compression ratio (for example, ((stroke volume + combustion chamber volume) / combustion chamber volume)). Can be changed in a binary manner in a preset range, in multiple stages or continuously (seamlessly).
- variable compression ratio may be derived from any physical configuration of the internal combustion engine.
- an internal combustion engine may have a variable compression ratio by controlling the valve opening period (IVO) or valve closing timing of the intake valve.
- the intake valve may be kept open for a while after passing through the bottom dead center (BDC) in the intake stroke, and the compression ratio may be lowered from the normal time by blowing back the intake air.
- the internal combustion engine has a structure for changing the top dead center (TDC) of the piston or is provided with such a mechanism, and changes in the top dead center position (that is, changes in both the stroke volume and the combustion chamber volume).
- the compression ratio may be variable.
- the internal combustion engine may have a structure for changing the position of the cylinder head or may be provided with such a mechanism, and the compression ratio may be made variable by changing the cylinder head position (that is, changing the combustion chamber volume).
- the transmission according to the present invention is a device that can change the rotational speed ratio (that is, the transmission ratio) between the input and output shafts in a binary manner, in multiple stages, or continuously.
- This is a so-called ECT (Electronic Controlled Transmission) in which a plurality of engagement devices and differential mechanisms are provided and the engagement state of these engagement devices is electronically controlled.
- a transmission according to the present invention includes a torque converter (hereinafter simply referred to as “torque converter”) and a lockup mechanism between an input shaft and an engine output shaft of an internal combustion engine (for example, a crankshaft or a shaft connected to the crankshaft). Is provided.
- torque converter hereinafter simply referred to as “torque converter”
- lockup mechanism between an input shaft and an engine output shaft of an internal combustion engine (for example, a crankshaft or a shaft connected to the crankshaft).
- the lock-up mechanism is configured so that the operation state is at least a lock-up off state in which the lock-up is not performed and a lock-up on state in which the lock-up is performed, they are switched in a binary manner.
- middle half lockup states between them by sliding the engagement elements of an engagement apparatus suitably according to engagement hydraulic pressure etc. may be sufficient.
- the lockup mechanism can directly connect the engine output shaft and the input shaft of the transmission in the lockup on state, it achieves higher transmission efficiency than when using ATF fluid resistance to transmit power Can do.
- the first vehicle control device is a device for controlling such a vehicle according to the present invention.
- a vehicle for example, one or a plurality of CPUs (Central Processing Unit), MPU (Micro Processing Unit), various types A single or multiple ECUs (Electronic Controlled Units) that can appropriately include various storage means such as a processor or various controllers, or ROM (Read Only Memory), RAM (Random Access Memory), buffer memory or flash memory, etc.
- CPUs Central Processing Unit
- MPU Micro Processing Unit
- ECUs Electronic Controlled Units
- ROM Read Only Memory
- RAM Random Access Memory
- buffer memory etc.
- processing units, various controllers, various computer systems such as a microcomputer device, and the like can be employed.
- the operation state of the lockup mechanism is switched by the first control means in accordance with the driving conditions of the vehicle.
- the driving condition of the vehicle refers to the degree of necessity for lock-up in advance (in the case of simply expressing “lock-up”, it means that the operating state is switched to or maintained in the lock-up on state). It means various conditions associated with each other, for example, a load equivalent value and a vehicle speed equivalent value of the internal combustion engine.
- the “load equivalent value” is a concept that includes values that can correspond to the load state of the internal combustion engine on a one-to-one, one-to-many, many-to-one, or many-to-many basis. It means the amount of air or accelerator opening.
- the “vehicle speed equivalent value” is a concept including values that can correspond to the vehicle speed on a one-to-one, one-to-many, many-to-one, or many-to-many basis, and preferably the vehicle speed or the input shaft rotation speed of the transmission. Or it means the output shaft rotation speed or the like.
- the effect of the lock-up action by the lock-up mechanism is mainly to improve the power transmission efficiency by directly connecting the power shaft without using the torque converter, and in short, to improve the fuel consumption of the internal combustion engine.
- the direct connection of the power shaft also has the effect of reducing drivability, such as the fact that torque fluctuations generated on the internal combustion engine side are transmitted to the axle without being relaxed, or the so-called roaring noise is generated.
- lock-up is executed under vehicle operating conditions where these can be within an acceptable range.
- the compression ratio of the internal combustion engine can also be appropriately switched according to the driving conditions of the vehicle. From the standpoint of ensuring combustion efficiency and driving force, a higher compression ratio is better, but in practical operation, a high compression ratio can cause knocking and torque fluctuation. Accordingly, the compression ratio is also correlated with the driving conditions of the vehicle so that the degree of knocking and torque fluctuation can be within an allowable range.
- the compression ratio can be varied in a lockup region (region where lockup can be turned on from a practical point of view) that has only been optimized with respect to the compression ratio that has been determined in advance by the circumstances of the internal combustion engine. We have found that it is possible to expand by changing the compression ratio by utilizing a certain thing.
- the second control means changes the compression ratio at least partially when the operation state of the lockup mechanism is switched.
- the compression ratio was not affected by the operating state of the lockup mechanism, but by treating the compression ratio as a kind of adjustment element according to the operating state of the lockup mechanism in this way. Therefore, it becomes possible to improve the fuel consumption.
- the fuel efficiency can be optimized by finding practical benefits in the mutual cooperation between the lockup action and the compression ratio variable action. is there.
- the cooperative operation between the first control unit and the second control unit may be performed while the first control unit and / or the second control unit individually select the operation each time, or in advance. It may be performed as if they seem to be independent on the basis of experiments, empirically, theoretically or based on a control map or the like formulated based on simulation or the like. In any case, there is no change in the point that the compression ratio control and the lock-up control cooperate with each other.
- the second control means is configured such that the operation state is locked up in a region where the load equivalent value of the internal combustion engine is less than a reference value as the operation condition.
- the compression ratio is lowered.
- the region where the load equivalent value of the internal combustion engine is less than the reference value that is, the compression ratio can be set on the relatively high compression ratio side (or the compression ratio can be reduced).
- the compression ratio is reduced by the second control means.
- the lock-up on region where the lock-up action by the lock-up mechanism is effective is expanded by the compression ratio reduction measure. Since the reduction of the compression ratio means a reduction in torque fluctuation, by reducing the compression ratio, an operation state that could not be conventionally adopted other than the lock-up off state can adopt the lock-up state. For this reason, it is remarkably effective in situations where lockup is desired.
- the first control means locks up the state element including at least one of vibration and noise generated in the vehicle so as to satisfy a predetermined requirement. Switches the operating state of the mechanism.
- the operation state of the lockup mechanism is switched so that the state element including at least one of vibration and noise satisfies the predetermined requirement.
- the “predetermined requirement” means, for example, that it falls within the above-described allowable range, and preferably means a requirement that does not cause a decrease in drivability in vehicle operation.
- the first control means is a load equivalent value of the internal combustion engine.
- the operation state is determined based on the predicted value of the efficiency of the drive system when the compression ratio is reduced to an allowable value determined so that the state element satisfies the predetermined requirement. Switch.
- the operation state of the lockup mechanism is switched based on the predicted value of the efficiency of the drive system when the compression ratio is reduced to an allowable value determined so that the state element satisfies the predetermined requirement. Therefore, it is possible and useful to numerically grasp the benefit of reducing the compression ratio.
- the “drive system” means a vehicle powertrain including at least an internal combustion engine and a transmission, and the drive system efficiency is, as a preferred form, the thermal efficiency of the internal combustion engine and the transmission of torque converter. It corresponds to an index value multiplied by efficiency. Such efficiency is suitable as a determination index because the fuel consumption of the entire vehicle can be suitably defined.
- the first control means includes the load equivalent value of the vehicle.
- the operation state is switched to a lockup on state
- the second control means is When the operating state is switched to the lock-up on state due to the operating condition falling within the cooperative lock-up region, the compression ratio is reduced to the allowable value.
- the operation state of the lockup mechanism is switched to the lockup on state, and accordingly, the compression ratio is reduced to an allowable value by the second control means. Therefore, the drivability and fuel consumption of the entire vehicle can be maintained optimally.
- the cooperative lockup region includes the load equivalent value and the vehicle speed equivalent value of the vehicle.
- the compression ratio is a high compression ratio equivalent value and the operating state Is a region sandwiched between a first region that is in the lock-up off state and a second region in which the compression ratio is a value equivalent to the high compression ratio and the operating state is in the lock-up state.
- the position of the cooperative lockup region in the two-dimensional coordinate system in which the load equivalent value and the vehicle speed equivalent value are arranged as the driving conditions of the vehicle is clarified.
- the first control means is configured to load the internal combustion engine in the cooperative lockup region.
- the change amount of the equivalent value is greater than or equal to a reference value
- the operation state is returned to the lock-up off state
- the second control means is configured to return the operation state to the lock-up off state.
- the operation state of the lockup mechanism Is returned to the lock-up off state, and the compression ratio is controlled to increase and decrease. Accordingly, it is possible to adapt to transient requirements such as driver acceleration requirements.
- the first control means does not dare to take a compression ratio reduction measure in the cooperative lockup region in a situation where the change amount is surely equal to or greater than the reference value in the cooperative lockup region. Aspects are of course included.
- a second vehicle control apparatus includes an internal combustion engine having a variable compression ratio, and a torque converter and a lockup mechanism between an engine output shaft and an input shaft of the internal combustion engine. And a vehicle control apparatus for controlling a vehicle having a transmission that can change a ratio between the rotational speed of the input shaft and the rotational speed of the output shaft connected to the axle. And first control means for changing the compression ratio according to driving conditions of the vehicle, and second control means for switching the operation state of the lockup mechanism in at least part of the case where the compression ratio is changed. It is characterized by that.
- the second vehicle control apparatus is an apparatus applied to a vehicle including the above-described internal combustion engine and transmission according to the present invention, as with the first vehicle control apparatus.
- the compression ratio of the internal combustion engine is controlled by the first control means in accordance with the driving conditions of the vehicle, and the appropriate compression ratio is realized.
- the vehicle operating conditions that can define the compression ratio can include, for example, the load equivalent value, the vehicle speed equivalent value, the engine rotational speed, or the like described above.
- the second control means switches the operation state of the lockup mechanism in at least a part of the period during which the compression ratio is changed by the first control means.
- the operating state of the lock-up mechanism affects the driving force in addition to the fuel consumption performance and the performance related to NV described above. More specifically, in the lock-up on state, the torque amplification action of the torque converter cannot be used, so that the torque to be supplied to the output shaft is likely to be insufficient. In other words, if the operation state of the lockup mechanism is changed, whether it is binary, multistage, or continuous, the power performance of the vehicle can be changed with respect to the compression ratio at that time. .
- the second vehicle control device of the present invention in the process in which the compression ratio is controlled according to the predetermined standard, the mutual operation of the lockup mechanism is appropriately switched to thereby achieve mutual coordination of the vehicle.
- the power performance can be maintained well over a wider range.
- the first control means changes the compression ratio to low and high according to the magnitude of the load equivalent value of the internal combustion engine as the operating condition
- the second control means when the compression ratio changes to a value less than the reference value, Switch the operating state to the lock-up off state.
- the compression ratio of an internal combustion engine tends to induce knocking and torque fluctuation as the compression ratio becomes higher, and therefore usually tends to shift to the lower compression ratio side as it reaches a high rotation range or a high load range.
- the operation state of the lockup mechanism is in the lockup on state in this kind of high rotation region or high load region where remarkably high power performance is required.
- deficiency in driving force may significantly reduce drivability due to the torque amplification effect of the torque converter not occurring and the low compression ratio.
- the second control means when the lock-up mechanism is in the lock-up on state and the load equivalent value is equal to or greater than the reference value, the second control means is configured such that the compression ratio becomes less than the reference value by the first control means.
- the lockup mechanism is switched to the lockup off state. By switching to the lock-up off state, the torque amplification action by the torque converter is effective, and it becomes possible to secure the driving force of the vehicle as much as possible under limited conditions.
- FIG. 1 is a schematic configuration diagram conceptually showing a configuration of a vehicle according to a first embodiment of the present invention. It is a typical side surface sectional view of the engine in the vehicle of FIG. 3 is a flowchart of drive control executed by an ECU in the vehicle of FIG. It is a figure which illustrates the relationship between the compression ratio and engine efficiency in the drive control of FIG. It is a figure which illustrates the relationship between the torque converter speed ratio and torque converter efficiency in the drive control of FIG. It is a figure which illustrates the relationship between the compression ratio and the torque fluctuation index value in the drive control of FIG.
- FIG. 4 is a diagram for visually explaining a cooperative lock-up on region according to the effect of the drive control in FIG. 3.
- FIG. 9 is a diagram exemplifying a one-hour transition of acceleration of the vehicle after the acceleration request is generated, related to the effect of the acceleration priority control of FIG. 8. It is a flowchart of the driving force ensuring control which concerns on 3rd Embodiment of this invention. It is a figure which illustrates the relationship between a throttle opening and a compression ratio in driving force ensuring control.
- FIG. 1 is a schematic configuration diagram conceptually showing the configuration of the vehicle 10.
- the vehicle 10 includes an ECU 100, an engine 200, a torque converter 300, a lock-up clutch 400, and an ECT 500.
- the ECU 100 is an electronic control unit that includes a CPU (Central Processing Unit), a ROM (Read Only Memory), a RAM (Random Access Memory), and the like, and controls the entire operation of the vehicle 10. Is an example.
- the ECU 100 is configured to be able to execute drive control, which will be described later, in accordance with a control program stored in the ROM.
- the engine 200 is an in-line four-cylinder gasoline engine that functions as a main power source of the vehicle 10 and is an example of an “internal combustion engine” according to the present invention.
- FIG. 2 is a schematic side sectional view of the engine 200. As shown in FIG. In the figure, the same reference numerals are given to the same portions as those in FIG. 1, and the description thereof will be omitted as appropriate.
- an engine 200 burns an air-fuel mixture through an ignition operation by a spark plug 202 in a cylinder 201, and a reciprocating motion of a piston 203 that occurs in response to an explosive force due to such combustion is performed via a connecting rod 204.
- the crankshaft 205 can be converted into a rotational motion.
- crank position sensor 206 that detects the rotational position (ie, crank angle) of the crankshaft 205 is installed.
- the crank position sensor 206 is electrically connected to the ECU 100 (not shown), and the ECU 100 calculates the engine rotational speed Ne of the engine 200 based on the crank angle signal output from the crank position sensor 206. It is the composition which becomes.
- the engine 200 is an in-line four-cylinder engine in which four cylinders 201 are arranged in series in a direction perpendicular to the paper surface.
- the configurations of the individual cylinders 201 are equal to each other, in FIG. Only the cylinder 201 will be described. Further, the number of cylinders, the cylinder arrangement, the intake / exhaust system structure, the fuel supply mode, etc. in the internal combustion engine according to the present invention are not limited in any way as long as the compression ratio is variable as will be described later. .
- the air sucked from the outside passes through the intake pipe 207 and is guided into the cylinder 201 through the intake port 210 when the intake valve 211 is opened.
- the fuel injection valve of the injector 212 is exposed at the intake port 210, so that fuel can be injected into the intake port 210.
- the fuel injected from the injector 212 is mixed with the intake air before and after the opening timing of the intake valve 211 to become the above-described mixture.
- Fuel is stored in a fuel tank (not shown), and is supplied to the injector 212 via a delivery pipe (not shown) by the action of a feed pump (not shown).
- the air-fuel mixture combusted inside the cylinder 201 becomes exhaust, and is led to the exhaust pipe 215 via the exhaust port 214 when the exhaust valve 213 that opens and closes in conjunction with the opening and closing of the intake valve 211 is opened.
- a three-way catalyst 216 is installed in the exhaust pipe 215.
- the three-way catalyst 216 is configured to be able to purify CO (carbon monoxide), HC (hydrocarbon), and NOx (nitrogen oxide) discharged from the engine 200, respectively.
- the exhaust pipe 215 is provided with an air-fuel ratio sensor 217 configured to be able to detect the exhaust air-fuel ratio of the engine 200. Further, a water temperature sensor 218 for detecting the cooling water temperature related to the cooling water (LLC) circulated and supplied to cool the engine 200 is disposed in the water jacket installed in the cylinder block that houses the cylinder 201. ing.
- the air-fuel ratio sensor 217 and the water temperature sensor 218 are electrically connected to the ECU 100, respectively, and the detected air-fuel ratio and cooling water temperature are appropriately referred to by the ECU 100, respectively.
- a throttle valve 208 for adjusting the intake air amount related to the intake air guided through a cleaner is disposed on the upstream side of the intake port 210 in the intake pipe 207.
- the throttle valve 208 is configured such that its drive state is controlled by a throttle valve motor 209 electrically connected to the ECU 100.
- the ECU 100 basically controls the throttle valve motor 209 so as to obtain a throttle opening degree corresponding to an opening degree (not shown) of an accelerator pedal (that is, an accelerator opening degree Ta). It is also possible to adjust the throttle opening without intervention of the driver's intention through the operation control. That is, the throttle valve 208 is configured as a kind of electronically controlled throttle valve.
- a throttle opening sensor (not shown) configured to be able to detect the throttle opening thr that is the opening of the throttle valve 208 is disposed.
- the throttle opening sensor is electrically connected to the ECU 100, and the detected throttle opening thr is appropriately referred to by the ECU 100.
- the engine 200 is configured such that the compression ratio Rc is variable within a predetermined range.
- the compression ratio Rc is the ratio of the intake stroke volume and the combustion chamber volume, but the engine structure for making the compression ratio Rc variable is not unique.
- the length in the stroke direction of the cylinder block that houses the cylinder 201 may be variable in the intake stroke. That is, in this case, since the stroke of the piston 203 increases, the intake stroke volume increases and the compression ratio increases.
- the top dead center position of the piston 203 may be variable in the intake stroke. In this case, since the intake stroke volume decreases and the combustion chamber volume increases, the compression ratio can be changed.
- the engine 200 according to the present embodiment is not a method in which the compression ratio is variable depending on the physical structure of the engine, but the compression ratio is variable by changing the IVO (valve opening period) of the intake valve 211. . That is, when the normal closing timing of the intake valve 211 is delayed and IVO is expanded, the intake air blows back from the inside of the cylinder to the intake port side during a part of the compression stroke. For this reason, the intake air amount compressed in the compression stroke is reduced, and the same effect can be obtained as when the intake stroke volume is substantially reduced.
- IVO valve opening period
- the intake air amount to be compressed is approximately when the intake valve 211 is opened before and after the end of the exhaust stroke and closed after the start of the compression stroke (when using a kind of supercharging effect due to intake inertia).
- the engine 200 basically makes the compression ratio variable by the control on the side to decrease the compression ratio. For this reason, in the original physical configuration, the engine 200 is set so as to obtain a higher compression ratio than a normal engine (an engine whose compression ratio does not change).
- the engine 200 since it is necessary to control the closing timing of the intake valve 211 in conjunction with the exhaust valve 213, the engine 200 employs an electrically driven variable valve timing device.
- This device is a kind of cam-by-wire mechanism, and adopts a configuration in which the rotational phase of a cam as a swinging member that drives the intake valve 213 is changed within a predetermined range by the driving force of the electric motor.
- the engine 211 may include a vane-driven VVT (variable valve timing device), or may have a so-called lost motion cam drive mechanism.
- VVT variable valve timing device
- the torque converter 300 is a torque transmission device connected to the crankshaft 205 of the engine 200.
- the torque converter 300 outputs the rotational power of a pump impeller (not shown) connected to the input side (crankshaft 205 side) via an ATF (Automatic Transmission Transmission) and amplifying torque by a stator (not shown).
- This is a fluid transmission device configured to be able to transmit to a turbine runner (not shown) connected to the side (ECT 500 side) as rotational power. That is, the engine torque Te, which is the torque of the engine 200, is transmitted to the ECT 500 via the torque converter 300.
- the input shaft of the ECT 500 is connected to the turbine runner installed on the output side of the torque converter 300.
- the lockup clutch 400 includes a pair of engagement elements, and according to the engagement state of the pair of engagement elements, the pump impeller as an input side element and the turbine runner as an output side element in the torque converter 300 are connected and disconnected.
- This is a known hydraulic engagement type clutch device that is an example of a “lock-up mechanism” according to the present invention that is configured to be controllable.
- the engagement state of the pair of engagement elements of the lock-up clutch 400 is configured to be binary-switched between a fastening state in which they are fastened to each other and a released state in which they are separated from each other.
- the pump impeller and the turbine runner are directly connected.
- the function of the torque converter 300 described above as a fluid clutch is lost, and the engine torque Te is input to the ECT 500 without loss due to the ATF. .
- the hydraulic drive device that controls the engagement state of the lockup clutch 400 is electrically connected to the ECU 100, and the operation state is controlled by the ECU 100.
- a state where the pump impeller and the turbine runner are directly connected is hereinafter referred to as a “lock-up on state” as appropriate, and a state where these are not coupled is hereinafter referred to as a “lock-up off state” as appropriate.
- the ECT 500 is an electronically controlled stepped transmission that is an example of a “transmission” according to the present invention, and includes a plurality of friction engagement devices (not shown) including a plurality of clutch elements, brake elements, one-way clutch elements, and the like. is there.
- the ECT 500 is electrically connected to the ECU 100, and a plurality of mutually different frictional engagement devices are changed by changing the engagement state between these friction engagement devices through drive control of various solenoids (not shown) by the ECU 100. It is possible to obtain a plurality of shift speeds corresponding to the transmission gear ratio.
- the ECT 500 is provided with a rotation sensor (not shown), and is configured to be able to detect the ECT output shaft rotational speed Nout, which is the rotational speed of the output shaft of the ECT 500.
- the rotation sensor is electrically connected to the ECU 100, and the output shaft rotation speed Nout of the ECT 500 is appropriately referred to by the ECU 100.
- the ECT 400 has a configuration equivalent to that of a known electronically controlled automatic transmission, and detailed illustration thereof is omitted. However, as a gear position corresponding to the forward direction of the vehicle 10, “1st ”,“ 2nd ”,“ 3rd ”,“ 4th ”,“ 5th ”and“ 6th ”, and the gear ratio is such that the larger gear ratio is obtained in descending order. .
- the ECU 100 can set the gear ratio of the ECT 500 to a value corresponding to any one of the above-described gears by controlling the engagement state of each friction engagement device in the ECT 500. .
- the output shaft of the ECT 500 is connected to the left front axle SFL and the right front axle SFR, which are connected to the left front wheel FL and the right front wheel FR, which are driving wheels, via the speed reduction mechanism 11, respectively.
- FIG. 3 is a flowchart of drive control.
- the drive control improves the fuel efficiency of the vehicle 10 by correcting the compression ratio Rc of the engine 200 before and after the lock-up on timing of the lock-up clutch 400 and expanding the lock-up region. It is an example of operation
- the ECU 100 reads various information necessary for drive control (step S101). Specifically, the ECU 100 reads the throttle opening degree thr and the ECT output shaft rotation speed Nout.
- the throttle opening degree thr is an example of the “load equivalent value” according to the present invention
- the ECT output shaft rotational speed Nout is an example of the “vehicle speed equivalent value” according to the present invention.
- the ECU 100 determines whether or not the operating point of the vehicle 10 falls within the lock-up off region based on the read throttle opening degree thr and ECT output shaft rotation speed Nout (step S102).
- the operating point of the vehicle 10 is an operating point plane formed by arranging the throttle opening degree thr on the vertical axis and the ECT output shaft rotational speed Nout on the horizontal axis (the “coordinate system” according to the present invention).
- An example is defined above. That is, one coordinate point on the coordinate plane defined by one throttle opening thr and one ECT output shaft rotation speed Nout is treated as one operating point of the vehicle 10.
- Whether the lock-up clutch 400 should take the lock-up on state or the lock-up off state is defined by a lock-up line LLK (described later) set on the operation point plane.
- the lock-up off region is basically a region on the lower rotation side than the lock-up line LLK.
- step S102 when the operating point of the vehicle 10 is in the lock-up off region (step S102: YES), the ECU 100 determines whether or not the operating point of the vehicle 10 corresponds to the high compression ratio region (step S103).
- the compression ratio Rc of the engine 200 is switched in a binary manner between a low compression ratio RcL and a high compression ratio RcH.
- the compression ratio Rc may be varied in more stages or continuously.
- the high compression ratio region is a region in which it is defined that the high compression ratio RcH should be adopted as the compression ratio of the engine 200. Similar to the lock-up clutch 400, the compression ratio switching line set on the operating point plane is set. Defined by LRc.
- the high compression ratio region is basically a region on the lower load side than the compression ratio switching line LRc.
- the ECU 100 calculates the pre-switching engine efficiency ⁇ a (step S104).
- the pre-switching engine efficiency ⁇ a is used as one of element values that define the “current value of drive system efficiency” according to the present invention.
- FIG. 4 is a diagram illustrating the relationship between the compression ratio and the engine efficiency.
- the horizontal axis and the vertical axis represent the compression ratio Rc and the engine efficiency, respectively.
- the engine efficiency is the thermal efficiency of the engine 200. The higher the engine efficiency, the higher the fuel consumption efficiency, that is, the better the fuel consumption.
- an engine efficiency line Lee is defined.
- the engine efficiency line Lee is a line obtained by connecting the engine efficiency for one compression ratio Rc.
- step S104 the ECU 100 first refers to the relationship of FIG. 4 and acquires the pre-switching engine efficiency ⁇ a as the engine efficiency corresponding to the current compression ratio RcH (see point A in the figure).
- the ECU 100 calculates a pre-switching torque converter efficiency ⁇ c (step S105).
- the pre-switching torque converter efficiency ⁇ c is used as another element value that defines the “current value of drive system efficiency” according to the present invention.
- FIG. 5 is a diagram illustrating the relationship between the torque converter speed ratio Rs and the torque converter efficiency.
- the torque converter speed ratio Rs is the rotational speed ratio between the pump impeller and the turbine runner, and takes 1 when the lockup is on when these are mechanically directly connected (see point D in the figure).
- the horizontal axis and the vertical axis represent the torque converter speed ratio Rs and the torque converter efficiency, respectively.
- the torque converter efficiency is the torque transmission efficiency in the torque converter 300, and means that the higher the loss, the less the loss.
- a torque converter efficiency line Let is defined.
- the torque converter efficiency line Let is a line obtained by connecting the torque converter efficiency with respect to one torque converter speed ratio Rs.
- step S105 the ECU 100 refers to the relationship of FIG. 5 and acquires the pre-switching torque converter efficiency ⁇ c as the torque converter efficiency corresponding to the current torque converter speed ratio Rs (see point C in the figure).
- the ECU 100 calculates a torque fluctuation allowable value (step S106).
- the torque fluctuation allowable value is a limit value that allows noise and vibration of the vehicle 10 to fall within an allowable range when the lock-up clutch 400 is shifted to the lock-up on state under the current driving conditions of the vehicle 10, or such This is a torque fluctuation index value corresponding to a value obtained by adding a certain margin to the limit value.
- the torque fluctuation index value Tc is a standardized index value that specifies the degree of torque fluctuation of the engine 200, experimentally obtained in advance, and means that the larger the torque fluctuation, the larger the torque fluctuation.
- the torque fluctuation allowable value is stored in advance as a variable value in accordance with the driving condition of the vehicle 10 in the ROM.
- the ECU 100 calculates the allowable compression ratio Rcsfy (step S107).
- the allowable compression ratio Rcsfy is the compression ratio of the engine 200 corresponding to the torque fluctuation allowable value.
- the torque fluctuation allowable value will be described with reference to FIG.
- FIG. 6 is a diagram illustrating the relationship between the compression ratio and the torque fluctuation index value in the vehicle 10. In the figure, the same reference numerals are given to the same portions as those in FIG. 4, and the description thereof will be omitted as appropriate.
- the horizontal axis and the vertical axis represent the compression ratio Rc and the torque fluctuation index value Tc, respectively.
- a torque fluctuation line Ltc is defined.
- the torque fluctuation line Ltc is a line obtained by connecting torque fluctuation index values for one compression ratio Rc.
- step S107 of FIG. 3 the ECU 100 refers to the relationship of FIG. 6, and sets the compression ratio Rc value (see point B in the figure) necessary for suppressing the torque fluctuation index value to the torque fluctuation allowable value Tcth to the allowable compression. Obtained as the ratio Rcsfy.
- the ECU 100 calculates the post-switching engine efficiency ⁇ b (step S108).
- the post-switching engine efficiency ⁇ b is the engine efficiency corresponding to the allowable compression ratio Rcsfy, and is the engine efficiency corresponding to the point B with reference to FIG.
- the post-switching engine efficiency ⁇ b is a factor that defines the “predicted value of the efficiency of the drive system when the compression ratio is reduced to an allowable value determined so that the state element satisfies the predetermined requirement” according to the present invention. Value.
- the post-switching torque converter efficiency ⁇ d is the torque converter efficiency at the time of lock-up on, that is, “1” in the present embodiment.
- the post-switching torque converter efficiency ⁇ d is a value that defines the “predicted value of the efficiency of the drive system when the compression ratio is reduced to an allowable value determined so that the state element satisfies the predetermined requirement” according to the present invention. Element value.
- step S110 the ECU 100 determines whether or not ⁇ b ⁇ ⁇ d is larger than ⁇ a ⁇ ⁇ c (step S110).
- ⁇ b ⁇ ⁇ d is an example of the “predicted value of drive system efficiency” according to the present invention
- ⁇ b ⁇ ⁇ d is an example of the “current value of drive system efficiency” according to the present invention. That is, in step S110, when the compression ratio Rc of the engine 200 is reduced from the current compression ratio RcH to the allowable compression ratio Rcsfy corresponding to the torque fluctuation allowable value Rcth, is the fuel consumption of the vehicle 10 as a whole improved? This is a process for determining whether or not.
- step S110 when the predicted value is less than or equal to the current value (step S110: NO), that is, when the effect of improving fuel efficiency cannot be obtained even when the compression ratio is lowered and the lockup clutch 400 is in the lockup on state.
- the ECU 100 maintains the compression ratio Rc at the current value (step S113), and continues the lockup-off state related to the lockup clutch 400 (step S114).
- step S110 when the predicted value is larger than the current value (step S110: YES), that is, when the effect of improving the fuel consumption can be obtained by lowering the compression ratio and bringing the lockup clutch 400 into the lockup on state, the ECU 100 Lowers the compression ratio Rc from the current value to the allowable compression ratio Rcsfy (step S111), and switches the lockup clutch 400 to the lockup on state (step S112).
- step S112 or step S114 When step S112 or step S114 is executed, the process returns to step S101, and a series of processes is repeated.
- the drive control is executed as described above.
- FIG. 7 is a schematic diagram of the operating point plane described above.
- the same reference numerals are assigned to portions overlapping with the description so far, and the description thereof is omitted as appropriate.
- the operating point plane having the throttle opening degree thr and the ECT output shaft rotational speed Nout as the axis elements described above is shown, and the above-described lockup line LLK is shown by a solid line in the figure.
- the compression ratio switching line LRc described above is represented by a chain line in the drawing.
- the throttle opening degree thr that defines the compression ratio switching line LRc is an example of the “reference value” of the “load equivalent value” according to the present invention.
- the operating point plane is divided into four by the compression ratio switching line LRc and the lockup line LLK, and the region on the lower load side than the compression ratio switching line LRc and on the lower rotation side than the lockup line LLK is the first drive region.
- the region on the lower load side than the compression ratio switching line LRc and the higher rotation side than the lockup line LLK is the second drive region, the region on the higher load side than the compression ratio switching line LRc and the lower rotation side than the lockup line LLK
- the third drive region, the region on the high load side from the compression ratio switching line LRc and the region on the higher rotation side than the lockup line LLK is defined as a fourth drive region.
- the magnitude relationship between the predicted value and the current value of the drive system described above is not unambiguous, and the predicted value may exceed the current value.
- the efficiency of the drive system remains at the current value even in the operating point region where the predicted value exceeds the current value.
- the opportunity to improve the fuel efficiency of the corner vehicle 10 is lost in vain.
- the compression ratio Rc is set as a reference value that is set in advance.
- the lockup clutch 400 is shifted to the lockup on state.
- the cooperative lock-up on region becomes the hatched region shown in the figure. That is, the cooperative lockup on region exists over a significant range between the first drive region and the second drive region.
- This cooperative lock-up on region is a region where the fuel efficiency of the vehicle 10 can be improved as compared with the case where measures similar to the drive control according to the present embodiment are not taken.
- the lockup on region is expanded by the amount corresponding to the cooperative lockup on region by mutually coordinating the control of the operation state of the lockup clutch 400 and the compression ratio control. It is possible to improve the fuel efficiency of the vehicle 10 by efficiently utilizing the variable compression ratio effect of the engine 200 which is a variable compression ratio type internal combustion engine.
- the cooperative lock-up on region illustrated in FIG. 7 is obtained each time by comparing the predicted value with the current value.
- the relationship illustrated in FIG. It goes without saying that the same benefits can be enjoyed by holding and the like.
- Second Embodiment In the drive control exemplified in the first embodiment, the lockup clutch 400 is uniformly switched to the lockup on state in the cooperative lockup on region. However, the lock-up on operation in the cooperative lock-up on region is accompanied by a decrease in the compression ratio, and thus sacrifices the acceleration performance of the vehicle 10 to some extent. Therefore, a second embodiment of the present invention that can ensure acceleration performance will be described with reference to FIG.
- FIG. 8 is a flowchart of the acceleration priority control according to the second embodiment of the present invention.
- the ECU 100 reads information necessary for executing the acceleration priority control (step S201). Specifically, the throttle opening degree thr is read. Next, the ECU 100 calculates a throttle change amount ⁇ thr (step S202).
- the throttle change amount ⁇ thr is a deviation between the current value and the previous value of the throttle opening degree thr, and is synonymous with the change speed of the throttle opening degree if the information reading cycle according to step S201 is constant.
- the ECU 100 determines whether or not the throttle change amount ⁇ thr is greater than zero (step S203).
- the throttle change amount ⁇ thr can take a positive or negative value.
- the throttle change amount ⁇ thr takes a negative value, the vehicle 10 has made a deceleration request.
- step S203 NO
- the ECU 100 permits the cooperative lockup on operation (step S208), and returns the process to step S201.
- step S203 when the throttle change amount ⁇ thr takes a positive value (step S203: YES), the ECU 100 further determines whether or not the throttle change amount ⁇ thr is larger than the reference value f (step S204).
- step S204 when the throttle change amount ⁇ thr is equal to or smaller than the reference value f (step S204: NO), the ECU 100 returns the process to step S201 and repeats a series of processes.
- the reference value f is a conforming value, and is set to a boundary value at which a decrease in acceleration performance due to cooperative lock-up on can cause a significant decrease in drivability.
- step S204 determines whether or not the current operating point of the vehicle falls within the cooperative lockup on region (step S205).
- step S205 NO
- the ECU 100 returns the process to step S201 and repeats a series of processes.
- FIG. 9 is a diagram illustrating a one-hour transition of the acceleration of the vehicle when the acceleration request is generated.
- the vertical axis and the horizontal axis represent acceleration and time, respectively. It is assumed that an acceleration request is generated at time T1 (that is, the throttle change amount ⁇ thr> f is satisfied). In this case, in the fuel efficiency priority control similar to the first embodiment, as illustrated in the broken line in the drawing, the change in acceleration with time is slow. This is due to the torque reduction caused by the compression ratio of the engine 200 being reduced to the allowable compression ratio Rcsfy and the torque amplification effect not occurring in the torque converter 300.
- the acceleration priority control according to the present embodiment when the acceleration priority control according to the present embodiment is applied, as shown by the solid line in the figure, the acceleration rises after the acceleration request is generated and the desired acceleration feeling can be provided.
- the cooperative lockup on operation (lockup on and compression ratio) in the cooperative lockup on region is performed. (Reduction) is forcibly terminated or execution thereafter is prohibited. For this reason, in the situation where acceleration is prioritized over fuel efficiency, a decrease in drivability (deviation from the driver's intention) due to uniform travel control with fuel efficiency is suppressed, and favorable drivability is ensured.
- the aspect in which the compression ratio Rc of the engine 200 and the switching of the operation state of the lockup clutch 400 are coordinated with each other is the compression ratio in the operation state switching control of the lockup clutch 400 as in the first and second embodiments. It is not limited only to coordinating control.
- a third embodiment of the present invention based on such a purpose will be described.
- the driving force securing control is control for coordinating switching of the operation state of the lockup clutch 400 on the premise of the compression ratio control of the engine 200, that is, an example of the operation of the second vehicle control device according to the present invention. It is.
- vehicle configuration in the present embodiment is not different from the vehicle 10 according to the first and second embodiments.
- the ECU 100 reads various information necessary for driving force securing control (step S301). Specifically, the throttle opening degree thr, the ECT output shaft rotational speed Nout, and the engine rotational speed Ne are read.
- the ECU 100 determines the lock-up state (operation state) of the lock-up clutch 400 (step S302), and determines whether or not the lock-up clutch 400 is in the lock-up on state (step S303).
- lock-up clutch 400 is in the lock-up off state (step S303: NO)
- ECU 100 returns the process to step S301.
- step S303 When the lockup clutch 400 is in the lockup on state (step S303: YES), the ECU 100 sets the compression ratio Rc of the engine 200 based on the engine rotational speed Ne and the throttle opening degree thr read in step S301 ( Step S304). When the compression ratio Rc is set, the ECU 100 determines whether or not the set compression ratio is less than the reference value Rcth (step S305).
- FIG. 11 is a diagram illustrating the relationship between the throttle opening degree thr and the compression ratio.
- the vertical axis and the horizontal axis represent the compression ratio Rc and the throttle opening degree thr, respectively.
- the locus of the compression ratio Rc of the engine 200 with respect to the throttle opening degree thr is as shown by a solid line in the figure, and as the throttle opening degree thr increases, that is, as the engine 200 shifts to a high load state, the compression is performed.
- the ratio Rc decreases. This is because knocking and torque fluctuation are more likely to occur in the high load region, and the compression ratio Rc has to be reduced in consideration of the combustibility and durability of the engine 200 and the comfort of the vehicle 10.
- a decrease in the compression ratio Rc leads to a decrease in the engine torque that is the output of the engine 200.
- an increase in the throttle opening thr means an increase in the required acceleration. Accordingly, in the relationship illustrated in FIG. 11, a driving force shortage that can be manifested as a decrease in drivability occurs due to an engine torque that decreases with an increase in required acceleration.
- the compression ratio Rc corresponding to the deficiency in driving force that can be manifested as a decrease in drivability is the reference value Rcth.
- step S305: NO if the set compression ratio is equal to or greater than the reference value Rcth (step S305: NO), the ECU 100 returns the process to step S301, assuming that the driving force is insufficient.
- step S305: YES when the set compression ratio is less than the reference value Rcth (step S305: YES), the ECU 100 switches the lockup clutch 400 in the lockup on state to the lockup off state (step S306).
- step S306 is executed, the process returns to step S301, and a series of processes is repeated.
- the lockup clutch 400 cooperates and the place where the lockup on state should be originally taken is switched to the lockup off state.
- the torque amplification effect in the torque converter 300 is restored, and it is possible to ensure acceleration performance by compensating for the shortage of engine torque due to a decrease in the compression ratio. As a result, it becomes possible to suppress a decrease in drivability.
- the operation state and compression of the lock-up clutch 400 are described.
- the ratio for example, it becomes possible to further improve fuel consumption and power performance (drivability).
- Such a specific advantage according to the present application is superior to an apparatus based on any technical idea that does not have a technical idea of cooperatively controlling them.
- the throttle opening degree thr is used as the “load equivalent value” according to the present invention.
- the accelerator opening degree and the intake air amount are used as the load equivalent value. May be.
- the ECT output shaft rotation speed Nout is used as the “vehicle speed equivalent value” according to the present invention.
- the vehicle speed itself may be used as the vehicle speed equivalent value. .
- the compression ratio is switched between the low compression ratio RcL and the high compression ratio RcH in order to prevent the explanation from becoming complicated.
- the compression ratio Rc may be continuously variable according to the throttle opening degree thr and the engine rotational speed Ne, as exemplified in the third embodiment, for example. In any case, the cooperative lock-up on region illustrated in FIG. 7 does not change significantly.
- the present invention can be applied to a vehicle including an internal combustion engine having a variable compression ratio and a transmission having a lock-up mechanism.
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- General Engineering & Computer Science (AREA)
- Transportation (AREA)
- Automation & Control Theory (AREA)
- Control Of Fluid Gearings (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
- Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
Abstract
Description
以下、図面を参照して、本発明の好適な実施形態について説明する。
<第1実施形態>
<実施形態の構成>
始めに、図1を参照して、本発明の第1実施形態に係る車両10の構成について説明する。ここに、図1は、車両10の構成を概念的に表してなる概略構成図である。
<駆動制御の詳細>
始めに、図3を参照し、駆動制御の流れについて説明する。ここに、図3は駆動制御のフローチャートである。尚、駆動制御は、ロックアップクラッチ400のロックアップオン時期と相前後してエンジン200の圧縮比Rcを補正し、ロックアップ領域を拡大することによって車両10の燃費を向上させる、本発明に係る第1の車両の制御装置の動作の一例である。
<第2実施形態>
第1実施形態に例示した駆動制御では、協調ロックアップオン領域において一律にロックアップクラッチ400がロックアップオン状態に切り替えられた。然るに、協調ロックアップオン領域でのロックアップオン動作は、圧縮比の低下を伴うため、車両10の加速性能を少なからず犠牲にしていることになる。そこで、加速性能を担保し得る本発明の第2実施形態について、図8を参照して説明する。ここに、図8は、本発明の第2実施形態に係る加速優先制御のフローチャートである。
<第3実施形態>
エンジン200の圧縮比Rcと、ロックアップクラッチ400の動作状態の切り替えとを相互に協調させる態様は、第1及び第2実施形態のように、ロックアップクラッチ400の動作状態の切り替え制御に圧縮比制御を協調させるのみに限定されない。ここでは、そのような趣旨に基づいた、本発明の第3実施形態について説明する。始めに、図10を参照し、本発明の第3実施形態に係る駆動力確保制御の詳細について説明する。ここに、図10は、駆動力確保制御のフローチャートである。尚、駆動力確保制御は、エンジン200の圧縮比制御を前提としてロックアップクラッチ400の動作状態の切り替えを協調させる制御であり、即ち、本発明に係る第2の車両の制御装置の動作の一例である。
Claims (9)
- 圧縮比が可変な内燃機関と、該内燃機関の機関出力軸と入力軸との間にトルクコンバータ及びロックアップ機構を有すると共に前記入力軸の回転速度と車軸に連結された出力軸の回転速度との比を変化させることが可能な変速装置とを駆動系として備えた車両を制御する車両の制御装置であって、
前記車両の運転条件に応じて前記ロックアップ機構の動作状態を切り替える第1制御手段と、
前記動作状態が切り替えられる場合の少なくとも一部において前記圧縮比を変化させる第2制御手段と
を具備することを特徴とする車両の制御装置。 - 前記第2制御手段は、前記運転条件として前記内燃機関の負荷相当値が基準値未満となる領域において前記動作状態がロックアップオン状態へ切り替えられる場合に、前記圧縮比を低下させる
ことを特徴とする請求の範囲第1項に記載の車両の制御装置。 - 前記第1制御手段は、前記車両において発生する振動及び騒音のうち少なくとも一方を含む状態要素が所定要件を満たすように前記ロックアップ機構の動作状態を切り替える
ことを特徴とする請求の範囲第1項に記載の車両の制御装置。 - 前記第1制御手段は、前記内燃機関の負荷相当値が基準値未満となる領域において、前記圧縮比を前記状態要素が前記所定要件を満たすように定められた許容値まで低下させた場合における前記駆動系の効率の予測値に基づいて前記動作状態を切り替える
ことを特徴とする請求の範囲第3項に記載の車両の制御装置。 - 前記第1制御手段は、前記負荷相当値を含む前記車両の運転条件が、前記駆動系の効率の現在値が前記予測値未満となる所定の協調ロックアップ領域に該当する場合に、前記動作状態をロックアップオン状態へと切り替え、
前記第2制御手段は、前記運転条件が前記協調ロックアップ領域に該当することに起因して前記動作状態が前記ロックアップオン状態へ切り替えられた場合に、前記圧縮比を前記許容値まで低下させる
ことを特徴とする請求の範囲第4項に記載の車両の制御装置。 - 前記協調ロックアップ領域は、前記負荷相当値と前記車両の車速相当値とを軸要素とする座標系において、前記負荷相当値が前記基準値未満となる領域であって、且つ前記車速相当値の方向において、前記圧縮比が高圧縮比相当値であり且つ前記動作状態が前記ロックアップオフ状態となる第1領域と、前記圧縮比が前記高圧縮比相当値であり且つ前記動作状態が前記ロックアップ状態となる第2領域とに挟まれた領域である
ことを特徴とする請求の範囲第5項に記載の車両の制御装置。 - 前記第1制御手段は、前記協調ロックアップ領域において前記内燃機関の負荷相当値の変化量が基準値以上である場合に、前記動作状態を前記ロックアップオフ状態へ戻し、
前記第2制御手段は、前記動作状態が前記ロックアップオフ状態へ戻されるのに伴って前記圧縮比を上昇させる
ことを特徴とする請求の範囲第5項に記載の車両の制御装置。 - 圧縮比が可変な内燃機関と、該内燃機関の機関出力軸と入力軸との間にトルクコンバータ及びロックアップ機構を有すると共に前記入力軸の回転速度と車軸に連結された出力軸の回転速度との比を変化させることが可能な変速装置とを駆動系として備えた車両を制御する車両の制御装置であって、
前記車両の運転条件に応じて前記圧縮比を変化させる第1制御手段と、
前記圧縮比を変化させる場合の少なくとも一部において前記ロックアップ機構の動作状態を切り替える第2制御手段と
を具備することを特徴とする車両の制御装置。 - 前記第1制御手段は、前記運転条件として前記内燃機関の負荷相当値の大小に応じて前記圧縮比を夫々低高に変化させ、
前記第2制御手段は、前記動作状態がロックアップオン状態であり且つ前記内燃機関の負荷相当値が基準値以上である場合において、前記圧縮比が基準値未満の値まで変化した場合に、前記動作状態をロックアップオフ状態へ切り替える
ことを特徴とする請求の範囲第8項に記載の車両の制御装置。
Priority Applications (5)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP2011517689A JP5146598B2 (ja) | 2010-03-29 | 2010-03-29 | 車両の制御装置 |
DE112010005427.4T DE112010005427B4 (de) | 2010-03-29 | 2010-03-29 | Fahrzeugsteuerungsgerät |
PCT/JP2010/055605 WO2011121711A1 (ja) | 2010-03-29 | 2010-03-29 | 車両の制御装置 |
CN201080001949.3A CN102483002B (zh) | 2010-03-29 | 2010-03-29 | 车辆的控制装置 |
US13/126,228 US8600632B2 (en) | 2010-03-29 | 2010-03-29 | Vehicle control apparatus |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
PCT/JP2010/055605 WO2011121711A1 (ja) | 2010-03-29 | 2010-03-29 | 車両の制御装置 |
Publications (1)
Publication Number | Publication Date |
---|---|
WO2011121711A1 true WO2011121711A1 (ja) | 2011-10-06 |
Family
ID=44711506
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/JP2010/055605 WO2011121711A1 (ja) | 2010-03-29 | 2010-03-29 | 車両の制御装置 |
Country Status (5)
Country | Link |
---|---|
US (1) | US8600632B2 (ja) |
JP (1) | JP5146598B2 (ja) |
CN (1) | CN102483002B (ja) |
DE (1) | DE112010005427B4 (ja) |
WO (1) | WO2011121711A1 (ja) |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
WO2016038715A1 (ja) * | 2014-09-11 | 2016-03-17 | 日産自動車株式会社 | 車両の制御装置 |
Families Citing this family (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP6354477B2 (ja) * | 2014-09-11 | 2018-07-11 | 日産自動車株式会社 | 車両の制御装置 |
US10145316B2 (en) * | 2016-05-04 | 2018-12-04 | Ford Global Technologies, Llc | Method and system for engine control |
DE102018209384A1 (de) * | 2018-06-13 | 2019-12-19 | Bayerische Motoren Werke Aktiengesellschaft | Verfahren zum Betreiben einer Hubkolben-Brennkraftmaschine |
Citations (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPH11117785A (ja) * | 1997-10-17 | 1999-04-27 | Nissan Motor Co Ltd | 過給機付エンジンの制御装置 |
Family Cites Families (19)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US4114585A (en) * | 1971-09-28 | 1978-09-19 | Terrytune Developments Limited | Internal-combustion engines |
AU577211B2 (en) * | 1986-01-20 | 1988-09-15 | Honda Giken Kogyo Kabushiki Kaisha | Swash plate type hydraulic transmission |
US7286922B1 (en) * | 1994-02-23 | 2007-10-23 | Luk Getriebe-Systeme Gmbh | Method of and apparatus for transmitting torque in vehicular power trains |
JP3120670B2 (ja) | 1994-11-29 | 2000-12-25 | トヨタ自動車株式会社 | 車両用エンジンおよび自動変速機の制御装置 |
US5819702A (en) * | 1995-05-17 | 1998-10-13 | Ngv Technologies, Inc. | High efficiency vehicle and engine |
JP3332011B2 (ja) * | 1999-06-22 | 2002-10-07 | トヨタ自動車株式会社 | 内燃機関の制御装置 |
JP3772699B2 (ja) * | 2001-06-28 | 2006-05-10 | トヨタ自動車株式会社 | 機関作動特性変更手段のロック防止作動制御方法 |
WO2003010023A1 (en) * | 2001-07-26 | 2003-02-06 | Toyota Jidosha Kabushiki Kaisha | Vehicle control device and control method therefor |
JP2003206770A (ja) * | 2002-01-10 | 2003-07-25 | Toyota Motor Corp | パワートレーン |
JP2004239146A (ja) * | 2003-02-05 | 2004-08-26 | Nissan Motor Co Ltd | エンジンの吸気制御装置 |
JP4004415B2 (ja) * | 2003-02-20 | 2007-11-07 | 保全産業株式会社 | 余剰汚泥処理装置とそれを用いた活性汚泥処理システム |
JP4351966B2 (ja) * | 2004-08-27 | 2009-10-28 | 本田技研工業株式会社 | 制御装置 |
JP2006170163A (ja) * | 2004-12-20 | 2006-06-29 | Denso Corp | 内燃機関の始動制御装置 |
JP5029290B2 (ja) * | 2007-10-29 | 2012-09-19 | 日産自動車株式会社 | 可変圧縮比エンジン |
JP2012219761A (ja) * | 2011-04-12 | 2012-11-12 | Toyota Motor Corp | 車両制御装置 |
JP2012225165A (ja) * | 2011-04-15 | 2012-11-15 | Nissan Motor Co Ltd | 可変圧縮比エンジンの制御装置 |
JP5360121B2 (ja) * | 2011-04-19 | 2013-12-04 | マツダ株式会社 | 火花点火式エンジンの制御方法および火花点火式エンジン |
US9284893B2 (en) * | 2011-10-24 | 2016-03-15 | Nissan Motor Co., Ltd. | Apparatus and method for controlling rotation speed of internal combustion engine |
JP2013122226A (ja) * | 2011-12-12 | 2013-06-20 | Toyota Motor Corp | 車両用駆動装置の制御装置 |
-
2010
- 2010-03-29 WO PCT/JP2010/055605 patent/WO2011121711A1/ja active Application Filing
- 2010-03-29 CN CN201080001949.3A patent/CN102483002B/zh not_active Expired - Fee Related
- 2010-03-29 JP JP2011517689A patent/JP5146598B2/ja not_active Expired - Fee Related
- 2010-03-29 DE DE112010005427.4T patent/DE112010005427B4/de not_active Expired - Fee Related
- 2010-03-29 US US13/126,228 patent/US8600632B2/en active Active
Patent Citations (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPH11117785A (ja) * | 1997-10-17 | 1999-04-27 | Nissan Motor Co Ltd | 過給機付エンジンの制御装置 |
Cited By (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
WO2016038715A1 (ja) * | 2014-09-11 | 2016-03-17 | 日産自動車株式会社 | 車両の制御装置 |
JPWO2016038715A1 (ja) * | 2014-09-11 | 2017-04-27 | 日産自動車株式会社 | 車両の制御装置 |
US10138998B2 (en) | 2014-09-11 | 2018-11-27 | Nissan Motor Co., Ltd. | Vehicle control device |
RU2674368C2 (ru) * | 2014-09-11 | 2018-12-07 | Ниссан Мотор Ко., Лтд. | Устройство управления транспортного средства |
Also Published As
Publication number | Publication date |
---|---|
CN102483002A (zh) | 2012-05-30 |
JPWO2011121711A1 (ja) | 2013-07-04 |
US8600632B2 (en) | 2013-12-03 |
DE112010005427T5 (de) | 2013-02-28 |
CN102483002B (zh) | 2014-11-05 |
US20120035816A1 (en) | 2012-02-09 |
DE112010005427B4 (de) | 2018-02-08 |
JP5146598B2 (ja) | 2013-02-20 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
US7785230B2 (en) | Variable displacement engine powertrain fuel economy mode | |
US8617027B2 (en) | Control strategy for multi-mode vehicle propulsion system | |
US8439796B2 (en) | Methods and systems for turbocharger control | |
CN101737223B (zh) | 控制车辆发动机的方法及*** | |
US6738702B2 (en) | Method for particulate filter regeneration in vehicles having an automatically controlled transmission | |
JP5979030B2 (ja) | 可変気筒エンジン | |
US10196065B2 (en) | Vehicle control system | |
US20080078593A1 (en) | Hybrid Vehicle with Camless Valve Control | |
JP7137146B2 (ja) | エンジンの制御装置 | |
JP6020218B2 (ja) | 可変気筒エンジン | |
US20190055892A1 (en) | Method and system for engine control | |
JP5146598B2 (ja) | 車両の制御装置 | |
JP5120230B2 (ja) | 車両の制御装置 | |
JP5333313B2 (ja) | 車両の制御装置 | |
JP7159821B2 (ja) | 車両用エンジンの制御装置 | |
CN105383480B (zh) | 用于改进混合动力传动***操作的方法和*** | |
GB2394308A (en) | A powertrain control method for minimizing effects of engine torque disturbances | |
JP2009255701A (ja) | 動力伝達機構の制御装置 | |
US20040043864A1 (en) | Method for controlling camless engine having an automatically controlled transmission | |
JP2009041525A (ja) | 車両の制御装置、制御方法およびその方法をコンピュータで実現されるプログラムならびにそのプログラムを記録した記録媒体 | |
JP5413152B2 (ja) | 火花点火式エンジンの制御装置 | |
JP5182039B2 (ja) | 車両の制御装置 | |
JP4725448B2 (ja) | 内燃機関の制御装置 | |
JP4961812B2 (ja) | 車両の制御装置 | |
JP2010159650A (ja) | ハイブリッド車両のエンジン停止制御装置 |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
WWE | Wipo information: entry into national phase |
Ref document number: 201080001949.3 Country of ref document: CN |
|
WWE | Wipo information: entry into national phase |
Ref document number: 2011517689 Country of ref document: JP |
|
WWE | Wipo information: entry into national phase |
Ref document number: 13126228 Country of ref document: US |
|
121 | Ep: the epo has been informed by wipo that ep was designated in this application |
Ref document number: 10848891 Country of ref document: EP Kind code of ref document: A1 |
|
WWE | Wipo information: entry into national phase |
Ref document number: 112010005427 Country of ref document: DE Ref document number: 1120100054274 Country of ref document: DE |
|
122 | Ep: pct application non-entry in european phase |
Ref document number: 10848891 Country of ref document: EP Kind code of ref document: A1 |