JP2004340076A - Drive mechanism, control method thereof and hybrid vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To prevent damage of a drive circuit used in starting an internal combustion engine and to start the internal combustion engine more surely and more quickly. <P>SOLUTION: When cranking of an engine fails by a heating fail signal that is turned on when temperature of a switching element of an inverter driving a starter motor gets close to an upper limit of allowable temperature (S140), drive of the starter motor is stopped. After predetermined period of time set to a longer one of time required for cooling temperature of the switching element of the inverter and time required for returning a crank position of the engine to a normal stop position passes (S180), cranking of the engine is re-started. Consequently, the switching element of the inverter is prevented from damage due to overheat and cranking in engine re-start can be done more surely. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention relates to a drive device, a control method thereof, and a hybrid vehicle, and more particularly, to a drive device capable of outputting motive power from an internal combustion engine and motive power from a drive motor to a drive shaft, a control method thereof, and a drive device equipped with such a drive device. To a hybrid car.
[0002]
[Prior art]
Conventionally, as this type of drive device, there has been proposed a drive device mounted on an automobile that automatically stops an engine when the vehicle is stopped and automatically starts the engine when a driver tries to drive (for example, Patent Document 1). In this device, when the engine is stopped while the engine is being cranked by the starter motor, the engine is restarted after the rotation speed of the starter motor reaches the rotation speed of the engine (substantially 0).
[0003]
[Patent Document 1]
JP-A-58-18538 (page 7)
[0004]
[Problems to be solved by the invention]
However, in such a drive device, if the drive circuit for driving the starter motor is hot due to overheating, the drive circuit is damaged by the heat when the engine is restarted, even if the starter motor waits for the rotation speed of the engine to match. May occur. Further, when the crank position of the internal combustion engine has not returned to the normal stop position or when the internal pressure of the engine is high, it is difficult to restart the engine, and the engine may stop even after starting.
[0005]
It is an object of a drive device and a control method thereof and a hybrid vehicle of the present invention to prevent a drive circuit used when starting an internal combustion engine from being damaged. Another object of the present invention is to start the internal combustion engine more reliably. Another object of the present invention is to start the internal combustion engine more quickly.
[0006]
[Means for Solving the Problems and Their Functions and Effects]
The drive device, the control method thereof, and the hybrid vehicle of the present invention employ the following means in order to achieve at least a part of the above objects.
[0007]
The first driving device of the present invention is:
A drive device capable of outputting power from an internal combustion engine and power from a drive motor to a drive shaft,
Starting means capable of starting the internal combustion engine, comprising: a starting motor capable of cranking the internal combustion engine; and a drive circuit that drives the starting motor.
Stop instructing means for giving an instruction to stop the start of the internal combustion engine at a predetermined timing after the start of the internal combustion engine is started in order to prevent overheating of the drive circuit;
When the start instruction of the internal combustion engine is issued, the start means is controlled so as to start the internal combustion engine. During the start of the internal combustion engine, an instruction to stop the start of the internal combustion engine is issued by the stop instruction means. The start means is controlled so as to stop the start of the internal combustion engine, and the elapse of a restartable time set as a time at which the drive circuit is cooled and the restart is enabled from the stop instruction is determined as a restart time. Starting control means for controlling the starting means to start the internal combustion engine as one of the conditions;
The gist is to provide
[0008]
In the first drive device of the present invention, the starter having the starter motor and its drive circuit is controlled so as to start the internal combustion engine when the start instruction of the internal combustion engine is issued, and during the start of the internal combustion engine, In order to prevent overheating of the drive circuit, the start means is controlled so as to stop the start of the internal combustion engine when an instruction to stop the start of the internal combustion engine is issued, and the drive circuit is cooled and restarted from the stop instruction. The starting means is controlled again so that the internal combustion engine is started, with the lapse of the restartable time set as the possible time as one of the conditions for restarting. Therefore, it is possible to prevent the drive circuit that drives the starting motor for cranking the internal combustion engine from being damaged by heat when starting or restarting the internal combustion engine. As a result, the internal combustion engine can be started more reliably. Moreover, since the restartable time is set to the time when the drive circuit is cooled and restart is possible, the internal combustion engine can be started more quickly than when restarting after waiting for a longer time. it can. Here, "as one of the restart conditions" means that a plurality of necessary conditions are considered as the restart condition, and that the elapse of the restartable time is included as one of the plurality of necessary conditions. means.
[0009]
In the first drive device of the present invention, the restartable time is a time required for the drive circuit to be cooled and restartable, and a time required for the crank position of the internal combustion engine to return to a normal stop position. The time may be set as the longer one of the times. With this configuration, the internal combustion engine is restarted after the crank position of the internal combustion engine returns to the normal stop position, so that the internal combustion engine can be started more reliably.
[0010]
In the first drive device of the present invention, the restartable time is a time required for the drive circuit to be cooled and restartable, and is required for the internal pressure of the internal combustion engine to return to a normal pressure. The time may be set as the longer one of the times. With this configuration, the internal combustion engine is restarted after the internal pressure of the internal combustion engine returns to the normal pressure, so that the internal combustion engine can be started more reliably.
[0011]
Further, in the first driving device of the present invention, there is provided a temperature detecting means for detecting a temperature of at least a part of the driving circuit, and the stop instruction means sets a timing based on the temperature detected by the temperature detecting means to the predetermined time. May be a means for instructing a stop of the start of the internal combustion engine as the timing of. In this case, the start of the internal combustion engine can be stopped based on the temperature of the drive circuit.
[0012]
In the first driving apparatus according to the aspect of the present invention, in which an instruction to stop the start of the internal combustion engine is issued based on the temperature of the driving circuit, the stop instruction means includes a timing at which a temperature equal to or higher than a predetermined temperature is detected by the temperature detection means. May be a means for issuing an instruction to stop the start of the internal combustion engine as the predetermined timing. In this case, it is possible to prevent the drive circuit from reaching a predetermined temperature or higher.
[0013]
Further, in the first drive device according to the aspect of the present invention, in which the stop instruction of the start of the internal combustion engine is performed based on the temperature of the drive circuit, the stop instructing means detects the temperature detection when the start instruction of the internal combustion engine is issued. A cranking available time is set based on the temperature detected by the means, and an instruction to stop the start of the internal combustion engine is set as a timing at which the cranking available time has elapsed since the start of the internal combustion engine. May be used as a means for performing the following. With this configuration, the cranking time is set based on the temperature of the drive circuit when the internal combustion engine is instructed to start, so that the drive circuit can be prevented from being damaged by overheating.
[0014]
A second driving device according to the present invention includes:
A drive device capable of outputting power from an internal combustion engine and power from a drive motor to a drive shaft,
Starting means capable of starting the internal combustion engine, comprising: a starting motor capable of cranking the internal combustion engine; and a drive circuit that drives the starting motor.
Temperature detection means for detecting the temperature of at least a part of the drive circuit;
When a start instruction of the internal combustion engine is issued, a cranking possible time setting means for setting a cranking possible time based on the temperature detected by the temperature detecting means,
When the start instruction of the internal combustion engine is given, the start means is controlled so as to start the internal combustion engine, and when the set crankable time has elapsed since the start of the internal combustion engine, the internal combustion engine is started. Start control means for stopping the start of the engine;
The gist is to provide
[0015]
In the second drive device of the present invention, when an instruction to start the internal combustion engine is issued, the temperature of the drive circuit of the electric motor for starting the internal combustion engine is detected to set the cranking possible time and to start the internal combustion engine. A starter having a starter motor and a drive circuit for the starter is controlled, and the start of the internal combustion engine is stopped when a set crankable time has elapsed since the start of the internal combustion engine. Therefore, it is possible to prevent the drive circuit of the starting motor from being damaged by overheating. Here, the cranking possible time setting means may be a means for setting the cranking possible time in a shorter tendency as the temperature detected by the temperature detecting means is higher.
[0016]
In the first or second drive device of the present invention, an internal combustion engine operation mode in which at least a part of power from the internal combustion engine is output to the drive shaft based on a drive state of the drive device, and the internal combustion engine is stopped. And a mode setting means for setting any one of a plurality of modes including a motor drive mode for outputting only the power from the motor to the drive shaft.
[0017]
The hybrid vehicle according to the present invention has the first or second drive device according to any one of the above-described embodiments of the present invention, that is, basically, the power from the internal combustion engine and the power from the drive motor are applied to the drive shaft. A driving device capable of outputting, comprising: a starting motor capable of cranking the internal combustion engine; and a driving circuit for driving the starting motor; starting means capable of starting the internal combustion engine; Stop instructing means for giving an instruction to stop the start of the internal combustion engine at a predetermined timing after the start of the internal combustion engine in order to prevent overheating; The start means is controlled to start the internal combustion engine when the stop instruction means instructs the start of the internal combustion engine during the start of the internal combustion engine. Control the A start which controls the starting means to start the internal combustion engine, based on a lapse of a restartable time set as a time at which the drive circuit is cooled from the stop instruction and the restart is possible, as one of the conditions of the restart. A first drive unit of the present invention and a drive unit capable of outputting power from an internal combustion engine and power from a drive motor to a drive shaft, wherein the internal combustion engine can be cranked. Starting means having a starting motor and a drive circuit for driving the starting motor, capable of starting the internal combustion engine, temperature detecting means for detecting a temperature of at least a part of the drive circuit, and starting the internal combustion engine When an instruction is given, a cranking possible time setting means for setting a cranking possible time based on the temperature detected by the temperature detecting means, and when a start instruction for the internal combustion engine is given, Starting control means for controlling the starting means to start the internal combustion engine, and stopping the starting of the internal combustion engine when the set crankable time has elapsed since the start of the internal combustion engine. The gist is that a second drive device of the present invention is provided, and the drive shaft is connected to an axle.
[0018]
Since the hybrid vehicle of the present invention incorporates the first or second drive device of the present invention in any one of the above-described embodiments, the effects of the first or second drive device of the present invention, for example, the effects of the internal combustion engine The effect of preventing the drive circuit for driving the starting motor for cranking the internal combustion engine at the time of starting and restarting from being damaged by heat, the effect of being able to start the internal combustion engine more reliably, and the speed of The same effect as the effect that the internal combustion engine can be started can be achieved.
[0019]
According to a first control method of a drive device of the present invention, there is provided an internal combustion engine capable of outputting power to a drive shaft, a drive motor capable of outputting power to the drive shaft, and a starting motor capable of cranking the internal combustion engine. Starting means having an electric motor and a driving circuit for driving the starting motor, capable of starting the internal combustion engine, and a predetermined timing after starting of the internal combustion engine is started to prevent overheating of the driving circuit A stop instruction means for giving an instruction to stop the start of the internal combustion engine, a control method of a drive device comprising:
When the start instruction of the internal combustion engine is issued, the start means is controlled to start the internal combustion engine,
Controlling the start means to stop the start of the internal combustion engine when the stop instruction means instructs the start of the internal combustion engine during the start of the internal combustion engine,
The start means is controlled so as to start the internal combustion engine by setting a lapse of a restartable time set as a time at which the drive circuit is cooled from the stop instruction to enable restarting as one of the conditions for restarting.
That is the gist.
[0020]
According to the control method of the first drive device of the present invention, the starter having the starter motor and the drive circuit thereof is controlled so as to start the internal combustion engine when the start instruction of the internal combustion engine is issued, and the internal combustion engine is controlled. During the start of the engine, the start means is controlled to stop the start of the internal combustion engine when an instruction to stop the start of the internal combustion engine is issued in order to prevent overheating of the drive circuit. The start means is controlled again to start the internal combustion engine as one of the conditions for restarting the elapse of the restartable time set as the time at which the internal combustion engine can be restarted. In this case, it is possible to prevent the drive circuit for driving the starting motor for cranking the internal combustion engine from being damaged by heat. As a result, the internal combustion engine can be started more reliably. Moreover, since the restartable time is set to the time when the drive circuit is cooled and restart is possible, the internal combustion engine can be started more quickly than when restarting after waiting for a longer time. it can. Here, "as one of the restart conditions" means that a plurality of necessary conditions are considered as the restart condition, and that the elapse of the restartable time is included as one of the plurality of necessary conditions. means.
[0021]
According to a second control method of the driving device of the present invention,
An internal combustion engine capable of outputting power to a drive shaft, a drive motor capable of outputting power to the drive shaft, a starter motor capable of cranking the internal combustion engine, and a drive circuit for driving the starter motor. A starter capable of starting the internal combustion engine, and a temperature detector that detects a temperature of at least a part of the drive circuit, comprising:
When the start instruction of the internal combustion engine is issued, the cranking possible time is set based on the temperature detected by the temperature detecting means, and the starting means is controlled to start the internal combustion engine,
Stopping the start of the internal combustion engine when the set crankable time elapses after the start of the internal combustion engine is started
That is the gist.
[0022]
According to the control method of the second drive device of the present invention, when the start instruction of the internal combustion engine is issued, the temperature of the drive circuit of the electric motor for starting the internal combustion engine is detected to set the cranking possible time, and Controlling the starting means having a starting motor and its drive circuit so as to start the engine, and stops the start of the internal combustion engine when the set crankable time has elapsed since the start of the internal combustion engine, It is possible to prevent the drive circuit of the starting motor from being damaged by overheating.
[0023]
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 equipped with a drive device according to one embodiment of the present invention. As shown, the hybrid vehicle 20 of the embodiment includes an engine 22, a planetary gear 30 connected to a crankshaft 24 as an output shaft of the engine 22, a motor 40 capable of generating electric power connected to the planetary gear 30, and a planetary gear 30. And a CVT 50 as a continuously variable transmission connected to drive wheels 66a and 66b via a differential gear 64, and a hybrid electronic control unit 70 for controlling the entire apparatus.
[0024]
The engine 22 is an internal combustion engine that outputs power using a hydrocarbon fuel such as gasoline or light oil, and the crankshaft 24 of the engine 22 generates electric power to be supplied to an auxiliary device (not shown) and starts the engine 22. A starter motor 26 is attached by a belt 28. The operation control of the engine 22, for example, fuel injection control, ignition control, intake air amount adjustment control, and the like are performed by an engine electronic control unit (hereinafter, referred to as engine ECU) 29. In the starter motor 26, the six switching elements of the inverter 27 connected to the power line from the secondary battery 44 are switching-controlled by the engine ECU 29 based on a signal from a rotation position detection sensor 26a for detecting the rotation position. Driven by Note that the inverter 27 sends a heating fail signal to the engine ECU 29 when any one of the plurality of temperature sensors provided near each of the six switching elements becomes equal to or higher than the temperature near the upper limit of the allowable temperature of the switching elements. Output. The engine ECU 29 communicates 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.
[0025]
The planetary gear 30 includes a sun gear 31 of an external gear, a ring gear 32 of an internal gear arranged concentrically with the sun gear 31, a first pinion gear 33 meshing with the sun gear 31, a first pinion gear 33 and a ring gear 32. A meshing second pinion gear 34, a carrier 35 for holding the first pinion gear 33 and the second pinion gear 34 so as to be able to rotate and revolve freely are provided. The crankshaft 24 of the engine 22 is connected to the sun gear 31 of the planetary gear 30, and the rotating shaft 41 of the motor 40 is connected to the carrier 35. The output of the engine 22 is input from the sun gear 31 and the motor 40 is connected via the carrier 35. And output can be exchanged. The carrier 35 can be connected to the input shaft 51 of the CVT 50 by the clutch C1 and the ring gear 32 can be connected to the input shaft 51 of the CVT 50 by the clutch C2. By connecting the clutch C1 and the clutch C2, the sun gear 31, the ring gear 32, and the carrier 35 can be connected. The rotation by the two rotating elements is prohibited, and the crankshaft 24 of the engine 22, the rotating shaft 41 of the motor 40, and the input shaft 51 of the CVT 50 are formed as a single rotating body. The planetary gear 30 is also provided with a brake B1 for fixing the ring gear 32 to the case 39 and inhibiting its rotation.
[0026]
The motor 40 is configured as, for example, a known synchronous generator motor that can be driven as a generator and can also be driven as a motor, and exchanges power with the secondary battery 44 via the inverter 43. The driving of the motor 40 is controlled by a motor electronic control unit (hereinafter referred to as a motor ECU) 49. The motor ECU 49 manages signals necessary for controlling the driving of the motor 40 and the secondary battery 44. Necessary signals, for example, a signal from a rotation position detection sensor 45 for detecting a rotation position of a rotor of the motor 40, a phase current applied to the motor 40 detected by a current sensor (not shown), and a terminal between the terminals of the secondary battery 44 The voltage between terminals from the installed voltage sensor 46, the charge / discharge current from the current sensor 47 attached to the power line from the secondary battery 44, the battery temperature from the temperature sensor 48 attached to the secondary battery 44, and the like. The motor ECU 49 outputs a switching control signal to the inverter 43. The motor ECU 49 calculates the remaining capacity (SOC) based on the integrated value of the charging / discharging current detected by the current sensor 47 in order to manage the secondary battery 44. The motor ECU 49 is in communication with the hybrid electronic control unit 70, and controls the drive of the motor 40 according to a control signal from the hybrid electronic control unit 70 and, if necessary, the operating state of the motor 40 and the secondary battery 44. Is output to the hybrid electronic control unit 70.
[0027]
The CVT 50 includes a primary pulley 53 having a variable groove width and connected to an input shaft 51, a secondary pulley 54 having a variable groove width and connected to an output shaft 52 as a drive shaft, a primary pulley 53 and a secondary pulley. 54, a first actuator 56 and a second actuator 57 for changing the groove width of the primary pulley 53 and the secondary pulley 54, and the primary pulley 53 and the second actuator 57 are provided by the first actuator 56 and the second actuator 57. By changing the groove width of the secondary pulley 54, the power of the input shaft 51 is continuously changed and output to the output shaft 52. The control of the speed ratio of the CVT 50 is performed by a CVT electronic control unit (hereinafter, referred to as CVT ECU) 59. The CVT ECU 59 receives the rotation speed of the input shaft 51 from the rotation speed sensor 61 attached to the input shaft 51 and the rotation speed of the output shaft 52 from the rotation speed sensor 62 attached to the output shaft 52. Drive signals to the first actuator 56 and the second actuator 57 are output from the CVT ECU 59. The CVT ECU 59 communicates with the hybrid electronic control unit 70, controls the speed ratio of the CVT 50 by a control signal from the hybrid electronic control unit 70, and, if necessary, transmits data on the operating state of the CVT 50 to the hybrid electronic control unit 70. Output to the control unit 70.
[0028]
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 includes a shift position sensor 81 that detects the rotation speed Ni of the input shaft 51 from the rotation speed sensor 61, the rotation speed No of the output shaft 52 from the rotation speed sensor 62, and the operating position of the shift lever 80. , An accelerator opening Acc from an accelerator pedal position sensor 83 for detecting the amount of depression of an accelerator pedal 82, a brake pedal position BP from a brake pedal position sensor 85 for detecting the amount of depression of a brake pedal 84, and a vehicle speed sensor. The vehicle speed V and the like from 86 are input via an input port. From the hybrid electronic control unit 70, a drive signal to the clutch C1 or the clutch C2, a drive signal to the brake B1, a lighting signal to an abnormal lamp 88 disposed on a panel in front of the driver's seat, and the like are output through an output port. Has been output through. As described above, the hybrid electronic control unit 70 is connected to the engine ECU 29, the motor ECU 49, and the CVT ECU 59 through the communication port, and exchanges various control signals and data with the engine ECU 29, the motor ECU 49, and the CVT ECU 59. ing.
[0029]
In the hybrid vehicle 20 of the embodiment configured as described above, at the time of starting, the clutch C1 is turned on and the clutch C2 and the brake B1 are turned off, and the vehicle is started only with the power from the motor 40 in a state where the operation of the engine 22 is stopped. After the start, the engine 22 is started by the starter motor 26 and the clutch C2 is turned on while sliding, so that the crankshaft 24 of the engine 22, the rotating shaft 41 of the motor 40, and the input shaft 51 of the CVT 50 are integrated into a rotating body. The vehicle runs with power from the engine 22.
[0030]
Next, the operation of the hybrid vehicle 20 of this embodiment when the engine 22 is started will be described. FIG. 2 is a flowchart illustrating an example of a start processing routine of the engine 22 executed by the engine ECU 29 that has input a start instruction of the engine 22 from the hybrid electronic control unit 70.
[0031]
When the start processing routine is executed, the engine ECU 29 first executes a process of driving the starter motor 26 to start cranking of the engine 22 (step S100). Then, the rotation speed Ne of the engine 22 is input (step S110), and the input rotation speed Ne is determined as the threshold value Nset (step S120). Here, the threshold value Nset is set as the rotation speed of the engine 22 at which the fuel injection control and the ignition control of the engine 22 are started, and is set, for example, to 1000 rotations. If the rotation speed Ne is less than the threshold value Nset, it is determined that the rotation speed has not yet reached the fuel injection or ignition speed, and a heating fail signal is input from the inverter 27 that drives the starter motor 26 (step S130). Is turned on (step S140). As described above, the heating fail signal is a signal that is turned on when any one of the plurality of temperature sensors provided near the switching element of the inverter 27 becomes higher than the temperature near the upper limit of the allowable temperature of the switching element. is there. When the heating failure signal is off, it is determined that the temperature of the switching element of the inverter 27 is in the normal range, and the process returns to the input processing of the engine speed Ne of the engine 22 in step S110. If the rotation speed Ne input in step S120 is determined to be equal to or greater than the threshold value Nset during the execution of the processing in steps S110 to S140 repeatedly, the fuel injection control and the ignition control of the engine 22 are started ( Step S150), the start processing routine ends.
[0032]
On the other hand, if it is determined in step S140 that the heating fail signal is ON while the processing between steps S110 to S140 is repeatedly performed, cranking fails for some reason, and the switching element of the inverter 27 is turned off. It is determined that one of them has reached the temperature near the upper limit of the normal range and the possibility of breakage has occurred, the drive of the starter motor 26 is stopped (step S160), and the restart counter C for counting the number of restarts of the engine 22 is determined. The value is incremented by 1 (step S170). Here, the restart counter C is set to a value of 0 as an initial value when this start processing routine is executed by transmitting a start instruction of the engine 22 from the hybrid electronic control unit 70. Then, on condition that the restart counter C has not reached the threshold value Cref (step S190), the process waits for a predetermined time to elapse (step S180), and then returns to the process of starting cranking by the starter motor 26 in step S100. Here, in the embodiment, the predetermined time as the waiting time is equal to the time required for the temperature of the switching element of the inverter 27 to start the engine 22 by heat radiation (for example, 1 second or 2 seconds). Of the time required for the engine 22 to be reduced to such an extent that it can be driven, and the time required for the crank position of the engine 22 moved by the drive of the starter motor 26 to return to the normal stop position. It can be determined by conducting experiments on the structure of the engine 22, the performance of the starter motor 26, and the type of switching element of the inverter 27. The threshold value Cref is set as a value that determines the number of times that a cranking failure is permitted. For example, when only one failure is permitted, a value of 2 is set, and two failures are permitted. If so, the value 3 is set. Although the number of allowable cranking failures may be any number, it can be determined by the allowable time from the start by the motor 40 to the travel by the power from the engine 22. In the embodiment, when the cranking fails, the process returns to the process of starting the cranking by the starter motor 26 after the elapse of the predetermined time. One of the conditions for starting the engine 22 is that the engine 22 is also restarted when other conditions, such as the fact that any abnormality is not detected by various sensors (not shown) attached to the engine 22, are satisfied. Needed to start. Since this does not form the core of the present invention, illustration and detailed description in the flowchart are omitted.
[0033]
FIG. 3 shows the time change of the operation of the starter motor 26, the temperature of the inverter 27, the state of the heating fail signal, and the state of the determination of the permission for restart when the engine 22 is restarted after the cranking of the engine 22 fails. FIG. As shown in the figure, when a start instruction of the engine 22 is issued at time t1, the starter motor 26 is driven to start cranking of the engine 22 (step S100). I will. At this time, since a current flows through the starter motor 26 via the inverter 27, the temperature of the ON-state of the switching elements constituting the inverter 27 increases. When the switching element is near the upper limit of the allowable temperature, the heating fail signal output from the inverter 27 to the engine ECU 29 is turned on. At this time (time t2), driving of the starter motor 26 is stopped (step S160). Then, the restart of the engine 22 is permitted at a time t3 when a time (t3-t2) required for the temperature of the switching element of the inverter 27 to cool and the crank position of the engine 22 to return to the normal stop position elapses, The starter motor 26 is driven again, and the cranking of the engine 22 is started. In FIG. 3, the fact that the rotation speed of the starter motor 26 once becomes negative after time t2 and then becomes positive again and becomes the value 0 indicates that the crank position of the engine 22 returns to the normal stop position. I have.
[0034]
The cranking of the engine 22 is started again, and when the rotation speed Ne of the engine 22 becomes equal to or more than the threshold value Nset in step S120, the fuel injection control and the ignition control of the engine 22 are started (step S150), and this routine ends. On the other hand, even if the cranking of the engine 22 is started again and the cranking fails, the temperature of the switching element of the inverter 27 is cooled until the restart counter C reaches the threshold value Cref, and the crank position of the engine 22 is reduced. The restart is repeated after a predetermined time set as the time required to return to the normal stop position elapses. If it is determined in step S190 that the restart counter C is equal to the threshold value Cref, it is determined that cranking failures have exceeded the allowable number, and the abnormal lamp 88 attached to the panel in front of the driver's seat is turned on ( Step S200), this routine ends.
[0035]
According to the hybrid vehicle 20 of the embodiment described above, when the cranking of the engine 22 fails, the time required for cooling the temperature of the switching element of the inverter 27 and the crank position of the engine 22 become the normal stop position. Since the cranking of the engine 22 is restarted after the elapse of a predetermined time set as the longer time required for returning, the switching element of the inverter 27 is prevented from being damaged by overheating. And cranking when the engine 22 is restarted can be performed more reliably. As a result, the engine 22 can be more reliably started as compared with the case where the cranking of the engine 22 is restarted earlier than the timing when the waiting time has elapsed, and later than the timing when the waiting time has elapsed. The engine 22 can be started more quickly than when the cranking of the engine 22 is restarted at the timing.
[0036]
In the hybrid vehicle 20 of the embodiment, when the cranking of the engine 22 fails, the time required for cooling the temperature of the switching element of the inverter 27 and the time required for the crank position of the engine 22 to return to the normal stop position. The cranking of the engine 22 is restarted after a predetermined time set as the longer time elapses. However, the time required for the crank position of the engine 22 to return to the normal stop position is taken into consideration. Instead, the cranking of the engine 22 may be restarted after a lapse of time considering only the time required for cooling the temperature of the switching element of the inverter 27.
[0037]
In the hybrid vehicle 20 of the embodiment, the timing of stopping the driving of the starter motor 26 due to the failure of the cranking of the engine 22 is performed based on the heating fail signal output from the inverter 27. And a signal from each temperature sensor is input to the engine ECU 29. When the temperature detected by any one of the temperature sensors reaches a predetermined temperature set near the upper limit of the allowable temperature. The driving of the starter motor 26 may be stopped. In this case, instead of the time required for the temperature of the switching element of the inverter 27 to be cooled, the time required for starting the engine 22 by any of the temperatures detected by the temperature sensors (for example, one second or two seconds). (E.g., seconds), when the temperature of the engine 22 has decreased to a level at which the starter motor 26 can be driven, considering that the time required for the crank position of the engine 22 to return to the normal stop position has elapsed. Alternatively, the cranking of the engine 22 may be restarted. In these cases, the temperature sensor is not limited to be provided for each switching element of the inverter 27, but may be provided with a temperature sensor for detecting the temperature of the inverter 27.
[0038]
In the case where a temperature sensor for detecting the temperature of each switching element of the inverter 27 and the temperature of the inverter 27 is provided and a signal from the temperature sensor is input to the engine ECU 29, the drive of the starter motor 26 is started. At this time, the time for continuing the cranking may be set based on the temperature of the inverter 27 or the temperature of the switching element. FIG. 4 shows an example of the start processing routine in this case. In the start processing routine of this modified example, first, the temperature of the inverter 27 is input (step S300), and a cranking time Tc for continuing cranking is set based on the input temperature of the inverter 27 (step S310). In the embodiment, the setting of the cranking time Tc is such that the relationship between the temperature of the inverter 27 and the cranking time Tc is obtained in advance by experiments or the like and stored in the ROM 74 as a cranking time setting map. When given, the corresponding cranking time Tc is derived from the stored map. FIG. 5 shows an example of the cranking time setting map. As shown in the drawing, in the embodiment, the cranking time Tc is set to be shorter as the temperature of the inverter 27 is higher, from the viewpoint of preventing damage to each switching element of the inverter 27 due to overheating.
[0039]
When the cranking time Tc is set in this manner, the starter motor 26 is driven to start cranking of the engine 22 (step S320), and the number of rotations of the engine 22 from the start of cranking until the lapse of the cranking time Tc. It is determined whether Ne reaches the threshold value Nset (steps S330 to S350), and when the rotation speed Ne reaches the threshold value Nset, the fuel injection control and the ignition control of the engine 22 are started (step S360), and this routine ends. When the cranking time Tc has elapsed without the rotation speed Ne reaching the threshold value Nset, the same processing as the processing when the heating fail signal is turned on in the start processing routine of FIG. The driving is stopped and the restart counter C is incremented (steps S370, S38). ), By comparing the restart counter C with the threshold value Cref, the time required for cooling the temperature of the switching element of the inverter 27 and the crank position of the engine 22 on the condition that the number of failures of cranking does not exceed the allowable number. Waiting for a predetermined time set as the longer one of the time required to return to the normal stop position (steps S390 and S400), and restarting the cranking of the engine 22 by the starter motor 26. Execute
[0040]
The hybrid vehicle that executes the start-up processing routine (FIG. 4) according to such a modified example can achieve the same effect as the hybrid vehicle 20 according to the embodiment.
[0041]
In the hybrid vehicle 20 of the embodiment and the hybrid vehicle of the modified example, the start processing routine is executed by the engine ECU 29. However, the start processing routine may be executed by the hybrid electronic control unit 70.
[0042]
In the hybrid vehicle 20 of the embodiment and the hybrid vehicle of the modified example, the power from the engine 22 and the motor 40 is transmitted by the planetary gear 30 to the CVT 50 connected to the drive wheels 66a and 66b via the differential gear 64, and the engine 22 is stopped. In this state, the clutch connects and disconnects the input shaft 51 and the carrier 35 or the ring gear 32 of the planetary gear 30 so that the vehicle can run only with the power from the motor 40 and can run with the power of the engine 22. Although the brake B1 for fixing the C1 and C2 and the ring gear 32 to the case 39 is provided, any configuration may be used as long as the engine is automatically stopped or started during running or during a temporary stop. There is no problem with the configuration. For example, as in a modified hybrid vehicle 120 illustrated in FIG. 6, a drive shaft connected to a crankshaft and an axle of an engine 122 is connected to two of three rotation elements (sun gear, ring gear, and carrier) of a planetary gear 130. Alternatively, the present invention may be applied to a configuration in which the motor MG1 capable of generating power is attached to the remaining rotating elements of the planetary gear 130, and the motor MG2 is attached to the drive shaft. In the hybrid vehicle 120 of this modification, the electric power from the battery 144 is supplied to the motor MG2 via the inverter 142 while the engine 122 is stopped, so that the vehicle can run only with the power from the motor MG2. Engine 122 can be cranked by driving motor MG1. Therefore, when the engine 122 is cranked by the motor MG1, the start processing routine of FIG. 2 and the start processing routine of FIG. 4 can be executed to protect the switching element of the inverter 141 that drives the motor MG1. Further, like a hybrid vehicle 220 of a modified example illustrated in FIG. 7, the engine 122 includes an inner rotor 232 attached to a crankshaft of an engine 222 and an outer rotor 234 attached to a drive shaft connected to an axle. May be applied to a configuration including a pair rotor motor 230 that transmits a part of the power to the drive shaft and converts the remaining power into electric power, and a motor MG2 attached to the drive shaft. Also in the hybrid vehicle 220 of this modification, by supplying the electric power from the battery 244 to the motor MG2 via the inverter 242 with the engine 222 stopped, the hybrid electric vehicle 220 can run only with the power from the motor MG2. The motor 222 can be driven to crank the engine 222. Therefore, when the engine 222 is cranked by the anti-rotor motor 230, the start processing routine of FIG. 2 and the start processing routine of FIG. 4 are executed to protect the switching element of the inverter 241 that drives the anti-rotor motor 230. Can be.
[0043]
In the embodiment and its modifications, the drive device that outputs power to the drive shaft is mounted on the vehicle.However, the drive device is mounted on a vehicle other than the vehicle, or mounted on a moving body such as a ship or an aircraft other than the vehicle. Or may be incorporated into immovable equipment or facilities such as construction machines. Further, in the embodiments and the modifications thereof, the description has been made of the drive device mounted on the hybrid vehicle. However, it goes without saying that the control method of the drive device may be used.
[0044]
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 equipped with a drive device according to one embodiment of the present invention.
FIG. 2 is a flowchart illustrating an example of a start processing routine of the engine 22 executed by the engine ECU 29 that has received a start instruction of the engine 22 from the hybrid electronic control unit 70;
FIG. 3 is an explanatory diagram illustrating a state when cranking of the engine 22 has failed and the engine 22 is started again.
FIG. 4 is a flowchart illustrating an example of a start processing routine according to a modified example.
FIG. 5 is an explanatory diagram showing an example of a cranking time setting map.
FIG. 6 is a configuration diagram schematically showing a configuration of a hybrid vehicle 120 according to a modified example.
FIG. 7 is a configuration diagram schematically illustrating a configuration of a hybrid vehicle 220 according to a modified example.
[Explanation of symbols]
20, 120, 220 hybrid vehicle, 22, 122, 222 engine, 24 crankshaft, 26 starter motor, 26a rotational position detection sensor, 27 inverter, 28 belt, 29 electronic control unit for engine (engine ECU), 30, 130 planetary gear , 31 sun gear, 32 ring gear, 33 first pinion gear, 34 second pinion gear, 35 carrier, 39 case, 40 front wheel motor, 41 rotation shaft, 43 inverter, 44 secondary battery, 45 rotation position detection sensor, 46 voltage sensor, 47 current sensor, 48 temperature sensor, 49 electronic control unit for motor (motor ECU), 50 CVT, 51 input shaft, 52 output shaft, 53 primary pulley, 54 secondary pulley, 55 belt, 56 first actuator, 57 second actuator, 59 CVT electronic control unit (CVT ECU), 61 rotation speed sensor, 62 rotation speed sensor, 64 differential gear, 66a, 66b front wheel, 70 hybrid electronic control unit, 72 CPU, 74 ROM, 76 RAM, 80 shift lever, 81 shift position sensor, 82 accelerator pedal, 83 accelerator pedal position sensor, 84 brake pedal, 85 brake pedal position sensor, 86 vehicle speed sensor, 88 abnormality lamp, 141, 142, 241, 242 inverter , 144, 244 battery, 230 pair rotor motor, B1 brake, C1, C2 clutch, MG1, MG2 motor.

Claims (12)

A drive device capable of outputting power from an internal combustion engine and power from a drive motor to a drive shaft,
Starting means capable of starting the internal combustion engine, comprising: a starting motor capable of cranking the internal combustion engine; and a drive circuit that drives the starting motor.
Stop instructing means for giving an instruction to stop the start of the internal combustion engine at a predetermined timing after the start of the internal combustion engine is started in order to prevent overheating of the drive circuit;
When the start instruction of the internal combustion engine is issued, the start means is controlled so as to start the internal combustion engine. During the start of the internal combustion engine, an instruction to stop the start of the internal combustion engine is issued by the stop instruction means. The start means is controlled so as to stop the start of the internal combustion engine, and the elapse of a restartable time set as a time at which the drive circuit is cooled and the restart is enabled from the stop instruction is determined as a restart time. Starting control means for controlling the starting means to start the internal combustion engine as one of the conditions;
A driving device comprising: The restartable time is set as a longer time between the time when the drive circuit is cooled and the restart is possible and the time required for the crank position of the internal combustion engine to return to the normal stop position. The drive device according to claim 1, wherein The restartable time is set as a longer time between a time when the drive circuit is cooled and restart is possible and a time required for the internal pressure of the internal combustion engine to return to a normal pressure. The driving device according to claim 1 or 2, wherein The drive device according to any one of claims 1 to 3, wherein
A temperature detection unit that detects a temperature of at least a part of the drive circuit;
The drive device according to any one of claims 1 to 3, wherein the stop instruction unit is a unit that issues an instruction to stop the start of the internal combustion engine using a timing based on the temperature detected by the temperature detection unit as the predetermined timing. 5. The drive apparatus according to claim 4, wherein the stop instructing unit is a unit that instructs a stop of the start of the internal combustion engine using a timing at which a temperature equal to or higher than a predetermined temperature is detected by the temperature detecting unit as the predetermined timing. The stop instruction means sets a cranking possible time based on the temperature detected by the temperature detection means when the start instruction of the internal combustion engine is issued, and sets the cranking time after the start of the internal combustion engine. 5. The drive device according to claim 4, wherein the drive device issues a command to stop the start of the internal combustion engine with the timing at which the possible time has elapsed as the predetermined timing. A drive device capable of outputting power from an internal combustion engine and power from a drive motor to a drive shaft,
Starting means capable of starting the internal combustion engine, comprising: a starting motor capable of cranking the internal combustion engine; and a drive circuit that drives the starting motor.
Temperature detection means for detecting the temperature of at least a part of the drive circuit;
When a start instruction of the internal combustion engine is issued, a cranking possible time setting means for setting a cranking possible time based on the temperature detected by the temperature detecting means,
When the start instruction of the internal combustion engine is given, the start means is controlled so as to start the internal combustion engine, and when the set crankable time has elapsed since the start of the internal combustion engine, the internal combustion engine is started. Start control means for stopping the start of the engine;
A driving device comprising: 8. The driving device according to claim 7, wherein the cranking possible time setting means is a means for setting the cranking possible time to be shorter as the temperature detected by the temperature detecting means is higher. An internal combustion engine operation mode in which at least a part of the power from the internal combustion engine is output to the drive shaft based on a driving state of the driving device, and only the power from the electric motor is output to the drive shaft after the internal combustion engine is stopped. The drive device according to any one of claims 1 to 8, further comprising mode setting means for setting any one of a plurality of modes including a motor drive mode. A hybrid vehicle comprising the drive device according to claim 1, wherein the drive shaft is connected to an axle. An internal combustion engine capable of outputting power to a drive shaft, a drive motor capable of outputting power to the drive shaft, a starter motor capable of cranking the internal combustion engine, and a drive circuit for driving the starter motor. Start means capable of starting the internal combustion engine, and a stop instruction for giving a stop instruction for starting the internal combustion engine at a predetermined timing after the start of the internal combustion engine in order to prevent overheating of the drive circuit. Means, a control method of a driving device comprising:
When the start instruction of the internal combustion engine is issued, the start means is controlled to start the internal combustion engine,
Controlling the start means to stop the start of the internal combustion engine when the stop instruction means instructs the start of the internal combustion engine during the start of the internal combustion engine,
The start means is controlled so as to start the internal combustion engine by setting a lapse of a restartable time set as a time at which the drive circuit is cooled from the stop instruction to enable restarting as one of the conditions for restarting. Control method of driving device. An internal combustion engine capable of outputting power to a drive shaft, a drive motor capable of outputting power to the drive shaft, a starter motor capable of cranking the internal combustion engine, and a drive circuit for driving the starter motor. A starter capable of starting the internal combustion engine, and a temperature detector that detects a temperature of at least a part of the drive circuit, comprising:
When the start instruction of the internal combustion engine is issued, the cranking possible time is set based on the temperature detected by the temperature detecting means, and the starting means is controlled to start the internal combustion engine,
A control method of a drive device for stopping the start of the internal combustion engine when the set cranking possible time has elapsed since the start of the internal combustion engine was started.

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