JP2001159385A - Start control device for vehicle, and vehicle with the same - Google Patents

Abstract

PROBLEM TO BE SOLVED: To reduce or eliminate influence caused by the severance of a timing belt by judging the severance of the timing belt, and changing the start-up processing of an internal combustion engine when the timing belt is severed. SOLUTION: The timing belt 131 is determined as severed when the rotating speed of an auxiliary driving motor 14 is higher than the specified motor rotating speed and the rotating speed of an engine is lower than the specified engine speed. When determining the severance of the timing belt 131, the start of the engine 10 by a driving motor is executed in place of the start of the engine 10 by the auxiliary driving motor 14. Further, the intermittent operation of the engine 10 is inhibited, and the severance of the timing belt 131 is informed through an instrument panel.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a start control device for a vehicle, and more particularly, to a start control device and a start determination method for a vehicle for determining an abnormality of the start device.

[0002]

2. Description of the Related Art A vehicle that automatically stops the operation of an internal combustion engine when the vehicle temporarily stops, such as when waiting for a signal while the vehicle is running, or a vehicle that has an electric motor as a power source in addition to the internal combustion engine and temporarily stops the vehicle. Alternatively, there has been proposed a hybrid vehicle that automatically stops the operation of an internal combustion engine when the vehicle is running. These vehicles are equipped with an auxiliary device driving motor for driving auxiliary devices such as a water pump and an air conditioner compressor when the internal combustion engine stops (when the vehicle is running and the vehicle is stopped). Generally, a timing belt is mounted on the output shaft of the auxiliary drive motor, the output shaft of the internal combustion engine, and the input shaft of each auxiliary device, and the output shaft of the auxiliary drive motor or the internal combustion engine is driven by a timing belt. The power output from the output shaft is transmitted to the input shaft of the accessory via the timing belt.

[0003] In such a vehicle, particularly a hybrid vehicle, when starting the internal combustion engine, the output shaft of the internal combustion engine is rotated by an electric motor for driving auxiliary equipment via a timing belt to start the internal combustion engine. On the other hand, in a general vehicle having only an internal combustion engine, a ring gear coupled to a drive shaft of the internal combustion engine is gear-driven through a gear mounted on a tip of a starter motor to rotate an output shaft. The internal combustion engine is starting. The start of the internal combustion engine by the timing belt has an advantage that a higher quietness can be obtained as compared with the start of the internal combustion engine by the gear drive. This has the advantage that the starting noise of the engine does not enter.

[0004]

However, in the configuration in which the internal combustion engine is started by the timing belt, there is a problem that if the belt runs out, the internal combustion engine cannot be started. Further, if the attempt to start the internal combustion engine is repeated by the accessory driving motor with the belt running out, a load may be applied to the battery.

SUMMARY OF THE INVENTION The present invention has been made to solve the above-described problem, and determines whether a power transmission band (for example, a timing belt) has been cut, and changes the starting process of the internal combustion engine when the timing belt is cut to change the power. It is intended to reduce or eliminate the effects caused by the cutting of the transmission band.

[0006]

Means for Solving the Problems and Actions and Effects Thereof A first aspect of the present invention is to solve the above problems by providing a power output from an output shaft of an internal combustion engine and an output shaft of an auxiliary driving motor. It has a power transmission band to transmit to the input shaft of the auxiliary machine,
Provided is a start control device for a vehicle in which an auxiliary device is driven by an auxiliary device driving motor when an internal combustion engine is stopped. A start control device according to a first aspect includes: an internal combustion engine starting unit configured to start the internal combustion engine using the auxiliary drive motor; and a power transmission band that determines disconnection of the power transmission band when the internal combustion engine is started. Disconnection determining means, and starting processing changing means for changing the starting processing of the internal combustion engine by the internal combustion engine starting means when the power transmission band determining means determines that the power transmission band is disconnected. It is characterized by.

According to the first aspect of the present invention, since the power transmission band disconnection determining means and the starting process changing means are provided, the disconnection of the power transmission band can be determined, and the internal combustion engine can be determined when the power transmission band is disconnected. By changing the starting process of the engine, it is possible to reduce or eliminate the influence caused by the cutting of the timing belt.

The first aspect of the present invention further comprises a drive current detector for detecting a drive current of the auxiliary drive motor, and the power transmission band disconnection determination means detects the drive current by the drive current detector. The disconnection of the power transmission band can be determined based on the driving current. The power transmission band disconnection determination means determines that the power transmission band is disconnected when the drive current detected by the drive current detector is equal to or less than a predetermined value to be detected during operation of the internal combustion engine. be able to. In the case where such a configuration is provided, disconnection of the power transmission band can be determined based on whether or not the internal combustion engine is started (whether or not it is operating).

Further, a first aspect of the present invention includes an internal combustion engine speed detector for detecting an output shaft speed of the internal combustion engine, and the power transmission band disconnection judging means makes a judgment based on the drive current. In addition, when the internal combustion engine speed detected by the internal combustion engine speed detector is equal to or less than the operating speed of the internal combustion engine, it can be determined that the power transmission band is disconnected. When such a configuration is provided, it is possible to more accurately determine the disconnection of the power transmission band.

The first aspect of the present invention further comprises a motor speed detector for detecting the speed of the auxiliary driving motor, and the power transmission band disconnection judging means detects the motor speed by the motor speed detector. The disconnection of the power transmission band can be determined based on the motor rotation speed thus determined. In addition, the power transmission band disconnection determination means is configured to disconnect the power transmission band when the motor rotation speed detected by the motor rotation speed detector is equal to or greater than a predetermined value to be detected during operation of the internal combustion engine. Can be determined. In the case where such a configuration is provided, disconnection of the power transmission band can be determined based on whether or not the internal combustion engine is started (whether or not it is operating).

Further, a first aspect of the present invention comprises an internal combustion engine speed detector for detecting an output shaft speed of the internal combustion engine, and the power transmission band disconnection judging means judges based on the motor speed. In addition, when the internal combustion engine speed detected by the internal combustion engine speed detector is equal to or less than the operating speed of the internal combustion engine, it can be determined that the power transmission band is disconnected. When such a configuration is provided, it is possible to more accurately determine the disconnection of the power transmission band.

In a first aspect of the present invention, the vehicle has a vehicle drive motor coupled to the internal combustion engine for driving the vehicle, and the starting process changing means determines the power transmission band disconnection. When the means determines that the power transmission band is disconnected, the internal combustion engine can be started by the vehicle drive motor. Further, the first aspect of the present invention further comprises a starting electric motor connected to a drive shaft of the internal combustion engine via a gear, wherein the starting process changing means is configured to output the power by the power transmission band disconnection judging means. When it is determined that the transmission band is disconnected, the internal combustion engine can be started by the starting motor. In any case, it is possible to execute appropriate processing for disconnection of the power transmission band,
The influence related to the disconnection of the power transmission band can be reduced or eliminated.

In the first aspect of the present invention, the power transmission band includes a first power transmission band mounted on an output shaft of the auxiliary drive motor and an output shaft of the internal combustion engine; A second power transmission band mounted on an output shaft of the engine and an input shaft of the auxiliary machine, wherein the power transmission band disconnection determining means determines disconnection of the first power transmission band, The change means can prohibit the intermittent operation of the internal combustion engine when the power transmission band disconnection determining means determines that the first power transmission band is disconnected. In any case, appropriate processing for cutting off the power transmission band can be executed, and the influence of cutting off the power transmission band can be reduced or eliminated.

[0014] In the first aspect of the present invention, when the power transmission band disconnection determining means determines that the power transmission band is disconnected, the starting process changing means includes:
The operation of the auxiliary drive motor can be stopped. In addition, when it is determined that the power transmission band is disconnected, the start-up processing change unit can notify that the power transmission band is disconnected. In any case, appropriate processing for cutting off the power transmission band can be executed, and the influence of cutting off the power transmission band can be reduced or eliminated.

According to a second aspect of the present invention, there is provided a vehicle having an auxiliary machine driving motor for driving the auxiliary machine when the operation of the internal combustion engine is interrupted. An output shaft, an input shaft of the auxiliary device, and a power transmission band mounted on an output shaft of the auxiliary device driving motor and transmitting power output from the output shaft to the input shaft;
An internal combustion engine starting means for starting the internal combustion engine using an auxiliary drive motor at the time of starting the internal combustion engine, a power transmission band disconnection determining means for determining disconnection of the power transmission band when starting the internal combustion engine, When the power transmission band disconnection determination means determines that the power transmission band is disconnected, the power transmission band disconnection determination means changes start processing of the internal combustion engine by the internal combustion engine startup means.

According to the second aspect of the present invention, disconnection of the power transmission band can be determined, and when the power transmission band is disconnected, the start process of the internal combustion engine is changed to reduce the influence caused by the disconnection of the timing belt. Can be reduced or eliminated.

A second aspect of the present invention further includes a vehicle drive motor coupled to the internal combustion engine for driving a vehicle, wherein the start processing change means is provided by the power transmission band disconnection determination means. When it is determined that the power transmission band is disconnected, the internal combustion engine can be started by the vehicle drive motor. Also,
A starting motor connected to a drive shaft of the internal combustion engine via a gear and starting the internal combustion engine at the time of starting operation of the vehicle, wherein the starting process changing means is provided by the power transmission band disconnection determining means; When it is determined that the power transmission band is disconnected, the internal combustion engine can be started by the starting motor. In any case, appropriate processing for cutting off the power transmission band can be executed, and the influence of cutting off the power transmission band can be reduced or eliminated.

In a second aspect of the present invention, the power transmission band includes a first power transmission band mounted on an output shaft of the auxiliary drive motor and an output shaft of the internal combustion engine; A second power transmission band mounted on an output shaft of the engine and an input shaft of the auxiliary machine, wherein the power transmission band disconnection determining means determines disconnection of the first power transmission band, The change means can prohibit the intermittent operation of the internal combustion engine when the power transmission band disconnection determining means determines that the first power transmission band is disconnected. In any case, appropriate processing for cutting off the power transmission band can be executed, and the influence of cutting off the power transmission band can be reduced or eliminated.

In a second aspect of the present invention, when the power transmission band disconnection determining means determines that the power transmission band is disconnected, the starting process changing means includes:
The operation of the auxiliary drive motor can be stopped. In addition, when it is determined that the power transmission band is disconnected, the start-up processing change unit can notify that the power transmission band is disconnected. In any case, appropriate processing for cutting off the power transmission band can be executed, and the influence of cutting off the power transmission band can be reduced or eliminated.

According to a third aspect of the present invention, there is provided a power transmission band for transmitting power output from an output shaft of an internal combustion engine and an output shaft of an electric motor for driving an accessory to an input shaft of the accessory. Provided is a method for judging a disconnection of a power transmission band in a vehicle in which an auxiliary device is driven by an auxiliary device driving electric motor when the vehicle is stopped. According to a third aspect of the present invention, a drive current of the auxiliary drive motor is detected, and if the detected drive current is equal to or less than a predetermined value to be detected during operation of the internal combustion engine, the power transmission band is It is characterized in that it is determined that the connection is disconnected.
According to the third aspect of the present invention, disconnection of the power transmission band can be determined.

According to a fourth aspect of the present invention, there is provided a power transmission band for transmitting power output from an output shaft of an internal combustion engine and an output shaft of an auxiliary machine driving motor to an input shaft of an auxiliary machine. Provided is a method for judging a disconnection of a power transmission band in a vehicle in which an auxiliary device is driven by an auxiliary device driving electric motor when the vehicle is stopped. According to a fourth aspect of the present invention, the power transmission band is detected by detecting a rotation speed of the electric motor for driving the auxiliary machine, and when the detected motor rotation speed is equal to or more than a predetermined value to be detected during operation of the internal combustion engine. Is characterized in that it is determined that it is disconnected. According to the fourth aspect of the present invention, disconnection of the power transmission band can be determined.

In the third or fourth aspect, further,
The drive shaft rotation speed of the internal combustion engine is detected, and in addition to the determination, when the detected internal combustion engine rotation speed is equal to or less than the rotation speed during operation of the internal combustion engine, the power transmission band is determined to be disconnected. May be. In such a case, the disconnection of the power transmission band can be determined more accurately.

According to a fifth aspect of the present invention, there is provided a power transmission band for transmitting power output from an output shaft of an internal combustion engine and an output shaft of an electric motor for driving an accessory to an input shaft of the accessory. Provided is a disconnection determination device that determines disconnection of a power transmission band in a vehicle that drives an auxiliary machine by an auxiliary machine driving electric motor when stopped. According to a fifth aspect of the present invention, a drive current detector for detecting a drive current of the auxiliary drive motor is provided, and the disconnection of the power transmission band is determined based on the drive current detected by the drive current detector. The power transmission band disconnection determiner is provided. According to the fifth aspect of the present invention, the disconnection of the power transmission band can be determined.

According to a sixth aspect of the present invention, there is provided a power transmission band for transmitting power output from an output shaft of an internal combustion engine and an output shaft of an electric motor for driving auxiliary equipment to an input shaft of the auxiliary equipment. Provided is a disconnection determination device that determines disconnection of a power transmission band in a vehicle that drives an auxiliary machine by an auxiliary machine driving electric motor when stopped. According to a sixth aspect of the present invention, there is provided a motor rotation speed detector for detecting a rotation speed of the auxiliary driving motor, and cutting of the power transmission band based on the motor rotation speed detected by the motor rotation speed detector. And a power transmission band disconnection determiner for determining According to the sixth aspect of the present invention, disconnection of the power transmission band can be determined.

[0025]

DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, a starting control device according to the present invention will be described based on several embodiments.

Referring to FIGS. 1 and 2, a schematic configuration of a vehicle in which the start control device of this embodiment can be used will be described. FIG. 1 is a block diagram showing a schematic configuration of a vehicle to which the first embodiment is applied. FIG. 2 is a conceptual diagram showing an arrangement relationship between two timing belts, an engine, an accessory, and an accessory driving motor.

The vehicle includes an engine (internal combustion engine) 10 and a drive motor (electric motor) 20 as power sources, a planetary gear device 30 that mechanically combines and distributes the outputs of the engine 10 and the drive motor 20, and a maximum reduction gear. Continuously variable transmission (CV) capable of continuously changing the reduction ratio between the speed ratio and the minimum reduction ratio.
T) 40). The engine 10 is connected to a power input shaft of a planetary gear device 30 via a crankshaft (output shaft) 11, and a driving motor 20 is connected to a rotor 21.
Is connected to the power input shaft of the planetary gear set 30 via the. The driving force output shaft of the planetary gear device 30 is connected to the power input shaft of the CVT 40, and the power output shaft of the CVT 40 is connected to the drive shaft 50. The drive shaft 50 is connected to wheels 53 via a differential gear (including a final gear) 51 and an axle 52.

As shown in FIG. 2, a water pump 121 and an air conditioner compressor 12 are provided around the engine 10.
2, auxiliary equipment 12, such as a power steering pump 123,
An auxiliary device driving motor (electric motor) for driving the auxiliary device 12 when the vehicle is temporarily stopped at a signal stop or the like, or when the operation of the engine 10 is interrupted when the vehicle is driven only by the driving motor 20 (when the vehicle is running). ) 14 are arranged.
An inverter 200 is connected to the accessory driving motor 14. The inverter 200 is connected to the battery 210 and to the control unit 60 via a control line. The accessory driving motor 14 also functions as a starter motor when starting the engine 10. That is, the present embodiment does not include a starter motor dedicated to engine start for rotating and starting the engine by gear driving, which is provided in a vehicle having only a conventional engine.

Pulleys 124 and 125 are mounted on the power input shafts of the auxiliary devices 121, 122 and 123 and one end of the crankshaft 11 of the engine 10, respectively. A pulley 126 is mounted on an output shaft of the accessory driving motor 14 via a one-way clutch 15. The one-way clutch 15 has such a characteristic that the one-way clutch 15 is engaged in a direction in which the accessory driving motor 14 outputs a driving force and is released in a direction in which the accessory driving motor 14 is driven. A timing belt 131 for starting the engine 10 by the accessory drive motor 14 is mounted on the pulley 125 of the engine 10 and the pulley 126 of the accessory drive motor 14. A timing belt 132 is mounted on each of the pulleys 124 and 125, and the output of the engine 10 is transmitted to the power input shaft of the auxiliary machine 12 via the timing belt 132.
The output of the accessory drive motor 14 is transmitted to the power input shaft of the accessory 12 via the second drive 2.

When the engine 10 is operating, the water pump 121, the air conditioner compressor 122, and the power steering pump 123 are driven by the engine 10 (crankshaft 11) via the timing belt 132. At this time, since the one-way clutch 15 is disengaged, the accessory drive motor 14 is not driven to rotate by the engine 10, and does not function as a generator to generate undesired power. On the other hand, when the combustion operation of the engine 10 is stopped, the one-way clutch 15 is engaged because the accessory drive motor 14 operates, and the timing belt 13
1. Crankshaft 11 and timing belt 13
The water pump 121, the air conditioner compressor 122, and the power steering pump 123 are driven by the accessory drive motor 14 via the motor 2. At this time,
The crankshaft 11 rotates not as a drive shaft but as a driven shaft.

The driving motor 20 functions as a motor that converts electric energy into mechanical energy when a driving force is required by the motor, and converts mechanical energy into electric energy during regeneration, charging, and the like. Functions as a generator. The drive motor 20 includes an inverter 2
20 is connected, and a battery 210 is connected to the inverter 220. Further, a control line from the control unit 60 is connected to the inverter 220.

The planetary gear unit 30 realizes an electric torque converter together with the drive motor 20. That is, in the present embodiment, the function of the torque converter is realized by electrically and mechanically controlling the operations of the drive motor 20 and the planetary gear device 30 instead of the general fluid type torque converter. The planetary gear unit 30 is connected to a sun gear 31 connected to the other end of the crankshaft 11, to the rotor of the drive motor 20 and to the shaft of the input pulley 41 of the CVT 40 via the first clutch 32. And a ring gear 36 that is connected to the shaft of the input side pulley 41 of the CVT 40 via a second clutch 34 and can be fixed to the housing via a brake 35. Carrier 33
Support pinion gears 37 and 38 that mesh with each other and mesh with the sun gear 31 and the ring gear 36, respectively, so as to be able to rotate. The first clutch 32, the second clutch 34, and the brake 35 are other-plate-type hydraulic clutches that are joined by pressing a plurality of mutually superimposed clutch plates by a hydraulic actuator and released by releasing the pressing. is there.

The CVT 40 includes an input pulley 41, an output pulley 42, and an input pulley 41 and an output pulley 42.
And a steel belt 43 mounted on the vehicle. The input-side pulley 41 and the output-side pulley 42 are each provided with a hydraulic actuator, and the groove width thereof is changed according to the driving state of the vehicle.
Is changed. Thus, the pulley ratio is changed by changing the groove width of each pulley 41, 42, and a desired reduction ratio is realized. Input side pulley 4
The first shaft is connected to the ring gear 36 via the second clutch 34 and to the sun gear 31 via the first clutch 32 as described above. The output pulley 42 has a shaft connected to the drive shaft 50.
Is transmitted to wheels 53 via a drive shaft 50, a differential gear 51, and an axle 52.

Next, a control system of the vehicle according to the present embodiment will be described with reference to FIG. FIG. 3 is an explanatory diagram illustrating a control system of the vehicle according to the first embodiment. Control unit 60
Is a hybrid ECU (electronic control unit) 610,
Engine ECU 620, motor ECU 63 for driving auxiliary equipment
0, and a transmission ECU 640. Each ECU 610, 620, 630, 640 has a CP
U, ROM, RAM and the like are provided. Note that these ECUs are examples, and for example, a motor ECU for driving auxiliary equipment
630 may be incorporated in hybrid ECU 610.

The hybrid ECU 610 is the core ECU of the control unit 60 and controls the overall running state of the vehicle. The hybrid ECU 610 is an engine ECU
620, an accessory drive motor ECU 630, and a transmission ECU 640 are connected via signal lines so as to be capable of bidirectional communication. The hybrid ECU 610 includes an engine speed sensor 70 for detecting the speed of the crankshaft 11 of the engine 10, a first motor speed sensor 71 for detecting the motor speed of the drive motor 20,
A vehicle speed sensor 72 for detecting a vehicle speed of the vehicle, a shift position sensor 73 for detecting a gear position, and an accelerator opening sensor 74 for detecting an accelerator depression amount as an accelerator opening are connected via signal lines, respectively. Hybrid ECU 610 is connected to inverter 220 via a signal line, and controls the output of drive motor 20. The hybrid ECU 610 is also connected to the first and second clutches 35 and 36 in the planetary gear device 30 via signal lines, and realizes an electric torque converter by the drive motor 20 and the planetary gear device 30. The hybrid ECU 610 stores a program for executing a timing belt cutting determination process and a start control process.

The engine ECU 620 is a hybrid E
In accordance with a request from the CU 610, the operating state of the engine 10 is controlled by controlling the fuel injection amount, the throttle opening, and the like.
When it is determined that the timing belt 131 is disconnected, control such as prohibiting intermittent operation of the engine 10 is executed based on a command from the hybrid ECU 610.
Auxiliary drive motor ECU 630 is a hybrid ECU 6
In accordance with a request from the control unit 10, the accessory drive motor 14 is controlled via the inverter 200, and the drive of the accessory 12 while the engine 10 is stopped is realized.

A second motor speed sensor 75 for detecting the motor speed of the accessory drive motor 14 is connected to the accessory drive motor ECU 630 via a signal line. If it is determined that the timing belt 131 has been cut, control such as prohibiting the operation of the accessory driving motor 14 is performed based on a command from the hybrid ECU 610.

The transmission ECU 640 is connected to a vehicle speed sensor 72 and a shift position sensor 7 via signal lines.
3. The accelerator opening sensor 74 is connected. The transmission ECU 640 controls the hydraulic actuator 44 provided in each of the pulleys 41 and 42 based on the detection data from these sensors and the request from the hybrid ECU 610 to execute the control of the pulley ratio (reduction ratio) of the CVT 40. .

Next, the general operation of the vehicle having the above configuration will be briefly described with reference to the configuration diagrams of FIGS. 1 to 4 and the flowcharts of FIGS. FIG. 4 is an explanatory diagram showing the relationship between the engaged and released states of the first and second clutches 32 and 34 and the brake 35 and the shift position in each operation mode of the planetary gear device 30. FIG. 5 is a flowchart showing a processing routine executed when the start switch is turned on. FIG. 6 is a flowchart showing a control processing routine of the engine 10 and the driving motor 20 which is executed when the vehicle starts. 7 to 9 show an engine 10 and a driving motor 2 which are executed when the vehicle is running.
9 is a flowchart illustrating a zero control processing routine.

Referring to FIG. 5, the operation of the vehicle executed when the start switch is turned on will be described. When the start switch is turned on in a state where the shift position sensor 73 detects the shift position of the parking P or the neutral N, the control unit 60 is activated. Hybrid ECU 610 determines whether to start engine 10 based on the state of charge of battery 210 (step S10). The battery charge rate SOC is equal to a predetermined value S
If ref is equal to or greater than ref (step S10: Yes), the hybrid ECU 610 performs a process of releasing the first clutch 32, the second clutch 34, and the brake 35 (neutral mode: see FIG. 4) for the planetary gear device 30. Execute (step S11). Hybrid ECU 61
0 determines whether or not there is a drive request for the accessory 12 (step S12). If it is determined that there is a drive request for the accessory (step S12: Yes), the drive of the accessory is performed without starting the engine 10. The accessory drive motor 14 is driven via the drive motor ECU 630. Thereby, necessary auxiliary machines are driven via the timing belt 132. afterwards,
The hybrid ECU 610 exits this processing routine and returns to the main processing routine. On the other hand, if it is determined that there is no accessory drive request (step S12: No), hybrid ECU 610 exits this processing routine and returns to the main processing routine.

On the other hand, when the battery state of charge SOC is less than the predetermined value Sref (step S10: No),
The hybrid ECU 610 selects the neutral mode selection as the operation mode of the planetary gear device 30 (step S14). Subsequently, the hybrid ECU 610
Engine ECU 620, motor ECU 630 for driving auxiliary equipment
(Step S1)
5). In the engine start process, the auxiliary drive motor 14 is operated to rotate the crankshaft 11 via the timing belt 131, and the engine ECU 620
As a result, processing for injecting necessary fuel from the fuel injection device and ignition processing via the plug at a predetermined timing are executed. In the process of starting the engine 10, a belt cutting determination process described later is executed. Thereafter, the hybrid ECU 610 exits this processing routine and returns to the main processing routine.

Next, control processing of the engine 10 and the drive motor 20 when the vehicle starts moving will be described with reference to FIG. After the start process shown in FIG. 5 is completed, the drive D or the brake B
Hybrid EC when the shift position is detected
U610 determines whether or not the engine 10 is operating (step S20). The hybrid ECU 610 is
If it is determined that the engine 10 is not operating (Step S20: No), the required torque T * is calculated from the accelerator depression amount (Step S21), and whether or not the required torque T * exceeds the engine start required torque T1. Is determined (step S22). That is, the driving motor 20
It is determined whether to output the required torque only by the engine 10 or only the engine 10 to output the required torque. Here, the drive D in the shift position is a shift position selected when a general vehicle runs, and the brake B is a shift position selected when engine braking is required.

When the required torque is relatively small (when the required torque is equal to or less than the required value for starting the engine) (step S22: N)
o), the hybrid ECU 610 controls the drive motor 20
Only the required torque is output. At this time, the hybrid ECU 610 selects a motor drive mode (see FIG. 4) in which the first clutch 32 is engaged and the second clutch 34 and the brake 35 are released as the operation mode of the planetary gear device 30 (step S23), The driving motor 20 is operated to output the required torque (step S2).
4). Thereafter, the hybrid ECU 610 exits this processing routine and returns to the main processing routine. In this motor traveling mode, the ring gear 36 and the CVT 40
Is released from the input pulley 41, the CVT 4
For 0, the output torque of the drive motor 20 is transmitted. The transmission ECU 604 includes a vehicle speed sensor 7
2. The hydraulic actuator is controlled based on the vehicle travel information from the accelerator opening sensor 74 and the like to change the pulley ratio of the CVT 40. The output torque is input to the drive shaft 50 from the output pulley 42 of the CVT 40, and is transmitted to a wheel 53 via a differential gear 51 and an axle 52.
Is transmitted to

On the other hand, if the required torque exceeds the required engine start value (step S22: Yes), the hybrid ECU 610 outputs the required torque only by the output of the engine 10. Hybrid ECU 610
Selects the neutral mode as the operation mode of the planetary gear device 30 (step S25), and
20, an engine start process for starting the engine 10 via the accessory drive motor ECU 630 is executed (step S26). That is, the hybrid ECU 610
The first and second clutches 32 and 34 and the brake 35 are released, and the connection between the planetary gear device 30 and the CVT 40 is temporarily released. In this state, the hybrid ECU 610
Starts the accessory drive motor 14 via the accessory drive motor ECU 630 and the engine ECU 620
Thus, the fuel injection and ignition processing for the engine 10 is executed, and the engine 10 is started. That is, in the present embodiment, the motor dedicated to starting the engine 10 is not provided, and the auxiliary drive motor 14 is used as the starting motor. In the process of starting the engine 10, a belt cutting determination process described later is executed.

The hybrid ECU 610 controls the engine 1
0, the electric torque converter (ET) that engages the second clutch 34 and releases the brake 35
C) Select the mode (see FIG. 4) (step S27),
The process exits from this processing routine and returns to the main processing routine. In the ETC mode, the crankshaft 11 is connected to the input pulley 41 of the CVT 40 via the pinion gears 37 and 38, the ring gear 36, and the second clutch 34. Due to this connection, the drive motor 20 and the planetary gear set 30 function as an electric torque converter. That is, since the connection between the carrier 33 and the input pulley 41 of the CVT 40 is released, the driving motor 20
Rotates in a direction opposite to the rotation direction of the crankshaft 11, and the drive motor 20 functions as a generator. As a result, a driving reaction force is applied to the crankshaft 11, the output torque of the engine 10 is amplified,
The amplified output torque is equal to the input pulley 41 of the CVT 40.
Is input to At this time, the transmission ECU 6
40 is a vehicle speed sensor 72, a shift position sensor 73
And the hydraulic actuator 44 is controlled based on the vehicle travel information from the accelerator opening sensor 74 and the like to change the groove width of the input pulley 41 and the output pulley 42 to realize an optimal pulley ratio. Output side pulley 42 of CVT 40
Outputs the output torque to the drive shaft 50, and the output torque input to the drive shaft 50 is further transmitted to the wheels 53 via the differential gear 51 and the axle 52.
Is output to As a result, the vehicle is started smoothly with sufficient driving torque.

On the other hand, hybrid ECU 610
When it is determined that the engine 10 is operating (step S20: Yes), the required torque T * is calculated from the accelerator depression amount, and the required torque is output to the engine 10 via the engine ECU 620. Further, the hybrid ECU 610 calculates the required torque T * (step S28), selects the ETC mode as the operation mode of the planetary gear device 30 (step S29), and returns from the present processing routine to the main processing routine. As a result, the output torque of the engine 10 amplified as described above is transmitted to the wheels 53.

After the vehicle starts as described above, the hybrid ECU 610 outputs the required torque only by the engine 10, outputs the required torque only by the drive motor 20, or outputs the required torque by the engine 10 and the drive motor. 20 determines whether to output the required torque. This control process will be described with reference to FIGS.

Hybrid ECU 610 determines whether or not battery charge rate SOC exceeds a predetermined value Sref (step S40). The hybrid ECU 610 is
When it is determined that the battery charge rate SOC exceeds the predetermined value ref (step S40: Yes), the required torque T * is calculated (step S41), and the battery charge rate SO is calculated.
When it is determined that C is equal to or less than the predetermined value ref (step S40: No), the process proceeds to step S50 described later.
Hybrid ECU 610 determines whether required torque T * exceeds engine start required torque T1 (step S42), and determines that required torque T * is equal to or less than engine start required torque T1 (step S4).
2No), it is determined whether or not the engine 10 is operating (step S43). On the other hand, the hybrid ECU 61
0 indicates that the required torque T * exceeds the engine start required torque T1 (step S42: Ye
s) The process proceeds to step S60 described below. If the hybrid ECU 610 determines that the engine 10 is not operating (step S43: No), the hybrid ECU 610 continues the motor running in which the required torque is output only by the driving motor 20 (step S44), and exits this processing routine. To return to the main processing routine. The operation mode of the planetary gear device 30 in this case remains the motor running mode described above. On the other hand, when the hybrid ECU 610 determines that the engine 10 is operating (step S43: Yes), the hybrid ECU 610 stops the combustion of the engine 10 via the engine ECU 620 (step S45), and changes the motor running mode to the planetary gear device. 30 (step S46), and the drive motor 20 outputs the required torque T * (step S47). At this time, the auxiliary machine 12 is driven by the power output from the drive motor 20. The hybrid ECU 610 exits this processing routine and returns to the main processing routine.

The hybrid ECU 610 determines in step S
When it is determined at 40 that the battery state of charge SOC is equal to or less than the predetermined value Sref (step S40: No), the required torque T * is calculated based on the accelerator opening and the like (FIG. 8, step S50). Subsequently, the hybrid ECU 6
10 determines whether or not the engine 10 is operating (step S51). If it is determined that the engine 10 is not operating (step S51: No), the first clutch 32, the second clutch 34, And the neutral mode in which the brake 35 is released is selected as the operation mode of the planetary gear device 30 (step S52). Hybrid E
The CU 610 executes the above-described engine start process (step S53), and selects the direct coupling mode in which the first clutch 32 and the second clutch 34 are engaged and the brake 35 is released as the operation mode of the planetary gear device 30 (step S53). Step S
54). In this direct connection mode, the crankshaft 11 of the engine 10 and the rotor of the drive motor 20 are directly connected to the input shaft of the input pulley 41. Then, hybrid ECU 610 causes engine 10 to output required torque T * via engine ECU 620. on the other hand,
If it is determined in step S51 that the engine 10 is operating (step S51: No), the hybrid ECU 610 proceeds to step S54, and proceeds to step S54.
Traveling with only 0 is continued. Next, Hybrid E
The CU 610 determines whether or not there is a battery charging request (step S55). If it is determined that there is a battery charging request (step S55: Yes), the driving motor 2
The battery 210 is charged by operating 0 as a generator (step S56), and the process exits from this processing routine and returns to the main processing routine. On the other hand, when it is determined that there is no battery charging request (step S55: No), the hybrid ECU 610 exits this processing routine and returns to the main processing routine.

The hybrid ECU 610 determines in step S
At 42, the required torque T * is the required engine start torque T
When it is determined that the number exceeds 1 (step S42:
Yes), it is determined whether the engine 10 is operating (step S60: FIG. 9). Hybrid ECU 61
In the case of 0, when it is determined that the engine 10 is not operating (Step s60: No), the traveling by the drive motor 20 is continued (Step S61), and the neutral mode is selected as the operation mode of the planetary gear device 30 (Step S6).
2) Execute the above-described engine start process (step S)
63). Thereby, the required torque T * is output by the engine 10 and the driving motor 20. When the engine 10 is started, a belt cutting determination process described later is executed. The hybrid ECU 610 selects the direct connection mode as the operation mode of the planetary gear device 30 (step S64), and exits this processing routine and returns to the main processing routine. On the other hand, when it is determined that the engine 10 is operating (step S60: Yes), the hybrid ECU activates the drive motor 20 and proceeds to step S64. As a result, the required torque T *
Is output by the engine 10 and the driving motor 20.

When the vehicle temporarily stops due to a signal stop or the like while the vehicle is running, the hybrid ECU 610 executes a so-called idling stop process for stopping the operation of the engine 10 under predetermined conditions. Hybrid EC
U610 stops the operation of the engine 10 under the condition that the battery charging rate is equal to or higher than the predetermined value and the accessory machine 12 can be driven by the accessory machine motor 14, and also controls the accessory machine via the accessory machine motor ECU 630. The auxiliary machine 12 is driven by the drive motor 14 via the timing belt 132. On the other hand, if the battery charge rate required to drive accessory 12 by accessory drive motor 14 is not satisfied, hybrid ECU 610 maintains engine 10 in the operating state and outputs engine 10 Accordingly, the accessory 12 is driven via the timing belt 132. In any case, the hybrid ECU 610
Are the first and second clutches 32 and 34 and the brake 3
5 is selected as the operation mode of the planetary gear device 30, and the transmission of the output of the accessory driving motor 14 to the CVT 40 via the crankshaft 11 is cut off.

When the vehicle starts after the vehicle is temporarily stopped, the vehicle is started by any of the processes described above.

Next, a description will be given, with reference to FIGS. 10 and 11, of the timing belt 131 cutting determination process and the start control process according to the start control device according to the present embodiment. FIG. 10 is a flowchart showing a processing routine executed in the timing belt cutting determination processing and the start control processing according to the first embodiment. FIG. 11 shows (A) motor rotation speed (rpm) of accessory driving motor 14 with respect to time.
And (B) is a graph schematically showing the relationship between the engine speed (rpm).

As described above, the hybrid ECU 610
, The processing routine is started. The hybrid ECU 610 requests the engine ECU 620 to start the engine 10, and also requests the accessory drive motor ECU 630 to start the accessory drive motor 14 to start the engine 10. The hybrid ECU 610 controls the accessory driving motor ECU 63 at the timing T1 shown in FIG.
0, the second motor speed sensor 7 of the auxiliary machine driving motor 14
5, the rotation speed Nm of the accessory drive motor 14 is obtained (step S100). Hybrid ECU 610
Determines whether the acquired rotation speed Nm of the accessory driving motor 14 is greater than a predetermined value N1 (step S11).
0), the rotation speed Nm of the accessory driving motor 14 is a predetermined value N1
If it is determined that the following conditions are satisfied (step S110: N
o), it is determined that the timing belt 131 has not been cut, and the present processing routine is terminated and the process returns to the vehicle control main routine. This determination is based on the timing belt 131
If the output shaft of the accessory drive motor 14 is linked with the crankshaft 11 of the engine 10, the accessory drive motor 14 rotates at a rotation speed corresponding to the idling rotation speed of the engine 10. If the timing belt 131 is cut, the auxiliary drive motor 14
Is based on the fact that the motor is in a no-load state and rotates at a speed exceeding the idling speed. As the value of the predetermined value N1, the ratio of the pulley of the crankshaft 11 to the pulley of the accessory driving motor 14 is usually about 2.5 to 3, and the general idling speed of the engine is 700
~ 800 rpm, for example, 1500
A value of about 2500 rpm is used.

On the other hand, the hybrid ECU 610
Is determined when the rotation speed Nm of the accessory driving motor 14 is larger than the predetermined value N1 (step S110: Ye
s) The engine speed Ne detected by the engine speed sensor 70 is obtained at the timing of T2 in FIG. 11 (step S120). When the rotation speed of the driving accessory motor 14 is larger than the predetermined value N1, it means that the driving accessory motor 14 is rotating in a no-load state. However, it is conceivable that the operation of the second motor speed sensor 75 for detecting the speed of the accessory driving motor 14 is defective, so that the timing belt 131 is not immediately determined to be disconnected, and the engine speed Ne described below is not determined. The confirmation process based on is performed.

Hybrid ECU 610 determines whether or not acquired engine speed Ne is smaller than predetermined value N2 (step S130). If it is determined that engine speed Ne is equal to or greater than predetermined value N2 (step S130). S13
0: No), it is determined that the timing belt 131 has not been cut, and the present processing routine is terminated, and the process returns to the vehicle control main routine. This determination is based on the fact that if the engine 10 has been started, the engine speed Ne detected by the engine speed sensor 70 indicates a value greater than the idling speed. Therefore, as the predetermined value N2, for example, about 700 to 800 rpm, which is a general idling speed of the engine, is used. If the engine speed Ne is larger than the predetermined value N2, it is merely an operation failure of the second motor speed sensor 75, and it can be concluded that the timing belt 131 is not cut. The second through the instrument panel 76
The notification that the motor speed sensor 75 is malfunctioning may be performed.

On the other hand, the hybrid ECU 610
Determines that the timing belt 131 is disconnected when it is determined that the engine speed Ne is smaller than the predetermined value N2 (step S130: Yes) (step S130).
140). That is, when the engine speed Ne is smaller than the predetermined value N2 corresponding to the idling speed,
This means that the engine 10 has not been started, and it can be concluded that the timing belt 131 has been cut off, together with the fact that the motor speed Nm is greater than the predetermined value N1.

Next, the hybrid ECU 610 executes a start control process for reducing or eliminating the influence of the cutting of the timing belt 131 on the operation of the vehicle. First, the hybrid ECU 610 executes the start of the engine 10 by the drive motor 20 instead of the start of the engine 10 by the accessory drive motor 14 (S150).

Here, an example of a method of starting the engine 10 by the driving motor 20 will be described. The hybrid ECU 610 selects an engine start mode in which the first and second clutches 32 and 34 are released and the brake 35 is engaged as the operation mode of the planetary gear device 30. In this engine start mode, the rotation of the ring gear 36 is prohibited by the engagement of the brake 35, so that the drive motor 2
The rotation of the 0 rotor is transmitted to the crankshaft 11. Thus, the crankshaft 11 is rotated by the drive motor 20 and the engine ECU 620
As a result, injection of a required fuel amount and ignition processing at a predetermined timing are executed, whereby the engine 10 is started.

Returning to FIG. 5, the hybrid ECU 610 sets a flag for prohibiting the automatic stop of the engine 10 (S160). The automatic stop of the engine 10 means stopping engine combustion when the vehicle is stopped by a so-called idling stop process, or stopping the combustion of the engine 10 while the vehicle is running and switching to vehicle running only by the drive motor 20. . In the present processing routine, when the timing belt 131 is cut, a process of starting the engine 10 by using the drive motor 20 instead is executed (see step S150). However, the drive motor 20 is connected to the engine 10 via the planetary gear unit 30.
, It takes more time to start the engine 10 than when the engine is started by the accessory drive motor 14 via the timing belt 131. Also, originally,
Since the drive motor 20 does not assume that the engine 10 is started, it is not preferable to use the drive motor 20 regularly for starting the engine. Furthermore, the rotating ring gear 36 must be stopped by the brake 35 while the vehicle is running (engine start mode), and the vehicle may vibrate with the stop of the ring gear 36. Therefore, a process for inhibiting the automatic stop of the engine 10 until the timing belt 131 is replaced is executed.

Finally, the hybrid ECU 610 notifies the instrument panel 76 that the timing belt 131 has been cut.
(Step S170). This announcement,
For example, the processing is executed via a warning lamp, a centralized information display device, or the like. In the present embodiment, the timing belt 13
When the motor 1 is disconnected, the engine 10 is started by the drive motor 20, so that the driver may not notice the disconnection of the timing belt 131. However, by notifying through the instrument panel 76, it is possible to notify the driver that the timing belt 131 has been cut, and to prompt replacement of the timing belt 131.

As described above, according to the start control apparatus according to the first embodiment, when the engine 10 is started by the accessory drive motor 14, the motor speed Nm of the accessory drive motor 14 is used. Since the cutting of the timing belt 131 is determined, the cutting of the timing belt 131 can be quickly determined at a very early stage of the start-up process of the engine 10. After the timing belt 131 is determined to be cut, the driving motor 20 drives the engine 10.
After starting the engine 10 without being affected by the cutting of the timing belt 131,
The vehicle can run. Furthermore, since the starting of the engine 10 by the accessory driving motor 14 is prohibited,
Waste of the battery 210 can be avoided. Also,
If it is determined that the timing belt 131 has been cut,
Since intermittent operation such as idling stop (operation stop of the engine 10) is prohibited, the engine 10 does not need to be restarted by the accessory driving motor 14 via the timing belt 131 during running of the vehicle. A situation in which the vehicle cannot be driven due to the disconnection can be eliminated. Further, the second motor speed sensor 7
Since the timing belt 131 is determined to be cut based on the detection result of the engine speed sensor 70 in addition to the determination based on the detection result of No. 5, an erroneous determination due to a malfunction of the second motor speed sensor 75 can be avoided. At the same time, an operation failure of the second motor speed sensor 75 can be detected.

Second Embodiment In the first embodiment, it is determined whether or not the timing belt 131 has been cut using the motor speed Nm of the auxiliary drive motor 14 and the engine speed Ne of the engine 10. Although the determination has been made, the determination as to whether or not the timing belt 131 has been cut may be executed using the motor drive current Im and the engine speed Ne instead of the motor speed Nm. The determination process in such a case will be described with reference to FIGS. FIG. 12 is a flowchart showing a part of the timing belt cutting determination process using the motor drive current Im. FIG. 13 shows (A) the accessory driving motor 1 with respect to time.
4 is a graph schematically showing a relationship between a motor drive current (A) and an engine speed (rpm) of FIG. In addition,
The drive current I is used instead of the rotation speed Nm of the accessory drive motor 14.
Except for the use of m, the timing belt cutting determination process and the start control process described above with reference to FIG. Also in this embodiment, the configuration of the vehicle used in the first embodiment is used, and the description of the configuration is omitted by attaching the same reference numerals.

From hybrid ECU 610 to engine 1
When a start request of 0 is made, this processing routine starts.
The hybrid ECU 610 requests the engine ECU 620 to start the engine 10 and requests the accessory drive motor ECU 630 to start the accessory drive motor 14. After the operation of the accessory drive motor 14 is started, the hybrid ECU 610 acquires the drive current Im of the accessory drive motor 14 via the accessory drive motor ECU 630 at the timing T1 shown in FIG. S200). The hybrid ECU 610 determines whether or not the obtained motor drive current Im is smaller than the predetermined value I1 (step S210), and if it determines that the motor drive current Im is equal to or more than the predetermined value I1 (step S210).
210: No), it is determined that the timing belt 131 has not been cut, and the present processing routine is terminated and the process returns to the vehicle control main routine. This determination is made when the timing belt 131 is not cut and the output shaft of the accessory drive motor 14 drives the crankshaft 11 of the engine 10, and the accessory drive motor 14
Output a large torque necessary to rotate the motor at an idling rotational speed higher than the idling rotational speed.
When the motor 31 is disconnected, a small torque is output, which is based on the fact that the output torque is proportional to the motor drive current. Usually, a value of about 10 A is used as the value of the predetermined value I1 because a drive current of about 50 A is required when the engine 10 is started.

On the other hand, the hybrid ECU 610
If it is determined that the motor drive current Im is smaller than the predetermined value I1 (step S210: Yes), the engine speed N detected by the engine speed sensor 70
e is acquired at the timing of T2 shown in FIG. 13 (step 220). If the driving current Im of the driving accessory motor 14 is smaller than the predetermined value I1,
Is rotating under no load. However, since it is conceivable that the current sensor for detecting the drive current of the auxiliary drive motor 14 may malfunction, the disconnection of the timing belt 131 is not immediately determined, but the confirmation based on the engine speed Ne described below is performed. Execute the process.

The hybrid ECU 610 determines whether or not the acquired engine speed Ne is smaller than a predetermined value N2 (step S230). If it is determined that the engine speed Ne is equal to or more than the predetermined value N2 (step S230). S23
0: No), it is determined that the timing belt 131 has not been cut, and the present processing routine is terminated, and the process returns to the vehicle control main routine. This determination is made if the engine 10 is started as described above,
Is based on the fact that the engine rotation speed Ne detected by the above shows a value larger than the idling rotation speed. If the engine speed Ne is larger than the predetermined value N2, it is merely a malfunction of the motor drive current sensor, and it can be concluded that the timing belt 131 is not cut. It should be noted that notification that the motor drive current sensor is malfunctioning may be performed via the instrument panel 76.

On the other hand, the hybrid ECU 610
Determines that the timing belt 131 is disconnected when it is determined that the engine speed Ne is smaller than the predetermined value N2 (step S230: Yes) (step S230).
240). That is, when the engine speed Ne is smaller than the predetermined value N2 corresponding to the idling speed,
This means that the engine 10 has not started, and together with the fact that the motor drive current Im is smaller than the predetermined value I1,
It can be concluded that the timing belt 131 is cut. The following processing is the timing belt cutting determination processing and the start control processing described above (steps S150 to S150).
This is the same as (S170).

As described above, according to the start control apparatus according to the second embodiment, when the engine 10 is started by the accessory drive motor 14, the motor drive current Im for the accessory drive motor 14 is used. Timing belt 13
Since the disconnection of the timing belt 131 is determined, it is possible to quickly determine the disconnection of the timing belt 131 at an extremely early stage of the starting process of the engine 10. Timing belt 1
Since the engine 10 is started by the driving motor 20 after the determination of the disconnection of the engine 31, the vehicle can be driven after the engine 10 is started without being affected by the disconnection of the timing belt 131. Further, since the starting of the engine 10 by the accessory driving motor 14 is prohibited, the battery 210 can be prevented from being wasted. If the timing belt 131 is determined to be cut off, intermittent operation such as idling stop (stop of operation of the engine 10) is prohibited. Accordingly, it is not necessary to restart the engine 10, and it is possible to eliminate a situation in which the vehicle cannot be driven due to the cutting of the timing belt 131. Furthermore, since the disconnection of the timing belt 131 is determined based on the detection result of the engine speed sensor 70 in addition to the determination based on the detection result of the driving current sensor, erroneous determination due to a malfunction of the driving current sensor can be avoided. At the same time, it is possible to detect a malfunction of the drive current sensor.

Other Embodiments In the first and second embodiments, the timing belt 13
1 is a pulley 125 of the engine 10 and an auxiliary drive motor 1
4 and the timing belt 13
Although the case where 2 is mounted on the pulley 125 of the engine 10 and the pulley 124 of the accessory 12 has been described, the timing belt may be mounted as shown in FIG. FIG. 12 is a conceptual diagram showing another arrangement relationship between the timing belt, the engine, the accessory, and the accessory driving motor. In this arrangement, the timing belt 131 is connected to the engine 10, the accessory driving motor 14, and the accessory 12 (12
2, 123) are mounted on the pulleys 124, 125, 126, and the timing bell 133 is mounted on the pulley 127 of the engine 10 and the timing pulley 128 of the water pump 121. According to this configuration, even if the timing belt 131 is cut, the water pump 12
The engine 1 and the engine 10 are connected via a timing belt 133, so that the vehicle can be continuously driven using the engine 10 as a power source.

In each of the above embodiments, the timing belt is
Although the case in which the book is provided has been described, the present invention relates to FIG.
As shown in FIG. 2, the present invention is also applicable to a case where one timing belt 132 is mounted. When one timing belt 132 is mounted on the pulley 125 of the crankshaft 11 of the engine 10, the pulley 126 of the output shaft of the accessory drive motor 14, and the pulley 124 of the accessory 12, the accessory drive motor 14 By engine 1
0 not only cannot be started, but also
Drive also becomes impossible. In such a case, since the water pump 121 does not operate, the engine 10 may not be sufficiently cooled. Therefore, the vehicle is driven only by the drive motor 20 instead of the process of starting the engine 10 by the drive motor 20 in the first and second embodiments. Alternatively, the engine 10 is started and stopped within a range where the cooling water temperature does not exceed a predetermined upper limit, and the vehicle is driven together with the drive motor 20 or only by the engine 10. In this case, the vehicle can be driven to the nearest maintenance shop or the like to replace the timing belt 131. In starting the engine 10, the drive motor 20 is used as described in the first and second embodiments. As the predetermined upper limit for determining the cooling water temperature, a maximum temperature threshold during normal driving may be used, or a threshold higher than the maximum temperature threshold during normal driving may be used. . When the water pump 121 is not operating, the cooling water temperature becomes higher than normal. Therefore, by using a threshold higher than the maximum temperature threshold during normal running, the operable temperature of the engine 10 is temporarily reduced. The range can be expanded and the engine 10 can be operated.

While the vehicle start control device according to the present invention has been described based on several embodiments of the present invention,
The embodiments of the present invention described above are intended to facilitate understanding of the present invention, and do not limit the present invention.
The present invention can be modified and improved without departing from the spirit and scope of the claims, and it is needless to say that the present invention includes equivalents thereof.

For example, in each of the above embodiments, the output of the output shaft of the crankshaft 11 and the output shaft of the accessory driving motor 14 is transmitted to the input shaft of the accessory 12 via the timing belt 132. A timing chain may be used as a power transmission band instead of 132. When a timing chain is used, a sprocket is used instead of a pulley. In such a case,
By applying the present invention, the disconnection of the timing chain can be determined, and the influence of the timing chain disconnection, such as the inability to start the engine, can be avoided.

Further, in each of the above embodiments, the engine speed Ne is verified by verifying the engine speed Ne in addition to verifying the motor speed Nm and the motor drive current Im of the accessory driving motor 14.
The erroneous determination of disconnection of the timing belts 131 and 132 due to malfunction of the motor speed sensor 75 and the drive current sensor is reduced. In addition, a defect of the engine speed sensor 70 may be verified. As a means for verifying the failure of the engine speed sensor 70, for example, a cam angle sensor is used to detect the cam angular speed, and the engine speed is detected despite the fact that the cam angular speed to be obtained when the engine is idling is detected. If the number is low, it can be determined that the engine speed sensor 70 is malfunctioning. Alternatively, when the engine speed is low despite the large motor drive current, it can be determined that the engine speed sensor 70 is malfunctioning.

In each of the above embodiments, the CVT4 is used as the transmission.
Although 0 was used, a manual transmission or an automatic stepped transmission may be used instead of the CVT 40. In any case, by combining with an electric torque converter, the same advantage as that obtained by using the CVT 40 can be obtained.

In each of the above embodiments, the timing belt 13
When the vehicle 1 is disconnected, the engine 10 is started using the vehicle drive motor 20, but the engine 10 is started using the ring gear connected to the output shaft of the engine 10 via the gear. 10 may be started. This is because the engine 10 can be started even in such a case.

In each of the above embodiments, the vehicle is started by outputting the required torque only by the drive motor 20 or only by the engine 10 at the time of starting the vehicle. The vehicle may be started by outputting the required torque by the drive motor 20. When the required torque at the time of starting the vehicle exceeds the outputtable torque of the drive motor 20, a torque corresponding to the required torque can be output.

In each of the above embodiments, the present invention has been described based on a hybrid vehicle including the engine 10 and the vehicle driving motor 20 as power sources of the vehicle. However, the present invention relates to an engine 10 having a so-called idling stop function.
It can also be applied to vehicles having only one. In such a case, the ECU that controls the idling stop, instead of the hybrid ECU 610, may execute processes such as prohibiting the operation of the auxiliary drive motor 14 and prohibiting the automatic stop of the engine 10.

[Brief description of the drawings]

FIG. 1 is a block diagram illustrating a schematic configuration of a vehicle to which a first embodiment is applied.

FIG. 2 is a conceptual diagram showing an arrangement relationship between a timing belt used in a first embodiment, an engine, an accessory, and an accessory driving motor.

FIG. 3 is an explanatory diagram illustrating a control system of the vehicle according to the first embodiment.

FIG. 4 shows a first example of each operation mode of the planetary gear device 30.
FIG. 9 is an explanatory diagram showing a relationship between engaged / disengaged states of second clutches 32 and 34 and brake 35 and shift positions.

FIG. 5 is a flowchart showing a processing routine executed when a start switch is turned on.

FIG. 6 is a flowchart illustrating a control processing routine of an engine and a drive motor executed when the vehicle starts.

FIG. 7 is a flowchart illustrating a control processing routine of an engine and a driving motor executed when the vehicle is running.

FIG. 8 is a flowchart showing a control processing routine of the engine and the driving motor, which is executed when the vehicle is running following step S40 of FIG. 7;

FIG. 9 is a flowchart showing a control processing routine of the engine and the drive motor, which is executed during the running of the vehicle following step S42 in FIG. 7;

FIG. 10 is a flowchart showing a processing routine executed in a timing belt cutting determination process and a start control process according to the first embodiment.

FIG. 11 is a graph schematically showing a relationship between (A) a motor rotation speed of an accessory driving motor and (B) an engine rotation speed with respect to time.

FIG. 12 is a flowchart showing a processing routine executed in a timing belt cutting determination process and a start control process according to the second embodiment.

FIG. 13 is a graph schematically showing the relationship between (A) the motor drive current of the accessory drive motor and (B) the engine speed with respect to time.

FIG. 14 is a conceptual diagram showing an arrangement relationship between a timing belt used in another embodiment, an engine, an auxiliary device, and an auxiliary device driving motor.

FIG. 15 is a conceptual diagram showing an arrangement relationship between one timing belt used in another embodiment, an engine, an accessory, and an accessory driving motor.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 10 ... Engine 11 ... Crank shaft 12 ... Auxiliary equipment 14 ... Auxiliary equipment drive motor 15 ... One-way clutch 20 ... Driving motor 21 ... Rotor 30 ... Planetary gear device 31 ... Sun gear 32 ... First clutch 33 ... Carrier 34 ... Second Clutch 35 Brake 36 Ring gear 37, 38 Pinion gear 40 Continuously variable transmission (CVT) 41 Input pulley 42 Output pulley 43 Transmission belt 44 Hydraulic actuator 50 Drive shaft 51 Differential gear 52 Axle 53 ... wheels 60 ... control unit 70 ... engine speed sensor 71 ... first motor speed sensor 72 ... vehicle speed sensor 73 ... shift position sensor 74 ... accelerator opening degree sensor 75 ... second motor speed sensor 76 ... instrument panel 121 ... Water pump 122 ... air Down compressor 123 ... power steering pump 131 ... first timing belt 132 ... second timing belt 200, 220 ... inverter 210 ... battery 610 ... hybrid ECU 620 ... engine ECU 630 ... accessory drive motor ECU 640 ... Transmission ECU

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁷ Identification symbol FI Theme coat ゛ (Reference) F02B 67/00 F02B 77/00 R 77/00 F02D 29/02 D F02D 29/02 KL 321B 321 29 / 04 B 29/04 F02N 11/04 D F02N 11/04 11/08 X 11/08 B60K 9/00 E (72) Inventor Takanori Moriya 1 Toyota Town, Toyota City, Aichi Prefecture Toyota Motor Corporation F-term ( 3G093 AA06 AA07 BA04 BA24 CA02 CB14 DA01 DA06 DB01 DB05 DB11 DB12 DB20 EA01 EB00 EB02 FA11 FA12 FB05 5H115 PA08 PA14 PC06 PG04 PI16 PI29 PO02 PO06 PO17 PU01 PU22 PU24 PU25 PV09 QA01 QE01 QE10 QE01 TB04 TI02 TO12 TO21 TO30 TR06 TR20 TW10 TZ07 UB05

Claims (23)

[Claims] A power transmission band for transmitting power output from an output shaft of the internal combustion engine and an output shaft of the auxiliary device driving motor to an input shaft of the auxiliary device, wherein the auxiliary device driving electric motor is provided when the internal combustion engine is stopped. A start control device for a vehicle that drives an auxiliary machine by using an electric motor for driving the auxiliary machine, the internal combustion engine starting means for starting the internal combustion engine, and determining that the power transmission band is disconnected when the internal combustion engine is started. Power transmission band disconnection determining means, and start processing changing means for changing the internal combustion engine start processing by the internal combustion engine starting means when the power transmission band disconnection determining means determines that the power transmission band is disconnected. A start control device comprising: 2. The start control device according to claim 1, further comprising a drive current detector for detecting a drive current of the auxiliary drive motor, wherein the power transmission band disconnection determination unit includes the drive current detector. A starting control device for determining whether to cut off the power transmission band based on the driving current detected by the starting control device. 3. The start control device according to claim 2, wherein the power transmission band disconnection determination means is configured to determine that the drive current detected by the drive current detector is equal to or less than a predetermined value to be detected during operation of the internal combustion engine. A start control device that determines that the power transmission band is disconnected in the case. 4. The start control device according to claim 3, further comprising: an internal combustion engine speed detector for detecting an output shaft speed of the internal combustion engine; A starting control device that determines that the power transmission band is disconnected when the internal combustion engine rotation speed detected by the internal combustion engine rotation speed detector is equal to or less than the operating rotation speed of the internal combustion engine, in addition to the determination based on the internal combustion engine rotation speed detector. 5. The start control device according to claim 1, further comprising: a motor rotation speed detector for detecting a rotation speed of the auxiliary device driving motor, wherein the power transmission band disconnection determination unit includes the motor rotation speed. A start control device that determines disconnection of the power transmission band based on a motor rotation speed detected by a detector. 6. The starting control device according to claim 5, wherein the power transmission band disconnection determining means is configured to determine the motor speed detected by the motor speed detector to be a predetermined value to be detected during operation of the internal combustion engine. In the above case, a start control device that determines that the power transmission band is disconnected. 7. The start control device according to claim 6, further comprising: an internal combustion engine speed detector for detecting an output shaft speed of the internal combustion engine; A start control device that determines that the power transmission band is disconnected when the internal combustion engine speed detected by the internal combustion engine speed detector is equal to or less than the operating speed of the internal combustion engine. 8. The start control device according to claim 1, wherein the vehicle has a vehicle drive motor coupled to the internal combustion engine for driving the vehicle. A start control unit that starts the internal combustion engine by the vehicle drive motor when the power transmission band disconnection determination unit determines that the power transmission band is disconnected. 9. The starting control device according to claim 1, further comprising a starting motor connected to a drive shaft of the internal combustion engine via a gear. A start control device for starting the internal combustion engine by the starting motor when the power transmission band disconnection determination unit determines that the power transmission band is disconnected. 10. The start control device according to claim 1, wherein the power transmission band is provided between an output shaft of the auxiliary drive motor and an output shaft of the internal combustion engine. A first power transmission band mounted on the vehicle, and a second power transmission band mounted on an output shaft of the internal combustion engine and an input shaft of the auxiliary device. When the first power transmission band is determined to be disconnected by the power transmission band determination unit, the start processing change unit determines that the internal combustion engine is intermittent. Start control device that prohibits operation. 11. The starting control device according to claim 1, wherein the power transmission band is disconnected by the power transmission band disconnection determination unit. A start control device for stopping the operation of the electric motor for driving the auxiliary equipment when it is determined that 12. The starting control device according to claim 1, wherein the starting process changing means determines that the power transmission band is disconnected. A start control device for notifying that the power transmission band is disconnected. 13. A vehicle having an auxiliary device driving motor for driving an auxiliary device when the operation of the internal combustion engine is interrupted, comprising: an output shaft of the internal combustion engine, an input shaft of the auxiliary device, and a motor for driving the auxiliary device. A power transmission band that is mounted on an output shaft of the electric motor and transmits power output from each of the output shafts to the input shaft; and when the internal combustion engine is started, the internal combustion engine is driven using an auxiliary machine driving electric motor. Internal combustion engine starting means for starting; power transmission band disconnection determination means for determining disconnection of the power transmission band when the internal combustion engine is started; and determination that the power transmission band is disconnected by the power transmission band disconnection determination means. A start processing changing means for changing a start processing of the internal combustion engine by the internal combustion engine starting means when the start is performed. 14. The vehicle according to claim 13, further comprising a vehicle drive motor coupled to the internal combustion engine for driving the vehicle, wherein the starting process changing unit determines the power transmission band disconnection determination. A vehicle in which the internal combustion engine is started by the vehicle drive motor when it is determined by the means that the power transmission band is disconnected. 15. The vehicle according to claim 13, further comprising: a starting motor that is connected to a drive shaft of the internal combustion engine via a gear and that starts the internal combustion engine when the vehicle starts operating. A start control device for starting the internal combustion engine by the starting motor when the power transmission band disconnection determining means determines that the power transmission band is disconnected. 16. The vehicle according to claim 13, wherein the power transmission band is a first power transmission band mounted on an output shaft of the auxiliary drive motor and an output shaft of the internal combustion engine. A second power transmission band mounted on an output shaft of the internal combustion engine and an input shaft of the auxiliary device, wherein the power transmission band disconnection determination means determines disconnection of the first power transmission band; A vehicle for prohibiting intermittent operation of the internal combustion engine when the power transmission band disconnection determining unit determines that the first power transmission band is disconnected. 17. The vehicle according to claim 13, wherein the start-up process changing unit is configured to drive the auxiliary device when the power transmission band disconnection determination unit determines that the power transmission band is disconnected. A vehicle that stops the operation of the electric motor. 18. The vehicle according to claim 13, wherein, when it is determined that the power transmission band is disconnected, the start-up processing change unit notifies that the power transmission band is disconnected. Vehicle. 19. A power transmission band for transmitting power output from an output shaft of an internal combustion engine and an output shaft of an auxiliary device driving electric motor to an input shaft of the auxiliary device, wherein the auxiliary device driving electric motor is provided when the internal combustion engine is stopped. A method for determining the disconnection of a power transmission band in a vehicle that drives an auxiliary machine, comprising: detecting a drive current of the electric motor for driving the auxiliary machine; and detecting the detected drive current during operation of the internal combustion engine. A method for determining that the power transmission band is disconnected when the value is equal to or less than a predetermined value. 20. A power transmission band for transmitting power output from an output shaft of an internal combustion engine and an output shaft of an auxiliary device driving electric motor to an input shaft of the auxiliary device, and the auxiliary device driving electric motor when the internal combustion engine is stopped. A method for determining the disconnection of a power transmission band in a vehicle that drives an auxiliary machine, comprising: detecting a rotation speed of the auxiliary drive motor; and detecting the detected motor rotation speed during the operation of the internal combustion engine. A method of determining that the power transmission band is disconnected when the power transmission band is equal to or larger than a predetermined power value. 21. The method according to claim 19, further comprising: detecting a drive shaft speed of the internal combustion engine; and determining the detected speed of the internal combustion engine during operation of the internal combustion engine. A method of determining that the power transmission band is disconnected when the rotation speed is equal to or less than the rotation speed. 22. A power transmission band for transmitting power output from an output shaft of an internal combustion engine and an output shaft of an auxiliary device driving motor to an input shaft of the auxiliary device, and the auxiliary device driving electric motor when the internal combustion engine is stopped. A disconnection determination device that determines disconnection of a power transmission band in a vehicle that drives an auxiliary machine, wherein the drive current detector detects a drive current of the auxiliary drive motor, and the drive current detector detects the drive current. A disconnection determination device comprising: the power transmission band disconnection determiner that determines disconnection of the power transmission band based on a driving current. 23. A power transmission band for transmitting power output from an output shaft of an internal combustion engine and an output shaft of an auxiliary device driving electric motor to an input shaft of the auxiliary device, and the auxiliary device driving electric motor when the internal combustion engine is stopped. A disconnection determination device that determines a disconnection of a power transmission band in a vehicle that drives an auxiliary device by using a motor rotation speed detector that detects a rotation speed of the auxiliary driving motor; And a power transmission band disconnection determiner that determines disconnection of the power transmission band based on the obtained motor rotation speed.