DE102016225646A1 - CONTROL DEVICE FOR A HYBRID VEHICLE - Google Patents

Abstract

A control device for a hybrid vehicle is provided, which has a function of checking whether or not it is possible to restart an internal combustion engine in an electric motor running mode when transitioning to this mode for the first time after the start of the vehicle Reliability of the operation of a hybrid engine system is improved. Specifically, the controller (63) performs the function only to determine whether it is possible to restart the engine (2) when, after first starting the engine (2) by the starter (21) for the first time is transferred to the EV travel mode. A first EV travel mode equipped with an engine restart function is executed only when the speed of the vehicle (1) is less than a first vehicle speed (eg, 15 km / h).

Description

BACKGROUND OF THE INVENTION

1 technical field

The present invention relates generally to a control device for hybrid vehicles that drive by means of a drive source consisting of an internal combustion engine and a motor generator.

2 State of the art

Hybrid vehicles that are designed to travel by means of a power source consisting of an internal combustion engine and a motor generator are generally capable of performing an EV running mode that stops the engine and uses the motor generator as the driving source to drive the vehicle to drive to improve the fuel economy of the internal combustion engine and to reduce exhaust emissions of the internal combustion engine in order to reduce the effects on the environment.

The restart of the internal combustion engine in the EV travel mode requires the use of a starter motor, a motor generator, or a starter generator that serves both as a starter and as an electric generator to start the engine.

The Japanese Patent First Publication No. 2010-241361 teaches a control device for vehicles designed to restart the engine in the EV drive mode. When the vehicle is driven by the motor generator and the speed of the vehicle exceeds an upper limit in the EV running mode, the control device operates to start the engine by means of the motor generator.

When the hybrid vehicle is traveling in the EV travel mode in which only the motor generator is used as the drive source, and there is a condition in which it is not possible to keep the vehicle in the EV travel mode, e.g. For example, when the state of charge of the battery is reduced, which supplies the motor generator with electric current, it becomes necessary to turn on the engine, which is another drive source, to output the driving force.

In the above case, the engine must first be restarted, however, it is impossible to determine a speed range of the vehicle in which the condition where it becomes impossible to continue the EV running mode is satisfied. It is therefore necessary to study or prepare a function that determines whether or not an engine restart system is properly operating in response to a sudden engine restart request. The above publication contains nothing concerning such a function. Therefore, there is room for improvement.

BRIEF SUMMARY OF THE INVENTION

The invention has been made in view of the above problem. It is an object of the invention to provide a control device for hybrid vehicles equipped with a function that checks whether it is possible to restart an internal combustion engine in an electric motor drive or not, if for the first time after the start of the vehicle in this electric motor drive is transitioned to improve the reliability of the operation of a hybrid engine system.

According to one aspect of the invention, there is provided a control apparatus for a hybrid vehicle equipped with an internal combustion engine and a traction motor and which is constructed to travel using at least the internal combustion engine or the traction motor as a drive source. The control apparatus comprises: (a) a controller that uses the drive source to drive the vehicle; (b) a first starting device that performs a first starting operation for starting the internal combustion engine for the first time to start the vehicle; (c) a second starting device that performs a restarting operation to restart the internal combustion engine; and (d) an automatic stop and restart section operable to automatically stop the internal combustion engine when a given stop condition exists, and also to automatically restart the internal combustion engine by the second starter device when a given restart condition is satisfied. The controller operates in an electric motor drive mode to drive the vehicle by means of the traction motor. The electric motor travel mode includes a first electric motor travel mode and a regular electric motor travel mode. The first electric motor drive mode is used when transitioning to the electric motor drive mode for the first time after the vehicle is started by the first starter device. The regular electric motor running mode is used when entering the electric motor running mode after the first electric motor running mode has been executed. The first electric motor running mode includes a function for performing the regular electric motor running mode and a restart checking function to check whether or not the internal combustion engine can be restarted.

ADVANTAGEOUS EFFECT OF THE INVENTION

According to the invention, the function is provided to check whether it is possible to restart the internal combustion engine in an electric motor drive mode in which it is transitioned for the first time after the start of the vehicle, thereby prompting a diagnosis after the vehicle is started is achieved, whether the restart system for the internal combustion engine works or not.

BRIEF DESCRIPTION OF THE DRAWINGS

The present invention will be more fully understood from the detailed description given hereinbelow and from the accompanying drawings of the preferred embodiment of the invention, which, however, are not to be taken as limiting the invention to the specific embodiment, for the purpose of explanation and understanding only.

In the drawings:

1 a schematic view of the structure of a hybrid vehicle, which is equipped with a control device according to an embodiment of the invention;

2 a systematic view of the structure of a portion of a hybrid vehicle according to an embodiment of the invention;

3 FIG. 10 is a flowchart of a control program executed by a controller installed in a hybrid vehicle according to an embodiment of the invention; FIG.

4 FIG. 10 is a timing chart showing a sequence of control tasks executed by a control apparatus installed in a hybrid vehicle according to an embodiment of the invention; FIG.

5 FIG. 10 is a timing chart showing a sequence of control tasks executed by a control apparatus installed in a hybrid vehicle according to an embodiment of the invention; FIG. and

6 FIG. 10 is a timing chart showing a sequence of control tasks executed by a control apparatus installed in a hybrid vehicle according to an embodiment of the invention. FIG.

DESCRIPTION OF THE PREFERRED EMBODIMENT

An embodiment of a control apparatus for hybrid vehicles according to the invention will be described below with reference to the drawings.

1 to 6 FIG. 12 is views illustrating the hybrid vehicle equipped with the control device of the embodiment of the invention. FIG.

First, the structure of the control device will be described below. The hybrid vehicle 1 in 1 (hereinafter referred to as a vehicle only) includes the internal combustion engine 2 as an internal combustion engine, the transmission 3 , the motor generator 4 , the drive wheels 5 and the HCU 10 (Hybrid Control Unit, Hybrid Control Unit) serving as a vehicle control unit for controlling an overall operation of the vehicle 1 works, the ECM 11 (Engine Control Module), which controls the operation of the internal combustion engine 2 works, the TCM 12 (Transmission Control Module, Transmission Control Module), which is used to control operation of the transmission 3 works, the ISGCM 13 (Integrated Starter Generator Control Module, integrated starter generator control module), the INVCM 14 (Inverter control module, inverter control module), the low-voltage BMS 15 (Battery management system) and the high-voltage BMS 16 ,

In the internal combustion engine 2 is formed a plurality of cylinders. In this embodiment, the engine is constructed as a four-stroke engine in which the piston in each cylinder completes a sequence of four strokes: intake stroke, compression stroke, power stroke (also called power stroke), and exhaust stroke.

With the internal combustion engine 2 are the ISG (integrated starter generator) 20 and the starter 21 connected together. In particular, the ISG 20 with the crankshaft 18 of the internal combustion engine 2 over the belt 22 connected. The ISG 20 is designed to work as an electric motor that is supplied with electric current so that it rotates to the internal combustion engine 2 to start, and to work as an electric generator, the torque coming from the crankshaft 18 is fed, converted into electricity.

In this embodiment, the ISG 20 from the ISGCM 13 controlled to work as an electric motor to the internal combustion engine 2 to restart if it is stopped in idle stop mode. The ISG 20 also works as the electric motor to drive the vehicle 1 to support. The ISG 20 This embodiment represents an electric generator device and a second starter device.

The starter 21 is designed to include an electric motor and an unillustrated gear transmission. In particular, the starter works 21 for rotation of the electric motor to the crankshaft 18 to rotate to a starting torque on the internal combustion engine 2 applied.

In this way, the internal combustion engine 2 by the starter 21 started and then through the ISG 20 restarted when stopped in idle stop mode. The starter 21 This embodiment illustrates a first starter device of this embodiment.

The gear 3 works to change the speed of a power output of the engine 2 to the drive wheels 5 over the drive shaft 23 drive. The gear 3 is with the gearshift 25 , the clutch 26 , the differential 27 and an actuator, not shown. The gearshift 25 is implemented by the synchromesh type and by a parallel shaft gear mechanism. The coupling 26 is a single-disc dry clutch.

The gear 3 is implemented as a so-called ASR (automated manual transmission) and works like an automatic transmission to gear ratios in the gearshift 25 to change and the engagement and disengagement of the clutch 26 to perform by actuators, that of the TCM 12 to be controlled. The differential 27 works to transfer the driving force as given by the gearshift 25 is output to the drive shaft 23 ,

The motor generator 4 is about the driving force transmission mechanism 28 , For example, a chain, with the differential 27 coupled. In particular, the motor generator 4 connected to a driving force transmission path extending from the transmission 3 to the drive wheels 5 extends. The motor generator 4 serves as an electric motor powered by electric current from the third accumulator 33 provided.

The vehicle 1 is equipped with a parallel hybrid system capable of utilizing motive power from both the internal combustion engine 2 as well as the motor generator 4 is generated to the vehicle 1 drive. In particular, the vehicle 1 powered by motive power, at least by the internal combustion engine 2 or the motor generator 4 is produced.

The vehicle 1 is able to drive using engine torque, which only by the internal combustion engine 2 is generated, or using electric motor torque, which only from the motor generator 4 is generated while the internal combustion engine 2 is stopped (ie, an EV travel mode), or the vehicle may run in an operating mode in which the engine generator 4 operated in an electric motor mode to that of the internal combustion engine 2 to support generated engine torque (ie, a drive assist mode). In particular, the vehicle 1 in each of the EV travel mode and the drive assist mode.

The motor generator 4 serves as an electric generator by driving the vehicle 1 is driven to generate electric power. The motor generator 4 does not have to with the differential 27 be coupled as long as it is connected to a portion of the driving force transmission path extending from the transmission 3 to the drive wheels 5 extends so that the driving force can be transmitted there.

The vehicle 1 is with the first accumulator 30 , the low voltage power supply unit 32 , the high voltage power supply unit 34 , the high voltage cable 35 and the low voltage cable 36 fitted. The low voltage supply unit 32 includes the second accumulator 31 , The high voltage power supply unit 34 includes the third accumulator 33 ,

The first accumulator 30 , the second accumulator 31 and the third accumulator 33 are created from a rechargeable secondary cell. The second accumulator 31 is an accumulator compared to the first accumulator 30 has a higher output power and energy density.

The second accumulator 31 is able to in a shorter time than the first accumulator 30 to be loaded. In this embodiment, the second accumulator is 31 a lithium-ion battery. The second accumulator 31 may alternatively be a nickel-hydrogen storage battery.

The first accumulator 30 and the second accumulator 31 are each implemented as a low voltage battery of a given number of cells, which is selected such that the power output is approximately 12V. The third accumulator 33 is for example a lithium-ion battery. The third accumulator 33 is a high voltage battery of a given number of cells, which is selected to generate a higher voltage than the first accumulator 30 and the second accumulator 31 , and he serves to issue of about 100 V. Such an output voltage is only an example, and the above voltage value is not limited thereto.

The third accumulator 33 is a high voltage battery of a given number of cells, which is selected to be a higher voltage than the first accumulator 30 and the second accumulator 31 to create. The remaining charge state of the third accumulator 33 is from the high-voltage BMS 16 managed.

The vehicle 1 includes the standard load 37 and the protective load 33 as electrical loads. The standard load 37 and the protective load 38 are other electrical loads than the starter 21 and the ISG 20 ,

The protective load 38 is an electrical load that requires a stable supply of electrical current at all times. The protective load 38 includes the stability control unit 38A To prevent lateral skidding of the vehicle 1 works, the electric power steering control unit 38B Driving to the driver's electric assistance while steering the wheels 5 of the vehicle 1 works, and the headlight 38C , The protective load 38 Also includes lamps and displays on an instrument panel, not shown, and a navigation system, not shown.

The standard load 37 is an electrical load that provides a less stable supply of electrical current than the protective load 38 needed and used for a short time. The standard load 37 includes windshield wipers and an electric cooling fan, not shown, the cooled air for the internal combustion engine 2 provides.

The low voltage supply unit 32 includes in addition to the second accumulator 31 also the switches 40 and 41 and the low voltage BMS 15 , The first accumulator 30 and the second accumulator 31 are with the starter 21 , the ISG 20 and the standard load 37 and the protective load 38 as electrical loads via the low voltage cable 36 connected to supply this electric current. The first accumulator 30 and the second accumulator 31 are electrically parallel to the protective load 38 connected.

The desk 40 is on the low voltage cable 36 between the second accumulator 31 and the protective load 38 arranged. The desk 41 is on the low voltage cable 36 between the first accumulator 30 and the protective load 38 arranged.

The low voltage BMS 15 works to the switches 40 and 41 to open or close to the second accumulator 31 to charge or discharge, and to the electrical power supply of the protective load 38 to control.

When the internal combustion engine 2 resting in an idle-stop mode, the low-voltage BMS closes 15 the switch 40 and opens the switch 41 to get electric power from the second accumulator 31 with high output power and high energy density of the protective load 38 provide.

When a start of the internal combustion engine 2 by means of the starter 21 is needed or if a restart of the internal combustion engine 2 by means of the ISG 20 is needed when the internal combustion engine 2 is stopped in the idling stop mode, the low-voltage BMS closes 15 the switch 40 and then open the switch 41 to the electric current from the first accumulator 30 the starter 21 or the ISG 20 supply.

When the switch 40 is closed and the switch 41 is opened, also becomes electric power from the first accumulator 30 the standard load 37 fed.

The first accumulator 30 serves, as described above, for the electrical power supply of the ISG 20 and the starter 21 to the internal combustion engine 2 to start. The second accumulator 31 works to the standard load 37 and the protective load 38 to supply electrical power.

The second accumulator 31 is with the standard load 37 and the protective load 38 connected to them to supply electrical power. The switches 40 and 41 be from the low voltage BMS 15 controlled to provide a preferred electrical power to the protective load 38 to reach, which must be supplied stably at any time with electric power.

The low voltage BMS 15 operates, as described above, also for controlling the operations of the switches 40 and 41 with regard to the state of charge (SOC) of the first accumulator 30 and the second accumulator 31 and to control the operating requirements that are related to the standard load 37 and the protective load 38 to provide stability in the operation of the protective load 38 sure.

In addition to the third accumulator 33 includes the high voltage power supply unit 34 also the inverter 45 , the INVCM 14 and the high-voltage BMS 16 , The high voltage power supply unit 34 is with the motor generator 4 over the high voltage cable 35 coupled to supply this electrical current.

The inverter 45 is from the INVCM 14 controlled to alternately convert alternating current, with which the high voltage cable 35 is applied, and to convert direct current, with which the third accumulator 33 is charged. If, for example, the operation of the motor generator 4 is needed in the electric motor mode, the INVCM works 14 for converting direct current from the third accumulator 33 is discharged, by means of the inverter 45 in alternating current and gives it to the motor generator 4 out.

When an operation of the motor generator 4 is needed in a recuperation mode, the INVCM is used 14 for converting alternating current generated by the motor generator 4 is generated by means of the inverter 45 in DC, to the third accumulator 33 to load.

The HCU 10 , the ECM 11 , the TCM 12 , the ISGCM 13 , the INVCM 14 , the low voltage BMS 15 and the high-voltage BMS 16 are realized by a computer unit equipped with a CPU (Central Processing Unit), a RAM (Random Access Memory), a ROM (Read Only Memory), a flash memory in which backup data is stored are, an input terminal and an output terminal.

In the ROM of the computer unit, various constants, various maps and programs are stored for use in operating the computer unit as the HCU 10 , the ECM 11 , the TCM 12 , the ISGCM 13 , the INVCM 14 , the low voltage BMS 15 and the high-voltage BMS 16 ,

Specifically, in a work area of the RAM, the CPU executes the programs stored in the ROM to the computer unit as the HCU 10 , the ECM 11 , the TCM 12 , the ISGCM 13 , the INVCM 14 , the low voltage BMS 15 and the high-voltage BMS 16 to operate in this embodiment.

The ECM 11 works to execute the idle stop mode. In idle stop mode, the ECM stops 11 the internal combustion engine 2 if there is a given stop condition or it drives the ISG 20 about the ISGCM 13 to the internal combustion engine 2 restart if a given restart condition is met.

This eliminates unwanted idling operation of the internal combustion engine 2 , which improves the fuel efficiency of the vehicle 1 is increased. The ECM 11 in this embodiment serves as an automatic stop and restart section in this invention.

As described above, the vehicle points 1 an IS (idling stop) function to stop the idling of the engine under a given condition.

The vehicle 1 is with CAN (Controller Area Network) communication lines 48 and 49 equipped with a Local Area Network (LAN) based on standards such as CAN standards.

The HCU 10 is with the INVCM 14 and the high voltage BMS 16 via the CAN communication line 48 connected. The HCU 10 , the INVCM 14 and the high-voltage BMS 16 transmit signals such as control signals to each other through the CAN communication line 48 ,

The HCU 10 is with the ECM 11 , the TCM 12 , the ISGCM 13 and the low voltage BMS 15 via the CAN communication line 49 connected. The HCU 10 , the ECM 11 , the TCM 12 , the ISGCM 13 and the low voltage BMS 15 transmit signals, such as control signals, to one another via the CAN communication line 49 , The HCU 10 works to control the operation of the internal combustion engine 2 , the TCM 12 and the motor generator 4 by means of the transmission of signals, such as control signals.

As in 2 illustrates the vehicle 1 the vehicle start signal detector 5 , the vehicle speed detector 55 , the accelerator pedal position detector 56 and the state of charge detector 57 which are provided to signals to the controller 63 issue.

The control unit 63 consists of the HCU 10 and the ECM 11 , The vehicle start signal detector 54 operates to detect a vehicle start signal and a result of such detection to the controller 63 issue. If the controller 63 When the vehicle start signal is received, it turns on the starter 21 at.

The vehicle start signal is a signal for starting systems installed in a vehicle when a driver steps on the vehicle and then starts driving the vehicle.

The starter 21 turns on the electric motor to the crankshaft 18 to rotate to the internal combustion engine 2 to provide a starting torque.

When the driver moves a vehicle start switch (not shown) located near a driver's seat on an operating side, the vehicle start signal detector detects 54 the vehicle start signal. In such a signal detection, the internal combustion engine 2 from the starter 21 started. This boot process is also referred to as a first boot process.

The vehicle speed detector 55 detects the speed of the vehicle 1 (which is also referred to as vehicle speed hereinafter) and outputs a result of such detection to the controller 63 out.

The accelerator position detector 56 detects a stroke around which the accelerator pedal 58 is pressed (which is also referred to below as the accelerator pedal position) and outputs a result of such a detection to the control unit 63 out.

The state of charge detector 57 detects the state of charge of the first accumulator 30 , the second accumulator 31 and the third accumulator 33 and gives results of such detection to the controller 63 out. In particular, the state of charge detector measures 57 the voltage that is between the terminals of each of the first accumulator 30 , the second accumulator 31 and the third accumulator 33 or he measures the electrical current in or from each of the first accumulator 30 , the second accumulator 31 and the third accumulator 33 is fed or output to the state of charge (SOC) of the first accumulator 30 , the second accumulator 31 and the third accumulator 33 to calculate.

In determining that given electric motor travel conditions (which will also be referred to as regular EV cruising conditions hereinafter) are met, the controller will go 63 in an electric motor travel mode (hereinafter also referred to as an EV travel mode) to the vehicle using only the motor generator 4 to move.

For example, the regular EV cruising conditions are conditions where those of the accelerator pedal position detector 56 measured accelerator pedal position is less than or equal to a predetermined reference value and where the SOCs of the first accumulator 30 , the second accumulator 31 and the third accumulator 33 taken from the charge state detector 57 are equal to or greater than reference values respectively for the first accumulator 30 , the second accumulator 31 and the third accumulator 33 are predetermined.

The regular EV running conditions also include conditions in which the shift position is in a D range, an N range, or a P range of the transmission 3 are, the road is flat, air conditioning is off or working at a low level, and where the internal combustion engine 2 , The gear 3 , the HCU 10 , the ECM 11 , the TCM 12 , the ISGCM 13 , the INVCM 14 , the low voltage BMS 15 and the high-voltage BMS 16 work properly. However, the regular EV traveling conditions are not limited to those described above.

When, after the vehicle start signal has been issued, to the internal combustion engine 2 using the starter 21 in the first startup process, the above-described EV regular travel conditions and a given condition for executing a first EV travel mode are met, the controller stops 63 the internal combustion engine 2 and then enters the first EV travel mode.

The given condition for transitioning to the first EV travel mode is a condition in which the vehicle speed is less than a first vehicle speed (eg, a reference value of 15 km / h). This vehicle speed is just one example. The first vehicle speed is not limited to such a value. It is recommended that the reference value be set at a speed at which the internal combustion engine 2 is able to walk alone after launch.

The control unit 63 Performs a restart check mode to check if it is possible or not, the internal combustion engine 2 to restart at a second vehicle speed after transitioning to the first EV travel mode. The restart check mode is entered before the vehicle speed exceeds a given speed. The second vehicle speed is set as a speed lower than, for example, 15 km / h. This speed is just one example. The second speed is not limited to such a speed.

Operation will be described below.

3 is a flowchart of a control task for the vehicle 1 , The control task is performed according to one in the control unit 63 stored control program executed.

At the initiation of the control program in the control unit 63 the routine goes to step S1 where it is determined whether or not a vehicle start operation has been performed by the driver. When it is determined that a vehicle start signal enters the controller 63 has been entered, the routine proceeds to step S2, in which the starter 21 is turned on to the internal combustion engine 2 to the first time to start. This program is initiated in response to the execution of the vehicle start operation (ie, the input of the vehicle start signal).

Next, the controller determines 63 whether or not the regular EV ride conditions are met by the accelerator pedal position detector 56 and the state of charge detector 57 outputted detection information are used (step S3). If it is determined that the regular EV traveling conditions are not satisfied, the routine goes back to step S3.

If the controller 63 In the step S3, when it is judged that the regular EV running conditions are satisfied, it is determined whether or not it is possible to execute the first EV running mode (step S4). If it is determined that it is impossible to execute the first EV running mode, the routine goes back to step S3.

If the condition in which the vehicle speed detector 55 measured vehicle speed is less than 15 km / h, in addition to the fulfillment of the regular EV travel conditions is satisfied in step S4, allows the controller 63 the transition to the first EV ride mode to the vehicle 1 in the first EV travel mode (step S5).

To perform the first EV travel mode, with the regular EV travel function and a function to check if the engine 2 can be restarted or not equipped, controls in particular the control unit 63 first the inverter 45 to the motor generator 4 turn. At the same time, the controller stops 63 the fuel injection into the internal combustion engine 2 from the fuel injectors, not shown, to the internal combustion engine 2 to stop.

The control unit 63 as already described, actively executes the regular EV travel mode of the first EV travel mode (ie, the regular EV travel function), and then performs the restart test mode (function) for the internal combustion engine 2 by (step S5). The control unit 63 then finish the program. The restart test mode (function) for the internal combustion engine 2 is completed before the vehicle speed reaches 15 km / h.

In the restart test mode (function), the controller shifts 63 the ISG 20 a, to the first restart process of the internal combustion engine 2 perform.

If necessary, the first restart process of the internal combustion engine 2 to run, opens the low voltage BMS 15 first the switch 41 and then close the switch 40 , This causes the electric current from the first accumulator 30 the ISG 20 is fed, causing the restart of the internal combustion engine 2 is possible. After the internal combustion engine 2 Restarted, the low-voltage BMS closes 15 the switch 41 so that the electric current from the ISG 20 and the first accumulator 30 the protective load 38 is supplied.

After the first reboot, the controller stops 63 transition to the first EV travel mode even if the first EV travel conditions are satisfied. The control unit 63 further prevents the transition to the first EV travel mode until the vehicle start signal is put into the off state by the driver.

After the first starting operation has been performed for the first time in response to turning on the vehicle start signal, the internal combustion engine 2 to start, the controller performs 63 specifically, the first EV running mode only once when the regular EV running conditions are satisfied, and the vehicle speed is less than 15 km / h to perform the restart checking mode during execution of the first EV running mode before the vehicle speed is 15 km / h exceeds. After the first EV travel mode is performed, the controller goes 63 in the EV travel mode only when the regular EV travel conditions are satisfied.

4 to 6 are timing diagrams in this embodiment. Between time t0 and time t2, the processes and conditions shown in the timing diagrams are the same. Here, no attempt is made to repeatedly describe the processes and conditions that correspond to the time diagrams of the 4 to 6 are common.

In the following discussion, a term "deceleration intent" refers to the fact that the driver depresses the accelerator pedal 58 takes, so that the accelerator pedal position is zero. The term "stop intention" denotes the fact that the vehicle 1 was stopped so that the vehicle speed is zero.

Each of the timing diagrams starts at a time t0 when the driver enters the vehicle. At time t0 is the vehicle 1 stopped, so that the intention to decelerate and the intention to stop. In the above conditions, the driver starts the vehicle 1 , In response to the vehicle start-up operation performed by the driver, a first engine starting operation of the internal combustion engine is performed to prevent the engine from starting the stopped state of the internal combustion engine 2 in the current state of the internal combustion engine 2 to change at time t1. Thereafter, the driver performs the vehicle start operation, so that the condition in which the deceleration intention or the intention to stop is not present is satisfied at the time t2.

The operations in the timing charts following the vehicle start operation at the time t2 are among the timing charts of FIG 4 to 6 differently. The explanation is therefore made for each of the timing charts.

In 4 the vehicle speed is raised by a start operation together with the driver's depression of the accelerator pedal and exceeds a reference value (15 km / h) at the time t3.

After the above condition is reached, the driver takes the pressure off the gas pedal 58 , so that the accelerator pedal position drops below a reference value. In this situation, the condition enabling a regular EV running mode is satisfied at time t4 when another condition allowing the regular EV running mode has already been satisfied (which will not be described here). However, the first EV travel mode becomes the first restart function for the internal combustion engine 2 not yet executed so that the regular EV travel mode is not performed.

When the condition allowing the regular EV running mode is satisfied and the driver decelerates the vehicle so that the vehicle speed falls below the reference value (ie, 15 km / h), the condition enabling the first EV running mode is satisfied to the internal combustion engine 2 stop at time t5.

The first EV travel mode is performed between time t5 and time t6. The first EV travel mode is an operation mode that includes the regular EV travel function (ie, constant travel using only the motor generator, crawl, generation of recuperation power), and the engine restart function. More specifically, the regular EV travel mode is performed first. The first restart process of the internal combustion engine 2 is completed before the vehicle speed exceeds the reference value (ie 15 km / h).

Now the 5 explained.

In 5 are the processes and conditions with which the 4 identical until the time t5 is reached. The following discussion applies only to events and conditions after time t5. 4 shows an example where the vehicle 1 is temporarily stopped between the time t5 and the time t6, while 5 shows an example in which the vehicle speed slightly drops, but the vehicle becomes 1 not completely stopped, and the first restart process of the internal combustion engine 2 is running.

Now the 6 explained.

In 6 the processes and conditions are identical to those of 4 and 5 until the time t2 is reached. The following discussion only concerns processes and conditions after time t2.

In the example of 6 is a degree of driving force coming from the vehicle 1 is required, after the vehicle start operation has been performed by the driver, so low that an automatic engine stop condition, ie, the condition that enables the EV travel mode, is satisfied when the vehicle 1 with less than the reference value (ie 15 km / h). In particular, when the vehicle speed is lower than the reference value (ie, 15 km / h), the first time execution of the EV travel mode is necessary after the vehicle start operation is performed. Therefore, the controller performs 63 between time t3 and time t4, the first EV travel mode. The process of the first EV travel mode is the same as in the 4 and 5 identical.

As will be apparent from the above discussion, the controller is 63 This embodiment constructs the function to check if it is possible to use the internal combustion engine 2 Restart, perform only if for the first time after the internal combustion engine 2 for the first time by means of the starter 2 was started in the EV drive mode, which promptly after the start of the vehicle 1 a diagnosis is achieved, whether the restart system for the internal combustion engine 2 works or not.

In particular, the control unit works 63 of this embodiment, only to execute the first EV running mode with the engine restart function when the vehicle speed is less than the first vehicle speed (ie, 15 km / h), thereby determining whether it is possible to drive the engine 2 to restart in a relatively safe speed range. This ensures the stability in completing the inspection function, which is performed automatically in a relatively low speed range, regardless of the driver's intention, before the vehicle 1 is driven at high speeds, without the occupant comfort in the vehicle 1 To make compromises.

As described above, the engine restart check function is completed before the vehicle speed reaches a low speed, ie, a second vehicle speed (ie, 15 km / h), thereby minimizing the risk that adverse effects of a drop in the voltage level in the power supply due to the Reboot the vehicle 1 disadvantageous to the operation of systems such as the stability control unit 38A and the electric power steering controller 38B in the vehicle 1 are mounted (e.g., system failures resulting from a drop in voltage in the power supply whose adverse effects are relatively low in the low speed range).

The first EV travel mode is for performing the regular EV travel mode before performing the engine restart check function. In other words, when it is necessary to drive for the first time in the EV drive mode after the vehicle 1 first undergoing the EV running mode in which a noise level is low, the vehicle then performs the engine restart check function, thereby ensuring the comfort of the driver.

In the vehicle 1 This embodiment is the starter 21 and the ISG 20 with the first accumulator 30 which outputs a voltage level of 12V, causing the ISG 20 and the starter 21 simply wired and in the vehicle 1 can be mounted by using a simplified structure, which is equipped with less thin connecting wires, compared to those used in the motor generator, that of the high voltage power supply unit 34 is driven. This leads to a weight reduction of the connecting wires for the ISG 20 and the starter 21 or to reduce a space needed to lay the connecting wires.

Although the present invention has been described in terms of the preferred embodiment in order to facilitate its better understanding, it should be noted, however, that the invention can be embodied in various ways without departing from the principle of the invention. Therefore, the invention should be understood to include all possible embodiments and modifications to the embodiment shown which may be practiced without departing from the principle of the invention as set forth in the following claims.

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• JP 2010-241361 [0004]

Claims (5)

A control apparatus for a hybrid vehicle equipped with an internal combustion engine and a traction motor and which is constructed to drive using at least the internal combustion engine or the traction motor as a drive source, comprising: a controller that uses this drive source to drive the vehicle; a first starting device that performs a first starting operation for starting the internal combustion engine for the first time to start the vehicle; a second starting device that performs a restarting operation to restart the internal combustion engine; and an automatic stop and restart section that operates to automatically stop the internal combustion engine when a given stop condition exists, and also automatically restart the internal combustion engine using the second starter device when a given restart condition is satisfied, wherein the controller operates in an electric motor drive mode to drive the vehicle by means of the traction motor, wherein the electric motor travel mode includes a first electric motor travel mode and a regular electric motor travel mode, wherein the first electric motor travel mode is used when transitioning to the electric motor travel mode for the first time after the vehicle is started by the first starter device, wherein the regular electric motor running mode is used when entering the electric motor running mode after the first electric motor running mode has been executed, and wherein the first electric motor running mode includes a function for performing the regular electric motor running mode and a restart checking function to check whether or not the internal combustion engine can be restarted. The control device for a hybrid vehicle according to claim 1, wherein the first electric motor running mode is executed only when a speed of the vehicle is less than a first vehicle speed. A control device for a hybrid vehicle according to claim 1 or 2, wherein the restart check function is completed before a speed of the vehicle reaches a second vehicle speed. A control device for a hybrid vehicle according to any one of claims 1 to 3, wherein the first electric motor running mode is for first performing the regular running mode and then performing the restart checking function. A control device for a hybrid vehicle according to any one of claims 1 to 4, wherein the first starting device and the second starting device are connected to an electric power supply that outputs a voltage of 12V.

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