Vehicle with launch control and method executed by control system of vehicle

Abstract

A vehicle includes: a plurality of wheels; a powertrain for providing torque to a driveshaft coupled to at least one of the plurality of wheels, the powertrain comprising a spark-ignited internal combustion engine for igniting a volume of combustion mixture and an electric motor; a launch control having an inactive mode during which the powertrain system operates under a first set of operating conditions and an active mode during which the powertrain system operates under a second set of operating conditions; and a control system configured to respond to the launch control in an active mode by commanding the powertrain system to operate in a second set of operating conditions under which the electric motor outputs a negative torque and the internal combustion engine outputs an boost torque that counteracts the negative torque output by the electric motor, the vehicle travels at a constant speed.

Description

Technical Field

[0001] This invention relates to vehicle power systems. Background Technology

[0002] For years, engineers have focused on maximizing the acceleration of vehicles, such as road vehicles. This has become especially important for performance road vehicles, such as those used in vehicle acceleration races.

[0003] Typical road vehicles include a power source such as an internal combustion engine (ICE) that uses spark ignition to produce engine torque. The engine's output shaft is connected to the vehicle's drive shaft (usually via a transmission) to transmit the torque generated by the engine to the drive shaft to drive the vehicle's wheels. Various methods have been developed to maximize the ICE's ability to quickly generate large amounts of engine torque in order to cause rapid acceleration of the vehicle.

[0004] The aim is to develop a vehicle that allows the driver to interact with it to select the moment when the vehicle can instantaneously achieve maximum acceleration. In recent years, vehicles characterized by dual power sources have been developed, such as internal combustion engines (ICE) and battery-powered electric motors. The inventors of this invention have developed a vehicle function that allows maximum vehicle acceleration to be delivered at a time selected by the driver after the vehicle has started rolling. Summary of the Invention

[0005] A vehicle is provided comprising a plurality of wheels, a power system for providing torque to a drive shaft coupled to at least one of the wheels, the power system comprising an internal combustion engine for spark ignition of a given volume of combustion mixture and an electric motor, a starting control having an inactive mode and an active mode, wherein the power system operates under a first set of operating conditions during the inactive mode and under a second set of operating conditions during the active mode, and a control system configured to respond to the starting control being in the active mode by commanding the power system to operate under the second set of operating conditions, wherein the electric motor outputs negative torque and the internal combustion engine outputs a boosting torque to counteract the negative torque output by the electric motor, thereby causing the vehicle to travel at a constant speed.

[0006] The vehicle may include an accelerator pedal that is pivotable between a highest position and a lowest position. The position of the accelerator pedal provides a command signal to the powertrain indicating the required torque. The highest position of the accelerator pedal provides a command signal indicating zero required torque, and the lowest position of the accelerator pedal provides a command signal indicating maximum required torque.

[0007] The start control unit is in active mode for a period of time, and the accelerator pedal is at its lowest position during the active period.

[0008] The start-up control can be actuated to activate and deactivate the activity mode.

[0009] The start-up control may include any of the following: a pressable button, a switch, or a virtual control.

[0010] The second set of operating conditions can cause the power system to operate in a less efficient manner than the first set of operating conditions.

[0011] The operating conditions in the first group and the second group can include the torque output by the electric motor and the torque output by the spark-ignition internal combustion engine.

[0012] The torque provided by the power system during the activity period can be equal to the torque provided by the power system immediately preceding the activity period, and the torque provided by the power system can be the sum of the torque output by the spark-ignition internal combustion engine and the torque output by the electric motor.

[0013] The control system can be configured to command the electric motor to reduce the torque output by a first torque amount in response to the start control element entering the active mode.

[0014] The control system can be configured to command the internal combustion engine to increase the torque output of the internal combustion engine by a second amount in response to the start-up control element entering the active mode.

[0015] The first torque quantity can be equal to the second torque quantity.

[0016] The control system can be configured to command the power system to increase the torque output of the electric motor and the torque output of the internal combustion engine in response to the start-up control element leaving the active mode.

[0017] For a given position of the accelerator pedal, the torque provided by the power system operating under the second set of operating conditions may be less than the torque provided by the power system operating under the first set of operating conditions.

[0018] A spark-ignition internal combustion engine may include at least one combustion chamber configured to receive an injection of a combustion mixture comprising air and fuel, and the spark-ignition internal combustion engine may be configured to ignite the combustion mixture according to ignition timing.

[0019] The control system can be configured to command a reduction in fuel injected into the combustion chamber in response to the start-up control entering an active mode, and to reverse the commanded fuel reduction in response to the start-up control leaving the active mode.

[0020] The control system can be configured to initiate a delay in ignition timing in response to the start-up control entering the active mode, and to advance the ignition of the combustion mixture in response to the start-up control leaving the active mode.

[0021] The vehicle may include an exhaust system and a turbocharger, the exhaust system being configured to deliver exhaust gases and an unburned combustion mixture from the powertrain to the outside of the vehicle, and the turbocharger including a turbine and a compressor configured to compress air.

[0022] The exhaust system may include: an exhaust manifold configured to deliver exhaust gas and an unburned combustion mixture from the internal combustion engine toward a turbocharger; and an intake manifold configured to deliver compressed air from the turbocharger to the internal combustion engine.

[0023] Internal combustion engines can be configured to expel a higher-energy mixture of exhaust gas and unburned combustion mixture into the exhaust system during the operating period.

[0024] The powertrain may include a throttle valve with a variable position for controlling the flow of the combustion mixture into the intake manifold, and operating conditions may include the position of the throttle valve.

[0025] Under the second set of operating conditions, the throttle valve can be in a more open position than under the first set of operating conditions.

[0026] The control system can be configured to open the throttle valve more fully in response to the start-up control entering an active mode, and close the throttle valve more fully in response to the start-up control leaving an active mode.

[0027] The exhaust system may include a turbine exhaust component and an exhaust valve. The turbine exhaust component is configured to deliver exhaust gas and an unburned combustion mixture from a turbine to the outside of the vehicle, and the exhaust valve is configured to deliver exhaust gas and an unburned combustion mixture from an exhaust manifold to the turbine exhaust component, such that the exhaust gas and unburned combustion mixture bypass the turbine.

[0028] The exhaust manifold may include an exhaust valve configured to control the flow of exhaust gas and unburned combustion mixture from the exhaust manifold to the turbine exhaust.

[0029] Operating conditions may include the position of the exhaust valve. Under the second set of operating conditions, the exhaust valve may be in a more closed position than under the first set of operating conditions.

[0030] The control system is configured to cause the exhaust valve to take a more closed position in response to the start-up control entering the active mode and to take a more open position in response to the start-up control leaving the active mode.

[0031] The control system can be configured to respond to the start-up control leaving the active mode by commanding the electric motor and internal combustion engine to output positive torque.

[0032] A method executed by a vehicle control system is also provided, the vehicle including a plurality of wheels, a power system for providing torque to a drive shaft coupled to at least one of the plurality of wheels, the power system including an internal combustion engine for spark ignition of a given volume of combustion mixture and an exhaust system arranged for delivering exhaust and residual combustion mixture from the internal combustion engine, an electric motor, and a starting control having an inactive mode and an active mode, the power system operating under a first set of operating conditions during the inactive mode and operating under a second set of operating conditions during the active mode, the method including receiving a first signal instructing the starting control to enter the active mode, and in response to receiving the first signal, commanding the power system to operate under the second set of operating conditions, in which the electric motor outputs negative torque and the internal combustion engine outputs a boosting torque to counteract the negative torque output by the electric motor, thereby causing the vehicle to travel at a constant speed.

[0033] The method may include receiving a second signal indicating that the start-up control element leaves the active mode, and in response to receiving the second signal, commanding the powertrain to operate under a first set of operating conditions, and commanding both the electric motor and the internal combustion engine to output positive torque. Attached Figure Description

[0034] Figure 1 A schematic diagram of the vehicle is shown.

[0035] Figure 2 The graph shows the vehicle speed versus time.

[0036] Figure 3 The graph shows the torque of the powertrain relative to time.

[0037] Figure 4 The vehicle's internal combustion engine is shown.

[0038] Figure 5 An internal combustion engine and a turbocharger are shown.

[0039] Figure 6 The graph showing the ignition timing delay is shown.

[0040] Figure 7 The graph shows the boost pressure versus time.

[0041] Figure 8 A graph showing the fuel cut-off command versus time is displayed. Detailed Implementation

[0042] The following description is intended to enable any person skilled in the art to make and use the invention, and is provided in the context of a particular application. Various modifications to the disclosed embodiments will be apparent to those skilled in the art.

[0043] The general principles defined herein can be applied to other embodiments and applications without departing from the spirit and scope of the invention. Therefore, the invention is not intended to be limited to the embodiments shown, but is to be given the broadest scope consistent with the principles and features disclosed herein.

[0044] Figure 1 Vehicle 100 is shown. Vehicle 100 has a body 101. Figure 1 The vehicle 100 seen in the image has four drive wheels 106. At least one of these wheels is typically driven by a power source. Figure 1 In the example shown, the power source is formed by a spark-ignition internal combustion engine (ICE) 111 and an electric motor 112. The vehicle 100 may be referred to as a hybrid vehicle. Drive wheels 106 are connected to the power source via a drivetrain 108. Drivetrain 108 includes a crankshaft 119 and a drive shaft 116. This drivetrain typically includes a gearbox 109 to allow drive wheels 106 to be driven at speeds greater than the standard speed range of the power source. Gearbox 109 typically includes a clutch or multiple clutches that releasably connect crankshaft 119 to drive shaft 116. In this way, driving force from the ICE 111 and electric motor 112 can be supplied to drive shaft 116 or prevented from being transmitted to drive shaft 116. Gearbox 109 connects the engine's crankshaft 119 to drive shaft 116 for driving the wheels of the vehicle. Electric motor 112 may also be connected to crankshaft 19. Electric motor 112 can be connected to crankshaft 19 via gearbox 109. An electric motor 112 is coupled to a drive shaft 116 via a gearbox 109. The ICE 111 and the electric motor 112 thus contribute to the rotation of the drive shaft to drive the vehicle's wheels. The drivetrain may also include a differential 110 to isolate the drive force originating from this power source to drive more than one wheel 106. The electric motor 112 may be connected to a crankshaft 19 via an electric motor gearbox 112. Therefore, the torque transmitted from the electric motor to the crankshaft and / or clutch may differ from the torque generated by the electric motor itself.

[0045] The ICE is connected to the fuel tank 113. The ICE is also connected to an exhaust system, generally indicated by 114, which includes a catalytic converter (not shown). The exhaust system is arranged to deliver exhaust gases and residual combustion mixture from the internal combustion engine to a point outside the vehicle. An electric motor 112 is connected to a battery 115. The power source and drivetrain 108 form part of a powertrain 117.

[0046] Within the vehicle body 101 is a driver's seat 102. When the driver is seated in the seat 102, he can reach the accelerator pedal 103 with his foot. The accelerator pedal is pivotable relative to the vehicle body about its rearmost end and can be used to indicate powertrain torque demand. In other words, the position of the accelerator pedal provides a command signal to the powertrain indicating the required torque. Its front end is biased upward by a spring (not shown) to its highest position against a stop, and can be pressed down by the driver's foot to its lowest position against another stop. The highest position of the pedal indicates that the powertrain is not demanding torque. The lowest position of the pedal indicates that the powertrain is demanding maximum torque. Therefore, the pedal is restricted to being movable only between the highest position ("0%) and the lowest position ("100%). A position detector 104 is attached to the pedal and senses the deflection angle of the pedal. It should be understood that other accelerator controls can be used instead of the accelerator pedal 103 to collect a target drive force demand from the vehicle powertrain requested by the driver. For example, the vehicle may include a manual operation control as an accelerator control. The vehicle can also autonomously calculate the target driving force requirement, for example, through an adaptive cruise control system.

[0047] The operation of the ICE 111 is regulated by an engine control unit (ECU) 118. The ECU 118 includes a processor 121 and a non-volatile memory 120. The ECU 118 may include more than one processor 121 and more than one memory 120. The memory 120 stores a set of program instructions executable by the processor, as well as reference data, such as lookup tables that the processor can refer to in response to those instructions. The processor 121 may be configured to operate according to a computer program stored in a non-transitory form on a machine-readable storage medium. The computer program may store instructions for causing the processor to perform the operations of the ECU in the manner described herein. The ECU may be a discrete unit or part of a more general vehicle control unit.

[0048] ECU 118 is coupled to position detector 104 to receive the detected position of the accelerator pedal. ECU is also coupled to ICE 111 to receive engine operation-related data, such as current RPM, engine temperature, and intake air temperature, and to transmit control information regulating engine operation to the engine. This control information may include, for example, the amount of fuel and / or air to be charged during each intake stroke, valve and ignition timings, and turbocharger level.

[0049] The ECU controls valve timing within the ICE 111. This ECU can be configured to determine the fuel / air ratio (i.e., concentration) of the combustion mixture. For example, the ECU can be configured to receive readings from an air-fuel meter, such as a λ sensor. The ECU can be configured to control fuel injection into the engine. For example, the ECU can change the flow rate of the injected fuel based on readings from the λ sensor. Under certain conditions, the ECU can be configured to cut off fuel injection to the engine and adjust the engine's ignition timing, as described in more detail below.

[0050] The program instructions stored in this memory define a mechanism by which the ECU can determine a set of operating conditions for controlling the powertrain in response to a set of input parameters it has received and / or calculated. When the vehicle is in normal operation, the ECU can follow a two-stage process to determine the output parameters. First, in response to at least some input parameters (including, for example, representations of accelerator position and accelerator direction), the ECU determines the target drive force demand from the powertrain. This target drive force demand can be the drive force required for the engine to directly drive the vehicle, or the drive force required to power one or more electric motors to generate power that is then used to drive the vehicle. The drive force demand can conveniently be a torque demand, but it can be expressed in other ways, such as a power demand or the amount of fuel burned per unit time. Second, using a pre-stored model of the powertrain's behavior, the ECU determines the operating conditions required for the powertrain to meet this drive force demand. It then transmits those operating conditions to the powertrain so that the powertrain responds according to the calculated drive force demand. These stages are repeated frequently: typically 20 times per second or more, to generate a series of output values ​​reflecting the latest input values.

[0051] Vehicle 100 also includes a start control unit 105. The start control unit 105 is connected to ECU 118. The start control unit 105 can be actuated by a driver sitting in driver's seat 102. The start control unit 105 has an active mode and an inactive mode. Once the start control unit has been actuated by the driver, it is in the active mode. When the start control unit is released, it returns to the inactive mode. The start control unit 105 can be located near driver's seat 102. The start control unit 105 can be located on driver's seat 102. The start control unit 105 can be located on the vehicle's steering wheel, lever, or paddle.

[0052] The start control 105 can take the form of a pressable button. The start control 105 can also take the form of a switch (e.g., a toggle switch or a rocker switch). The start control 105 does not have to be a physical control, but can be a virtual control. For example, the start control can be displayed on an electronic display.

[0053] As will be described in more detail below, the start-up control 105 can be used by the driver to interact with the vehicle to select the moment when the vehicle's maximum acceleration can be instantaneously achieved. The start-up control cooperates with other previously described components of the vehicle to enable the delivery of maximum vehicle acceleration at a time selected by the driver after a rolling vehicle start. A rolling vehicle start means the vehicle is traveling at a non-zero speed. In other words, after the vehicle has been moving for some time, the driver can use the start-up control to initiate maximum acceleration on demand. In other words, the start-up control can be used by the driver to initiate maximum acceleration on demand while the vehicle is moving.

[0054] According to one example, once the driver has started the vehicle using the accelerator pedal 104 as described above and achieved a non-zero speed, the driver can actuate the start control 105. In other words, the driver actuates the start control once the vehicle has begun to move. According to this example, the start control is a pressable button. Therefore, actuating the start control involves pressing the button. Once the start control button is pressed, the start control is in its active mode.

[0055] When the launch control unit is in its active mode, the ECU 118 controls the powertrain 117 to maintain the vehicle's current speed. In other words, in response to the launch control unit 105 entering its active mode, the ECU controls the powertrain to keep the vehicle's current speed constant. When the launch control unit's active mode is activated, the driver can fully depress the accelerator pedal to its lowest position, and ignoring the fact that the accelerator pedal is fully depressed, the vehicle's speed will not change. In other words, the vehicle speed cannot increase when the launch control unit is in its active mode.

[0056] When the accelerator pedal is held at its lowest position, the vehicle will be driven at the same speed until the launch control is released. In other words, the vehicle will travel at the same speed until the launch control leaves active mode. When the accelerator pedal is fully depressed, the vehicle will continue to travel at a constant speed until the launch control leaves active mode.

[0057] In Active Mode, any change in the position of the accelerator pedal in the direction away from its lowest position can result in a decrease in vehicle speed. However, during Active Mode, the accelerator pedal may not be used to increase vehicle speed.

[0058] According to this example, the driver controls the launch control button to press the launch control button and keep the launch control in active mode. As will be described in more detail below, when the launch control is in active mode and the accelerator pedal is in the fully depressed (lowest) position, the ECU 118 controls the powertrain operation to pre-adjust the powertrain components for maximum acceleration while ensuring the vehicle continues to travel at the same speed. When the driver, for example, selects to release the launch control by not pressing the button again, the launch control will enter inactive mode. The vehicle will no longer travel at the same speed. When the launch control is inactive mode, because the accelerator pedal is fully depressed and due to the pre-adjustment of the powertrain, the vehicle will accelerate rapidly. When the launch control is released, the vehicle is able to accelerate instantaneously because the powertrain components have been pre-adjusted while the launch control was in active mode.

[0059] Depending on the example, the driver can initially actuate the start-up control (e.g., by pressing a button to activate the active mode) and then actuate it again to switch the control to the inactive mode. This control technique can be commonly used in examples where the start-up control takes the form of a switch. This example can be used in conjunction with the examples above because a short press of the button activates or deactivates the active mode, but a long press of the button (i.e., the driver holding it down) activates the active mode until the long press ends.

[0060] According to another example, the accelerator pedal can be used to switch the start-up control to an inactive mode. When the start-up control is in the active mode, the accelerator pedal can be in the fully depressed (lowest) position. According to this example, releasing the accelerator pedal switches the control to an inactive mode. In other words, a change in the position of the accelerator pedal in the direction away from its lowest position can be used as a signal for the start-up control to leave the active mode.

[0061] Figure 2 A graph 200 showing the vehicle speed as a function of time is provided. Graph 200 also shows a line 201 representing the mode of the start-up control unit 105. Figure 2 The diagram shows that the start-up control element is actuated at time T1 and released at time T2. Therefore, the start-up control element is in active mode between time T1 and time T2. This time period will be referred to herein as the active time period or T. 活动 At time T2, the start-up control unit resumes its inactive mode.

[0062] The graph also shows line 202 representing the vehicle's speed. A positive speed value indicates the vehicle's movement in the forward direction. The graph shows the vehicle moving from time T0 to T3. Between time T0 and time T3, the vehicle has a non-zero speed. The vehicle speed varies between T0 and T1. The vehicle speed at time T1 is V1. Between time T1 and T2, the vehicle speed remains constant at V1. During time interval T... 活动 During the duration of T2 or until the vehicle speed equals V1. Figure 2 This shows that the vehicle speed increases rapidly after time T2. In other words, at T2, the vehicle accelerates as soon as the launch control returns to inactive mode.

[0063] Finally, the graph shows line 203 representing the position of accelerator pedal 103. The data shown in line 203 can be collected by the pedal position detector 104 described earlier. As previously mentioned, the vehicle speed varies between time T0 and T1. This is reflected in the position of the accelerator pedal, which varies between time T0 and T1. At time T1, the driver fully depresses the accelerator pedal. In other words, at time T1, the pedal is at its lowest position (“100%”). Although the accelerator pedal is at its lowest position, Figure 2 The diagram illustrates the T 活动 During this period, the vehicle's speed remains unaffected. In other words, even though the driver fully depresses the accelerator pedal, when the launch control is in active mode, the ECU 118 controls the ICE 111 to maintain a constant speed of V1. The driver at T... 活动 Maintain pressure on the accelerator pedal during this period, so that the accelerator is fully depressed at time T2. Since the launch control is released and no longer active at time T2, fully depressing the accelerator pedal at time T2 causes the vehicle to accelerate.

[0064] It has been found that during normal vehicle operation, the ICE (Integrated Circuit Engine) requires some time to reach optimal operating conditions in order to achieve maximum acceleration. In other words, there is a delay between the maximum acceleration requested by the driver (e.g., by pressing the accelerator pedal) and the acceleration achieved by the engine. This delay depends on the user. Figure 2 The vehicle operated by the launch control function shown can achieve maximum acceleration (and performance) almost instantaneously when the launch control is released at time T2. When the launch control is active, the powertrain is prepared for maximum acceleration while maintaining a constant vehicle speed. As will be explained in more detail below, powertrain pre-tuning occurs when the launch control is active, preparing the engine to reach optimal operating conditions and rapid acceleration at time T2.

[0065] This invention therefore allows the vehicle driver to select a time period after the vehicle has already begun to move, during which the vehicle will travel at a constant speed. During this time period, the vehicle's powertrain is pre-adjusted so that at the end of the time period determined by the driver, the components of the powertrain can operate with maximum efficiency to deliver maximum vehicle acceleration.

[0066] Figure 3 Graph 300 shows the powertrain torque versus time. (As mentioned above regarding...) Figure 1 As described, vehicle 100 includes a powertrain 117 characterized by two power sources: a spark-ignition internal combustion engine (ICE) 111 and an electric motor 112. Graph 300 shows the torque (θ) output by the ICE 111. 发动机 Line 302 represents the torque (θ) output by the electric motor 112. Line 301 represents the torque (θ) output by the electric motor 112. 马达 ).

[0067] As discussed herein, electric motor 112 can be directly connected to crankshaft 119 of ICE 111, or alternatively, the electric motor can be connected via electric motor gearbox and / or via gearbox 109. Therefore, the torque (θ) output by electric motor 112... 马达 ) can be the actual torque (θ) output by the electric motor. 马达 Or, alternatively, is the torque generated at the point in the transmission system where the driving forces from the electric motor 112 and the ICE 111 are combined. In other words, θ 马达 This can refer to the electric motor torque, as calculated at the output from gearbox 109 (i.e., at the clutch stage). Similarly, it is calculated by ICE 111 (θ). 发动机 The output torque can be the torque generated by ICE 111 at the point in the drivetrain where it combines the driving forces from electric motor 112 and ICE 11. In other words, the θ engine can refer to the ICE torque calculated as at the output from gearbox 109 (i.e., at the clutch stage).

[0068] Graph 300 shows times T0, T1, T2, and T3, which are related to the time in the graph. Figure 2 The timing is the same as that shown in curve 200. Therefore, the starting control is actuated at time T1 and released at time T2. Therefore, at T... 活动 During this period, the start-up control unit is in active mode. At time T2, the start-up control unit reverts to its inactive mode.

[0069] Graph 300 shows that between time T0 and T1, the ICE 111 outputs a small, variable positive torque. Between time T0 and T1, the electric motor 112 outputs zero torque. The net torque output by the powertrain is the sum of the engine's torque output and the electric motor's torque output and is equal to θ0. Therefore, the engine torque between T0 and T1 is equal to θ0. Between time T0 and T1, the net torque output of the powertrain is θ0, which has a small, variable positive value. This is reflected in graph 200, which shows that the vehicle speed between T0 and T1 is approximately constant but slightly variable. The vehicle experiences only a small amount of acceleration between T0 and T1. Due to frictional forces acting on the vehicle (air resistance, kinetic friction from the road surface, etc.), a small positive torque (θ0) needs to be output from the powertrain to maintain the vehicle at a constant speed.

[0070] At time T1, when the starting control unit enters the active mode, ECU 118 commands the electric motor to output a large negative torque value θ. 马达 In T 活动 During the duration, the electric motor continues to output θ 马达 In order to enable the vehicle to T 活动 During the period of constant speed travel, the net torque output by the power system must remain unchanged between time T0 and T2 and therefore must remain equal to θ0. In other words, the power system must continue to output a small positive net torque θ0. The load on ICE 111 therefore increases proportionally to the negative torque output by electric motor 112. To maintain a constant value of θ0, ICEθ 发动机 The increase in output torque during the activity period is related to the electric motor θ. 马达 The output torque decreases by the same amount. Therefore, the ICE outputs positive torque, which is approximately equal to and opposite to the large negative torque output by the electric motor plus the original torque θ0. In other words, the ICE outputs an increased torque θ. 发动机 In T 活动 During this period, the torque output of the electric motor 112 decreased by a first torque amount. The first torque amount is equal to θ. 马达 Increase the torque output of the ICE to increase it by a second amount, which is equal to the first amount. This second amount is equal to θ. 发动机 -θ0. Therefore, θ 马达 equal to θ 发动机 The difference between θ0 and θ0. In T 活动 During this period, θ 发动机 and θ 马达 The sum of these is therefore equal to θ0. The negative torque θ output by the motor... 马达 Therefore, it acts as a function of ICEθ 发动机 A torque absorber that outputs positive torque reduces the increase in engine torque at T. 活动This does not cause any acceleration. The following explains in more detail the T... 活动 There are ways to increase the output of ICE during this period.

[0071] In T 活动 During this period, electric motor 112 outputs a large negative torque value. In other words, during this period, the motor acts as a generator. At T 活动 During this period, motor 112 generates an amount of energy that can be utilized by the transmission system for future use. For example, the energy generated by motor 112 when the start control is in active mode can be stored in a battery such as battery 115. Therefore, in order to... 活动 Storing the energy generated by the motor during operation requires the battery to have some capacity for storing charge. In other words, in order for the electric motor to output a large negative torque T... 活动 The requirement is that the battery is not fully charged at time T1. For scenarios where the battery is already fully charged, it may be necessary to at least partially discharge the battery before the start-up control enters the active mode (i.e., before time T1). Similarly, there may be a limitation on the amount of time the start-up control can remain in the active mode. For example, while the start-up control is in the active mode, the battery may become fully charged due to the energy generated by the electric motor 112. Once the battery is fully charged, the electric motor may no longer be able to output negative torque because there is no longer an outlet for the energy generated by the electric motor. Therefore, once the battery becomes fully charged, the start-up control may need to leave the active mode. Therefore, there may be a maximum length of time (i.e., T) that the start-up control can spend in the active mode. 活动 The maximum value is determined by the amount of charge that can be stored in the battery.

[0072] As will be explained in more detail below, commanding the electric motor output to counteract the large negative torque that compensates for the positive engine torque means that the powertrain can operate at T... 活动 During this period, it is pre-adjusted to have the ability to output high torque without causing any acceleration of the vehicle. As a result of this pre-adjustment, when the launch control is released at T2, the vehicle can deliver maximum acceleration almost immediately.

[0073] As shown in graph 300, at time T2, when the start-up control is released and re-enters the inactive mode, ECU 118 controls the electric motor to increase the torque output to a large positive value. Due to the pre-tuning of the powertrain and the fact that the accelerator pedal is fully depressed after T1, the ICE also outputs a large positive torque at time T2. Therefore, after T2, the total torque output by the ICE and the electric motor has a value much greater than θ0. The large positive torque output by the powertrain components at time T2 results in rapid acceleration of the vehicle (e.g., ...). Figure 2 (As shown).

[0074] exist Figure 4 The spark-ignition internal combustion engine (ICE) 111 is shown in more detail below. The spark-ignition internal combustion engine 111 includes multiple cylinders, each cylinder including a piston 401, the piston 401 being configured to operate at a displacement V... CC It undergoes reciprocating motion within combustion chamber 402. For simplicity, Figure 4 Only one cylinder is shown. It should be understood that the following description applies to multiple cylinders of the ICE. Each piston 401 is connected to the crankshaft 119 at one end via a connecting rod.

[0075] Each cylinder is connected to an intake port 404, which receives the combustion mixture to be ignited. In the case of a direct fuel injection engine, the intake port may only receive air, with fuel injected directly into the combustion chamber via fuel injectors. This intake port may be connected to an intake manifold 405 (see intake port 404). Figure 5 The intake manifold is configured to distribute air to each cylinder of the engine through corresponding intake ports. In the case of an engine using a fuel injection type that injects fuel through intake ports close to the cylinders, the intake manifold may be configured to distribute air to each cylinder of the engine. The vehicle may be configured to inject fuel into the intake manifold (referred to as single-point injection or center-point injection). A chamber intake valve 414 is housed in each intake port 404 to control the flow of the combustion mixture into the combustion chamber. Each intake port may house more than one intake valve. Alternatively, the vehicle may inject fuel into each intake port upstream of the intake valve (referred to as multi-port injection).

[0076] Each cylinder is further connected to an exhaust port 406 to allow exhaust gases and residual combustion mixture to be discharged from the combustion chamber 402. In an alternative example, each cylinder may be connected to more than one exhaust port. Each exhaust port is connected to an exhaust manifold 407 (in... Figure 5 (See image). An exhaust valve 416 is housed within each exhaust port 406 to control the flow of the combustion mixture from the combustion chamber through the exhaust system. Each exhaust port may accommodate multiple exhaust valves.

[0077] When an internal combustion engine is running, it typically performs a four-stroke combustion cycle. This cycle converts the reciprocating motion of the piston in each cylinder into the rotational motion of the crankshaft 119. Figure 4 The arrows in the diagram indicate this. The four-stroke combustion cycle consists of the following strokes: intake stroke, compression stroke, combustion stroke, and exhaust stroke. Each stage of the four-stroke combustion cycle will now be described with reference to a single cylinder. The other cylinders operate in a corresponding manner, typically with an offset in the stroke sequence between each cylinder. Such an offset can mean that while one cylinder is experiencing the combustion stroke, another cylinder is experiencing the exhaust stroke.

[0078] During the intake stroke, the intake valve 414 within the intake port 404 opens to allow the piston to draw air or an air-fuel mixture (combustion mixture) into the combustion chamber 402 of the cylinder. When this intake valve is open, the piston can be positioned at or near its highest position within the combustion chamber. This highest position of the piston can be referred to as top dead center (TDC). The piston can then move downwards within the combustion chamber during the intake stroke to increase the volume of the air-fuel mixture within the chamber. At the end of the intake stroke, the intake valve 414 within the intake port 404 closes to prevent further fuel from being drawn into the cylinder. The intake valve can close when the piston 401 is at or near the bottom of the chamber. The valve timing of the intake valve can be altered to affect the performance of the ICE. For example, the timing of the intake valve opening can be earlier or later relative to the piston's position within the cylinder. Similarly, the timing of the intake valve closing can be earlier or later relative to the piston's position within the cylinder.

[0079] During the compression stroke, piston 401 moves upward toward the top of the combustion chamber to compress the combustion mixture within the combustion chamber. During the combustion stroke, the (compressed) combustion mixture is ignited. The ignition of the combustion mixture drives the piston downward within the combustion chamber. In a typical gasoline engine, the combustion mixture is ignited by a spark. Using such a spark to ignite the combustion mixture in the cylinder chamber of an engine is called ICE ignition. An ICE that ignites the combustion mixture in this way can be called a spark-ignition internal combustion engine. Each cylinder of the engine may include a spark plug 408 or glow plug for generating a spark to ignite the combustion mixture. The spark plug may include a center electrode and lateral electrodes spaced apart from the center electrode. To ignite the spark plug, a potential difference is applied between the electrodes. When the potential difference exceeds a threshold, the gas between the electrodes is ionized, and an electric current flows between the electrodes or forms an arc. This current flow produces a spark that forms an arc between the electrodes. The timing at which the spark plug generates a spark is called ignition timing.

[0080] To generate a powerful combustion stroke, it is advantageous to initiate ignition sometime before the piston reaches top dead center (TDC). This is because the combustion of the fuel mixture requires some time. Igniting the mixture before TDC means that the mixture is completely burned shortly after the piston reaches TDC. At this point, combustion of the mixture means that at some time after the piston reaches TDC, maximum pressure occurs in the cylinder, allowing the ignited mixture to push the piston downwards with maximum force, thereby generating rapid rotation of the crankshaft 119.

[0081] Ignition timing can be expressed as an angle relative to the piston's top dead center (TDC) position. The ignition angle is the angle of the piston relative to its TDC position when the combustion mixture is ignited. For example, the optimal ignition angle for producing the most powerful combustion stroke might be 12 degrees before TDC (BTDC). This means that ignition is initiated when the piston is 12 degrees before TDC. The ignition timing of each cylinder can be variably controlled to alter the performance of the ICE. Ignition timing can be advanced or delayed, for example, relative to the piston's TDC position. Ignition timing can be advanced or delayed, for example, relative to the optimal ignition angle. If a spark occurs before the piston reaches the optimal ignition angle (e.g., 14 degrees before TDC), it is said that the ignition timing is advanced. If a spark occurs after the piston reaches the optimal ignition angle (e.g., 10 degrees before TDC), it is considered that the ignition timing is delayed. Ignition timing can be delayed such that when the combustion mixture is ignited by a spark, the piston is at a position after TDC, for example, 10 degrees after TDC (ATDC).

[0082] An engine can be ignited according to its firing order. For example, in an engine with multiple cylinders, each cylinder can be ignited at a specific time point in the sequence. Alternatively, multiple pairs of cylinders can be ignited at specific time points in the sequence (i.e., the cylinders in a given pair have the same firing timing). The firing order is the sequence in which the engine cylinders are ignited. The ignition of each cylinder in an engine according to its firing order can be referred to as an ignition cycle.

[0083] The final stroke of the combustion cycle is the exhaust cycle. During the exhaust cycle, the chamber exhaust valve 416 in exhaust port 406 opens to allow exhaust gases and / or unburned fuel to exit the chamber. The exhaust gases and / or unburned fuel exiting from this chamber pass through the exhaust manifold (in... Figure 5 (See image). When the piston reaches its lowest position in the chamber (called bottom dead center) after the combustion stroke, the chamber exhaust valve 416 can be opened. The opening and closing timing of the exhaust valve can be variably controlled. For example, the opening timing can be advanced or delayed relative to the piston's bottom dead center position.

[0084] It should be understood that the more combustion mixture input into the combustion chamber, the more power will be generated during the combustion stroke. In other words, the combustion of a larger volume of combustion mixture will drive the piston downwards more forcefully compared to the combustion of a smaller volume of combustion mixture. Therefore, increasing the volume of combustion mixture input into chamber 402 increases the power generated by the engine and increases the torque applied to the crankshaft. Therefore, it is desirable to maximize the amount of air input into the chamber in order to maximize the engine's torque output.

[0085] ICE 111 includes Figure 5The turbocharger 501 is shown in the diagram. The turbocharger includes a compressor 502 and a turbine 503 coupled together. The turbocharger 501 is connected to the ICE combustion chamber 402 via an intake manifold 405 and an exhaust manifold 407. The turbocharger is configured to increase the amount of air input to the combustion chamber 402. Figure 5 The intake manifold may also include an air cooler 504. Each intake port 404 also includes a throttle valve 509 configured to regulate the flow of the combustion mixture into the intake manifold 405. Typically, there may be one or more intake ports and throttle valves. The throttle valve 509 is controlled by the ECU 118 to regulate the flow of the combustion mixture into the intake manifold 405. For example, when the throttle valve 509 is in the open position, more air is allowed to enter the intake manifold compared to when the throttle valve is in the closed position. Therefore, when the throttle valve 509 is in the open position, a larger volume of the combustion mixture is allowed to enter the chamber 402 compared to when the throttle valve is in a more closed position.

[0086] Ambient air is introduced into the turbocharger 501 (and thus into the engine 111) at compressor inlet 505. The compressor inlet includes a compressor inlet valve 507 for controlling the amount of ambient air introduced into the turbocharger compressor. The introduced air is compressed by compressor 502 and directed to chamber 402 via intake manifold 405. The compressed air may be cooled by air cooler 504 en route to combustion chamber 402. As described above, fuel, along with compressed and cooled air, is injected into ICE combustion chamber 402 to form a combustion mixture. As will be explained in more detail below, the combustion mixture is at least partially burned within the combustion chamber and exited at exhaust port 406. Exhaust gas and / or unburned fuel are exited from the chamber and directed back into turbocharger 501 via exhaust manifold 407. At least some of the exhaust gas and / or unburned fuel enters turbine 503, causing turbine rotation. Because turbine 503 is coupled to compressor 502, the rotation of the turbine causes the compressor impeller to rotate. The gas used to drive the turbine is then discharged from the turbocharger at the turbine exhaust assembly 506. The turbine exhaust assembly includes a turbocharger exhaust valve 508 for controlling the amount of exhaust gas and / or unburned fuel discharged from the turbine.

[0087] The turbocharger further includes an exhaust manifold 510. The exhaust manifold connects the exhaust manifold 407 to the turbocharger exhaust assembly 506. Gas passing through this exhaust manifold does not pass through the turbine 503. The exhaust manifold thus acts as a bypass to the turbocharger turbine, allowing gas to flow directly from the exhaust manifold 407 to the turbocharger exhaust assembly 506 without entering the turbine. An exhaust valve 511 is located within the exhaust manifold 510. The exhaust valve 511 is therefore configured to control the flow of gas from the exhaust manifold 407 to the turbocharger exhaust assembly 506. The exhaust valve 511 can thus be used to control how much gas enters the turbine. For example, when the exhaust valve 511 is in the open position, most of the exhaust gas is directed directly to the turbocharger exhaust assembly 506 without interacting with the turbine 503. In contrast, when the exhaust valve 511 is in a more closed position, less exhaust gas can be directed directly to the turbocharger exhaust assembly, meaning more exhaust gas enters the turbine 503.

[0088] Turbine exhaust 506 can be connected to Figure 1 The exhaust system 114 is shown in the image. The exhaust system 114 may include a catalytic converter (not shown). Exhaust gases are directed from the turbine exhaust assembly 506 into the catalytic converter. The vehicle may include more than one catalytic converter. The exhaust system 114 may also include a tailpipe. A catalytic converter, or each catalytic converter, may be further connected to the tailpipe. The tailpipe is configured to deliver exhaust gases that have passed through the catalytic converter to a point outside the vehicle. Depending on the number of catalytic converters and the engine cylinder arrangement, the vehicle may include one or more tailpipes.

[0089] During normal vehicle operation (i.e., before the start-up control is actuated at time T1), the powertrain operates under the first set of operating conditions. These operating conditions include the operating conditions of the ICE 111 and turbocharger 501. The first set of operating conditions may include the positions of the following valves previously described: compressor inlet valve 507, chamber intake valve 414, chamber exhaust valve 416, and turbo exhaust valve 508. The first set of operating conditions may also include the positions of the wastegate valve 511 and throttle valve 509. During normal vehicle operation, the wastegate valve 511 and throttle valve 509 may be positioned to allow a first volume of gas to circulate. Figure 5 The ICE / turbocharger circuit seen in the image.

[0090] When the start-up control is activated, i.e., when the start-up control is in active mode, the powertrain operates under the second set of operating conditions. The second set of operating conditions differs from the first set. The efficiency of the second set of operating conditions is lower than that of the first set. Under this second set of operating conditions, the exhaust valve 511 and throttle valve 509 are positioned to allow a second volume of gas to circulate. Figure 5The ICE / turbocharger circuit is shown. The second volume of gas is larger than the first volume. Under the second set of operating conditions, the exhaust valve 511 is in a more closed position than under the first set of operating conditions. In other words, when the start-up control is in the active mode, the exhaust valve 511 is in a more closed position than when the start-up control is in the inactive mode.

[0091] Keeping the exhaust valve 511 in a more closed position means that less exhaust gas and / or unburned fuel can be output from the turbocharger without interacting with the turbine. This means that the gas is retained within the turbocharger and continues to cause the turbine 503 to rotate. In other words, setting the exhaust valve 511 to a more closed position ensures that the rotational rate of the turbine 503 is maximized. As previously explained, maintaining maximum turbine rotation also results in maintaining maximum rotation of the compressor wheel due to the connection between the turbine and compressor 502. Therefore, the rate at which the compressor can compress the incoming ambient air also increases.

[0092] Under the second set of operating conditions, the throttle valve 509 is in a more open position than under the first set of operating conditions. In other words, when the start-up control is in active mode, the throttle valve 509 is in a more open position than when the start-up control is in inactive mode. Due to the more open position of the throttle valve 509, during start-up mode, a larger volume of compressed air is allowed to enter the intake manifold 405 and thus the chamber 402. The throttle valve 509 can have a continuously varying position, and the position of the throttle valve can be considered as the average position of the throttle valve over a period of time.

[0093] As described above, due to the more closed position of the wastegate valve 511, the compressor 502 operates at a higher rate, thus maximizing the flow of compressed air from the turbocharger 501 to chamber 402. The more open position of the throttle valve 509 allows a larger volume of compressed air to enter the intake manifold 405. The pressure of the compressed air in the intake manifold 405 directed to chamber 402 can be referred to as boost pressure. Boost pressure is increased by setting the wastegate valve 511 to a more closed position and the throttle valve 509 to a more open position.

[0094] As previously mentioned, in a typical gasoline engine, the combustion mixture is ignited by a spark. Each cylinder of the spark-ignited ICE 111 may include a spark plug 408 or glow plug for generating a spark to ignite the combustion mixture. The timing at which the spark plug generates the spark is called ignition timing. As explained earlier, due to the timing of the combustion and expansion of the combustion mixture, igniting the spark at the optimal ignition angle (e.g., 12 degrees before top dead center) produces the most powerful combustion stroke, generating the maximum pressure applied to the piston. The ignition timing of each cylinder can be variably controlled to alter the performance of the ICE. Ignition timing can be advanced or delayed, for example, relative to the optimal ignition angle.

[0095] The second set of operating conditions may include delayed ignition timing. Delayed ignition timing involves delayed ignition. Delayed ignition delays the ignition of the combustion mixture. This means that at the start of the piston's combustion stroke, not all the combustion mixture present in the combustion chamber is completely burned. Therefore, not all of the combustion mixture is used to generate in-cylinder pressure to drive the piston. When the ICE operates with delayed ignition timing, a higher-energy gas mixture reaches the exhaust port 406 than when the ICE operates with optimal ignition angle. Under the second set of operating conditions, the ignition timing used is less efficient than that used under the first set of operating conditions. As a result, the piston's combustion stroke power is lower. Furthermore, because more energy reaches the exhaust port 406, a higher-energy gas mixture is output to the exhaust manifold 407 and input to the turbocharger 501. Specifically, a higher-enthalpy gas is input into the turbine 503, which further increases the turbine's rotational speed and thereby increases the boost pressure, as previously described.

[0096] Figure 6 A graph 600 is shown. Graph 600 shows times T0, T1, T2, and T3, which are related to... Figure 2 The timing is the same as that shown in curve 200. Therefore, the starting control is actuated at time T1 and released at time T2. Therefore, at T... 活动 During this period, the start-up control unit is in active mode. At time T2, the start-up control unit reverts to its inactive mode.

[0097] Graph 600 shows line 601 representing the ignition angle of the cylinder in ICE 111. Figure 6 The diagram illustrates that during normal vehicle operation, the ignition angle varies between T0 and T1, but remains equal to α1 for most of the time. A1 can be considered the optimal ignition angle for the ICE 111. Figure 6 This shows that α1 has a positive value, that is, a value greater than zero. In graph 600, a positive value for the ignition angle represents the angle before top dead center (BTDC). For example, α1 can have a value of 12 degrees TDC.

[0098] At time T1, when the starting control element is actuated, the ignition angle immediately decreases to α2. A2 is less than α1. Figure 6 This shows that α2 has a negative value, that is, a value less than zero. In graph 600, a negative ignition angle represents the angle after top dead center (ATDC). In other words, at T1, the cylinder operates with a delayed ignition angle. The ignition angle is significantly delayed so that the spark is ignited after the piston reaches top dead center. When the start-up control is released, the ignition angle is delayed until T2. The ignition angle at T... 活动 The delay occurs over the duration of T. In other words, during T... 活动 Ignition timing was delayed during the process.

[0099] Graph 600 shows that at time T2, when the start-up control is released, the ignition angle returns to its original value of α1. 活动 The ICE then immediately operates at the optimal ignition angle to maximize the power of the piston's combustion stroke. Therefore, the optimal ignition angle used by the ICE after T2 helps the vehicle achieve maximum acceleration as soon as the launch control is released.

[0100] Delaying the ignition timing as described above has the effect of reducing the power generated by the ICE, thereby allowing the vehicle to operate at higher speeds. 活动 Maintain a constant speed during this period. Furthermore, delayed ignition timing helps to maintain a constant speed during T... 活动 During this period, boost pressure is increased before the throttle valve 509 at the air intake 404 in the combustion chamber. As will be described in more detail below, establishing boost pressure when the launch control is in active mode means that the vehicle can exhibit maximum acceleration more quickly when the launch control is released.

[0101] Figure 7 A pressure-time curve 700 is shown. Line 701 shows the relationship between boost pressure in intake manifold 405 and time. At time T1, when the start-up control enters active mode, the ECU commands the powertrain to operate under the second set of operating conditions. Curve 700 shows that this causes the boost pressure in the intake manifold to begin increasing at time T1. The boost pressure continues to increase between times T1 and T2.

[0102] As described above, under the second set of operating conditions, the wastegate valve 511 is in a more closed position than under the first set of operating conditions, and the throttle valve 509 is in a more open position than under the first set of operating conditions. Under the second set of operating conditions, ignition timing is delayed. Setting the wastegate valve 511 to a more closed position and delaying ignition timing results in an increased rotational speed of the turbine 503 of the turbocharger 501. Setting the throttle valve 509 to a more open position means that more air compressed by the compressor 502 of the turbocharger 501 can enter the intake manifold and be fed into chamber 402. In other words, the rate at which compressed air enters chamber 402 increases. Therefore, when the start-up control is in active mode, the overall airflow around the ICE, turbocharger circuit increases. Therefore, when the powertrain operates under the second set of operating conditions during the active period, a greater amount of compressed air enters the ICE chamber 402 during each cycle of piston 401. This means that when the start-up control is in active mode, each stroke of piston 401 is more powerful before the active mode is activated. During the activity mode (in T) 活动 During this period, the ICE has the ability to output a large torque on the crankshaft.

[0103] As explained earlier, at time T2, the start-up control is released. The start-up control returns to the inactive mode, and the ECU commands the powertrain to return to operation under the first set of operating conditions. Figure 2 As shown, the accelerator pedal is held at its lowest fully depressed position at T2, which means that the ECU commands the powertrain to output a large positive torque at T2.

[0104] Although the powertrain is now operating under the first set of operating conditions (including reverting to the original ignition timing and the throttle body 509 and wastegate valve 511 returning to their original configurations), the boost pressure in the intake manifold 405 continues to increase for a period after T2. As the torque output by the engine increases (due to commands from the ECU in response to the accelerator pedal), the engine outputs an increased volume of exhaust gas. As previously described, this increased exhaust volume increases the rotational speed of the turbocharger's turbine 503, increasing the amount of compressed air produced by the turbocharger, thereby increasing the boost pressure in the intake manifold 405. The airflow around the ICE, turbocharger circuit, therefore continues to increase with increasing vehicle acceleration. The boost pressure thus increases with the net torque output of the powertrain. This can be achieved by... Figure 3 Line 301 and Figure 7 A comparison with line 701 shows that when the torque output by the powertrain approaches its maximum torque, the boost pressure eventually levels off. In other words, when the net torque output by the powertrain reaches a plateau, the boost pressure in the intake manifold also reaches a plateau.

[0105] As mentioned earlier, when the start-up control unit is in active mode, ECU 118 commands the electric motor to output a large negative torque value (at T). 活动 During the period). In order to enable the vehicle to be in T 活动 During this period, the vehicle travels at a constant speed, and the ECU commands the ICE output to counteract the negative motor torque θ. 马达 The enhanced positive torque θ 发动机 Operating the powertrain under the second set of operating conditions means that the ICE can output a larger positive torque to balance the negative electric motor torque, meaning the net torque θ0 remains unchanged and the vehicle operates at T... 活动 It travels at a constant speed during this period.

[0106] Under the second set of operating conditions described earlier, at T 活动 During this period, the airflow around the ICE and turbocharger circuit increases. Due to this increased airflow, the ICE has the ability to output maximum torque when the launch control is active, and thus allows the vehicle to exhibit maximum acceleration. However, it is desirable to maintain a constant vehicle speed when the launch control is active, so that the launch control 105 can be used by the driver to interact with the vehicle to select the moment when the vehicle's maximum acceleration can be instantaneously achieved. When the launch control is active, the ICE and turbocharger are ready to output maximum torque (and therefore maximum acceleration), but the driver selects when to output maximum torque (when the driver deactivates the launch control active mode). Therefore, a second set of operating conditions is used to prepare the drivetrain so that the launch control can be used by the driver to initiate maximum acceleration as needed. To achieve maximum acceleration at T... 活动 During this period, the torque output of the ICE is limited and the vehicle is kept at a constant speed by changing additional operating conditions so that the net torque provided by the powertrain remains constant.

[0107] The operating conditions of the powertrain include those of the ICE 111 and the turbocharger 501. Switching the drivetrain from operating under the first set of operating conditions to operating under the second set of operating conditions may involve changing the operating conditions other than valve / throttle position.

[0108] The second set of operating conditions may include delayed ignition timing. As previously discussed, when the start-up control is in active mode (at T... 活动 During this period, the ignition timing can be delayed. As mentioned above, delaying the ignition timing results in a smaller combustion stroke force for the piston in the ICE combustion chamber. Therefore, delaying the ignition timing reduces the torque output by the ICE. Thus, delaying the ignition timing can be used as a means to ensure that the torque output by the ICE is limited, allowing the vehicle to achieve better torque at T... 活动 It travels at a constant speed during this period.

[0109] The second set of operating conditions may include cutting off fuel injection to the ICE. As previously described, each cylinder of the ICE 111 is connected to an intake port 404 to receive a fuel-air combustion mixture to be ignited. Fuel may be injected directly into the cylinder or injected into the intake manifold 405 to be directed into the cylinder. The ECU 118 can be configured to cut off fuel injection to the engine when the start-up control is in active mode. One way to reduce the torque generated by the ICE is to perform injection cut-off, which is a type of fuel cut-off to the engine. Injection cut-off cuts off the fuel supply to the engine's combustion chamber. This can be done, for example, by keeping the fuel injector valve in a closed or shut-off position so that fuel is not injected into the vehicle's intake manifold, or in the case of direct fuel injection, not injected into the combustion chamber. For example, the chamber intake valve 414 or throttle valve 509 may be kept in a closed position. The chamber intake valve 414 or throttle valve 509 may be commanded to open and close periodically to implement fuel cut-off. Therefore, when the starting control is in active mode and the drivetrain is operating under the second set of operating conditions, the amount of fuel entering chamber 402 can be reduced. In other words, the second set of operating conditions may include a smaller amount of fuel injected into the ICE chamber than the amount injected under the first set of operating conditions.

[0110] Figure 8 The graph 800 shown here displays the same time scale as that shown in the previously described graphs 200, 300, 600, and 700. As previously discussed, the start-up control is in an active mode between T1 and T2. Figure 8 The graph 800 shown illustrates line 801 representing the fuel cut-off command. This graph shows the implementation of the fuel cut-off command when the start-up control is activated at time T1. The various peaks shown by line 801 represent the timing of the command due to the four-stroke combustion cycle. Therefore, the fuel cut-off command is not a continuous instruction to reduce the amount of fuel injected into the chamber, but rather a series of discrete instructions to reduce the amount of fuel injected into the chamber according to the combustion cycle as described above. In this way, the average amount of fuel injected into the chamber is reduced over a period of time. However, in some injection cycles, the full amount of fuel can be injected, while in other injection cycles, no fuel is injected. The reduction in the amount of fuel injected into the chamber means that the ignition of the combustion mixture is less explosive, and the piston's combustion stroke power is smaller. As a result, the torque output by the ICE is reduced during fuel cut-off. When the start-up control is in active mode (at T1... 活动 During this period, the technology can be used to limit the torque and acceleration generated from the ICE output.

[0111] Figure 8 This shows the situation when the driver deactivates the start-up control (i.e., at time T2, T). 活动At the end of the process, the fuel cut-off command is reversed. The amount of fuel entering the ICE chamber no longer decreases. In other words, at T2, the amount of fuel injected into the ICE chamber increases.

[0112] In summary, when the start-up control is released at time T2:

[0113] • If the accelerator pedal is held in its fully depressed lowest position, in response to the accelerator pedal being in its lowest position, the ECU commands the engine and motor to output a large positive torque (in Figure 3 (See in the middle).

[0114] • The ECU commands the powertrain to operate under the first set of operating conditions, including one or more of the following:

[0115] ο Restore to the optimal ignition angle α1 (see Figure 6 )

[0116] The reverse fuel cut-off command prevents the amount of fuel entering the ICE compartment from decreasing (see...). Figure 8 )

[0117] ο Restore the exhaust valve 511 and throttle valve 509 to their original positions.

[0118] Such as about Figure 7 As described, due to powertrain pre-adjustment involving the adjustment of the positions of the exhaust valve 511 and throttle valve 509, when the launch control active mode is deactivated, there is already an increased airflow in the ICE / turbocharger circuit required for the large engine torque. Therefore, when the launch control exits its active mode at T2, the ignition angle returns to the optimal ignition angle, the amount of fuel supplied to the combustion chamber 402 no longer decreases, and the airflow through the powertrain increases. The result of restoring these conditions to the first set of operating conditions is that the ICE is able to generate a large torque almost instantaneously when the launch control active mode is deactivated (i.e., when the launch control is released). This large torque, along with the increased airflow through the powertrain, results in the vehicle exhibiting maximum acceleration almost immediately when the driver releases the launch control.

[0119] Therefore, the launch control activity mode described here, which involves powertrain pre-tuning, allows the driver to interact with the vehicle to select the moment when the vehicle's maximum acceleration can be achieved instantaneously.

[0120] The applicant hereby individually discloses each individual feature described herein, as well as any combination of two or more such features, to the extent that such features or combinations can be performed based on this specification as a whole according to common general knowledge of those skilled in the art, regardless of whether such features or combinations of features solve any problem disclosed herein, and is not limited to the scope of the claims. The applicant indicates that aspects of the invention can consist of any such individual features or combinations of features. In view of the foregoing description, it will be apparent to those skilled in the art that various modifications can be made within the scope of the invention.

Claims

1. A vehicle, characterized in that, include: Multiple wheels; A power system for providing torque to a drive shaft coupled to at least one of the plurality of wheels, the power system comprising: A spark-ignition internal combustion engine, used to ignite a certain volume of combustion mixture; and Electric motor; A start-up control unit having an inactive mode and an active mode, wherein the power system operates under a first set of operating conditions during the inactive mode, and the power system operates under a second set of operating conditions during the active mode; and The control system is configured to respond to the starting control element in the active mode by commanding the power system to operate under the second set of operating conditions, in which: The electric motor outputs negative torque; and The internal combustion engine outputs enhanced torque, which counteracts the negative torque output by the electric motor, enabling the vehicle to travel at a constant speed.

2. The vehicle according to claim 1, wherein, The vehicle includes an accelerator pedal that can pivot between a highest position and a lowest position, the position of which provides a command signal indicating the desired torque to the powertrain, the highest position of which provides a command signal indicating zero desired torque, and the lowest position of which provides a command signal indicating maximum desired torque.

3. The vehicle according to claim 2, wherein, The time period during which the start control is in the active mode is the active period, and the accelerator pedal is in the lowest position during the active period.

4. The vehicle according to any one of claims 1-3, wherein, The start-up control includes any one of a button, a switch, or a virtual control.

5. The vehicle according to any one of claims 1-3, wherein, The second set of operating conditions results in a less efficient operation of the power system than the first set of operating conditions.

6. The vehicle according to any one of claims 1-3, wherein, The operating conditions in the first set of operating conditions and the second set of operating conditions include the torque output by the electric motor and the torque output by the spark-ignited internal combustion engine.

7. The vehicle according to claim 6, wherein, The time period during which the starting control unit is in the active mode is the active time period, and the torque provided by the power system during the active time period is equal to the torque provided by the power system immediately preceding the active time period, and the torque provided by the power system is the sum of the torque output by the spark-ignited internal combustion engine and the torque output by the electric motor.

8. The vehicle according to claim 6, wherein, The control system is configured to, in response to the start-up control entering the activity mode, command the electric motor to reduce the torque output by the electric motor by a first torque amount.

9. The vehicle according to claim 6, wherein, The control system is configured to, in response to the start-up control element entering the activity mode, command the internal combustion engine to increase the torque output by the internal combustion engine by a second torque amount.

10. The vehicle according to claim 9, wherein, The first torque is equal to the second torque.

11. The vehicle according to claim 6, wherein, The control system is configured to, in response to the start-up control leaving the activity mode, command the power system to increase the torque output of the electric motor and the torque output of the internal combustion engine.

12. The vehicle according to claim 6, wherein, The vehicle includes an accelerator pedal pivotable between a highest position and a lowest position, the position of which provides a command signal indicating a desired torque to the powertrain, the highest position of which provides a command signal indicating zero desired torque, and the lowest position of which provides a command signal indicating maximum desired torque, wherein, for a given position of the accelerator pedal, the torque provided by the powertrain operating under the second set of operating conditions is less than the torque provided by the powertrain operating under the first set of operating conditions.

13. The vehicle according to any one of claims 1-3, wherein: The spark-ignition internal combustion engine includes at least one combustion chamber configured to receive an injection of a combustion mixture comprising air and fuel, and the spark-ignition internal combustion engine is configured to ignite the combustion mixture according to ignition timing. as well as The control system is configured to command a reduction in the fuel injected into the combustion chamber in response to the start-up control entering the active mode, and to reverse the commanded fuel reduction in response to the start-up control leaving the active mode.

14. The vehicle according to claim 13, wherein, The control system is configured to initiate the ignition timing delay in response to the start-up control entering the active mode, and to advance the ignition of the combustion mixture in response to the start-up control leaving the active mode.

15. The vehicle according to any one of claims 1-3, wherein, The vehicles include: An exhaust system configured to deliver exhaust gases and an unburned combustion mixture from the powertrain to the exterior of the vehicle; and A turbocharger, comprising a turbine and a compressor configured to compress air. The exhaust system includes an exhaust manifold and an intake manifold, the exhaust manifold being configured to deliver exhaust gas and an unburned combustion mixture from the internal combustion engine toward the turbocharger, and the intake manifold being configured to deliver compressed air from the turbocharger to the internal combustion engine. The internal combustion engine is configured to discharge a higher-energy mixture of exhaust gas and unburned combustion mixture into the exhaust system during the activity period.

16. The vehicle according to claim 15, wherein, The powertrain includes a throttle valve having a changeable position for controlling the flow of the combustion mixture into the intake manifold, and the operating conditions include the position of the throttle valve, and Under the second set of operating conditions, the throttle valve is in a more open position than the throttle valve position under the first set of operating conditions.

17. The vehicle according to claim 15, wherein, The exhaust system includes: A turbine exhaust system configured to deliver exhaust gases and an unburned combustion mixture from the turbine to the exterior of the vehicle; and An exhaust valve, configured to deliver exhaust gas and an unburned combustion mixture from the exhaust manifold to the turbine exhaust assembly, such that the exhaust gas and unburned combustion mixture bypass the turbine. The exhaust manifold includes an exhaust valve configured to control the flow of exhaust gas and unburned combustion mixture from the exhaust manifold to the turbine exhaust component; The operating conditions include the position of the exhaust valve; and Under the second set of operating conditions, the exhaust valve has a more closed position than the exhaust valve position under the first set of operating conditions.

18. The vehicle according to any one of claims 1-3, wherein, The control system is configured to respond to the start-up control element when leaving the activity mode by commanding both the electric motor and the internal combustion engine to output positive torque.

19. A method executed by a vehicle control system, characterized in that, The vehicle includes: a plurality of wheels; a power system for providing torque to a drive shaft coupled to at least one of the plurality of wheels, the power system including an internal combustion engine for spark ignition of a given volume of combustion mixture and an exhaust system arranged to deliver exhaust gas and residual combustion mixture from the internal combustion engine; an electric motor; and a starting control having an inactive mode and an active mode, wherein the power system operates under a first set of operating conditions during the inactive mode and under a second set of operating conditions during the active mode, the method comprising: Receives a first signal instructing the start control unit to enter the activity mode and, in response to receiving the first signal, commands the power system to operate under a second set of operating conditions, in which: The electric motor outputs negative torque; and The internal combustion engine outputs enhanced torque, which counteracts the negative torque output by the electric motor, enabling the vehicle to travel at a constant speed.

20. The method according to claim 19, wherein, The method further includes: The system receives a second signal instructing the start-up control to leave the activity mode and, in response to receiving the second signal, commands the powertrain to operate under the first set of operating conditions and commands both the electric motor and the internal combustion engine to output positive torque.

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