JP2007196766A - Start controller for hybrid vehicle and hybrid vehicle with start controller - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a start controller for a hybrid vehicle and the hybrid vehicle for the start controller that improve start performance of the vehicle while lightening the burden of automatic stop and restart control over an engine on a driver. <P>SOLUTION: The start controller for the hybrid vehicle 10 equipped with an auxiliary machine 15, an engine 6, and an electric motor 8 is further equipped with: engine control means 4 and 5 of operating and stopping the engine 6 according to previously set prescribed conditions; and electric motor power transmission control means 7 and 5g of transmitting the power of the electric motor 8 to the auxiliary machine 15 through the engine 6 to drive the auxiliary machine 15 when the engine 6 is at a stop. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a hybrid vehicle start control device and a hybrid vehicle with a start control device, which are related to control at the time of start from an engine stop state.

  2. Description of the Related Art Conventionally, a parallel hybrid vehicle in which both an engine and an electric motor are mounted as vehicle drive sources is known. In this type of hybrid vehicle, the electric motor has a function as a motor that rotates with the electric power of the battery, and a function as a generator that charges the battery with the electric energy generated by the rotational motion. By combining these driving forces, the vehicle is driven efficiently.

For example, in Patent Document 1, in a vehicle in which a clutch is interposed between an engine and an electric motor, the clutch is disengaged when starting and the vehicle is driven only by the electric motor, and the clutch is connected when the vehicle is stopped and the electric motor is driven by the engine. Discloses a configuration for charging a battery.
By the way, in recent years, due to consideration for the global environment, there are many idling stop / start control devices that automatically stop the engine while it is stopped and start the engine when starting to reduce vehicle emissions and improve fuel efficiency. Has been developed. Patent Document 2 discloses an idling stop / start control device that stops an engine in an idling state according to conditions such as a shift lever operation of a vehicle and a traveling speed, and starts the engine under a predetermined condition after the engine is stopped. When such a control device is applied to the hybrid vehicle described above, the engine is started using the power of the electric motor, thereby reducing the load on the starter (or omitting the starter) and a quiet engine. Start is possible. Thus, in order to use the electric motor for both vehicle driving and engine starting, the following control contents can be considered.

For example, when the shift lever is operated to the N range by the driver while the vehicle is stopped (that is, when the transmission is operated to the neutral stage), the engine is temporarily stopped, and then the shift lever is operated to the D range. At that time (that is, when the transmission is operated to the travel stage), the engine is restarted by the travel motor. By such a control method, the idling stop / start control can be performed according to the driver's intention.
JP-A-5-176405 JP 2004-169588 A

  In the control configuration described above, the driver's intention to perform idling stop / start control is grasped by operating the shift lever. In other words, the driver is required to perform a special operation for idling stop under normal driving of a vehicle that is mainly operated by accelerator, brake, and steering operation, which increases the burden on the driver. . In particular, in an urban area where frequent traffic congestion occurs, the operation for idling stop / start control becomes complicated for the driver, and there is a problem that idling stop / start control is difficult to implement.

  In order to deal with such a problem, it is conceivable that the driver's intention is grasped by a brake operation instead of the shift lever operation. That is, when the engine is idling, the brake pedal is depressed and the vehicle is stopped. When the vehicle is stopped, the engine is temporarily stopped, and the engine is restarted by the traveling motor when the brake pedal is released. Is to do. With such a configuration, the idling stop / start control can be performed without any special operation by the driver.

  However, such a configuration may impair the startability of the vehicle from the idling stop state. That is, the time from the release of the brake pedal to the start of the accelerator operation is extremely short in a normal driving operation, and it is difficult to complete the restart of the engine during that time. Therefore, even if the accelerator operation is performed, the running motor cannot complete the engine start, and neither the motor or the engine that is the driving source of the vehicle can quickly exhibit the function as the driving source after the driver's accelerator operation.

  In the case of a configuration including an auxiliary machine connected in series to the engine, another problem may occur. For example, in the case of a vehicle equipped with an engine driving an auxiliary machine for assisting driving operation such as a power steering pump for assisting steering operation or a brake accumulator for assisting braking operation, In the idling stop control, if the engine restart fails, the auxiliary machinery does not operate, and the steering may become heavy or the effectiveness of the brake may be reduced.

  In addition, for such a problem, it may be possible to operate the accessory stably regardless of the state of the engine by separately preparing a dedicated electric motor or the like for driving the accessory. The device configuration becomes complicated and the cost increases. It is to be noted that these auxiliary machines are to be operated after the vehicle is started, and it is not necessary to operate the auxiliary machines when the vehicle is completely stopped. Therefore, it is not always a rational method to prepare a dedicated motor only for operational stability immediately after the vehicle starts, and a simpler and cost-saving solution is awaited.

  The present invention has been devised in view of such problems, and improves the startability and operability of the vehicle while reducing the burden on the driver related to automatic engine stop and restart control with a simple configuration. It is an object of the present invention to provide a hybrid vehicle start control device and a hybrid vehicle with a start control device.

  In order to achieve the above-mentioned target, a start control device for a hybrid vehicle according to the present invention (Claim 1) includes an auxiliary machine, an engine that supplies power to the auxiliary machine, and an electric motor (for example, a motor) that supplies power to driving wheels. And a motor / generator), and an engine control means (start standby control unit, start control unit) for operating and stopping the engine based on predetermined conditions set in advance. And, when the engine is stopped by the engine control means, motor power transmission control means (clutch control unit, fail-safe control unit) for transmitting the power of the electric motor to the auxiliary machine through the engine and driving the auxiliary machine. It is characterized by having.

  The hybrid vehicle start control device of the present invention (Claim 2) is capable of transmitting power to an auxiliary machine for assisting driving operation, an engine for supplying power to the auxiliary machine, driving wheels and the engine. A start control apparatus for a hybrid vehicle including an electric motor (for example, a motor or a motor / generator) provided, wherein the engine is stopped when the vehicle is stopped, and is started when the vehicle is started When engine start by the engine control means (start standby control section, start control section) and the engine control means fails, a part of the power of the electric motor is transmitted to the auxiliary machine via the engine, and Electric motor power transmission control means (clutch control) for driving the auxiliary machine and transmitting the remaining power of the electric motor to the drive wheels to start the vehicle It is characterized in that a fail-safe control unit).

When the engine is operating, the auxiliary machine is driven by the power of the engine. Further, when the engine is stopped, the auxiliary machine is indirectly driven by the electric motor via the engine and the electric motor power transmission control means.
In addition, the motor power transmission control means is arranged so that power transmission between the engine and the motor can be connected and disconnected, and clutch control means (fail-safe control) for driving the clutch in the fastening direction when the engine is stopped. Part).

In the vehicle, it is preferable that the engine, the clutch, the electric motor, and the drive wheel are connected in series in order.
In addition, the hybrid vehicle start control device according to the present invention (Claim 3) is provided so as to be able to transmit power to an auxiliary machine for assisting a driving operation, an engine for supplying power to the auxiliary machine, and driving wheels. A start control apparatus for a hybrid vehicle, comprising: an electric motor (for example, a motor or a motor / generator); and a clutch disposed so that power transmission between the engine and the electric motor can be connected and disconnected. A start request detecting unit (start request detecting unit) for detecting a start request to the vehicle, a stop state determining unit (stop state determining unit) for determining whether or not the vehicle is in a stop state, and the stop state determining unit When it is determined that the vehicle is in a stopped state, the start standby state in which the clutch is disengaged while the engine is stopped until the start request is detected by the start request detecting means. When the start request is detected by the control means (start standby control unit) and the start request detecting means is terminated, the start control means for driving the electric motor and driving the clutch in the fastening direction ( A start control unit), and when the engine is not started by the start control means, the clutch is further driven in a fastening direction to transmit a part of the driving force of the motor to the engine. Auxiliary machine drive control means (fail-safe control unit) that drives the engine and performs auxiliary machine drive control (fail-safe control) for driving the auxiliary machine by transmitting the driving force of the engine to the auxiliary machine It is characterized by having.

The start control means drives the electric motor and drives the clutch in the fastening direction to control it in a semi-engaged state, and the auxiliary machine drive control means further drives the clutch in the fastening direction. It is preferable to control to a complete fastening state.
In this case, the start control means calculates a motor drive torque calculating means for calculating a motor drive torque obtained by adding a required torque required for starting the vehicle and a start torque required for starting the engine. (Motor drive torque calculation unit) and motor drive control means (motor drive) for driving the motor so that the motor drive torque calculated by the motor drive torque calculation means is output from the motor when the vehicle starts. It is preferable to have a control unit.

Further, it comprises request torque calculation means (request torque calculation unit) for calculating the request torque as torque required by the driver, and the motor drive torque calculation means is configured to perform the request when the accessory drive control is performed by the accessory drive control means. It is preferable that the required torque calculated by the torque calculating means is set as the electric motor driving torque.
A hybrid vehicle start control device according to the present invention (Claim 6) is the hybrid vehicle start control device according to any one of Claims 3 to 5, wherein the vehicle includes at least the engine and the electric motor. A transmission having a shift stage for transmitting power input from one side to the drive wheel and a neutral stage for non-transmission of the power, and the vehicle stops under the auxiliary drive control A forced start control for controlling the clutch to a disengaged state and controlling the shift stage of the transmission to a neutral stage and then driving the motor by driving the clutch in an engagement direction when it is determined that A forced start control means (forced start control unit) is provided.

  The hybrid vehicle with a start control device according to the present invention (Claim 7) is provided so as to be able to transmit power to an auxiliary machine for assisting a driving operation, an engine for supplying power to the auxiliary machine, and driving wheels. A hybrid vehicle comprising: an electric motor; and a clutch arranged to connect and disconnect power between the engine and the electric motor. The hybrid vehicle includes a start control device that controls a start state of the vehicle, the start control The apparatus has a start request detection means for detecting a start request to the vehicle, a stop state determination means for determining whether or not the vehicle is in a stop state, and the vehicle is in a stop state by the stop state determination means. If it is determined that the start request is detected by the start request detecting means, the start standby control means for disengaging the clutch while the engine is stopped, and the start required When the start request is detected by the detection means and the start stand-by control means ends, a start control means for driving the electric motor and driving the clutch in a fastening direction, and the engine when the electric motor is driven by the start control means When the engine does not start, the clutch is further driven in the engagement direction to transmit a part of the driving force of the electric motor to the engine, thereby driving the engine and transmitting the driving force of the engine to the auxiliary device. And an auxiliary machine drive control means for performing auxiliary machine drive control for driving the auxiliary machine.

According to the start control device for a hybrid vehicle of the present invention (Claim 1), the auxiliary machine is driven with a simple configuration even when the engine is stopped (which means that the engine is not operating autonomously by fuel energy). It becomes possible to do.
Further, according to the start control apparatus for a hybrid vehicle of the present invention (Claim 2), an auxiliary machine [for example, a power steering system] for assisting the driver's driving operation with a simple configuration even when the engine fails to start. Device (steering auxiliary device), brake booster, etc.) can be driven. Thereby, the operativity at the time of vehicle start can be improved.

  According to the hybrid vehicle start control device and the hybrid vehicle with the start control device of the present invention (claims 3 and 7), when the engine fails to start when the vehicle starts, the auxiliary machine is driven by the electric motor. (Auxiliary machine drive control can be implemented). That is, it is possible to perform control such that an auxiliary machine driven by the engine is driven by an electric motor, and the auxiliary machine can be operated even when the engine is not started. Therefore, it is possible to ensure the operation of the auxiliary machine immediately after the start of the vehicle and improve the startability and operability of the vehicle. In addition, the configuration is simple, and the adaptability to idling stop / start control is high, so that the manufacturing cost can be reduced.

According to the hybrid vehicle start control device of the present invention (Claim 4), when starting the vehicle, a torque that can start the vehicle and a torque that can start the engine are provided. Therefore, the vehicle can be started with an appropriate torque and the engine can be started.
According to the hybrid vehicle start control device of the present invention (Claim 5), when the engine fails to start, the required motor torque is set to the required torque. A part of the motor driving torque is consumed for driving the auxiliary machine via the engine. As a result, it is possible to give the driver a sense of incongruity (insufficient vehicle torque) while driving the vehicle safely by driving the auxiliary machine reliably, and to inform the driver that the engine has failed to start. It is possible to effectively notify. Therefore, it is possible to prompt the driver to stop the vehicle.

  Further, according to the hybrid vehicle start control device of the present invention (Claim 6), the engine can be restarted once the vehicle is stopped after the auxiliary machine drive control, so that the vehicle can be properly operated promptly. It can be returned to the state.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.
1 to 14 show a vehicle start control device according to an embodiment of the present invention. FIG. 1 is a control block diagram showing the overall configuration, and FIG. 2 sets the drive torque of an electric motor in the device. 3 to FIG. 10 are flowcharts for explaining the control contents of this device, and FIG. 11 to FIG. 14 are graphs for explaining the action and effect when the vehicle starts by this device.

[Constitution]
"overall structure"
As shown in FIG. 1, the controller 1 as the start control device is applied to a hybrid vehicle (hereinafter simply referred to as a vehicle) 10 including an engine 6, a clutch 7, a motor / generator 8, and a transmission 9.

  The engine 6 is configured as a general internal combustion engine. The driving force of the engine 6 is transmitted to the motor / generator 8 via the clutch 7 and is transmitted to the left and right driving wheels 11 via the transmission 9 and a differential device (not shown) to drive the vehicle 10. . The vehicle 10 includes an auxiliary machine 15 that is driven by using the engine 6 as a power source. The auxiliary machine 15 is an auxiliary machine for assisting the driving operation, and is, for example, a power steering pump for assisting the steering operation, a brake accumulator for assisting the brake operation, or the like.

  The clutch 7 is a clutch device interposed between the engine 6 and the motor / generator 8, and includes a rotating element connected to the output shaft side of the engine 6 and a rotating element connected to the input shaft side of the motor / generator 8. And the transmission of each other's driving force can be connected / disconnected by controlling connection / disconnection of each rotating element. For example, when each rotating element is in a disconnected state, the driving force of the engine 6 is not transmitted to the motor / generator 8 side, and the driving force of the motor / generator 8 is not transmitted to the engine 6 side.

  Note that the clutch 7 of the present embodiment transmits power by frictional force generated by bringing a pair of rotating elements arranged side by side into contact (engagement, fastening), and separates (releases, cuts) the rotation elements from each other. However, a wet type multi-plate clutch device, a powder clutch device, or the like may be used instead of the clutch device.

The clutch 7 can adjust the degree of engagement between the rotating elements according to the magnitude of the control voltage V input from the controller 1 described later. First, when the control voltage V is equal to or lower than the first voltage V ₁ , the rotating elements are completely fastened. Further, when the control voltage V is the second voltage V ₂ (where V ₁ <V ₂ ), a predetermined differential rotation occurs between the rotating elements (that is, a semi-fastened state where the rotating elements slip). Further, when the control voltage V is the third voltage V ₃ (where V ₂ <V ₃ ), the differential rotation between the rotating elements is larger (that is, the weak fastening state where the degree of slip between the rotating elements is larger). It becomes. When the control voltage V is equal to or higher than the fourth voltage V ₄ (where V ₃ <V ₄ ), the rotating elements are completely disconnected.

In the present embodiment, when the control voltage V of the clutch 7 is the second voltage V ₂ , a so-called half-clutch state is established and torque transmission is performed. However, when the control voltage V is the third voltage V ₃ , torque transmission is almost complete. The setting is such that the fastening state is such that it cannot be made.
The motor / generator 8 is a motor / generator having both a function as a motor (electric motor) and a function as a generator (generator). When functioning as a generator, power is generated by rotating using torque input from the engine 6, or power is generated by rotating using torque from the drive wheels 11 during deceleration, and a battery (not shown) is charged. . When functioning as a motor, the motor rotates using electric power of a battery (not shown), adds the driving force of the motor to the driving force input from the engine 6, and outputs it to the transmission 9 side. Alternatively, when the engine 6 is stopped, the engine 6 can be rotated using the driving force of the motor / generator 8. The driving force transmission shafts on the upstream and downstream sides of the motor / generator 8 are connected directly or via gears in the motor / generator 8 so as to rotate together. Hereinafter, the motor / generator 8 is simply referred to as a motor 8.

The transmission 9 is a transmission that changes the speed of rotation input from the engine 6 or the motor 8. As this transmission, a mechanical stepped transmission may be used, or a belt-type or toroidal-type continuously variable transmission may be used.
The vehicle 10 is a parallel hybrid vehicle in which the engine 6, the clutch 7, the motor 8, the transmission 9, and the drive wheels 11 are connected in series in order, and the engine 6 and the motor 8 according to the traveling state of the vehicle 10. It is possible to travel with a combination of driving forces.

  The controller 1 is an electronic control device for cooperatively controlling the engine 6, the clutch 7, the motor 8, and the transmission 9 according to the traveling state of the vehicle 10. Inside the controller 1, there are a control unit for processing signals from various sensors (not shown), a control unit for outputting control signals for operating the clutch 7, the motor 8 and the transmission 9, a control program and a control. A storage device (ROM, RAM, etc.) for storing maps and the like, a central processing unit (CPU), a time counter, and the like are provided.

  As shown in FIG. 1, on the external input side of the controller 1, an accelerator opening sensor 12 for detecting an accelerator pedal operation amount (accelerator opening A) and a brake pedal operation amount (brake depression amount B) are shown. ) And a longitudinal acceleration sensor 14 for detecting the longitudinal acceleration G of the vehicle 10 are connected. The controller 1 also includes information on the engine speed Ne of the engine 6, the speed Nm of the motor 8, the magnitude Tm of the torque output from the motor 8 to the transmission 9 side, and information on the gear position of the transmission 9 (for example, D range) 1st speed, D range 2nd speed, N range, R range, etc.) and the rotational speed Nt transmitted from the transmission 9 to the differential side are input.

<Controller configuration>
Next, the internal configuration of the controller 1 will be described in detail. As shown in FIG. 1, the controller 1 includes a detection unit 2, a determination unit 3, a start standby control unit (start standby control unit, standby torque addition unit, idling stop unit) 4 and a start control unit (start control unit). 5 is configured.

The detection unit 2 is for processing information from various sensors (not shown) provided in the vehicle 10, and the determination unit 3 is for grasping the state of the vehicle 10 and the operation state by the driver. . The start standby control unit 4 is a control unit for temporarily stopping the engine 6 while the vehicle is stopped (so-called idling stop control is performed). On the other hand, the start control unit 5 ends the idling stop control and 6 is a control unit for restarting 6 (implementing so-called idling start control). These controls are collectively referred to as idling stop / start control (ISS control).
Next, each functional element of the controller 1 will be described.

<Detector 2>
The detection unit 2 includes an accelerator operation amount detection unit (accelerator operation amount detection unit) 2a, a longitudinal acceleration calculation unit (longitudinal acceleration calculation unit, road surface gradient determination unit) 2b, an actual motor torque detection unit (actual motor torque detection unit) 2c, Electric motor speed detector (motor speed calculator) 2d, engine speed detector (engine speed detector) 2e, vehicle travel speed detector (vehicle travel speed detector) 2f, braking operation detector (braking operation detection) Means) 2g, a shift speed detection section (shift speed detection means) 2h, and a time measurement section (time measurement means) 2i.

  The accelerator operation amount detection unit 2a is for grasping the operation amount of the accelerator pedal by the driver, and detects the accelerator opening A as the accelerator operation amount based on information input from the accelerator opening sensor 12. Here, the accelerator opening A is detected as a percentage (%) of the depression amount with respect to the full stroke of the accelerator pedal. The accelerator operation amount detection unit 2a calculates an accelerator pedal operation speed (accelerator operation speed) Av (% / s) from the time change amount of the accelerator operation amount A.

  The longitudinal acceleration calculation unit 2 b calculates the longitudinal acceleration G acting on the vehicle 10 based on information input from the longitudinal acceleration sensor 14. Since the longitudinal acceleration sensor 14 is a sensor that can detect acceleration including gravitational acceleration, for example, when the vehicle 10 stops, the inclination of the road surface on which the vehicle 10 stops in the longitudinal acceleration calculation unit 2b (road surface gradient). Accordingly, the longitudinal acceleration G corresponding to is calculated. Further, the longitudinal acceleration G is given as a positive value for acceleration and as a negative value for deceleration. For this reason, the longitudinal acceleration G takes a positive value when the slope of the road surface is an upward slope, and takes a negative value when the road surface is a downward slope. And the absolute value of the calculated longitudinal acceleration G increases as the gradient becomes steeper. Thus, the longitudinal acceleration calculation unit 2b has a function of determining a road surface gradient.

  The actual motor torque detector 2c detects torque (actual motor torque) Tm output from the motor 8 to the transmission 9 side. Further, the motor rotation speed detector 2d detects the rotation speed (actual motor rotation speed) Nm of the motor 8. In addition, it is good also as a structure provided only with either one of the actual motor torque detection part 2c and the motor rotation speed detection part 2d. That is, one of the actual motor torque detection unit 2c and the motor rotation speed detection unit 2d calculates the other from one of the torque Tm and the rotation speed Nm of the motor 8 based on the rotation characteristics of the motor 8. It is good.

The engine speed detector 2e detects the engine speed Ne input from the engine 6. The vehicle travel speed detector 2f calculates (or detects) the travel speed Vc of the vehicle based on the rotational speed Nt output from the transmission 9 to the differential.
The braking operation detection unit 2g is for grasping the operation of the brake pedal by the driver, and compares the brake depression amount B input from the hydraulic pressure sensor 13 with a preset threshold value (for example, 0). Thus, it is detected (or determined) whether or not a brake operation (braking operation) has been performed.

The gear position detection unit 2 h detects the gear position of the transmission 9. In the present embodiment, neutral speeds (N range), travel speeds (D range), and reverse speeds (R range) are set as gear speeds that can be selected by the transmission 9. It is detected which position of these gears is selected and controlled. Note that a general multi-stage gear ratio position such as 1st speed (starting speed), 2nd speed, 3rd speed, etc. is set in the traveling stage. The time measuring unit 2i is used for control in the controller 1. It is a time counter and measures the elapsed time from an arbitrary time. In the present embodiment, three timers, a first timer ct, a second timer ct ′, and a third timer ct ″ capable of measuring time independently of each other are prepared. These times are expressed as a first timer measurement time t, a second timer measurement time t ′, and a third timer measurement time t ″. The first timer ct mainly measures the elapsed time from the start of each execution mode of idling start control to be described later, and the second timer ct ′ and the third timer ct ″ are the operation states (for example, by the driver) In addition, the elapsed time from the point in time when a brake pedal or accelerator pedal depression operation state) or a specific traveling state (for example, engine combustion state or clutch engagement state) is detected is measured.

<Determining unit 3>
The determination unit 3 includes a start request detection unit (start request detection unit) 3a, a stop state determination unit (stop state determination unit) 3b, and a combustion maintenance state determination unit (combustion maintenance state determination unit) 3c.
The start request detection unit 3a detects a start request input to the vehicle 10 as a driving operation of the driver. Here, when the accelerator operation is detected by the accelerator operation amount detection unit 2a, that is, when the detected accelerator opening A is greater than 0% (A> 0), it is detected as a driver's start request. To do. In the following, the determination conditions related to the control determination in the controller 1 are numbered and indicated by the symbol [].

[1] Accelerator opening A is greater than 0% Also, if the accelerator operation amount is not detected by the accelerator operation amount detector 2a, that is, if the accelerator opening A is 0%, it is considered that there is no start request. It is like that. The presence or absence of the start request detected here is input to the start standby control unit 4 and the start control unit 5. Incidentally, set in advance a minute predetermined value A ₁ as the threshold of the accelerator opening in accordance with the determination of the presence or absence of the start request, it may be configured that can absorb the error of sensing the accelerator operation amount detecting unit 2a. For example, when the accelerator opening A is 1% or more (A ≧ 1%), a start request may be detected, and when the accelerator opening A is less than 1%, it may be considered that there is no start request. .

The stop state determination unit 3b determines whether or not the vehicle 10 is in a stop state. Here, the stop state is determined based on detection information from the accelerator operation amount detection unit 2a, the longitudinal acceleration detection unit 2b, the vehicle travel speed detection unit 2f, the braking operation detection unit 2g, and the gear position detection unit 2h. Specific determination conditions are as follows.
[2] Travel speed Vc is less than predetermined speed Vc ₁ [3] Brake operation is performed (that is, B> 0)
[4] The accelerator is not operated (that is, A = 0)
[5] gear position is the driving position (D range) [6] a longitudinal acceleration G is less than the predetermined value G ₃ (G <G ₃₎ The predetermined value G ₃ whether the road surface is steep uphill For example, a predetermined value may be determined based on a criterion of “whether the gradient is too steep to perform idle stop control”.

When all of these determination conditions [2] to [6] are satisfied and the preset predetermined time (predetermined second time) t _b has elapsed, the stop state determination unit 3b causes the vehicle 10 to stop. It is determined that it is in a state. Further, it determines this condition and if not continued for a predetermined period of time t _b, if any of at least the determination conditions [2] to [6] is not satisfied, the vehicle 10 is not in the stop state. The determination result in the stop state determination unit 3b is input to the start standby control unit 4 and the start control unit 5. This determination condition is shown below as condition [7].

[7] conditions [2] to [6] Note that continues for a predetermined second time t _b above, determination of the stop state here, since that is the prerequisite for starting the idling stop control described later, A determination condition relating to a battery charge amount (not shown) for driving the motor 8 may be added to the determination condition. For example, when the battery charge amount is not sufficient, it may be considered that the vehicle 10 is not determined to be in a stopped state.

  The combustion maintenance state determination unit 3c determines whether or not the engine 6 is in a complete explosion state. The complete explosion state (combustion maintaining state) refers to an idling state in which the engine 6 is supplied with fuel and maintains the combustion cycle itself. For example, the engine 6 can maintain the idling state without being stalled. It refers to the combustion state of the engine 6 that has reached the rotational speed Ne. This combustion maintenance state determination unit 3c performs determination based on the following conditions.

[8] the engine speed Ne preset predetermined rotation speed Ne ₁ or a (Ne ≧ Ne ₁₎ [9] condition [8] is a preset predetermined time (predetermined first time) t _a more The continuous combustion maintenance state determination unit 3c determines that the engine 6 is in a complete explosion state when both the above conditions [8] and [9] are satisfied. The determination result of the complete explosion state here is input to the start control unit 5 and is referred to when determining whether or not the engine 6 has been successfully started (that is, whether or not the engine 6 has started). ing.

<Start standby control unit 4>
The start standby control unit 4 is for temporarily stopping the engine 6 when the vehicle 10 stops. Here, if it is determined by the stop state determination unit 3b that the vehicle 10 is in the stop state, the transmission stage of the transmission 9 is kept in the traveling stage until the start request is detected by the start request detection unit 3a. Then, idling stop control is performed in which the clutch 7 is held in a disconnected state and the fuel supply to the engine 6 is cut off to stop the engine 6. In the present embodiment, the control voltage V equal to or higher than the fourth voltage V ₄ is output from the start standby control unit 4 to the clutch 7 so that the clutch 7 is disengaged.

  With this control, the engine 6 automatically stops temporarily when the vehicle 10 is in an idling state for a while with the driver depressing the brake pedal. Note that when the engine 6 is temporarily stopped by this control, the gear stage of the transmission 9 remains set to the traveling stage, but in this embodiment, the start standby control unit 4 The shift speed is set to a start speed (first speed in the present embodiment) that is a shift speed for starting the vehicle. At this time, the starting stage may be selected based on the detected value of the longitudinal acceleration G. For example, by selecting a higher gear than normal at the time of downhill, quietness at the time of start can be improved, and the number of shifts after the start can be reduced.

  Further, under the idling stop control, the start standby control unit 4 applies a slight torque (standby torque) ΔT to the motor 8 so as to close the transmission 9. The standby torque ΔT here is small enough to maintain the stop of the drive wheels 11 (not to drive the drive wheels 11) and large enough to be transmitted from the motor 8 to the downstream side of the transmission 9. This is the torque you have. As a result, there is no backlash on the power path from the rotating element on the motor side of the clutch 7 to the motor 8, the transmission 9, and the driving wheels 11 on the downstream side of the clutch 7 while the engine 6 is stopped. become. That is, the start standby control unit 4 has a function as standby torque adding means for driving the motor 8 to generate the second torque before the vehicle 10 starts. When the vehicle 10 is started, a large torque for starting the vehicle 10 is applied to the motor 8 in the start control unit 5 described later. Therefore, as a control at the previous stage, the start standby control unit 4 sets the standby torque ΔT to the motor 8. It is to be given to. Thus, when torque is given by the start control unit 5, the driving force of the motor 8 is immediately transmitted on the power transmission path to the drive wheels 11.

In addition, the start standby control unit 4 stores the longitudinal acceleration G calculated by the longitudinal acceleration calculation unit 2b after the engine 6 is stopped. That is, the gradient of the road surface on which the vehicle 10 is stopped is stored here. The stored longitudinal acceleration G is input to the start control unit 5.
Control of the start standby control unit 4 is terminated when a start request is detected by the start request detecting unit 3a, and the control is transferred to the start control unit 5.

<Start control unit 5>
On the other hand, the start control unit 5 is a control unit for causing the vehicle 10 under the idling stop control to restart (perform idling start control). The start control unit 5 is responsible for control that is started when the control by the start standby control unit 4 is completed upon receiving a start request from the driver, that is, control for restarting the vehicle 10 and restarting the engine 6.

  Specifically, the start control unit 5 functions to start the vehicle 10 by generating torque by driving the motor 8, and to control the torque of the motor 8 by controlling the clutch 7 to a semi-engaged state. It has a function of transmitting to the engine 6 side and starting the engine 6. The magnitude of the torque (first torque) generated by the motor 8 when the vehicle starts is set to be larger than the second torque in the start standby control unit 4 described above.

  The start control unit 5 further includes a mode determination unit (acceleration request determination unit, selection unit) 5a, an electric motor drive torque calculation unit (motor drive torque calculation unit, required torque calculation unit) 5b, an electric motor drive control unit (electric motor). Drive control means) 5c, clutch control section (clutch control pressure control means) 5d, shift speed control section (shift speed control means) 5e, motor drive torque correction section (motor drive torque correction means) 5f and fail safe control section 5g. Is provided.

  Further, in the present embodiment, three types of modes, i.e., a pushing mode, a fine movement mode, and a forced start mode, are prepared as execution modes of the idling start control. The start method of the vehicle 10 corresponding to each mode, the engine 6 The starting method is selected. Specifically, as described in detail below, the degree of engagement of the clutch 7 controlled by the start control unit 5, the driving torque of the motor 8, and the gear position of the transmission 9 are different for each mode.

In the start control unit 5, a push start control unit (push start control unit) 5A and a fine start control unit (fine start control unit) 5B are provided in the start control unit 5 as a control unit that comprehensively manages the control methods corresponding to these modes. In addition, a forced start control unit (forced start control means) 5C is provided.
The push start control unit 5A is a control unit for controlling the push mode (push start control), and the fine movement start control unit 5B and the forced start control unit 5C are controls in the fine movement mode, respectively. A control unit for controlling (fine start control, start control) and control in forced start mode (forced start control).

The pushing mode is a control mode for starting the vehicle 10 and starting the engine 6 using the inertia of the vehicle 10 that has started to move (that is, pushing). That is, in the push mode, the push start control unit 5A performs control such that the start of the vehicle 10 and the start of the engine 6 are performed substantially simultaneously.
On the other hand, the fine movement mode is a control mode for traveling slowly (that is, performing fine movement) according to the amount of depression of the accelerator pedal by the driver. That is, in the fine movement mode, the fine movement start control unit 5B performs control such that the vehicle 10 starts gently before the engine 6 is started.

The forced start mode is a control mode in which the driving force of the motor 8 is mainly applied to the start of the engine 6. In the forced start mode, the start of the engine 6 is prioritized over the start of the vehicle 10 by the forced start control unit 5C.
The push start control unit 5A, fine movement start control unit 5B, and forced start control unit 5C include an electric motor drive torque calculation unit 5b, an electric motor drive control unit 5c, a clutch control unit 5d, and a gear position control unit 5e, which will be described in detail below. In addition, an instruction is issued to the motor drive torque correction unit 5f, and control corresponding to the execution mode selected at that time is executed. The pushing start control unit 5A, fine movement start control unit 5B, and forced start control unit 5C will be described later.

  The above-described start standby control unit 4 and start control unit 5 function as engine control means for operating and stopping the engine 6 based on preset conditions. Specifically, the start standby control unit 4 and the start control unit 5 function to stop the engine 6 when the vehicle 10 stops and to start the engine 6 when the vehicle 10 starts. Here, the conditions for operating and stopping the engine 6 mean the determination conditions related to the stop state in the stop state determination unit 3b and the determination conditions for the start request in the start request detection unit 3a.

<Detail / Mode Determination Unit 5a>
The mode determination unit 5a is a control unit for selecting any one of three types of execution modes of the idling start control, and includes an accelerator opening A, an accelerator operation speed Av, a longitudinal acceleration G, and a shift stage (shift. Depending on the lever operation state), each execution mode is selected based on the following conditions.

(I) When the shift stage is a traveling stage (when the condition [5] is satisfied)
[10] G <G ₁ (the road surface is downhill)
A ≧ A ₂ holds even once [11] G ₁ ≦ G <G ₂ (the road surface is flat)
A ≧ A ₁ and Av ≧ Av ₁ hold even once [12] G ₂ ≦ G <G ₃ (the road surface is uphill)
A ≧ A ₃ and Av ≧ Av ₂ are satisfied even once [13] G ₃ ≦ G (the road surface is a steep climb) (A and Av are not conditioned)
However, in the above conditions [10] to [13], the first predetermined acceleration G ₁ <0, the second predetermined acceleration G ₂ > 0, and the third predetermined acceleration G ₃ > 0 are set. That is, these magnitude relationships are G ₁ <0 <G ₂ <G ₃ . The magnitude relationship among the first predetermined opening A ₁ , the second predetermined opening A ₂ , and the third predetermined opening A ₃ is A ₂ <A ₃ <A _1, and the first predetermined opening speed Av. _1, for the second predetermined opening speed Av _2, has a Av ₂ <Av _1.

That is, the mode determination unit 5a grasps the magnitude of the acceleration request input to the vehicle 10 based on the accelerator opening A, the accelerator operation speed Av, and the longitudinal acceleration G, and the acceleration request is larger than the predetermined acceleration request. In the case of (or above), the pushing mode is selected, and in the case where the predetermined acceleration request is smaller (or below), the fine movement mode is selected. The predetermined acceleration request here is synonymous with an accelerator operation in which A = A ₂ when G <G ₁ , for example, and A = A ₁ when G ₁ ≦ G <G ₂ , for example. And it is synonymous with the accelerator operation in which Av = Av ₁ . Further, when G <G _1, it is determined that the acceleration request is larger than the predetermined acceleration request when the accelerator operation is performed so that A ≧ A _2, and G ₁ ≦ G <G ₂ In some cases, when an accelerator operation that satisfies A ≧ A ₁ and Av ≧ Av ₁ is performed, it is determined that the acceleration request is greater than the predetermined acceleration request. As described above, the mode determination unit 5a has a function of determining the magnitude of the acceleration request to the vehicle and selecting the mode.

As shown in the conditions [10] to [12], the magnitude of the predetermined acceleration request related to the determination by the mode determination unit 5a is set to a different value depending on the longitudinal acceleration G, that is, the road surface gradient. Yes.
When the condition [13] is satisfied among the above conditions [10] to [13], the mode determination unit 5a selects the forced start mode. Further, when the condition [13] is not satisfied, the mode determination unit 5a selects the push mode if any of the conditions [10] to [12] is satisfied, and the conditions [10] to [12] are satisfied. If neither holds, the fine movement mode is selected.

Regarding the setting of these conditions, in the condition [10], the second predetermined opening A ₂ is set smaller than the other first predetermined opening A ₁ and the third predetermined opening A _3. It comes from the fact that it is a judgment condition on a road surface with a downward slope. This is because, on the downhill, when the driver releases his / her foot from the brake pedal, the vehicle 10 naturally starts a fine movement due to the weight of the vehicle 10, so that it is not necessary to actively select and control the fine movement mode. In other words, depressing the accelerator pedal on a downhill where only a slight release from the brake pedal is possible is considered to require a quicker start than a fine movement start. In consideration of such circumstances, conditions are set on the downhill so that the pushing mode can be easily selected even when a small accelerator is depressed.

Further, in the condition [11], the first predetermined opening A ₁ is set larger than the other second predetermined opening A ₂ and the third predetermined opening A ₃ . It is derived from the determination condition, and by setting the accelerator pedal operation area to be somewhat large, it is possible for the driver to easily select the fine movement mode and the push mode, and thus the driver's will It is possible to start (accelerate) according to.

Further, the fine movement mode ends in a predetermined time as will be described later, and shifts to the forced start mode. When the engine in the forced start mode is started, there is a state where the transmission 9 is in a neutral stage and the vehicle 10 is coasting, so the third predetermined opening A ₃ is set smaller than the first predetermined opening A ₁ , The push mode is easy to select. This is because if the fine movement mode is selected by stepping on a small accelerator, the initial speed at the time of start is insufficient depending on the magnitude of the climbing road surface gradient, and the vehicle body may be lowered rearward during coasting.
The magnitudes of the predetermined opening speeds Av ₁ and Av ₂ are also determined for the same purpose.

(II) When the shift speed is other than the travel speed (condition [5] is not satisfied)
In this case, the control for immediately starting the engine 6 without performing the mode determination is performed without considering the above conditions [10] to [13]. In this case, shift speed control unit 5e, which will be described later controls to temporarily N range shift stage, then, the clutch 7 clutch control unit 5d to be described later outputs the first voltages V ₁ the following control voltage to the clutch 7 Conclude. An electric motor drive control unit 5c, which will be described later, applies a predetermined magnitude of torque to the motor 8 to start the engine 6. The magnitude of the torque set here is set to be the same as the second starting torque Te ₂ described later.

  When the push mode is selected, the mode determination unit 5a outputs a signal for performing control corresponding to the push mode to the push start control unit 5A. When the fine movement mode is selected, a signal for executing the control corresponding to the fine movement mode is output to the fine movement start control unit 5B. When the forced start mode is selected, the control corresponding to the forced start mode is performed. Is output to the forced start control unit 5C.

<Details / Motor Drive Torque Calculation Unit 5b>
The electric motor drive torque calculation unit 5b calculates a drive torque (motor drive torque) T generated by the motor 8. The drive torque T includes a required torque Tr determined by the driver's accelerator operation and the rotation speed of the motor 8, a start torque Te as a drive force necessary to restart the engine 6 in a stopped state, and a predetermined fine movement torque. It is calculated in consideration of Tb.

In the present embodiment, the motor drive torque calculation unit 5b stores a map shown in FIG. 2 as a correspondence graph of the required torque Tr, the motor rotation speed Nm, and the accelerator opening A. As shown in FIG. 2, the required torque Tr is set to be larger as the accelerator opening A is larger, and is set to be smaller as the motor rotational speed Nm is larger.
The starting torque Te is a torque related to the starting of the engine 6, and is set in advance according to each execution mode of the idling start control in the present embodiment. Specifically, two types of starting torques, Te ₁ (first starting torque) and Te ₂ (second starting torque), are set in the motor driving torque calculating unit 5b, and in the pushing mode, the pushing start control unit The starting torque Te is set to Te = Te ₁ according to an instruction from 5A. Similarly, in the forced start mode, the start torque Te is set to Te = Te ₂ according to an instruction from the forced start control unit 5C.

The magnitude of the first starting torque Te _{1 is set to such} a magnitude that the engine 6 can be started. In the push mode, the first starting torque Te ₁ and the driver's accelerator operation when starting the vehicle. A drive torque T obtained by adding the corresponding required torque Tr is output from the motor 8.
The magnitude of the second starting torque Te ₂ is set to a value larger than the first starting torque Te ₁ (Te ₂ > Te ₁ ), that is, a magnitude that can reliably start the engine 6. ing.

  On the other hand, the fine movement torque Tb is not the torque related to the start of the engine 6 but the torque related to the start of the vehicle 10. The magnitude of the fine movement torque Tb is set to such a level that the vehicle 10 can travel with some inertia by adding to the required torque Tr even if the required torque Tr is a very small value. The engine is set by an instruction from the fine movement start control unit 5B for the purpose of surely starting the engine.

The motor drive torque calculation unit 5b is configured to change and reset the motor drive torque T according to the mode change when the mode determination unit 5a selects the shift of the execution mode. That is, the magnitude of the motor driving torque T can be updated and set at any time under idling start control.
The magnitude of the motor drive torque T set in each mode of the push mode, fine movement mode, and forced start mode is expressed as follows.
(1) In push mode T = Tr + Te ₁ (Formula 1)
(2) In fine movement mode T = Tr + Tb ... (Formula 2)
(3) In forced start mode T = Te ₂ (Equation 3)

<Details / Motor drive controller 5c>
The motor drive control unit 5 c is a control unit that drives the motor 8 so that the motor drive torque T calculated by the motor drive torque calculation unit 5 b is output from the motor 8. That is, the electric motor drive control unit 5c drives the motor 8 with the electric motor driving torque T in accordance with each execution mode of the idling start control.

  The motor drive control unit 5c drives the motor 8 with the motor drive torque T changed according to the mode change when the mode determination unit 5a selects the shift of the execution mode. .

<Details and clutch control unit 5d>
The clutch control unit 5d is a control unit that controls the degree of engagement of the clutch 7 in accordance with each execution mode of idling start control. First, the clutch control unit 5d, as soon as the idling start control is started to output the control voltage V of the third voltage V ₃ to the clutch 7, and controls the clutch 7 weakly engaged state. As a result, the driving force is hardly transmitted between the motor 8 and the engine 6.

In addition, after the push mode is selected in the mode determination unit 5a, the clutch control unit 5d outputs the control voltage V of the second voltage V ₂ to the clutch 7 according to an instruction from the push start control unit 5A. The clutch 7 is controlled to a half-engaged state. As a result, the driving force of the motor 8 is transmitted to the transmission 9 on the downstream side of the motor 8 and is also transmitted to the engine 6 via the clutch 7 in a semi-engaged state.

On the other hand, in the fine movement mode, the control voltage V of the third voltage V ₃ is output in accordance with an instruction from the fine movement start control unit 5B to control the clutch 7 to a weakly engaged state. That is, in the fine movement mode, the clutch 7 is more slipped (a state in which the clutch 7 is controlled to the cutting side) than in the push mode. As a result, the driving force is hardly transmitted between the motor 8 and the engine 6.

In the forced start mode, the control voltage V equal to or higher than the fourth voltage V ₄ is once output to the clutch 7 in accordance with an instruction from the forced start control unit 5C, and then the control voltage V equal to or lower than the first voltage V ₁ is output. It has become. That is, in the forced start mode, the clutch 7 is once completely disconnected and then controlled to be completely engaged. As a result, the driving force of the motor 8 is transmitted to the engine 6 without loss, and the engine 6 is brought into a state for starting.

  It should be noted that the speed change of the transmission 9 is performed by a speed change control unit 5e described below between the disconnection and engagement of the clutch 7, and such a change is performed by the forced start control unit 5C. Timing is controlled. That is, the forced start control unit 5C outputs an instruction to change the gear stage to the gear stage control unit 5e between the time when the clutch 7 is completely disconnected and the time when the clutch 7 is completely engaged.

Further, the clutch control unit 5d changes the magnitude of the control voltage V output to the clutch 7 in accordance with the combustion state of the engine 6 in the push mode. The condition determined here is a condition [16] to be described later. When this condition [16] is satisfied, an instruction is output to the clutch control unit 5d by the push start control unit 5A, and the clutch control unit 5d performs control. The voltage V is changed to the third voltage V ₃ .

Incidentally, if the condition [16] is not satisfied, the clutch control unit 5d changes the control voltage V to the first voltage V ₁ or less, to the fail-safe control unit 5g which will be described later, so as take over the control . These controls are implemented by the push start control unit 5A.
Further, the clutch control unit 5d changes the magnitude of the control voltage V output to the clutch 7 according to the combustion state of the engine 6 even in the forced start mode. The condition determined here is a condition [19] to be described later. When this condition [19] is satisfied, an instruction is output from the forced start control unit 5C to the clutch control unit 5d, and the clutch control unit 5d V is changed to the third voltage V ₃ . If the condition [19] is not satisfied, the control voltage V is not changed until the condition [19] is satisfied.

<Details / Shift stage controller 5e>
The shift speed control section 5e is a control section for performing shift control of the shift speed of the transmission 9. However, only in the forced start mode, the shift speed control section 5e performs control to switch the shift speed in response to an instruction from the forced start control section 5C. The gear position is not switched in the mode and the fine movement mode. That is, the push start control unit 5A and the fine movement start control unit 5B do not output a control instruction to the gear position control unit 5e.

  First, in the forced start mode, if an instruction from the forced start control unit 5C is input after the clutch 7 is completely disconnected by the clutch control unit 5d until the clutch 7 is completely engaged, the gear position control unit 5e controls the gear position to the N (neutral) range. On the other hand, at the time of the push mode and the fine movement mode, the first speed start stage is maintained without switching the gear stage.

<Details / Motor drive torque correction unit 5f>
The motor drive torque correction unit 5f is a control unit that corrects the motor drive torque T calculated by the motor drive torque calculation unit 5b. Here, control is performed based on the following conditions.
[14] It is determined by the combustion maintenance state determination unit 3c that the explosion is complete. Note that the satisfaction of this condition [14] is equivalent to the satisfaction of both of the above conditions [8] and [9]. is there. When the above condition [14] is established, the motor drive torque correction unit 5f asymptotically approaches the motor drive torque T calculated by the motor drive torque calculation unit 5b to the required torque Tr set by the motor drive torque calculation unit 5b. Correct as follows. That is, by this correction, the magnitude of the motor driving torque T calculated by the motor driving torque calculation unit 5b is corrected, and a smooth transition to the normal state (end of idle stop / start control) can be made. .

In the present embodiment, when the motor drive torque T is larger than the required torque Tr, a correction is performed by subtracting a predetermined amount of torque set in advance from the motor drive torque T, and the motor drive torque T is converted into the required torque Tr. It repeats until it becomes below. On the contrary, when the motor driving torque T is smaller than the required torque Tr, a correction is performed by adding a predetermined amount of torque to the motor driving torque T, and the motor driving torque T is equal to or higher than the required torque Tr. Repeat until.
As a control method for making the motor drive torque T asymptotic to the required torque Tr, known feedback control or feedforward control may be used based on the actual motor torque Tm detected by the actual motor torque detector 2c.

<Details / Fail-safe control unit 5g>
The fail safe control unit 5g is a control unit for performing transition control from the push mode to the forced start mode when the condition [16] is not satisfied in the push start control unit 5A described later in the push mode. It is. In other words, the fail-safe control unit 5g is in the case where the engine 6 has not reached the state immediately before the idling state under the push mode instructed by the push start control unit 5A (the engine is unlikely to start). Control as a fail-safe is implemented.

Specifically, it sets the required torque Tr as a motor drive torque T, and is adapted to change the control voltage V which is output from the clutch control unit 5d to clutch 7 to a first voltage V _1. That is, here, the motor drive torque T calculated by the motor drive torque calculation unit 5b is recalculated as T = Tr without adding the starting torque Te, and the clutch 7 is engaged. In other words, the starting torque Te is set to 0 here. As a result, the driving force of the motor 8 is supplied to the engine 6 via the clutch 7 and also supplied to the drive wheels 11 via the transmission 9.

  In this way, the fail safe control unit 5g drives the clutch 7 in the fastening direction to drive the driving force of the motor 8 as the driving source of the auxiliary machine 15 even when the engine 6 fails to start in the pushing mode. Since the power is transmitted to 6, the auxiliary machine 15 can be operated to drive the vehicle safely. That is, the fail safe control unit 5g functions as an electric motor power transmission means (auxiliary drive control means) that transmits the power of the motor 8 to the engine 6 that has not been started and drives the engine 6 and the auxiliary machine 15. The fail-safe control unit 5g and the clutch 7 serve as electric motor power transmission control means for transmitting the power of the motor 8 to the engine 6 and driving the engine 6 when the engine control means fails to start the engine 6. It has a function.

Further, the fail safe control unit 5g performs the control as described above, and then shifts the control mode based on the following conditions.
[3] The brake operation is performed. [15] The vehicle is in a stopped state. When all the above conditions [3] and [15] are satisfied, the fail-safe control unit 5g A command to shift to the forced start mode is instructed, and a signal for executing control corresponding to the forced start mode is output to the forced start control unit 5C. As a result, the pushing mode by the pushing start control unit 5A is ended, and the forced start mode is newly started by the forced start control unit 5C. If all of these conditions [3] and [15] are not satisfied, the control voltage V of the clutch 7 is maintained at the first voltage V ₁ and the motor drive torque T is kept at T = Tr. Safe control is continued.

  During the fail safe control, the required torque Tr is consumed not only as the driving torque T of the vehicle 10 but also as the torque for rotating the engine 6 that has not been started and the auxiliary driving torque. Therefore, the drive feeling is different compared to when fail-safe control is not performed. As described above, the driver feels that the driver has shifted to the fail-safe control due to the change in the drive feeling, and an effect of promptly stopping the vehicle and starting the engine can be expected.

<Push start control unit 5A>
The push start control unit 5A is a control unit that adjusts the control content in each of the control units 5b to 5f when the execution mode determined by the mode determination unit 5a is the push mode.
In the present embodiment, as described above, the clutch 7 is controlled by the clutch control unit 5d, the motor 8 is mainly controlled by the motor drive torque calculation unit 5b, the motor drive control unit 5c, and the motor drive torque correction unit 5f, and the transmission 9 Is controlled by the gear position controller 5e. Then, according to each execution mode selected by the mode determination unit 5a, the control contents of these control units 5b to 5f are changed from the push start control unit 5A, the fine movement start control unit 5B, and the forced start control unit 5C. It is adjusted appropriately according to the instructions.

The push control is selected when an acceleration request larger than the predetermined acceleration request is detected in the mode determination unit 5a. Further, at the time of this push control, the start stage is selected in the transmission 9, and the motor drive control unit 5c applies the motor drive torque T to the motor 8, and the clutch control unit 5d removes the clutch 7 from the disconnected state. Control is performed so as to shift to the engaged state (the control voltage V is set to the second voltage V ₂ ).

Therefore, the push start control unit 5A drives the motor 8 to rotate the drive wheels 11 via the transmission 9 (starts the vehicle), and drives the clutch 7 in the fastening direction to drive the drive shaft of the motor 8. The engine 6 is started so that the rotation is transmitted to the output shaft of the engine 6.
Here, when the clutch 7 is driven in the fastening direction and the rotation of the drive shaft of the motor 8 starts to be transmitted to the output shaft of the engine 6, the vehicle 10 starts to start, and the inertia energy of the vehicle itself causes the clutch 7 to move. To be transmitted to the engine 6. In other words, idling stop / start control for starting the engine 6 using the inertia force of the vehicle is performed.

Further, the push start control unit 5A determines a predetermined transition condition from the push mode to the forced start mode in the push mode, and changes the mode selection in the mode determination unit 5a. As the predetermined determination condition, for example, the following condition can be considered.
[4] The accelerator is not operated (that is, A = 0)
When the above condition [4] is satisfied, the push start control unit 5A causes the mode determination unit 5a to select the transition from the push mode to the forced start mode (change the mode selection). Yes. That is, if the accelerator operation is not performed, it is considered that there is no start request. Therefore, the engine 6 can be started more efficiently by performing forced start control that mainly uses the driving force of the motor 8 for starting the engine 6. Will be able to.

  In the present embodiment, transition control from the push mode to the fine movement mode is not performed. This is because in an actual driving operation, when it is desired to reduce the speed of the vehicle 10 that has started, the driver attempts to adjust the speed by depressing the brake pedal. That is, the fine movement start control of the present embodiment is a control for fine movement start at the time of starting the vehicle, and is for finely moving the vehicle 10 according to the accelerator operation. Therefore, the transition control from the pushing mode to the fine movement mode is performed. If this is set, the operation feeling may be unnatural.

Further, in the pushing mode, the pushing start control unit 5A controls the clutch 7 by making a determination based on the following conditions.
[16] Within a predetermined third time t _{c after the} push mode is started
When the above condition [16] is satisfied when the engine rotational speed Ne is equal to or greater than the predetermined rotational speed Ne ₁ , the push start control unit 5A issues an instruction to the clutch control unit 5d to control the control voltage to the clutch 7 V is changed to the third voltage V ₃ . The condition [16] is a part of the determination condition of the complete explosion state of the combustion maintenance state determination unit 3c, and the state that satisfies the condition [16] is the state immediately before the engine 6 is in the complete explosion state. Means state. That is, the push start control unit 5A issues an instruction to the clutch control unit 5d immediately before the combustion state of the engine 6 becomes a stable idling state, and controls the clutch 7 to be in a weakly engaged state. Suppresses transmission of torque fluctuations associated with changes. By such control, a shock that may occur when the engine 6 is in a complete explosion state is reduced.

Incidentally, if the condition [16] is not satisfied, push start start control unit 5A with changing the control voltage V to the clutch control unit 5d to the first voltage V ₁ or less, issues an instruction to the fail-safe control section 5g, fail Safe control is to be implemented.

<Fine motion start control unit 5B>
The fine movement start control unit 5B is a control unit that adjusts the control content in each of the control units 5b to 5f when the execution mode determined by the mode determination unit 5a is the fine movement mode.
In the present embodiment, as described above, in the fine movement mode selected when the acceleration request is smaller than the predetermined acceleration request, the motor drive torque T is applied to the motor 8 by the motor drive control unit 5c, and the clutch control unit 5d. Thus, the clutch 7 is controlled from a disconnected state to a weakly engaged state (that is, a state in which there is almost no torque transmission and can be regarded as substantially the same as the disconnected state).

  Therefore, when the start request is detected under the idling stop control, the fine movement start control unit 5B drives the motor 8 with the clutch 7 disconnected (only the driving force of the motor 8 with the engine 6 stopped). It can be said that it is functioning). Further, at this time, it can be said that the fine movement start control unit 5B functions to drive the motor 8 with the clutch 7 disconnected when the acceleration request is smaller than the predetermined acceleration request.

  In the present embodiment, the pushing mode and the forced start mode are control modes that can be completed as idling start control by themselves (that is, control capable of restarting the engine 6 and starting the vehicle 10 alone). On the other hand, the fine movement mode alone is not completed as idling start control by itself, but shifts to the push mode or the forced start mode according to a predetermined transition condition set in advance. Yes. This is because the target control content of the fine movement mode is to slightly finely move the vehicle 10 in accordance with the amount of operation of the accelerator pedal by the driver, and does not necessarily restart the engine. is there.

In this embodiment, when any of the following conditions is satisfied, the mode is shifted to the forced start mode.
[17] A predetermined fourth time t _d elapses after the fine movement mode is started. [18] The accelerator opening A by the driver is not detected in the fine movement mode. Note that the predetermined fourth time t _d is somewhat shorter. It is preferable to set to. This is because it is not preferable to propel the vehicle 10 indefinitely while the engine 6 is not started because the auxiliary machine 15 is not operating.

On the other hand, if any of the above conditions [10] to [12] is satisfied in the fine movement start control unit 5B, the fine movement start control unit 5B causes the mode determination unit 5a to select the transition to the push mode ( That is, the mode selection is changed).
That is, the push start control unit 5A terminates the control by the fine start control unit 5B and pushes from the fine move mode when the driver's request for acceleration to the vehicle 10 becomes larger than the predetermined acceleration request in the fine move mode. It functions to prompt the mode determination unit 5a to shift to the cliff mode.

If the condition [17] or [18] is satisfied without satisfying any of the above conditions [10] to [12], the fine movement start control unit 5B causes the mode determination unit 5a to enter the forced start mode. It is supposed to choose to move to.
That is, when the mode is changed from the fine movement mode to the forced start mode, the forced start control unit 5C changes the gear position of the transmission 9 while the clutch 7 is disengaged after the drive control of the motor 8 by the fine movement start control unit 5B. Control is performed neutrally, and the clutch 7 is driven in the fastening direction, and then the motor 8 is driven.

<Forced start control unit 5C>
In the present embodiment, the clutch 7 is controlled to be disconnected by the clutch control unit 5d during the forced start, the gear stage of the transmission 9 is controlled to the N range by the gear stage control unit 5e, and the clutch 7 is further controlled by the clutch control unit 5d. Is controlled to be completely fastened, and then torque is applied to the motor 8 by the motor drive controller 5c.

Accordingly, the forcible start control unit 5C functions to control the gear position of the transmission 9 to the neutral stage while driving the clutch 7 in the disengaged state, drive the clutch 7 in the engaging direction, and then drive the motor. I can say that.
In the forced start mode, the forced start control unit 5C controls the clutch 7 by making a determination based on the following conditions.

[19] The engine rotational speed Ne is equal to or greater than the predetermined rotational speed Ne _{1 When the} above condition [19] is satisfied, the forced start control unit 5C issues an instruction to the clutch control unit 5d to control the clutch 7 The voltage V is changed to the third voltage V ₃ . When the condition [19] is not satisfied, the control is performed so that the control voltage V is not changed until the condition [19] is satisfied.

  In the present embodiment, the transition control from the forced start mode to the fine movement mode is not performed. This is to improve the operation feeling as in the case where there is no transition control from the push mode to the fine movement mode.

<Remarks>
In addition, the magnitude | size of the predetermined | prescribed acceleration request | requirement which concerns on the determination in the mode determination part 5a is set as a different value according to the magnitude | size of a road surface gradient. Further, in the push mode, the starting torque Te is set to Te ₁ in the electric motor driving torque calculation unit 5b, and in the fine movement mode, the fine driving torque Tb is set in the electric motor driving torque calculation unit 5b. The starting torque Te ₁ and the fine movement torque Tb are set to a magnitude according to the road surface gradient. By doing so, a more appropriate engine starting torque is given, or an appropriate initial speed is given to the inertial running in the forced start mode after the start of fine movement, and the engine can be started more reliably. .

[flowchart]
The vehicle start control device according to one embodiment of the present invention is configured as described above, and performs control according to the flowcharts shown in FIGS. These flowcharts are repeatedly executed in the controller 1, and when the vehicle 10 normally travels (when idling stop control and idling start control are not performed), the engine stop shown in FIG. 3 is performed. A flow is in progress.

<< A. Engine stop flow >>
First, the engine stop flow shown in FIG. 3 will be described. This flow corresponds to the control content in the start standby control unit 4.
In step A10, it is determined in the stop state determination part 3b whether the vehicle 10 is in a stop state. In this step, it is determined whether or not all of the above conditions [2] to [6] are satisfied. If all of the conditions [2] to [6] are satisfied, the process proceeds to step A20. If at least one of the conditions is not satisfied, the process proceeds to step A50, and the idling stop control is not performed. End the flow.

In step A20, whether the condition (2) a predetermined time in a state in which to [6] is satisfied t _b has elapsed. That is, in this step, it is determined whether or not the above condition [7] is satisfied. If this condition is satisfied, the process proceeds to step A30 and idling stop control is performed. On the other hand, if this condition is not satisfied, the process proceeds to step A50 and this flow ends without performing idling stop control. To do. That is, in step A10 and step A20, the start condition of the idling stop control is determined. In this case, the stop state determination unit 3b repeatedly executes the engine stop flow at a predetermined cycle.

In Step A30, the control voltage V equal to or higher than the fourth voltage V ₄ is output from the start standby control unit 4 to the clutch 7 to keep the clutch 7 in a disconnected state, and the transmission gear 9 is set to the start gear (this embodiment). In the embodiment, the first speed is controlled (or maintained), and further, the fuel supply to the engine 6 is cut off and the engine is stopped. In the subsequent step A40, the longitudinal acceleration G acting on the vehicle when the engine is stopped is calculated by the longitudinal acceleration calculation unit 2b and stored in the start standby control unit 4. Then, the restart determination flow shown in FIG. 4 is executed.

<< B. Restart judgment flow >>
The restart determination flow shown in FIG. 4 is a flow for determining a switching condition from idling stop control to idling start control. First, in step B10, the start control unit 5 determines whether or not the gear position of the transmission 9 detected by the gear position detection unit 2h is the travel speed (D). Here, if the shift stage is a travel stage, the process proceeds to step B20, and if not, the process proceeds to step B70.

In step B20, it is determined whether or not a braking operation has been performed in the braking operation detection unit 2g. If it is determined that the brake operation has been performed, the process proceeds to step B30. If it is determined that the brake operation has not been performed, this flow is terminated as it is, and this restart determination flow is performed at a predetermined cycle. Is repeatedly executed.
In step B <b> 30, the start standby control unit 4 applies standby torque ΔT to the motor 8 and loosens the power path up to the transmission 9 and the drive wheels 11. Here, since the torque that is small enough to maintain the stop of the drive wheels 11 and large enough to be transmitted from the motor 8 to the downstream side of the transmission 9 is applied to the motor 8, the rotational element on the motor side of the clutch 7. Is in a state where backlash (gear of the gear train) is packed on the power path from the drive wheel 11 to the drive wheel 11.

  In the subsequent step B40, it is determined in the start request detection unit 3a based on the accelerator opening A whether or not a start request is detected. That is, in this step, it is determined whether or not the condition [1] is satisfied. If a start request is detected, the process proceeds to step B50. On the other hand, if a start request is not detected, this flow is terminated as it is, and this restart determination flow is repeatedly executed at a predetermined cycle.

In other words, when the driver does not operate the shift lever, steps B10 to B40 of this restart determination flow are repeatedly executed unless the foot is released from the brake pedal and the accelerator pedal is depressed.
If it is determined in step B10 that the gear position of the transmission 9 is not the travel speed, in step B70, the gear stage is temporarily controlled to the N range by the gear stage control unit 5e, and in the subsequent step B80, the clutch control unit 5d A control voltage equal to or lower than the first voltage V ₁ is output to the clutch 7 to control the clutch 7 to the engaged state. Then In step B90, the torque Te ₂ in a predetermined amount to the motor 8 is applied by an electric motor drive control unit 5c.

  That is, in this case, since the clutch 9 is engaged with the transmission 9 controlled to the N range, the torque of the motor 8 is used only for the rotation of the engine 6. As a result, the engine 6 is restarted immediately. In the following step B100, the idling stop control is completed, and the process returns to the engine stop flow.

When a start request is detected in step B40, in step B50, the accelerator operation amount detector 2a detects and calculates the accelerator opening A and the accelerator operation speed Av. Then In step B60, the longitudinal acceleration G when the engine is stopped in the mode determination unit 5a is whether there are third predetermined acceleration G ₃ or more is determined. That is, here, the above condition [13] is determined, and the acceleration request by the driver is grasped.

If G ≧ G ₃ in step B60, the process proceeds to the forced start flow shown in FIG. On the other hand, if G <G _3, i.e., if the road is a steep uphill, the process proceeds to step B 110. That is, when the condition [13] is satisfied, the forced start mode is selected in the mode determination unit 5a, and when the condition [13] is not satisfied, the conditions [10] to [12] are performed in steps after Step B110. Are sequentially determined.

  In the engine stop flow, when the road surface gradient is determined when the vehicle is stopped and the vehicle is determined to be a steep uphill, the engine is not stopped. Therefore, it is usually determined in step B60 that the vehicle is a steep uphill. Never happen. However, when the vehicle stops, the G may swing due to the elasticity of the suspension of the vehicle, and the engine may be stopped despite the sudden climb. Even in such a case, if G is detected again and it is determined as a steep climb, the engine is started even if there is no vehicle start request.

In Step B 110, whether or not the longitudinal acceleration G is less than the second predetermined acceleration G ₂ or more and the third predetermined acceleration G ₃ is determined. Here, when G ₂ ≦ G <G _3, that is, when the road surface can be regarded as an uphill, the routine proceeds to step B120, where the accelerator opening A is equal to or greater than the third opening A ₃ and the accelerator operating speed Av. There whether there are second opening speed Av ₂ or more is determined. If G ₂ ≦ G <G ₃ is not satisfied, the process proceeds to step B130.

If A ≧ A ₃ and Av ≧ Av ₂ in step B120, the mode determination unit 5a selects the push mode and proceeds to the push start flow shown in FIG. 5, while A <A ₃ or Av In the case of <Av ₂ , the fine movement mode is selected in the mode determination unit 5a and the flow proceeds to the fine movement start flow shown in FIG. Steps B110 and B120 are steps in which determination corresponding to the condition [12] is performed.

In Step B 130, whether or not the longitudinal acceleration G is the first predetermined acceleration G ₁ or more and smaller than the second predetermined acceleration G ₂ is determined. Here, when G ₁ ≦ G <G _2, that is, when the road surface can be regarded as flat, the routine proceeds to step B140 where the accelerator opening A is equal to or greater than the first opening A ₁ and the accelerator operating speed Av is It is determined whether the first opening speed Av ₁ or higher. If G ₁ ≦ G <G ₂ is not satisfied, the process proceeds to step B150.

If A ≧ A ₁ and Av ≧ Av ₁ in step B140, the mode determination unit 5a selects the push mode and proceeds to the push start flow shown in FIG. 5, while A <A ₁ or Av When <Av ₁ , the fine movement mode is selected by the mode determination unit 5a and the flow proceeds to the fine movement start flow shown in FIG. Steps B130 and B140 are steps in which determination corresponding to the condition [11] is performed.

In step B150, whether the longitudinal acceleration G is first less than the predetermined acceleration G ₁ is determined. Here, if it is G <G _1, i.e., when the road surface is regarded as a downhill, the process proceeds to step B 160, if the accelerator opening degree A is a second opening A ₂ or more is determined. In this step B160, if A ≧ A ₂ , the mode determination unit 5a selects the pushing mode and proceeds to the pushing start flow shown in FIG. 5, while if A <A ₂ , The mode determination unit 5a selects the fine movement mode, and proceeds to the fine movement start flow shown in FIG. In addition, step B150 and step B160 are steps in which determination corresponding to the condition [10] is performed.

  As described above, during the idling stop control, the conditions of Step B10 to Step B40 are repeatedly determined, and the idling stop control is terminated according to the determination result (start request), and the idling start control is started. At this time, the execution mode of the idling start control is selected according to the acceleration request.

<< C. Pushing start flow >>
The pushing start flow shown in FIG. 5 is a flow corresponding to the control content of the pushing mode in the idling start control. At the start of the first main flow when the main flow proceeds from another flow, the measurement time t of the first timer ct is reset to t = 0 in the time measurement unit 2i. Thereby, the elapsed time from the time of resetting, that is, the time when the pushing flow is started is measured by the first timer ct.

First, at step C10, the accelerator opening A is detected by the accelerator operation amount detector 2a. Note that this step can be omitted by diverting the detection result in step B50 in the restart determination flow described above.
In subsequent step C20, the actual motor rotation speed Nm is detected by the motor rotation speed detection unit 2d, and the process proceeds to step C30.

In Step C30, the starting torque Te is set in the electric motor driving torque calculation unit 5b. Since the pushing mode is selected in the above-described restart determination flow at the time of this flow control, the starting torque Te set in this step C30 is Te = Te _{1 in accordance} with an instruction from the pushing start control unit 5A.
In the following step C40, the required torque Tr is calculated by using the map as shown in FIG. 2 based on the accelerator operation amount A and the actual motor rotation speed Nm detected in the steps C10 and C20 in the motor drive torque calculation unit 5b. Calculated.

In Step C50, the electric motor driving torque calculation unit 5b calculates the electric motor driving torque T as T = Te ₁ + Tr. In the subsequent step C60, the clutch 7 is controlled in the clutch control unit 5d. Here, since the push mode is selected, the control voltage V of the second voltage V ₂ is output from the clutch control unit 5d in response to an instruction from the push start control unit 5A, and the clutch 7 is controlled to be in a semi-engaged state. Is done. Thereafter, in step C70, the motor 8 is driven by the motor drive control unit 5c so that the motor drive torque T calculated in step C50 is output from the motor 8.

  Subsequently, in step C80, the push start control unit 5A determines whether or not the accelerator opening A detected by the accelerator operation amount detection unit 2a is A = 0. That is, here, the transition condition from the pushing mode to the forced start mode is determined by determining whether or not the accelerator pedal is not depressed. When the accelerator pedal is not depressed (A = 0), the mode determination unit 5a selects the forced start mode, and proceeds to the forced start flow shown in FIG. On the other hand, when the accelerator pedal is depressed, the process proceeds to Step C90.

In step C90, the fail safe control unit 5g determines whether or not the first timer measurement time t has advanced a predetermined third time t _c . That is, here, it is determined whether or not t _c seconds have elapsed since the push mode was started. Here, when t ≦ t _c , this flow is finished as it is. That is, the main pushing flow is repeatedly executed at a predetermined cycle. On the other hand, if t> t _c , the process proceeds to step C100.

In step C100, the engine speed Ne is detected by the engine speed detector 2e. In the subsequent step C110, the fail safe control unit 5g determines whether or not the engine speed Ne is equal to or higher than a predetermined speed Ne ₁ . That is, in Step C90 to Step C110, it is determined whether or not the condition [16] is satisfied. Here, if Ne ≧ Ne ₁ , the process proceeds to step C120, and if Ne <Ne ₁ , the process proceeds to the fail-safe flow shown in FIG.

In step C120, the control voltage V of the clutch 7 is changed from the second voltage V ₂ to the third voltage V ₃ in the clutch control unit 5d, and the clutch 7 is controlled to a weakly engaged state. In other words, since the clutch 7 is further controlled in the disengagement direction immediately before the combustion state of the engine 6 becomes a stable idling state, the torque fluctuation on the engine 6 side is downstream of the clutch 7 (ie, the motor 8 and the transmission 9). And the transmission to the drive wheel 11 side).

  When the first step C110 is established when the main flow proceeds from another flow, the measurement time t ′ of the second timer ct ′ is reset to t ′ = 0 in the time measurement unit 2i. As a result, the second timer ct ′ measures the elapsed time from the time when the engine is reset, that is, when the engine 6 is determined to be in the state immediately before the idling state.

Further, in the subsequent step C130, it is determined whether or not the engine speed Ne is equal to or greater than the predetermined speed Ne ₁ and the second timer measurement time t ′ has advanced by _a predetermined first time ta or more. Here, when the condition of step C130 is satisfied, the engine 6 is considered to be in a complete explosion state, and the process proceeds to the torque adjustment flow shown in FIG. Further, when the step C130 is not established, the engine proceeds to step C140 as not resulting to complete combustion state, the engine speed Ne is equal to or a predetermined rotational speed Ne ₁ or more is determined.

Here, if it is Ne ≧ Ne _1, the second timer measurement time t 'is counted and compared again returns to step C130. Ne <If it is Ne ₁ ends the flow. That is, the main pushing start flow is repeatedly executed at a predetermined cycle.
In Steps C130 and C140, the conditions [8] and [9] are determined.

<< D. Torque adjustment flow
The torque adjustment flow shown in FIG. 6 is a flow corresponding to the control contents in the push mode in the motor drive torque correction unit 5f that corrects the motor drive torque T.
In Step D20, it is determined in the motor drive torque correction unit 5f whether or not the motor drive torque T is larger than the required torque Tr calculated in the flow so far. If T> Tr, the process proceeds to step D30. If T ≦ Tr, the process proceeds to step D40.

  In step D30, the magnitude of the motor driving torque T is subtracted and corrected by a predetermined amount. On the other hand, in step D40, the magnitude of the motor driving torque T is added and corrected by a predetermined amount. That is, in these steps, the motor driving torque T is corrected so as to approach the required torque Tr. As a result, the difference between the motor driving torque T and the required torque Tr is reduced.

  Then, in step D50 following step D30, it is determined whether or not the motor drive torque T has become equal to or less than the required torque Tr. If T ≦ Tr is satisfied, the process proceeds to step D90 to end the idling start control. Returning to the engine stop flow shown in FIG. That is, here, when the motor drive torque T is larger than the required torque Tr, the subtraction correction is performed until the motor drive torque T becomes equal to or less than the required torque Tr.

  If T> Tr in step D50, the process proceeds to step D60, where the accelerator operation amount detector 2a detects the accelerator opening A and determines whether A = 0. Here, if A = 0, the routine proceeds to step D70, where idling start control is terminated, and the flow returns to the engine stop flow shown in FIG. That is, in this case, the idling start control is immediately ended regardless of the magnitude of the motor driving torque T. On the other hand, if A> 0, this flow is terminated as it is. That is, this torque adjustment flow is repeatedly executed at a predetermined cycle.

  In step D80 following step D40, it is determined whether or not the motor drive torque T is equal to or greater than the required torque Tr. If T ≧ Tr is satisfied, the process proceeds to step D90 and the idling start control is terminated. That is, the control content in step D40 and step D80 is the control opposite to the control in step D30 and step D50, and when the motor drive torque T is smaller than the required torque Tr, the motor drive torque T is the required torque Tr. Addition correction is performed until the above is reached.

  When T <Tr in step D80, the process proceeds to step D100, where the accelerator operation amount detector 2a detects the accelerator opening A and determines whether A = 0. Here, when A = 0, the routine proceeds to step D110 where the idling start control is terminated, and the flow returns to the engine stop flow shown in FIG. That is, in this case, the idling start control is immediately ended regardless of the magnitude of the motor driving torque T. On the other hand, if A> 0, this flow is terminated as it is. That is, this torque adjustment flow is repeatedly executed at a predetermined cycle.

<< E. Fail Safe Flow
The fail safe flow shown in FIG. 7 is a flow corresponding to the control content at the time of transition from the push mode to the forced start mode in the fail safe control unit 5g.
In step E10, the accelerator opening A is detected in the accelerator operation amount detector 2a. Note that this step can be omitted by diverting the detection result in step B50 in the restart determination flow described above.

In subsequent step E20, the actual motor rotation speed Nm is detected by the motor rotation speed detector 2d, and the process proceeds to step E30.
In step E30, the required torque Tr is calculated by using the map as shown in FIG. 2 in the motor drive torque calculation unit 5b. Next, in step E40, the motor drive torque T is calculated as T by the motor drive torque calculation unit 5b. = Tr is calculated. In Step E50, the clutch 7 is controlled by the clutch control unit 5d. Here, a control voltage V equal to or lower than the first voltage V ₂ is output from the clutch control unit 5d, and the clutch 7 is controlled to be engaged. Thereafter, in step E60, the motor 8 is driven by the motor drive control unit 5c so that the motor drive torque T calculated in step E40 is output from the motor 8.

Subsequently, at step E70, it is determined whether or not a brake operation is detected by the braking operation detection unit 2g. That is, in this step, it is determined whether or not the above condition [3] is satisfied. If a brake operation is detected, the process proceeds to step E80. If not detected, this flow ends.
In step E80, the motor driving torque T is set to T = 0, and the process proceeds to step E90. That is, in this step, the operation of the motor 8 is stopped.

  Furthermore, in step E90, it is determined in the stop state determination part 3b whether the vehicle 10 is in a stop state. That is, in this step, it is determined whether or not the above condition [15] is satisfied. Here, when it is determined that the vehicle is in a stopped state, the control is shifted to the forced start mode shown in FIG. That is, at the time of transition from the pushing mode to the forced start mode, it is required that the vehicle 10 is completely stopped by satisfying the determination conditions of Step E70 to Step E90. In this fail safe flow, for example, the starting torque Te is not added to the electric motor driving torque T as in the case of the pushing flow. Therefore, the difference in behavior at the time of starting the vehicle 10 with respect to the accelerator operation (compared to that in the pushing mode). The driver recognizes that the torque of the motor 8 is small, and the driver is prompted to perform a brake operation.

<< F. Tremor start flow >>
The fine movement start flow shown in FIG. 8 is a flow corresponding to the control contents in the fine movement mode in the electric motor drive control unit 5c. At the start of the first main flow when proceeding to the fine movement start flow from another flow, the measurement time t of the first timer ct is set to t at the time measurement unit 2i as in the start of the push start flow. = 0 is reset. As a result, the first timer ct measures the elapsed time from the time of reset, that is, the time when the fine movement start flow is started.

First, at step F10, the accelerator opening A is detected by the accelerator operation amount detector 2a. Note that this step can be omitted by diverting the detection result in step B50 in the restart determination flow described above.
In subsequent step F20, the actual motor rotation speed Nm is detected by the motor rotation speed detector 2d, and the process proceeds to step F30.

  In step F30, the fine driving torque Tb is set in the electric motor driving torque calculation unit 5b. This fine movement torque Tb is a torque that supplements the required torque Tr calculated in the subsequent step F40. Even if the shift to the forced start flow and the transmission 9 is set to the neutral stage, the fine movement torque Tb remains for a certain period (completed after the engine 6 is started). It guarantees the minimum driving torque so that it can run with inertia (until it explodes).

In the subsequent step F40, the required torque Tr is calculated by using the map as shown in FIG. 2 based on the accelerator operation amount A and the actual motor rotation speed Nm detected in the step F10 and step F20 in the motor drive torque calculation unit 5b. Calculated.
In Step F50, the electric motor driving torque calculation unit 5b calculates the electric motor driving torque T as T = Tr + Tb. In the following step F60, the clutch 7 is controlled in the clutch control unit 5d. Here, since the fine movement mode is selected, the control voltage V of the third voltage V ₃ is output from the clutch control unit 5d, and the clutch 7 is controlled to the weakly engaged state. That is, the motor driving force is not transmitted to the engine 6. Thereafter, in step F70, the motor 8 is driven by the motor drive control unit 5c so that the motor drive torque T calculated in step F50 is output from the motor 8.

  Subsequently, at step F80, the fine movement start control unit 5B determines whether or not the accelerator opening A detected by the accelerator operation amount detection unit 2a is A = 0. That is, here, it is determined whether or not the accelerator pedal is not depressed, that is, the condition [18] is determined here. When the accelerator pedal is not depressed (A = 0), the mode determination unit 5a selects the forced start mode and proceeds to the forced start flow shown in FIG. On the other hand, if the accelerator pedal is depressed, the process proceeds to step F90.

In Step F90, the fine movement start control unit 5B determines whether or not a predetermined fourth time t _{d has} elapsed since the mode determination unit 5a started the fine movement mode. That is, here, the condition [17] is determined. Where, if the first timer measurement time t is t ≦ t _d proceeds to step F100. On the other hand, in the case of t> t _d, the routine proceeds to a forced starting the flow shown in FIG. That is, the control in the fine movement mode is not performed continuously for the predetermined fourth time t _d or longer, and the mode is shifted to the pushing mode or the forced start mode.

In step F100 and subsequent steps, it is a flow for determining whether or not the condition for shifting to the pushing mode is satisfied in the fine movement mode, and the conditions [10] to [12] are sequentially determined in the fine movement start control unit 5B.
At step F100, whether the longitudinal acceleration G is less than the second predetermined acceleration G ₂ or more and the third predetermined acceleration G ₃ is determined. Here, when G ₂ ≦ G <G _3, that is, when the road surface can be regarded as an uphill, the process proceeds to step F110, where the accelerator opening A is equal to or greater than the third opening A ₃ and the accelerator operating speed Av. There whether there are second opening speed Av ₂ or more is determined. If G ₂ ≦ G <G ₃ is not satisfied, the process proceeds to step F120.

In step F110, if it is A ≧ A ₃ and Av ≧ Av ₂ is push start mode is selected by the mode determination unit 5a proceeds to push start start flow shown in FIG. 5, whereas, A <A ₃ or Av If <Av ₂ , this flow is terminated as it is, and the fine movement start flow is repeatedly executed. Steps F100 and F110 are steps in which determination corresponding to the condition [12] is performed.

In step F 120, whether the longitudinal acceleration G is the first predetermined acceleration G ₁ or more and smaller than the second predetermined acceleration G ₂ it is determined. Here, when G ₁ ≦ G <G _2, that is, when the road surface can be regarded as flat, the routine proceeds to step F130 where the accelerator opening A is equal to or greater than the first opening A ₁ and the accelerator operating speed Av is It is determined whether the first opening speed Av ₁ or higher. If G ₁ ≦ G <G ₂ is not satisfied, the process proceeds to step F140.

If A ≧ A ₁ and Av ≧ Av ₁ in step F130, the mode determination unit 5a selects the push mode and proceeds to the push start flow shown in FIG. 5, while A <A ₁ or Av If <Av ₁ , this flow is terminated as it is, and the fine movement start flow is repeatedly executed. Steps F120 and F130 are steps in which determination corresponding to the condition [11] is performed.

In step F 140, whether the longitudinal acceleration G is first less than the predetermined acceleration G ₁ is determined. Here, if it is G <G _1, i.e., when the road surface is regarded as a downhill, the process proceeds to step F150, if the accelerator opening degree A is a second opening A ₂ or more is determined. In this step F150, if A ≧ A ₂ , the mode determination unit 5a selects the pushing mode and proceeds to the pushing start flow shown in FIG. 5, while if A <A ₂ , This flow is finished as it is, and the fine movement start flow is repeatedly executed. Steps F140 and F150 are steps in which determination corresponding to the condition [10] is performed.

<< G. Forced start flow >>
The forced start flow shown in FIG. 9 is a flow corresponding to the control contents in the forced start mode in the electric motor drive control unit 5c.
In step G10, the engine speed Ne of the engine 6 is detected by the engine speed detector 2e. In step G20, the clutch control unit 5d, the control voltage V of the fourth voltage V ₄ to the clutch 7 is output, the clutch 7 is controlled in a disconnected state. Then, in step G30, shift speed control unit 5e by the shift stage is temporarily controlled to the N range, subsequent step G40, is output first voltages V ₁ the following control voltage to the clutch 7 by the clutch control unit 5d clutch 7 Is controlled to the engaged state. Further, in the subsequent step G50, a predetermined amount of torque Te ₂ (that is, the aforementioned second starting torque set in the forced starting mode) is applied to the motor 8 by the motor drive control unit 5c.

Thereafter, in step G60, the fail safe control unit 5g determines whether or not the engine speed Ne is equal to or higher than a predetermined speed Ne ₁ . That is, in this step, it is determined whether or not the condition [19] is satisfied. If Ne ≧ Ne ₁ , the process proceeds to step G70. On the other hand, if Ne <Ne ₁ , this flow is finished as it is. That is, the forced start flow is repeatedly executed at a predetermined cycle.

In Step G70, the control voltage V of the clutch 7 is changed from the first voltage V ₁ to the third voltage V ₃ in the clutch control unit 5d, and the clutch 7 is controlled to a weakly engaged state. In other words, since the clutch 7 is further controlled in the disengagement direction immediately before the combustion state of the engine 6 becomes a stable idling state, the torque fluctuation on the engine 6 side is downstream of the clutch 7 (ie, the motor 8 and the transmission 9). And the transmission to the drive wheel 11 side).

  Note that when the first step G60 is established when the flow proceeds to the forced start flow from another flow, the measurement time t ″ of the third timer ct ″ is reset to t ″ = 0 in the time measurement unit 2i. As a result, the elapsed time from the time of resetting, that is, the time determined to be the state immediately before the idling state is measured by the third timer ct ″.

Further, in the subsequent step G80, it is determined whether or not the engine speed Ne is equal to or greater than a predetermined speed Ne ₁ and the third timer measurement time t ″ is advanced for _a predetermined first time ta. Here, step G80. Is satisfied, the engine 6 is considered to be in a complete explosion state, and the process proceeds to the torque adjustment flow 2 shown in Fig. 10. If the condition of step G80 is not satisfied, the engine 6 is advanced. There as not resulting to complete combustion state, the flow advances to step G90, the engine speed Ne is equal to or a predetermined rotational speed Ne ₁ or more is determined.

Here, when the engine rotational speed Ne is Ne ≧ Ne _1, the third and the timer counting time t "is counted and compared again returns to step G80. In addition, the engine speed Ne Ne <Ne If it is ₁ , the flow is terminated as it is, that is, the forced start flow is repeatedly executed at a predetermined cycle.
In Step G80 and Step G90, the conditions [8] and [9] are determined as in Step C130 and Step C140 in the pushing flow.

<< H. Torque adjustment flow 2 >>
A torque adjustment flow 2 shown in FIG. 10 is a flow corresponding to the control contents in the forced start mode in the electric motor drive torque correction unit 5f that corrects the electric motor drive torque T.
First, at step H10, the accelerator opening A is detected by the accelerator operation amount detector 2a. Note that this step can be omitted by diverting the detection result in step B50 in the restart determination flow described above. In subsequent Step H20, the actual motor rotation speed Nm is detected by the electric motor rotation speed detector 2d, and the process proceeds to Step H30.

In Step H30, the required torque Tr is calculated by using the map as shown in FIG. 2 based on the accelerator operation amount A and the actual motor rotation speed Nm detected in Step H10 and Step H20 in the motor drive torque calculation unit 5b. Then, the process proceeds to Step H50.
In step H50, the accelerator operation amount detector 2a detects the accelerator opening A and determines whether A ≠ 0. Here, if A ≠ 0 (ie, A> 0 and the accelerator pedal is depressed), the process proceeds to step H60, while A = 0 (the accelerator pedal is not depressed). In this case, the process proceeds to Step H80.

In Step H60, the control voltage V of the fourth voltage V ₄ is output from the clutch control unit 5d and the clutch 7 is temporarily controlled to be in a disconnected state, and then in Step H70, the target gear stage is controlled to the second speed by the gear stage control unit 5e. Then, the process proceeds to Step H100. On the other hand, if the procedure advances to step H80 from the clutch control unit 5d is outputted fourth control voltage V of the voltage V ₄ is controlled to temporarily disengaged clutch 7, target the shift speed control unit 5e thereafter step H90 The gear position is controlled to the first speed, and the process proceeds to Step H100. That is, since the engine 6 has already been started at the time when the torque adjustment flow 2 is performed, the travel stage corresponding to the depression of the accelerator pedal is selected and the travelability after the start is ensured. Become.

  In step H100, the motor drive torque T is set to zero to facilitate gear engagement, and in the subsequent step H120, it is determined whether or not the motor drive torque T is equal to or greater than the required torque Tr. Here, if T ≧ Tr, the routine proceeds to step H130, where idling start control is terminated, and this flow is terminated. Note that after the end of this flow, the flow returns to the engine stop flow again.

On the other hand, if T <Tr in step H120, the process proceeds to step H140, where the magnitude of the motor driving torque T is added and corrected by a predetermined amount. That is, in this step, the motor drive torque T is corrected so as to approach the required torque Tr. As a result, the difference between the motor driving torque T and the required torque Tr is reduced.
Note that, when the torque adjustment flow 2 is executed, the motor drive torque T is once made zero, so that the shock (vibration) is reduced by gradually approaching the required torque Tr. The idling start control is terminated when the electric motor drive torque T becomes equal to or greater than the required torque Tr.

[Action]
A specific control action of the start control device of the vehicle will be described with reference to FIGS. FIG. 11 shows parameter aging fluctuations at the time of starting the vehicle in the pushing mode by this apparatus. Similarly, FIG. 12 shows parameter aging fluctuations at the time of transition from the fine movement mode to the pushing mode, and FIG. The parameter aging variation at the time of shifting to the mode is shown.

<In push mode>
A control example in the case where the vehicle 10 equipped with the start control device 1 is about to stop while waiting for a signal while traveling on a substantially flat road surface will be described in detail.
First, by the braking operation by the driver, as shown in FIG. 11 (f), the traveling speed Vc of the vehicle gradually decreases, the running speed Vc at time t ₀ is assumed to become the first speed Vc ₁ below. As shown in FIG. 11 (a), since the driver does not depress the accelerator pedal, the accelerator opening A is A = 0. On the other hand, as shown in FIG. Has been detected. Further, the engine 6 is idling in the combustion maintaining state as shown in FIG. 11C, and the control voltage V of the first voltage V ₁ is input to the clutch 7 as shown in FIG. 11D. Thus, the clutch 7 is changed from the engaged state to the control voltage V of the fourth voltage V ₄ and is in the disconnected state. Further, as shown in FIG. 11 (e), the motor 8 is in a non-driven state.

At this time, in the controller 1, the engine stop flow shown in FIG. 3 is executed, and the stop state of the vehicle 10 is determined at any time. The conditions [3] to [6] are satisfied until time t _0, but the condition [2] is not satisfied, and the stop state determination unit 3b determines that the vehicle is not in the stop state. In addition, although the condition [2] is satisfied after the time t ₀ , it is not determined that the vehicle 10 is still stopped until the predetermined second time t _b elapses in this state.

On the other hand, at time t ₁ after the elapse of a predetermined second time t _b from time t ₀ , the stop state determination unit 3b determines that the vehicle 10 is in a stop state, and the start standby control unit 4 starts idling stop control. Is done. As a result, the gear position of the transmission 9 is maintained at the first speed, and the fuel supply to the engine 6 is shut off. Thereby, as shown in FIG.11 (c), the engine speed Ne falls gradually and is set to zero. Further, since the brake pedal is depressed by the driver, the traveling speed Vc gradually decreases to zero. When the idling stop control is started, the restart determination flow shown in FIG. 4 is executed inside the controller 1.

Even if the driver releases his / her foot from the brake pedal at time t ₁ ′, for example, as shown in FIG. 11B after the engine 6 is stopped and the vehicle 10 is also stopped, the idling start control is performed. Will never start. This is because the engine 6 is controlled to be restarted in response to the operation of the shift lever or the presence of a start request in the restart determination flow. Therefore, for example, a natural idling stop control with good operation feeling is provided even for a driver who performs a side brake operation instead of a brake pedal operation in order to prevent the vehicle 10 from moving during idling. It will be.

Note that, after time t ₁ ′ when the depression of the brake pedal is released, standby torque ΔT is applied to the motor 8 by the start standby control unit 4 as shown in FIG. As a result, the gear train is loosened. Note that the standby torque ΔT is set to a magnitude that does not drive the drive wheels 11, so that the vehicle 10 does not start to move.
Next, when the accelerator pedal is depressed by the driver at time t ₂ , the accelerator opening A increases as shown in FIG. In response to this, the start request detection unit 3a detects the start request of the vehicle 10 by the driver, and the start control unit 5 starts the idling start control.

First, in the clutch control unit 5d, the control voltage V of the third voltage V ₃ is immediately output to the clutch 7. As a result, the degree of engagement of the clutch 7 with a slight time lag from the time t ₂ is the state of the weak conclusion.
On the other hand, the mode determination unit 5a selects the idling start control execution mode. Immediately after time t ₂ the idling start control is started, because the condition [11] is not satisfied, temporarily fine motion mode is selected. That is, the motor drive torque calculation unit 5b calculates the required torque Tr based on the accelerator opening A, the motor rotation speed Nm of the motor 8, and the map shown in FIG. 2, and reads the fine movement torque Tb in the fine movement mode. Thus, the motor driving torque T is calculated as T = Tr + Tb. Incidentally, since the time t ₂ required torque Tr is Tr = 0, as shown in FIG. 11 (e), the motor torque will be standing up only fine movement torque Tb min. Then, as shown in FIG. 11 (f), the vehicle 10 begins to move from the time t _2.

Subsequently, increased depression amount of the accelerator pedal by the driver, met condition [11] is the time t _3, it is assumed that the push start mode is selected. In this case, the motor driving torque calculation unit 5b reads the starting torque Te ₁ in the pushing mode, and calculates the motor driving torque T as T = Te ₁ + Tr. Then, as shown in FIG. 11 (e), the motor 8 is driven by the motor drive control unit 5c so that the motor drive torque T is generated.

Further, in the clutch control unit 5d, immediately after time t ₂ the control voltage V of the third voltage V ₃ is output to the clutch 7, then when the push start mode time t ₃ is selected, the second voltage V ₂ A control voltage V is output. As a result, the clutch 7 is brought into a slip state in which the degree of engagement of the clutch 7 is semi-engaged at time t ₄ with a slight time lag from time t ₃ . Therefore, a state in which the torque of the motor 8 can be transmitted to the engine 6 side, as shown in FIG. 11 (c), the engine speed Ne is gradually to increase from the time t _3.

The first starting torque Te ₁ of the motor driving torque T applied to the motor 8 is such that the vehicle 10 is started and the engine 6 is started even if the required torque Tr is zero. Is set to a size that can be Therefore, regardless of the magnitude of the torque demand Tr, that is, regardless of the operation change of the accelerator pedal (additional depression operation or stepping back operation, etc.) at time t ₃ after the vehicle 10 starts moving and the engine 6 is started It will be. That is, as shown in FIG. 11 (f), the time t ₃ after the running speed Vc begins to be the vehicle 10 is start rising, also the engine speed Ne increases as shown in FIG. 11 (c).

Between time t ₄ and time t ₅ , which will be described later, the engine 6 is given torque by the motor 8. In addition, the inertial force of the vehicle 10 that has started and started to move is caused by the transmission 9 and the motor 8. And it is transmitted to the engine 6 side through the clutch 7. That is, in this start control device, not only the engine 6 is started simply by the driving force of the motor 8, but also so-called "pushing" using the inertia of the vehicle 10 is performed at the same time. By such control, the increasing speed of the engine speed Ne is increased, and the starting time of the engine 6 is shortened.

Thereafter, when the condition [16] is established in the clutch control unit 5d to a time t _5, the control voltage V of the clutch 7 is controlled in the pulled weakly engaged state to the third voltage V _3. The condition [16] is a part of the determination condition of the complete explosion state of the combustion maintenance state determination unit 3c, and the state that satisfies the condition [16] is a state immediately before the engine 6 is in the complete explosion state. is there. Therefore, by transmitting the clutch 7 to the weakly engaged state at time t ₅ , transmission of torque fluctuation accompanying the state change of the engine 6 is suppressed.

When the conditions [8] and [9] are satisfied, it is determined in the combustion maintenance state determination unit 3c that the engine 6 is in a complete explosion state. The determination time is a after at least more than the predetermined first time t _a has passed than the time t ₅ (time t _6).
On the other hand, when the motor drive torque correction unit 5f determines that the condition [14], that is, the engine 6 is in a complete explosion state, the motor drive torque T is corrected so as to approach the required torque Tr. That is, by this correction, as shown in FIG. 11E, the difference between the magnitude of the motor driving torque T as the control target of the motor 8 and the magnitude of the required torque Tr is controlled.
At time t ₇ , the magnitude of the electric motor drive torque T becomes equal to the magnitude of the required torque Tr, the idling start control ends, and the routine shifts to normal control.

<When shifting from fine movement mode to pushing mode>
Next, FIG. 11 (a) ~ (f) within the above-described control example shown, the difference in the driver's accelerator depression operation at time t ₂ later, fine motion mode has shifted selected to the boost cliff mode An example of control in this case will be described in detail with reference to FIGS.

As shown in FIG. 12 (a), when the accelerator pedal at time t ₂ is depressed, the start request of the vehicle 10 by the driver in the start request detecting unit 3a is detected, the idling start control is started by the start control unit 5 The Here, it is assumed that the condition [11] is not satisfied in the mode determination unit 5a and the fine movement mode is selected. That is, here, the control when the accelerator pedal depression by the driver is weak (when the accelerator opening A is A <A ₂ ) is performed.

In this case, the motor drive torque calculation unit 5b calculates the required torque Tr and reads the fine movement torque Tb based on the accelerator opening A, the motor rotation speed Nm of the motor 8, and the map shown in FIG. The motor driving torque T is calculated as T = Tr + Tb. Then, as shown in FIG. 12 (e), the motor 8 is driven by the motor drive control unit 5c so that the motor drive torque T is generated. Incidentally, since the time t ₂ is required torque Tr is Tr = 0, as shown in FIG. 12 (e), the motor torque will be standing up only fine movement torque Tb min. Then, as shown in FIG. 12 (f), the vehicle 10 from the time t ₂ begins to move.

Further, when the fine movement mode is selected, the control voltage V of the third voltage V ₃ is output to the clutch 7 from the time t ₂ in the clutch control unit 5d. Therefore, as shown in FIG. 12 (c), at this time point, the engine speed Ne has not increased yet and the engine has not started, but as shown in FIG. 12 (f), the traveling speed Vc slightly increases. As a result, the vehicle 10 starts to travel finely. In other words, in the fine movement mode, the torque of the motor 8 is applied only to the fine movement of the vehicle. In other words, the electric motor drive control unit 5c generates only a torque that can finely move the vehicle. Therefore, the motor 8 is controlled. As a result, the vehicle 10 starts gently (that is, starts finely).

Thereafter, when the accelerator pedal is further depressed at time t ₈ and the accelerator opening A becomes A ≧ A ₂ , the condition [11] is satisfied. In response to this, when the pushing mode is selected in the mode determination unit 5a, the control voltage V of the _second voltage V2 is output to the clutch 7. Thus, while from the time t ₈ with a slight time lag, engagement degree of the clutch 7 is controlled to slip state of half engagement at time t _9.

Therefore, a state in which the torque of the motor 8 can be transmitted to the engine 6 side, as shown in FIG. 12 (c), the engine speed Ne will increase gradually from the time t _8.
During the time t ₁₀ to be described later from the time t ₉ is the driving force of the motor 8 serves to allowed to start the engine 6, acts as the inertia force of the vehicle 10 begins to move also allowed to start the engine 6, the rising speed of the engine rotational speed Ne And the starting time of the engine 6 is shortened. That is, here, the engine 6 is efficiently started by the driving force obtained by adding the inertial force to the driving force of the motor 8. The operation related to such push control is as described above.

Thereafter, when the condition [16] is established in the clutch control unit 5d at time t _10, the control voltage V of the clutch 7 is controlled in the pulled weakly engaged state to the third voltage V _3. The state in which the condition [16] is satisfied, since the state immediately before the engine 6 is complete combustion state, by controlling the clutch 7 in the weak engagement state at time t _10, the torque due to the state change of the engine 6 Transmission of fluctuations is suppressed.

When the conditions [8] and [9] are satisfied, it is determined in the combustion maintenance state determination unit 3c that the engine 6 is in a complete explosion state. The determination time is a after at least more than the predetermined first time t _a has passed than the time t ₁₀ (time t _11).
On the other hand, when the motor drive torque correction unit 5f determines that the condition [14], that is, the engine 6 is in a complete explosion state, the motor drive torque T is corrected so as to approach the required torque Tr. That is, by this correction, as shown in FIG. 12E, the difference between the magnitude of the motor driving torque T as the control target of the motor 8 and the magnitude of the required torque Tr is controlled.
Then is the size of the size and the required torque Tr of the motor drive torque T is equal to time t _12, the idling start control is finished, the process proceeds to the normal control.

<When shifting from fine movement mode to forced start mode>
Next, among the above-described control examples shown in FIGS. 12A to 12F, the control examples when the fine movement mode is not shifted to the pushing mode are shown in FIGS. 13A to 13G. It will be described in detail.

As shown in FIG. 13 (a), when the accelerator pedal at time t ₂ is depressed, the start request of the vehicle 10 by the driver in the start request detecting unit 3a is detected, the idling start control is started by the start control unit 5 The When the depression of the accelerator pedal by the driver is weak (when the accelerator opening A is A <A ₂ ), the mode determination unit 5a selects the fine movement mode.

Thereby, in the motor drive torque calculation unit 5b, the required torque Tr is calculated based on the accelerator opening A, the motor rotation speed Nm of the motor 8, and the map shown in FIG. 2, and the fine movement torque Tb is read. The motor driving torque T is calculated as T = Tr + Tb. Then, as shown in FIG. 13 (e), the motor drive control unit 5c, the motor 8 as the motor drive torque T is generated is driven, the vehicle 10 begins to move from the time t _2. On the other hand, in the clutch control unit 5d, the control voltage V of the third voltage V ₃ is output from time t ₂ to the clutch 7.

If still condition at time t ₁₃ the idling start control is fourth time t _d from the time t ₂ which is the start of the predetermined has elapsed (11) is not satisfied, that is, as shown in FIG. 13 (a), the accelerator When the depression of the pedal is weak and the accelerator opening A does not satisfy A ≧ A ₂ , the mode determination unit 5a selects the transition from the fine movement mode to the forced start mode.
At this time, the clutch control unit 5d, once output the fourth voltage V ₄ or more control voltage V to the clutch 7, after which time t ₁₄ control voltage V of the first voltage V ₁ is output. In addition, the until engagement from disengagement of the clutch 7 (between times t ₁₃ ~t _14), the shifting of the transmission 9 is performed by the shift speed control unit 5e, as shown in FIG. 13 (g), The gear stage is changed to the neutral stage (N range).

On the other hand, at time t ₁₄ , the motor driving torque calculation unit 5 b sets the starting torque Te to the second starting torque (Te = Te ₂ ) and calculates the motor driving torque T as T = Tr + Te ₂ . Then, the motor 8 is driven by the motor drive controller 5c.
In between the time t ₁₅ to be described later from the time t _14, the motor 8 and the engine 6 is completely engaged via a clutch 7, the torque of the motor 8 in a state that can be transmitted directly to the engine 6 side. At this time, since the gear position is controlled to the N range, the torque of the motor 8 is not transmitted to the drive wheels 11 and is not used for starting the vehicle.

Accordingly, as shown in FIG. 13 (c), quickly so that the engine speed Ne is increased from the time t _14. It should be noted that the magnitude of the second starting torque Te ₂ is set to a magnitude that can surely start the engine 6, so that the magnitude of the required torque Tr is not sufficient to start the engine 6. even, so that the engine 6 is started to start the motor drive torque T second start torque Te ₂ is in the added value. Incidentally, as shown in FIG. 13 (g), in between time t ₁₃ ~t ₁₅ and the vehicle 10 starts moving in the fine motion mode is moved by inertia, speed Vc does not rise.

Thereafter, when the condition [19] is established in the clutch control unit 5d at time t _15, the control voltage V by the clutch control unit 5d is changed to the third voltage V _3, clutch 7 is controlled to the weak engagement state. At this time, the engine 6 is in a state immediately before the complete explosion state.
When conditions [8] and [9] are satisfied in combustion maintaining state determination unit 3c, it is determined that engine 6 is in a complete explosion state. The determination time is a after at least more than the predetermined first time t _a has passed than the time t ₁₅ (time t _16).

On the other hand, when the motor drive torque correcting unit 5f determines that the condition [14], that is, the engine 6 is in a complete explosion state, the electric stem torque T is set to zero and the gear can be easily engaged. After the confirmation, the clutch 7 is controlled to the engaged state, and the motor driving torque T is corrected so as to approach the required torque Tr. That is, by this correction, as shown in FIG. 13E, the difference between the magnitude of the motor driving torque T as the control target of the motor 8 and the magnitude of the required torque Tr is controlled.
At time t ₁₇ , the magnitude of the motor driving torque T becomes equal to the magnitude of the required torque Tr, the idling start control is terminated, and the routine shifts to normal control.

<When entering the forced start mode via failsafe control>
Subsequently, among the above-described control examples shown in FIGS. 11A to 11F, the shift to the forced start mode is performed via the fail-safe control performed when the engine does not start well and this control. An example of control in this case will be described in detail with reference to FIGS.

As shown in FIG. 14 (a), the accelerator pedal is depressed at time t ₂ the idling start control is started, followed by conditions at time t ₃ [11] is satisfied, push start mode is selected. Thus, as shown in FIG. 14 (c), gradually increases the engine rotational speed Ne from time t _3, whereas the torque of the motor 8 varies as shown in FIG. 14 (e).
Originally, the magnitude of the torque T applied to the motor 8 in this pushing mode is set to such a magnitude that at least the vehicle 10 can start and the engine 6 can be started. 6 will approach the complete explosion state. However, the fail-safe control when the combustion state of the engine 6 has not changed to the state immediately before the complete explosion state for some reason (that is, when the condition [16] is not satisfied) will be described.

If the engine speed Ne has not yet exceeded the predetermined speed Ne ₁ at the time t ₁₈ when the predetermined third time t _c has elapsed from the time t ₃ when the push mode has started, the push start control is performed. The fail safe control is started by instructing the fail safe control unit 5g by the unit 5A.
First, the required torque Tr is directly set as the motor driving torque T (that is, T = Tr) in the motor driving torque calculation unit 5b by the fail safe control unit 5g. Thus, as shown in FIG. 14 (e), the magnitude of the motor drive torque T at time t ₁₈ is to reduce the size of an amount corresponding to the first starting torque Te _1. Further, the control voltage V to be output to the clutch 7, the clutch control section 5d is changed to the first voltage V _1. As a result, the traveling speed Vc of the vehicle 10 is less likely to increase with respect to the accelerator operation amount (the magnitude of the accelerator opening A), as shown in FIG. It will be recognized by the driver. In other words, the time t ₁₈ after, the driver can grasp that the fail-safe control is performed.

After this time t ₁₈ , when the clutch 7 is engaged, the driving force of the motor 8 is transmitted as it is to the engine 6, so that the auxiliary machine 15 driven by the engine 6 is also driven and driven. become. That is, the motor 8 that is not directly connected to the auxiliary machine 15 is driving the auxiliary machine 15. Therefore, for example, in the case of the vehicle 10 equipped with the power steering pump, the steering operation is assisted in this forced start mode (even if the engine 6 is not yet in the complete explosion state), and the vehicle equipped with the brake accumulator. In the case of 10, the brake operation is assisted.

On the other hand, the fail safe control unit 5g starts the determination of the conditions [3] and [15]. At this point in time, all of these conditions are not yet satisfied, so fail-safe control is continued.
Then, when the accelerator opening degree at time t ₁₉ the accelerator pedal by the driver is released once becomes A = 0, the magnitude of the torque T applied to the motor 8 also becomes T = 0. Incidentally, when the brake pedal is depressed by the driver at time t ₂₀ motor drive torque T is set to T = 0. That is, for example, immediately after depression return of the accelerator pedal, the motor drive torque T even when a T> 0, so that the operation of the motor 8 is stopped at time t _20. Thereafter, when the running speed Vc at time t ₂₁ is less than a predetermined speed Vc _1, resulting in the condition [3] and [15] is satisfied.

Thus, at time t _21, the push start mode terminates by push start start control section 5A, again forced starting mode is initiated by forced start control unit 5C.
At this time, the clutch control unit 5d, as shown in FIG. 14 (d), is output once the fourth voltage V ₄ or more control voltage V to the clutch 7, after the clutch 7 is completely cut, completely engaged It is controlled to the state. Between the disconnection and engagement of the clutch 7, as shown in FIG. 14 (g), the shift speed of the transmission 9 is switched by the shift speed control unit 5e and controlled to the N range. By such control, the vehicle 10 is not driven by the driving force of the motor 8 (that is, the driving force of the motor 8 is not consumed as the propulsive force for starting the vehicle 10). Is transmitted to the engine 6 through the clutch 7 without loss, and the engine 6 can be forcibly started.

Then, after the clutch 7 is controlled to be completely engaged (time t ₂₁ ′), as shown in FIG. 14 (e), the magnitude of the motor drive torque T is T = Te in the motor drive torque calculation unit 5b. Set to ₂ .
Thereafter, when the condition [19] is established in the clutch control unit 5d at time t _22, the control voltage V by the clutch control unit 5d is changed to the third voltage V _3, clutch 7 is controlled to the weak engagement state. At this time, the engine 6 is in a state immediately before the complete explosion state.

When conditions [8] and [9] are satisfied in combustion maintaining state determination unit 3c, it is determined that engine 6 is in a complete explosion state. The determination time is a after a lapse of at least more than the predetermined first time t _a than the time t ₂₂ (time t _23).
On the other hand, when the motor drive torque correction unit 5f determines that the condition [14], that is, the engine 6 is in the complete explosion state, the motor drive torque T is set to zero to facilitate gear engagement, and the gear engagement confirmation Thereafter, the motor drive torque T and the required torque Tr are controlled to be equal to each other, the idling start control is finished, and the routine shifts to the normal control.

At this time clutch 7 is disengaged, for example when the accelerator pedal is depressed at time t ₂₄ by the driver, the accelerator opening degree A is referred for the calculation of the required torque Tr in the motor driving torque calculation unit 5b. That is, the control of the clutch 7 is also performed in such a manner that the clutch 7 is controlled to be in the engaged state after the half clutch when starting.

[effect]
《Effects not depending on execution mode》
Thus, according to the start control device of the vehicle, first, the idling state of the engine 6 can be accurately grasped as the vehicle 10 is stopped, and the idling stop control can be performed. Note that, under the idling stop control, the start standby control unit 4 applies a slight torque (standby torque) ΔT to the motor 8, so that the motor 8, the transmission 9, and the downstream thereof The backlash on the power path leading to the driving wheel 11 on the side can be packed. Thereby, the rattling feeling at the time of start can be suppressed with a simple configuration, and the vehicle 10 can be started smoothly.

  Further, in the control for engine restart from the idling stop state (idling start control), the control content can be changed according to the magnitude of the driver's acceleration request. That is, when the acceleration request is large, the engine can be started (pushed) simultaneously with the start of the vehicle. In addition, when the acceleration request is small, the vehicle can be moved slightly. Thus, it becomes possible to change the timing at which the engine starts according to the driver's intention, and the vehicle can be started quickly.

  In the above-described embodiment, not only the magnitude of the acceleration request but also the control content is considered in consideration of the road surface gradient. In other words, as shown in the conditions [10] to [13], the magnitude of the predetermined acceleration request is determined according to the road surface gradient. For example, in the downhill, the push mode is more easily selected than the fine movement mode. Each predetermined acceleration request is set so that an operation amount range in which the fine movement mode is selected on a flat ground is ensured, and on the uphill slope, the pushing mode is more easily selected than on a flat ground. .

In addition, since the optimum torque according to the road surface gradient is applied to the motor 8, the startability of the vehicle 10 and the running performance after the start are improved regardless of the road surface gradient and more reliably. The engine can be started.
Further, since the magnitude of the required torque Tr is set to a magnitude corresponding to the driver's accelerator depression amount, a natural operation feeling when starting the vehicle can be realized.

  Further, in the idling start control, the clutch 7 is controlled to the weakly engaged state immediately before the engine 6 reaches the complete explosion state, and the torque transmission from the engine 6 is weakened. Even if torque fluctuation occurs at this time, it is possible to make it difficult for the fluctuation to be transmitted to the downstream side (drive wheel 11 side) of the clutch 7 (or to cut off almost completely). That is, it is possible to reduce the torque shock that can occur according to the combustion state of the engine 8.

In addition, since the start request is grasped based on the normal driving operation such as the accelerator operation and the brake operation, no special operation for idling stop control and idling start control is required, and the operation burden on the driver is reduced. be able to. In addition, it contributes to the improvement of operativity also about the point which does not require shift lever operation.
Further, in the above-described embodiment, since the driver's start request is determined based on the accelerator operation amount, the driver's intention to start can be accurately grasped, and the driver intended The vehicle 10 can be started on the street.

<Effect in push mode>
In the control for engine restart from the idling stop state (idling start control), when the driver's start request is relatively large, the vehicle 10 is started and the motor 8 is operated while utilizing the inertia of the vehicle 10. The engine 6 can be started quickly by driving. That is, the engine 6 can be started (so-called pushing) almost simultaneously with the start, while the vehicle 10 is started immediately in response to the driver's start request.

In addition, since the engine 6 is started after the driver's start request is detected, the idling stop control allows the engine 6 to be temporarily stopped for a longer time than the conventional control. The quietness and fuel efficiency of the time can be improved.
In addition, it is difficult to improve the startability of the vehicle from the idling stop state by the conventional control that does not depend on the operation of the shift lever. However, according to the control according to the present invention, the shift stage of the transmission 9 is changed to the traveling stage. The engine 6 is temporarily stopped in the held state. Further, in the push mode, the gear stage is maintained at the traveling stage even when the engine 6 is restarted. Therefore, the startability of the vehicle 10 can be easily improved by cooperatively controlling the degree of engagement of the clutch 7 and the motor torque. Since the shift speed control is the same in the pushing mode and the fine movement mode, the same effect can be obtained even in the fine movement mode.

In the push start mode, the clutch 7 at time t ₂ the idling start control is started is controlled in a disconnected state, then at time t ₃ weakly engaged state, the time t ₄ the control semi-engaged state It has come to be. That is, by performing control to increase the degree of engagement of the clutch 7 in a stepwise manner, torque fluctuation transmitted in the upstream direction or the downstream direction via the clutch 7 can be suppressed.

《Effect in fine movement mode》
When the driver's start request is relatively small, the vehicle 10 can be started using the driving force of the motor 8 having better responsiveness than the engine 6 before the engine 6 is started. Can be finely moved. That is, for example, in the pushing mode, the driving force of the motor 8 is used for two types of operations, that is, the start of the engine 6 and the start of the vehicle 10, and therefore the driving force required for the motor 8 (that is, the electric motor) The driving torque T) becomes relatively large, and it is difficult to control the vehicle 10 so as to slowly start. This means that the pushing mode is suitable when it is desired to start the engine 6 while quickly starting the vehicle 10 under the idling stop control.

  On the other hand, in the fine movement mode, the driving force of the motor 8 is used only for the start of the vehicle 10. Therefore, if the motor 8 generates a torque of a magnitude necessary for the start of the vehicle 10, the vehicle 10 gently Can be started, the startability of the vehicle 10 can be improved, and the driving feeling can be enhanced. That is, the fine movement mode is suitable when the vehicle 10 is desired to start slowly (i.e., to travel at a low speed).

Further, in the fine movement mode, the clutch 7 is controlled to be in a weakly engaged state so that torque transmission through the clutch 7 is hardly performed. Therefore, it is sufficient that the motor 8 can generate at least a driving force necessary for moving the vehicle 10. The vehicle 10 can be finely moved at a low speed.
Further, since such mode selection is made according to the magnitude of the acceleration request to the vehicle 10, the behavior of the vehicle 10 at the start can be made as intended by the driver.

Further, since the engine 10 is controlled to start from a state where the vehicle 10 has started and moved slightly, the stop time of the engine 6 is longer than the control in which the engine is started simultaneously with the start of the vehicle 10. Thus, fuel consumption and quietness can be improved.
Further, in the idling start control according to the present embodiment, since the mode is shifted to the pushing mode or the forced start mode after the fine movement mode, the inertia which acts on the vehicle 10 which has started once is used more efficiently. The engine 6 can be started.

  In addition, when the conditions [10] to [12] are satisfied under the fine movement start control, the mode determination unit 5a selects the shift to the push mode, so the start to the vehicle 10 is started. The control content can be changed as required. On the other hand, when the conditions [17] and [18] are satisfied without satisfying the conditions [10] to [12], the mode determination unit 5a selects the shift to the forced start mode. Therefore, the engine 6 can be reliably started.

<Effects during fail-safe control>
Even if the start of the engine 6 in the idling start control fails for some reason, the fail-safe control is performed. Therefore, the vehicle can be safely run until the vehicle is stopped.
That is, since the auxiliary machine 15 for assisting the power steering device and the brake device is forcibly driven by the motor 8, the driving force of the motor 8 is transmitted to the auxiliary machine 15 through the clutch 7 and the engine 6. Will be. Therefore, even if the engine 6 is not started, the auxiliary machine 15 can be driven quickly with a simple configuration, and safety during vehicle travel can be improved.

Further, in the present control device, since the magnitude of the motor drive torque T at the time of fail safe is set to T = Tr, when the fail safe control is performed, the operation feeling of the driver is changed. Can be recognized by the driver, and the driver can be prompted to stop the vehicle by driving it to a safe place. As a result, further safety can be ensured.
In this case, since the idling start control is shifted to the forced start mode via the fail safe control, the engine can be started reliably.

《Effect in forced start mode》
When the driver's start request remains small, or when it is not appropriate to select the pushing mode because the road surface gradient is equal to or greater than a predetermined amount, or when the engine 6 fails to start in the pushing mode, By controlling the gear stage to the N range, the driving force of the motor 8 can be supplied mainly for starting the engine 6 to start the engine 6. That is, at this time, the engine 6 can be reliably started by giving priority to the start of the engine 6 over the start of the vehicle 10.

  In the forced start mode, since the motor 8 is driven with the clutch 7 completely engaged, the auxiliary machine 15 is driven by the driving force of the motor 8 even if the engine 6 is not in a complete explosion state. become. That is, even before the engine 6 is started, the auxiliary machine 15 for assisting the driving operation can be operated, and the operability of the vehicle can be further improved.

[Others]
Although the embodiments of the present invention have been described above, the present invention is not limited to such embodiments, and various modifications can be made without departing from the spirit of the present invention.
For example, in the above-described embodiment, the start request detection unit 3a determines whether or not there is a start request according to the magnitude of the accelerator opening A, but this condition setting relating to the start request determination is merely an example. However, the determination may be performed in consideration of other determination conditions.
In the above-described embodiment, when the idling start control is started, the clutch 7 is controlled to the half-engaged state and the weakly-engaged state, but the setting of the engaged state is arbitrary, and the clutch 7 in the disconnected state is Any structure that drives in the fastening direction may be used.

Also, as in the embodiment described above, the idling start control is started, the clutch control unit 5d outputs a control voltage V of the third voltage V ₃ to the clutch 7 immediately controls the clutch 7 in the weak engagement state It has become. On the other hand, when the idling start control is started, depression of the accelerator pedal by the driver is detected. Therefore, instead of the control voltage V of the third voltage V _3, it is also conceivable to configure to output a predetermined control voltage corresponding to the accelerator opening degree A detected by the accelerator operation amount detecting unit 2a.

In this case, for example, when the accelerator opening A is equal to or larger than a preset fourth predetermined opening A ₄ (A ≧ A ₄ ), the control voltage V output from the clutch control unit 5d is set to the third voltage V _3. However, when the accelerator opening A is less than the fourth predetermined opening A ₄ (A <A ₄ ), the control voltage V is set to the fifth voltage V ₅ (where V ₃ <V ₅ <V ₄ ). It can be considered. With such a configuration, it is possible to perform clutch control according to the magnitude of the start request.

  That is, the start request detecting unit 3a is configured to determine that the start request is larger as the accelerator opening A is larger. In the selection of the execution mode in the mode determination unit 5a, the larger the start request, the easier the push mode is selected. On the other hand, the smaller the start request, the easier the fine movement mode is selected. By grasping at times, the clutch 7 can be driven in the engaging direction without waiting for the mode determination to prepare for control.

Note that, by such control, when starting demand is large, controlled so as to approach the control voltage of the control voltage is lowered to V more time t ₄ after between time t ₂ ~t ₃ in FIG. 11 (d) If the start request is small, the control voltage V between times t _{2 and} t ₈ in FIG. 12D is increased so that no torque is transmitted from the motor 8 to the engine 6 side in the fine movement mode. It can also be.

In the above-described embodiment, the setting values of the starting torque Te ₁ and the fine movement torque Tb in the motor driving torque calculation unit 5b are set according to the longitudinal acceleration G, that is, the road surface gradient. It is also conceivable to set the value to take into account the longitudinal acceleration G.
For example, in this case, when the road surface gradient is a downhill, by setting the motor driving torque T to be relatively small, it is possible to reduce the battery consumption related to the driving of the motor 8, while on the uphill, the electric motor The drive torque T can be set relatively large so that the vehicle 10 can be started quickly while preventing the vehicle body from moving backward (sliding backward). As described above, it is possible to apply the optimal motor driving torque T according to the road surface gradient to the motor 8 to start the vehicle 10 smoothly.

1 is a control block diagram illustrating an overall configuration of a hybrid vehicle start control device according to an embodiment of the present invention. It is a map for setting the drive torque of the electric motor in this apparatus. It is a flowchart for demonstrating the control content at the time of the engine stop by this apparatus, It is a flowchart for demonstrating the control content at the time of the engine restart by this apparatus. It is a flowchart for demonstrating the control content which concerns on the pushing mode by this apparatus. It is a flowchart for demonstrating the control content which concerns on the motor torque adjustment by this apparatus. It is a flowchart for demonstrating the content of the fail safe control by this apparatus. It is a flowchart for demonstrating the control content which concerns on the fine movement mode by this apparatus. It is a flowchart for demonstrating the control content which concerns on the forced start mode by this apparatus. It is a flowchart for demonstrating the control content which concerns on the motor torque adjustment by this apparatus. It is a graph for demonstrating the parameter time-dependent fluctuation | variation at the time of the vehicle start in the pushing mode by this apparatus, (a) is an accelerator opening degree, (b) is the depression amount of a brake pedal, (c) is an engine speed, (D) shows the clutch stroke control voltage, (e) shows the torque fluctuation of the electric motor, and (f) shows the running speed of the vehicle. It is a graph for demonstrating the parameter time-dependent fluctuation | variation at the time of vehicle start at the time of the transition from fine movement mode by this apparatus to pushing mode, (a) is accelerator opening, (b) is the depression amount of a brake pedal, (c ) Is the engine speed, (d) is the clutch stroke control voltage, (e) is the torque fluctuation of the motor, and (f) is the vehicle running speed. It is a graph for demonstrating the parameter time-dependent fluctuation | variation at the time of vehicle start at the time of the transition from fine movement mode by this apparatus to forced start mode, (a) Accelerator opening degree, (b) Depression amount of brake pedal, (c) Is the engine speed, (d) is the clutch stroke control voltage, (e) is the torque fluctuation of the motor, (f) is the vehicle running speed, and (g) is the transmission gear stage. It is a graph for demonstrating the parameter time-dependent fluctuation | variation at the time of vehicle start at the time of transfer to forced start mode via fail-safe control by this apparatus, (a) Accelerator opening degree, (b) Brake pedal (C) is the engine speed, (d) is the clutch stroke control voltage, (e) is the motor torque fluctuation, (f) is the vehicle running speed, and (g) is the transmission gear stage. .

Explanation of symbols

1 Controller (start control device)
2 detection unit 2a accelerator operation amount detection unit (accelerator operation amount detection means)
2b Longitudinal acceleration calculation section (longitudinal acceleration calculation means, road surface gradient determination means)
2c Real motor torque detector (actual motor torque detector)
2d Motor rotation speed detection unit (motor rotation speed detection means)
2e Engine speed detector (engine speed detector)
2f Vehicle travel speed detection unit (vehicle travel speed detection means)
2g Braking operation detection unit (braking operation detecting means)
2h Shift speed detection unit (shift speed detection means)
2i Time measurement unit 3 Judgment unit 3a Start request detection unit (start request detection means)
3b Stop state determination unit (stop state determination means)
3c Combustion maintenance state determination unit (combustion maintenance state determination means)
4 Start standby control unit (start standby control means, standby torque addition means, engine control means, idling stop means)
5 Start control unit (start control means, engine control means)
5a Mode determination unit (acceleration request determination means, selection means)
5b Electric motor drive torque calculation unit (motor drive torque calculation means, required torque calculation means)
5c Motor drive control unit (motor drive control means)
5d Clutch control unit (clutch control means)
5e Shift speed control section (shift speed control means)
5f Motor drive torque correction unit (motor drive torque correction means)
5g Fail-safe control unit (clutch control means, motor power transmission control means)
5A Push start control unit (push start control means, start standby release control means)
5B Fine movement start control unit (fine movement start control means, start standby release control means)
5C Forced start control unit (forced start control means)
6 Engine 7 Clutch (Motor power transmission control means)
8 Motor generator (motor, electric motor)
9 Transmission 10 Hybrid vehicle (vehicle)
DESCRIPTION OF SYMBOLS 11 Drive wheel 12 Accelerator opening sensor 13 Hydraulic pressure sensor 14 Longitudinal acceleration sensor 15 Auxiliary machine

Claims (7)

A start control device for a hybrid vehicle, comprising: an auxiliary machine, an engine that supplies power to the auxiliary machine, and an electric motor that supplies power to the drive wheels,
Engine control means for operating and stopping the engine based on predetermined conditions set in advance;
A hybrid vehicle comprising: motor power transmission control means for transmitting the power of the electric motor to the auxiliary machine via the engine and driving the auxiliary machine when the engine is stopped by the engine control means. Start control device. A start control apparatus for a hybrid vehicle, comprising: an auxiliary machine for assisting driving operation; an engine that supplies power to the auxiliary machine; and a drive wheel and an electric motor that is configured to transmit power to the engine. ,
Engine control means for stopping the engine when the vehicle is stopped and starting the engine when the vehicle is started;
When the engine control means fails to start the engine, a part of the power of the electric motor is transmitted to the auxiliary machine through the engine to drive the auxiliary machine, and the remaining power of the electric motor is transferred to the auxiliary machine. A start control device for a hybrid vehicle, comprising: electric motor power transmission control means for transmitting the drive wheel to start the vehicle. Auxiliary equipment for assisting driving operations, an engine that supplies power to the auxiliary equipment, an electric motor that can transmit power to the drive wheels, and power transmission between the engine and the electric motor can be connected and disconnected. A start control device for a hybrid vehicle, comprising:
Start request detecting means for detecting a start request to the vehicle;
Stop state determination means for determining whether or not the vehicle is in a stop state; and
If it is determined by the stop state determining means that the vehicle is in a stopped state, the clutch is disengaged while the engine is stopped until the start request is detected by the start request detecting means. A start standby control means;
When the start request is detected by the start request detecting means and the start standby control means is terminated, a start control means for driving the electric motor and driving the clutch in an engaging direction;
When the engine is not started when the electric motor is driven by the start control means, the clutch is further driven in the fastening direction to transmit a part of the driving force of the electric motor to the engine, thereby driving the engine. A start control device for a hybrid vehicle, comprising: an accessory drive control means for performing accessory drive control for driving the accessory by transmitting the driving force of the engine to the accessory. The start control means is
Electric motor driving torque calculating means for calculating electric motor driving torque obtained by adding the required torque required to start the vehicle and the starting torque required to start the engine;
The motor drive control means for driving the motor so that the motor drive torque calculated by the motor drive torque calculation means is output from the motor when the vehicle starts. The start control apparatus of the described hybrid vehicle. Request torque calculation means for calculating the request torque as a torque requested by the driver,
5. The electric motor drive torque calculation means sets the required torque calculated by the required torque calculation means as the electric motor drive torque during auxiliary machine drive control by the auxiliary machine drive control means. The start control apparatus of the described hybrid vehicle. The vehicle includes a transmission having as a shift stage a travel stage for transmitting power input from at least one of the engine and the electric motor to the drive wheels and a neutral stage for non-transmission of the power,
When it is determined that the vehicle is in a stopped state under the accessory drive control, the clutch is controlled to be disengaged and the transmission gear stage is controlled to a neutral stage, and then the clutch is driven in the engaging direction. The start control device for a hybrid vehicle according to any one of claims 3 to 5, further comprising forced start control means for performing forced start control for driving the electric motor. Auxiliary equipment for assisting driving operations, an engine that supplies power to the auxiliary equipment, an electric motor that can transmit power to the drive wheels, and power transmission between the engine and the electric motor can be connected and disconnected. In a hybrid vehicle provided with a clutch disposed in
A start control device for controlling the start state of the vehicle;
The start control device
Start request detecting means for detecting a start request to the vehicle;
Stop state determination means for determining whether or not the vehicle is in a stop state; and
If it is determined by the stop state determining means that the vehicle is in a stopped state, the clutch is disengaged while the engine is stopped until the start request is detected by the start request detecting means. A start standby control means;
When the start request is detected by the start request detecting means and the start standby control means is terminated, a start control means for driving the electric motor and driving the clutch in an engaging direction;
When the engine is not started when the electric motor is driven by the start control means, the clutch is further driven in the fastening direction to transmit a part of the driving force of the electric motor to the engine, thereby driving the engine. And an auxiliary machine drive control means for carrying out auxiliary machine drive control for driving the auxiliary machine by transmitting the driving force of the engine to the auxiliary machine. Hybrid vehicle.

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