JP2001177908A - Vehicle having intermittent operating function of internal combustion engine and start controller used for the vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To unite an internal combustion engine and an auxiliary machine drive motor with a low-cost clutch mechanism having a simple construction, and to reduce shakings, vibrations, etc., which are caused when the internal combustion engine and the auxiliary machine drive motor are relinked with the clutch mechanism. SOLUTION: Around an engine 10, an auxiliary machine 12, and an auxiliary- machine drive motor 14 for driving the auxiliary machine 12 on the occasion of operation interruption of the engine 10, when the vehicle temporarily stop and so on, such as a stop by a signal, etc., are arranged. To the output shaft of the drive motor 14, a pulley is attached with a one-way clutch 15 in-between. A one-way clutch 15 has a property of linking, when it is in the direction for the drive motor 14 to output drive force, and a property of releasing, when it is in the direction for the driving motor 14 to be driven.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle having an intermittent operation function of an internal combustion engine and a start control device used for the vehicle.

[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 fan 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 fan belt. The power output from the output shaft is transmitted to the input shaft of the accessory via a fan belt.

[0003] Such a vehicle, especially a hybrid vehicle, has a configuration in which, 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 fan belt to start the internal combustion engine. is there. Further, in order to avoid undesired interlocking of the auxiliary drive motor during operation of the internal combustion engine, a technique of arranging an electromagnetic clutch between the internal combustion engine and the auxiliary drive motor has been proposed. According to this technique, the auxiliary driving motor can be arbitrarily disconnected from the driving system formed by the fan belt.

[0004]

However, the electromagnetic clutch has a problem that the structure is complicated and a control circuit for controlling the electromagnetic coil needs to be provided, which increases the cost. Further, in the conventional technique of simply releasing and joining the accessory driving motor and the internal combustion engine by the clutch mechanism, the rotation speed of the accessory driving motor is reduced immediately after the internal combustion engine is stopped. Since the engine speed does not immediately decrease, there is a problem in that when the rotation speed of the accessory driving electric motor and the internal combustion engine is high, reconnection of the two occurs, causing shock, shaking, vibration, and the like.

SUMMARY OF THE INVENTION The present invention has been made to solve the above problems, and has as its object to connect an internal combustion engine and an electric motor for driving an auxiliary machine by a clutch mechanism having a simple structure and a low cost. It is another object of the present invention to reduce shaking, vibration, and the like that occur when the clutch mechanism rejoins the internal combustion engine and the electric motor for driving auxiliary equipment.

[0006]

Means for Solving the Problems and Actions and Effects Therefor To solve the above problems, a first aspect of the present invention provides a vehicle having an intermittent operation function of an internal combustion engine. A vehicle according to a first aspect includes an internal combustion engine, a first output shaft that outputs power of the internal combustion engine, an electric motor that starts the internal combustion engine, a second output shaft that outputs power of the electric motor, Power transmission means mounted on the first and second output shafts and transmitting the output of the second output shaft to the first output shaft; and interposed between the second output shaft and the power transmission means When the rotation speed of the internal combustion engine is higher than the rotation speed of the electric motor, the connection between the second output shaft and the power transmission means is released, and the rotation speed of the internal combustion engine is reduced by the rotation speed of the electric motor. When the number is lower than the number, a one-way clutch to which the connection between the second output shaft and the power transmission means is connected is provided.

According to the first aspect of the present invention, when the rotation speed of the internal combustion engine is higher than the rotation speed of the electric motor, the connection between the second output shaft and the power transmission means is released, and the rotation speed of the internal combustion engine is reduced. When the rotation speed is lower than the rotation speed of the electric motor, a one-way clutch for connecting the second output shaft to the power transmission means is provided. Therefore, the structure of the internal combustion engine and the auxiliary driving motor can be simplified and the cost can be reduced. They can be connected by a clutch mechanism.

The first aspect of the present invention further comprises a start determining means for determining the start of the internal combustion engine, and after the start determining means determines the start of the internal combustion engine, the rotational speed of the electric motor is increased to a predetermined value. Motor control means for reducing the number of motors. Here, the predetermined rotation speed is
The engagement speed of the one-way clutch may be released for an internal combustion engine rotation speed lower than the own rotation speed of the internal combustion engine, or may be an internal combustion engine rotation speed lower than the idling rotation speed of the internal combustion engine. The rotation speed of the electric motor at which the engagement of the one-way clutch is released may be used. In such a case, the rotational speed at which the one-way clutch is engaged can be reduced, thereby reducing the shock, shaking, vibration, and the like that occur when the clutch mechanism rejoins the internal combustion engine and the electric motor for driving auxiliary equipment. can do.

A first aspect of the present invention further comprises a drive current detecting means for detecting a drive current of the electric motor, wherein the start determination means is configured to detect the drive current based on the drive current detected by the drive current detection means. It can be determined whether or not has started. Further, the first aspect of the present invention further comprises a motor rotation speed detecting means for detecting a rotation speed of the electric motor, wherein the start determination means is configured to detect the rotation speed of the motor based on the motor rotation speed detected by the motor rotation speed detection means. It can be determined whether or not the internal combustion engine has started. In such a case, the first explosion of the internal combustion engine can be quickly detected, and the rotation speed of the electric motor can be reduced more quickly.

[0010] The first aspect of the present invention can further include a motor for driving a vehicle as a power source. In the first aspect of the present invention, the one-way clutch may be a centrifugal separation type clutch, and the one-way clutch may be incorporated in the electric motor. In the first aspect of the present invention, the power transmission means may be a transmission belt.

[0011] A second aspect of the present invention provides a vehicle having an intermittent operation function of an internal combustion engine. A vehicle according to a second aspect includes an internal combustion engine, an electric motor that starts the internal combustion engine,
While disposed between the internal combustion engine and the electric motor,
When the rotation speed of the internal combustion engine is higher than the rotation speed of the electric motor, the connection between the internal combustion engine and the motor is released, and when the rotation speed of the internal combustion engine is lower than the rotation speed of the electric motor, A one-way clutch to which the connection between the internal combustion engine and the electric motor is connected.

According to the second aspect of the present invention, when the rotation speed of the internal combustion engine is higher than the rotation speed of the electric motor, the connection between the internal combustion engine and the motor is released, and the rotation speed of the internal combustion engine is reduced. When the number is lower than the number, a one-way clutch is provided to connect the connection between the internal combustion engine and the electric motor, so that the internal combustion engine and the auxiliary driving motor can be connected by a simple and low-cost clutch mechanism. .

A third aspect of the present invention provides a start control device for a vehicle having an intermittent operation function of an internal combustion engine in which the internal combustion engine and the electric motor are connected via a one-way clutch and the internal combustion engine is started by the electric motor. I do. A start control device according to a third aspect of the present invention includes: a start determination unit configured to determine the start of the internal combustion engine; and a control unit that determines a rotation speed of the electric motor after the start determination unit determines the start of the internal combustion engine. Motor control means for reducing the number of rotations to the number of rotations.

According to the third aspect of the present invention, after the start of the internal combustion engine is determined, the rotational speed of the electric motor is reduced to the predetermined rotational speed by the electric motor control means. Can be lowered,
Shock, shaking, vibration, and the like, which are generated when the clutch mechanism rejoins the internal combustion engine and the auxiliary driving electric motor, can be reduced.

In a third aspect of the present invention, the predetermined rotational speed is a rotational speed of the electric motor at which the one-way clutch is disengaged from an internal combustion engine rotational speed lower than an idling rotational speed of the internal combustion engine. May be. In such a case, it is possible to further reduce impact, shaking, vibration, and the like that occur when the clutch mechanism rejoins the internal combustion engine and the electric motor for driving auxiliary equipment. Further, a third aspect of the present invention further includes a drive current detecting means for detecting a drive current output to the electric motor, wherein the start determination means is based on the drive current detected by the drive current detection means. Thus, it can be determined whether or not the internal combustion engine has started. In such a case, the first explosion of the internal combustion engine can be quickly detected, and the rotation speed of the electric motor can be reduced more quickly.

[0016]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, a vehicle having an intermittent operation function of an internal combustion engine according to the present invention will be described based on embodiments.

Referring to FIGS. 1 and 2, a schematic configuration of a vehicle in which the start control device of the present 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. Figure 2 shows the transmission belt and engine,
It is a conceptual diagram which shows the arrangement | positioning relationship between an accessory and an accessory drive 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 for mechanically distributing 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. One-way clutch 1
5, a sprag, such as a ball, a roller, and a cocoon-type top, which bites in only one direction between the driving side and the driven side, a ratchet, a cam, and a coil spring wound around a shaft Those utilizing the tightening force are included. In addition, the one-way clutch 15 includes a centrifugal separation type clutch which is engaged by a centrifugal force. A transmission belt 131 for starting the engine 10 by the accessory drive motor 14 is provided on the pulley 125 of the engine 10 and the pulley 126 of the accessory drive motor 14.
Is mounted. The pulley ratio between the pulley 125 and the pulley 126 is generally about 2 to 3. Each pulley 124,
A transmission belt 132 is mounted on the transmission belt 125, and the output of the engine 10 is transmitted through the transmission belt 132 to the auxiliary device 12.
, And the output of the accessory driving motor 14 is transmitted to the power input shaft of the accessory 12 via the transmission belt 131 and the transmission belt 132. As the transmission belt, a so-called V-belt having a trapezoidal cross-sectional shape,
Alternatively, a so-called V-rib belt, which is thinner and wider than the V-belt and has a plurality of V-shaped grooves formed along the rotation direction, is used.

When the engine 10 is operating, the water pump 121, the air conditioner compressor 122 and the power steering pump 1 are driven by the engine 10 (crankshaft 11) via the transmission belt 132.
23 is driven. At this time, the one-way clutch 15 is released because the rotation speed of the crankshaft 11 exceeds the output shaft rotation speed (non-driving state) of the accessory driving motor 14. Therefore, the accessory driving motor 14 is
It is not driven to rotate by 0, does not function as a generator, and does not generate undesired power.
On the other hand, when the engine 10 is not performing the combustion operation, the accessory drive motor 14 operates to drive the accessory 12. That is, since the rotation speed of the output shaft of the accessory driving motor 14 exceeds the rotation speed of the crankshaft 11, the one-way clutch 15 is engaged, and the water pump 121, the air conditioner, and the air conditioner are transmitted via the transmission belt 131, the crankshaft 11, and the transmission belt 132. Compressor 122 and power steering pump 123 are used to drive auxiliary equipment motor 1
4 driven. At this time, crankshaft 1
1 rotates not as a drive shaft but as a driven shaft. The one-way clutch 15 is connected to the crankshaft 11
And the transmission belt 131.

As described above, by providing the one-way clutch 15 as a clutch mechanism for connecting the engine 10 and the accessory drive motor 14, the accessory drive motor 14 is provided.
When the engine 10 drives the engine 10 (crankshaft 11), the crankshaft 11 is connected to the output shaft of the auxiliary machine driving motor 14, and when the engine 10 is operating, the crankshaft 11 is connected to the auxiliary machine. The connection of the drive motor 14 to the output shaft can be released. In addition, the one-way clutch 15 has the advantages that the structure is simpler than the electromagnetic clutch, does not require a special control circuit, and is more inexpensive.

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 driving 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 multi-plate hydraulic clutches that are joined by a plurality of mutually superposed clutch plates being pressed 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 a steel belt 43 mounted on both pulleys 41 and 42. Input side pulley 41
The output side pulley 42 is provided with a hydraulic actuator, and the outer diameter of the steel belt 43 is changed according to the driving state of the vehicle. Thus, the pulley ratio is changed by changing the groove width of each pulley 41, 42, and a desired reduction ratio is realized. The shaft of the input side pulley 41 is connected to the ring gear 36 via the second clutch 34 as described above, and is connected to the sun gear 31 via the first clutch 32. Output side pulley 42
Is connected to the drive shaft 50, and the driving force output from the output pulley 42 is transmitted to the wheels 53 via the drive shaft 50, the differential gear 51, and the axle 52.

Next, a control system of the vehicle according to this 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 control processing of the accessory driving motor 14 which is executed after the engine 10 is started.

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.
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. After the engine 10 is started, the hybrid ECU 6
On the basis of the command from the control unit 10, control such as reducing the number of rotations of the auxiliary drive motor 14 is executed.

The transmission ECU 640 is connected to the vehicle speed sensor 72 and the 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 described with reference to FIGS. 1 to 4 and FIGS. 5 and 6.
This will be briefly described with reference to the flowchart of FIG. FIG. 4 shows the first and second modes of the planetary gear device 30 in each operation mode.
FIG. 4 is an explanatory diagram showing a relationship between engaged / disengaged states of clutches 32 and 34 and brake 35 and shift positions. FIG. 5 is a flowchart showing a processing routine executed when the start switch is turned on. FIG. 6 shows when the vehicle starts.
5 is a flowchart illustrating a control processing routine of the engine 10 and the drive motor 20 executed during traveling of the vehicle.

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. Thus, necessary accessories are driven via the transmission belt 132. Thereafter, the hybrid ECU 610 exits this processing routine and returns to the main processing routine. On the other hand, hybrid EC
If U610 determines that there is no accessory drive request (step S12: No), it exits this processing routine and returns to the main processing routine.

On the other hand, if the battery charging rate 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 transmission belt 131, and the engine ECU 620 injects the required fuel from the fuel injection device and inserts the plug at a predetermined timing. The process of igniting via is performed. After the start of the engine 10, a process for reducing the rotation speed of the accessory driving motor, which will be described later, is executed. Thereafter, the hybrid ECU 610 exits this processing routine and returns to the main processing routine.

Next, referring to FIG. 6, the engine 10 and the driving motor 2 when the vehicle starts and the vehicle travels will be described.
The control process of 0 will be described. After the start process shown in FIG. 5 is completed, when the shift position is changed and the shift position of the drive D or the brake B is detected by the shift position sensor 73, the hybrid ECU 61
In the case of 0, the required torque T * is calculated from the accelerator depression amount and the vehicle speed (step S20). Here, the drive D of the shift position is a shift position selected when a general vehicle runs, and the brake B means a shift position selected when engine braking is required. Subsequently, the hybrid ECU 610
Determines whether the battery state of charge SOC exceeds a predetermined value Sref (step S21). Hybrid E
When the CU 610 determines that the battery state of charge SOC exceeds the predetermined value Sref (step S21), the CU 610 determines whether the required torque T * exceeds the engine start required torque T1 (step S22). That is, it is determined whether the required torque T * is a torque that can be realized only by the driving motor 20.

When the hybrid ECU 610 determines that the required torque T * is equal to or less than the required engine start torque T1 (step S22: No), the drive motor 2
Then, the motor traveling by 0 is selected (step S23). When the motor runs, the hybrid ECU 610
It is determined whether or not the engine 10 is operating, and if it is determined that the engine 10 is not operating, the driving motor 2
The required torque is output only by 0. On the other hand, when the hybrid ECU 610 determines that the engine 10 is operating, the hybrid ECU 610 stops the fuel supply to the engine 10 via the engine ECU 620 to stop the combustion of the engine 10, and then makes a request by the drive motor 20. Output the torque T *. At this time, the auxiliary machine 12 is driven by the power output from the drive motor 20.

The hybrid ECU 610 engages the first clutch 32 as an operation mode of the planetary gear device 30,
A motor drive mode (see FIG. 4) for releasing the second clutch 34 and the brake 35 is selected (step S24),
The drive motor 20 is operated to output the required torque. Thereafter, the hybrid ECU 610 exits this processing routine and returns to the main processing routine. In this motor traveling mode, the connection between the ring gear 36 and the input pulley 41 of the CVT 40 is released, so that the CVT 40
, Only the output torque of the drive motor 20 is transmitted. The transmission ECU 604 changes the pulley ratio of the CVT 40 by controlling the hydraulic actuator based on vehicle traveling information from the vehicle speed sensor 72, the accelerator opening sensor 74, and the like. The drive shaft 50 has a CVT 40
The output torque is transmitted from the output side pulley 42 of the wheel 5 via the differential gear 51 and the axle 52.
3 is transmitted.

On the other hand, if hybrid ECU 610 determines in step S22 that required torque T * exceeds engine start required torque T1, the process proceeds to step S22.
22: Yes), an engine + motor running in which the required torque T * is output by the engine 10 and the driving motor 20 is selected (step S25). Hybrid ECU
610 determines whether or not the engine 10 is running, and when it is determined that the engine 10 is not running,
The engine 10 is started by executing an engine start process described later, and the required torque T * is output by the engine 10 and the drive motor 20. After the engine 10 is started, an auxiliary device driving motor rotation speed reduction process described later is executed.

On the other hand, the hybrid ECU includes the engine 1
0 is determined to be in operation, the driving motor 2
0 is operated to output the required torque T * by the engine 10 and the drive motor 20. Hybrid E
The CU 610 selects a direct connection 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 S).
26). 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. Thereafter, the hybrid ECU 610 exits this processing routine and returns to the main processing routine.

When the hybrid ECU 610 determines that the battery state of charge SOC is equal to or less than the predetermined value Sref (step S21: No), the hybrid ECU 610 outputs the required torque only by the output of the engine 10 (step S27).
The hybrid ECU 610 determines whether or not the engine 10 is operating. If it is determined that the engine 10 is operating, the operation control of the engine 10 is continued via the engine ECU 620. On the other hand, when the hybrid ECU 610 determines that the engine 10 is not operating, the hybrid ECU 610 selects the neutral mode as the operation mode of the planetary gear device 30 and controls the engine 10 via the engine ECU 620 and the accessory-drive motor ECU 630. An engine start process for starting the engine is executed. That is, the hybrid ECU 610 includes the first and second clutches 32, 3
4. Release the brake 35 and connect the planetary gear set 30 and the CVT.
The connection with 40 is temporarily released. In this state, the hybrid ECU 610 sets the auxiliary-drive motor ECU 63
0 to start the accessory drive motor 14,
The engine ECU 620 executes fuel injection and ignition processing for the engine 10 to start the engine 10. 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. After the start of the engine 10, a process for reducing the rotation speed of the accessory driving motor, which will be described later, is executed.

The hybrid ECU 610 controls the engine 1
When the engine starts at 0, it is determined whether or not the vehicle speed V0 of the vehicle exceeds a predetermined vehicle speed V1 that requires the torque converter to amplify the torque (step S28). That is, when starting from a stopped state or accelerating from an extremely low speed state, the output torque of the engine 10 is small, so it is necessary to amplify the output torque by an electric torque converter. Hybrid ECU 610
If it is determined that the vehicle speed V0 exceeds the predetermined vehicle speed V1 (Step S28: Yes), the direct connection mode is selected (Step S26).

The hybrid ECU 610 calculates the vehicle speed V
If it is determined that 0 is equal to or lower than the predetermined vehicle speed (step S28: No), an electric torque converter (ETC) that engages the second clutch 34 and releases the brake 35
Select the mode (see FIG. 4). In the ETC mode, the crankshaft 11 includes the pinion gears 37 and 38,
CVT via the ring gear 36 and the second clutch 34
40 is connected to the input side pulley 41. Due to this connection, the drive motor 20 and the planetary gear set 30 function as an electric torque converter. That is, since the coupling between the carrier 33 and the input side pulley 41 of the CVT 40 is released, the rotor of the drive motor 20 rotates in a direction opposite to the rotation direction of the crankshaft 11, and the drive motor 20 Function as As a result,
A driving reaction force is applied to the crankshaft 11, the output torque of the engine 10 is amplified, and the amplified output torque is input to the input pulley 41 of the CVT 40. At this time, the transmission ECU 640 controls the hydraulic actuator 44 based on the vehicle traveling information from the vehicle speed sensor 72, the shift position sensor 73, the accelerator opening sensor 74, and the like to change the groove width of the input pulley 41 and the output pulley 42. Change to achieve the optimal pulley ratio. The output pulley 42 of the CVT 40 outputs the output torque to the drive shaft 50, and the output torque input to the drive shaft 50 further outputs the differential torque to the differential gear 5.
1 and the wheel 53 via the axle 52. As a result, the vehicle is started smoothly with sufficient driving torque. The hybrid ECU 610 then exits this processing routine and returns to the main processing routine.

When the engine is running, the hybrid ECU
Step 610 determines whether or not there is a battery charge request, and when it is determined that there is a battery charge request, the drive motor 20 can be operated as a generator to charge the battery 210. Then, 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.

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 transmission belt 132.
On the other hand, the auxiliary machine 12 is driven by the auxiliary machine driving motor 14.
If the battery charge rate required for driving the engine is not satisfied, the hybrid ECU
Is maintained in the operating state, and the accessory 12 is driven via the transmission belt 132 by the output of the engine 10. In any case, the hybrid ECU 610 selects the neutral mode in which the first and second clutches 32 and 34 and the brake 35 are released as the operation mode of the planetary gear device 30, and drives the CVT 40 to drive the auxiliary machine through the crankshaft 11. The transmission of the output of the motor 14 is interrupted.

When the vehicle starts after the vehicle is temporarily stopped, the vehicle is started according to any of the above-described traveling patterns.

Next, a description will be given, with reference to FIG. 7, of a process for reducing the rotational speed of the accessory driving motor 14 executed after the engine is started according to the present embodiment. FIG. 7 is a flowchart showing a processing routine executed in the accessory drive motor rotation speed reduction processing.

As described above, the hybrid ECU 610
The processing routine is started after a request to start the engine 10 is made from. When starting the engine 10, the hybrid ECU 610 requests the engine ECU 620 to perform a start-up process such as a fuel supply and an ignition process to the engine 10, and also issues a request to the accessory-drive motor ECU 630 for a rotation speed Nm of the accessory drive motor 14. Is set to the engine rotation speed Ns (step S10).
0). The accessory driving motor ECU 630 sets the current of about 50 A as the starting drive current Ims,
4 to realize an engine start rotation speed Ns, for example, 1250 rpm. Hybrid ECU
610 acquires the drive current Im of the accessory drive motor 14 via the accessory drive motor ECU 630 (step S110).

Hybrid ECU 610 determines whether or not acquired motor drive current Im is smaller than predetermined value I0 (step S120). If it is determined that motor drive current Im is not smaller than predetermined value I0 (step S12).
0: No), the accessory drive motor 14 determines that the engine 10 is being started, ends this processing routine, and returns to the vehicle control main routine. This determination is made while the output shaft of the accessory drive motor 14 is driving the crankshaft 11 of the engine 10 to start the engine 10. The torque required to rotate at a high starting rotation speed is output, and this output torque is based on the fact that it is proportional to the motor drive current. As the value of the predetermined value I0, usually, the starting drive current Ims required for starting the engine 10 is about 50 A.
A value of about 0A is used.

On the other hand, the hybrid ECU 610
If it is determined that the motor drive current Im is smaller than the predetermined value I0 (step S120: Yes), the engine 1
0 is determined to have started (step S130). Starting the engine 10 in this determination means that explosive combustion due to spark ignition has occurred in one of the cylinders of the engine 10. After determining that the operation of the engine 10 has started, the hybrid ECU 610 requests the accessory drive motor ECU 630 to set the rotation speed Nm of the accessory drive motor 14 to the target rotation speed N0 (step S140). ). Here, the target rotation speed N0 is a rotation speed at which the one-way clutch 15 does not engage, that is, a rotation speed at which the engine rotation speed Ne exceeds the motor rotation speed Nm. Engine speed N immediately before stall of engine 10
e is about 300 rpm, and the pulley ratio between the pulley 125 of the crankshaft 11 and the pulley 126 of the output shaft of the auxiliary machine driving motor 14 is generally about 2 to 3; .pm is the target rotation speed N0
Used as Also, the auxiliary equipment driving motor ECU 63
A value of 0 immediately realizes the target rotation speed N0 by applying a reverse torque to the rotor of the auxiliary drive motor 14.

The hybrid ECU 610 acquires the engine speed Ne from the engine speed sensor 70, and determines whether or not the engine speed Ne is greater than a predetermined engine speed Ne0 (step S150). In this determination, it is determined whether or not the engine 10 is rotating at a rotational speed approximately equal to the idling rotational speed.
As e0, for example, a rotation speed of about 500 to 600 rpm is used. If the engine speed Ne is higher than the predetermined engine speed Ne0, it is determined whether the relationship of Ne> Ne0 is maintained for 500 msec (step S).
160). That is, in this determination, it is determined whether the engine 10 is in a complete operation state or in a stable idling state. The hybrid ECU 610 is Ne>
If it is determined that the relationship of Ne0 is maintained for 500 msec (step S160: Yes), the accessory drive motor ECU 630 is requested to stop the accessory drive motor 14 (Nm = 0) (step S170). ). In the stop processing of the accessory drive motor 14, the accessory drive motor ECU 630 applies a reverse torque to the rotor of the accessory drive motor 14 to immediately stop the rotation of the accessory drive motor 14. On the other hand, the relationship of Ne> Ne0 is 500 msec.
If it is determined that it is not maintained (step S16
0: No), assuming that the engine 10 has not completed starting, the hybrid ECU 610 exits this processing routine, returns to the main routine, and executes this processing routine again when it is requested to start the engine again. I do.

If the hybrid ECU 610 determines that the engine speed Ne is equal to or less than the predetermined engine speed Ne0 (step 150: No), the hybrid ECU
It is determined whether or not there is a request for restarting (Step S17)
0). That is, it is determined whether the drive current Im is supplied to the accessory drive motor 14 in order to restart the engine 10. If the hybrid ECU 610 determines that there is a restart request (step S17)
0: Yes), an engine restart process for restarting the engine 10 is performed (S180). In this engine restart process, the hybrid ECU 610 requests the engine ECU 620 to perform a start-up process such as a fuel supply to the engine 10 and an ignition process, and also issues a request to the auxiliary device drive motor ECU 630 to rotate the auxiliary device drive motor 14. A request is made to set the number Nm to the engine start speed Ns.

On the other hand, the hybrid ECU 610
When it is determined that there is no request to restart the engine 10 (step S170: No), the process exits from this processing routine and returns to the main processing routine.

Next, the effect brought about by the control processing of the accessory driving motor 14 will be described with reference to FIGS. FIG. 8 shows the engine speed in the prior art,
4 is a graph showing a relationship between a motor rotation speed and a clutch engagement point. FIG. 9 is a graph showing the relationship between the engine speed, the motor speed, and the clutch engagement point obtained when the control processing of the accessory driving motor 14 according to the present embodiment is executed.

In general, when the engine is stopped due to idling stop, engine stall, or the like, the number of revolutions is immediately reduced because the resistance value at each sliding portion is large. On the other hand, the accessory driving motor has a small resistance value in each sliding portion and continues to rotate at a relatively high rotation speed due to inertia even after the power is cut off.
Therefore, in the related art, as shown in FIG. 8, a phenomenon occurs in which the rotation speed of the auxiliary drive motor exceeds the engine rotation speed when the rotation speed of the engine is relatively high, and the one-way clutch is re-engaged. (Clutch joint point in the figure). When the clutch is rejoined in such a high rotational speed state, both the engine and the motor have high energy, so that the impact, vibration or shaking generated by the rejoining becomes large, This was a cause of discomfort to the occupants. Also, even when the engine speed temporarily drops, such as when the engine is stalled, the rotation of the motor rotates the engine (crankshaft). This problem occurs when the rotation speed and the motor rotation speed are high, and causes discomfort to the occupant.

On the other hand, in the control processing of the accessory drive motor 14 in the present embodiment, as shown in FIG. 9, immediately after the combustion operation of the engine 10 starts, the rotation speed of the accessory drive motor 14 is reduced. Is performed. Therefore, the rotation speed of the accessory drive motor 14 can be immediately reduced, and even when the operation of the engine 10 is stopped, the rotation speed of the accessory drive motor 14 is reduced in a state where the engine rotation speed is low. The state becomes higher than the engine speed, and the one-way clutch 15 is reengaged. As a result,
The re-engagement of the one-way clutch 15 occurs when the energy state of the engine 10 and the auxiliary drive motor 14 is low, so that the degree of impact, vibration, shaking, and the like accompanying the re-engagement of the one-way clutch 15 is reduced. be able to.
Also, when the engine speed temporarily drops, such as when the engine is stalled, the speed of the accessory drive motor 14 has already been reduced, so the speed of the engine 10 immediately decreases and the one-way Clutch 15
Can be rejoined in a region where the rotation speeds of the engine 10 and the accessory driving motor 14 are low.

Other Embodiments In the first embodiment, the start of the engine 10 is determined based on the fluctuation (decrease) of the drive current Im to the accessory drive motor 14. The start of the engine 10 may be determined based on the rotation speed. At the time of starting the engine, the hybrid ECU 610 sends a request to the accessory driving motor ECU 613 to rotate the accessory driving motor 14 at the engine start rotation speed Nms in order to start the engine 10, and accordingly, the auxiliary ECU 613 responds accordingly. The machine drive motor ECU 613 supplies a corresponding drive current Im to the auxiliary machine drive motor 14. The accessory drive motor 14 rotates at the engine start rotation speed Nms until the first explosion of the engine 10 occurs. However, when the first explosion of the engine 10 occurs (starting starts), the engine 1 is started.
0 (crankshaft 11) starts to rotate by itself, and the rotation speed of the engine 10 exceeds the rotation speed of the auxiliary machine starting motor 14. As a result, the accessory driving motor 14 temporarily rotates at a rotation speed higher than the engine startup rotation speed Nms.

Therefore, the second motor speed sensor 75
When it is detected that the rotation speed of the accessory driving motor 14 has increased, the engine 10 can be determined to have started. The processing after the start determination of the engine 10 is the same as the control processing of the accessory drive motor 14 described with reference to FIG. 10 (steps S130 to S130).
180) is executed. Even when such a configuration is provided, the same effect as that obtained by the first embodiment can be obtained.

Although the vehicle start control device according to the present invention has been described based on some 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 transmission belt 132. A transmission chain may be used as a power transmission band in place of 132. When a transmission chain is used, a sprocket is used instead of a pulley. Even in such a case, by applying the present invention, it is possible to reduce or eliminate an impact, a vibration, a shaking, and the like accompanying the re-engagement of the one-way clutch 15.

In the first embodiment, the case where two transmission belts 131 and 132 are mounted has been described. However, in the present invention, as shown in FIG. The present invention is also applicable to a case in which the device is mounted.

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 vehicle is started by outputting the required torque only by the drive motor 20 or only by the engine 10 when the vehicle starts, but in addition to this, the engine 10 and the 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 the power source 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 as well, problems such as impact due to clutch re-engagement have occurred, and such problems can be solved by applying the present invention.

[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 an engine, an auxiliary device, and an auxiliary device driving motor as viewed from a side on which a transmission belt used in the first embodiment is mounted.

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 that is executed when the vehicle starts and the vehicle runs.

FIG. 7 is a flowchart showing a processing routine executed in the control processing of the accessory driving motor according to the first embodiment.

FIG. 8 is a graph showing a relationship among an engine speed, a motor speed, and a clutch engagement point in the related art.

FIG. 9 is a graph showing the relationship between the engine speed, the motor speed, and the clutch engagement point obtained when the control process of the accessory driving motor according to the first embodiment is executed.

FIG. 10 is a conceptual diagram showing an arrangement relationship between one transmission 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 Steel belt 44 Hydraulic actuator 50 Drive shaft 51 Differential gear 52 Axle 53 wheel 60 control unit 70 engine speed sensor 71 first motor speed sensor 72 vehicle speed sensor 73 shift position sensor 74 accelerator opening sensor 75 second motor speed sensor 121 water pump 122 Air conditioner Presser 123 ... power steering pump 131 ... first transmission belt 132 ... second transmission 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 code FI Theme coat ゛ (Reference) F02N 15/02 B60K 9/00 E (72) Inventor Takanori Moriya 1 Toyota Town, Toyota City, Aichi Prefecture Toyota Motor F-term (reference) in corporation 3G092 AA01 AC02 AC03 DG05 DG08 EA08 EA11 EA26 EA27 FA13 FA14 FA50 GA01 GB01 HE01Z HE06Z HF01X HF02Z HF05X HF05Z HF12X HF12Z HF15X HF19Z HF21Z DB12 ABA DBA DBA DAB3A03 EB09 EC02 EC04 FA08 5H115 PG04 PI16 PI30 PO17 PU01 PU22 PU25 QA01 QE01 QI04 QN03 RB08 RE01 RE05 SE04 SE05 SE06 SE08 SE09 SJ12 TB01 TE02 TI01 TO12 TO21 TO30

Claims (14)

[Claims] 1. A vehicle having an intermittent operation function of an internal combustion engine, comprising: an internal combustion engine; a first output shaft that outputs power of the internal combustion engine; an electric motor that starts the internal combustion engine; A second output shaft, a power transmission means mounted on the first and second output shafts and transmitting an output of the second output shaft to the first output shaft; When the rotation speed of the internal combustion engine is higher than the rotation speed of the electric motor, the connection between the second output shaft and the power transmission means is released. A vehicle comprising a one-way clutch to which the connection between the second output shaft and the power transmission means is connected when the rotation speed of the engine is lower than the rotation speed of the electric motor. 2. The vehicle according to claim 1, further comprising: a start judging unit for judging a start of the internal combustion engine; and after the start judging unit judges the start of the internal combustion engine, A motor control means for reducing the rotation speed to a predetermined rotation speed. 3. The vehicle according to claim 2, wherein the predetermined rotation speed is a rotation speed at which the engagement of the one-way clutch is released with respect to an internal combustion engine rotation speed lower than the own rotation speed of the internal combustion engine. . 4. The vehicle according to claim 3, wherein the predetermined rotation speed is a rotation speed of the electric motor at which engagement of the one-way clutch is released with respect to an internal combustion engine rotation speed lower than an idling rotation speed of the internal combustion engine. Vehicle. 5. The vehicle according to claim 2, further comprising a drive current detecting means for detecting a drive current of said electric motor, wherein said start determination means is configured to control said drive. A vehicle that determines whether or not the internal combustion engine has started based on a drive current detected by current detection means. 6. The vehicle according to claim 2, further comprising: a motor rotation speed detection unit configured to detect a rotation speed of the motor, wherein the start determination unit includes: A vehicle that determines whether or not the internal combustion engine has started based on the motor speed detected by the motor speed detecting means. 7. The vehicle according to claim 1, further comprising a motor for driving the vehicle as a power source. 8. A vehicle according to claim 7, wherein said one-way clutch is a centrifugal clutch. 9. The vehicle according to claim 8, wherein said one-way clutch is incorporated in said electric motor. 10. The vehicle according to claim 9, wherein said power transmission means is a power transmission belt. 11. A vehicle having an intermittent operation function of an internal combustion engine, comprising: an internal combustion engine; an electric motor for starting the internal combustion engine; and a motor disposed between the internal combustion engine and the electric motor.
When the rotation speed of the internal combustion engine is higher than the rotation speed of the electric motor, the connection between the internal combustion engine and the motor is released, and when the rotation speed of the internal combustion engine is lower than the rotation speed of the electric motor, A vehicle including a one-way clutch to which a connection between an internal combustion engine and the electric motor is connected. 12. A start control apparatus for a vehicle having an intermittent operation function of an internal combustion engine in which an internal combustion engine and an electric motor are connected via a one-way clutch and the internal combustion engine is started by the electric motor, wherein the start of the internal combustion engine is performed. And a motor control means for reducing the rotation speed of the electric motor to a predetermined rotation speed after the start determination device determines that the internal combustion engine has started. 13. The start control device according to claim 12, wherein the predetermined rotation speed of the electric motor is such that engagement of the one-way clutch is released with respect to an internal combustion engine rotation speed lower than an idling rotation speed of the internal combustion engine. Start control device that is the number of revolutions. 14. The start control device according to claim 13, further comprising drive current detection means for detecting a drive current output to said electric motor, wherein said start determination means is detected by said drive current detection means. A starting control device that determines whether or not the internal combustion engine has started based on the driving current.