JP2017141701A - Engine start control device and engine start control method - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an engine start control device suitable for restarting an engine from an inertia traveling condition of a vehicle.SOLUTION: An engine start control device includes a starter (2) for transmitting torque to an engine with a first transmission mechanism by a meshing mechanism, a motor generator (4) for transmitting torque to the engine with a second transmission mechanism connected to an engine shaft, a vehicle motion state sensor (20), and a start switcher (100) for determining whether to perform single starting by the starter or the motor generator or to perform combination starting by the starter and the motor generator based on detection information by the vehicle motion state sensor.SELECTED DRAWING: Figure 1

Description

  The present invention relates to an engine start control of a vehicle equipped with a starter and a motor generator having a power generation function and a motor function at the time of engine start (that is, both power generation and electric functions). The present invention relates to an engine start control device and an engine start control method which perform starter single start, motor generator single start, combined start of a starter and a motor generator, at start switching and at an optimal start timing.

  There is a conventional technique in which a motor generator having both power generation and electric functions and a starter for cranking the engine when the engine is started are mounted, and the engine is restarted while idling is stopped (for example, Patent Document 1, Patent Document) 2).

  Specifically, in the prior art disclosed in Patent Documents 1 and 2, when restarting the engine during idling stop, the motor generator and the starter are used properly depending on whether or not there is a start request from the driver. ing.

  Patent Document 1 relates to a vehicle-mounted engine starter that restarts an engine that is automatically stopped when a predetermined restart condition is satisfied. Patent Document 1 discloses, as an engine start source, a low-speed type starter motor that relatively rotates a motor output shaft with respect to rotation of a crankshaft, and a high-speed type that relatively rotates less of a motor output shaft with respect to rotation of a crankshaft. And a starting motor.

  Further, in Patent Document 1, when there is a driver start request at the time of engine restart, the low speed start motor and the high speed start motor are driven to restart the engine, and the driver start request is issued. If not, a restart control means for driving only the high-speed start motor and restarting the engine is provided.

  According to the invention according to Patent Document 1, when restarting the engine that is automatically stopped, if there is a start request by the driver, the two low-speed and high-speed starter motors are driven. Can be started quickly.

  Furthermore, according to the invention according to Patent Document 1, only the high-speed type starter motor is driven when there is no driver's start request, so the number of revolutions of the starter motor is relatively reduced, and Silence is ensured. In these respects, it is described that the starter for a vehicle-mounted engine according to Patent Document 1 is excellent in start-up efficiency and merchantability.

  Note that the low-speed starter in Patent Document 1 is a so-called gear-type starter that transmits torque by meshing a pinion gear on the starter side with a ring gear on the engine side. The high-speed starter motor in Patent Document 1 is a so-called belt-type motor generator that has an electric function and a power generation function and transmits torque between the motor output shaft and the engine side using a belt.

  On the other hand, Patent Document 2 relates to an engine starter including a main starter and an assist starter that assists the main starter. The main starter functions to rotate the engine output shaft to at least the rotational speed necessary for starting the engine. On the other hand, the assist starter substantially functions and assists the main starter at the beginning of the rotation of the engine output shaft or only in a low rotation speed range lower than the required rotation speed.

  According to the invention according to Patent Document 2, when starting the engine mainly with a starter that is difficult to achieve both high reduction ratio and downsizing, such as a belt type starter, the startability is ensured and the overall It is described that it is possible to ensure a small size, quietness, reliability and the like.

  The main starter in Patent Document 2 is a so-called belt-type starter that transmits torque between the motor output shaft and the engine side using a belt. Further, the assist starter in Patent Document 2 is a so-called gear type starter.

JP 2013-194484 A JP 2004-52658 A

However, the prior art has the following problems.
In Patent Document 1, parallel start is limited only to an engine restart scene from an idling stop state at zero vehicle speed based on a driver's start request. For this reason, for example, there is no description regarding optimum start switching and start timing in an assumed traveling scene, such as when a vehicle whose engine is stopped at a predetermined vehicle speed is accelerated and decelerated from an inertial traveling state. Therefore, Patent Document 1 has a problem that it cannot cope with a traveling scene other than the idling stop state.

  The “inertial running state” is called coasting or sailing depending on the literature, and will be described as coasting hereinafter.

  On the other hand, in Patent Document 2, a main starter, that is, a belt type starter is mainly responsible for starting the engine. Furthermore, in Patent Document 2, an assist starter, that is, a gear type starter is operated as an auxiliary to the main starter in a low temperature environment that may cause a start torque shortage. As a result, according to Patent Document 2, it is described that startability is ensured. However, in Patent Document 2, the startability is ensured only in the initial start scene where the engine is started for the first time.

  In Patent Document 2, there is also a description that it is suitable for restart from idle stop. However, Japanese Patent Application Laid-Open No. 2004-228688 does not describe the start in the range beyond the initial start. Therefore, as in Patent Document 1, Patent Document 2 has a problem that it cannot cope with a traveling scene other than the initial start.

  The present invention has been made to solve the above-described problems, and is mounted on a vehicle that performs an idling stop that automatically stops the engine when an engine stop condition is satisfied while the vehicle is running. It is an object of the present invention to obtain an engine start control device and an engine start control method suitable for restarting an engine from an inertia running state when an engine stop condition is satisfied during traveling.

  An engine start control device according to the present invention is an engine start control device that is applied to a vehicle that performs an idling stop that automatically stops the engine when an engine stop condition is satisfied while the vehicle is running. In starting the engine, a starter for transmitting torque to the engine by the transmission mechanism, a motor generator for transmitting torque to the engine by the second transmission mechanism connected to the engine shaft, a vehicle motion state sensor for detecting the motion state of the vehicle, Based on the detection information from the vehicle motion state sensor, it is determined whether to perform a single start by the starter, a single start by the motor generator, or a combined start by the starter and the motor generator. Based on the determination result, the starter drive command and the motor generator drive A start switch that outputs commands and It is as it has.

  The engine start control method according to the present invention is executed by a controller mounted on an engine start control device applied to a vehicle that performs an idling stop that automatically stops the engine when an engine stop condition is satisfied while the vehicle is running. The engine start control method includes: a first step of acquiring a vehicle motion state via a vehicle motion state sensor; a starter for transmitting torque to the engine by a first transmission mechanism by a meshing mechanism; and an engine shaft When starting the engine using a motor generator that transmits torque to the engine with the second transmission mechanism connected to, based on detection information by the vehicle motion state sensor, independent start by the starter, independent start by the motor generator, Start using both starter and motor generator The second step of determining which one to perform, and the output of a starter drive command for starting the starter and a motor generator drive command for starting the motor generator according to the determination result of the second step 3 steps.

  According to the present invention, when starting the engine, it is possible to determine whether to start independently by the starter or the motor generator or to start combination by the starter and the motor generator based on the detection information from the vehicle motion state sensor. It has a configuration. As a result, the engine is installed in a vehicle that performs idling stop that automatically stops the engine when the engine stop condition is satisfied while the vehicle is running, and the engine is released from the inertial running state when the engine stop condition is satisfied while the vehicle is traveling. An engine start control device and an engine start control method suitable for restarting can be obtained.

It is a block diagram of an engine and an engine start control device in Embodiment 1 of the present invention. It is explanatory drawing which shows the specific structure of the start switch in Embodiment 1 of this invention. It is a figure which shows the structural example of the drive system in Embodiment 1 of this invention. FIG. 4 is a diagram showing an engine state with respect to a traveling mode, start timings of a starter and a motor generator, and the like when the drive system of FIG. 3 according to Embodiment 1 of the present invention is used. It is a figure which shows an engine, a transmission, and an engine start control apparatus in Embodiment 1 of this invention. FIG. 4 is a diagram showing a configuration example of a drive system different from FIG. 3 in the first embodiment of the present invention. It is a figure which shows the engine state with respect to driving | running | working mode, the start timing of a starter and a motor generator, etc. when using the drive system of FIG. 6 in Embodiment 1 of this invention. It is a block diagram of an engine and an engine start control device in Embodiment 2 of the present invention. It is explanatory drawing which shows the specific structure of the start switch and start timing adjuster which are contained in the engine start control apparatus in Embodiment 2 of this invention. It is a block diagram of an engine and an engine start control device in Embodiment 3 of the present invention. It is explanatory drawing which shows the specific structure of the start switch 100B contained in the engine start control apparatus in Embodiment 3 of this invention. It is a block diagram of an engine and an engine start control device in Embodiment 4 of the present invention. It is explanatory drawing which shows the specific structure of the start switch 100C and the start timing adjuster 200C which are included in the engine start control apparatus in Embodiment 4 of this invention. It is a block diagram of an engine and an engine start control device in Embodiment 5 of the present invention. It is explanatory drawing which shows the specific structure of the start switch 100D contained in the engine start control apparatus in Embodiment 5 of this invention. It is a block diagram of an engine and an engine start control device in Embodiment 6 of the present invention. It is explanatory drawing which shows the specific structure of the start switch and start timing adjuster which are contained in the engine start control apparatus in Embodiment 6 of this invention.

  Hereinafter, preferred embodiments of an engine start control device and an engine start control method of the present invention will be described with reference to the drawings.

Embodiment 1 FIG.
FIG. 1 is a configuration diagram of an engine and an engine start control device in Embodiment 1 of the present invention. The engine start control device 1 has a first transmission path and a second transmission path as torque transmission paths for the engine 7 to be started. The first transmission path is a path through which the starter 2 transmits torque to the engine 7 via the meshing transmission mechanism 3. The second transmission path is a path through which the motor generator 4 transmits torque to the engine 7 via the transmission mechanism 6.

  The start switch 100 generates and outputs a starter drive command and a motor generator drive command based on information from the vehicle motion state sensor 20 that detects the motion state of the vehicle, so that each of the starter 2 and the motor generator 4 is output. To drive.

  In the starter 2, an actuator (not shown) for pushing out the gear of the starter 2 and a starter motor (not shown) are driven in accordance with a starter drive command. Then, the torque of the starter motor is transmitted to the engine shaft via the meshing transmission mechanism 3, and the engine can be rotated.

  Motor generator 4 is driven in accordance with a motor generator drive command. The torque generated by the motor generator 4 is transmitted to the engine shaft via the transmission mechanism 6 and can rotate the engine.

  The starter 2 includes a battery (not shown), an electric circuit (not shown) for driving a starter motor using the battery as a bus voltage, and an electric circuit for driving an electromagnetic actuator that pushes out a gear as a driving engagement element. (Not shown) are electrically connected to each other.

  On the other hand, the motor generator 4 is configured by electrically connecting a battery (not shown) and an electric circuit (not shown) for driving the motor generator using the battery as a bus voltage. Here, the starter 2 and the motor generator 4 may use a common battery or individual batteries.

  Next, start switching between the starter 2 and the motor generator 4 in the engine start control device 1 will be described. Based on the information of the vehicle motion state sensor 20, the start switch 100 determines whether to perform a single start by the starter 2, a single start by the motor generator 4, or a combined start by the starter 2 and the motor generator 4. A starter drive command and a motor generator drive command are output according to the determination result.

  FIG. 2 is an explanatory diagram showing a specific configuration of start switching device 100 according to Embodiment 1 of the present invention. FIG. 2 shows a case where the vehicle speed v, which is a detection value of the vehicle speed sensor, is used as an example of the information of the vehicle motion state sensor 20. The start switching device 100 includes a starter start determination device 105 and a motor generator start determination device 155.

  The starter start determination unit 105 determines whether to start the starter 2 based on the vehicle speed v, and outputs a starter drive command to the starter 2 when starting the starter 2. By receiving the starter drive command, the electromagnetic actuator of the starter 2 is driven, the gear is pushed out, and meshed with the ring gear on the engine side. Furthermore, when the starter motor of the starter 2 is driven, the gear rotates and torque is transmitted to the engine.

  The starter start determination unit 105 starts the starter 2 when the vehicle speed is equal to or higher than a predetermined value, for example, when the vehicle speed is idling stop or when the vehicle is in a coasting state in which the engine 7 is automatically stopped at a predetermined vehicle speed. Otherwise, it is determined that the starter 2 is not started.

  When the starter start determination unit 105 determines that the starter 2 is to be started and receives a starter drive command, the starter switch (not shown) of the starter 2 is turned on, and an electric circuit (not shown) of the starter 2 is turned on. Accordingly, the electromagnetic actuator and the starter motor are driven.

  On the other hand, when the starter start determination unit 105 determines that the starter 2 is not started and does not receive the starter drive command, the starter 2 start switch is turned off. As a result, the electric circuit of the starter 2 is not energized, and the electromagnetic actuator and the starter motor are not driven.

  On the other hand, motor generator start determination unit 155 determines whether or not to start motor generator 4 based on vehicle speed v, and outputs a motor generator drive command to motor generator 4 when starting motor generator 4. . By receiving the motor generator drive command, the motor generator 4 is driven, and torque is transmitted to the engine 7 via the transmission mechanism 6 interlocked with the engine shaft.

  The motor generator start determination unit 155, for example, sets the motor generator 4 when the vehicle speed is equal to or higher than a predetermined value when idling is stopped when the vehicle speed is zero or when the vehicle is in a coasting state where the engine 7 is automatically stopped at a predetermined vehicle speed. It is determined to start, otherwise it is determined that the motor generator 4 is not started.

  When it is determined that the motor generator 4 is started by the motor generator start determination unit 155 and a motor generator drive command is received, a start switch (not shown) of the motor generator 4 is turned ON, and an electric circuit (see FIG. (Not shown), the motor generator 4 is driven.

  On the other hand, when the motor generator start determination unit 155 determines that the motor generator 4 is not started and does not receive the motor generator drive command, the start switch of the motor generator 4 is turned off. As a result, the electric circuit of motor generator 4 is in a non-energized state, and motor generator 4 is not driven.

  Next, the effects of the first embodiment will be described in detail by taking a specific drive system and a specific travel mode of the vehicle corresponding to the drive system as examples.

  FIG. 3 is a diagram illustrating a configuration example of the drive system according to Embodiment 1 of the present invention. The drive system shown in FIG. 3 has a configuration in which an engine 7 includes a starter 2 and a motor generator 4. In the present application, the configuration shown in FIG. 3 is referred to as a belt drive system with a horizontal engine.

  The motor generator 4 is connected to the engine shaft via a belt as the transmission mechanism 6. The starter 2 is connected to the engine shaft by a meshing transmission mechanism 3 (not shown). The engine 7 and the transmission 500 are connected by a clutch 600.

  FIG. 4 is a diagram showing an engine state with respect to a traveling mode, start timings of the starter 2 and the motor generator 4 and the like when the drive system of FIG. 3 according to Embodiment 1 of the present invention is used. Specifically, FIG. 4 shows two types of diagrams in the upper and lower stages. In the upper diagram, the horizontal axis is time, and the vertical axis is a vehicle speed indicating one of the vehicle motion states.

  In the lower diagram, the horizontal axis is time, the vertical axis is the engine state, and the start state and timing of each of the starter 2 and the motor generator 4 are shown as a bar graph according to the travel mode.

  The start (initial start) from the vehicle speed zero state where the engine is started for the first time corresponds to the region [0] in FIG. In the section [0], the starter 2 and the motor generator 4 are used together. In this combined start, both the starter 2 and the motor generator 4 may be started synchronously.

  At this time, the starter start determination unit 105 determines to start the starter 2, outputs a drive command for starting the starter 2, and the motor generator start determination unit 155 determines to start the motor generator 4, and the motor generator The drive command for starting 4 is output.

  In the region where the acceleration / deceleration is between the interval [0] and the interval [1], the motor generator 4 is set to power running during acceleration, and the motor generator 4 is set to regenerative operation during deceleration.

  Section [1] is an idle stop state at zero vehicle speed after the engine has been started one or more times. At this time, engine 7 and transmission 500 are disconnected. Further, in this section [1], neither the starter 2 nor the motor generator 4 is performed.

  At this time, the starter start determination unit 105 determines not to start the starter 2, outputs a drive command for not starting the starter 2, and the motor generator start determination unit 155 determines not to start the motor generator 4, A drive command for not starting motor generator 4 is output.

  Next, in the region corresponding to the interval [1] to the interval [2] that accelerates from the idle stop state, the motor generator 4 starts from the vehicle speed zero and performs acceleration power running. In the idling stop state, the engine is started once or more, and the engine mounting environment is in a relatively warm state. Therefore, the quietness and quickness of the start can be ensured by the single start by the motor generator 4.

  At this time, the starter start determination unit 105 determines that the starter 2 is not started, and outputs a drive command for not starting the starter 2. On the other hand, motor generator start determination unit 155 determines that motor generator 4 is to be started, and outputs a drive command for starting motor generator 4.

  Section [2] is a so-called coasting state in which the vehicle automatically stops the engine 7 at a predetermined vehicle speed and the vehicle is coasting with the engine 7 and the transmission 500 disconnected. That is, this corresponds to a state where the accelerator pedal is not depressed. In this section [2], the vehicle is traveling at a relatively constant vehicle speed although it depends on the rolling frictional resistance of the tire and the like.

  The acceleration between the section [2] and the section [3], which is shifted from the coasting state to the coasting at a high vehicle speed, is started by the starter 2 and the motor generator 4 together. Specifically, the starter start determination unit 105 determines to start the starter 2 under the condition that the vehicle speed is equal to or higher than a predetermined value with respect to the average vehicle speed in the section [2]. The motor generator start determination unit 155 outputs a drive command, determines that the motor generator 4 is to be started, and outputs a drive command for starting the motor generator 4.

  Alternatively, when the accelerator pedal is depressed in the coasting state, starter start determination unit 105 and motor generator start determination unit 155 may perform the same determination and output the respective drive commands.

  By performing such a combined operation, not only the speed of restarting but also the load generated on the belt (transmission mechanism 6) connecting the motor generator 4 and the engine shaft is reduced by the torque assist of the starter 2, and the life of the belt is reduced. Can be extended.

  Section [3] is a coasting state at a high vehicle speed, but coasting travel is performed between section [3] and section [4], which corresponds to a section to be decelerated from this state. Should have stopped through inertial rotation. Therefore, once the engine 7 and the transmission 500 are connected and the motor generator 4 starts the engine, the motor generator 4 is immediately regenerated.

  At this time, for example, when the motor generator start determination unit 155 detects that the time change rate of the vehicle speed is equal to or less than a predetermined negative value with respect to the average vehicle speed during coasting at a high vehicle speed, It is determined that the motor generator 4 is to be started, and a drive command for starting the motor generator 4 is output.

  On the other hand, the starter 2 does not start between the section [3] and the section [4]. By performing such an operation, regenerative energy can be effectively recovered during deceleration.

  Section [4] is a section of low-speed EV (Electric Vehicle) traveling that assumes an electric vehicle mode in which the engine is stopped and driving force is generated only by motor generator 4. In this section [4], the motor generator 4 is powered.

  In addition, it supplements about the acceleration and deceleration after area [4]. First, at the time of acceleration, the torque accompanying the power running of the motor generator 4 is transmitted to the engine to accelerate smoothly without a start shock. Further, at the time of deceleration, the engine 7 is stopped, the motor generator 4 is regenerated, and regenerative energy is recovered.

As described above, in the example of FIGS. 3 and 4, the start switch 100 can determine the start switch according to the predetermined vehicle speed or higher or the time change rate of the vehicle speed. In short, the start switch 100 can determine the following start switch.
In the initial start, it is determined that the starter 2 and the motor generator 4 are used together.
-When starting from the idling stop state at zero vehicle speed, it is determined that the motor generator 4 performs a single start.
-It is determined that the starter 2 and the motor generator 4 are used together for starting from the low vehicle speed coasting state.
-Deceleration from high vehicle speed coasting is determined to be temporarily started by the motor generator 4 temporarily.

  As a result, various effects such as ensuring reliable engine start by suppressing belt slip, quickness and quietness of start, and extending the life of the belt by reducing the belt load can be obtained.

  In general, the motor generator 4 has characteristics of higher rotation and lower torque than the starter 2. For this reason, when the starter 2 is synchronously started, an event may occur in which the engine shaft and the starter 2 are accompanied in a state where the starter 2 is kept engaged with the engine shaft in a rotation speed region where the starter 2 cannot rotate.

  In this case, since the starter 2 is a load when viewed from the motor generator 4, when the starter 2 and the motor generator 4 are started together, it is necessary to quickly switch the gear of the starter 2 out. Therefore, when the starter start determination unit 105 determines to start the starter 2 in a scene where the starter 2 and the motor generator 4 are started together, the following operation may be performed.

  For example, after starting the starter 2 for 50 ms, the gear of the starter 2 is pulled out so that the starter 2 can be driven in advance by a predetermined start time (for example, the above-described 50 ms) so that the starter 2 can be driven by software or hardware. A starter drive command shaped in terms of wear may be generated and given to the starter 2.

  By operating in this way, the starter 2 can be brought into a state in which the starter motor is stopped by pulling out the gear after starting for a predetermined time at the time of combined use starting. As a result, the starter 2 is not brought together as a load, and the torque generated by the motor generator 4 can be efficiently transmitted to the engine side.

  The effect of the engine start control device 1 has been described above by taking the engine side belt drive system as an example. In the engine side-mounted drive system, naturally, only the motor generator alone may be started at the initial start. By operating in this way, the quietness of the initial start can be further improved.

  Next, taking another form of the drive system as an example, the effects of the first embodiment will be described in detail using a specific drive system and a specific travel mode of the vehicle corresponding to the drive system as an example. explain.

  FIG. 5 is a diagram showing an engine, a transmission, and an engine start control device according to Embodiment 1 of the present invention. The engine start control device 1 has a first transmission path and a third transmission path as torque transmission paths for the engine 7 to be started. The first transmission path is a path through which the starter 2 transmits torque to the engine 7 via the meshing transmission mechanism 3. The third transmission path is a path through which the motor generator 4 transmits torque to the transmission 500 to be started via the transmission mechanism 6.

  The start switch 100 generates and outputs a starter drive command and a motor generator drive command based on information from the vehicle motion state sensor 20 that detects the motion state of the vehicle, so that each of the starter 2 and the motor generator 4 is output. To drive.

  FIG. 6 is a diagram showing a configuration example of a drive system different from the previous FIG. 3 in Embodiment 1 of the present invention. The drive system shown in FIG. 6 is a more specific image of FIG. 5, and has a configuration in which the starter 2 is provided in the engine 7 and the motor generator 4 is provided on the transmission 500 side. In the present application, the configuration of FIG. 6 is referred to as a transmission lateral belt drive system. Although referred to as “transmission side-by-side”, the motor generator 4 may be built in the transmission 500.

  The motor generator 4 is connected to the transmission shaft via a belt as the transmission mechanism 6. The starter 2 is connected to the engine shaft by a meshing transmission mechanism 3 (not shown). The engine 7 and the transmission 500 are connected by a clutch 600.

  FIG. 7 is a diagram showing an engine state with respect to a travel mode, start timings of the starter 2 and the motor generator 4 and the like when the drive system of FIG. 6 according to Embodiment 1 of the present invention is used. Specifically, FIG. 7 shows two types of diagrams in the upper and lower stages. In the upper diagram, the horizontal axis is time, and the vertical axis is a vehicle speed indicating one of the vehicle motion states.

  In the lower diagram, the horizontal axis is time, the vertical axis is the engine state, and the start state and timing of each of the starter 2 and the motor generator 4 are shown as a bar graph according to the travel mode.

  The start (initial start) from the vehicle speed zero state where the engine is started for the first time corresponds to the region [0] in FIG. In the section [0], the starter 2 and the motor generator 4 are used together. In this combined start, both the starter 2 and the motor generator 4 may be started synchronously.

  At this time, the starter start determination unit 105 determines to start the starter 2, outputs a drive command for starting the starter 2, and the motor generator start determination unit 155 determines to start the motor generator 4, and the motor generator The drive command for starting 4 is output.

  In the region where the acceleration / deceleration is between the interval [0] and the interval [1], the motor generator 4 is set to power running during acceleration, and the motor generator 4 is set to regenerative operation during deceleration.

  Section [1] is an idle stop state at zero vehicle speed after the engine has been started one or more times. At this time, engine 7 and transmission 500 are disconnected. Further, in this section [1], neither the starter 2 nor the motor generator 4 is performed.

  At this time, the starter start determination unit 105 determines not to start the starter 2, outputs a drive command for not starting the starter 2, and the motor generator start determination unit 155 determines not to start the motor generator 4, A drive command for not starting motor generator 4 is output.

  Next, in the region corresponding to the interval [1] to the interval [2] that accelerates from the idle stop state, the motor generator 4 starts from the vehicle speed zero and performs acceleration power running. In the idling stop state, the engine is started once or more, and the engine mounting environment is in a relatively warm state. Therefore, the quietness and quickness of the start can be ensured by the single start by the motor generator 4.

  At this time, the starter start determination unit 105 determines that the starter 2 is not started, and outputs a drive command for not starting the starter 2. On the other hand, motor generator start determination unit 155 determines that motor generator 4 is to be started, and outputs a drive command for starting motor generator 4.

  Section [2] is a so-called coasting state in which the vehicle automatically stops the engine 7 at a predetermined vehicle speed and the vehicle is coasting with the engine 7 and the transmission 500 disconnected. That is, this corresponds to a state where the accelerator pedal is not depressed. In this section [2], the vehicle is traveling at a relatively constant vehicle speed although it depends on the rolling frictional resistance of the tire and the like.

  The acceleration between the section [2] and the section [3], which is shifted from the coasting state to the coasting at a high vehicle speed, is performed by the starter 2 and the motor generator 4 in combination. Specifically, the starter start determination unit 105 determines to start the starter 2 under the condition that the vehicle speed is equal to or higher than a predetermined value with respect to the average vehicle speed in the section [2]. The motor generator start determination unit 155 outputs a drive command, determines that the motor generator 4 is to be started, and outputs a drive command for starting the motor generator 4.

  Alternatively, when the accelerator pedal is depressed in the coasting state, starter start determination unit 105 and motor generator start determination unit 155 may perform the same determination and output the respective drive commands.

  By performing such a combined operation, not only the speed of restarting but also the load generated on the belt (transmission mechanism 6) connecting the motor generator 4 and the engine shaft is reduced by the torque assist of the starter 2, and the life of the belt is reduced. Can be extended.

  Section [3] is a coasting state at a high vehicle speed, but coasting travel is performed between section [3] and section [4], which corresponds to a section decelerated from this state. And in this driving | running | working mode, as shown in FIG. 6, the motor generator 4 is provided in the transmission 500 side. Therefore, without connecting the engine 7 side and the clutch 600, the rotational kinetic energy associated with the coasting travel can be converted into regenerative energy by the motor generator 4 and recovered. Therefore, in this section, the motor generator 4 performs deceleration regeneration.

  On the other hand, the starter 2 does not start between the section [3] and the section [4]. By performing such an operation, regenerative energy can be effectively recovered during deceleration.

  The section [4] is a section for low-speed EV traveling assuming an electric vehicle mode in which the engine is stopped and the driving power is generated only by the motor generator 4. In this section [4], the motor generator 4 is powered.

  In addition, it supplements about the acceleration and deceleration after area [4]. First, at the time of acceleration, the engine torque obtained by connecting the clutch 600 and temporarily starting the engine 7 by the starter 2 together with the torque accompanying the power running of the motor generator 4 is used to smoothly accelerate without starting shock. At the time of deceleration, the clutch 600 is released to stop the engine, the motor generator 4 is regenerated, and the regenerative energy is recovered.

  In acceleration from low-speed EV traveling, the starter start determination unit 105 determines that the starter 2 is to be started when the vehicle speed during traveling is equal to or greater than a predetermined value, and outputs a drive command for starting the starter 2, and the starter alone Start.

  Further, when the starter start determination unit 105 determines to start the starter 2 in a scene where the starter 2 and the motor generator 4 are started together, the following operation may be performed. For example, after starting the starter 2 for 50 ms, in order to prevent the starter 2 from starting by pulling out the gear of the starter 2, software or hardware so that the starter can be driven in advance for a predetermined start time (for example, the above-described 50 ms). A starter drive command shaped in terms of wear may be generated and given to the starter 2. The addition of such command shaping is the same as that in the case of the belt drive system with a side engine described above.

  By operating in this way, the starter 2 can be brought into a state in which the starter motor is stopped by pulling out the gear after starting for a predetermined time at the time of combined use starting. As a result, the starter 2 is not brought together as a load, and the torque generated by the motor generator 4 can be efficiently transmitted to the engine side.

As described above, in the example of the belt drive system with a horizontal transmission, the start switch 100 can determine the start switch according to the vehicle speed. In short, the start switch 100 can determine the following start switch.
In the initial start, it is determined that the starter 2 and the motor generator 4 are used together.
-When starting from the idling stop state at zero vehicle speed, it is determined that the motor generator 4 performs a single start.
-It is determined that the starter 2 and the motor generator 4 are used together for starting from the low vehicle speed coasting state.
-For acceleration from low-speed EV traveling, it is determined that the engine 7 is started alone with the starter 2 by connecting the clutch.

  As a result, various effects such as ensuring reliable engine start by suppressing belt slip, quickness and quietness of start, and extending the life of the belt by reducing the belt load can be obtained.

  As described above, the belt drive system with a transmission side is taken as an example, and the effect of the combined start by the starter 2 and the motor generator 4 is shown. In the belt drive system with a horizontal transmission, naturally, only the motor generator alone may be started at the initial start. By operating in this way, the quietness of the initial start can be further improved.

  As described above, according to the first embodiment, it is possible to cope with a restart scene from a coasting state of a vehicle in which the engine is automatically stopped, and the load acting on the transmission mechanism that connects the motor generator and the engine shaft is reduced. It is possible to obtain a suitable combined start system using a starter and a motor generator that can be reduced and restarted quickly.

  Furthermore, the starter and the motor generator can be started and switched so that the starter is not shared as a load when the motor generator is started, and the generated torque of the motor generator can be efficiently transmitted to the engine side.

Embodiment 2. FIG.
FIG. 8 is a configuration diagram of an engine and an engine start control device according to Embodiment 2 of the present invention. The configuration of the engine start control device 1A in the second embodiment is different from the configuration of the engine start control device 1 in the first embodiment in place of the start switch 100 and a start timing adjuster. The difference is that 200A is provided. Thus, focusing on this difference, the start switching between the starter 2 and the motor generator 4 and the start timing adjustment in the engine start control device 1A will be described.

  Based on the information of the vehicle motion state sensor 20, the start switch 100 </ b> A determines which of the single start by the starter 2, the single start by the motor generator 4, and the combined start by the starter 2 and the motor generator 4 is to be executed, A starter drive command and a motor generator drive command are output according to the determination result.

  The start timing adjuster 200A has a function of giving a predetermined delay time when transmitting these two drive commands to the starter 2 and the motor generator 4, respectively.

  Next, the internal configuration of the start switch 100A and the start timing adjuster 200A included in the engine start control device 1A according to the second embodiment will be described with reference to FIG. FIG. 9 is an explanatory diagram showing specific configurations of a start switch 100A and a start timing adjuster 200A included in the engine start control device 1A according to Embodiment 2 of the present invention.

  The start switching device 100A includes a starter start determination device 105A and a motor generator start determination device 155A. The start timing adjuster 200A includes a starter start timing adjuster 205A and a motor generator start timing adjuster 255A. Here, starter start determination unit 105A and motor generator start determination unit 155A are the same as starter start determination unit 105 and motor generator start determination unit 155 in the first embodiment, and a description thereof will be omitted.

  The starter start timing adjuster 205A outputs a final starter drive command to the starter 2 based on the output of the starter start determiner 105A and information (vehicle speed v) of the vehicle motion state sensor 20.

  At this time, the starter start timing adjuster 205A outputs a final starter drive command to the starter 2, for example, when a condition that the vehicle speed is equal to or higher than a predetermined value and the time change rate of the vehicle speed exceeds a predetermined threshold is satisfied. To do. As described above, by introducing the time change rate determination of the vehicle speed, the engine start control device 1A according to the second embodiment can give an appropriate time delay to the starter 2 start.

  Similarly, motor generator start timing adjuster 255A issues a final motor generator drive command to motor generator 4 based on the output of motor generator start determiner 155A and information (vehicle speed v) of vehicle motion state sensor 20. Output.

  At this time, the motor generator start timing adjuster 255A, for example, finally drives the motor generator 4 to the motor generator 4 by satisfying the condition that the vehicle speed is equal to or higher than a predetermined value and the time change rate of the vehicle speed exceeds a predetermined threshold. Outputs a command. Thus, by introducing the time change rate determination of the vehicle speed, the engine start control device 1A according to the second embodiment can give an appropriate time delay to the start of the motor generator 4.

  However, when the starter 2 and the motor generator 4 are used together, the starter 2 is basically started before the motor generator 4. Therefore, it is desirable that the threshold value of the time change rate of the vehicle speed set by the motor generator start timing adjuster 255A is set to a value slightly larger than the threshold value set by the starter start timing adjuster 205A.

  Specifically, the respective thresholds are set so that the time delay for starting the motor generator is from several tens of ms to over 100 ms with respect to the starter start. By setting in this way, the motor generator 4 can be started with a delay of a predetermined time after the starter 2 is started. As a result, in particular, when the battery is commonly used by the starter 2 and the motor generator 4, it is possible to suppress the inrush current when starting the motor generator 4 and the battery power consumption.

  As described above, according to the second embodiment, it is possible to determine whether or not the starter needs to be started based on the vehicle speed. Further, when the starter is required to start, the starter start timing can be arbitrarily adjusted. As a result, the minimum necessary starter start according to the vehicle speed can be realized, and the battery power consumption can be suppressed.

Embodiment 3 FIG.
FIG. 10 is a configuration diagram of an engine and an engine start control device according to Embodiment 3 of the present invention. Compared to the configuration of the engine start control device 1 in the first embodiment, the configuration of the engine start control device 1B in the third embodiment also includes information on the engine rotation angle sensor 8 in addition to the vehicle motion state sensor 20. The difference is that it is used in the start switch 100B. Therefore, focusing on this difference, start switching using the information of the engine rotation angle sensor 8 in addition to the vehicle motion state sensor 20 will be described below.

  FIG. 11 is an explanatory diagram showing a specific configuration of a start switch 100B included in the engine start control device 1B according to Embodiment 3 of the present invention. The starter start determination unit 105 </ b> B transmits a starter drive command to the starter 2 based on the vehicle speed v that is a detection value of the vehicle motion state sensor 20 and the engine rotation angle θeng that is a detection value of the engine rotation angle sensor 8. Similarly, motor generator start determination unit 155B transmits a motor generator drive command to motor generator 4 based on vehicle speed v and engine rotation angle θeng. Here, the engine rotation angle sensor 8 is, for example, a crank angle sensor provided on the engine shaft.

  More specifically, the starter start determination unit 105B determines whether to start the starter 2 based on the vehicle speed v and the engine rotation angle θeng. When it is determined that the starter 2 is to be started, the starter start determination unit 105B outputs a starter drive command to the starter 2, thereby driving the electromagnetic actuator of the starter 2 for meshing with the engine shaft. The gear is pushed out and meshed with the ring gear. Furthermore, the starter start determination unit 105 </ b> B drives the starter motor, rotates the gear, and transmits torque to the engine 7.

  The starter start determination unit 105B, for example, has a vehicle speed of a predetermined value at idling stop when the vehicle speed is zero, or when the vehicle automatically stops the engine 7 at a predetermined vehicle speed, as in the first embodiment. At the above time, it can be determined that the starter 2 is started. In other cases, the starter start determination unit 105B determines that the starter 2 is not started.

  When starting the starter 2, the start switch of the starter 2 is turned on, and the electromagnetic actuator and the starter motor are driven according to the electric circuit of the starter 2.

  On the other hand, when the starter 2 is not started, the start switch of the starter 2 is turned off, the electric circuit of the starter 2 is not energized, and the electromagnetic actuator and the starter motor are not driven.

  Furthermore, in the application using the engine rotation angle θeng, the starter start determination unit 105B takes into consideration the process in which a general engine repeats four cycles of intake, compression, expansion, and exhaust, in addition to the vehicle speed determination condition, When the engine rotation angle is within a predetermined range, it can be determined to start the starter 2.

  Here, the predetermined range of the engine rotation angle may be the vicinity where the engine load torque exceeds the highest top dead center, that is, the engine rotation angle range during a predetermined process from compression to expansion. The engine rotation angle range with the smallest engine load torque may be used.

  Further, by using the engine rotation speed obtained by differentiating the engine rotation angle with an appropriate sampling time, the starter start determination unit 105B allows the starter 2 gear to exceed the predetermined engine rotation speed (the engine rotation speed is within a predetermined range). This corresponds to the case where the starter 2 is deviated, that is, the determination that the starter 2 is not started. By operating in this way, in the combined start by the starter 2 and the motor generator 4, the starter 2 is not brought together as a load, and the torque generated by the motor generator 4 can be efficiently transmitted to the engine 7.

  On the other hand, motor generator start determination unit 155B determines whether to start motor generator 4 based on vehicle speed v, and outputs a motor generator drive command to motor generator 4 when starting motor generator 4. . By receiving the motor generator drive command, the motor generator 4 is driven, and torque is transmitted to the engine 7 via the transmission mechanism 6 interlocked with the engine shaft.

  For example, as in the first embodiment, the motor generator start determination unit 155B has a predetermined vehicle speed at idling stop when the vehicle speed is zero or when the vehicle automatically stops the engine 7 at a predetermined vehicle speed. When the value is equal to or greater than the value, it is determined that the motor generator 4 is started. Otherwise, it is determined that the motor generator 4 is not started.

  When it is determined that the motor generator 4 is started by the motor generator start determination unit 155B and the motor generator drive command is received, the start switch of the motor generator 4 is turned on, and the motor generator 4 is turned on according to the electric circuit of the motor generator 4. Is driven.

  On the other hand, when motor generator start determination unit 155B determines that motor generator 4 is not to be started and does not receive a motor generator drive command, the start switch of motor generator 4 is turned off. As a result, the electric circuit of motor generator 4 is in a non-energized state, and motor generator 4 is not driven.

  Further, in the application using the engine rotation angle θeng, the motor generator start determination unit 155B takes into consideration the process in which a general engine repeats four cycles of intake, compression, expansion, and exhaust, in addition to the vehicle speed determination condition, When the engine rotation angle is within a predetermined range, it can be determined to start the motor generator 4.

  Here, the predetermined range of the engine rotation angle may be the vicinity where the engine load torque exceeds the highest top dead center, that is, the engine rotation angle range during a predetermined process from compression to expansion, or vice versa. Furthermore, the engine rotation angle range with the smallest engine load torque may be used.

  Furthermore, by using the engine rotation speed obtained by differentiating the engine rotation angle with an appropriate sampling time, motor generator start determination unit 155B can also determine to start motor generator 4 at a predetermined engine rotation speed or higher. By operating in this manner, the starter 2 can be driven to the maximum rotational speed range in the combined start by the starter 2 and the motor generator 4, and then the start to the motor generator 4 can be made. As a result, the torque generated by the motor generator 4 as well as the starter 2 can be continuously and efficiently transmitted to the engine.

  As described above, according to the third embodiment, particularly when starting the starter and the motor generator together, the starter is set at an appropriate engine speed using the differential value of the engine rotation angle sensor, that is, the engine speed as an index. Can be removed. By operating in this way, when the motor generator is started, the starter is not shared as a load, and the torque generated by the motor generator can be efficiently transmitted to the engine side.

Embodiment 4 FIG.
FIG. 12 is a configuration diagram of an engine and an engine start control device according to Embodiment 4 of the present invention. The configuration of the engine start control device 1C in the third embodiment is different from the configuration of the engine start control device 1 in the previous third embodiment in place of the start switch 100B and the start timing adjuster. The difference is that 200C is provided. Thus, focusing on this difference, start switching between the starter 2 and the motor generator 4 and the start timing adjustment in the engine start control device 1C will be described.

  FIG. 13 is an explanatory diagram showing specific configurations of a start switch 100C and a start timing adjuster 200C included in the engine start control device 1C according to Embodiment 4 of the present invention. Note that starter start determination unit 105C and motor generator start determination unit 155C are the same as starter start determination unit 105B and motor generator start determination unit 155B in the third embodiment, and description thereof will be omitted.

  The starter start timing adjuster 205C outputs a final starter drive command to the starter 2 based on the output of the starter start determiner 105C, the information (vehicle speed v) of the vehicle motion state sensor 20 and the engine rotation angle θeng.

  At this time, the starter start timing adjuster 205C, for example, issues a final starter drive command to the starter 2 when the vehicle speed is equal to or higher than a predetermined value and the time change rate of the vehicle speed exceeds a predetermined threshold. Output. As described above, by introducing the time change rate determination of the vehicle speed, the engine start control device 1C according to the fourth embodiment can give an appropriate time delay to the starter 2 start.

  Further, the starter start timing adjuster 205C is a drive for starting the starter 2 using a logical product of the above-described vehicle speed condition and a condition in which the engine rotation speed, which is the temporal change rate of the engine rotation angle, is within a predetermined range. A command may be output. Even in this case, it is possible to give an appropriate time delay to start of the starter 2. Furthermore, since the rotation speed can be referred to, the starter 2 can be pulled out when the engine speed exceeds a predetermined value, that is, the starter 2 can be prevented from starting.

  The start timing adjustment time may be set by either the vehicle speed v or the engine rotation angle θeng.

  Similarly, the motor generator start timing adjuster 255C sends the final output to the motor generator 4 based on the output of the motor generator start determiner 155C, information on the vehicle motion state sensor 20 (vehicle speed v), and the engine rotation angle θeng. Outputs motor generator drive command.

  At this time, the motor generator start timing adjuster 255 </ b> C, for example, establishes a condition that the vehicle speed is equal to or higher than a predetermined value and the time change rate of the vehicle speed exceeds a predetermined threshold value. A drive command is output. As described above, by introducing the time change rate determination of the vehicle speed, the engine start control device 1C according to the fourth embodiment can give an appropriate time delay to the start of the motor generator 4.

  Furthermore, the motor generator start timing adjuster 255C starts the motor generator 4 using a logical product of the vehicle speed condition described above and the condition that the engine rotation speed, which is the temporal change rate of the engine rotation angle, is equal to or greater than a predetermined value. A drive command may be output. Even in this case, an appropriate time delay can be given to the start of the motor generator 4.

  The start timing adjustment time may be set by either the vehicle speed v or the engine rotation angle θeng.

  Here, when the starter 2 and the motor generator 4 are used together, the starter 2 is basically started before the motor generator 4. Therefore, it is desirable that the threshold value of the time change rate of the vehicle speed set by the motor generator start timing adjuster 255C is set to a value slightly larger than the threshold value set by the starter start timing adjuster 205C.

  Specifically, the respective thresholds are set so that the time delay for starting the motor generator is from several tens of ms to over 100 ms with respect to the starter start. By setting in this way, the motor generator 4 can be started with a delay of a predetermined time after the starter 2 is started. As a result, in particular, when the battery is commonly used by the starter 2 and the motor generator 4, it is possible to suppress the inrush current when starting the motor generator 4 and the battery power consumption.

  Further, the engine start control device 1C according to the fourth embodiment can adjust the start timing time even with a predetermined value of the rotational speed. As a result, the starter specification and the motor generator specification can be set more optimally for any combination of the starter 2 and the motor generator 4 without fixing the starter specification and the motor generator specification compared to the third embodiment. It is possible to obtain a proper start timing.

  As described above, according to the fourth embodiment, the motor generator can be started with a delay of a predetermined time after the starter is started using one or both of the vehicle operating state and the engine speed. As a result, inrush current and battery power consumption can be suppressed.

Embodiment 5. FIG.
FIG. 14 is a configuration diagram of an engine and an engine start control device according to Embodiment 5 of the present invention. The configuration of engine start control device 1D in the fifth embodiment is a motor generator rotation angle sensor that detects the rotation angle of the rotation shaft of motor generator 4 as compared with the configuration of engine start control device 1B in the third embodiment. Is different in that the information is used in the start switch 100D. Thus, focusing on this difference, start switching using the motor generator rotation angle θmg will be described below.

  FIG. 15 is an explanatory diagram showing a specific configuration of start switch 100D included in engine start control device 1D according to the fifth embodiment of the present invention. Starter start determiner 105D is the same as starter start determiner 105B in the third embodiment.

  The motor generator start determination unit 155D makes a start determination using information obtained from the slip determination unit 270 in addition to the vehicle speed and the engine rotation angle. Hereinafter, the slip determiner 270 will be described.

  Normally, the torque generated by the motor generator 4 is transmitted to the engine shaft via the transmission mechanism 6. Here, the transmission mechanism 6 is assumed to be a belt transmission mechanism that is generally applied for driving on-vehicle auxiliary equipment. In this case, for example, when the MG is started in a low temperature environment where the environmental temperature is particularly -30 degrees, the belt slips due to the effect of the hardening of the belt and the reduction of the friction coefficient between the belt and the belt transmission mechanism (for example, the pulley). Sometimes.

  If the belt slips, the torque transmission to the engine 7 deteriorates, and it takes a long time to reach the target cranking rotation speed of the engine 7, which may prevent a quick start. In the worst case, the engine cannot be started. It becomes.

  Therefore, the slip determiner 270 determines whether or not the belt slips. Specifically, the slip determiner 270 receives the engine rotation angle θeng and the motor generator rotation angle θmg and outputs a slip determination signal SLP. The judgment formula is given by the following formula (1) when the slip judgment threshold is Δθslp.

  Here, η in the above equation (1) is a reduction ratio (η> 1) of the transmission mechanism 6. That is, the slip determination signal SLP calculated by the above equation (1) indicates that the difference between the motor generator rotation shaft-converted engine rotation angle and the motor generator rotation angle is equal to or less than the determination threshold value Δθslp, and the belt does not slip. The value to be determined is 1. On the other hand, under the conditions other than the above, the slippage determination signal SLP has a value 0 for determining that the belt is slipping.

  For example, when the crank angle can be read by a crank angle sensor with coarse resolution in increments of 30 degrees, the engine rotation angle θeng can be arbitrarily set to a value exceeding 30 degrees. In such a setting, an angle difference corresponding to a crank angle of 30 degrees or less is regarded as no slippage.

  This is premised on the assumption that the engine rotation angle used for slip determination can only be obtained every 30 degrees, that is, only the 0th-order held signal can be used for determination. However, as a matter of course, the engine rotation angle can be handled as a continuous value by first holding a discrete signal of the engine rotation angle every 30 degrees, or by performing smoothing processing such as moving average. Therefore, in that case, the determination threshold Δθslp can be set smaller.

  Next, the motor generator start determination unit 155D will be described. The motor generator start determination unit 155D receives the information (vehicle speed v) of the vehicle motion state sensor 20, the engine rotation angle θeng, and the slip determination signal SLP output from the slip determination unit 270, and determines whether the motor generator 4 can be started. I do.

  Motor generator start determination unit 155D treats at least one of the vehicle speed and the engine rotation angle as a start permission / prohibition condition, similar to motor generator start determination unit 155B in the third embodiment. However, motor generator start determination unit 155D in the fifth embodiment also incorporates slip determination signal SLP as a start permission determination.

  That is, motor generator start determination unit 155D determines that start is possible by determining whether or not to start at vehicle speed and engine rotation angle, and determines that motor generator 4 can be started when slip determination signal SLP is 1. On the other hand, when the slippage determination signal SLP is 0, the motor generator start determination unit 155D determines that the motor generator 4 cannot be started regardless of whether the startability is determined by the vehicle speed and the engine rotation angle.

  By operating in this way, the engine start control device 1D according to the fifth embodiment detects an event that the transmission mechanism 6 slips at an early stage, and determines that the motor generator 4 does not start when the slip is detected. be able to. As a result, the torque transmission loss of the motor generator 4 can be suppressed, and a reliable start by the starter single start can be secured.

  When the motor generator start determination unit 155D determines that the start is possible, the motor generator start determination unit 155D outputs a motor generator drive command for starting to the controller 230. On the other hand, when motor generator start determination unit 155D determines that the start is impossible, motor generator start determination unit 155D outputs a motor generator drive command not to start to controller 230.

  Here, the drive command is a signal for turning on / off the start switch, and this signal is a rotation speed obtained by time-differentiating the motor generator rotation angle command or the rotation angle command internally converted by the controller 230. It can also be used as a directive.

  The controller 230 includes, for example, a PID controller that is a publicly known technique, and controls the rotation angle or the rotation speed of the motor generator 4 by using the output of the motor generator start determination unit 155D and the motor generator rotation angle θmg as inputs. .

  The controller 230 generates a PWM (Pulse Width Modulation) command by modulating a voltage command or a current command obtained from the rotation angle deviation or the rotation speed deviation, and transmits the PWM command to the power converter (inverter) of the motor generator 4. .

  As a matter of course, the controller 230 may use rectangular wave energization or sine wave energization based on vector control in generating a PWM command to be given to the power converter.

  Thus, by controlling the motor generator 4 with the PWM command, the motor generator drive command can be smoothly shaped at the rotation angle level and the rotation speed level. As a result, the engine start control device 1D according to the fifth embodiment can realize a fine start such as further improving the quietness at the start.

  As described above, the fifth embodiment determines whether or not the motor generator needs to be started based on the vehicle speed or the vehicle speed and various rotation angles, and further incorporates the slip determination caused by the transmission mechanism of the motor generator. It is provided with a configuration for finally determining whether or not the engine needs to be started. With such a configuration, when slippage of the transmission mechanism is detected, it can be determined that the motor generator is not started. As a result, the torque transmission loss of the motor generator can be suppressed, and a reliable start by the starter single start can be secured.

  Furthermore, the fifth embodiment has a configuration that incorporates control at the rotation angle level and the rotation speed level in the control of the motor generator. As a result, it is possible to realize a fine start such as smoothly shaping the drive command that is the output of the motor generator start determination device and further improving the quietness at the start.

  As described above, according to the fifth embodiment, the slip state of the belt can be grasped by referring to the motor generator rotation speed, and the start timing of the motor generator can be arbitrarily adjusted according to the slip state. As a result, the motor generator can be started according to the vehicle speed, the generated torque of the motor generator can be transmitted without slipping, and the battery power consumption can be suppressed.

Embodiment 6 FIG.
FIG. 16 is a configuration diagram of an engine and an engine start control device according to Embodiment 6 of the present invention. The configuration of engine start control device 1E in the sixth embodiment is a motor generator rotation angle sensor that detects the rotation angle of the rotation shaft of motor generator 4 as compared with the configuration of engine start control device 1C in the fourth embodiment. Is different in that the information is used by the start switch 100E. Thus, focusing on this difference, start switching and start timing adjustment using the motor generator rotation angle θmg will be described below.

  FIG. 17 is an explanatory diagram showing specific configurations of a start switch 100E and a start timing adjuster 200E included in the engine start control device 1E according to Embodiment 6 of the present invention. The start switch 100E is the same as the start switch 100D in the fifth embodiment, and a description thereof will be omitted. The starter start timing adjuster 205E in the start timing adjuster 200E is the same as the starter start timing adjuster 205C in the fourth embodiment, and a description thereof will be omitted.

  The motor generator start timing adjuster 255E sends the final motor to the motor generator 4 based on the information (vehicle speed v) of the vehicle motion state sensor 20, the engine rotation angle θeng, and the PWM command output from the controller 230. Outputs a generator drive command.

  At this time, the motor generator start timing adjuster 255E is configured so that, for example, the condition that the vehicle speed is equal to or higher than a predetermined value and the time change rate of the vehicle speed exceeds a predetermined threshold is satisfied, whereby the final motor generator to the motor generator 4 is satisfied. A drive command (corresponding to a PWM command output from the controller 230 in the configuration of FIG. 17) is output. Thus, by introducing the time change rate determination of the vehicle speed, the engine start control device 1E in the present sixth embodiment can give an appropriate time delay to the start of the motor generator 4.

  Further, motor generator start timing adjuster 255E starts motor generator 4 using the logical product of the vehicle speed condition described above and the condition that the engine rotation speed, which is the temporal change rate of the engine rotation angle, exceeds a predetermined value. A drive command may be output. Even in this case, an appropriate time delay can be given to the start of the motor generator 4.

  The start timing adjustment time may be set by either the vehicle speed v or the engine rotation angle θeng.

  Here, when the starter 2 and the motor generator 4 are used together, the starter 2 is basically started before the motor generator 4. Therefore, it is desirable that the threshold value of the time change rate of the vehicle speed set by the motor generator start timing adjuster 255E is set to a value slightly larger than the threshold value set by the starter start timing adjuster 205E.

  Specifically, the respective thresholds are set so that the time delay for starting the motor generator is from several tens of ms to over 100 ms with respect to the starter start. By setting in this way, the motor generator 4 can be started with a delay of a predetermined time after the starter 2 is started. As a result, in particular, when the battery is commonly used by the starter 2 and the motor generator 4, it is possible to suppress the inrush current when starting the motor generator 4 and the battery power consumption.

  Further, the engine start control device 1E according to the sixth embodiment can adjust the start timing time even with a predetermined value of the rotational speed. As a result, it is possible to set a more arbitrary start time delay, and it is optimal for all combinations of the starter 2 and the motor generator 4 without fixing the starter specifications and the motor generator specifications as compared with the fifth embodiment. It is possible to obtain a proper start timing.

  In all the engine start control devices shown in the first to sixth embodiments described above, the detection value of the vehicle motion state sensor 20 that detects the vehicle state has been described as an embodiment in which the vehicle speed is directly detected and used. However, the detected value of the vehicle driving state in the present invention is not limited to the detected vehicle speed. As the vehicle motion state sensor, an engine water temperature sensor, an accelerator opening sensor, a yaw rate sensor, an intake / exhaust pressure sensor, a sensor for detecting a voltage and current of a battery that supplies power to a starter and a motor generator, and the like may be used in combination.

  The engine rotation angle sensor 8 that detects the rotation angle of the engine shaft can be used in place of the above-described crank angle detection, or can be used in place of cam angle detection of a cam used for driving a valve lift mechanism inside the engine, or in combination May be.

  As described above, according to the sixth embodiment, a configuration obtained by combining the configurations of the previous third to fifth embodiments is provided, and the effects of the third to fifth embodiments can be realized together.

  In addition, the engine start control process by each engine start control apparatus in Embodiment 1-6 mentioned above is performed by the controller mounted in an engine start control apparatus.

  1, 1A, 1B, 1C, 1D, 1E Engine start control device, 2 starter, 3 meshing transmission mechanism (first transmission mechanism), 4 motor generator, 6 transmission mechanism (second transmission mechanism), 7 engine, 8 engine rotation Angle sensor, 20 Vehicle motion state sensor, 100, 100A, 100B, 100C, 100D, 100E Start switch, 105, 105A, 105B, 105C, 105D, 105E Starter start determiner, 155, 155A, 155B, 155C, 155D, 155E motor generator start determination unit, 200A, 200C, 200E start timing adjuster, 205A, 205C, 205E starter start timing adjuster, 230 controller, 255A, 255C, 255E motor generator start timing adjuster, 270 Vessel, 500 Transmission, 600 clutch.

An engine start control device according to the present invention is an engine start control device that is applied to a vehicle that performs an idling stop that automatically stops the engine when an engine stop condition is satisfied while the vehicle is running. A starter that transmits torque to the engine with a transmission mechanism, a motor generator that transmits torque to the engine with a second transmission mechanism connected to the engine shaft, a vehicle motion state sensor that detects the motion state of the vehicle, and a rotation angle of the engine shaft The engine rotation angle sensor to be detected, and the start of the engine, based on the detection information by the vehicle motion state sensor or the detection information of both the vehicle motion state sensor and the engine rotation angle sensor , the starter alone, the motor generator alone Combined with starter, starter and motor generator Starting, it is determined one or performed in, a starting switcher for outputting the starter driving command and the motor generator drive command based on the determination result,
A starter drive command and a motor generator drive command output from the start switch based on at least one of the detection information of the vehicle motion state sensor and the detection information of the engine rotation angle sensor, which is arranged after the start switch. A start timing adjuster that adjusts the start timing of the starter and the motor generator is provided with a time delay .

The engine start control method according to the present invention is executed by a controller mounted on an engine start control device applied to a vehicle that performs an idling stop that automatically stops the engine when an engine stop condition is satisfied while the vehicle is running. The engine start control method includes: a first step of acquiring a vehicle motion state via a vehicle motion state sensor; a starter for transmitting torque to the engine by a first transmission mechanism by a meshing mechanism; and an engine shaft When the engine is controlled to start using the motor generator that transmits torque to the engine with the second transmission mechanism connected to the vehicle, detection information by the vehicle motion state sensor or detection of both the vehicle motion state sensor and the engine rotation angle sensor based on the information, alone started by the starter, Motaje A second step for determining whether to perform a single start by a generator or a combined start by a starter and a motor generator, a starter drive command for starting the starter according to the determination result in the second step, and a motor generator Starter drive output by the third step based on at least one of the third step of outputting a motor generator drive command for activation and detection information of the vehicle motion state sensor and detection information of the engine rotation angle sensor And a fourth step of adjusting the start timing of the starter and the motor generator by giving a time delay to the command and the motor generator drive command .

Claims (9)

An engine start control device that is applied to a vehicle that performs an idling stop that automatically stops the engine when an engine stop condition is satisfied while the vehicle is running,
A starter for transmitting torque to the engine by a first transmission mechanism by a meshing mechanism;
A motor generator for transmitting torque to the engine by a second transmission mechanism connected to the engine shaft;
A vehicle motion state sensor for detecting the motion state of the vehicle;
In starting the engine, based on detection information by the vehicle motion state sensor, it is determined whether to perform a single start by the starter, a single start by the motor generator, or a combined start by the starter and the motor generator, An engine start control device comprising: a start switch that outputs a starter drive command and a motor generator drive command based on a determination result. An engine rotation angle sensor for detecting the rotation angle of the engine shaft;
When starting the engine, the start switching device is based on information detected by the vehicle motion state sensor and the engine rotation angle sensor, so that the starter performs independent start, the single start by the motor generator, the starter and the motor generator. The engine start control device according to claim 1, wherein it is determined whether to perform the combined start according to. A motor generator rotation angle sensor for detecting a rotation angle of the rotation shaft of the motor generator;
The start switch is
Based on the rotation angle of the engine shaft detected by the engine rotation angle sensor and the rotation angle of the rotation shaft of the motor generator detected by the motor generator rotation angle sensor, whether or not the second transmission mechanism slips is determined. A slip judging device for judging,
A motor generator that outputs the motor generator drive command based on the information detected by the vehicle motion state sensor and the engine rotation angle sensor only when the determination device determines that the second transmission mechanism does not slip. The engine start control device according to claim 2, further comprising: a start determination device. Based on the rotation angle of the rotation shaft of the motor generator detected by the motor generator rotation angle sensor and the motor generator drive command output from the motor generator start determination device, the PWM signal to the inverter of the motor generator is The engine start control device according to claim 3, further comprising a controller for outputting. Based on the detection information by the vehicle motion state sensor, disposed behind the start switch, and having a time delay with respect to the starter drive command and the motor generator drive command output from the start switch, The engine start control device according to any one of claims 1 to 4, further comprising a start timing adjuster that adjusts a start timing of the starter and the motor generator. The starter disposed at the subsequent stage of the start switch and output from the start switch based on detection information of the engine rotation angle sensor or detection information of both the vehicle motion state sensor and the engine rotation angle sensor. The engine according to any one of claims 2 to 4, further comprising a start timing adjuster for adjusting a start timing of the starter and the motor generator by giving a time delay to the drive command and the motor generator drive command. Start control device. The engine start control device according to any one of claims 1 to 6, wherein the vehicle motion state sensor is a vehicle speed sensor that detects a vehicle speed of the vehicle. If the vehicle speed detected by the vehicle speed sensor is equal to or higher than a predetermined determination value when restarting the engine that has been automatically stopped, the start switcher performs the combined start by the starter and the motor generator. The engine start control device according to claim 7, wherein the engine is restarted. An engine start control method that is executed by a controller mounted on an engine start control device that is applied to a vehicle that implements an idling stop that automatically stops the engine when an engine stop condition is satisfied during vehicle travel,
The controller is
A first step of acquiring a motion state of the vehicle via a vehicle motion state sensor;
In starting control of the engine using a starter that transmits torque to the engine by a first transmission mechanism by a meshing mechanism and a motor generator that transmits torque to the engine by a second transmission mechanism connected to an engine shaft, A second step of determining whether to perform independent start by the starter, independent start by the motor generator, or combined start by the starter and the motor generator based on detection information by a vehicle motion state sensor;
An engine start control method comprising: a third step of outputting a starter drive command for starting the starter and a motor generator drive command for starting the motor generator in accordance with a determination result in the second step.

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