CN112654541B - 混合动力车辆的发动机启动控制装置及混合动力车辆 - Google Patents

混合动力车辆的发动机启动控制装置及混合动力车辆 Download PDF

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Publication number
CN112654541B
CN112654541B CN201980058587.2A CN201980058587A CN112654541B CN 112654541 B CN112654541 B CN 112654541B CN 201980058587 A CN201980058587 A CN 201980058587A CN 112654541 B CN112654541 B CN 112654541B
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engine
clutch
predicted value
transmission torque
hybrid vehicle
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CN112654541A (zh
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斋藤忠志
福田裕太郎
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Mazda Motor Corp
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Mazda Motor Corp
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2054—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed by controlling transmissions or clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/15—Control strategies specially adapted for achieving a particular effect
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    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
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    • B60L15/2045—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for optimising the use of energy
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
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    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/06—Combustion engines, Gas turbines
    • B60W2710/0644—Engine speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
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Abstract

混合动力汽车辆(10)具有通过离合器(30)互相连结的、作为混合动力车辆(10)的驱动源的发动机(20)和电机(40)，混合动力汽车辆(10)的发动机启动控制装置(1)包括离合器传递扭矩控制部(61)和发动机转速预测值设定部(62)，由电机(40)通过离合器(30)使发动机(20)启动时，离合器传递扭矩控制部(61)根据发动机转速预测值控制离合器(30)的传递扭矩，发动机转速预测值设定部(62)根据发动机(20)的曲轴的旋转停止位置设定该发动机转速预测值。

Description

混合动力车辆的发动机启动控制装置及混合动力车辆
技术领域
本发明涉及一种混合动力车辆的发动机启动控制装置及混合动力车辆。
背景技术
一种混合动力车辆，包括作为驱动源的发动机和电机，利用发动机的输出和电机的输出中的至少一者驱动车辆，就该混合动力车辆而言，有人提出下述控制方法：利用电机使发动机启动。例如，专利文献1中记载有下述内容：电机驱动车辆时(电机行驶时)，根据将要使发动机启动之前的该发动机的曲轴的旋转停止位置计算使发动机启动之际从电机输出的发动机启动扭矩，设定电机行驶区域，以使电机行驶时，电机在残留有与该发动机启动扭矩相应的余力的状态下工作。
专利文献1：日本公开专利公报特开2012－86662号公报
发明内容
－发明要解决的技术问题－
从电机传递到发动机的传递扭矩会因发动机的曲轴的旋转停止位置以外的原因而产生偏差。因此，需要在考虑到发动机的曲轴的旋转停止位置以外的原因的情况下，使发动机能够可靠地启动。然而，在为了使发动机可靠地启动而设定好电机的发动机启动扭矩的情况下，电机行驶时，电机的必须作为余力残留下来的发动机启动扭矩较大，仅靠电机可行驶的电机行驶区域(EV行驶区域)就相应地变窄。
本发明正是为解决上述技术问题而完成的，其目的在于：提供一种混合动力车辆的发动机启动控制装置及混合动力车辆，电机驱动混合动力车辆时，尽可能地减小该电机的必须作为余力残留下来的发动机启动扭矩，由此可扩大EV行驶区域，提高省油性。
－用以解决技术问题的技术方案－
为了达到上述目的，提供下述混合动力车辆的发动机启动控制装置及混合动力车辆。
所述混合动力车辆的发动机启动控制装置的该混合动力车辆具有通过离合器互相连结的、作为该混合动力车辆的驱动源的发动机和电机。所述混合动力车辆的发动机启动控制装置包括离合器传递扭矩控制部和发动机转速预测值设定部，所述离合器传递扭矩控制部在所述电机通过所述离合器使所述发动机启动时，根据发动机转速预测值控制该离合器的传递扭矩，所述发动机转速预测值设定部根据所述发动机的曲轴的旋转停止位置设定所述发动机转速预测值。
根据上述构成方式，由发动机转速预测值设定部在发动机启动时根据发动机的曲轴的旋转停止位置设定发动机转速预测值，由离合器传递扭矩控制部控制离合器，以产生为了以该发动机转速预测值的转速使发动机启动所需要的传递扭矩。这样一来，能够将发动机启动所需要的离合器的传递扭矩最优化。还能够将发动机的启动时间也最优化。
优选地，所述混合动力车辆的发动机启动控制装置还包括校正部，所述校正部根据所述发动机的机械阻力校正由所述发动机转速预测值设定部设定的所述发动机转速预测值。
这样一来，能够利用校正发动机转速预测值的校正部，根据发动机的机械阻力，适当地校正发动机转速预测值。
优选地，所述混合动力车辆的发动机启动控制装置还包括反馈校正部，所述反馈校正部根据由所述发动机转速预测值设定部设定的所述发动机转速预测值与发动机转速的实测值之差，对由所述离合器传递扭矩控制部控制的所述离合器的传递扭矩进行反馈校正。
这样一来，能够利用反馈校正部，将发动机转速预测值与发动机转速的实测值之差转换为离合器的传递扭矩(反馈校正量)，根据该转换得到的传递扭矩，适当地对由离合器传递扭矩控制部控制的传递扭矩进行反馈校正。
优选地，在所述混合动力车辆的发动机启动控制装置中，所述发动机转速预测值设定部构成为设定所述发动机转速预测值，以使基于该发动机转速预测值的发动机启动时间被设定为：在所述发动机因所述混合动力车辆的驾驶员所要求的要求驱动力增加而启动时较短，且在所述发动机因其他原因而启动时较长。
这样一来，发动机因混合动力车辆的驾驶员所要求的要求驱动力增加(加速要求)而启动时，能够进行重视响应性的启动，即能够快速地使发动机启动，发动机因其他原因而启动时，能够进行抑制冲击的启动，即，即使需时更长也能够以较小的能量使发动机启动。
所述其他原因例如是驱动电机的电池的SOC(State Of Charge：荷电状态)在规定值以下。
本发明的另一方面即混合动力车辆包括通过离合器互相连结的、作为该混合动力车辆的驱动源的发动机和电机，以及控制所述发动机启动的发动机启动控制装置，所述发动机启动控制装置具有离合器传递扭矩控制部和发动机转速预测值设定部，所述离合器传递扭矩控制部在由所述电机通过所述离合器使所述发动机启动时，根据发动机转速预测值控制该离合器的传递扭矩，所述发动机转速预测值设定部根据所述发动机的曲轴的旋转停止位置设定所述发动机转速预测值。
根据该构成方式，能够起到与所述混合动力车辆的发动机启动控制装置相同的作用和效果。
－发明的效果－
正如以上说明的那样，根据本发明的混合动力车辆的发动机启动控制装置及混合动力车辆，电机驱动混合动力车辆时，能够尽可能地减小该电机的必须作为余力残留下来的发动机启动扭矩，从而能够相应地扩大EV行驶区域，因此，能够提高省油性。
附图说明
图1是示出包括示例性的实施方式所涉及的发动机启动控制装置的混合动力车辆的机械系统、电气系统、液压系统的构成的一部分的简图；
图2是示出电子控制装置的构成和与该电子控制装置相连的构成要素之间的电连接的方框图；
图3是示出从电机通过离合器向发动机传递的离合器传递扭矩随时间变化的情况的图；
图4是示出发动机的曲轴的旋转停止位置(曲轴转角)与损失扭矩之间的关系的图；
图5是示出发动机转速(预测值)随时间变化的情况的图；
图6是示出发动机转速(实测值)随时间变化的情况的图；
图7是示出发动机转速(预测值和实测值)随时间变化的情况的图；
图8是示出根据发动机转速的预测值与实测值之差计算出的离合器传递扭矩的反馈校正量的图；
图9是用于使用图3～图8说明控制流程的图；
图10是示出发动机转速(预测值、实测值以及反馈校正后的实测值)随时间变化的情况的图；
图11是对离合器传递扭矩的反馈校正进行说明的、示出离合器传递扭矩的变化情况的图；
图12是示出使用预测值进行的发动机启动控制和不使用预测值进行的发动机启动控制中离合器传递扭矩和启动时间的偏差的图；
图13是由电子控制装置进行的发动机启动控制的流程图。
具体实施方式
下面，参照附图详细地说明示例性的实施方式。
图1简略示出包括示例性的实施方式所涉及的发动机启动控制装置1的混合动力车辆10(以下称为车辆10)的机械系统、电气系统、液压系统的构成的一部分。
如图1所示，车辆10包括发动机20、离合器30、电机40以及变速器50。变速器50可与车辆10的车轮51(前轮、后轮或这两个轮)相连结。发动机20(尤其是其曲轴21)、离合器30、电机40以及变速器50包括沿车辆10的前后方向延伸的共用的轴C，且构成为所需要的构成部件以该轴C为中心旋转。发动机20和电机40是车辆10的驱动源。
发动机20和变速器50通过离合器30和电机40相连，在离合器30接合的状态下，发动机20的输出(旋转扭矩)通过离合器30和电机40传递给变速器50。电机40与变速器50直接连结，电机40的输出(旋转扭矩)传递给变速器50。因此，车辆10能够选择三种行驶模式中的一种来行驶。三种行驶模式如下：(a)发动机行驶模式，在离合器30接合且电机40停止工作的状态下，通过离合器30将发动机20的输出传递给变速器50；(b)混合动力行驶模式，在离合器30接合且电机40被驱动的状态下，通过离合器30将发动机20的输出传递给变速器50，并且将电机40的旋转传递给变速器50；(c)电机行驶模式(EV行驶模式)，在离合器30分离且电机40被驱动的状态下，将电机40的旋转传递给变速器50。
发动机20可以是例如汽油发动机或柴油发动机中的任一者。发动机20包括输出部即曲轴21。在离合器30接合的状态下，通过离合器30将电机40的输出传递给曲轴21，由此能够使发动机20启动。从电机40通过离合器30传递给发动机20的传递扭矩可由液压控制电路52进行调节。液压控制电路52的控制将会在后面说明。
电机40例如包括固定在电机壳体41上的环状定子42和构成为可在定子42的径向内侧以轴C为中心旋转的转子43。定子42是线圈44卷绕在定子铁芯上而构成的。线圈44通过逆变器45与电池46相连。因此，由逆变器45将从电池46供来的直流电转换为交流电并施加于线圈44，由此使转子43旋转，电机40产生扭矩。
在本实施方式中，发动机20包括多个传感器(例如，曲轴转角传感器71、温度传感器72、发动机转速传感器73)。曲轴转角传感器71是用于检测并输出发动机20内的曲轴21的曲轴转角(以气缸内的活塞的上止点为基准，从上止点起以度为单位表示的曲轴21的旋转角度)的传感器。温度传感器72例如是用于测量并输出在发动机20内流动的冷却水(冷却液)的温度的传感器。发动机转速传感器73是用于检测并输出发动机20的转速(又称为发动机转速)的传感器。
如图1所示，车辆10包括控制发动机20启动的发动机启动控制装置1。发动机启动控制装置1包括电子控制装置60，来自各种传感器的信号输入该电子控制装置60。上述输入信号例如除了来自所述曲轴转角传感器71、温度传感器72以及发动机转速传感器73的信号以外，还包括来自油门开度传感器74、电机转速传感器75、车速传感器76等的信号。
油门开度传感器74是用于检测并输出车辆10的驾驶员的要求驱动力(油门开度)的传感器，例如油门开度传感器74设在为了供车辆10的驾驶员驱动车辆10而操作的操作装置中，且检测并输出该操作装置的操作量。电机转速传感器75是用于检测并输出电机40的转速的传感器，例如电机转速传感器75能够设在电机40中。车速传感器76是用于检测并输出车辆10的速度的传感器，例如车速传感器76设在变速器50中，且检测变速器50的转速并输出与变速器50的转速相应的信号。电子控制装置60还与逆变器45或电池46相连，且能够获取与电池46的充电率或充电状态(SOC)相关的信息。
电子控制装置60是以公知的微型计算机为基础的控制器，且具有中央处理器(CPU)、存储器以及输入/输出(I/O)总线。其中，该中央处理器(CPU)用于执行计算机程序(包括OS等的基本控制程序和在OS上启动并实现特定功能的应用程序)，该存储器例如由RAM和ROM构成，该输入/输出(I/O)总线用于输入和输出电信号。
在所述ROM中，存储有各种计算机程序、包括各种图表的数据等，在所述RAM中，设有所述CPU进行一系列处理时所使用的处理区域。
如图2所示，在电子控制装置60中，设有离合器传递扭矩控制部61。离合器传递扭矩控制部61与液压控制电路52相连，且通过液压控制电路52控制离合器30。电子控制装置60还利用未图示的变速器控制部，通过液压控制电路52控制变速器50。
在电子控制装置60中，还设有对电机40进行驱动控制的电机控制部65。电机控制部65与逆变器45相连，且根据来自电机转速传感器75的信号，通过逆变器45对电机40进行驱动控制。
图3示出发动机20启动时从电机40传递到发动机20的离合器30的传递扭矩(以下称为离合器传递扭矩或传递扭矩)随时间变化的情况。如图所示，离合器传递扭矩在刚启动时急剧上升，而在经过规定时间以后其上升率下降，变为缓慢上升。这是为了易于在经过规定时间以后，检测发动机转速的实测值(实际的发动机转速)，并进行后述的反馈校正。
根据经验可知，使发动机20启动时，因曲轴21的停止角度(发动机20的曲轴的旋转停止位置)不同，发动机20启动所需要的扭矩会发生变化，即曲轴21旋转所需要的扭矩(此处为与活塞的压缩阻力相当的扭矩，即损失扭矩)会发生变化。因此，为了高效率地使发动机20启动，理想做法是检测发动机的曲轴的旋转停止位置(曲轴转角)，并根据该检测出的曲轴的旋转停止位置调节离合器传递扭矩。
图4是示出该曲轴的旋转停止位置与损失扭矩之间的关系的图。该图的纵轴表示损失扭矩[Nm]，横轴表示曲轴转角[deg]，各种线型的曲线示出从四个特定曲轴的旋转停止位置(－180度、－150度、－120度、－90度)起与曲轴转角的前进情况相应的(即，与发动机20的旋转相应的)损失扭矩的变化情况(阻力的轨迹)。例如，实线示出的曲线示出曲轴的旋转停止位置为－180度且从该曲轴的旋转停止位置起与曲轴转角的前进情况相应的损失扭矩的变化情况。双点划线示出的曲线示出曲轴的旋转停止位置为－90度且从该曲轴的旋转停止位置起与曲轴转角的前进情况相应的损失扭矩的变化情况。由图4可明确看出，各曲轴的旋转停止位置之后旋转所需要的传递扭矩(损失扭矩)都不同。因此可知，由电机40通过离合器30传递的传递扭矩的最佳值因曲轴的旋转停止位置不同而不同。
离合器传递扭矩控制部61在由电机40使发动机20启动时，根据发动机转速预测值控制离合器传递扭矩。该发动机转速预测值是由图2所示的发动机转速预测值设定部62设定的。发动机转速预测值设定部62设在电子控制装置60中，且供来自曲轴转角传感器71的信号输入。发动机转速预测值设定部62根据该从曲轴转角传感器71输入的信号所示的曲轴的旋转停止位置，设定发动机转速预测值(即，电机40的发动机转速的目标值)。并且，离合器传递扭矩控制部61根据该发动机转速预测值，将应通过离合器30传递的传递扭矩最优化。这样一来，发动机20的启动时间也被最优化。
此处，发动机20启动所需要的扭矩可能也会因发动机20的机械阻力变化而变化。因此，在本实施方式中，如图2所示，电子控制装置60包括校正部63，校正部63根据发动机20的机械阻力校正由发动机转速预测值设定部62设定的发动机转速预测值。发动机20的机械阻力因发动机转速所引起摩擦的变化、气缸温度所引起的滑动阻力的变化等而变化。因此，基于发动机20的机械阻力的校正能够在考虑到上述要素(发动机转速所引起的摩擦的变化、气缸温度所引起的滑动阻力的变化等)的情况下，事先进行设定。校正部63例如根据来自温度传感器72的信号(温度信息)，校正发动机转速预测值。作为上述的替代或补充，校正部63能够根据来自发动机转速传感器73和/或电机转速传感器75的信号，校正发动机转速预测值。校正部63将发动机转速预测值的校正量发送至发动机转速预测值设定部62。
由电机40通过离合器30传递扭矩而使发动机20启动时，发动机转速预测值设定部62根据曲轴的旋转停止位置(也就是损失扭矩)、校正部63的校正量、通过事先测量和设计值等掌握的发动机20的惯性(转动惯量)，设定最佳发动机转速预测值。图5的图的纵轴表示发动机的转速[rpm]，横轴表示时间[ms]，虚线的曲线示出发动机20的启动控制开始后最佳发动机转速预测值的变化情况的一例。
接着，离合器传递扭矩控制部61计算为了以最佳发动机转速预测值(以下有时也称为预测值)的转速使发动机20旋转而需要的传递扭矩(从电机40通过离合器30向发动机20传递的传递扭矩)，控制离合器30(液压控制电路52)，以产生该计算出的传递扭矩。此时，设在电子控制装置60中的反馈校正部64(参照图2)根据来自发动机转速传感器73的信号测量实际的发动机转速(以下有时也称为实测值)，将上述预测值与实测值之差转换为传递扭矩(反馈校正量)，根据该转换得到的传递扭矩，对由离合器传递扭矩控制部61控制的离合器传递扭矩进行反馈校正。之后，反复进行上述预测与实测处理，将用于使发动机20启动的传递扭矩最优化。
图6中用实线示出根据图5的预测值进行控制的实际的发动机转速的变化情况的一例。图7是将图5的预测值和图6的实测值叠加在同一图上而得到的，二者在纵轴方向上之差相当于发动机转速的实测值与预测值之差。图8示出根据该差计算出的离合器传递扭矩的反馈校正量(图8中记为“扭矩”)。图8的纵轴表示扭矩值[Nm]，横轴表示时间[ms]，反馈校正部64反馈该扭矩值，校正离合器传递扭矩(反馈校正)。图8是在如图7所示的发动机转速的实测值大于预测值时，用于减小离合器传递扭矩的反馈校正量(变为负值)的一例。
为了在视觉上容易理解发动机启动控制装置1的发动机启动控制的流程而将该流程示于一图，即图9。此处，流程如下所示：要设定进行发动机启动控制时的离合器传递扭矩(图3)之际，设定基于发动机20的曲轴的旋转停止位置的发动机转速的目标值(预测值)(图4和图5)，测量实际的发动机转速(实测值)(图6)，计算预测值与实测值之差(图7)，计算离合器传递扭矩的反馈校正量(图8)，对离合器传递扭矩进行反馈校正。图10示出上述预测值和实测值与反馈校正后的实测值(图10中记为“实测值(有校正)”)之间的关系。
图11是不进行反馈校正时(无校正时)的目标传递扭矩和实际传递扭矩(图11中简单记为“目标传递扭矩”和“实际传递扭矩”)、进行反馈校正时(有校正时)的目标传递扭矩和实际传递扭矩(图11中记为“目标传递扭矩(有校正)”和“实际传递扭矩(有校正)”)的一例。细虚线是无校正时根据预测值推定出的传递扭矩(目标传递扭矩)。细实线是无校正时根据实测值推定出的实际为了使发动机启动而传递的传递扭矩(实际传递扭矩)。如图11所示，因为上述扭矩之间存在差异，所以进行校正，以使实际传递扭矩尽量接近或等于目标传递扭矩。
下面具体说明。在图11的示例中，因为无校正时实际传递扭矩大于目标传递扭矩，所以能够使传递扭矩的指示值(指示传递扭矩)小于目标传递扭矩且其差值为根据实际传递扭矩与目标传递扭矩之差决定的值(参照图8)。该指示传递扭矩相当于有校正时的目标传递扭矩(图11的粗虚线)。通过像这样校正目标传递扭矩，能够使校正后的实际传递扭矩(图11的粗实线)大致等于无校正时的初始目标传递扭矩(图11的细虚线)。像这样，根据实测值与预测值之差，进行反馈校正。
如果在不使用考虑到前述曲轴的旋转停止位置的预测值的情况下进行反馈校正，则离合器传递扭矩和启动时间会产生较大偏差。图12示出其一例。图12的图的纵轴表示传递扭矩[Nm]的峰值，横轴表示启动时间[ms]。各符号表示曲轴的旋转停止位置(－180度、－150度、－120度、－90度)。同一符号的空心和实心的区别在于是否使用了预测值。即，空心的符号(○等)示出不设定基于曲轴的旋转停止位置(停止曲轴转角)的预测值而进行反馈校正时的模拟结果，实心的符号(●等)示出设定基于曲轴的旋转停止位置的预测值并进行反馈校正时的模拟结果。由图12可知，不设定预测值而进行反馈校正时，离合器传递扭矩和启动时间都会产生较大偏差。相对于此，设定预测值并进行反馈校正时，离合器传递扭矩和启动时间的偏差较小。
上述控制涉及尽可能地缩短发动机20的启动时间的控制。即，发动机20因车辆10的驾驶员所要求的要求驱动力增加(加速要求)而启动时，尽可能地缩短发动机20的启动时间，使车辆10以良好的响应性加速。相对于此，与发动机20因要求驱动力增加而启动时相比，发动机20因其他原因而启动时，发动机20的启动时间较长也无妨。
于是，发动机转速预测值设定部62可以构成为设定发动机转速预测值，以使基于该发动机转速预测值的发动机启动时间被设定为：在发动机20因车辆10的驾驶员所要求的要求驱动力增加而启动时(根据来自油门开度传感器74的信号进行判断)较短，且在发动机10因其他原因而启动时较长。也就是说，与发动机20因要求驱动力增加而启动时相比，在发动机20因所述其他原因而启动时，发动机转速预测值设定部62将发动机转速预测值设定得较小。这样一来，虽然启动时间变长，但能够以较小的能量使发动机20启动。其结果是，例如能够以EV行驶模式行驶更久，改善省油性。此外，也可减小发动机20启动时的冲击。所述其他原因例如是驱动电机40的电池46的SOC在规定值以下(根据来自逆变器45的电压和电流值的历史进行判断)。
图13是由电子控制装置60进行的发动机启动控制的流程图。首先，在步骤S1中，为了从发动机行驶模式或混合动力行驶模式向EV行驶模式转变，释放离合器30，断开发动机20，使发动机20停止工作。需要说明的是，从发动机行驶模式向EV行驶模式转变时，驱动电机40，从混合动力行驶模式向EV行驶模式转变时，维持电机40的驱动状态。
在发动机20停止工作的状态下，如果满足发动机启动条件，则会作出使发动机20启动的发动机启动判断。此处，在步骤S2中，假设已作出发动机启动判断。此时，根据作出发动机启动判断的原因(例如，驾驶员的加速要求、电池46的SOC降低等)，决定是要快速使发动机启动还是以尽可能少的能量消耗量使发动机启动。具体而言，在发动机因要求驱动力(油门开度)增加而启动时将发动机启动时间设定得较短，在发动机因其他原因而启动时(例如，因电池46的SOC降低而启动时)将启动时间设定得较长。
在接下来的步骤S3中，根据来自曲轴转角传感器71的信号，检测发动机20的曲轴的旋转停止位置。
在接下来的步骤S4中，根据在步骤S3中检测出的曲轴的旋转停止位置，计算损失扭矩(具体而言，是图4所示的那种损失扭矩随时间变化的情况)。然后，在步骤S5中，根据在步骤S4中计算出的损失扭矩、校正部63的校正量、发动机20的惯性，计算并设定发动机20的目标的旋转动作(即，发动机转速预测值)，在接下来的步骤S6中，正在驱动车辆10的电机40开始发动机20的再启动控制。在该发动机20的再启动控制中，对离合器传递扭矩进行反馈校正。
具体而言，在步骤S7中，由发动机转速传感器73测量实际的发动机转速(实测值)。然后，在步骤S8中，比较在步骤S5中设定的预测值和在步骤S7中测量的实测值，将二者之差转换为离合器传递扭矩(反馈校正量)。在接下来的步骤S9中，根据在步骤S4中计算出的损失扭矩随时间变化的情况，基于曲轴转角的进度计算损失扭矩。在接下来的步骤S10中，通过将在步骤S8中计算出的反馈校正量与在步骤S9中计算出的损失扭矩相加，对离合器传递扭矩进行反馈校正，并控制离合器30，以产生该反馈校正后的离合器传递扭矩。
在接下来的步骤S11中，判断发动机20是否已启动，在该步骤S11中作出发动机20已启动的判断之前，反复进行步骤S7～S11的处理动作，在步骤S11中作出发动机20已启动的判断时，在步骤S12中结束发动机20的再启动控制。
因此，在本实施方式中，发动机启动控制装置1包括离合器传递扭矩控制部61和发动机转速预测值设定部62，离合器传递扭矩控制部61在由电机40使发动机20启动时根据发动机转速预测值控制离合器30的传递扭矩，发动机转速预测值设定部62根据发动机20的曲轴的旋转停止位置设定所述发动机转速预测值，因此能够将发动机20启动所需要的离合器30的传递扭矩最优化，这样一来，电机40驱动车辆10时，能够尽可能地减小该电机40的必须作为余力残留下来的发动机启动扭矩，从而能够相应地扩大可以EV行驶模式行驶的EV行驶区域，其结果是，能够提高省油性。
本发明并不限于上述实施方式，在不脱离权利要求范围主旨的范围内可以采取各种替代方式。
上述实施方式仅为示例，不得对本发明的范围做限定性解释。本发明的保护范围由权利要求的范围决定，属于权利要求的范围的等同范围的变形、变更都包括在本发明的范围内。
－产业实用性－
本发明对于混合动力车辆很有用，且对该混合动力车辆的发动机启动控制装置很有用，该混合动力车辆包括通过离合器互相连结的、作为混合动力车辆的驱动源的发动机和电机。
－符号说明－
1 发动机启动控制装置
10 混合动力车辆
20 发动机
30 离合器
40 电机
61 离合器传递扭矩控制部
62 发动机转速预测值设定部
63 校正部
64 反馈校正部

Claims (4)

1.一种混合动力车辆的发动机启动控制装置，其特征在于：
所述混合动力车辆具有通过离合器互相连结的、作为该混合动力车辆的驱动源的发动机和电机以及检测并输出所述发动机内的曲轴的曲轴转角的曲轴转角传感器，
所述混合动力车辆的发动机启动控制装置包括离合器传递扭矩控制部、发动机转速预测值设定部和反馈校正部，
所述发动机转速预测值设定部在所述电机通过所述离合器使所述发动机启动时，根据从所述曲轴转角传感器输入的信号所示的所述发动机的曲轴的旋转停止位置，设定发动机转速预测值，
所述离合器传递扭矩控制部通过液压控制电路控制所述离合器，根据所述发动机转速预测值控制该离合器的传递扭矩，
所述反馈校正部在所述发动机的启动控制开始后，根据所述发动机转速预测值与发动机转速的实测值之差计算反馈校正量，并基于曲轴转角的进度计算损失扭矩，并且，将所述反馈校正量与所述损失扭矩相加，从而对由所述离合器传递扭矩控制部控制的所述离合器的传递扭矩进行反馈校正，
所述离合器的传递扭矩在所述发动机刚启动时急剧上升，而在经过规定时间以后其上升率下降变为缓慢上升。
2.根据权利要求1所述的混合动力车辆的发动机启动控制装置，其特征在于：
所述混合动力车辆还具有测量并输出所述发动机的冷却水的温度的温度传感器，
所述混合动力车辆的发动机启动控制装置还包括校正部，所述校正部根据基于来自所述温度传感器的温度信息的所述发动机的机械阻力校正由所述发动机转速预测值设定部设定的所述发动机转速预测值。
3.根据权利要求1或2所述的混合动力车辆的发动机启动控制装置，其特征在于：
所述发动机转速预测值设定部构成为设定所述发动机转速预测值，以使基于该发动机转速预测值的发动机启动时间被设定为：在所述发动机因所述混合动力车辆的驾驶员所要求的要求驱动力增加而启动时较短，且在所述发动机因其他原因而启动时较长。
4.一种混合动力车辆，其特征在于：
所述混合动力车辆包括通过离合器互相连结的、作为该混合动力车辆的驱动源的发动机和电机，
检测并输出所述发动机内的曲轴的曲轴转角的曲轴转角传感器，
控制所述曲轴的液压控制电路，以及
控制所述发动机启动的发动机启动控制装置；
所述发动机启动控制装置具有离合器传递扭矩控制部、发动机转速预测值设定部和反馈校正部，
所述发动机转速预测值设定部在所述电机通过所述离合器使所述发动机启动时，根据从所述曲轴转角传感器输入的信号所示的所述发动机的曲轴的旋转停止位置，设定发动机转速预测值，
所述离合器传递扭矩控制部通过所述液压控制电路控制所述离合器，根据所述发动机转速预测值控制该离合器的传递扭矩，
所述反馈校正部在所述发动机的启动控制开始后，根据所述发动机转速预测值与发动机转速的实测值之差计算反馈校正量，并基于曲轴转角的进度计算损失扭矩，并且，将所述反馈校正量与所述损失扭矩相加，从而对由所述离合器传递扭矩控制部控制的所述离合器的传递扭矩进行反馈校正，
所述离合器的传递扭矩在所述发动机刚启动时急剧上升，而在经过规定时间以后其上升率下降变为缓慢上升。
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