JP2010144599A - Vehicle control device - Google Patents

Abstract

A fuel property determination accuracy is improved.
Hydraulic oil is directly supplied to an input clutch between the engine and the continuously variable transmission from an oil pump driven by the engine. Therefore, the input clutch is released when the engine is stopped, and the input clutch is engaged when the engine is operating. When the engine start operation is started, the operating state of the input clutch is determined. If the input clutch is in the released state or the engaged state, the ignition number integrated value and the engine speed integrated value are calculated, and the input clutch is in the slip state. In this case, the calculation of the ignition number integrated value and the engine speed integrated value is interrupted. When the ignition number integrated value exceeds the determination reference value A, it is determined that the fuel is light if the engine speed integrated value exceeds the determination reference value B. If it falls below, it is determined that the fuel is heavy.
[Selection] Figure 3

Description

  The present invention relates to a vehicle control device including a clutch unit between an engine and a transmission mechanism.

In general, the volatility of fuel supplied to an engine such as an automobile is changed depending on the destination of the fuel. For example, a highly volatile fuel is shipped to an area that is in a low temperature environment, while a low volatile fuel is shipped to an area that is in a high temperature environment. Further, since the volatility of the fuel is a factor that affects the startability and output torque of the engine, it is important to control the fuel injection amount and the ignition timing according to the volatility of the fuel. Therefore, a vehicle has been proposed in which a determination function for determining the level of volatility (fuel property) is incorporated, and the fuel injection amount and ignition timing are controlled according to the fuel property (see, for example, Patent Document 1). Also, in a hybrid vehicle having an engine decompression function, in order to avoid an unstable combustion state of the engine, when it is determined that the volatility of fuel is low, the engine decompression operation is stopped. Has been proposed (see, for example, Patent Document 2).
Japanese Patent Laid-Open No. 10-231744 JP 2006-347231 A

  By the way, in the hybrid vehicle described in Patent Document 2, the fuel property is determined from the relationship between the fuel injection amount and the engine torque. As described above, since the fuel property is determined based on the operating state of the engine, it is important to avoid significant fluctuations in the engine load at the time of determination. However, the techniques described in Patent Document 1 and Patent Document 2 do not consider the timing for determining the fuel property, and may cause an erroneous determination of the fuel property depending on the determination timing. .

  An object of the present invention is to improve the determination accuracy of fuel properties.

  The vehicle control device according to the present invention is a vehicle control device including a clutch unit between an engine and a transmission mechanism, and includes a clutch determination unit that determines an operating state of the clutch unit, and a fuel supplied to the engine. The fuel determination means interrupts the determination of the fuel property when it is determined that the clutch means is in a transient state in the process of switching from the released state to the engaged state. It is characterized by doing.

  The vehicle control device according to the present invention includes an ignition number calculating means for calculating an integrated number of times of ignition by integrating the number of ignitions of the engine, and an engine for calculating an integrated value of the engine speed by integrating the engine speed of the engine. An engine speed calculating means, wherein the fuel determining means determines the fuel property based on the engine speed integrated value from when the engine start operation is started until the predetermined ignition frequency integrated value is reached. Features.

  In the vehicle control apparatus according to the present invention, the ignition number calculating means and the engine speed calculating means are configured such that the ignition number integrated value and the engine speed integrated value are determined when the clutch means is determined to be in a transient state. The operation is interrupted.

  According to the present invention, in the transition state of the clutch means that is switched from the released state to the engaged state, the determination of the fuel property is interrupted, so that the fluctuation of the engine load at the time of determination can be suppressed, and the fuel property It is possible to improve the determination accuracy.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. FIG. 1 is a schematic view showing a power unit 10 mounted on a vehicle. As shown in FIG. 1, the power unit 10 is provided with a belt-type continuously variable transmission (transmission mechanism) 11. A torque converter 13, an input clutch (clutch means) 14 and a gear train 15 are provided between the engine 12 and the continuously variable transmission 11. Engine power output from the engine 12 is input to the continuously variable transmission 11 via the torque converter 13, the input clutch 14, and the gear train 15. Further, a forward / reverse switching mechanism 16 is provided on the output side of the continuously variable transmission 11, and the engine power that has passed through the continuously variable transmission 11 is controlled in its rotational direction by the forward / backward switching mechanism 16 before the gear train 17. To the drive wheel (not shown) via the output shaft 18. Further, in order to supply hydraulic oil to the continuously variable transmission 11 and the like, an oil pump 19 driven by engine power is provided, and a valve unit 20 that controls supply of hydraulic oil from the oil pump 19 is provided.

  The torque converter 13 includes a pump impeller 23 connected to the crankshaft 21 via a front cover 22, and a turbine runner 25 facing the pump impeller 23 and connected to the turbine shaft 24. Hydraulic oil is supplied into the torque converter 13, and engine power is transmitted from the pump impeller 23 to the turbine runner 25 via the hydraulic oil. In the torque converter 13, a lockup clutch 26 that directly connects the crankshaft 21 and the turbine shaft 24 is provided.

  The continuously variable transmission 11 includes a primary shaft 31 including a primary pulley 30 and a secondary shaft 33 including a secondary pulley 32. A primary chamber (not shown) is partitioned in the primary pulley 30, and the sheave width of the primary pulley 30 can be changed by adjusting the hydraulic pressure in the primary chamber. The secondary pulley 32 has a secondary chamber (not shown), and the sheave width of the secondary pulley 32 can be changed by adjusting the hydraulic pressure in the secondary chamber. A drive belt 34 is wound around these pulleys 30 and 32, and a continuously variable transmission from the primary shaft 31 to the secondary shaft 33 is possible by changing the sheave width and changing the winding diameter of the drive belt 34. It has become.

  The input clutch 14 has a clutch pressure chamber (not shown). By supplying hydraulic oil to the clutch pressure chamber, the input clutch 14 is switched to an engaged state in which the turbine shaft 24 and the gear train 15 are connected. On the other hand, by discharging the hydraulic oil from the clutch pressure chamber, the input clutch 14 is switched to a released state in which the turbine shaft 24 and the gear train 15 are disconnected. Since the hydraulic pressure from the oil pump 19 driven by the engine 12 is directly supplied to the clutch pressure chamber of the input clutch 14, the input clutch 14 is released when the engine is stopped when the oil pump 19 is stopped. During the engine operation in which the oil pump 19 is driven, the input clutch 14 is engaged. By incorporating the input clutch 14, it is possible to protect the continuously variable transmission 11 by preventing the drive belt 34 from slipping. That is, immediately after the engine is started when the discharge pressure of the oil pump 19 is not sufficiently increased, the hydraulic pressure supplied to the primary chamber and the secondary chamber is also decreased, so that the clamping force of the primary pulley 30 and the secondary pulley 32 is also decreased. It has become a state. Such a decrease in the clamping force causes the drive belt 34 to slip, but the input clutch 14 is released immediately after the engine is started, so that excessive engine torque is input to the continuously variable transmission 11. Thus, the continuously variable transmission 11 can be protected by preventing the drive belt 34 from slipping.

  The forward / reverse switching mechanism 16 includes a planetary gear train 40, a forward clutch 41, and a reverse brake 42. By controlling the forward clutch 41 and the reverse brake 42, the rotation direction of the output shaft 18 can be switched. By releasing the reverse brake 42 and engaging the forward clutch 41, the secondary shaft 33 is directly connected to the gear train 17, so that the output shaft 18 is rotated in the forward rotation direction to drive the vehicle forward. Is possible. Further, by releasing the forward clutch 41 and fastening the reverse brake 42, the secondary shaft 33 is connected to the gear train 17 via the planetary gear train 40, so the output shaft 18 is rotated in the reverse direction to rotate the vehicle. It is possible to run backward. In addition, by releasing the forward clutch 41 and the reverse brake 42, the forward / reverse switching mechanism 16 enters a neutral state in which engine power is not transmitted to the output shaft 18.

  In addition, a control unit 43 is connected to the power unit 10 in order to control the engine 12, the continuously variable transmission 11, and the like. Signals indicating the vehicle state are input to the control unit 43 from various sensors, and the control unit 43 outputs control signals to the engine 12, the continuously variable transmission 11 and the like based on these input signals. Further, the control unit 43 has a determination function for determining the property (volatility level) of the fuel when starting the engine, and corrects the fuel injection amount and the ignition timing in the engine control based on the determined fuel property. It is possible. In order to determine the fuel properties, the control unit 43 includes a crank angle sensor 44 that detects the engine speed Ne, an input side rotation sensor 45 that detects the input side speed Ni of the input clutch 14, and an output side rotation of the input clutch 14. An output side rotation sensor 46 for detecting the number No is connected.

  Hereinafter, fuel property determination control executed by the control unit 43 when the engine is started will be described. Here, FIG. 2 is a block diagram showing a part of the control unit 43 that functions as a control apparatus according to an embodiment of the present invention. As shown in FIG. 2, the control unit 43 includes a clutch determination unit 50, an ignition frequency integration unit 51, a timing determination unit 52, an engine speed integration unit 53, a fuel property determination unit 54, and a determination flag setting unit 55. . When the start operation of the engine 12 is started as the starter switch 56 is turned on, the clutch determination unit 50 as the clutch determination unit operates the input clutch 14 based on the input side rotational speed Ni and the output side rotational speed No. Determine the state. That is, the clutch determination unit 50 determines that the input clutch 14 is in a disengaged state when the output side rotational speed No is 0 (stopped state), and when an increase in the output side rotational speed No is detected. When the input clutch 14 is determined to be in the slip state (transient state) and the rotational difference between the input side rotational speed Ni and the output side rotational speed No becomes 0, it is determined that the input clutch 14 is in the engaged state. . Then, the clutch determination unit 50 outputs the operating state (disengaged state, slip state, engaged state) of the input clutch 14 to the ignition frequency integrating unit 51 and the engine speed integrating unit 53.

  When the input clutch 14 is in the disengaged state or the engaged state, the ignition frequency integrating unit 51 as the ignition frequency calculating means calculates the ignition frequency integrated value ΣNig by integrating the ignition frequency Nig of the spark plug 57. Similarly, when the input clutch 14 is in the disengaged state or the engaged state, the engine speed integrating unit 53 as the engine speed calculating means calculates the engine speed integrated value ΣNe by integrating the engine speed Ne. On the other hand, when the input clutch 14 is in a slip state in which the input clutch 14 is switched from the released state to the engaged state, the ignition frequency integration unit 51 interrupts the calculation of the ignition frequency integration value ΣNig, and the engine speed integration unit 53 performs the engine rotation. The calculation of the number integration value ΣNe is interrupted. That is, only when the input clutch 14 is in the released state or the engaged state, the ignition number integrated value ΣNig and the engine speed integrated value ΣNe are integrated.

  Here, FIG. 3 is a diagram showing the fluctuation state of various data after the start operation of the engine 12 is started. FIG. 3 shows the engine speed Ne, the operating state of the input clutch 14, the ignition number integrated value ΣNig. In addition, the fluctuation state of the engine speed integrated value ΣNe is shown. As shown in FIG. 3, the ignition number integrated value ΣNig and the engine speed integrated value ΣNe are calculated until the start operation of the engine 12 is started and the disengaged state of the input clutch 14 is ended. Subsequently, when the input clutch 14 is in the slip state, the calculation of the ignition number integrated value ΣNig and the engine speed integrated value ΣNe is interrupted, and the numerical values of the ignition number integrated value ΣNig and the engine speed integrated value ΣNe are held. When the input clutch 14 is switched to the engaged state, the calculation of the ignition number integrated value ΣNig and the engine speed integrated value ΣNe is resumed.

  As shown in FIG. 2, the ignition count integrated value ΣNig calculated by the ignition count integration section 51 is input from the ignition count integration section 51 to the timing determination section 52. In this timing determination unit 52, it is determined whether or not the ignition number integrated value ΣNig exceeds a predetermined determination reference value A. When the ignition count integrated value ΣNig exceeds the determination reference value A, a determination start signal is output from the timing determination unit 52 to the fuel property determination unit 54 that is a fuel determination unit. When a determination start signal is input to the fuel property determination unit 54, the fuel property determination unit 54 determines whether or not the engine speed integrated value ΣNe exceeds a predetermined determination reference value B. When the engine rotational speed integrated value ΣNe exceeds the determination reference value B, the engine rotational speed Ne tends to increase. Therefore, it is determined that the fuel supplied to the engine 12 is a light fuel with high volatility. The On the other hand, when the engine rotational speed integrated value ΣNe is lower than the determination reference value B, the engine rotational speed Ne tends not to increase, so the fuel supplied to the engine 12 is a heavy fuel with low volatility. It is determined. In the case shown in FIG. 3, when the ignition number integrated value ΣNig exceeds the determination reference value A, the engine speed integrated value ΣNe falls below the determination reference value B, so that the fuel supplied to the engine 12 is volatile. It will be judged that it is a low heavy fuel. Subsequently, as shown in FIG. 2, based on the determination result from the fuel property determination unit 54, a flag corresponding to light fuel or heavy fuel is set by the determination flag setting unit 55, and the determined fuel property is determined by the engine. 12 is reflected in the fuel injection control and ignition control. Note that the determination reference value A that is determined to be compared with the ignition number integrated value ΣNig and the determination reference value B that is determined to be compared with the engine speed integrated value ΣNe are values set in advance based on experiments, simulations, and the like. The determination reference values A and B may be changed based on the cooling water temperature of the engine 12 or the like.

  FIG. 4 is a flowchart showing a procedure for executing fuel property determination control. As shown in FIG. 4, when the engine start operation such as cranking or fuel injection is started in step S1, in the subsequent step S2, whether or not the engagement start signal of the input clutch 14 is received, that is, the input clutch 14 is It is determined whether or not the release state has shifted to the slip state. If it is determined in step S2 that the engagement start signal has not been received, the input clutch 14 is in a disengaged state, and thus the process proceeds to step S3, where the ignition number integrated value ΣNig is calculated. On the other hand, if it is determined in step S2 that the engagement start signal has been received, the process proceeds to step S4 to determine whether or not the engagement completion signal for the input clutch 14 has been received, that is, the input clutch 14 has been engaged from the slip state. It is determined whether or not the state has been changed. If it is determined in step S4 that the engagement completion signal has been received, the input clutch 14 is in the engagement state, and thus the process proceeds to step S3, where the ignition number integrated value ΣNig is calculated. On the other hand, if it is determined in step S4 that the engagement completion signal has not been received, since the input clutch 14 is in the slip state, an engagement completion signal indicating that the input clutch 14 has shifted to the engagement state is output. Until this is done, the determination in step S4 is repeated.

  As described above, when the ignition number integrated value ΣNig is calculated in step S3, the engine speed integrated value ΣNe is calculated in subsequent step S5. Next, in step S6, it is determined whether or not the ignition number integrated value ΣNig exceeds the determination reference value A. In step S6, if the ignition count integrated value ΣNig is less than the determination reference value A, the fuel property determination timing has not been reached, so the process proceeds to step S2 again to determine whether the input clutch 14 is activated and the ignition count integrated value ΣNig. And the calculation of the engine speed integrated value ΣNe are repeated. On the other hand, when the ignition number integrated value ΣNig exceeds the determination reference value A in step S6, since the fuel property determination timing has been reached, the process proceeds to step S7, where the engine speed integrated value ΣNe is determined as the determination reference value B. It is determined whether or not the value exceeds. In step S7, if the engine rotational speed integrated value ΣNe exceeds the determination reference value B, the process proceeds to step S8, where it is determined that the fuel supplied to the engine 12 is a highly volatile light fuel. On the other hand, if the engine speed integrated value ΣNe is lower than the determination reference value B in step S7, the process proceeds to step S9, where it is determined that the fuel supplied to the engine 12 is a heavy fuel with low volatility.

  As described above, when the input clutch 14 is in the slip state in which it is shifted from the released state to the engaged state, the calculation of the ignition number integrated value ΣNig and the engine speed integrated value ΣNe is interrupted to determine the fuel property. Since this is not performed, it is possible to avoid erroneous determination of fuel properties. That is, when the input clutch 14 is in the slip state, the engine load fluctuates according to the changing torque capacity of the input clutch 14, and therefore the engine speed Ne is influenced by factors other than the fuel properties. become. By determining the fuel properties while avoiding such a transient state of the input clutch 14, it is possible to improve the accuracy of determining the fuel properties, and it is possible to improve the vehicle quality while maintaining the operating state of the engine 12 in good condition. It becomes.

  It goes without saying that the present invention is not limited to the above-described embodiment, and various modifications can be made without departing from the scope of the invention. For example, in the above description, it is determined whether the fuel is light fuel with high volatility or heavy fuel with low volatility, but the present invention is not limited to this, and is divided into three or more stages. The fuel property may be determined. In the above description, the fuel property is determined based on the ignition number integrated value ΣNig and the engine speed integrated value ΣNe. However, the fuel property may be determined based on the fuel injection amount, the engine torque, and the like. .

  In the above description, the operating state of the input clutch 14 is determined based on the input side rotational speed Ni and the output side rotational speed No. However, the present invention is not limited to this. The operating state of the input clutch 14 may be determined based on the discharge pressure of the oil pump 19 or the like. Further, in the above description, the hydraulic oil is supplied directly from the oil pump 19 to the input clutch 14. However, the hydraulic oil adjusted from the oil pump 19 via the valve unit 20 is supplied to the input clutch 14. You may supply.

  In the illustrated case, the oil pump 19 is chain driven by the crankshaft 21, but the present invention is not limited to this, and the oil pump may be connected to the pump impeller 23 of the torque converter 13. Moreover, when using a friction clutch as the input clutch 14, a wet type and a dry type may be sufficient, and a single plate type and a multi-plate type may be sufficient. Further, not only a friction clutch but also a meshing clutch may be used as the input clutch 14. Although a belt type continuously variable transmission 11 is shown as a speed change mechanism, other types of speed change such as a toroidal type continuously variable transmission, a planetary gear type automatic transmission, a parallel shaft type automatic transmission, and the like. It is also possible to use a mechanism.

It is the schematic which shows the power unit mounted in a vehicle. It is a block diagram which shows a part of control unit which functions as a control apparatus which is one embodiment of the present invention. It is a diagram which shows the fluctuation condition of the various data after the starting operation | movement of an engine is started. It is a flowchart which shows the procedure at the time of performing determination control of a fuel property.

Explanation of symbols

11 continuously variable transmission (transmission mechanism)
12 Engine 14 Input clutch (clutch means)
43 Control unit (control device)
50 Clutch determination unit (clutch determination means)
51 Ignition frequency integration unit (Ignition frequency calculation means)
53 Engine speed integration unit (engine speed calculation means)
54 Fuel property determination unit (fuel determination means)
Nig Ignition frequency ΣNig Ignition frequency integration value Ne Engine speed ΣNe Engine speed integration value

Claims (3)

A vehicle control device including a clutch means between an engine and a transmission mechanism,
Clutch determining means for determining an operating state of the clutch means;
Fuel determination means for determining properties of fuel supplied to the engine;
The fuel control means interrupts the fuel property determination when it is determined that the clutch means is in a transient state in the process of switching from the released state to the engaged state. The vehicle control device according to claim 1,
Ignition frequency calculating means for calculating the ignition frequency integrated value by integrating the engine ignition frequency;
Engine speed calculating means for calculating the engine speed integrated value by integrating the engine speed of the engine;
The vehicle control apparatus characterized in that the fuel determination means determines a fuel property based on an integrated value of the engine speed from when the engine start operation is started until a predetermined ignition frequency integrated value is reached. The vehicle control device according to claim 2,
The ignition number calculating means and the engine speed calculating means interrupt the calculation of the ignition number integrated value and the engine speed integrated value when it is determined that the clutch means is in a transient state. A vehicle control device.

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