CN114364587B - 发动机起动控制装置 - Google Patents

发动机起动控制装置 Download PDF

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Publication number
CN114364587B
CN114364587B CN202080064107.6A CN202080064107A CN114364587B CN 114364587 B CN114364587 B CN 114364587B CN 202080064107 A CN202080064107 A CN 202080064107A CN 114364587 B CN114364587 B CN 114364587B
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engine
battery
cranking
rotating electrical
electrical machine
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CN114364587A (zh
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南部壮佑
生驹宪彦
杉本乔纪
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Mitsubishi Motors Corp
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Mitsubishi Motors Corp
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/08—Circuits or control means specially adapted for starting of engines
    • F02N11/0859—Circuits or control means specially adapted for starting of engines specially adapted to the type of the starter motor or integrated into it
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
    • F02D41/062—Introducing corrections for particular operating conditions for engine starting or warming up for starting
    • 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
    • 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
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    • B60K6/42—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 the architecture of the hybrid electric vehicle
    • B60K6/46—Series type
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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
    • B60K6/42—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 the architecture of the hybrid electric vehicle
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    • 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
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    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
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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
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    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
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    • F02N2200/02—Parameters used for control of starting apparatus said parameters being related to the engine
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    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
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    • F02N2200/00—Parameters used for control of starting apparatus
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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Abstract

一种用于混合动力车辆的起动控制装置，包括：蓄电池、第一和第二旋转电机、发动机、第一判断单元、曲轴转动控制单元以及第二判断单元，其中，第一判断单元用于判断蓄电池是否为低输出状态，曲轴转动控制单元用于执行发动机曲轴转动，第二判断单元用于执行曲轴转动完成判断，在蓄电池的最大输出为低输出状态的情况下，曲轴转动控制单元使第一旋转电机以低输出目标转速运行，当满足第一旋转电机的实际转速在规定时间内持续保持在目标范围内的条件时，第二判断单元判断曲轴转动完成。

Description

发动机起动控制装置
技术领域
本发明涉及一种用于混合动力车辆的发动机起动控制装置。
背景技术
作为相关技术，包括发动机和旋转电机(电动机、发电机或电动发电机)的混合动力车辆设有多种行驶模式，例如发动机停止时车辆行驶的模式，以及发动机工作时车辆使用旋转电机的动力行驶的模式。在混合动力车辆中，例如，在切换行驶模式时等起动发动机时，发动机由旋转电机执行曲轴转动，然后进行初始燃烧(例如，参考日本专利特开2012-106514号公报)。根据日本专利特开2012-106514号公报中的起动控制装置，当发动机起动时，将电动发电机的目标转速设置为规定的低转速，然后设置为高转速，以便能够输出足够的扭矩用于发动机摩擦。
然而，众所周知，作为旋转电机电源的蓄电池，具有可在低温下取出的电池输出(最大输出)较低。在蓄电池输出较低的状态下，可供旋转电机使用的电力减少，因此旋转电机可能难以起动发动机。在这方面，可以设想改进蓄电池，以便即使在低温下也能保证蓄电池输出，但是考虑到开发成本、制造成本等，这个方案并不是优选的。
发明内容
发明所要解决的技术问题
根据本发明的发动机起动控制装置，涉及在混合动力车辆中即使在蓄电池输出低的状态下也能可靠地起动发动机。
解决问题的技术手段
根据本发明的第一方面，一种用于混合动力车辆的发动机起动控制装置包括：用于驱动的蓄电池；第一旋转电机和第二旋转电机，其配置为通过消耗所述蓄电池的电力来工作；发动机，其配置为与所述第一旋转电机一起起动；第一判断单元，其配置为判断所述蓄电池的最大输出是否为低于规定下限值的低输出状态；曲轴转动控制单元，其配置为当混合动力车辆从EV模式转移到起动所述发动机的起动模式时，通过运行所述第一旋转电机来执行所述发动机的曲轴转动，在EV模式下，由所述第一旋转电机和第二旋转电机中的至少一个作为动力，以仅使用所述蓄电池的所述电力来行驶；第二判断单元，其配置为判断所述曲轴转动是否完成；以及喷射控制单元，其配置为依据第二判断单元判断曲轴转动已完成，开始所述发动机的燃料喷射。
在第一判断单元判断所述蓄电池的最大输出为低输出状态的情况下，所述曲轴转动控制单元使所述第一旋转电机以某个目标转速运行，该目标转速低于与所述低输出状态不同的正常状态下的所述曲轴转动的目标转速。并且，在所述第一判断单元判断所述蓄电池的最大输出为所述低输出状态的情况下，在所述曲轴转动中，当所述第一旋转电机的实际转速在规定时间内持续保持在预设目标范围内的条件成立时，所述第二判断单元判断所述曲轴转动完成。
根据本发明的第二方面，优选为，所述目标范围的最大值可以设置为比在所述正常状态下的所述曲轴转动的所述目标转速低的值。
根据本发明的第三方面，优选为，所述发动机起动控制装置还可以包括：扭矩控制单元，在所述曲轴转动期间，通过使用所述第一旋转电机的所述目标转速和所述实际转速之差的反馈控制，来控制所述第一旋转电机的扭矩。在该情况下，通过所述第一判断单元判断所述蓄电池的最大输出为所述低输出状态的情况下，所述扭矩控制单元可以将用于计算所述扭矩目标值的反馈项设置为0以上。
根据本发明的第四方面，优选为，在通过所述第一判断单元判断所述蓄电池的最大输出为所述低输出状态，且通过所述第二判断单元判断满足所述条件的情况下，所述扭矩控制单元可以将用于计算所述目标值的前馈项设置为0。
根据本发明的第五方面，优选地，所述发动机起动控制装置还可以包括：第三判断单元，其配置为：依据在通过所述第一判断单元判断所述蓄电池的最大输出为低输出状态，且通过所述第二判断单元判断所述曲轴转动完成的情况下，当所述第一旋转电机的所述实际转速或所述发动机的实际转速超过预设为高于所述目标范围的完成阈值时，判断所述发动机的起动完成。
发明效果
根据本发明的发动机起动控制装置，在混合动力车辆中，在蓄电池输出低的状态下，可以降低第一旋转电机消耗的蓄电池电力，因此，即使在蓄电池输出低的状态下，发动机也能够可靠地起动。
附图说明
图1是表示根据实施方式的包括发动机起动控制装置的混合动力车辆的示意图。
图2是表示由发动机起动控制装置执行的起动控制的流程图。
图3是表示起动控制的流程图。
图4是表示起动控制的时序图。
【符号说明】
1：车辆(混合动力车辆)
2：电动机(第二旋转电机)
3：发电机(第一旋转电机)
4：发动机
5：蓄电池
10：PHEV-ECU
11：第一判断单元
12：曲轴转动控制单元
13：第二判断单元
14：喷射指令单元
15：扭矩控制单元
16：第三判断单元
20：ENG-ECU
21：喷射控制单元
31：发动机转速传感器
32：发电机转速传感器
33：温度传感器
34：电压传感器
35：电流传感器
Ne：实际发动机转速
Netgt：目标发动机转速
Ng：实际发电机转速
Ngc：完成阈值
NgL：低输出目标转速
NgN：正常目标转速
PL：下限值
Rtgt：目标范围
SOP：最大输出
ΔNg：转速差
具体实施方式
对于根据实施方式的发动机起动控制装置(以下称为“起动控制装置”)，将参考附图加以描述。以下描述的实施方式仅是一个示例，并不排除在该实施方式中未明确描述的各种修改和技术应用。对于本实施方式的每个配置，可以在不偏离其要点的情况下进行各种修改和实现。此外，可以根据需要选择每个配置，也可以根据需要对其进行组合。
[1.总体配置]本实施方式的起动控制装置应用于图1所示的车辆1。车辆1是一种混合动力车辆，包括：驱动蓄电池5；至少两台旋转电机2和3，其通过消耗蓄电池5的电力工作；以及发动机4，其由一台旋转电机3起动。在本实施方式中，旋转电机2是用于驱动的电动机2(第二旋转电机)，旋转电机3是通过发动机4的动力产生电力的发电机3(第一旋转电机)。在本实施方式中，尽管发动机4的动力与电动机2的动力分开地传输到驱动轮，但也可以采用仅将发动机4的动力传输到发电机3的配置。此外，可以在车辆1上安装另一台旋转电机。
在本实施方式的车辆1中，准备了EV模式、串联模式以及并联模式的三种类型的行驶模式。这些行驶模式通过后述的PHEV-ECU 10，依据车辆状态、行驶状态、驾驶员所需的驱动力等选择一种，依据其种类分别使用电动机2、发电机3以及发动机4。
EV模式是在发电机3和发动机4停止时，车辆1仅使用电动机2作为动力源由蓄电池5的电力驱动(行驶)的行使模式。即使当发电机3正在运行(作为动力源)时，或当设有第三旋转电机并使用该旋转电机作为动力源行驶时，只要车辆仅使用蓄电池5的电力行驶，则EV模式包括在内。
串联模式是一种行驶模式，在该模式下，发电机3由发动机4驱动以产生电力，车辆1由电动机2使用该电力(产生的电力)或使用产生的电力和蓄电池电力驱动。并联模式是一种行驶模式，在该模式下，车辆1主要由发动机4的驱动力驱动，必要时由电动机2辅助车辆1的驱动。本实施方式的车辆1设有“发动机起动模式”，在该模式下，当从EV模式切换到串联模式或并联模式时，使停止的发动机4起动。即，从EV模式转移到发动机起动模式后，转移到串联模式或并联模式。以下，行驶模式(EV模式、串联模式、并联模式)加上发动机起动模式称为“行驶操作模式”。
电动机2设有作为车辆1的驱动源。电动机2的电源是存储在蓄电池5中的电力或由发电机3产生的电力。尽管图1给出了仅有一个电动机2布置在前侧的示例，但安装在车辆1上的电动机2(旋转电机)的数量不限于一个，例如，可以分别设在前侧和后侧，也可以设在每个车轮上。
发电机3至少可以向电动机2提供由发动机4的动力产生的电力。本实施方式的电动机2和发电机3都是电动发电机，既具有电动机功能，又具有发电机功能。电动机2主要用作驱动车辆1的电动机，并在再生过程中用作发电机。当发动机4起动时，发电机3起到电动机(起动机)的作用，当发动机4工作时，发电机3通过发动机动力产生电力。在本实施方式中，发电机3和发动机4通过齿轮副(未示出)彼此直接连接。发电机3的转速和发动机4的转速由于齿轮比而相互偏离。
在电动机2和发电机3的周围(或内部)设有控制单元(例如，MCU或GCU，未显示)，该控制单元包括可转换直流电和交流电的逆变器。通过控制逆变器控制电动机2和发电机3的各转速。电动机2、发电机3和各逆变器的工作状态由PHEV-ECU 10控制。
发动机4是燃烧汽油或轻油的内燃机(汽油机、柴油机)。发动机4的工作状态由后述的ENG-ECU 20控制。在将电动机2、发电机3和发动机4连接到驱动轮的动力传输路径上，可以设有减速机构、动力分配机构等。
蓄电池5是一个高压电源，配置为能够对电动机2的再生电力和发电机3的发电电力进行充电和放电。本实施方式的蓄电池5通过连接多个蓄电池单体(例如，锂离子二次电池或镍氢二次电池)来配置。蓄电池5可以配置为能够通过车辆外部的电源进行外部充电，即，通过家用交流电源进行充电(正常充电)，或通过高压直流电源进行充电(快速充电)。
车辆1设有：发动机转速传感器31，用于检测发动机4的转速；发电机转速传感器32，用于检测发电机3的转速；温度传感器33，用于检测蓄电池5的单体温度；电压传感器34，用于检测蓄电池5的单体电压；以及电流传感器35，用于检测蓄电池5的电流。发动机转速传感器31检测到的信息传输到ENG-ECU 20，传感器32至35检测到的信息传输到PHEV-ECU10。
PHEV-ECU 10是电子控制单元(计算机)，用于对安装在车辆1上的各种装置进行整体控制。ENG-ECU 20是电子控制单元(计算机)，用于对发动机4进行综合控制。通过总线彼此连接的处理器、存储器、接口设备等(均未示出)内置在控制装置10和20中的内部，并且连接到设在车辆1中的车载网络通信线路。控制装置10和20可以彼此通信。
处理器是包括例如控制单元(控制电路)、计算单元(计算电路)、高速缓冲存储器(寄存器)等的处理设备。存储器是用于存储工作期间的程序和数据的存储设备，包括只读存储器(ROM)、随机存取存储器(RAM)、非易失性存储器等。由各控制装置10和20执行的控制内容作为固件或应用程序记录并存储在存储器中。当程序执行时，该程序的内容加载到内存空间，并由处理器执行。
本实施方式的起动控制装置执行起动控制，以便即使在蓄电池5的最大输出(SOP)低于规定下限值PL的低输出状态下，也能够使发动机4可靠地起动，该起动控制装置包括上述两个控制装置10和20。最大输出SOP是在特定时刻(可以充电和放电)可以从蓄电池5中获得的蓄电池输出的最大值，该值随着蓄电池5的荷电状态变得更高而增加。下限值PL是当发电机3通过常规方法使发动机4执行曲轴转动时，发电机3所需的蓄电池输出，是根据发电机3和蓄电池5的类型和性能预先设定的。即，低输出状态是难以根据常规方法由发电机3执行曲轴转动的状态。
[2.控制配置]作为执行起动控制的元件，PHEV-ECU 10设有第一判断单元11、曲轴转动控制单元12、第二判断单元13、喷射指令单元14、扭矩控制单元15以及第三判断单元16，ENG-ECU 20设有喷射控制单元21。这些元件显示由控制装置10和20执行的程序的一部分功能，并由软件实现。然而，部分或全部功能可以通过硬件(电子电路)实现，或者可以通过软件和硬件的组合来实现。
第一判断单元11判断蓄电池5是否为低输出状态，即最大输出SOP低于下限值PL。基于蓄电池5的充电状态、蓄电池5的劣化程度以及充电状态下的蓄电池温度计算最大输出SOP。最大输出SOP可以由第一判断单元11计算，也可以由计算单元(未示出)计算。第一判断单元11执行的判断在EV模式期间和由EV模式切换到串联模式或并联模式时的发动机起动模式期间执行。
在车辆1从仅使用蓄电池5的电力来行驶的EV模式转移到发动机起动模式时，曲轴转动控制单元12运行发电机3使发动机4执行曲轴转动。在不是低输出状态的正常状态下，曲轴转动控制单元12使发电机3以正常目标转速NgN运行，并使发动机4执行曲轴转动。以下，在正常状态下的曲轴转动的目标转速NgN称为“正常目标转速NgN”。
另一方面，当第一判断单元11判断蓄电池5为低输出状态时，曲轴转动控制单元12使发电机3以低于正常目标转速NgN的目标转速NgL运行，并使发动机4执行曲轴转动。以下，在低输出状态下的曲轴转动的目标转速NgL称为“低输出目标转速NgL”。低输出目标转速NgL设置为，例如正常目标转速NgN的约10％～50％。
当第一判断单元11判断蓄电池5为低输出状态并以正常目标转速NgN执行曲轴转动时(即，当曲轴转动期间最大输出SOP低于下限值PL时)，本实施方式的曲轴转动控制单元12将目标转速切换到低输出目标转速NgL并继续执行曲轴转动。由第二判断单元13判断完成后(例如，当执行判断时或燃料喷射开始时)，由曲轴转动控制单元12执行的曲轴转动结束。
第二判断单元13判断发动机4的曲轴转动是否完成。例如，第二判断单元13判断，在正常状态下，当发电机转速传感器32检测到的转速(以下，也称为“实际发电机转速Ng”)接近正常目标转速NgN的状态持续一段规定的时间时，曲轴转动完成。或者，第二判断单元13可以判断，当发动机转速传感器31检测到的转速(以下也称为“实际发动机转速Ne”)持续接近由正常状态下规定时间内的正常目标转速NgN和传动比获得的规定转速时，曲轴转动完成。以下，用于判断正常状态下曲轴转动是否完成的条件称为“正常曲轴转动完成条件”。
另一方面，当第一判断单元11判断蓄电池5为低输出状态时，第二判断单元13判断，当满足曲轴转动期间，实际发电机转速Ng在规定时间内持续保持在预定目标范围Rtgt内的条件时，曲轴转动完成。以下，该条件称为“低输出曲轴转动完成条件”。目标范围Rtgt设置的范围为，通过低输出目标转速NgL增加规定值A而获得的值设置为最大值，通过低输出目标转速NgL减去同一规定值A而获得的值设置为最小值。
即，当发电机3的实际转速Ng接近低输出目标转速NgL的状态持续规定的时间时，第二判断单元13判断曲轴转动完成。在本实施方式中，将目标范围Rtgt的最大值设置为低于正常目标转速NgN的值(例如，等于或小于正常目标转速NgN的一半的值)。换句话说，在低输出状态下，当发电机3的实际转速Ng的值等于或小于正常状态下的值的一半时，判断曲轴转动完成。判断条件的“规定时间”在正常状态下和低输出状态下可以是相同的，也可以在低输出状态下比在正常状态下更短。规定时间可以预先设置为至少可以判断发电机3的旋转为稳定状态(达到恒定旋转状态)的时间。
当第二判断单元13判断曲轴转动完成时，喷射指令单元14向ENG-ECU 20输出命令(信号)，以开始发动机4的燃料喷射。当输入来自喷射指令单元14的命令时，ENG-ECU 20的喷射控制单元21开始燃料喷射。即，在低输出状态下，与正常状态相比，燃料喷射从发电机3低速旋转时开始，并且发动机转速由发动机4自身来提高。
在发动机4的曲轴转动中，扭矩控制单元15利用发电机3的目标转速(NgN或NgL)和实际转速Ng之间的差ΔNg(＝目标转速－实际转速，以下称为“转速差ΔNg”)，通过反馈控制来控制发电机3的扭矩。在本实施方式中，将描述使用P增益和I增益执行反馈控制的情况作为示例。
本实施方式的扭矩控制单元15基于发动机4的目标转速(以下称为“目标发动机转速Netgt”)和实际发动机转速Ne计算反馈项(以下称为“FB项”)，并通过将对应于发动机4的摩擦扭矩的前馈项(以下称为“FF项”)加上FB项来计算发电机3的目标扭矩(＝FF项+FB项)。FB项是表示使发电机3的实际转速Ng达到目标转速的扭矩的调整项。FF项是预先测量的摩擦扭矩值，随着发动机转速和发动机水温的变化而变化。FF项可以由PHEV-ECU 10计算，也可以从ENG-ECU 20接收。
扭矩控制单元15将正常状态下的P增益和I增益设置为与低输出状态下的P增益和I增益不同。由正常目标转速NgN和传动比计算目标发动机转速Netgt。然后，由设置的P增益和I增益以及转速差ΔNg计算FB项，通过将FB项与FF项相加来计算目标扭矩，并且以使发电机3的实际扭矩成为目标扭矩(目标值)的方式控制发电机3。
另一方面，当第一判断单元11判断蓄电池5为低输出状态时，扭矩控制单元15将FB项设置为0以上。当FB项设置为0时，将FF项设置为目标扭矩，当FB项设置为大于0的值时，将FF项+FB项(>0)设置为目标扭矩。这是因为，在低输出状态下，发电机3的目标转速NgL低于正常目标转速NgN，并且即使发动机4本身即将提高发动机转速，如果FB项为负值，发电机3也将保持目标转速NgL，因此，转速不会提高。即，通过将FB项设置为0以上，中和发电机3的扭矩吸收，从而不抑制转速的提高。
将FB项设置为0以上的时序可能是从EV模式转移到发动机起动模式的时间点，也可能是当满足“实际发电机转速Ng≥低输出目标转速NgL”条件时的时间点。在后一种情况下，当实际发电机转速Ng低于低输出目标转速NgL时，FB项可能是负值。这样，仅当转速提高时，才使用FB项计算目标扭矩，因此可以在早期阶段达到目标转速。
当第一判断单元11判断蓄电池5为低输出状态，且第二判断单元13判断满足低输出曲轴转动完成条件时，本实施方式的扭矩控制单元15将FF项设置为0。据此，由于发电机3的运行扭矩受到限制，在发电机3的实际转速Ng提高到目标范围Rtgt之后，蓄电池功率没有消耗，从而减轻蓄电池5的负载。当FF项设置为0时，时序不限于当第一判断单元11和第二判断单元13做出上述判断时的时间点，并且FF项也可以随着发电机3的实际转速Ng的提高而逐渐接近0。
第三判断单元16判断发动机4的起动完成(发动机起动模式的完成)。当实际发动机转速Ne接近目标转速，且发电机3的扭矩在正常状态下下降到规定扭矩阈值以下时，第三判断单元16判断发动机4的起动完成。以下，该条件称为“正常起动完成条件”。正常起动完成条件的前一个条件(即“实际发动机转速Ne接近目标转速”的状态)也包括在正常曲轴转动完成条件中。在这种状态下，当发电机3的扭矩下降至规定扭矩阈值以下时，意味着已经发生发电机3吸收扭矩的情况。换句话说，将扭矩阈值预先设置为可以判断扭矩吸收发生的值。
另一方面，当第一判断单元11判断蓄电池5为低输出状态，并且第二判断单元13判断曲轴转动完成时，当发电机3的实际转速Ng超过预设的完成阈值Ngc时，第三判断单元16判断发动机4的起动完成。或者，当实际发动机转速Ne超过规定的完成阈值(通过将传动比与上述完成阈值Ngc相加获得的值)时，可以判断发动机4的起动完成。以下，该条件称为“低输出起动完成条件”。完成阈值Ngc是高于目标范围Rtgt的值，并且设置为，例如相当于正常目标转速NgN的值。
当第三判断单元16判断发动机4的起动完成时，结束起动控制，将行驶操作模式切换到串联模式或并联模式，并且执行适合于串联模式或并联模式的各种控制(发动机控制和电动机控制)。
[3.流程图]图2和图3是用于说明上述起动控制的流程图的示例。该流程图在PHEV-ECU10中以规定的计算周期重复执行，例如，当车辆1的电源开关接通时。应注意，最大输出SOP的计算、行驶操作模式的设置(切换)以及由ENG-ECU 20执行的控制与该流程图分开执行。
在步骤S1中，获取各种类型的信息，例如传感器31至35检测到的信息、计算出的最大输出SOP和设置的行驶操作模式。在步骤S2中，判断当前行驶操作模式是否为EV模式。如果当前行驶操作模式不是EV模式，则返回该流程。如果当前行驶操作模式是EV模式，则在接下来的步骤S3中，判断蓄电池5是否为低输出状态。在低输出状态的情况下，进入步骤S4，并且向ENG-ECU 20发出蓄电池5为低输出状态的通知。另一方面，如果蓄电池5不是低输出状态，则进入图3所示的步骤S15。
在图2所示的步骤S5中，判断行驶操作模式是否切换到发动机起动模式。如果行驶操作模式未切换到发动机起动模式，则返回该流程。当行驶操作模式从EV模式切换到发动机起动模式时，进入步骤S6，以低输出目标转速NgL执行曲轴转动，并且将用于计算目标扭矩的FB项设置为0以上(步骤S7)。然后，由发电机转速传感器32获取实际发电机转速Ng(步骤S8)，并基于该实际发电机转速Ng判断是否满足上述低输出曲轴转动完成条件(步骤S9)。
重复步骤S8和S9，直到在步骤S9中判断满足低输出曲轴转动完成条件。当满足低输出曲轴转动完成条件时，从步骤S9进入到步骤S10，将用于计算目标扭矩的FF项设置为0，并且向ENG-ECU 20输出命令以开始燃料喷射(步骤S11)。据此，EG-ECU 20通过喷射控制单元21开始燃料喷射。
在步骤S12中，发电机转速传感器32获取实际发电机转速Ng，并基于该实际转速Ng判断是否满足低输出起动完成条件(步骤S13)。重复步骤S12和S13，直到在步骤S13中判断满足低输出起动完成条件。然后，当满足低输出起动完成条件时，该流程(起动控制)结束。
当在步骤S3中判断蓄电池5不是低输出状态时，进入图3所示的步骤S15，判断行驶操作模式是否切换到发动机起动模式。如果行驶操作模式未切换到发动机起动模式，则返回该流程。当行驶操作模式从EV模式切换到发动机起动模式时，进入步骤S16，以正常目标转速NgN执行曲轴转动。接下来，在步骤S17中，获取最大输出SOP，在步骤S18中，再次判断蓄电池5是否为低输出状态。
在以正常目标转速NgN曲轴转动期间，当判断蓄电池5为低输出状态时，进入步骤S19。当判断蓄电池5不是低输出状态(保持在正常状态)时，进入步骤S27。在步骤S19中，将曲轴转动的目标转速切换到低输出目标转速NgL，并且曲轴转动继续进行。在步骤S20中，将用于计算目标扭矩的FB项设置为0以上。然后，由发电机转速传感器32获取实际发电机转速Ng(步骤S21)，并基于该实际转速Ng判断是否满足上述低输出曲轴转动完成条件(步骤S22)。
当在步骤S22中判断不满足低输出曲轴转动完成条件时，在步骤S23中将用于计算目标扭矩的FF项设置为0，并且返回到步骤S21。然后，重复步骤S21～S23，直到满足步骤S22的判断条件。当满足低输出起动完成条件时，从步骤S22进行到步骤S24，并且向ENG-ECU20输出命令，以开始燃料喷射(步骤S24)。据此，ENG-ECU 20通过喷射控制单元21开始燃料喷射。
在步骤S25中，发电机转速传感器32获取实际发电机转速Ng，基于该实际转速Ng判断是否满足低输出起动完成条件(步骤S26)。重复步骤S25和S26，直到在步骤S26中判断满足低输出开始完成条件。然后，当满足低输出起动完成条件时，该流程(起动控制)结束。
另一方面，当从步骤S18进行到步骤S27时，发电机转速传感器32获取实际发电机转速Ng，并且基于该实际转速Ng判断是否满足正常曲轴转动完成条件(步骤S28)。重复步骤S27和S28，直到在步骤S28中判断满足正常曲轴转动完成条件。
当满足正常曲轴转动完成条件时，从步骤S28进行到步骤S29，并且向ENG-ECU 20输出命令，以开始燃料喷射。据此，ENG-ECU 20通过喷射控制单元21开始燃料喷射。然后，获取发电机3的扭矩(步骤S30)，并判断是否满足正常起动完成条件(步骤S31)。重复步骤S30和S31，直到满足该条件。当满足该条件时，该流程(起动控制)结束。
[4.功能和效果]图4是表示上述起动控制的时序图。在该图中，实线表示低输出状态时的控制内容、转速变化以及扭矩变化，虚线表示正常状态时的控制内容、转速变化以及扭矩变化。
在图4中的时刻t1，当行驶操作模式是EV模式时，判断蓄电池5为低输出状态。在该状态下，如时刻t2所示，当判断有必要切换到串联模式或并联模式(这里，举例说明了串联判断从NG改变为OK的情况)时，曲轴转动执行标志从OFF切换到ON，并且由发电机3执行曲轴转动。此时的目标转速为低输出目标转速NgL。据此，如图中的实线所示，发电机3的实际转速Ng提高到接近低输出目标转速NgL。
当发电机3以低输出目标转速NgL运行，且实际转速Ng在规定时间(时刻t3)内持续保持在目标范围Rtgt内时，满足低输出曲轴转动完成条件。在时刻t3，曲轴转动完成判断标志从OFF切换到ON，曲轴转动执行标志从ON切换到OFF，并且开始发动机4的燃料喷射(燃料喷射标志从OFF切换到ON)。即，在时刻t3之后，转速Ng(实际发动机转速Ne)由发动机4本身提高。
这样，根据上述起动控制装置，在低输出状态下，曲轴转动期间的目标转速低于正常目标转速NgN。因此，如图中的虚线所示，与发电机3提高转速的情况相比，发电机3消耗的蓄电池功率可以降低。因此，即使在蓄电池5为低输出状态时，发动机4也能够可靠地起动。
在正常状态下，当行驶操作模式为EV模式时，如果判断有必要切换到串联模式或并联模式(时刻t2)，则由发电机3执行曲轴转动。此时的目标转速为正常目标转速NgN。据此，如图中的虚线所示，发电机3的实际转速Ng提高到接近正常目标转速NgN。当判断满足正常曲轴转动完成条件(时刻t3')时，如图中虚线所示，曲轴转动完成判断标志从OFF切换到ON，曲轴转动执行标志从ON切换到OFF，开始发动机4的燃料喷射(燃料喷射标志从OFF切换到ON)。
根据上述起动控制装置，由于将目标范围Rtgt的最大值设置为低于正常目标转速NgN的值，因此在低输出状态下，以低于正常状态下的转速开始燃料喷射。据此，由于发动机4本身可以在早期阶段提高转速，因此即使在低输出状态下，发动机4也可以可靠地起动。
根据上述起动控制装置，当判断蓄电池5为低输出状态时，用于计算目标扭矩的FB项设置为0以上。即，由于在低输出状态下曲轴转动期间，FB项不小于0，因此可以中和发电机3的扭矩吸收。据此，在图4所示的时刻t3之后，当发动机4本身提高转速时，曲轴转动可以在不抑制提高的情况下完成。
进一步，根据上述起动控制装置，在图4所示的时刻t3之后，用于计算目标扭矩的FF项设置为0。即，由于在低输出状态下的曲轴转动期间，在实际发电机转速Ng提高到目标范围Rtgt之后，FF项变为0，因此可以限制发电机3的运行扭矩。换句话说，可以防止发动机由发电机3驱动，从而在实际发电机转速Ng提高到目标范围Rtgt后，可以防止蓄电池功率消耗，从而可以进一步减轻蓄电池5的负载。
在上述起动控制装置的情况下，在正常状态下，当实际发动机转速Ne接近目标转速，且发电机3的扭矩降至规定扭矩阈值以下(在时刻t4')时，判断发动机4的起动完成。即，在正常状态下，可以基于发电机3吸收扭矩的情况来判断起动完成。另一方面，在低输出状态下，由于中和了扭矩吸收，因此无法基于扭矩来执行起动完成判断。就此而言，根据上述起动控制装置，当实际转速Ng超过完成阈值Ngc时(在时刻t4)，判断发动机4的起动完成。即，即使在低输出状态下，由于可以使用实际发电机转速Ng来执行起动完成判断，因此EV模式可以快速转变为串联模式或并联模式。
[5.其他]上述起动控制装置的配置是一个示例。尽管在上述实施方式中，已经举例说明起动控制装置由PHEV-ECU 10和ENG-ECU 20构成的情况，但是起动控制装置可以由一个电子控制装置构成，也可以由三个以上的电子控制装置构成。
上述扭矩控制单元15的反馈控制是一个示例，并且发电机3的扭矩可以采用除上述方法之外的方法进行控制。例如，除了P增益和I增益之外，还可以使用D增益来执行反馈控制，也可以通过前馈控制来控制发电机3的扭矩。获取FF项和FB项以及设定值的方法不限于上述方法。
第一判断单元11、第二判断单元13以及第三判断单元16的判断条件仅是一个示例，并不限于上述内容。例如，尽管在上述实施方式中，包括在低输出曲轴转动完成条件中的目标范围Rtgt设置为“低输出目标转速NgL±规定值A”，但目标范围Rtgt并不限于此，可以是至少包括低输出目标转速NgL的规定范围。
安装在车辆1上的旋转电机2和3不限于上述电动机2和发电机3。第一旋转电机可以是电动发电机或包括旋转电枢或磁场磁铁的发电机，并且至少具有起动发动机4的功能。此外，第二旋转电机可以是电动发电机或包括旋转电枢或磁场磁铁的电动机，并且至少具有电动机功能。
本申请基于2019年10月15日提交的日本专利申请特愿2019-188522，将其内容引入本文以作参考。

Claims (4)

1.一种用于混合动力车辆的发动机起动控制装置，其特征在于，包括：
用于驱动的蓄电池；
第一旋转电机和第二旋转电机，其配置为通过消耗所述蓄电池的电力工作；
发动机，其配置为通过所述第一旋转电机起动；
第一判断单元，其配置为判断所述蓄电池的最大输出是否为低于规定的下限值的低输出状态；
曲轴转动控制单元，其配置为当所述混合动力车辆从EV模式转移到起动模式时，通过运行所述第一旋转电机来执行所述发动机曲轴转动，在EV模式下，所述混合动力车辆由所述第一旋转电机和所述第二旋转电机中的至少一个驱动，以仅使用所述蓄电池的所述电力来行驶，在起动模式下，所述发动机起动；
第二判断单元，其配置为判断所述曲轴转动是否完成；以及
喷射控制单元，其配置为根据所述第二判断单元判断曲轴转动已完成，开始所述发动机的燃料喷射，
在所述第一判断单元判断所述蓄电池的最大输出为所述低输出状态的情况下，所述曲轴转动控制单元使所述第一旋转电机以低于在不同于所述低输出状态的正常状态下所述曲轴转动的目标转速运行，
在所述第一判断单元判断所述蓄电池的最大输出为所述低输出状态的情况下，在所述曲轴转动期间，当满足所述第一旋转电机的实际转速在规定时间内持续保持在预设目标范围内的条件时，所述第二判断单元判断所述曲轴转动完成，还包括：
扭矩控制单元，其在所述曲轴转动期间，通过使用所述第一旋转电机的所述目标转速与所述实际转速的差的反馈控制，来控制所述第一旋转电机的扭矩，
在所述第一判断单元判断所述蓄电池的最大输出为低输出状态的情况下，所述扭矩控制单元将用于计算所述扭矩的目标值的反馈项设置为0以上。
2.根据权利要求1所述的发动机起动控制装置，其特征在于：所述目标范围的最大值设置为低于所述正常状态的所述曲轴转动的所述目标转速的值。
3.根据权利要求1所述的发动机起动控制装置，其特征在于：
在所述第一判断单元判断所述蓄电池的最大输出为所述低输出状态，且所述第二判断单元判断满足所述条件的情况下，所述扭矩控制单元将用于计算所述目标值的前馈项设置为0。
4.根据权利要求1至3中的任一项所述的发动机起动控制装置，其特征在于，还包括：
第三判断单元，其配置为：在所述第一判断单元判断所述蓄电池的最大输出为所述低输出状态，且所述第二判断单元判断所述曲轴转动完成的情况下，根据所述第一旋转电机的所述实际转速或所述发动机的实际转速超过预设为高于所述目标范围的完成阈值，来判断所述发动机的起动完成。
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