JP2004143957A - Starting control device of automobile and internal combustion engine and starting method of internal combustion engine - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To improve drivability by further properly starting an engine. <P>SOLUTION: This hybrid automobile can automatically stop and start the engine by connecting the engine, a motor MG1 and a motor MG2 installed on a driving shaft via a planetary gear mechanism, and cranks the engine by the motor MG1 in a starting form 1 as starting based on will of a driver when request power Pr* of the driving shaft becomes a threshold value Pref or more when stopping the engine (S106 and S116), and cranks the engine in a starting form 2 as starting not based on the will of the driver when SOC of a battery is less than a threshold value Sref or an air conditioner is turned on (S112 and S116). Cranking torque in the starting form 2 is set smaller than the starting form 1. Thus, the occurrence of a torque shock by cranking at unintentional engine starting of the driver can be reduced, and the drivability can be improved. <P>COPYRIGHT: (C)2004,JPO

Description

[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention relates to a start control device for an automobile and an internal combustion engine, and a start method for the internal combustion engine.More specifically, the present invention relates to an automobile including an internal combustion engine capable of outputting power to a drive shaft and an electric motor capable of cranking the internal combustion engine, The present invention relates to an internal combustion engine start control device and an internal combustion engine start method for an automobile.
[0002]
[Prior art]
Conventionally, as this kind of vehicle, a hybrid vehicle including a generator motor that exchanges power with an engine and a starter motor for starting the engine has been proposed (see Patent Document 1). This hybrid vehicle is configured so that the engine can be cranked and started by both the generator motor and the starter motor. It is said that even when the engine cannot be cranked by the generator motor due to a failure or the like, the engine can be cranked by the starter motor and the engine can be started.
[0003]
However, in such a hybrid vehicle, although the certainty of starting the engine can be enhanced, when the engine is started, a torque shock occurs due to the output of cranking torque from the electric motor accompanying the cranking of the engine, and the engine (body) In some cases.
[0004]
By the way, as a technique for suppressing vibration at the time of starting the engine, a technique of adjusting the ignition timing of the engine upon starting has been proposed (see Patent Document 2). This is because when the accelerator pedal is strongly depressed and the driving force of the vehicle is required, the ignition timing is controlled to the advanced side, and when it is necessary to suppress the vibration of the vehicle body, the ignition timing is controlled to the retarded side. By doing so, when the driving force of the vehicle is required, the engine is quickly started so that the output from the engine can be obtained quickly, and when it is desired to suppress the vibration of the engine, the vibration at the time of starting the engine is reduced. It is possible to improve the ride comfort of the vehicle.
[0005]
[Patent Document 1]
JP-A-11-117737
[Patent Document 2]
JP 2001-263213 A
[0006]
[Problems to be solved by the invention]
Since suppressing the vibration generated at the time of starting the internal combustion engine as much as possible can improve the riding comfort of the vehicle (improve the drivability), it is desired to perform more appropriate start control. It is rare.
[0007]
SUMMARY OF THE INVENTION An object of the present invention is to reduce the occurrence of unintended vibration by a driver when starting an internal combustion engine, and to further improve drivability.
[0008]
[Means for Solving the Problems and Their Functions and Effects]
The starting control apparatus and the starting method for an automobile and an internal combustion engine according to the present invention employ the following means in order to achieve the above object.
[0009]
The automobile of the present invention
An automobile having an internal combustion engine capable of outputting power to a drive shaft and an electric motor capable of cranking the internal combustion engine,
When the start request of the internal combustion engine is made, the first start mode is set when the start request is a request based on the driver's intention, and when the start request is a request not based on the driver's intention, Starting mode setting means for setting a second starting mode different from the first starting mode;
Start control means for controlling the drive of the electric motor to start the internal combustion engine so that the internal combustion engine is cranked with the set start mode;
The gist is to provide
[0010]
In the vehicle according to the present invention, when a start request for the internal combustion engine is made and the start request is a request based on the driver's intention, the first start mode is set, and the start request is not based on the driver's intention. If the request is a request, a second start mode different from the first start mode is set, and an electric motor capable of cranking the internal combustion engine is drive-controlled so that the internal combustion engine is cranked with the set start mode. Start the engine. This makes it possible to set a more appropriate start mode in accordance with the presence or absence of the driver's intention, and to crank and start the internal combustion engine with the electric motor using the set start mode, thereby further improving drivability. be able to.
[0011]
In such an automobile of the present invention, the starting mode may be an output mode of torque from the electric motor. In the vehicle according to the aspect of the invention, in which the start mode is an output mode of torque from an electric motor, the second start mode is a start mode in which the internal combustion engine is cranked with a torque smaller than the first start mode. It can also be. Further, in the automobile according to the aspect of the present invention, in which the start mode is an output mode of torque from an electric motor, the second start mode includes cranking the internal combustion engine by a torque whose rise is gentler than that of the first start mode. It can also be a starting form that performs the following. With this configuration, the internal combustion engine can be started quickly when the start request of the internal combustion engine is intended by the driver, and when the start request of the internal combustion engine is not intended by the driver, the internal combustion engine can be started. The accompanying torque shock can be reduced.
[0012]
In the vehicle of the present invention, the electric motor may be an electric motor capable of outputting power to the drive shaft.
[0013]
Further, in the automobile according to the present invention, when the starting request is made based on a driving request by the driver, the starting mode setting means determines that the request based on the driver's intention has been made, and the first starting mode May be set. Further, in the vehicle of the present invention, the start mode setting means, when the start request is made based on a drive request of a predetermined auxiliary machine that is driven using the power from the internal combustion engine directly or indirectly, The second starting mode may be set as a request made based on the driver's intention. In the vehicle of the present invention, the start mode setting means may be configured to execute the start request based on a charge request for a secondary battery capable of charging power obtained by converting power from the internal combustion engine. Alternatively, the second starting mode may be set as a request not based on the driver's intention.
[0014]
The internal combustion engine start control device of the present invention,
A start control device for an internal combustion engine that controls start of the internal combustion engine in an automobile including an internal combustion engine capable of outputting power to a drive shaft and an electric motor capable of cranking the internal combustion engine,
When the start request of the internal combustion engine is made, the first start mode is set when the start request is a request based on the driver's intention, and when the start request is a request not based on the driver's intention, Starting mode setting means for setting a second starting mode different from the first starting mode;
Start control means for controlling the drive of the electric motor to start the internal combustion engine so that the internal combustion engine is cranked with the set start mode;
The gist is to provide
[0015]
In the start control apparatus for an internal combustion engine according to the present invention, when a start request for the internal combustion engine is made, and when the start request is a request based on the driver's intention, the first start mode is set, and If the request is not based on the intention of the engine, a second start mode different from the first start mode is set, and an electric motor capable of cranking the internal combustion engine is cranked so that the internal combustion engine is cranked with the set start mode. Drive control is performed to start the internal combustion engine. This makes it possible to set a more appropriate start mode in accordance with the presence or absence of the driver's intention, and to crank and start the internal combustion engine with the electric motor using the set start mode, thereby further improving drivability. be able to.
[0016]
The method for starting an internal combustion engine of the present invention includes:
A method for starting an internal combustion engine in an automobile including an internal combustion engine capable of outputting power to a drive shaft and an electric motor capable of cranking the internal combustion engine,
When a request for starting the internal combustion engine is made, a first start mode is set when the request for starting is a request based on the driver's intention, and the request for starting is a request not based on the driver's intention. At one time, a second start mode different from the first start mode is set, and the internal combustion engine is started by controlling the driving of the electric motor so that the internal combustion engine is cranked by the set start mode.
That is the gist.
[0017]
In the method for starting an internal combustion engine according to the present invention, when a request for starting the internal combustion engine is made, if the start request is a request based on the driver's intention, the first start mode is set, and the start request is issued by the driver. If the request is not based on intention, a second start mode different from the first start mode is set, and the electric motor capable of cranking the internal combustion engine is driven so as to crank the internal combustion engine with the set start mode. Control to start the internal combustion engine. This makes it possible to set a more appropriate start mode in accordance with the presence or absence of the driver's intention, and to crank and start the internal combustion engine with the electric motor using the set start mode, thereby further improving drivability. be able to.
[0018]
BEST MODE FOR CARRYING OUT THE INVENTION
Next, embodiments of the present invention will be described using examples. FIG. 1 is a configuration diagram schematically showing the configuration of a hybrid vehicle 20 according to one embodiment of the present invention. As shown in the figure, the hybrid vehicle 20 of the embodiment includes an engine 22, a three-axis power input / output mechanism 30 connected to a crankshaft 26 as an output shaft of the engine 22 via a damper 28, and a power input / output. A motor MG1 capable of generating electricity connected to the mechanism 30; a motor MG2 also connected to the power input / output mechanism 30; a battery 50 for exchanging electric power between the motor MG1 and the motor MG2; And an electronic control unit 70 for hybrid.
[0019]
The engine 22 is an internal combustion engine that outputs power using a hydrocarbon-based fuel such as gasoline or light oil, and an engine electronic control unit (hereinafter referred to as an engine ECU) that inputs signals from various sensors that detect the operating state of the engine 22. ) 24, operation control such as fuel injection control, ignition control, intake air amount adjustment control, and the like. The engine ECU 24 is in communication with the hybrid electronic control unit 70, controls the operation of the engine 22 according to a control signal from the hybrid electronic control unit 70, and, if necessary, transmits data on the operating state of the engine 22 to the hybrid electronic control unit. Output to the unit 70.
[0020]
The power input / output mechanism 30 includes a sun gear 31 of an external gear, a ring gear 32 of an internal gear disposed concentrically with the sun gear 31, a plurality of pinion gears 33 meshing with the sun gear 31 and meshing with the ring gear 32, A carrier 34 that holds the plurality of pinion gears 33 so as to rotate and revolve freely is provided, and is configured as a planetary gear mechanism that performs a differential action by using the sun gear 31, the ring gear 32, and the carrier 34 as rotating elements. The crankshaft 26 of the engine 22 is connected to the carrier 34 of the power input / output mechanism 30, the motor MG1 is connected to the sun gear 31, and the motor MG2 is connected to the ring gear 32. When the motor MG1 functions as a generator, the carrier When the power from the engine 22 inputted from the engine 34 is distributed to the sun gear 31 and the ring gear 32 according to the gear ratio ρ (the number of teeth of the sun gear 31 / the number of teeth of the ring gear 32), and the motor MG1 functions as an electric motor, The power from the engine 22 input from the carrier 34 and the power from the motor MG1 input from the sun gear 31 are integrated and output to the ring gear 32. Further, the power from the motor MG1 input from the sun gear 31 can be output to the carrier 34 side to crank and start the engine 22. Therefore, motor MG1 can also function as a starter motor responsible for starting engine 22. Since the ring gear 32 is mechanically connected to the driving wheels 39a and 39b of the vehicle via the belt 36, the gear mechanism 37, and the differential gear 38, the power output to the ring gear 32 uses the belt 36 and the gear mechanism. 37 and output to the drive wheels 39a and 39b via the differential gear 38. The three shafts connected to the power input / output mechanism 30 when viewed as a drive system are connected to the crankshaft 26, which is the output shaft of the engine 22 connected to the carrier 34, and the sun gear 31, and are connected to the rotation shaft of the motor MG1. The ring gear shaft 32a as a drive shaft connected to the sun gear shaft 31a and the ring gear 32 and mechanically connected to the drive wheels 39a and 39b.
[0021]
The motor MG1 and the motor MG2 are both configured as well-known synchronous generator motors that can be driven as generators and can also be driven as motors, and exchange power with the battery 50 via inverters 41 and 42. Power line 54 connecting inverters 41 and 42 to battery 50 is configured as a positive bus and a negative bus shared by each of inverters 41 and 42, and supplies electric power generated by one of motors MG1 and MG2 to another motor. It can be consumed by. Therefore, battery 50 is charged and discharged by the electric power generated from motors MG1 and MG2 or by insufficient electric power. It should be noted that if the electric power balance is to be balanced by motor MG1 and motor MG2, battery 50 will not be charged or discharged. The motors MG1 and MG2 are both driven and controlled by a motor electronic control unit (hereinafter, referred to as a motor ECU) 40. The motor ECU 40 detects signals necessary for controlling the driving of the motors MG1 and MG2, for example, signals from rotation position detection sensors 43 and 44 for detecting the rotation positions of the rotors of the motors MG1 and MG2 and detection by a current sensor (not shown). The motor ECU 40 outputs a switching control signal to the inverters 41 and 42, for example. The motor ECU 40 calculates the rotation speeds Nm1 and Nm2 of the rotors of the motors MG1 and MG2 based on the signals input from the rotation position detection sensors 43 and 44 by a rotation speed calculation routine (not shown). Since the motor MG1 is connected to the sun gear 31 and the motor MG2 is connected to the ring gear 32, the rotation speeds Nm1 and Nm2 are the rotation speeds Ns and Nr of the sun gear shaft 31a and the ring gear shaft 32a. The motor ECU 40 communicates with the hybrid electronic control unit 70, controls the driving of the motors MG1 and MG2 according to the control signal from the hybrid electronic control unit 70, and outputs data on the operating state of the motors MG1 and MG2 as necessary. Output to the hybrid electronic control unit 70.
[0022]
The battery 50 is managed by a battery electronic control unit (hereinafter referred to as a battery ECU) 52. A signal necessary for managing the battery 50, such as a voltage between terminals from a voltage sensor (not shown) provided between terminals of the battery 50, a power line 54 connected to an output terminal of the battery 50, The charging / discharging current from a current sensor (not shown) attached, the battery temperature from a temperature sensor (not shown) attached to the battery 50, and the like are input. Output to the control unit 70. The battery ECU 52 also calculates the remaining capacity (SOC) based on the integrated value of the charge / discharge current detected by the current sensor and the inter-terminal voltage detected by the voltage sensor in order to manage the battery 50.
[0023]
The hybrid electronic control unit 70 is configured as a microprocessor having a CPU 72 as a center. In addition to the CPU 72, a ROM 74 for storing a processing program, a RAM 76 for temporarily storing data, an input / output port (not shown) Port. The hybrid electronic control unit 70 receives an ignition signal from an ignition switch 80, a shift position SP from a shift position sensor 82 for detecting an operation position of a shift lever 81, and an accelerator opening Acc corresponding to the amount of depression of an accelerator pedal 83. The accelerator opening Acc detected from the accelerator pedal position sensor 84 to be detected, the brake pedal position BP from the brake pedal position sensor 86 for detecting the depression amount of the brake pedal 85, the vehicle speed V from the vehicle speed sensor 88, and air for air conditioning the passenger compartment. A switch signal or the like from an on / off switch (air conditioner switch 90) of the conditioner is input through an input port. As described above, the hybrid electronic control unit 70 is connected to the engine ECU 24, the motor ECU 40, and the battery ECU 52 via the communication port, and exchanges various control signals and data with the engine ECU 24, the motor ECU 40, and the battery ECU 52. ing.
[0024]
In the hybrid vehicle 20 of the embodiment configured as described above, the required torque to be output to the ring gear shaft 32a as the drive shaft is calculated based on the accelerator opening Acc and the vehicle speed V corresponding to the amount of depression of the accelerator pedal 83 by the driver. Then, the operation of engine 22, motor MG1, and motor MG2 is controlled such that the required power corresponding to the required torque is output to ring gear shaft 32a. As the operation control of the engine 22, the motor MG1, and the motor MG2, the operation of the engine 22 is controlled so that the power corresponding to the required power to the ring gear shaft 32a is output from the engine 22, and all of the power output from the engine 22 is controlled. When the power input / output mechanism 30, the motor MG1, and the motor MG2 are torque-converted by the motor MG1 and the motor MG2 to output to the ring gear shaft 32a in a normal operation mode in which the motor MG1 and the motor MG2 are driven and controlled, or when the remaining capacity SOC of the battery 50 is low (for example , 30% or 40%), the operation of the engine 22 is controlled such that the power corresponding to the sum of the required power and the power required for charging the battery 50 is output from the engine 22, and the engine 22 is charged with the charging of the battery 50. Is output from the power input / output mechanism 30, the motor MG1, and the motor M 2, the charging operation mode in which the motor MG1 and the motor MG2 are drive-controlled so as to be output to the ring gear shaft 32a with the torque conversion by the torque conversion 2 and the required power when the remaining capacity SOC of the battery 50 is high (for example, 70% or 80%). The operation of the engine 22 is controlled so that the power corresponding to the difference between the discharged power of the battery 50 and the engine 22 is output from the engine 22. The power output from the engine 22 with the discharge of the battery 50 is controlled by the power input / output mechanism 30 and the motor. A discharge operation mode in which the motor MG1 and the motor MG2 are drive-controlled so that the required power is output to the ring gear shaft 32a with the torque conversion by the MG1 and the motor MG2, and the vehicle speed is relatively low (for example, the vehicle speed V is less than the threshold value Vref). When the required power is low (for example, the required power is less than the threshold value Pref), There is a motor operation mode in which operation control so that power matching the required power to stop the operation of the emissions 22 are output from the motor MG2 to the ring gear shaft 32a.
[0025]
In the hybrid vehicle 20 of the embodiment, when the predetermined stop condition is satisfied, for example, the motor operation mode is set from the state in which the normal operation mode, the charge operation mode, and the discharge operation mode are set as the operation modes described above. When the engine 22 is automatically stopped and a predetermined starting condition is satisfied, for example, when the normal operation mode, the charge operation mode, or the discharge operation mode is set from the state in which the motor operation mode is set as the operation mode described above. Then, the engine 22 is automatically started. Hereinafter, the operation at the time of such automatic start of the engine 22 will be described.
[0026]
FIG. 2 is a flowchart illustrating an example of an engine start processing routine executed by the hybrid electronic control unit 70 of the hybrid vehicle 20 according to the embodiment. This routine is executed when the engine 22 is stopped automatically. When the engine start processing routine is executed, the CPU 72 of the hybrid electronic control unit 70 firstly reads the accelerator opening Acc from the accelerator pedal position sensor 84, the vehicle speed V from the vehicle speed sensor 88, and the battery 50 calculated by the battery ECU 52. A process of inputting the remaining capacity SOC, a switching signal from the air conditioner switch 90, and the like is performed (step S100), and the required torque Tr * of the ring gear shaft 32a as a drive shaft is set based on the input accelerator opening Acc and vehicle speed V. A process for setting the required power Pr * is performed (step S102). In the embodiment, the required torque Tr * is obtained in advance from the relationship between the accelerator opening Acc, the vehicle speed V, and the required torque Tr *, and stored in the ROM 74 as a required torque setting map, and the accelerator opening Acc and the vehicle speed V are determined. When given, the corresponding required torque Tr * is derived from the required torque setting map. The required power Pr * is calculated by multiplying the derived required torque Tr * by the rotation speed Nr (= rV) of the ring gear shaft 32a calculated in proportion to the vehicle speed V. The required power Pr * may be calculated based on the rotation speed Nr of the ring gear shaft 32a calculated by the rotation position detection sensor 44.
[0027]
When the required power Pr * is set in this way, it is determined whether or not the set required power Pr * is equal to or larger than the threshold value Pref (step S104). When it is determined that the required power Pr * is equal to or greater than the threshold value Pref, it is determined that the starting condition has been satisfied, and the start of the engine 22 in the start mode 1 is requested (step S106). On the other hand, when it is determined that the required power Pr * is not equal to or greater than the threshold value Pref, it is determined whether the remaining capacity SOC is less than the threshold value Sref (step S108) and whether the air conditioner switch 90 is turned on (step S110). When it is determined that the remaining capacity SOC is less than the threshold value Sref or that the air conditioner switch 90 has been turned on, it is determined that the starting condition has been satisfied, and the engine 22 is requested to be started in the starting mode 2 (step S112). Here, the start mode means an output mode of the cranking torque from the motor MG1 when the motor MG1 is driven to start the engine 22 and the engine 22 is cranked (rotated). FIG. 3 shows an example of the cranking torque output from motor MG1 in each of start mode 1 and start mode 2.
[0028]
As shown in FIG. 3, the cranking torque output from motor MG1 in starting mode 2 is smaller than the cranking torque output from motor MG1 in starting mode 1. That is, the start mode 1 is set as a torque output mode that can quickly start the engine 22, and the start mode 2 is set as a torque output mode in which the start time is longer but the torque shock is small compared to the start mode 1. Have been. In this case, the starting mode 1 is set as the starting mode of the engine 22 when the driver is requesting the traveling power. In such a case, the cranking torque is large even if the engine 22 is slightly vibrated. This is based on the need to improve the response by cranking the engine 22 and quickly starting the engine to obtain power from the engine 22 quickly. Further, even if vibration occurs in the engine 22 during cranking, the driver is considered to intend to start the engine 22, and therefore it is considered that the driver is not so uncomfortable. . On the other hand, the start mode 2 is set as the start mode of the engine 22 when the remaining capacity SOC of the battery 50 becomes low and charging is requested from the battery 50 or when the air conditioner switch 90 of the air conditioner is turned on. In such a case, it can be considered that the driver does not intend to start the engine 22. Therefore, when vibration occurs when the engine 22 is cranked, it is considered that the driver easily feels the vibration and gives discomfort. It is based on that. Therefore, the start of the engine 22 intended by the driver, such as when the driver is requesting the driving power, is performed with a large torque even with the vibration of the engine 22. When the start of the engine 22 is not intended, the drivability can be further improved by performing the start with a small torque even if the start time of the engine 22 is long. When the required power Pr * is less than the threshold value Pref, the remaining capacity SOC is equal to or more than the threshold value Pref, and the air conditioner switch 90 is OFF, it is determined that the start condition of the engine 22 is not satisfied and the start of the engine 22 is requested. Not done.
[0029]
Then, it is determined whether or not the start of the engine 22 has been requested (step S114). If it is determined that the start has been requested, the motor MG1 is driven based on the start mode set in step S106 or step S112 to start the engine. The motor ECU 40 is instructed to crank the engine 22 (step S116), and the engine ECU 24 is instructed to start the engine 22 (step S118), followed by terminating the present routine. If it is determined that the start of the engine 22 has not been requested, the process returns to step S100 and the process is repeated. Although not shown in FIG. 2, when the engine 22 is started when the vehicle speed V exceeds the vehicle speed Vref, the start of the engine 22 in this case is determined to be an unintended start of the engine 22 by the driver. Then, the engine 22 may be cranked by the start mode 2. Needless to say, the start of the engine 22 in this case is a start while the vehicle is running, and it can be considered that the torque shock accompanying the start is hard to be felt by the driver. Absent.
[0030]
According to the hybrid vehicle 20 of the embodiment described above, when starting the engine 22 intended by the driver, such as when the driver is requesting the traveling power, the engine 22 is not affected even with some vibration. Drives the motor MG1 functioning as a starter motor with a cranking torque capable of starting as quickly as possible, and operates when the remaining capacity SOC of the battery 50 decreases or when the air conditioner switch 90 of the air conditioner is turned on. When starting the engine 22 unintentionally, the motor MG1 is driven and controlled with the cranking torque that can reduce the vibration of the engine 22 as much as possible even if the starting time is slightly longer, so that more appropriate engine start control is realized. And drivability can be improved.
[0031]
In the hybrid vehicle 20 according to the embodiment, the cranking torque in the start mode 2 as a start mode when the engine 22 is started when the driver does not intend is used when starting the engine 22 when the driver intends. Although the cranking torque is set to be smaller than the cranking torque in the starting mode 1 as the starting mode, it is only necessary to reduce the torque shock (vibration) accompanying the starting of the engine 22 when the driver does not intend. As shown in FIG. 4A, the rise of the cranking torque in the starting mode 2 may be set to be gentler than the rise of the cranking torque in the starting mode 1, and FIG. As shown in (b), the magnitude of the cranking torque in the starting mode 2 is determined by the cranking torque in the starting mode 1. The rise of the cranking torque rise cranking torque in starting Embodiment 2 in the starting form 2 as well as smaller than the size of the Gutoruku may be as set to be gentle.
[0032]
In the hybrid vehicle 20 of the embodiment, an engine 22, a three-axis power input / output mechanism 30 connected to an output shaft (crankshaft 26) of the engine 22, and a power-generating motor connected to the power input / output mechanism 30 Although the hybrid vehicle includes the MG1 and the motor MG2 connected to the power input / output mechanism 30 and the drive shaft (ring gear shaft 32a) connected to the drive wheels 39a and 39b, power can be output to the drive shaft. As long as it is a hybrid vehicle equipped with a simple internal combustion engine and an electric motor capable of inputting a starting torque to the internal combustion engine in various output forms and capable of automatically stopping and automatically starting the internal combustion engine. can do. For example, as illustrated in FIG. 5, the engine 122, an inner rotor 192 connected to the output shaft of the engine 122, and an outer rotor 194 mounted on a drive shaft 198 connected to the drive wheels 139a and 139b. A hybrid comprising: a motor 190 that rotates relatively by the electromagnetic action of the inner rotor 192 and the outer rotor 194; and a motor 196 mechanically connected to the drive shaft 198 so that power can be directly output to the drive shaft 198. An automobile 120, an engine, a three-axis power input / output mechanism (a planetary gear mechanism) in which a first shaft is connected to an output shaft of the engine, and a power generator capable of generating power connected to a second shaft of the power input / output mechanism Self-contained motor, and a transmission (such as a continuously variable transmission) connected to a third shaft of the power input / output mechanism and an axle connected to the wheels. It may be those that applied to a car. Further, as long as the vehicle can automatically stop the internal combustion engine that outputs power to the drive shaft and automatically start using the electric motor, the vehicle does not necessarily need to be a hybrid vehicle, and may be a normal vehicle.
[0033]
Although the embodiment has been described as a form of a hybrid vehicle, the present invention is not limited to the form of a vehicle, and may be a form of a start control device of an internal combustion engine in a vehicle or a form of a method of starting an internal combustion engine.
[0034]
As described above, the embodiments of the present invention have been described using the examples. However, the present invention is not limited to these examples, and may be implemented in various forms without departing from the gist of the present invention. Obviously you can get it.
[Brief description of the drawings]
FIG. 1 is a configuration diagram schematically showing a configuration of a hybrid vehicle 20 according to an embodiment of the present invention.
FIG. 2 is a flowchart illustrating an example of an engine start processing routine executed by a hybrid electronic control unit 70 of the hybrid vehicle 20 according to the embodiment.
FIG. 3 is a diagram showing an example of a cranking torque output from a motor MG1 in each of a start mode 1 and a start mode 2.
FIG. 4 is a diagram showing another example of the cranking torque output from the motor MG1 in each of the start mode 1 and the start mode 2.
FIG. 5 is a configuration diagram schematically showing a configuration of a hybrid vehicle 120 according to a modified example.
[Explanation of symbols]
20, 120 hybrid vehicle, 22, 122 engine, 23 crankshaft, 24 engine ECU, 25 damper, 30 power input / output mechanism, 31 sun gear, 31a sun gear shaft, 32 ring gear, 32a ring gear shaft, 33 pinion gear, 34 carrier, 36 belt , 37 gear mechanism, 39a, 39b, 139a, 139b drive wheel, 40 motor electronic control unit (motor ECU), 41, 42 inverter, 43, 44 rotation speed sensor, 50, 150 battery, 52 battery electronic control unit ( Battery ECU), 54 power line, 70 hybrid electronic control unit, 72 CPU, 74 ROM, 76 RAM, 81 shift lever, 82 shift position sensor, 83 accelerator pedal, 84 accelerator pedal position sensor , 85 brake pedal, 86 brake pedal position sensor, 88 vehicle speed sensor, MG1, MG2 motor, 190 motor, 192 inner rotor, 194 outer rotor, 196 motor, 198 drive shaft.

Claims (10)

An automobile having an internal combustion engine capable of outputting power to a drive shaft and an electric motor capable of cranking the internal combustion engine,
When the start request of the internal combustion engine is made, the first start mode is set when the start request is a request based on the driver's intention, and when the start request is a request not based on the driver's intention, Starting mode setting means for setting a second starting mode different from the first starting mode;
A vehicle comprising: start control means for controlling the drive of the electric motor to start the internal combustion engine so that the internal combustion engine is cranked in the set start mode. The vehicle according to claim 1,
The motor vehicle according to claim 1, wherein the starting mode is an output mode of torque from the electric motor. The automobile according to claim 2,
The vehicle in which the second starting mode is a starting mode in which the internal combustion engine is cranked with a smaller torque than the first starting mode. The vehicle according to claim 2 or 3,
The vehicle in which the second starting mode is a starting mode in which the internal combustion engine is cranked with a torque that rises more slowly than in the first starting mode. The vehicle according to any one of claims 1 to 4, wherein
The motor, wherein the electric motor is an electric motor capable of outputting power to the drive shaft. The vehicle according to any one of claims 1 to 5,
The starting mode setting means is a means for setting the first starting mode as a request based on the driver's intention when the starting request is made based on a driving request by a driver. The automobile according to any one of claims 1 to 6,
The start mode setting means is not based on the driver's intention when the start request is made based on a drive request for a predetermined accessory driven directly or indirectly using power from the internal combustion engine. A vehicle as means for setting the second start mode as having been requested. The vehicle according to any one of claims 1 to 7,
The start mode setting means, when the start request is made based on a request for charging a secondary battery capable of charging power obtained by converting the power from the internal combustion engine into power, based on the driver's intention. A vehicle that is means for setting the second start mode as if no request was made. A start control device for an internal combustion engine that controls start of the internal combustion engine in an automobile including an internal combustion engine capable of outputting power to a drive shaft and an electric motor capable of cranking the internal combustion engine,
When the start request of the internal combustion engine is made, the first start mode is set when the start request is a request based on the driver's intention, and when the start request is a request not based on the driver's intention, Starting mode setting means for setting a second starting mode different from the first starting mode;
A start control device for an internal combustion engine, comprising: start control means for controlling the drive of the electric motor to start the internal combustion engine so that the internal combustion engine is cranked in the set start mode. A method for starting an internal combustion engine in an automobile including an internal combustion engine capable of outputting power to a drive shaft and an electric motor capable of cranking the internal combustion engine,
When the start request of the internal combustion engine is made, the first start mode is set when the start request is a request based on the driver's intention, and when the start request is a request not based on the driver's intention, A second start mode different from the first start mode is set, and the internal combustion engine is started by controlling the electric motor to start the internal combustion engine so that the internal combustion engine is cranked by the set start mode. Method.

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