JP2012021496A - Engine starting device and vehicle with the same loaded - Google Patents

Abstract

PROBLEM TO BE SOLVED: To reduce vibration and noise generated at the time of starting the engine in an engine starting device having a starter capable of independently controlling the engagement operation of a pinion gear and the rotation operation of the pinion gear.SOLUTION: The starting device comprises a starter 200 for starting the engine 100 and an ECU 300 for controlling the starter 200. The starter 200 includes a pinion gear 260, an actuator 232 and a motor 220 to be controlled independently of the actuator 232 and to rotate the pinion gear 260. The ECU 300 has a first mode for driving the motor 220 prior to drive of the actuator 232, and a second mode for driving the actuator 232 prior to drive of the motor 220 based on the rotation speed of the engine 100, so that the first mode is selected when the engine 100 rotation speed is between a first reference value and a second reference value and the engine 100 rotation speed is outside the reference range set based on the resonance frequency of the driving device 20.

Description

  The present invention relates to an engine starter and a vehicle on which the engine is mounted. More specifically, an actuator for engaging a pinion gear with a ring gear connected to a crankshaft of the engine and a motor for rotating the pinion gear are separately provided. The present invention relates to control of a controllable starter.

  In recent years, in an automobile having an internal combustion engine such as an engine, for the purpose of improving fuel efficiency and reducing exhaust emission, the vehicle is stopped and the engine is automatically stopped when the brake pedal is operated by the driver. Some have a so-called idling stop function that automatically restarts when the driver restarts, such as when the amount of brake pedal operation is reduced to zero.

  In this idling stop, the engine may be restarted while the engine speed is relatively high. In such a case, in the conventional starter in which the engagement of the pinion gear for rotating the engine and the rotation of the pinion gear are performed by one drive command, the engagement between the pinion gear and the ring gear of the engine is facilitated. The starter is driven after waiting for the engine speed to sufficiently decrease. If it does so, time delay will generate | occur | produce from the restart request | requirement of an engine to the cranking of an actual engine, and there existed a possibility of giving a driver uncomfortable feeling.

  In order to solve such a problem, Japanese Patent Application Laid-Open No. 2005-330913 (Patent Document 1) uses a starter having a configuration in which the engagement operation of the pinion gear and the rotation operation of the pinion gear can be individually controlled. If a restart request occurs during the engine rotation descent period immediately after the request is generated, the pinion gear rotates before the pinion gear engaging operation, and the pinion gear rotates when the rotation speed of the pinion gear synchronizes with the engine rotation speed. A technique for restarting the engine by performing the engaging operation is disclosed.

Japanese Patent Laying-Open No. 2005-330813 JP 2009-529114 A JP 2010-31851 A JP 2000-97139 A JP 2009-191843 A

  According to the technique described in Japanese Patent Laying-Open No. 2005-330813 (Patent Document 1), even when a restart request is generated during an engine rotation descent period immediately after a stop request is generated, it is not necessary to wait for a decrease in engine rotation speed. The engine can be cranked.

  However, depending on the rotational speed at which the engine is cranked, there may occur a case where it matches the resonance frequency band of the drive system including the engine. If it does so, there exists a possibility that not only the rotational speed of an engine may remain in a resonance frequency band long but also an unpleasant vibration and noise may be given to the vehicle occupant by resonance.

  The present invention has been made to solve such problems, and an object of the present invention is to provide an engine having a starter capable of individually controlling the engaging operation of the second gear and the rotating operation of the second gear. This is to reduce vibration and noise that occur when the engine is started.

  An engine starter according to the present invention includes a starter that starts an engine and a control device that controls the starter. The starter includes a second gear that can be engaged with the first gear coupled to the crankshaft of the engine, an actuator that moves the second gear to a position that engages with the first gear in the driving state, And a motor for rotating the second gear. The control device can individually control each of the actuator and the motor. The control device uses the first mode in which the motor is driven prior to driving the actuator and the second mode in which the first gear and the second gear are engaged by the actuator prior to driving the motor. To control. When the control device receives the engine start request, the control device is configured such that the current engine speed is between the first reference value and the second reference value larger than the first reference value, and the actuator The first mode is selected when the rotational speed of the engine when the engagement operation is scheduled to be completed is outside a predetermined reference range.

  According to such an engine starting device, the starter capable of individually controlling each of the actuator and the motor includes the first mode in which the motor is driven prior to driving the actuator, and the first mode by the actuator prior to driving the motor. And a second mode in which the first gear and the second gear are engaged. When the engine start request is received, when the current engine speed is within the range in which the first mode should be selected, the engine speed when the actuator engagement operation is scheduled to be completed is The selection of the first mode is restricted when it is within the determined reference range, and the first mode is selected when it is out of the reference range. By doing so, it is possible to start the engine while avoiding an undesired engine rotation speed range that may give the operator a sense of incongruity.

  Preferably, the reference range is set based on the resonance frequency of the drive device including the engine.

  By adopting such a configuration, it is possible to start the engine while avoiding a range in which the rotational speed of the engine is set corresponding to the resonance frequency of the drive device.

  Preferably, the rotational speed of the engine corresponding to the resonance frequency of the drive device is included in the reference range.

  With such a configuration, it is possible to start the engine while avoiding the case where the rotational speed of the engine is around the resonance frequency of the drive device.

  Preferably, when the first mode is selected, the control device has a predetermined threshold range in which a difference between the engine rotation speed and the motor rotation speed when the engagement operation of the actuator is scheduled to be completed is determined. It is determined that synchronization is established. When it is determined that synchronization is established, the control device drives the actuator to engage the first gear and the second gear.

  With such a configuration, in the first mode, when the difference between the rotational speed of the engine and the rotational speed of the motor when the engagement operation of the actuator is scheduled to be completed is within a predetermined range, that is, When the difference in rotational speed between the first gear and the second gear is reduced, the first gear and the second gear can be engaged.

  Preferably, when the first mode is selected, the control device starts driving the actuator at the time when the operation time of the actuator is subtracted from the time when the synchronization is established.

  By adopting such a configuration, it is possible to determine the start of driving of the actuator in consideration of the operation time of the actuator. Therefore, the difference in rotational speed between the first gear and the second gear can be made as small as possible.

  Preferably, when the first mode is selected, the control device stops the motor when the timing for starting the actuator comes after the reference time has elapsed.

  By adopting such a configuration, even if the first mode is selected, when synchronization is no longer established when the operation of the actuator is completed, the motor is stopped and the second gear is stopped. The engine can be started.

  Preferably, when the engine start request is received, the control device selects the second mode when the engine rotation speed falls below the first reference value.

  By adopting such a configuration, when the engine speed is lower than the first reference value, that is, when the engine speed is relatively low, the second gear is engaged with the first gear while stopped. be able to.

  Preferably, when the second mode is selected, the control device starts driving the motor based on the completion of the engagement between the first gear and the second gear.

  With such a configuration, in the second mode, the engine can be started with the first gear and the second gear engaged.

  Preferably, the control device stops driving the motor and the actuator when the start of the engine is completed.

  By adopting such a configuration, it is possible to stop the driving of the motor and the actuator after the completion of the engine start and to prevent power consumption by the starter.

  Preferably, the actuator includes a solenoid. The actuator moves the second gear from the standby position to the engagement position with the first gear when the solenoid is excited, and returns the second gear to the standby position when the solenoid is de-energized.

  With such a configuration, the first gear and the second gear can be engaged by exciting the solenoid, and the engaged state can be released by de-energizing the solenoid.

  A vehicle according to the present invention includes an engine that generates a driving force for running the vehicle, a starter that starts the engine, and a control device that controls the starter. The starter includes a second gear that can be engaged with the first gear coupled to the crankshaft of the engine, an actuator that moves the second gear to a position that engages with the first gear in the driving state, And a motor for rotating the second gear. The control device can individually control each of the actuator and the motor. The control device uses the first mode in which the motor is driven prior to driving the actuator and the second mode in which the first gear and the second gear are engaged by the actuator prior to driving the motor. To control. When the control device receives the engine start request, the control device is configured such that the current engine speed is between the first reference value and the second reference value larger than the first reference value, and the actuator The first mode is selected when the rotational speed of the engine when the engagement operation is scheduled to be completed is outside a predetermined reference range.

  According to such a vehicle, the starter capable of individually controlling the actuator and the motor includes the first mode in which the motor is driven prior to driving the actuator, and the first gear by the actuator prior to driving the motor. And the second mode in which the second gear is engaged. When the engine start request is received, when the current engine speed is within the range in which the first mode should be selected, the engine speed when the actuator engagement operation is scheduled to be completed is The selection of the first mode is restricted when it is within the determined reference range, and the first mode is selected when it is out of the reference range. By doing so, it is possible to start the engine while avoiding an undesired engine rotation speed range that may give the operator a sense of incongruity.

  ADVANTAGE OF THE INVENTION According to this invention, the vibration and noise which generate | occur | produce at the time of engine starting can be reduced in the engine starting device which has a starter which can control separately the engagement operation | movement of a pinion gear, and the rotation operation of a pinion gear.

1 is an overall block diagram of a vehicle equipped with an engine starter according to an embodiment. It is a figure for demonstrating the transition of the operation mode of the starter in this Embodiment. It is a figure for demonstrating the drive mode at the time of engine starting operation | movement in this Embodiment. It is a figure for demonstrating the detail of rotation mode. In this Embodiment, it is a flowchart for demonstrating the detail of the operation mode setting control process performed by ECU.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the following description, the same parts are denoted by the same reference numerals. Their names and functions are also the same. Therefore, detailed description thereof will not be repeated.

[Configuration of engine starter]
FIG. 1 is an overall block diagram of a vehicle 10 equipped with an engine starting device according to the present embodiment.

  Referring to FIG. 1, vehicle 10 includes a drive device 20, a battery 120, a starter 200, a control device (hereinafter also referred to as an ECU (Electronic Control Unit)) 300, and relays RY1 and RY2. Drive device 20 includes an engine 100, a power transmission device 160, and drive wheels 170. Starter 200 includes a plunger 210, a motor 220, a solenoid 230, a connecting portion 240, an output member 250, and a pinion gear 260.

  Engine 100 generates a driving force for traveling vehicle 10. The crankshaft 111 of the engine 100 is connected to drive wheels 170 via a power transmission device 160 that includes a clutch, a speed reducer, and the like.

  The engine 100 is provided with a rotation speed sensor 115. The rotational speed sensor 115 detects the rotational speed Ne of the engine 100 and outputs the detection result to the ECU 300.

  The battery 120 is a power storage element configured to be chargeable / dischargeable. The battery 120 includes a secondary battery such as a lithium ion battery, a nickel metal hydride battery, or a lead battery. Moreover, the battery 120 may be comprised by electrical storage elements, such as an electric double layer capacitor.

  Battery 120 is connected to starter 200 via relays RY1, RY2 controlled by ECU 300. The battery 120 supplies the drive power supply voltage to the starter 200 by closing the relays RY1 and RY2. The negative electrode of battery 120 is connected to the body ground of vehicle 10.

  The battery 120 is provided with a voltage sensor 125. Voltage sensor 125 detects output voltage VB of battery 120 and outputs the detected value to ECU 300.

  One end of relay RY 1 is connected to the positive electrode of battery 120, and the other end of relay RY 1 is connected to one end of solenoid 230 in starter 200. The relay RY1 is controlled by a control signal SE1 from the ECU 300, and switches between supply and interruption of the power supply voltage from the battery 120 to the solenoid 230.

  One end of relay RY2 is connected to the positive electrode of battery 120, and the other end of relay RY2 is connected to motor 220 in starter 200. Relay RY <b> 2 is controlled by a control signal SE <b> 2 from ECU 300, and switches between supply and interruption of power supply voltage from battery 120 to motor 220. Further, a voltage sensor 130 is provided on a power line connecting relay RY2 and motor 220. Voltage sensor 130 detects motor voltage VM and outputs the detected value to ECU 300.

  As described above, the supply of the power supply voltage to the motor 220 and the solenoid 230 in the starter 200 can be controlled independently by the relays RY1 and RY2.

  The output member 250 is coupled to a rotating shaft of a rotor (not shown) inside the motor by, for example, a linear spline. A pinion gear 260 is provided at the end of the output member 250 opposite to the motor 220. When the power supply voltage is supplied from the battery 120 and the motor 220 is rotated by closing the relay RY <b> 2, the output member 250 transmits the rotation operation of the rotor to the pinion gear 260 to rotate the pinion gear 260.

  As described above, one end of the solenoid 230 is connected to the relay RY1, and the other end of the solenoid 230 is connected to the body ground. When relay RY1 is closed and solenoid 230 is excited, solenoid 230 attracts plunger 210 in the direction of the arrow. In other words, the solenoid 230 and the plunger 210 constitute an actuator 232.

  Plunger 210 is coupled to output member 250 through connecting portion 240. The solenoid 230 is excited and the plunger 210 is attracted in the direction of the arrow. As a result, the output member 250 moves away from the standby position shown in FIG. 1 from the standby position shown in FIG. 1, that is, the pinion gear 260 moves away from the main body of the motor 220 by the connecting portion 240 to which the fulcrum 245 is fixed. In the direction to the engagement position with the ring gear 110. The plunger 210 is biased by a spring mechanism (not shown) in the direction opposite to the arrow in FIG. 1, and is returned to the standby position when the solenoid 230 is de-energized.

  Thus, when the output member 250 moves in the axial direction by exciting the solenoid 230, the pinion gear 260 is engaged with the ring gear 110 attached to the crankshaft 111 of the engine 100. Then, with the pinion gear 260 and the ring gear 110 engaged, the pinion gear 260 rotates, whereby the engine 100 is cranked and the engine 100 is started. The ring gear 110 is provided, for example, on the outer periphery of the engine flywheel.

  Thus, in the present embodiment, actuator 232 that moves pinion gear 260 to engage with ring gear 110 of engine 100 and motor 220 that rotates pinion gear 260 are individually controlled.

  Although not shown in FIG. 1, a one-way clutch may be provided between the output member 250 and the rotor shaft of the motor 220 so that the rotor of the motor 220 is not rotated by the rotation operation of the ring gear 110.

  Further, the actuator 232 in FIG. 1 is a mechanism that can transmit the rotation of the pinion gear 260 to the ring gear 110 and can switch between a state in which the pinion gear 260 and the ring gear 110 are engaged and a state in which both are not engaged. The mechanism is not limited to the above-described mechanism. For example, a mechanism in which the pinion gear 260 and the ring gear 110 are engaged by moving the shaft of the output member 250 in the radial direction of the pinion gear 260 may be used.

  Although not shown, ECU 300 includes a CPU (Central Processing Unit), a storage device, and an input / output buffer, and inputs each sensor and outputs a control command to each device. Note that these controls are not limited to software processing, and a part of them can be constructed and processed by dedicated hardware (electronic circuit).

  ECU 300 receives a signal ACC representing an operation amount of accelerator pedal 140 from a sensor (not shown) provided on accelerator pedal 140. ECU 300 receives signal BRK representing the operation of brake pedal 150 from a sensor (not shown) provided on brake pedal 150. ECU 300 also receives a start operation signal IG-ON due to an ignition operation by the driver. Based on these pieces of information, ECU 300 generates a start request signal and a stop request signal for engine 100, and outputs control signals SE1 and SE2 in accordance therewith to control the operation of starter 200.

[Description of starter operation mode]
FIG. 2 is a diagram for explaining the transition of the operation mode of starter 200 in the present embodiment. Referring to FIGS. 1 and 2, the operation mode of starter 200 in the present embodiment includes a standby mode 410, an engagement mode 420, a rotation mode 430, and a full drive mode 440.

  The standby mode 410 is a mode in which both the actuator 232 and the motor 220 of the starter 200 are not driven, that is, a mode in which an engine start request to the starter 200 is not output. The standby mode 410 corresponds to the initial state of the starter 200, and driving of the starter 200 becomes unnecessary before the start operation of the engine 100, after the start of the engine 100, or when the start of the engine 100 fails. Selected when.

  Full drive mode 440 is a mode in which both actuator 232 and motor 220 of starter 200 are driven. In the full drive mode 440, the pinion gear 260 is rotated by the motor 220 while the pinion gear 260 and the ring gear 110 are engaged. As a result, the engine 100 is actually cranked and the starting operation is started.

  Starter 200 in the present embodiment can drive each of actuator 232 and motor 220 individually as described above. Therefore, in the process of transition from the standby mode 410 to the full drive mode 440, when the actuator 232 is driven prior to the driving of the motor 220 (ie, equivalent to the engagement mode 420), the motor 220 prior to the driving of the actuator 232 is performed. Is driven (that is, corresponding to the rotation mode 430).

  The selection of the engagement mode 420 and the rotation mode 430 is basically performed based on the rotation speed Ne of the engine 100 when a restart request for the engine 100 is generated.

  The engagement mode 420 is a mode in which only the actuator 232 is driven and the motor 220 is not driven. This mode is selected when the pinion gear 260 and the ring gear 110 can be engaged even when the pinion gear 260 is stopped. Specifically, the engagement mode 420 is selected when the engine 100 is stopped or when the rotational speed Ne of the engine 100 is sufficiently reduced (Ne ≦ first reference value α1). .

  Then, in response to the completion of the engagement between the pinion gear 260 and the ring gear 110, the operation mode changes from the engagement mode 420 to the full drive mode 440.

  Note that whether or not the engagement between the pinion gear 260 and the ring gear 110 has been completed can be determined using a detection signal provided with a sensor (not shown) that detects the position of the output member 250. is there. However, since there is a high possibility of engaging during a certain period due to the rotation of the engine 100 or the rotation of the pinion gear 260, a predetermined time has elapsed since the start of driving of the actuator 232 without using a sensor. Based on the above, it is also possible to determine that the engagement between the pinion gear 260 and the ring gear 110 has been completed. By doing in this way, arrangement | positioning of the sensor which detects the position of the output member 250 can be abbreviate | omitted, and the complexity and cost of a system can be reduced.

  On the other hand, the rotation mode 430 is a mode in which only the motor 220 is driven and the actuator 232 is not driven. In this mode, for example, when a restart request for the engine 100 is output immediately after the stop request for the engine 100, the rotational speed Ne of the engine 100 is relatively high (α1 <Ne ≦ second reference). The value α2) is selected.

  Thus, when the rotational speed Ne of the engine 100 is high, the speed difference between the pinion gear 260 and the ring gear 110 is large in a state where the pinion gear 260 is stopped, and the engagement between the pinion gear 260 and the ring gear 110 is difficult. There is a possibility. Therefore, in rotation mode 430, only motor 220 is driven prior to driving actuator 232, and the rotation speed of ring gear 110 and the rotation speed of pinion gear 260 are synchronized. Then, when the difference between the rotation speed of ring gear 110 and the rotation speed of pinion gear 260 becomes sufficiently small, actuator 232 is driven, and engagement between ring gear 110 and pinion gear 260 is performed. Then, the operation mode transitions from the rotation mode 430 to the full drive mode 440.

  If the rotation speed of ring gear 110 and the rotation speed of pinion gear 260 cannot be synchronized, the operation mode is returned to standby mode 410 after a predetermined time (T1) has elapsed. Thereafter, the engagement mode 420 or the rotation mode 430 is selected according to the rotational speed Ne of the engine 100 at that time, and the starting operation is executed again.

  Further, in the case of the full drive mode 440, the operation mode is returned from the full drive mode 440 to the standby mode 410 in response to the completion of the start of the engine 100 and the start of the engine 100.

  FIG. 3 is a diagram for explaining two drive modes (engagement mode and rotation mode) during the engine start operation in the present embodiment.

  In FIG. 3, the horizontal axis represents time, and the vertical axis represents the rotational speed Ne of the engine 100 and the driving state of the actuator 232 and the motor 220 when using the rotation mode and when using the engagement mode.

  Referring to FIGS. 1 and 3, at time t0, for example, when a condition that the vehicle is stopped and the brake pedal 150 is operated by the driver is satisfied, a stop request for engine 100 is generated, and the engine Consider the case where 100 combustion is stopped. In this case, if the engine 100 is not restarted, the rotational speed Ne of the engine 100 gradually decreases as indicated by a solid curve W0, and finally the rotation of the engine 100 stops.

  Next, consider a case where a restart request for the engine 100 is generated while the amount of operation of the brake pedal 150 by the driver becomes zero while the rotational speed Ne of the engine 100 is decreasing. In this case, it is classified into three regions according to the rotational speed Ne of the engine 100.

  The first region (region 1) is a case where the rotational speed Ne of the engine 100 is higher than the second reference value α2, for example, in a state where a restart request is generated at a point P0 in FIG. is there.

  This region 1 is a region where the engine 100 can be started without using the starter 200 by the fuel injection and ignition operation, that is, a region where the engine 100 can return independently, because the rotational speed Ne of the engine 100 is sufficiently high. Therefore, in region 1, driving of starter 200 is prohibited. Note that the second reference value α2 may be limited by the maximum rotation speed of the motor 220.

  The second region (region 2) is a case where the rotational speed Ne of the engine 100 is between the first reference value α1 and the second reference value α2, and a restart request is made at a point P1 in FIG. It is as if it was created.

  This region 2 is a region where the engine 100 cannot return independently but the rotational speed Ne of the engine 100 is relatively high. In this area, the rotation mode is selected as described with reference to FIG.

  Here, details of the rotation mode will be described with reference to FIG. The horizontal axis in FIG. 4 indicates time, and the vertical axis indicates the rotational speed Ne of the engine 100 and the rotational speed Nm1 of the motor 220 in terms of crankshaft.

  Referring to FIG. 1 and FIG. 4, consider a state where there is a request to start engine 100 at time t11 and rotation mode is selected based on rotation speed Ne of engine 100. At this time, when there is no restart request, the rotational speed Ne of the engine 100 decreases with time, for example, as shown by a curve W11 in FIG.

  In addition, when the rotation mode is selected, the motor 220 of the starter 200 starts to be driven at time t11. The rotational speed of the motor 220 increases with time. In FIG. 4, the rotational speed Nm1 obtained by converting the rotational speed of the output member 250 to the rotational speed of the crankshaft 111 of the engine 100 based on the gear ratio between the pinion gear 260 and the ring gear 110 is a curve in FIG. Indicated by W10.

  Then, at point P10 at time t13, the rotational speed Ne of the engine 100 and the rotational speed Nm1 of the motor converted to the crankshaft are synchronized. The actuator 232 is driven so that the pinion gear 260 reaches the engagement position with the ring gear 110 at time t13 in consideration of the operation time of the plunger 210 from the voltage application to the solenoid 230. For example, the driving of the actuator 232 is started at time t12 obtained by subtracting the operation time of the plunger 210 from time t13.

  That is, in consideration of the operation time of the plunger 210, when it is determined that the rotational speed Ne of the engine 100 and the rotational speed Nm1 of the crankshaft equivalent motor are synchronized when the engagement of the pinion gear 260 is scheduled to complete (time t12). Then, driving of the actuator 232 is started.

  Referring to FIG. 3 again, when a restart request for engine 100 is generated at time t2, motor 220 is first driven. As a result, the pinion gear 260 starts to rotate. Then, at the time t3 when it is determined that the rotational speed Ne of the engine 100 and the rotational speed of the pinion gear 260 converted to the crankshaft 111 are synchronized when the engagement is scheduled to be completed, the actuator 232 is driven. When the ring gear 110 and the pinion gear 260 are engaged (time t3 *), the engine 100 is cranked by the motor 220, and the rotational speed Ne of the engine 100 increases as indicated by a dashed curve W1. Thereafter, when engine 100 resumes self-sustaining operation, driving of actuator 232 and motor 220 is stopped.

  The third region (region 3) is a case where the rotational speed Ne of the engine 100 is lower than the first reference value α1, for example, in a state where a restart request is generated at a point P2 in FIG. is there.

  This region 3 is a region where the rotational speed Ne of the engine 100 is low, and the pinion gear 260 and the ring gear 110 can be engaged without synchronizing the pinion gear 260. In this region, the engagement mode is selected as described with reference to FIG.

  When a restart request for engine 100 is generated at time t4, actuator 232 is first driven. Thereby, the pinion gear 260 is pushed out to the ring gear 110 side. Thereafter, when the engagement between the pinion gear 260 and the ring gear 110 is completed or a predetermined time has elapsed, the motor 220 is driven (time t5 in FIG. 3). As a result, the engine 100 is cranked, and the rotational speed Ne of the engine 100 increases as indicated by a dashed curve W2. Thereafter, when engine 100 resumes self-sustaining operation, driving of actuator 232 and motor 220 is stopped.

  Thus, by using the starter 200 in which the actuator 232 and the motor 220 can be individually controlled, the restart control of the engine 100 is performed, whereby the conventional starter cannot rotate the engine 100 independently. Compared to the case where the restart operation of the engine 100 is prohibited during the period (Tinh) from (time t1 in FIG. 3) until the engine 100 stops (time t6 in FIG. 3), in a shorter time. The engine 100 can be restarted. Thereby, it is possible to reduce a sense of incongruity caused by a delay in engine restart for the driver.

  By the way, the drive device 20 including the engine 100 generally has a resonance frequency. Then, when the rotational speed Ne of the engine 100 is in the vicinity of the resonant rotational speed Nres corresponding to the resonant frequency of the drive device 20, the vibration of the drive device 20 may increase.

  The resonance rotational speed Nres of the drive device 20 is generally set in a low rotational speed region, but at least in a resonance region (region D1 in FIG. 3) in which the vibration of the drive device 20 increases. Some may be included in region 2 in FIG.

  Then, in the rotation mode, the engine rotation speed Ne at the time of cranking the engine 100 by the motor 220 at time t3 in FIG. 3 may be in the resonance region D1. As a result, the time during which the engine rotational speed Ne stays in the resonance region D1 due to resonance becomes longer, and vibration and noise at the time of starting the engine become large, which may cause discomfort to the occupant of the vehicle 10.

  Therefore, in the present embodiment, in the selection of the rotation mode, it is added on condition that the engine rotation speed Ne when the pinion gear 260 and the ring gear 110 are engaged is not in the resonance region D1 of FIG. That is, when the engine rotational speed Ne at the time of engagement is within the resonance region D1 in FIG. 3, even if the current engine rotational speed Ne is between the first threshold value and the second threshold value in FIG. Even if it is between, the rotation mode is not selected. By doing so, it can be expected to suppress an increase in vibration and noise when starting the engine.

[Description of operation mode setting control]
FIG. 5 is a flowchart for illustrating details of the operation mode setting control process executed by ECU 300 in the present embodiment. The flowchart shown in FIG. 5 is realized by executing a program stored in advance in ECU 300 at a predetermined cycle. Alternatively, for some steps, it is also possible to construct dedicated hardware (electronic circuit) and realize processing.

  Referring to FIGS. 1 and 5, ECU 300 determines in step (hereinafter abbreviated as “S”) 100 whether there is a request for starting engine 100. That is, it is determined whether or not engine 100 is to be started.

  If there is no request for starting engine 100 (NO in S100), the engine 100 does not need to be started, so the process proceeds to S190, and ECU 300 selects the standby mode.

  If there is a request to start engine 100 (YES in S100), the process proceeds to S110, and ECU 300 next determines whether or not rotation speed Ne of engine 100 is equal to or smaller than second reference value α2. .

  If rotational speed Ne of engine 100 is greater than second reference value α2 (NO in S110), ECU 300 proceeds to S190 because it corresponds to region 1 in FIG. Select the standby mode.

  When engine speed Ne of engine 100 is equal to or smaller than second reference value α2 (YES in S110), ECU 300 further determines whether or not engine speed Ne of engine 100 is equal to or smaller than first reference value α1. .

  If rotation speed Ne of engine 100 is equal to or lower than first reference value α1 (YES in S120), this corresponds to region 1 in FIG. 3, and thus the process proceeds to S145, and ECU 300 selects the engagement mode. . ECU 300 then outputs actuator 232 by outputting control signal SE1 and closing relay RY1. At this time, the motor 220 is not driven.

  Then, ECU 300 determines in S155 whether or not the engagement between pinion gear 260 and ring gear 110 has been completed. This determination may be made by position detection using a sensor as described above, or may be made by elapse of a predetermined time.

  If the engagement between pinion gear 260 and ring gear 110 has not been completed (NO in S155), the process returns to S155, and ECU 300 waits for the engagement between pinion gear 260 and ring gear 110 to be completed.

  On the other hand, when engagement between pinion gear 260 and ring gear 110 is completed (YES in S155), the process proceeds to S170, and ECU 300 selects the full drive mode. Then, cranking of the engine 100 is started by the starter 200.

  Next, ECU 300 determines in S180 whether or not start of engine 100 has been completed. The determination of the completion of the start of the engine 100 is made, for example, by determining whether or not the engine rotation speed is greater than a threshold value γ indicating a self-sustained operation after a predetermined time has elapsed from the start of driving of the motor 220. Good.

  If engine 100 has not been started (NO in S180), the process returns to S170, and cranking of engine 100 is continued.

  When engine 100 has been started (YES in S180), the process proceeds to S190, and ECU 300 selects the standby mode.

  On the other hand, when rotation speed Ne of engine 100 is greater than first reference value α1 (NO in S120), the process proceeds to S130, and ECU 300 causes engine rotation speed Ne1 when the engagement operation of actuator 232 is scheduled to be completed. Is outside the range of the resonance range D1 in FIG. Specifically, whether the engine speed Ne1 when the engagement operation is scheduled to be completed is larger than the upper limit threshold value Nth2 of the resonance range D1 (Ne1> Nth2) or smaller than the lower limit threshold value Nth1 (Ne1 < Nth1) is determined.

  If engine speed Ne1 when the engagement operation is scheduled to be completed is within the resonance range D1 in FIG. 3 (NO in S130), the selection of the rotation mode is prohibited, and ECU 300 advances the process to S190 and sets the standby mode. Select.

  If engine rotation speed Ne1 when the engagement operation is scheduled to be completed is outside the resonance range D1 in FIG. 3 (YES in S130), the process proceeds to S140, and ECU 300 selects the rotation mode. Then, ECU 300 drives motor 220 by outputting control signal SE2 and closing relay RY2. At this time, the actuator 232 is not driven.

  Then, in S150, ECU 300 determines whether or not the drive duration time of motor 220 has passed a predetermined time T1.

  If the drive duration time of motor 220 has exceeded predetermined time T1 (YES in S150), ECU 300 determines that synchronization between pinion gear 260 and ring gear 110 has not been established and engine 100 has not been started, and the process proceeds to S190. Proceed with the process and temporarily select the standby mode. Thereafter, the processing from S100 is executed again, and the engine start processing is executed.

  If drive duration time of motor 220 has not passed predetermined time T1 (NO in S150), the process proceeds to S160, and ECU 300 determines the rotational speed Ne1 of engine 100 when the operation of actuator 232 is scheduled to be completed. Then, it is determined whether or not synchronization with the rotational speed Nm1 of the crankshaft converted motor 220 is established. Specifically, the determination of the establishment of synchronization is made such that the relative rotational speed Ndiff (Ne1-Nm1) between the rotational speed Ne1 of the engine 100 and the rotational speed Nm1 of the crankshaft-converted motor 220 is within a predetermined threshold value range. (0 ≦ β1 ≦ Ndiff <β2). It is possible to determine whether synchronization is established by determining whether the absolute value of the relative rotational speed Ndiff is smaller than the threshold value β (| Ndiff | <β). It is more preferable to engage with the motor 220 in a state higher than the rotational speed Nm1 of the motor 220.

  If it is determined that synchronization is not established (NO in S160), the process returns to S150, and ECU 300 waits for synchronization to be established.

  If it is determined that synchronization is established (YES in S160), ECU 300 determines that synchronization is established, advances the process to S170, and selects all drive modes. As a result, the actuator 232 is driven, the pinion gear 260 and the ring gear 110 are engaged, and the engine 100 is cranked.

  Although not shown in FIG. 5, if the engine is not operated autonomously even after a predetermined time elapses due to, for example, a shortage of fuel or a malfunction of the ignition device, during engine cranking in S170, Therefore, the operation mode may be returned to the standby mode.

  By performing the control according to the above processing, even when the engine rotation speed is to be restarted in the normal rotation mode, the engine rotation speed when the engagement between the pinion gear and the ring gear is scheduled to be completed is determined by the drive device. When the resonance frequency is within the resonance range including the resonance frequency, selection of the rotation mode is prohibited. As a result, it is possible to suppress an increase in vibration and noise caused by the engine rotation speed during engine restart remaining in the resonance range for a long time. As a result, discomfort to the vehicle occupant due to such vibration and noise can be reduced.

  In addition, “ring gear 110” and “pinion gear 260” in the present embodiment are examples of “first gear” and “second gear” in the present invention, respectively. The “rotation mode” and the “engagement mode” in the present embodiment are examples of the “first mode” and the “second mode” in the present invention, respectively.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

  10 vehicle, 100 engine, 110 ring gear, 111 crankshaft, 115 rotation speed sensor, 120 battery, 125, 130 voltage sensor, 140 accelerator pedal, 150 brake pedal, 160 power transmission device, 170 drive wheel, 200 starter, 210 plunger, 220 motor, 230 solenoid, 232 actuator, 240 connecting part, 245 fulcrum, 250 output member, 260 pinion gear, 300 ECU, 410 standby mode, 420 engagement mode, 430 rotation mode, 440 full drive mode, RY1, RY2 relay.

Claims (11)

An engine starter,
A starter for starting the engine;
A control device for controlling the starter,
The starter is
A second gear engageable with a first gear coupled to the crankshaft of the engine;
An actuator for moving the second gear to a position for engagement with the first gear in a driving state;
A motor for rotating the second gear,
The control device can individually control each of the actuator and the motor,
The control device includes a first mode in which the motor is driven prior to driving the actuator, and a second mode in which the first gear and the second gear are engaged by the actuator prior to driving the motor. To control the starter using
When the control device receives a request to start the engine, the current rotational speed of the engine is between a first reference value and a second reference value that is greater than the first reference value; and An engine starter that selects the first mode when the rotational speed of the engine at the time of completion of the engagement operation of the actuator is outside a predetermined reference range.   The engine starting device according to claim 1, wherein the reference range is set based on a resonance frequency of a driving device including the engine.   The engine starting device according to claim 2, wherein a rotational speed of the engine corresponding to a resonance frequency of the driving device is included in the reference range.   When the first mode is selected, the control device determines a difference between a rotational speed of the engine and a rotational speed of the motor when the engagement operation of the actuator is scheduled to be completed. It is determined that the synchronization is established when it is within the range, and when it is determined that the synchronization is established, the actuator is driven to engage the first gear and the second gear. 4. The engine starting device according to any one of 3 above.   The said control apparatus starts the drive of the said actuator at the time of deducting the operating time of the said actuator from the time when the said synchronization is materialized, when the said 1st mode is selected. Engine starter.   6. The control device according to claim 5, wherein when the first mode is selected, the control device stops the motor when a timing for starting driving the actuator is after a reference time has elapsed. Engine starter.   The said control apparatus selects the said 2nd mode, when the rotational speed of the said engine is less than a said 1st reference value, when the start request | requirement of the said engine is received, The any one of Claims 1-6 The engine starter described in 1.   The control device starts driving the motor based on the completion of engagement between the first gear and the second gear when the second mode is selected. Item 8. The engine starting device according to Item 7.   The engine control device according to any one of claims 1 to 8, wherein the control device stops driving the motor and the actuator when the engine start is completed. The actuator is
Including solenoids,
The actuator moves the second gear from a standby position to an engagement position with the first gear when the solenoid is excited, and moves the second gear to the engagement position with the first gear. The engine starting device according to any one of claims 1 to 9, wherein the engine starting device is returned to the standby position. A vehicle,
An engine for generating a driving force for running the vehicle;
A starter for starting the engine;
A control device for controlling the starter,
The starter is
A second gear engageable with a first gear coupled to the crankshaft of the engine;
An actuator for moving the second gear to a position for engagement with the first gear in a driving state;
A motor for rotating the second gear,
The control device can individually control each of the actuator and the motor,
The control device includes a first mode in which the motor is driven prior to driving the actuator, and a second mode in which the first gear and the second gear are engaged by the actuator prior to driving the motor. To control the starter using
When the control device receives a request to start the engine, the current rotational speed of the engine is between a first reference value and a second reference value that is greater than the first reference value; and The vehicle that selects the first mode when the rotational speed of the engine when the engagement operation of the actuator is scheduled to be completed is outside a predetermined reference range.

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