VEHICLE CONTROL APPARATUS AND VEHICLE CONTROL METHOD

专利摘要:
A vehicle control apparatus comprises an electronic control unit (19). The electronic control unit (19) is configured to provide feedback control of an electric motor (12) such that a torque (Tm) is provided to stop a crankshaft at a target angle (θtgt). A first angle (θ1) is used as the target angle for a first period from the start of the feedback control until a first rotation detection of the crankshaft in a negative direction of rotation to bring back the crank angle. A second angle (θ2) is used as the target angle (θtgt) for a second period from the time of the first period until a change in a direction of rotation of the crankshaft from the negative direction of rotation is detected. 'to a positive direction of rotation. The electronic control unit (19) is configured to return the target angle (θtgt) to the first angle (θ1) at a first time after the second period has elapsed.
公开号:FR3049540A1
申请号:FR1752930
申请日:2017-04-04
公开日:2017-10-06
发明作者:Akihiro Fujimoto；Wan Leng Ang；Yu Miyahara；Yuji Iwase
申请人:Toyota Motor Corp；
IPC主号:

专利说明:

BACKGROUND OF THE INVENTION 1. Field of the Invention [0001] The invention relates to a vehicle control apparatus and a vehicle control method that can stop a crankshaft in a desired position when a heat engine stop. 2. Description of the Prior Art [0002] Japanese Patent Application Publication No. 2011-219019 (JP 2011-219019 A) discloses a vehicle control apparatus which can stop a crankshaft with a crankshaft angle equal to one target angle when a heat engine stops. The vehicle control apparatus described in Japanese Patent Application Publication No. 2011-219019 (JP 2011-219019 A) controls an electric motor so that a torque capable of stopping the crankshaft with the angle of Crankshaft equal to the target angle is delivered by the electric motor to the crankshaft.
SUMMARY OF THE INVENTION
A vehicle control apparatus performs feedback control of an electric motor based on a difference between a current crankshaft angle and a target angle, to stop a crankshaft with a crankshaft angle. equal to a target angle. In practical terms, the vehicle control apparatus provides feedback control of the electric motor to provide a torque that balances an inertia force in a positive direction of rotation of the crankshaft (i.e. which acts in a negative direction of rotation), based on the difference between the current crankshaft angle and the target angle. As a result, the vehicle control device stops the crankshaft rotating in the positive direction of rotation, with the crank angle equal to the target angle. It should be noted here that when the response speed of the feedback control is an ideal response speed (the response delay is for example equal to zero), the vehicle control device can stop the crankshaft with the angle crankshaft that remains equal to the target angle instead of exceeding the target angle. In reality, however, it is difficult to make the response speed of the feedback control equal to the ideal response rate. Therefore, there may be a situation where the crankshaft angle becomes larger than the target angle because the inertial force in the positive crankshaft rotation direction can not be counterbalanced even at the moment the crank angle becomes equal to the target angle, due to the responsiveness of the feedback control. That is, what is known as exceeding the crankshaft angle in the positive direction of rotation relative to the target angle can occur.
This exceeding of the crankshaft angle may be a cause of the following condition when an attempt is made to stop the crankshaft in circumstances where valves that control the flow of air out of / into an engine ( i.e., an intake valve and an exhaust valve) are in a closed valve state.
In concrete terms, when the crankshaft angle becomes larger than the target angle, the vehicle control device controls the engine so as to deliver a torque capable of reducing the crankshaft angle, which is become larger than the target angle, towards the target angle by rotating the crankshaft in the negative direction of rotation. It should be noted, however, that the engine valves are in the closed valve state. As a result, the air pressure in a cylinder has increased by a value corresponding to the amount of overtaking of the crankshaft angle. In this case, the pressure of the air in the cylinder acts on a piston as soon as the inertia force in the positive direction of rotation of the crankshaft is counterbalanced. As a result, the crankshaft can obviously rotate in the negative direction of rotation. Therefore, the vehicle control apparatus controls the engine to provide a torque capable of rotating the crankshaft in the positive direction of rotation, to return the crank angle to the target angle by controlling the crankshaft angle. amount of rotation of the crankshaft in the negative direction of rotation resulting from the air pressure in the cylinder.
Even in circumstances where the crankshaft angle that has become larger than the target angle is reduced to the target angle, there may be a situation where the crankshaft angle becomes smaller than the angle of the crankshaft. target angle because the crankshaft is not stopped rotating in the negative direction of rotation at a time when the crankshaft angle becomes equal to the target angle, as a result of feedback control responsiveness . That is, exceeding the crankshaft angle in the negative direction of rotation relative to the target angle occurs. In this case, the vehicle control apparatus controls the engine to deliver a torque capable of returning the crank angle, which has become smaller than the target angle, to the target angle by rotating. the crankshaft in the positive direction of rotation. As a result, the crankshaft stops with the crankshaft angle equal to the target angle.
It should be noted that the possibility of the occurrence of a situation where the crankshaft angle becomes smaller than the target angle increases as the amount of rotation of the crankshaft in the negative direction of rotation for bring back the crank angle, which has become larger than the target angle, towards the target angle increases. In particular, the possibility that the amount of overshoot of the crank angle in the negative direction of rotation relative to the target angle becomes large increases as the amount of rotation of the crankshaft in the negative direction of rotation increases. The amount of rotation of the crankshaft in the positive direction of rotation to bring the crankshaft angle, which has become smaller than the target angle, towards the target angle also increases as the amount of overtaking of the crank angle increases. Crankshaft in the negative direction of rotation with respect to the target angle increases. As a result, the force exerted on the piston by the air in the cylinder when the crankshaft is stopped (substantially the pressure of the air in the cylinder) also increases when the amount of rotation of the crankshaft in the direction of rotation positive just before the stop crankshaft increases. For example, in the case where the crankshaft rotates to compress the air in the cylinder immediately before stopping, the force with which the air in the cylinder pushes back the piston (substantially the positive pressure of the air in the cylinder). cylinder) becomes big. For example, in the case where the crankshaft rotates so as to relax the air in the cylinder immediately before stopping, the force with which the air in the cylinder pulls the piston (substantially the negative pressure of the air in the cylinder) becomes big.
In the case where the crankshaft stopped in the circumstances where the force that is exerted on the piston by the air in the cylinder is relatively large, the piston can move (that is to say that the crankshaft can move) due to the air pressure in the cylinder once a torque is stopped from being delivered by the electric motor due to crankshaft stopping. As a result, it can be difficult to stop the crankshaft with the crankshaft angle equal to the target angle.
The invention provides a vehicle control apparatus and a vehicle control method which can stop a crankshaft with a crankshaft angle equal to a target angle even in the case where the crankshaft angle is exceeded by Target angle ratio occurs due to the responsiveness of the feedback control before stopping the crankshaft.
[0010] A first aspect of the invention is a vehicle control apparatus for a vehicle. The vehicle includes a heat engine and an electric motor. The engine comprises at least one cylinder, a valve and a crankshaft. The valve is configured to control an airflow out of and into the at least one cylinder. The electric motor is configured to adjust a crank angle of the crankshaft by delivering torque to the crankshaft. The vehicle control apparatus comprises an electronic control unit. The electronic control unit is configured to perform feedback control of the electric motor, during stopping control of the engine, based on the crankshaft angle so that the torque is delivered to stop the crankshaft in a target angle corresponding to the crankshaft angle for which the valve is in a closed valve state. The electronic control unit is configured to detect a direction of rotation of the crankshaft. The electronic control unit is configured to use a first angle as the target angle for a first period. The first period is a period from the start of the feedback control to a time of first crankshaft rotation detection in a negative direction of rotation to bring back the crankshaft angle, which has become larger than the angle of rotation. target, towards the target angle. The first angle corresponds to the crankshaft angle for which the valve is in the closed valve state. The electronic control unit is configured to use a second angle as the target angle for a second period. The second period is a period from the time of the first period until a time of detection of a change in a direction of rotation of the crankshaft from the negative direction of rotation to a positive direction of rotation. The second angle is larger than the first angle. The electronic control unit is configured to return the target angle from the second angle to the first angle at a first time. The first time is a time when the crankshaft angle, which has become smaller than the first angle during the second period, becomes equal to or greater than the first angle after the second period.
According to the configuration mentioned above, during the second period when the crankshaft rotates in the negative direction of rotation in order to reduce the crank angle, which has exceeded the target angle, towards the target angle the second relatively large angle is used as the target angle. Therefore, the amount of rotation of the crankshaft in the negative direction of rotation is smaller than in the case where the first relatively small angle is used as the target angle during the second period. As a result, the amount of exceeding the crankshaft angle in the negative direction of rotation relative to the target angle is also small. Therefore, the amount of rotation of the crankshaft in the positive direction of rotation after a change in the direction of rotation of the crankshaft from the negative direction of rotation to the positive direction of rotation is also small. Therefore, the amount of displacement of a piston resulting from this rotation in the positive direction of rotation is also small, and the degree of compression (or expansion) of the air in the cylinder by the piston decreases. As a result, the force exerted on the piston by the air in the cylinder when the crankshaft is stopped is also small. Therefore, the possibility that the piston moves (i.e. the crankshaft moves) due to air pressure in the cylinder is low once the torque is stopped from being delivered because of the stop of the crankshaft. Therefore, the vehicle control apparatus according to the above-mentioned configuration can stop the crankshaft with the crankshaft angle equal to the target angle (i.e. the first angle), even in the where a crank angle overrun with respect to the target angle occurs due to the responsiveness of the feedback control before stopping the crankshaft.
In addition, the target angle is reduced from the second angle to the first angle at the first time where the crank angle, which has become smaller than the first angle due to the responsiveness of the control of feedback, becomes equal to or greater than the first angle. Therefore, the second angle which is larger than the first angle as the initial target angle is not used as the target angle for a longer time than necessary. Therefore, the vehicle control apparatus according to the above-mentioned configuration can stop the crankshaft with the crank angle equal to the target angle (i.e., the first angle).
In the vehicle control apparatus, the electronic control unit may be configured to use the second angle as the target angle for a third period. The third period may be a period from a time of second rotation detection of the crankshaft in the negative direction of rotation to bring back the crankshaft angle, which has become larger than the target angle for a second time after having brought back the crankshaft. target angle at the first angle, towards the target angle up to a detection time of a change in the direction of rotation of the crankshaft from the negative direction of rotation to the positive direction of rotation. The electronic control unit can be configured to return the target angle from the second angle to the first angle at a second time. The second time may be a time when the crank angle, which has become smaller than the first angle during the third period, becomes equal to or greater than the first angle after the third period.
According to the above-mentioned configuration, the vehicle control apparatus can stop the crankshaft with the crankshaft angle equal to the target angle (i.e. the first angle), even in the case where a state of rotation of the crankshaft in the negative direction of rotation due to the reactivity of the feedback control occurs several times. In addition, the second angle which is larger than the first angle as the initial target angle is not used as the target angle for a longer time than necessary, even in the case where a crankshaft rotational state in the direction Negative rotation due to the reactivity of the feedback control occurs several times. Therefore, the vehicle control apparatus according to the above-mentioned configuration can stop the crankshaft with the crank angle equal to the target angle (i.e., the first angle).
In the vehicle control apparatus, the electronic control unit may be configured to use the second angle as the target angle during the second period. The second angle can gradually increase from the first angle and then gradually decrease to the first angle.
In the configuration mentioned above, the torque is prevented from changing rapidly when the target angle changes from the first angle to the second angle or from the second angle to the first angle.
In the vehicle control apparatus, the first angle may be the crankshaft angle in a last half of a compression stroke.
In the case where the angle that can be assumed by the crankshaft angle in the last half of the compression stroke is equal to the first angle, the force that is exerted on the piston by the air in the cylinder when the crankshaft is stopped is likely to be relatively large. Therefore, in the configuration mentioned above, the effect of lowering the possibility of the piston moving due to the air pressure in the cylinder is more remarkable.
[0019] A second aspect of the invention is a vehicle control apparatus for a vehicle. The vehicle includes a heat engine and an electric motor. The engine comprises at least one cylinder, a valve and a crankshaft. The valve is configured to control an airflow out of and into the at least one cylinder. The electric motor is configured to adjust a crank angle of the crankshaft by delivering torque to the crankshaft. The vehicle control apparatus comprises an electronic control unit. The electronic control unit is configured to perform feedback control of the electric motor, during stopping control of the engine, based on the crankshaft angle so that the torque is delivered to stop the crankshaft in a target angle corresponding to the crankshaft angle for which the valve is in a closed valve state. The electronic control unit is configured to detect a direction of rotation of the heat engine. The electronic control unit is configured to use a first gain, during a first period, as an electric motor gain that prescribes a magnitude of the torque. The first period is a period from the start of the feedback control to a time of first crankshaft rotation detection in a negative direction of rotation to bring back the crankshaft angle, which has become larger than the angle of rotation. target, towards the target angle. The electronic control unit is configured to use a second gain as an electric motor gain during a second period. The second period is a period from the time of the first period until a time of detection of a change in a direction of rotation of the crankshaft from the negative direction of rotation to a positive direction of rotation. The second gain is a gain that prescribes a larger torque in the direction of positive rotation than the first gain. The electronic control unit is configured to return the motor gain from the second gain to the first gain at a first time. The first time is a time when the crank angle, which has become smaller than the target angle during the second period, becomes equal to or greater than the target angle after the second period has elapsed.
According to the configuration mentioned above, during the second period in which the crankshaft rotates in the negative direction of rotation to reduce the crank angle, which has exceeded the target angle, to the angle of target, the relatively large torque in the positive direction of rotation is delivered. Therefore, the amount of rotation of the crankshaft in the negative direction of rotation is smaller than in the case where the relatively small torque in the positive direction of rotation is delivered during the second period. Therefore, the vehicle control apparatus according to the above-mentioned configuration can receive an effect similar to the effect that can be received by the aforementioned vehicle control apparatus according to the first aspect of the invention. .
In addition, the electric motor gain is reduced from the second gain to the first gain at the first time where the crank angle, which has become smaller than the target angle due to the responsiveness of the feedback control, becomes equal to or greater than the target angle. Therefore, the second gain that is different from the first gain as the initial electric motor gain is not used as an electric motor gain longer than necessary. Therefore, the vehicle control apparatus according to the second aspect of the invention can stop the crankshaft with the crank angle equal to the target angle.
In the vehicle control apparatus, the electronic control unit may be configured to use the second gain as an electric motor gain during a third period. The third period may be a period from a time of second rotation detection of the crankshaft in the negative direction of rotation to bring back the crankshaft angle, which has become larger than the target angle for a second time after having brought the motor gain at the first gain, to the target angle up to a detection time of a change in the direction of rotation of the crankshaft from the negative direction of rotation to the positive direction of rotation. The electronic control unit can be configured to return the electric motor gain from the second gain to the first gain at a second time. The second time may be a time when the crankshaft angle, which has become smaller than the target angle during the third period, becomes equal to or greater than the target angle after the third period.
According to the configuration mentioned above, the vehicle control apparatus according to the second aspect of the invention can stop the crankshaft with the crankshaft angle equal to the target angle, even in the case where a Rotational state of the crankshaft in the negative direction of rotation due to the reactivity of the feedback control occurs several times. In addition, the second gain, which is different from the first gain as the initial electric motor gain, is not used as an electric motor gain for a longer time than necessary, even in the case where a crankshaft rotational state in the direction Negative rotation due to the reactivity of the feedback control occurs several times. As a result, the vehicle control apparatus in the configuration mentioned above can stop the crankshaft with the crank angle equal to the target angle.
In the vehicle control apparatus, the electronic control unit may be configured to use the second gain as an electric motor gain during the second period. The second gain can be a gain that increases gradually from the first gain and then gradually decreases to the first gain. The second gain can be a gain that gradually decreases from the first gain and then gradually increases to the first gain.
According to the configuration mentioned above, the torque is prevented from changing rapidly when the electric motor gain changes from the first gain to the second gain or from the second gain to the first gain.
In the vehicle control apparatus, the target angle may be the crankshaft angle in a last half of a compression stroke.
According to this aspect of the invention, the effect of the vehicle control apparatus, that is to say the effect of lowering the possibility that the piston moves due to the pressure of the air in the cylinder is more remarkable.
[0028] A third aspect of the invention is a vehicle control method for a vehicle. The vehicle includes a heat engine and an electric motor. The engine comprises at least one cylinder, a valve and a crankshaft. The valve is configured to control an airflow out of and into the at least one cylinder. The electric motor is configured to adjust a crank angle of the crankshaft by delivering torque to the crankshaft. The vehicle control method comprises: providing a feedback control of the electric motor, during a stop command of the engine, based on the crankshaft angle so that the torque is delivered to stop the engine. crankshaft with the crankshaft angle equal to a target angle corresponding to the crankshaft angle for which the valve is in a closed valve state; use a first angle as the target angle during a first period; use a second angle as the target angle for a second period; and returning the target angle from the second angle to the first angle at a first time. The first period is a period from the start of the feedback control to a time of first crankshaft rotation detection in a negative direction of rotation to bring back the crankshaft angle, which has become larger than the angle of rotation. target, towards the target angle. The first angle corresponds to the crankshaft angle for which the valve is in the closed valve state. The second period is a period from the time of the first period until a time of detection of a change in a direction of rotation of the crankshaft from the negative direction of rotation to a positive direction of rotation. The second angle is larger than the first angle. The first time is a time when the crankshaft angle, which has become smaller than the first angle during the second period, becomes equal to or greater than the first angle after the second period.
[0029] A fourth aspect of the invention is a vehicle control method for a vehicle. The vehicle includes a heat engine and an electric motor. The engine comprises at least one cylinder, a valve and a crankshaft. The valve is configured to control an airflow out of and into the at least one cylinder. The electric motor is configured to adjust a crank angle of the crankshaft by delivering torque to the crankshaft. The vehicle control method comprises: providing a feedback control of the electric motor, during a stop command of the engine, based on the crankshaft angle so that the torque is delivered to stop the engine. crankshaft in a target angle corresponding to the crankshaft angle for which the valve is in a closed valve state; to use a first gain, during a first period, as an electric motor gain which prescribes a magnitude of the torque; use a second gain as an electric motor gain during a second period; and return the electric motor gain from the second gain to the first gain at a first time. The first period is a period from the start of the feedback control to a time of first crankshaft rotation detection in a negative direction of rotation to bring back the crankshaft angle, which has become larger than the angle of rotation. target, towards the target angle. The second period is a period from the time of the first period until a time of detection of a change in a direction of rotation of the crankshaft from the negative direction of rotation to a positive direction of rotation. The second gain is a gain that prescribes a larger torque in the direction of positive rotation than the first gain. The first time is a time when the crank angle, which has become smaller than the target angle during the second period, becomes equal to or greater than the target angle after the second period has elapsed.
BRIEF DESCRIPTION OF THE DRAWINGS
The characteristics, advantages, and technical and industrial importance of an exemplary embodiment of the invention will be described below with reference to the accompanying drawings, in which like references designate identical elements, and wherein :
Fig. 1 is a block diagram showing the configuration of a vehicle according to the present embodiment of the invention;
Fig. 2 is a flowchart showing the flow of a first example of a crankshaft stop operation;
Fig. 3 is a flowchart showing the progress of an operation which is performed in the first example of the crankshaft stop operation to change a target stopping angle;
Fig. 4A is a first graph prescribing a relationship between a target displacement amount and a target rotation rate;
Fig. 4B is a second graph prescribing a relationship between a target displacement amount and a target rotation rate;
Fig. 5 is a timing diagram showing the target stopping angle, a crankshaft angle, and a torque in the case where a comparative example of the crankshaft stopping operation is implemented;
Fig. 6 is a timing chart showing the target stopping angle, crank angle, and torque in the case where the first example of the crank stop operation is implemented;
Figure 7 is a timing diagram showing the target stopping angle, the crankshaft angle and the torque in the case where a crankshaft repeats a rotation cycle, which consists of a rotation in a direction of rotation negative and rotational in a positive direction of rotation, twice in the circumstances where the first example of the crankshaft stop operation is implemented;
Fig. 8 is a flowchart showing the progress of an operation which is performed in a second example of the crankshaft stop operation to change the target stopping angle;
Fig. 9 is a timing diagram showing the target stopping angle, crankshaft angle and torque in the case where the second example of the crank stop operation is implemented;
Fig. 10 is a timing diagram showing the target stopping angle, crank angle, and torque in case the second example of the crank stop operation is implemented;
Fig. 11 is a flowchart showing the flow of a third example of the crankshaft stop operation;
Fig. 12 is a flowchart showing the progress of a gain change operation performed in the third example of the crankshaft stop operation; and
Fig. 13 is a timing diagram showing the target stopping angle, crank angle and torque in case the third example of the crank stop operation is implemented.
DETAILED DESCRIPTION OF THE FORM OF REALIZATION
A vehicle control apparatus according to the embodiment of the invention will be described hereinafter with reference to the drawings.
First, the configuration of a vehicle 1 according to the present embodiment of the invention will be described with reference to the block diagram of FIG. 1. As shown in FIG. 1 is equipped with a heat engine 11, an electric motor-generator 12, an electric motor-generator 13, a battery 14, an inverter 15, a mechanism for separating the driving force 16 , an axle 17, wheels 18 and an electronic control unit (ECU) 19.
The engine 11 is driven by the combustion of a fuel such as diesel, gasoline or the like. The heat engine 11 operates as a main driving source of the vehicle 1. A crank angle sensor 111 is attached to the engine 11. The crank angle sensor 111 detects a crankshaft angle 9C of a crankshaft of the heat engine 11. The crank angle sensor 111 delivers the detected crank angle 0C to the electronic control unit 19.
The electric motor-generator 12 operates as a generator for charging the battery 14. In the case where the electric motor-generator 12 operates as a generator, a rotary shaft of the electric motor-generator 12 rotates thanks to the driving force of the thermal engine 11. In addition, the electric motor-generator 12 can rotate the crankshaft being driven through the use of electrical energy that is delivered by the battery 14 through the inverter 15. The engine electric generator 12 delivers mainly a torque Tm to the crankshaft so that the crankshaft stops (that is to say the engine 11 stops) with the crank angle 0C equal to a stopping angle of target 0tgtt by stopping the engine 11.
A rotation speed sensor 121 is fixed on the electric motor-generator 12. The rotational speed sensor 121 detects a rotational speed of the electric motor-generator 12 (hereinafter referred to as "electric motor rotation speed" The speed sensor 121 delivers the detected electric motor rotation speed Nm to the electronic control unit 19.
The electric motor-generator 13 functions as an electric motor that delivers a driving force of the vehicle 1, being driven through the use of the electrical energy that is delivered from the battery 14 via the inverter 15.
The battery 14 is a power source that supplies each of the electric generator motors 12, 13 with electrical energy to drive each of the electric generator motors 12, 13. The battery 14 is a battery of rechargeable batteries.
The inverter 15 converts DC electrical energy from the battery 14 into AC electrical energy, and delivers this AC electrical energy to each of the electric generator motors 12, 13. Furthermore, the inverter 15 converts an AC electric power generated by the electric motor-generator 12 into a direct current electric current, and delivers this DC electric power to the battery 14.
The driving force separation mechanism 16 is a planetary gear mechanism which is equipped with a central gear (not shown), a carrier (not shown), a gear (not shown) and a ring gear (not shown). A rotating shaft of the central pinion is connected to the rotary shaft of the electric motor-generator 12. A rotary shaft of the ring gear is connected to the axle 17 which transmits a driving force to the wheels 18. In addition, the axle 17 is connected to a rotary shaft of the electric motor-generator 13 via a gearbox (not shown). A rotating shaft of the planet carrier, which is located between the central gear and the ring gear, is connected to the crankshaft. The rotation of the heat engine 11 is transmitted to the central gear and to the ring gear by the planet carrier and the pinion. That is to say, the driving force of the heat engine 11 is distributed to two systems.
The electronic control unit 19 is configured to control the entire operation of the vehicle 1. In the present embodiment of the invention, the electronic control unit 19 performs a crankshaft stop operation in particular . The crankshaft stop operation is a control operation of the electric motor-generator 12 so as to deliver, to the crankshaft, the torque Tm capable of stopping the crankshaft with the crank angle 0C equal to the angle of the crankshaft. 0tgtr target stop by stopping the engine 11.
In order to perform the crankshaft stop operation, the electronic control unit 19 is equipped with a rotation detection unit 191 and an electric motor control unit 192, as blocks. logical or physical processing that is done. The rotational detection unit 191 detects a direction of rotation of the crankshaft, based on the crankshaft angle θC that is delivered by the crank angle sensor 111. The electric motor control unit 192 generates a torque control value Ttgt indicating a target value of the torque Tm, based on a detection result of the rotation detection unit 191, the crank angle 0C, the electric motor rotation speed Nm and target stopping angle 0tgt- Torque command value Ttgt indicates the torque Tm capable of stopping the crankshaft with the crank angle 0C equal to the stopping angle of target 0tgt- L electronic control unit 19 supplies the inverter 15 with a switching control signal S corresponding to the torque command value Ttgt · The switching state of a switching element with which the inverter 15 is equipped is changed to function of the commutatio command signal As a result, the electric motor-generator 12 delivers the torque Tm corresponding to the torque control value Ttgt · [0042] The crank stop operation will then be described. In the present embodiment of the invention, the electronic control unit 19 can realize at least one of the first to third examples of the crankshaft stop operation. Therefore, the first to third examples of the crankshaft stop operation will be described hereinafter sequentially.
The course of the first example of the crankshaft stop operation will be described with reference to the flowchart of FIG. 2. As shown in FIG. 2, the electric motor control unit 192 first determines whether the shutdown of the engine 11 is requested (step S1). Stopping of the engine 11 may be requested by a driver of the vehicle 1, or may be requested via the control of the electronic control unit 19 taking into account the state of movement of the vehicle 1.
When it is determined as a result of the determination of the step S1 that the shutdown of the heat engine 11 is not requested (No in the step S1), the electronic control unit 19 terminates. Crankshaft stop operation. In this case, the electronic control unit 19 can restart the crankshaft stop operation shown in Fig. 2 after a first time flow.
On the other hand, when it is determined as a result of the determination in step S1 that the shutdown of the engine 11 is requested (Yes in step S1), the electronic control unit 19 begins. a stop control operation for stopping the heat engine 11. In concrete terms, the electronic control unit 19 controls a fuel injection device so as to stop the supply of fuel to the engine 11. shutdown control operation, the electric motor control unit 192 sets a first angle θχ as the target stop angle θtgt (step S2). The first angle θι is a parameter that is stored in advance by the electronic control unit 19 as the default target stop angle θtgt · [0046] The first angle θι may be an angle at which a desired technical effect can be obtained via crankshaft stop with the crank angle 0C equal to the first angle θχ. For example, the first angle θχ may be an angle that can be assumed by the crankshaft angle θC in the last half of a compression stroke (for example, the crankshaft angle θC corresponds to an angle that is larger than BTDC 0 ° and smaller than BTDC 90 °). For example, the first angle θχ may be an angle that can be assumed by the crankshaft angle θC adjacent one end of a compression stroke (e.g. crankshaft angle θC corresponds to an angle that is larger than BTDC 0 ° and smaller than BTDC 10 °). In this case, a technical effect of reducing vibrations and noise in the restart of the stopped thermal engine 11 is obtained.
In addition, the first angle θχ corresponds to the crank angle 0C in the case where the valves (that is to say an intake valve and an exhaust valve) which are installed in at least one of the cylinders of the heat engine 11 for controlling the flow of air out of / into at least one of the cylinders is in a closed valve state. It should be noted here that the "closed valve state" in the present embodiment of the invention not only includes a state where the valves are completely closed (i.e. air inlet is completely blocked) but also a state where the change in air pressure in the cylinder resulting from crankshaft rotation increases by a predetermined amount or more since the outlet / inlet flow The air is mainly blocked although the outlet / air flow through the valves is not completely blocked. In concrete terms, the state where the change of the air pressure in the cylinder increases by the predetermined amount or more means a state where the air pressure in the cylinder that has changed due to the rotation of the crankshaft becomes high enough to push or pull a piston. The angle that can be assumed by the crank angle 0C in the last half of the compression stroke mentioned above corresponds to the crank angle 0C in the case where the intake valve and the exhaust valve are in the closed valve state.
For the practical side of the explanation, it is assumed hereinafter that the first angle 0i is an angle that can be assumed by the crankshaft angle 0C near the end of a compression stroke.
After that, the electric motor control unit 192 changes the target stopping angle θgt according to the needs (step S3). The operation of changing the target stopping angle θgt in step S3 of FIG. 2 will be described in detail hereinafter with reference to FIG.
As shown in FIG. 3, the rotational detection unit 191 determines whether the crankshaft rotates in a negative rotational direction, based on the crank angle 0C that is delivered by the crankshaft sensor. crankshaft angle 111 (step S31). When the time derivative value of the crankshaft angle θ C is smaller than 0, the rotational detection unit 191 determines that the heat engine 11 rotates in the negative direction of rotation. On the other hand, when the time derivative value of the crankshaft angle θ C is greater than 0, the rotational detection unit 191 determines that the heat engine 11 is not rotating in the direction of rotation. negative (that is, rotates in a positive direction of rotation). On the other hand, the "positive direction of rotation" in the present embodiment of the invention means a direction in which the crankshaft rotates normally when the heat engine 11 is driven (i.e., a direction in which the crankshaft angle increases 0C). The "negative direction of rotation" in the present embodiment of the invention means the direction of rotation opposite to the positive direction of rotation (i.e., a direction in which the crankshaft angle CC decreases).
When it is determined as a result of the determination in step S31 that the crankshaft rotates in the negative direction of rotation (Yes in step S31), the electric motor control unit 192 sets a second angle 02 as target stopping angle 0tgt (step S32). The second angle 02 is larger than the first angle 0i. That is, the second angle θ 2 corresponds to an angle that is obtained by adding a shift amount in the positive direction of rotation at the first angle θ i. The second angle 02 may be a parameter that is stored in advance by the electronic control unit 19, or a parameter that is calculated by the electronic control unit 19 as appropriate. As is the case for the first angle θ 1, the second angle θ 2 preferably corresponds to the crankshaft angle θ C in the case where the intake valve and the exhaust valve which are installed in at least one of the cylinders are in the closed valve state. It should be noted, however, that the second angle 02 may be different from the crankshaft angle θC in the case where the intake valve and the exhaust valve which are installed in at least one of the cylinders are in the closed valve state.
On the other hand, when it is determined as a result of the determination in step S31 that the crankshaft does not rotate in the negative direction of rotation (No in step S31), it is assumed that the engine 11 turns in the direction of positive rotation. This is because when the heat engine 11 is stopped, the crank stop operation terminates as a result of a determination in step S9 of Fig. 2 which will be described later, so that the operation shown in Figure 3 is not performed. In this case, the electric motor control unit 192 determines whether or not the current crankshaft angle θC is equal to or greater than the first angle θι (step S33).
When it is determined as a result of the determination in step S33 that the current crank angle 0C is equal to or greater than the first angle θχ (Yes in step S33), the engine control unit electrical 192 sets the first angle θχ as target stopping angle θtgt (step S34). On the other hand, when it is determined as a result of the determination in step S33 that the current crank angle 0C is smaller than the first angle θχ (No in step S33), the control unit electric motor 192 does not change the target stop angle 0tgt · Therefore, in the case where the first angle θχ is set as the target stop angle 0tgt, the target stop angle 0tgt is maintained equal to the first angle θχ. In the case where the second angle θ 2 is set as the target stopping angle θtgt ^ the target stopping angle 0tgt is maintained equal to the second angle θ2.
Referring again to FIG. 2, the electric motor control unit 192 calculates a target displacement amount Rtgt according to which the crankshaft should move (i.e. turn). before the current crankshaft angle θC becomes equal to the target stopping angle θgt (step S4). In concrete terms, the electric motor control unit 192 calculates a difference ΔΘ between the current crank angle 0C and the target stopping angle 0tgt · After this, the electric motor control unit 192 calculates a total rotation speed Ntotai of the crankshaft which is necessary before the crankshaft is stopped (ie before the inertial force in the positive direction of rotation of the crankshaft disappears). After that, the electric motor control unit 192 calculates the amount of target shift Rtgt through the use of a mathematical expression: the amount of target displacement Rtgt = the difference ΔΘ + 360 ° x Ntotai After this, the electric motor control unit 192 calculates a target value of the electric motor rotation speed Nm (a target rotation speed Nmtgt) on the basis of the target displacement amount Rtgt calculated in step S4 (step S5). The electric motor control unit 192 calculates the target rotation speed Nmtgt on the basis of a graph which prescribes a relation between the target displacement amount Rtgt and the target rotation speed Nmtgt- In particular, when the target displacement amount Rtgt is equal to or greater than 360 ° (i.e., the crankshaft rotates 360 ° or more before stopping), the electric motor control unit 192 calculates the rotational speed Nmtgt target based on a first graph shown in Figure 4A. The first graph prescribes the target rotation speed Nmtgt that drops as the target shift amount Rtgt decreases. On the other hand, when the target shift amount Rtgt is smaller than 360 ° (i.e. the crankshaft stops before turning 360 °, i.e. the crankshaft stops as soon as the crank angle 0C then becomes equal to the target stopping angle 0tgt)> the electric motor control unit 192 calculates the target rotation speed Nmtgt on the basis of a second graph shown in Figure 4B. The second graph prescribes the positive target rotation speed Nmtgt when the target displacement amount Rtgt is equal to or greater than a predetermined positive value, prescribes the negative target rotation speed Nmtgt when the target displacement amount Rtgt is equal to or greater than a predetermined positive value. less than a predetermined negative value, and prescribes the target rotation speed Nmtgt to zero when the target displacement amount Rtgt is smaller than the predetermined positive value and larger than the predetermined negative value.
After that, the electric motor control unit 192 calculates a difference ANm between the current electric motor rotation speed Nm and the target rotation speed Nmtgt (step S6). After that, the electric motor control unit 192 calculates the torque control value Ttgt based on the difference ANm (step S1). That is, the electric motor control unit 192 calculates the torque command value Ttgt by performing a feedback command (for example a proportional-integral command (PI)) to make the difference ANm equal to zero. After that, the electric motor control unit 192 generates the switching control signal S corresponding to the torque control value Ttgt / and outputs the generated change control signal S to the inverter 15 (step S8). As a result, the electric motor-generator 12 delivers the torque Tm corresponding to the torque control value 1 tgt. [0057] After this, the electric motor control unit 192 determines whether the heat engine 11 is stopped (step S9). For example, when the time derivative value of the crankshaft angle θC remains zero over a predetermined time, the electric motor control unit 192 can determine that the heat engine 11 is stopped. When it is determined as a result of the determination in step S9 that the heat engine 11 is not stopped (No in step S9), the electronic control unit 19 again carries out the operation of the step S3 at step S8. On the other hand, when it is determined as a result of the determination in step S9 that the heat engine 11 is stopped (Yes in step S9), the electronic control unit 19 completes the shutdown operation crankshaft. In this case, the electronic control unit 19 can begin the crank stop operation shown in Fig. 2 again after a second time has elapsed.
A technical effect of the first example of the crankshaft stop operation will then be described with reference to the time diagrams shown in FIGS. 5 and 6. In what follows, in order to elucidate the effect the first example of the crankshaft stop operation, the technical effect of the first example of the crankshaft stop operation will be described after describing a technical problem that may arise in a comparative example of the crankshaft stop operation. crank stop operation in which the target stopping angle θtgt continues to be maintained equal to the first angle θχ.
First of all, FIG. 5 is a timing diagram showing the target stopping angle 0tgt r the crank angle 0C and the torque Tm in the case where the comparative example of the operation of Crankshaft stop is realized. As shown in FIG. 5, the comparative example of the crank stop operation starts at time t51. In this case, although the heat engine 11 is stopped from being supplied with fuel, the crankshaft continues to rotate in the positive direction of rotation due to an inertial force. That is, crankshaft angle 0C repeatedly changes from 0 ° to 720 °. Therefore, the electric motor control unit 192 controls the electric motor-generator 12 through the use of the first graph. As a result, the electric motor-generator 12 delivers the torque Tm which acts in the negative direction of rotation, so as to counterbalance the inertia force in the positive direction of rotation of the crankshaft.
After that, the inertia force in the positive direction of rotation of the crankshaft gradually decreases. As a result, the amount of target shift Rtgt becomes smaller than 360 ° at a time t52. That is, the amount of target displacement Rtgt at time t52 indicates that the crankshaft should stop as soon as the crankshaft angle θC then becomes equal to the target stop angle θtgt- Therefore, the electric motor control unit 192 controls the electric motor-generator 12 through the use of the second graph. In this case also, the electric motor-generator 12 delivers the torque Tm which acts in the negative direction of rotation, so as to counterbalance the inertia force in the positive direction of rotation of the crankshaft and stops the crankshaft as soon as the angle crankshaft 0C then becomes equal to the target stopping angle 0tgt · [0061] However, as described above, the torque command value Ttgt which specifies the torque Tm is calculated via a feedback command. Therefore, as a result of responsiveness (e.g., response delay or the like) of feedback control, the torque control value Ttgt may not become equal to a value capable of stopping the crankshaft as soon as the Crank angle 0C becomes equal to 1 "target stopping angle 0tgt (i.e., the difference ΔΘ becomes zero). In this case, as shown in FIG. 5, even in the case where the crankshaft angle θC becomes equal to the target stopping angle θtgt at time t53, the inertia force in the direction positive rotation of the crankshaft remains. As a result, even when the crankshaft angle θC becomes larger than the target stopping angle θgt / · the crankshaft rotates in the positive direction of rotation. That is, exceeding the crankshaft angle θ C in the positive direction of rotation relative to the target stopping angle θgt occurs.
Even when the crankshaft angle 0C becomes larger than the target stopping angle 0tgtf the electric motor-generator 12 delivers the torque Tm which acts in the negative direction of rotation, so as to counteract the force of rotation. inertia in the direction of positive rotation of the crankshaft. As a result, the inertial force in the direction of positive rotation of the crankshaft becomes zero at a time t54.
It should be noted here that the first angle 0i is an angle that can be assumed by the crankshaft angle 0C near the end of a compression stroke as described above. In addition, the first angle θ corresponds to the crankshaft angle θC in the case where the intake valve and the exhaust valve are in the closed valve state. Therefore, immediately before time t54, the crankshaft rotates so that the piston compresses air into a combustion chamber. Therefore, at time t54, a force which acts to repel the piston (i.e. rotate the crankshaft in the negative direction of rotation) is applied by the air into the combustion chamber on the piston. In addition, the inertia force in the positive direction of rotation of the crankshaft is zero at time t54. Therefore, at and after time t54, the crankshaft rotates in the negative direction of rotation due to the force that is applied to the piston by the air in the combustion chamber.
At and after the instant t54, the crankshaft rotates in the negative direction of rotation due to the force - (called reaction) of the air in the combustion chamber. Therefore, the electric motor-generator 12 delivers the torque Tm which acts in the direction of positive rotation, so that the crankshaft stops as soon as the crank angle 0C becomes equal to the target stopping angle 0tgt through an adjustment of the amount of crankshaft rotation in the negative direction of rotation. Therefore, when the crank angle 0C is in the vicinity of the target stopping angle 0tgt (i.e., the absolute value of the difference ΔΘ is equal to or smaller than a predetermined value), the electric motor-generator 12 is controlled considering the behavior of the crankshaft corresponding to the force of the air in the combustion chamber and the second graph (the same is true for the first example of the crankshaft stop operation as well as the complete example). On the other hand, the torque control value T tgt which prescribes the torque Tm which acts in the positive direction of rotation is also calculated via feedback control. Therefore, as shown in FIG. 5, even in the case where the crankshaft angle θC becomes equal to the target stopping angle θtgt at or after the instant t54, the crankshaft can turn in the direction negative rotation. That is, exceeding the crankshaft angle θ C in the negative direction of rotation with respect to the target stopping angle θgt occurs.
Even when the crank angle 0C becomes smaller than the target stopping angle 0tgt, the electric motor-generator 12 delivers the torque Tm which acts in the positive direction of rotation, so as to adjust the quantity rotation of the crankshaft in the negative direction of rotation. As a result, the direction of rotation of the crankshaft changes from the negative direction of rotation to the positive direction of rotation at a time t55. At time t55, the crankshaft angle θC is smaller than the target stopping angle θtgt · Therefore, the electric motor-generator 12 continues to deliver the torque Tm which acts in the positive direction of rotation, in such a way that the crankshaft stops with the crankshaft angle 0C equal to the target stop angle 0tgt · Therefore, the crank angle 0C becomes equal to the target stopping angle 0tgt instant t56.
However, the force that is applied to the piston by the air in the combustion chamber so as to push the crankshaft is greater in the case where the amount of rotation of the crankshaft in the direction of rotation positive for a period from time t55 to moment t56 (that is to say the amount of rotation of the crankshaft immediately before stopping the crankshaft) is relatively large than in the case where the amount of rotation of the crankshaft in the positive direction of rotation during the period from time t55 to time t56 is relatively small. Therefore, at and after time t56 also, the electric motor-generator 12 must continue to deliver the relatively large torque Tm which acts in the positive direction of rotation, so that the crankshaft does not rotate as a result of force that is received by the piston from the air into the combustion chamber. When the electric motor-generator 12 stops delivering the torque Tm at time t57, the crankshaft rotates in the negative direction of rotation as is the result of the force that is received by the piston from the air in the chamber. combustion. Therefore, it is difficult for the crankshaft to stop with the crankshaft angle θC equal to the target stopping angle θtgt. [0067] Due to this technical problem which appears in the comparative example of the crank stop operation, according to the first example of the crankshaft stop operation, the target stopping angle 0tgt is changed from the first angle θχ to the second angle 02, in order to make the quantity crankshaft rotation in the relatively small negative rotation direction and to make the amount of the next rotation of the crankshaft in the relatively small positive rotation direction.
In concrete terms, FIG. 6 is a timing diagram showing the target stopping angle θgt / the crankshaft angle θC and the torque Tm in the case where the first example of the stopping operation Crankshaft is realized. As shown in FIG. 6, the first example of the crankshaft stop operation starts at a time t61. In this case, as in the case where the comparative example of the crankshaft stop operation is performed, the electric motor-generator 12 delivers the torque Tm which acts in the negative direction of rotation, so as to counterbalance the force of the crankshaft. inertia in the direction of positive rotation of the crankshaft. After that, the amount of target shift Rtgt becomes smaller than 360 ° at time t62. After that, exceeding the crankshaft angle θ C in the positive direction of rotation relative to the target stopping angle θtgt occurs at time t63, as a result of the responsiveness of the feedback control. After that, the inertial force in the positive rotation direction of the crankshaft becomes zero at time t64.
From time t61 to time t64, the heat engine 11 continues to rotate in the positive direction of rotation, so that the target stop angle θtgt is not established at the second angle θ2. Therefore, the target stop angle θtgt is maintained equal to the first angle θχ, regardless of whether the crankshaft angle θC is equal to or greater than the first angle θχ. On the other hand, at and after time t64, the crankshaft rotates in the negative direction of rotation. Therefore, the target stopping angle θtgt is changed from the first angle θχ to the second angle θ2 at time t64.
At and after time t64, as is the case for the comparative example, the electric motor-generator 12 delivers the torque Tm which acts in the positive direction of rotation. In addition, the direction of rotation of the crankshaft changes from the negative direction of rotation to the positive direction of rotation at time t65. Further, it is assumed that the crank angle 0C is exceeded in the negative direction of rotation with respect to the pre-change target stopping angle θtgt (i.e. the first angle θχ ) occurred at time t65. On the other hand, in the case where the crank angle 0C is exceeded in the negative direction of rotation with respect to the pre-change target stop angle θtgt (i.e. the first angle θχ ) does not occur once the crankshaft rotates in the negative direction of rotation, an operation different from the crank stop operation shown in Figure 2 can be performed. Even in the case where the direction of rotation of the crankshaft changes for the positive direction of rotation at time t65, the crank angle 0C is smaller than the first angle θχ, the target stop angle 0tgt is then maintained equal to the second angle θ2. In addition, and after the moment t65 also, the electric motor-generator 12 continues to deliver the torque Tm which acts in the direction of positive rotation, so that the crankshaft stops with the crank angle 0C equal to the target stopping angle 0tgt · After this, crankshaft angle 0C coincides with the first angle 0i at time t66. As a result, it is determined that the crankshaft angle θC becomes equal to or greater than the first angle θi, so that the target stopping angle θtgt is changed from the second angle θ2 to the first angle θχ. As a result, the crankshaft stops with the crankshaft angle CC equal to the first angle θχ as the target stopping angle tχg [0071] It should be noted here that the amount of rotation of the crankshaft in the direction of rotation negative that is necessary to bring the crank angle 0C to coincide with the target stopping angle 0tgt is smaller in the case where the target stopping angle 0tgt is set at the second angle 02 than in the case where the target stopping angle θtgt is maintained equal to the first angle θχ. Therefore, the amount of rotation of the crankshaft in the negative direction of rotation at and after time t64 is made smaller in the case where the target stopping angle θtgt is set at the second angle θ2 than in the case where the target stopping angle θtgt is maintained equal to the first angle θχ, so that the torque Tm which is delivered at and after the instant t64 and which acts in the positive direction of rotation is relatively large. As a result, the amount of rotation of the crankshaft in the negative direction of rotation at and after time t64 is small, so that the amount of rotation of the crankshaft in the positive direction of rotation at and after time t65 is also small. Therefore, at time t66, the force that is applied to the piston by the air in the combustion chamber so as to repel the crankshaft is also small. Therefore, at and after time t66, even when the electric motor-generator 12 does not continue to deliver the relatively large torque Tm which acts in the positive direction of rotation, the crankshaft does not turn as a result of a force which is received by the piston from the air into the combustion chamber. Therefore, even if the electric motor-generator 12 stops delivering torque Tm at time t67, the crankshaft does not rotate in the negative direction of rotation as a result of a force that is received by the air piston. in the combustion chamber. Therefore, the crankshaft can stop appropriately with the crank angle 0C equal to the target stopping angle 0tgt · That is, according to the first example of the operation of crankshaft stop, even in the case where the crankshaft rotates in the negative direction of rotation as a result of the reactivity of the feedback control before stopping, the crankshaft may stop with the crank angle 0C equal to the crank angle The amount of rotation of the crankshaft in the negative direction of rotation resulting from the reactivity of the feedback control mentioned above tends to increase when the number of cylinders with which the engine 11 is equipped decreases. This is due to the fact that the possibility of rotation of the crankshaft in the negative direction of rotation due to the compressed air in a certain cylinder which is counterbalanced by the behavior of the crankshaft in the other cylinder or cylinders decreases, when the number of cylinders decreases . Therefore, the technical effect according to the first example of the crankshaft stop operation is more remarkable in the case where the number of cylinders of the engine 11 is equal to or less than a predetermined number than in the case where the number of cylinders of the engine 11 is larger than the predetermined number. For example, the technical effect according to the first example of the crankshaft stop operation is more remarkable in the case where the number of rolls is equal to or less than 4 (or equal to or less than 6) than in the case where the number of cylinders is greater than 4 (or greater than 6). On the other hand, in the case where the heat engine 11 is equipped with a plurality of cylinders, the electronic control unit 19 can implement the first example of the crankshaft stop operation mentioned above for at least one of the plurality of cylinders. In this case, at least one of the cylinders which is subjected to the first example of the crankshaft stop operation is preferably a cylinder in which the target stopping angle θtgt is set to the first angle θ which corresponds to the 0C crankshaft angle in the case where the intake valve and the exhaust valve are in the closed valve state.
Furthermore, as described above, the second angle O 2 is the target stop angle θtgt which is set to make small the amount of rotation of the crankshaft in the negative direction of rotation. In other words, the second angle O 2 is the target stopping angle θgt which is set in order to make important the torque T m which is delivered under the circumstances in which the crankshaft rotates in the negative direction of rotation and which acts in the positive direction of rotation. Therefore, the second angle O 2 is preferably set in advance at an appropriate value based on the specifications of the vehicle 1 or the like, from the point of view of attaining this goal.
In the foregoing description, rotation of the crankshaft in the negative direction of rotation resulting from the reactivity of the feedback control occurs only once. However, a rotation of the crankshaft in the negative direction of rotation resulting from the reactivity of the feedback control can occur twice or more. That is, the crankshaft can repeat a rotation cycle consisting of a rotation in the negative direction of rotation and a rotation in the positive direction of rotation several times, as a result of the responsiveness of the crankshaft. feedback control. In this case also, the crankshaft can be stopped with the crankshaft angle θC equal to the target stopping angle θtgtf by implementing the first example of the crankshaft stopping operation mentioned above. For example, FIG. 7 is a timing diagram showing the target stopping angle θtgt, the crankshaft angle θC and the torque Tm in the case where the crankshaft repeats a rotation cycle consisting of a rotation in the direction of negative rotation and a rotation in the direction of positive rotation twice in the circumstances where the first example of the crankshaft stop operation is implemented. As shown in FIG. 7, the first example of the crank stop operation starts at time t71, the target shift amount Rtgt becomes smaller than 360 ° at time t72, an overrun of the crank angle 0C in the positive direction of rotation relative to the target stopping angle 0tgt occurs at time t73, and the direction of rotation of the crankshaft changes from the positive direction of rotation to the direction negative rotation at time t74. As a result, the target stopping angle θtgt is changed from the first angle θχ to the second angle θ2 at time t74. After that, the crankshaft performs a rotation cycle consisting of a rotation in the negative direction of rotation and a rotation in the positive direction of rotation once. As a result, the crank angle 0C coincides with the first angle θχ at the instant t75, and the target stopping angle θtgt is changed from the second angle 02 to the first angle θχ. However, at and after time t75 also, exceeding the crankshaft angle θ C in the positive direction of rotation relative to the target stopping angle θgt may occur as a result of the responsiveness of the control of the crankshaft. feedback. As a result, the crankshaft revives a rotation in the negative direction of rotation at time t76. Therefore, the target stopping angle θtgt is changed again from the first angle θχ to the second angle θ2 at time t76. After that, the crankshaft performs a rotation cycle consisting of a rotation in the negative direction of rotation and a rotation in the positive direction of rotation once. As a result, the crankshaft angle θC coincides with the first angle θχ at the instant t77, and the target stopping angle θtgt is changed again from the second angle θ to the first angle θi. As a result, the crankshaft stops at the crank angle 0C equal to the first angle θχ as the target stopping angle 0tgt [0075] In the above description, the electric motor control unit 192 returns the target stopping angle 0tgt at first angle θχ at a time when crankshaft angle 0C becomes equal to or greater than the pre-change target stopping angle θtgt (i.e. the first angle θχ) once the direction of rotation of the crankshaft changes from negative direction to positive direction of rotation. However, the electric motor control unit 192 can return the target stopping angle θtgt to the first angle θχ at a time when a predetermined period elapses once the crankshaft rotation direction changes direction of rotation. negative in the direction of positive rotation. In this case, even when crankshaft angle 0C is exceeded in the negative direction of rotation relative to the pre-change target stop angle 0tgt (i.e. the first angle θχ ) did not occur when the crankshaft rotates in the direction of rotation from the negative direction of rotation to the positive direction of rotation, the crankshaft stops with the crankshaft angle 0C equal to the first angle θι In the above description, the first angle θ 1 is an angle that can be assumed by the crankshaft angle θ C near the end of a compression stroke. Therefore, immediately before starting to turn in the negative direction of rotation, the crankshaft rotates so that the piston compresses the air in the combustion chamber. However, immediately before starting to turn in the negative direction of rotation, the crankshaft can rotate so that the piston expands air into the combustion chamber. Also in this case, the force that acts to pull the piston (ie rotate the crankshaft in the negative direction of rotation) (i.e. the force that is substantially equal to negative pressure) is applied without failure on the piston by the air in the combustion chamber. Therefore, the first example of the crank stop operation mentioned above can be implemented not only in the case immediately before starting to rotate in the negative direction of rotation, the crankshaft rotates so that the piston compresses the air in the combustion chamber, but also in the case immediately before starting to turn in the negative direction of rotation, the crankshaft rotates so that the piston relaxes the air in the combustion chamber. In this case too, the effect mentioned above is appropriately received.
The second example of the crankshaft stop operation is different from the first example of the crankshaft stopping operation mentioned above in that the second angle which progressively changes O2 (i.e. say that increases / decreases gradually) is used. In the first example of the crankshaft stop operation, the second fixed angle θ2 (i.e. invariable) is used. The second example of the crankshaft stop operation is identical in other operational details to the first example of the crankshaft stop operation. The second angle which changes gradually θ2 is established by the operation of changing the target stopping angle θtgt in step S3 of FIG. 2. Therefore, the progress of the second example of the stopping operation crankshaft will be described hereinafter with reference to the flowchart of FIG. 8.
As shown in FIG. 8, the rotational detection unit 191 determines whether the crankshaft rotates in the negative direction of rotation (step S31). If it is determined as a result of the determination in step S31 that the crankshaft rotates in the negative direction of rotation (Yes in step S31), the electric motor control unit 192 sets the second angle which changes progressively. θ2 as target stop angle Btgt (step S41).
On the other hand, if it is determined as a result of the determination in step S31 that the crankshaft does not rotate in the negative direction of rotation (No in step S31), the control unit of electric motor 192 determines whether the current crank angle 0C is equal to or greater than the first angle θχ (step S33). If it is determined as a result of the determination in step 533 that the current crankshaft angle θC is equal to or greater than the first angle θ1 (yes in step S33), the electric motor control unit 192 establishes the first angle θχ as target stopping angle θtgt (step 534).
On the other hand, if it is determined as a result of the determination in step S33 that the current crank angle 0C is smaller than the first angle θι (No in step S33), the electric motor control unit 192 determines whether or not the second angle O 2 is set as the target stop angle θgt (step S42). If it is determined as a result of the determination in step S42 that the second angle 02 is not set as target stopping angle 0tgt (No in step S42), the stopping angle of target 0tgt is maintained equal to the first angle 0i-If it is determined as a result of the determination in step S42 that the second angle 02 is set as the target stop angle 0tgt (Yes in step S42), the The electric motor control unit 192 sets the second angle which gradually changes to 02 as the target stop angle θgt (step S43).
In order to establish the second angle which gradually changes O2 in the steps S41 and S43, the electric motor control unit 192 sets the second angle O 2, a difference from the previous target stop angle. 0tgt is equal to or less than a predetermined quantity. The operation shown in FIG. 8 is repeated until the heat engine 11 stops. Therefore, the operations of steps S41 and S43 are also repeated repeatedly. As a result, as shown in Fig. 9, the second angle O 2 which is set as the target stop angle θtgt (i.e., the target stop angle 0tgt itself) changes gradually. As a result, the torque Tm changes more slowly (in other words is less likely to change rapidly) in the second example of the crankshaft stop operation than in the first example of the crankshaft stop operation. .
As shown in FIG. 9, the electric motor control unit 192 can establish the second angle that gradually changes θ2 as the target stop angle θtgt. In this case, the electric motor control unit 192 can establish the second gradually changing angle θ2 so that the second angle θ2 becomes equal to a peak value (more specifically, corresponds to the second angle θ2 used in the first example) during or before the flow of a third time t3 after changing the target stop angle Otgt from the first angle θχ to the second angle θ2. Further, by setting the second gradually changing angle θ2, the electric motor control unit 192 can establish the second angle θ2 which gradually increases from the first angle θχ.
As shown in FIG. 9, the electric motor control unit 192 can establish the second angle which gradually decreases θ2 as the target stop angle θtgt · For example, the electric motor control unit 192 can monitor a difference between the current crank angle 0C and the first angle θχ, predict, on the basis of a monitoring result, a time when the crankshaft angle θC becomes equal to or greater than the first angle θχ ( i.e., a time when the target stopping angle 0tgt is brought back to the first angle 0x), and progressively reducing the second angle θ 2 so that the target stopping angle θgt becomes equal to first angle θχ at the expected time. In addition, by establishing the second angle which gradually decreases θ2, the electric motor control unit 192 can establish the second angle θ2 which gradually decreases towards the first angle θχ.
Furthermore, the amount of each change of the second angle θ2 decreases when the cycle in which the operation shown in Figure 8 is repeatedly performed is shortened, so that the second angle 02 changes smoothly. For example, FIG. 9 shows the target stopping angle θtgt, the crankshaft angle θC and the torque Tm in the case where the cycle in which the operation shown in FIG. 8 is performed repeatedly is relatively long. On the other hand, for example, FIG. 10 shows the target stopping angle 0tgtr the crank angle 0C and the torque Tm in the case where the cycle following which the operation shown in FIG. repeatedly is relatively short.
As shown in the flowchart of FIG. 11, the third example of the crankshaft stop operation is different from the first example of the crankshaft stop operation in that a control gain k capable of prescribing the importance of the torque Tm is changed (step S10) in order to make important the torque Tm that is delivered in the circumstances where the crankshaft rotates in the negative direction of rotation. The third example of the crank stop operation is different from the first example of the crank stop operation in that the first angle θ is used as the target stopping angle θtgt (i.e. say that the second angle 02 is not used). The third example of the crankshaft stop operation is identical in other operative details to the first example of the crankshaft stop operation. The operation of changing the control gain k in step S10 of Fig. 11 will be described in detail below with reference to the flowchart of Fig. 12.
As shown in FIG. 12, the rotational detection unit 191 determines whether or not the crankshaft rotates in the negative direction of rotation (step S31).
If it is determined as a result of the determination in step S31 that the crankshaft rotates in the negative direction of rotation (Yes in step S31), the electric motor control unit 192 establishes a second gain. k2 as control gain k (step S102). In the present embodiment of the invention, the control gain k comprises at least one of a proportional gain kp and an integral gain kx which are used in the feedback control (proportional-integral control (PI)) performed by the motor control unit 192 mentioned above. Therefore, the electric motor control unit 192 sets a second gain kP2 as proportional gain kp and / or establishes a second gain ki2 as the integral gain kj. The second gain kp2 is the proportional gain kp capable of prescribing the torque Tm which is larger than the torque (especially the torque which acts in the direction of positive rotation, the same thing remains true) Tm prescribed by a first gain kpX which will be described later. The second gain ki2 is the integral gain kx capable of prescribing the torque Tm which is greater than the torque Tm prescribed by a first gain kn which will be described later. The second gains kp2 and kX2 may be parameters that are stored in advance by the electronic control unit 19, or may be as many parameters as are calculated by the electronic control unit 19 as appropriate. It should be noted, however, that the control gain k may be an arbitrary gain capable of adjusting the magnitude of the torque Tm.
On the other hand, if it is determined as a result of the determination in step S31 that the crankshaft does not rotate in the negative direction of rotation (No in step S31), the control unit of electric motor 192 determines whether the current crank angle 0C is equal to or greater than the target stopping angle 0tgt (step SI 03).
If it is determined as a result of the determination in step S103 that the current crankshaft angle θC is equal to or greater than the target stopping angle θgt (yes in step S103), the The electric motor control unit 192 sets the first gain kx as control gain k (step S104). That is, the electric motor control unit 192 sets the first gain kpi as the proportional gain kp and / or sets the first gain ku as the integral gain ki. The first gain ki (i.e., the first gain kpi and the first gain kn) is a parameter that is stored in advance by the electronic control unit 19 as the default control gain k. On the other hand, if it is determined as a result of the determination in step S103 that the current crankshaft angle θC is smaller than the target stopping angle θgt (No in step S103), the electric motor control unit 192 does not change the control gain k. Therefore, when the first gain ki is set as the control gain k, the control gain k is kept equal to the first gain ki. When the second gain k2 is set as control gain k, the control gain k is maintained equal to the second gain k2.
In this third example of the crankshaft stop operation and the first example of the crankshaft stop operation, the torque Tm that is delivered in the circumstances in which the crankshaft rotates in the negative direction of rotation. is larger than in the case where the control gain k is kept equal to the first gain ki (see FIG. 13). As a result, the amount of rotation of the crankshaft in the negative direction of rotation is small, so that the next rotation amount of the crankshaft in the positive direction of rotation is also small. Therefore, the force that is applied to the piston by the air in the combustion chamber so as to repel the crankshaft is also small. Therefore, the third example of the crank stop operation may suitably receive an effect similar to the effect that may be received by the first example of the crank stop operation.
Furthermore, in the third example of the crankshaft stop operation as well as the second example of the crankshaft stop operation, the second gain that changes gradually k.2 can be set as control gain. k. For example, the second gain that changes gradually can be set as control gain k. For example, the gradually decreasing gain k2 can be set as control gain, k. For example, the second gain k2 which gradually decreases and then gradually increases can be set as control gain k. For example, the second gain k2 which gradually increases and then gradually decreases can be set as control gain k. Further, in the third example of the crank stop operation and the first example of the crank stop operation, the target stopping angle θtgt can be changed between the first angle θχ and the Second angle 02- [0092] Furthermore, the invention can be suitably modified in a range such that this does not contradict the spirit or concept of the invention. A vehicle control apparatus subject to such modification is also included in the technical concept of the invention.

权利要求:
Claims (11)
[1" id="c-fr-0001]
A vehicle control apparatus for a vehicle, the vehicle (1) comprising a heat engine (11) and an electric motor (12), the heat engine (11) comprising at least one cylinder, a valve and a crankshaft, the valve being configured to control an air flow out of and into the at least one cylinder, and the electric motor (12) being configured to adjust a crank angle (0C) of the crankshaft by delivering a torque (Tm) to the crankshaft, the vehicle control apparatus comprising an electronic control unit (19) configured to: provide feedback control of the electric motor (12), during a stopping control of the engine (11), based on the crankshaft angle (0C) such that the torque (Tm) is delivered to stop the crankshaft at a target angle (0tgt) corresponding to the crankshaft angle (0C) for which the valve is in a closed valve state ; detect a direction of rotation of the crankshaft; using a first angle (0i) as the target angle during a first period, the first period being a period from the start of the feedback control to a time of first rotation detection of the crankshaft in a negative direction of rotation to bring back the crankshaft angle (0C), which has become larger than the target angle (0tgt)> towards the target angle (0tgt), and the first angle (θχ) corresponding to the crankshaft angle (0C ) for which the valve is in the closed valve state; using a second angle (02) as the target angle (0tgt) during a second period, the second period being a period from the first period of time to a detection time of a change in a direction of rotation of the second period crankshaft from the negative direction of rotation to a positive direction of rotation, and the second angle (θ2) being larger than the first angle (θχ); and returning the target angle (0tgt) from the second angle (02) to the first angle (θχ) at a first time, the first time being a time where the crankshaft angle (0C), which has become more small that the first angle (θχ) during the second period becomes equal to or greater than the first angle (0x) after the second period has elapsed.
[2" id="c-fr-0002]
A vehicle control apparatus according to claim 1, wherein the electronic control unit (19) is configured to use the second angle (02) as a target angle (0tgt) during a third period, the third period is a period from a time of second rotation detection of the crankshaft in the negative direction of rotation to bring back the crankshaft angle (0C), which has become larger than the target angle (0tgt) for a second time after having brought back the target angle at first angle (θχ), towards target angle (Θtgt) up to a detection time of a change in direction of rotation of crankshaft from negative direction of rotation to direction of rotation positive, the electronic control unit (19) is configured to return the target angle (0tgt) from the second angle (02) to the first angle (θχ) at a second time, and the second time is a time where the crankshaft angle (0C), which is evenu smaller than the first angle (θχ) during the third period becomes equal to or greater than the first angle (θχ) after the third period has elapsed.
[3" id="c-fr-0003]
A vehicle control apparatus according to claim 1 or 2, wherein the second angle (θ2) increases progressively from the first angle (θχ) and then gradually decreases to the first angle (θχ).
[4" id="c-fr-0004]
A vehicle control apparatus according to any one of claims 1 to 3, wherein the first angle (θχ) is the crankshaft angle (0C) in a last half of a compression stroke.
[5" id="c-fr-0005]
A vehicle control apparatus for a vehicle, the vehicle (1) comprising a heat engine (11) and an electric motor (12), the heat engine (11) comprising at least one cylinder, a valve and a crankshaft, the valve being configured to control an air flow out of and into the at least one cylinder, and the electric motor (12) being configured to adjust a crank angle (0C) of the crankshaft by delivering a torque (Tm) to the crankshaft, the vehicle control apparatus comprising an electronic control unit (19) configured to: provide feedback control of the electric motor (12), during a stopping control of the engine (11), based on the crankshaft angle (0C) such that the torque is delivered to stop the crankshaft at a target angle (0tgt) corresponding to the crankshaft angle (0C) for which the valve is in a closed valve state; detecting a direction of rotation of the heat engine (11); using a first gain (ki), during a first period, as an electric motor gain which prescribes a magnitude of the torque, the first period being a period from the start of the feedback control to a time of first rotation detection of the crankshaft in a negative direction of rotation to bring the crankshaft angle (0C), which has become larger than the target angle (0tgt) r towards the target angle (0tgt), use a second gain (k2) as an electric motor gain during a second period, the second period being a period from the first period of time to a time of detecting a change in a direction of rotation of the crankshaft from the negative direction of rotation until a positive direction of rotation, and the second gain (k2) being a gain which prescribes a larger torque (Tm) in the direction of positive rotation than the first gain (kx); and returning the engine gain from the second gain (k2) to the first gain (ki) at a first time, the first time being a time where the crankshaft angle (0C), which has become smaller than the target angle (0tgt) during the second period becomes equal to or greater than the target angle (0tgt) after the second period elapses.
[6" id="c-fr-0006]
A vehicle control apparatus according to claim 5, wherein the electronic control unit (19) is configured to use the second gain (k2) as an electric motor gain during a third period, the third period is a period from a time of second rotation detection of the crankshaft in the negative direction of rotation to bring back the crankshaft angle (0C), which has become larger than the target angle (0tgt) for a second time after having brought back the gain from motor to first gain (ki), to target angle (0tgt) up to a detection time of a change in direction of rotation of the crankshaft from the negative direction of rotation to the positive direction of rotation, electronic control unit (19) is configured to return the motor gain from the second gain (k2) to the first gain (ki) at a second time, and the second time is a time when the crankshaft angle ( 0C), which has become more small that the target angle (0tgt) during the third period becomes equal to or greater than the target angle (0tgt) after the third period has elapsed.
[7" id="c-fr-0007]
A vehicle control apparatus according to claim 5 or 6, wherein the electronic control unit (19) is configured to use the second gain as the electric motor gain during the second period, and the second gain (k2) is a gain that increases gradually from the first gain (ki) and then gradually decreases to the first gain (ki).
[8" id="c-fr-0008]
A vehicle control apparatus according to claim 5 or 6, wherein the electronic control unit (19) is configured to use the second gain (k2) as an electric motor gain during the second period, and the second gain ( k2) is a gain that gradually decreases from the first gain (ki) and then increases gradually to the first gain (ki).
[9" id="c-fr-0009]
A vehicle control apparatus according to any one of claims 5 to 8, wherein the target angle (θtgt) is the crankshaft angle in a last half of a compression stroke.
[10" id="c-fr-0010]
A vehicle control method for a vehicle, the vehicle (1) comprising a heat engine (11) and an electric motor (12), the heat engine (11) comprising at least one cylinder, a valve and a crankshaft, the valve being configured to control an air flow out of and into the at least one cylinder, and the electric motor (12) being configured to adjust a crank angle (0C) of the crankshaft by delivering a torque (Tm) to the crankshaft, the vehicle control method comprising: providing a feedback control of the electric motor (12), during a stopping command of the engine (11), based on the crankshaft angle (0C) of such whereby the torque is delivered to stop the crankshaft at a target angle corresponding to the crankshaft angle (θtgt) for which the valve is in a closed valve state; using a first angle (0i) as the target angle during a first period, the first period being a period from the start of the feedback control to a time of first rotation detection of the crankshaft in a negative direction of rotation to bring back the crankshaft angle (0C), which has become larger than the target angle (0tgt) r towards the target angle (0tgt) / and the first angle corresponding to the crankshaft angle (0C) for which the valve is in the closed valve state; using a second angle (02) as the target angle (0tgt) during a second period, the second period being a period from the first period of time to a detection time of a change in a direction of rotation of the second period crankshaft from the negative direction of rotation to a positive direction of rotation, and the second angle (θ2) being larger than the first angle (θχ); and returning the target angle (0tgt) from the second angle (θ2) to the first angle (θχ) at a first time, the first time being a time where the crankshaft angle (0C), which has become more small that the first angle (θχ) during the second period, becomes equal to or greater than the first angle (θχ) after the flow of the second period.
[11" id="c-fr-0011]
11. A vehicle control method for a vehicle, the vehicle (1) comprising a heat engine (11) and an electric motor (12), the heat engine (11) comprising at least one cylinder, a valve and a crankshaft, the valve being configured to control an air flow out of and into the at least one cylinder, and the electric motor (12) being configured to adjust a crank angle (0C) of the crankshaft by delivering a torque (Tm) to the crankshaft, the vehicle control method comprising: providing a feedback control of the electric motor (12), during a stop command of the heat engine (11), based on the crankshaft angle (0C) of such that the torque (Tm) is delivered to stop the crankshaft at a target angle (0tgt) corresponding to the crankshaft angle (0C) for which the valve is in a closed valve state; using a first gain (ky), during a first period, as an electric motor gain which prescribes a magnitude of the torque, the first period being a period from the start of the feedback control to a time of first rotation detection of the crankshaft in a negative direction of rotation to bring back the crankshaft angle, which has become larger than the target angle (0tgt) r towards the target angle, use a second gain (k2) as the electric motor gain for a second period, the second period being a period since the first period has elapsed until a detection time of a change in a direction of rotation of the crankshaft from the negative direction of rotation to a positive direction of rotation , and the second gain (k2) being a gain which prescribes a larger torque (Tm) in the direction of positive rotation than the first gain (ki); and returning the motor gain from the second gain (k2) to the first gain (kx) at a first time, the first time being a time where the crankshaft angle (0C), which has become smaller than the target angle (0tgt) during the second period becomes equal to or greater than the target angle (0tgt) after the second period elapses.

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同族专利:

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公开号 | 公开日

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JP6414125B2|2018-10-31|

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CN107264514A|2017-10-20|

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US20170282890A1|2017-10-05|

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DE102017107052A1|2017-10-05|

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US10351122B2|2019-07-16|

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FR3049540B1|2019-11-29|

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JP2017185865A|2017-10-12|

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KR101832300B1|2018-02-26|

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KR20170114262A|2017-10-13|

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CN107264514B|2019-08-20|

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法律状态:
2018-02-27| PLFP| Fee payment|Year of fee payment: 2 |

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2019-03-13| PLFP| Fee payment|Year of fee payment: 3 |

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2020-03-12| PLFP| Fee payment|Year of fee payment: 4 |

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优先权:

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申请号 | 申请日 | 专利标题

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JP2016075102A|JP6414125B2|2016-04-04|2016-04-04|Vehicle control device|

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JP2016075102|2016-04-04|

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