JP2023115609A - ハイブリッド車両の制御装置 - Google Patents

ハイブリッド車両の制御装置 Download PDF

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Publication number
JP2023115609A
JP2023115609A JP2022017925A JP2022017925A JP2023115609A JP 2023115609 A JP2023115609 A JP 2023115609A JP 2022017925 A JP2022017925 A JP 2022017925A JP 2022017925 A JP2022017925 A JP 2022017925A JP 2023115609 A JP2023115609 A JP 2023115609A
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Japan
Prior art keywords
motor
engine
internal combustion
combustion engine
ecu
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JP2022017925A
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English (en)
Inventor
雄大 小松
Takehiro Komatsu
雅広 加地
Masahiro Kachi
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Toyota Motor Corp
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Toyota Motor Corp
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Priority to JP2022017925A priority Critical patent/JP2023115609A/ja
Priority to CN202211423139.8A priority patent/CN116572934A/zh
Priority to US18/056,720 priority patent/US20230249666A1/en
Publication of JP2023115609A publication Critical patent/JP2023115609A/ja
Pending legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/40—Controlling the engagement or disengagement of prime movers, e.g. for transition between prime movers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/08—Circuits or control means specially adapted for starting of engines
    • F02N11/0848—Circuits or control means specially adapted for starting of engines with means for detecting successful engine start, e.g. to stop starter actuation
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    • B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
    • B60K6/387—Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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Abstract

【課題】内燃機関の始動の失敗を抑制することが可能なハイブリッド車両の制御装置を提供することを課題とする。【解決手段】内燃機関と、モータと、前記内燃機関と前記モータとの間に設けられたクラッチと、を有するハイブリッド車両の制御装置であって、前記モータによるクランキングを行わずに前記内燃機関を始動させる第１始動制御部と、前記モータによるクランキングを行うことで前記内燃機関を始動させる第２始動制御部と、を具備し、前記第１始動制御部が前記内燃機関の始動制御を行った後、前記内燃機関のクランク軸が所定時間以上停止している、または前記クランク軸が前記クランキングの方向に対して逆回転する場合、前記第２始動制御部が前記内燃機関を始動させるハイブリッド車両の制御装置。【選択図】図３

Description

本発明はハイブリッド車両の制御装置に関する。
ハイブリッド車両には、内燃機関（エンジン）、エンジンと車輪との動力伝達経路に設けられたモータ、および動力伝達経路であってエンジンとモータとの間に設けられたクラッチ、を備えたものがある（例えば特許文献１など）。
特開２０２０－１１１２７６号公報
エンジンの始動要求時には、モータによるエンジンのクランキングを実施せずに、エンジンにおける燃料の燃焼だけでエンジンを始動させることがある。しかし、例えば始動要求時の回転数が低い場合などには、始動が失敗してしまう。そこで、内燃機関の始動の失敗を抑制することが可能なハイブリッド車両の制御装置を提供することを目的とする。
上記目的は、内燃機関と、モータと、前記内燃機関と前記モータとの間に設けられたクラッチと、を有するハイブリッド車両の制御装置であって、前記モータによるクランキングを行わずに前記内燃機関を始動させる第１始動制御部と、前記モータによるクランキングを行うことで前記内燃機関を始動させる第２始動制御部と、を具備し、前記第１始動制御部が前記内燃機関の始動制御を行った後、前記内燃機関のクランク軸が所定時間以上停止している、または前記クランク軸が前記クランキングの方向に対して逆回転する場合、前記第２始動制御部が前記内燃機関を始動させるハイブリッド車両の制御装置によって達成することができる。
前記クランク軸の位置を取得する位置取得部を具備し、前記クランク軸が逆回転する場合、前記位置取得部は前記クランク軸の位置をリセットしてもよい。
内燃機関の始動の失敗を抑制することが可能なハイブリッド車両の制御装置を提供できる。
図１は、ハイブリッド車両を例示する模式図である。 図２はエンジンの概略構成図である。 図３はＥＣＵが実行する処理を例示するフローチャートである。
（ハイブリッド車両）
図１は、ハイブリッド車両１を例示する模式図である。ハイブリッド車両１には、駆動源としてエンジン１０（内燃機関）およびモータ１５が搭載されている。ハイブリッド車両１には、エンジン１０から車輪１３までの動力伝達経路に、Ｋ０クラッチ１４、モータ１５、トルクコンバータ１８、および自動変速機１９が順に設けられている。エンジン１０は例えばＶ型６気筒エンジンであり、６個の気筒♯１～♯６を有する。エンジン１０は、例えばＶ型エンジンでもよいし直列エンジンでもよい。エンジン１０はガソリンエンジンでもよいしディーゼルエンジンでもよい。エンジン１０の気筒の数は例えば４個または６個など複数でもよいし、１個でもよい。Ｋ０クラッチ１４、モータ１５、トルクコンバータ１８、および自動変速機１９は、変速ユニット１１内に設けられている。変速ユニット１１と左右の車輪１３とは、ディファレンシャルギヤ１２を介して駆動連結されている。
Ｋ０クラッチ１４は、同動力伝達経路上のエンジン１０とモータ１５との間に設けられている。Ｋ０クラッチ１４は、油圧の供給に応じて、解放状態、スリップ状態、及び係合状態の何れかに切り替えられる。詳細には、Ｋ０クラッチ１４が解放状態の場合に油圧供給により、スリップ状態又は係合状態となり、エンジン１０とモータ１５との動力伝達が接続される。また、Ｋ０クラッチ１４は、油圧供給の停止に応じて解放状態となって、エンジン１０とモータ１５との動力伝達を遮断する。尚、スリップ状態とは、Ｋ０クラッチ１４のエンジン１０側の係合要素とモータ１５側の係合要素とが所定の回転数差を有して摺接している状態である。係合状態とは、Ｋ０クラッチ１４の両係合要素が連結しエンジン１０とモータ１５とが同じ回転数となっている状態である。解放状態とは、Ｋ０クラッチ１４の双方の係合要素が離間した状態である。
モータ１５は、インバータ１７を介してバッテリ１６に接続されている。モータ１５は、バッテリ１６からの給電に応じて車両の駆動力を発生するモータとして機能する一方で、エンジン１０や車輪１３からの動力伝達に応じてバッテリ１６に充電する電力を発電する発電機としても機能する。モータ１５とバッテリ１６との間で授受される電力は、インバータ１７により調整されている。
インバータ１７は、後述するＥＣＵ５０によって制御され、バッテリ１６からの直流電圧を交流電圧に変換するか、またはモータ１５からの交流電圧を直流電圧に変換する。モータ１５がトルクを出力する力行運転の場合、インバータ１７はバッテリ１６の直流電圧を交流電圧に変換してモータ１５に供給される電力を調整する。モータ１５が発電する回生運転の場合、インバータ１７はモータ１５からの交流電圧を直流電圧に変換してバッテリ１６に供給される電力を調整する。
トルクコンバータ１８は、トルク増幅機能を有する流体継ぎ手である。自動変速機１９は、ギア段の切替えにより変速比を多段階に切替える有段式の自動変速機である。自動変速機１９は、動力伝達経路上のモータ１５と車輪１３の間に設けられている。トルクコンバータ１８を介して、モータ１５と自動変速機１９とが連結されている。トルクコンバータ１８には、油圧の供給を受けて係合状態となってモータ１５と自動変速機１９とを直結するロックアップクラッチ２０が設けられている。
変速ユニット１１には、更にオイルポンプ２１と油圧制御機構２２とが設けられている。オイルポンプ２１で発生した油圧は、油圧制御機構２２を介して、Ｋ０クラッチ１４、トルクコンバータ１８、自動変速機１９、およびロックアップクラッチ２０にそれぞれ供給されている。油圧制御機構２２には、Ｋ０クラッチ１４、トルクコンバータ１８、自動変速機１９、及びロックアップクラッチ２０のそれぞれの油圧回路と、それらの作動油圧を制御するための各種の油圧制御弁と、が設けられている。
ハイブリッド車両１には、制御装置としてのＥＣＵ（Electronic Control Unit）５０が設けられている。ＥＣＵ５０は、車両の走行制御に係る各種演算処理を行う演算処理回路と、制御用のプログラムやデータが記憶されたメモリと、を備える電子制御ユニットである。ＥＣＵ５０は、ハイブリッド車両の制御装置の一例であり、モータ１５によるクランキングを行わずにエンジン１０を始動させる第１始動制御部、クランキングを行うことでエンジン１０を始動させる第２始動制御部、クランク角センサ７２が検出するクランク軸３３の位置（クランク角）を取得する位置取得部として機能する。
ＥＣＵ５０は、エンジン１０およびモータ１５の駆動を制御する。例えばＥＣＵ５０は、エンジン１０のスロットル開度、点火時期、燃料噴射量を制御することにより、エンジン１０のトルクや回転数を制御する。またＥＣＵ５０は、油圧制御機構２２の制御を通じて、Ｋ０クラッチ１４やロックアップクラッチ２０、自動変速機１９の駆動制御を行う。ＥＣＵ５０は、油圧制御機構２２を用いてＫ０クラッチ１４に加わる油圧を制御し、Ｋ０クラッチ１４の状態を変化させることで、モータ１５からエンジン１０に伝わるクランキングトルクを制御する。
ＥＣＵ５０は、インバータ１７を制御して、モータ１５とバッテリ１６との間での電力の授受量を調整することで、モータ１５の回転数やトルクを制御する。また詳しくは後述するがＥＣＵ５０は、回生運転でのモータ制動トルクが目標値となるように、インバータ１７がモータ１５からバッテリ１６へ供給される電力を制御する。
ＥＣＵ５０には、イグニッションスイッチ７１、クランク角センサ７２、モータ回転数センサ７３、エアフローメータ７４、およびアクセル開度センサ７５からの信号が入力される。クランク角センサ７２は、エンジン１０のクランク軸３３の回転速度を検出する。クランク軸３３は、例えば回転方向に沿って並ぶ複数の突起（不図示）を有し、かつ突起が設けられていない部分（切り欠き）を有する。クランク角センサ７２は、例えば電磁式のセンサであり、クランク軸３３の回転による電圧の変化に基づいて、クランク角を検出する。モータ回転数センサ７３は、モータ１５の出力軸の回転速度を検出する。エアフローメータ７４はエンジン１０の吸入空気量を検出する。アクセル開度センサ７５は、運転者のアクセルペダルの踏込量であるアクセルペダル開度を検出する。
ＥＣＵ５０は、モータモードおよびハイブリッドモードのいずれかの走行モードでハイブリッド車両を走行させる。モータモードでは、ＥＣＵ５０はＫ０クラッチ１４を解放し、モータ１５の動力により走行する。ハイブリッドモードでは、ＥＣＵ５０はＫ０クラッチ１４を係合して少なくともエンジン１０の動力により走行する。なお、ハイブリッドモードでは、エンジン１０のみの動力で走行するモード、モータ１５を力行運転させてエンジン１０およびモータ１５の双方を動力源として走行するモードを含む。
走行モードの切り替えは、車速やアクセル開度から求められた車両の要求駆動力と、バッテリ１６の充電状態などに基づいて行われる。例えば、要求駆動力が比較的小さくバッテリ１６の蓄電残量を示すＳＯＣ（State Of Charge）が比較的高い場合には、燃費を向上させるためにエンジン１０を停止したモータモードが選択される。要求駆動力が比較的大きい場合やバッテリ１６のＳＯＣが比較的低い場合には、少なくともエンジン１０が駆動したハイブリッドモードが選択される。
ＥＣＵ５０は、ハイブリッドモードにおいて、所定の停止条件が成立した場合にエンジン１０を自動停止させ、所定の再始動条件が成立した場合に自動停止したエンジン１０を再始動させる間欠運転制御を実行する。例えばＥＣＵ５０は、ハイブリッドモードにおいてアクセル開度がゼロになった場合に、自動停止条件が成立したものとしてエンジン１０を自動停止させる。また、ＥＣＵ５０は、アクセル開度がゼロよりも大きくなった場合に、再始動条件が成立したものとしてエンジン１０を自動で再始動させる。エンジン１０を自動停止させる際には、ＥＣＵ５０はＫ０クラッチ１４を解放して燃料噴射を停止する。エンジン１０を自動で再始動させる際には、ＥＣＵ５０はＫ０クラッチ１４を介してモータ１５によりエンジン１０をクランキングして燃料噴射および点火を開始し、その後にＫ０クラッチ１４を係合させる。
（エンジン）
図２はエンジン１０の概略構成図であり、エンジン１０の複数の気筒のうち１つの気筒♯１を図示している。エンジン１０は、ピストン３１、コネクティングロッド３２、クランク軸３３、吸気通路３５、吸気バルブ３６、排気通路３７、および排気バルブ３８を有している。気筒の内部では混合気の燃焼が行われる。ピストン３１は、気筒♯１に往復動可能に収容され、エンジン１０の出力軸であるクランク軸３３にコネクティングロッド３２を介して連結されている。コネクティングロッド３２及びクランク軸３３は、ピストン３１の往復運動をクランク軸３３の回転運動に変換する。
吸気通路３５は、気筒♯１の吸気ポート３５ｐに吸気バルブ３６を介して接続されている。排気通路３７は、気筒♯１の排気ポート３７ｐに排気バルブ３８を介して接続されている。吸気通路３５には、上述したエアフローメータ７４、および吸入空気量を調整するスロットル弁４０が設けられている。排気通路３７には排気浄化用の触媒４３が設けられている。
気筒♯１には筒内噴射弁４１が設けられている。筒内噴射弁４１は気筒♯１内に直接燃料を噴射する。筒内噴射弁４１に加えて、または筒内噴射弁４１の代わりに、吸気ポートに向けて燃料を噴射するポート噴射弁が設けられていてもよい。気筒♯１には、吸気通路３５を通じて導入された吸気と筒内噴射弁４１が噴射した燃料との混合気を火花放電により点火する点火装置４２が設けられている。エンジン１０の他の気筒も同様の構成を有する。
図３はＥＣＵ５０が実行する処理を例示するフローチャートであり、エンジン１０を始動させる処理である。エンジン１０の始動には、モータ１５によるクランキングを行わずに始動させる制御と、クランキングを行い始動させる制御とがある。図３の処理では、まず、ＥＣＵ５０はクランキングなしでのエンジン１０の始動制御を行う（ステップＳ１０）。始動制御開始時のエンジン１０の回転数が高い場合、クランキングなしでの始動が成功しやすい。一方、回転数が低い場合、始動は失敗しやすい。
ＥＣＵ５０は、クランク軸３３が所定時間以上にわたって停止しているか否か判定する（ステップＳ１２）。肯定判定（Ｙｅｓ）の場合、エンジン１０の始動は失敗している。ＥＣＵ５０は、後述のステップＳ１８を行う。否定判定（Ｎｏ）の場合、ＥＣＵ５０は、クランク角センサ７２からクランク角を取得し、クランク軸３３が逆回転しているか否か判定する（ステップＳ１４）。ステップＳ１２およびＳ１４の両方で否定判定の場合、クランキングなしでエンジン１０の始動は成功しており、処理は終了する。
例えばピストン３１が上死点（ＴＤＣ：Top Dead Center）より遅角側に位置するときに点火が行われると、クランク軸３３が逆回転する（ステップＳ１４で肯定判定）。この場合、ＥＣＵ５０はクランク位置をリセットする。ＥＣＵ５０は、クランク角センサ７２から取得するクランク角を初期値にし、例えばクランク軸３３の切り欠きの位置からクランク角を検出しなおす。
ステップＳ１２で肯定判定、またはステップＳ１６の後、ＥＣＵ５０は、クランキングありでのエンジン１０の始動を行う（ステップＳ１８）。Ｋ０クラッチ１４の油圧が高くなり、モータ１５からＫ０クラッチ１４を介してエンジン１０にトルクが伝達され、クランク軸３３が回転する。以上で処理は終了する。
本実施形態によれば、ＥＣＵ５０はクランキングを行わずに、エンジン１０の始動制御を実施する（ステップＳ１０）。エンジン１０の始動が失敗し、クランク軸３３が停止、またはクランク軸３３が逆回転することがある（ステップＳ１２およびＳ１４）。クランキングなしの始動が失敗した場合、ＥＣＵ５０は、クランキングを伴う始動制御を行い、エンジン１０を始動させる（ステップＳ１８）。クランキングなしでの自立始動を試みて、失敗した場合はクランキングを伴う始動を行うことで、始動の失敗を抑制することができる。
始動失敗の際、クランク軸３３が意図した方向とは逆回転することがある（ステップＳ１４）。逆回転により、クランク軸３３の実際の位置（実際のクランク角）と、ＥＣＵ５０が取得するクランク角との間に違いが生じる恐れがある。ＥＣＵ５０は、クランク角をリセットすることで、正確なクランク角を取得することができる。
上記の例では、単一のＥＣＵ５０によりハイブリッド車両１を制御する。実施形態はこれに限定されず、例えばエンジン１０を制御するエンジンＥＣＵ、モータ１５を制御するモータＥＣＵ、Ｋ０クラッチ１４を制御するクラッチＥＣＵなど複数のＥＣＵによって上述の制御を実行してもよい。
以上本発明の好ましい実施形態について詳述したが、本発明は係る特定の実施形態に限定されるものではなく、特許請求の範囲に記載された本発明の要旨の範囲内において、種々の変形・変更が可能である。
１ ハイブリッド車両
１０ エンジン
１１ 変速ユニット
１２ ディファレンシャルギヤ
１３ 車輪
１４ Ｋ０クラッチ
１５ モータ
１６ バッテリ
１７ インバータ
１８ トルクコンバータ
１９ 自動変速機
２０ ロックアップクラッチ
２１ オイルポンプ
２２ 油圧制御機構
３１ ピストン
３２ コネクティングロッド
３３ クランク軸
３５ 吸気通路
３５ｐ 吸気ポート
３６ 吸気バルブ
３７ 排気通路
３７ｐ 排気ポート
３８ 排気バルブ
４０ スロットル弁
４１ 筒内噴射弁
４２ 点火装置
４３ 触媒
５０ ＥＣＵ
７１ イグニッションスイッチ
７２ クランク角センサ
７３ モータ回転数センサ
７４ エアフローメータ
７５ アクセル開度センサ

Claims (2)

  1. 内燃機関と、モータと、前記内燃機関と前記モータとの間に設けられたクラッチと、を有するハイブリッド車両の制御装置であって、
    前記モータによるクランキングを行わずに前記内燃機関を始動させる第１始動制御部と、
    前記モータによるクランキングを行うことで前記内燃機関を始動させる第２始動制御部と、を具備し、
    前記第１始動制御部が前記内燃機関の始動制御を行った後、前記内燃機関のクランク軸が所定時間以上停止している、または前記クランク軸が前記クランキングの方向に対して逆回転する場合、前記第２始動制御部が前記内燃機関を始動させるハイブリッド車両の制御装置。
  2. 前記クランク軸の位置を取得する位置取得部を具備し、
    前記クランク軸が逆回転する場合、前記位置取得部は前記クランク軸の位置をリセットする請求項１に記載のハイブリッド車両の制御装置。
JP2022017925A 2022-02-08 2022-02-08 ハイブリッド車両の制御装置 Pending JP2023115609A (ja)

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