JP6515786B2 - Engine start control device - Google Patents

Description

  The present invention relates to an engine start control device.

  In recent years, vehicles equipped with an idling stop function have been put to practical use for the purpose of improving fuel consumption and the like, and the start of the idling stop frequently drives a starter that is a starting device. In addition, at the time of restart after idling stop, quick start of the engine is required. Therefore, various techniques have been proposed for the starter and the starting method.

  For example, in an engine start system including a gear starter and a belt starter as an engine start device, Patent Document 1 discloses a technology for starting the engine by causing the starters to cooperate with each other. Specifically, when the torque required to start rotation of the engine output shaft is larger than the high-temperature carry-over torque set based on the engine temperature, the gear starter and the belt starter are made to cooperate with each other to start the engine, If the torque required to continue rotation of the engine output shaft is smaller than the reference torque set based on the applied voltage of each motor of the gear starter and belt starter, operate the belt starter without activating the gear starter. Is disclosed.

Patent No. 4003530

  By the way, focusing on the engine rotational speed in the cranking period for starting the engine, the engine rotational speed fluctuates according to the combustion cycle of the engine, that is, the increase and decrease of the combustion chamber volume and the opening and closing of the intake and exhaust valves. In this case, the rotational force of the starter is applied to the engine output shaft near the bottom of the engine rotational speed, but when the engine rotational speed increases, the engine rotational speed temporarily becomes higher than the starter rotational speed. It is conceivable that no rotational force is applied to the output shaft. This is considered to be disadvantageous in trying to start the engine reliably and early. Such a disadvantage can not be solved, for example, also in Patent Document 1 above, and it is considered that there is room for improvement.

  The present invention has been made in view of the above problems, and its main object is to provide an engine start control device capable of starting an engine reliably and quickly.

The present invention
A starter (12) for imparting initial rotation to an output shaft (15) of an engine (11), a rotating electrical machine (13) drivingly connected to the output shaft, and a current adjusting device for regulating current flowing through the rotating electrical machine (25) and applies to an engine starting system,
After the start of driving of the starter and before the start of self-sustaining rotation due to combustion of the engine, the output is achieved by applying power to the output shaft from the rotating electrical machine or by supplying generated electric power to the starter by the rotating electrical machine A setting unit configured to set a control command value at the time of assisting rotation of the axis;
A control unit that performs rotation assist of the output shaft by current adjustment of the current adjustment device based on the control command value set by the setting unit;
And the like.

  After the start of driving of the starter and before the start of self-sustaining rotation due to combustion of the engine, rotational fluctuation occurs according to the combustion cycle of the engine. In this case, the engine rotational speed temporarily becomes higher than the starter rotational speed, and there is a period in which no rotational force is applied to the engine output shaft, so it is considered that the engine startability is adversely affected. .

  In this respect, a control command value for assisting the rotation of the engine output shaft is set, and based on the control command value, rotation assist of the engine output shaft is performed by current adjustment of the current adjustment device. The rotational assist of the engine output shaft is performed by applying power from the rotating electrical machine to the output shaft or by supplying generated electric power from the rotating electrical machine to the starter. In this case, even if there is a period in which the engine rotational speed temporarily becomes higher than the starter rotational speed, the rotational assist of the engine output shaft can continuously apply appropriate rotational force to the output shaft. It becomes. Further, since the rotation assist of the engine output shaft is performed by the current adjustment of the current adjusting device, appropriate control can be easily realized when additional rotational force is applied to the engine output shaft. As a result, reliable and early start of the engine can be realized.

The figure which shows schematic structure of an engine control system. The time chart which shows change of starter current at the time of engine starting. The time chart which shows the change of the rotational speed of an engine and a starter at the time of engine starting. The flowchart which shows the procedure of starting control. The figure which shows the relationship between engine temperature and starting request torque. The figure which shows the relationship between starting required torque and a target electric current value. (A) is a time chart which shows the simulation result in the case of implementing rotation assistance of an engine output shaft, (b) is a time chart which shows the simulation result in the case of not implementing rotation assistance. The flowchart which shows the procedure of starting control in 2nd Embodiment. The figure which shows the relationship between starting request torque and electric current command value.

First Embodiment
Hereinafter, an embodiment of the present invention will be described based on the drawings. The present embodiment is embodied as a control system that controls a gasoline engine for a vehicle. First, a schematic configuration of an engine control system will be described based on FIG.

  In FIG. 1, the present system includes an engine 11, a starter 12, a rotating electrical machine 13, a battery 14, and an ECU 30. The engine 11 is, for example, a four-cylinder four-stroke engine. A ring gear 16 as a driven gear is connected to one end of the engine output shaft 15, and a driven pulley 17 is connected to the other end. The starter 12 is a gear type starter, and has a main body portion 18 provided with a motor, and a pinion gear 19 as a drive gear rotated by motor drive. Although not shown, the starter 12 is provided with an overrunning clutch (one-way clutch), which prevents the starter 12 from being reversely driven by rotation on the engine 11 side. That is, the pinion gear 19 rotationally drives the ring gear 16 only in one direction. The battery 14 may be configured by a lead storage battery, a lithium ion storage battery, a capacitor, or the like, and may be configured by a combination of a plurality of different power storage devices.

  When the engine is started, the starter 12 is rotationally driven by the power supply from the battery 14 in a state in which the ring gear 16 and the pinion gear 19 are in mesh with each other, whereby an initial rotation is imparted to the engine output shaft 15. At this time, when combustion is started in the engine 11 during cranking by the starter 12, the engine 11 rotates independently, and the engine rotational speed is increased to complete the start.

  The rotating electrical machine 13 is also a belt type generator configured of a three-phase alternating current rotating machine, and a driving pulley 22 is provided on the rotating shaft 21 of the rotating electrical machine 13. The driven pulley 17 on the side of the engine 11 and the drive pulley 22 on the side of the rotating electrical machine 13 are drivingly connected by a belt 23, and the rotation shaft 21 of the rotating electrical machine 13 is rotated by the rotation of the engine output shaft 15. The engine output shaft 15 is rotated by the rotation of the rotation shaft 21 of the above. In this case, the rotating electrical machine 13 has a power generation function to perform regenerative power generation by rotation of the engine output shaft 15 or an axle (not shown), and a powering function to apply a rotational force to the engine output shaft 15, and ISG (Integrated Starter Generator) It is what constitutes.

  The rotating electrical machine 13 is integrally provided with an inverter 25 as a current adjusting device. The inverter 25 is connected to the battery 14. As is well known, the inverter 25 is configured to include a plurality of semiconductor switching elements, and performs power conversion with direct current to alternating current by switching control of the semiconductor switching elements. At the time of power generation by the rotating electrical machine 13, AC power generated by the power generation is converted into DC power by the inverter 25, and the battery 14 is charged by the DC power. In addition, at the time of power running drive by the rotating electrical machine 13, DC power supplied from the battery 14 is converted into AC power by the inverter 25, and the rotating electrical machine 13 is driven by the AC power.

  The ECU 30 is an electronic control unit comprising a well-known microcomputer and the like, receives detection results of various sensors provided in the present system, etc., and based on these, various control such as fuel injection amount control and ignition timing control Implement engine control and idling stop control. As various sensors, for example, a rotation angle sensor 26 for detecting an engine rotation speed, a water temperature sensor 27 for detecting a temperature of engine cooling water, an outside air temperature sensor 28 for detecting an outside air temperature, etc. are provided. The detection signal is sequentially input to the ECU 30. Besides the illustration, a vehicle speed signal, an accelerator operation signal, a brake operation signal, an atmospheric pressure detection signal, and the like are sequentially input to the ECU 30.

  The rotation angle sensor 26 will be briefly described. The rotation angle sensor 26 outputs a pulse signal for each predetermined crank angle while the engine is operating, and is provided in the vicinity of an outer peripheral portion of a pulsar (a rotating disc) that rotates integrally with the engine output shaft 15 And an electromagnetic pickup unit. Then, with the rotation of the engine output shaft 15, the detection signal (NE signal) from the electromagnetic pickup unit at a predetermined rotation angle interval (10 ° CA interval in this embodiment) by a plurality of projections provided on the outer periphery of the pulsar Is output. A missing tooth portion in which a part of a plurality of projections is missing is provided on the outer peripheral portion of the pulsar, and the reference rotational position of the engine 11 is detected by the missing tooth portion. The engine rotational speed NE is calculated based on the pulse width of the NE signal, and the crank angle position is calculated by counting the NE signal.

  As idling stop control, the ECU 30 automatically stops the engine 11 when a predetermined automatic stop condition is met as is well known, and automatically restarts the engine 11 when the predetermined restart condition is met under the automatic stop state. The conditions for automatic stop and restart include vehicle speed, accelerator operation, brake operation and the like. In the present embodiment, the engine 11 is started by the starter 12 both at the time of the first start and the automatic restart in the vehicle.

  When the engine is started by the starter 12, a large current called inrush current flows at the beginning of energization of the starter 12, and then a drive current for maintaining the cranking rotation by the starter 12 flows. In this case, for example, as shown in FIG. 2, an inrush current flows in a period TA from the start of energization to the timing t1, and thereafter, a starter drive current flows while pulsating according to the rotation fluctuation of the engine 11.

  The engine rotational speed NE fluctuates according to the combustion cycle of the engine 11. That is, in the engine 11, each stroke of suction, compression, expansion, and exhaust is repeatedly performed in each cylinder. Therefore, in the engine 11, the state of opening and closing of the intake and exhaust valves and the volume of the combustion chamber change in each stroke, and the engine rotation speed NE (specifically, the instantaneous rotation speed at a predetermined rotation angle interval) increases or decreases according to the change Do. Then, in response to the fluctuation of the engine rotational speed NE, pulsation of the starter drive current occurs.

  The fluctuation of the engine rotational speed NE will be described in more detail with reference to FIG. FIG. 3 shows the rotational fluctuation at a 180.degree. CA cycle. When the engine rotational speed NE changes during engine cranking, if the engine rotational speed NE decreases, the ring gear 16 is rotationally driven by the pinion gear 19 of the starter 12, and the engine rotational speed The NE and the starter rotational speed NS match. Further, when the engine rotational speed NE increases, the pinion gear 19 is in a state of idling, and the engine rotational speed NE increases relative to the starter rotational speed NS. That is, near the bottom of engine rotational speed NE, rotational force is applied to engine output shaft 15 by the rotation of starter 12, but when engine rotational speed NE increases, engine rotational speed NE temporarily exceeds starter rotational speed NS. Also, it is considered that the rotational force is not applied to the engine output shaft 15. In this case, pulsation occurs in the starter drive current according to the combustion cycle of the engine 11.

  In the present embodiment, noting that power transmission from the side of the starter 12 to the engine output shaft 15 occurs intermittently during the cranking period, the engine drive by the rotating electrical machine 13 is also performed when the engine is started by the starter 12. There is. In this case, the ECU 30 rotates the engine output shaft 15 by applying power from the rotating electrical machine 13 to the engine output shaft 15 in a period after the start of driving of the starter 12 and before start of self-sustaining rotation due to combustion of the engine 11. In order to assist, the command value of the output current output from the inverter 25 to the rotary electric machine 13 is set as the control command value. Then, based on the command value of the inverter output current, the inverter 25 performs current adjustment, and the rotation adjustment of the engine output shaft 15 is performed by the current adjustment.

  Further, particularly in the present embodiment, regarding the occurrence of the rotation fluctuation of the engine 11 as described above, the assist amount is larger in the period in which the engine rotation speed NE is higher than the starter rotation speed NS and in the other periods. Thus, the command value of the inverter output current is set in time series. In this case, as shown in FIG. 3, the inverter output current changes in accordance with the rotational fluctuation of the engine 11.

  FIG. 4 is a flowchart showing the procedure of the engine start process, and the process is repeatedly performed by the ECU 30 in a predetermined cycle.

  In FIG. 4, in step S11, it is determined whether cranking of the engine 11 is currently performed or not. If cranking is not being performed, the process proceeds to step S12. In step S12, it is determined whether or not there is an engine start request, and the process proceeds to the subsequent step S13 on the condition that there is a start request. In step S13, a start request torque of the engine 11 is calculated. At this time, the required starting torque may be calculated based on the engine temperature (or the water temperature or the oil temperature), the ambient temperature, and the atmospheric pressure. Specifically, for example, the start request torque is calculated based on the engine temperature using the relationship shown in FIG. Note that, in FIG. 5, the relationship in which the start request torque becomes large is set in consideration of friction increase in predetermined low temperature range and high temperature range. In addition, it is also possible to calculate the start request torque in consideration of information such as traveling history, road surface inclination angle, weather and the like.

  After that, in step S14, based on the start request torque of the engine 11, the command value of the inverter output current required for the rotational drive of the rotary electric machine 13 in performing the rotation assist of the engine output shaft 15 is calculated. At this time, a target value (target current value) of the current obtained by adding together the respective energizing currents to the starter 12 and the rotary electric machine 13 is calculated based on the start request torque, and the starter 12 and the rotary electric machine 13 are calculated based on the target values. Implement distribution of each current flow. Then, the command value of the inverter output current is calculated from the result of the distribution of each current flow.

  Specifically, for example, the target current value is calculated using the relationship shown in FIG. At this time, as the start request torque is larger, a larger value is calculated as the target current value. Then, while setting the energizing current of the starter 12 to a predetermined starter current value equal to or less than the current upper limit value of the starter 12, the command value of the inverter output current is set based on the result of subtracting the starter current value from the target current value. . That is, “command value of inverter output current = target current value−starter current value”. Thereby, it becomes possible to control collectively each current supply to starter 12 and rotating electrical machinery 13 according to each request. The starter current value may be determined based on motor specifications such as the rated output (kW), the rated torque (N · m), the rated current, and the maximum current of the starter 12.

  In FIG. 6, when the required start torque is less than “A”, the required start torque is generated only by driving the starter 12. Therefore, the command value of the inverter output current is set as zero. Further, when the required starting torque is "A" or more, the starter current value and the command value of the inverter output current are respectively set by distribution according to the magnitude of the required starting torque. However, the command value of the inverter output current may be set to a value of more than zero in the entire torque range.

  A plurality of current values may be defined as the starter current value, and the current values may be set variably. For example, the starter current value is set according to the use frequency (accumulated number or use interval) of the starter 12, and when the use frequency of the starter is large, the starter current value is set to a smaller value than when it is small.

  In the present embodiment, during cranking, the inverter output current is commanded in a time series so that the inverter output current is larger in a period in which the engine rotational speed NE is higher than the starter rotational speed NS and in other periods. It is supposed to set the value. In this case, the rotational fluctuation of the engine 11 during the cranking period is previously defined as a fluctuation profile in time series according to the crank angle position, and the command value of the inverter output current is set in time series according to the fluctuation profile Do.

  Supplementally, in the cranking period, the rotational fluctuation of the engine 11 occurs in accordance with the crank angle position of the engine 11 with reference to the predetermined reference rotational position. Therefore, it is possible to grasp in advance the period in which the engine rotation speed NE is higher than the starter rotation speed NS. That is, it is possible to grasp the fluctuation profile of the engine rotation fluctuation. In such a case, after the engine rotational position is determined after the start of cranking, it is preferable to set the command value of the inverter output current in time series in accordance with the fluctuation profile.

  In addition, it is also possible to set the command value of the inverter output current as a constant value regardless of the magnitude relationship between the engine rotation speed NE and the starter rotation speed NS.

  In step S15, energization of the starter 12 is started. Thereby, the cranking by the starter 12 is started. At this time, the driving of the rotating electrical machine 13 is not started.

  After the start of cranking, it is determined in step S16 whether or not the self-sustaining rotation of the engine 11 has started by whether or not the engine rotation speed NE has increased to a predetermined rotation speed. That is, it is determined whether the engine start has been completed. Then, when it is determined that the start has been completed, the present process ends.

  In addition, if the start is completed, the process proceeds to step S17, and it is determined whether a predetermined time has elapsed from the start of energization of the starter 12. This is processing to determine that the inrush current flows in the starter 12 after the start of driving of the starter 12. And if step S17 is YES, it will progress to step S18. In step S18, current adjustment is performed in the inverter 25 based on the command value of the inverter output current calculated in step S14. At this time, during cranking by the starter 12, a current flows from the battery 14 to the inverter 25 as indicated by "i1" in FIG. 1, and the rotary electric machine 13 is driven by power by the function of the inverter 25. As a result, power is applied from the rotating electrical machine 13 to the engine output shaft 15, and rotation assist of the engine output shaft 15 is performed.

  The determination process of steps S17 and S18 may be eliminated, and power running drive of the rotary electric machine 13 may be started by adjusting the current of the inverter 25 at the start of starter energization in step S15.

  FIG. 7 is a time chart showing a simulation result in the case where the rotation assist of the engine output shaft 15 in the present embodiment is performed at the time of engine start and a simulation result in the case where the rotation assistance is not performed. FIG. 7A exemplifies a case where the command value of the inverter output current is set as a constant value.

  Comparing the case where the rotation assist of the engine output shaft 15 is performed with the case where the rotation assist is not performed, the engine rotation speed NE becomes higher in the case of performing the assist, and it can be seen that improvement in engine startability can be expected . In addition, it can be seen that reduction of the starter current can be achieved by the load of power by the rotating electrical machine 13, and as a result, downsizing of the starter 12 can be achieved.

  According to the embodiment described above, the following excellent effects can be obtained.

  At the time of engine start, the command value (control command value) of the inverter output current for assisting the rotation of the engine output shaft 15 is set, and the rotation of the engine output shaft 15 is adjusted by the current adjustment of the inverter 25 based on the command value. It was configured to perform the assist. Therefore, even if there is a period in which the engine rotational speed NE temporarily becomes higher than the starter rotational speed NS in the cranking period, the rotational assist of the engine output shaft 15 continues the appropriate rotational force to the output shaft 15 It is possible to give Further, since the rotation assist of the engine output shaft 15 is implemented by adjusting the current of the inverter 25, appropriate control can be easily realized when additional torque is applied to the engine output shaft 15. As a result, reliable and early start of the engine 11 can be realized.

  In the period in which the engine rotation speed NE is higher than the starter rotation speed NS in the cranking period, the command value of the inverter output current is set such that the assist amount is larger than in the other periods. Therefore, an appropriate rotational force can be applied to the engine output shaft 15 while suppressing the excess or deficiency of the assist amount in the cranking period.

  The fluctuation profile of the engine rotation fluctuation is defined in advance, and the command value of the inverter output current is set in time series according to the fluctuation profile. Thereby, the desired rotation assist of the engine output shaft 15 can be implemented easily.

  Since the command value of the inverter output current is set based on the start request torque at each time, even if the start request torque changes according to the state of the engine 11 or the surrounding environment, the engine start is properly performed accordingly. Can.

  After the inrush current flows through the starter 12 after the start of driving of the starter 12, the rotation assist of the engine output shaft 15 is performed based on the command value of the inverter output current. In this case, the control of the rotation assist is implemented only in a period in which the pulsation of the starter current flows due to the engine rotation fluctuation. As a result, the engine startability can be improved while minimizing the energy consumption associated with the rotation assist by the rotary electric machine 13.

  At the time of engine start, power running drive of the rotary electric machine 13 is performed by current adjustment of the inverter 25, and rotation of the engine output shaft 15 is assisted by power running drive of the rotary electric machine 13. In this case, proper start of the engine can be realized while suppressing current supplied to the starter 12 to a low current. As a result, the current required for driving the starter can be reduced, and the starter 12 can be miniaturized.

  The target value of the current obtained by adding together the respective energizing currents to the starter 12 and the rotating electrical machine 13 is determined, and the respective energizing currents of the starter 12 and the rotating electrical machine 13 are distributed based on the target values, and the inverter output current The command value of this was set. In this case, it is possible to optimize the current necessary for starting the engine, while taking into consideration, for example, the current upper limit value and the drive capacity on the side of the starter 12 by collectively controlling the respective energizing currents to the starter 12 and the rotating electrical machine 13 it can.

  The starter 12 is configured not to be reversely driven by rotation on the engine 11 side, and even if the pinion gear 19 is rotated by the ring gear 16 in the state of NE> NS, motor reverse rotation and regeneration operation are performed. Absent. Therefore, the fluctuation of the system current is suppressed.

Second Embodiment
Next, the second embodiment will be described focusing on differences from the first embodiment. In the present embodiment, the rotation of the engine output shaft 15 is assisted by the supply of generated power from the rotating electrical machine 13 to the starter 12, and the inverter 25 supplies the starter 12 with a control command value at the time of the rotation assist. Set the command value of the supply current. Then, the rotation adjustment of the engine output shaft 15 is performed by the current adjustment of the inverter 25 based on the supply current command value.

  FIG. 8 is a flowchart showing the procedure of the engine start-up process in the present embodiment, and this process is performed by the ECU 30 in place of the process of FIG. Note that the processing in FIG. 8 and the processing in FIG. 4 have substantially the same contents, and the same processing will be assigned the same step numbers and the description will be omitted.

  In FIG. 8, the process of step S <b> 21 is performed as a difference from FIG. 4. That is, if cranking of the engine 11 is not in progress and an engine start command is issued (S11 is NO, S12 is YES), the engine output shaft 15 is obtained based on the start request torque of the engine 11 in step S21. The command value of the supply current from the inverter 25 to the starter 12 for performing the rotation assist of the above is calculated. The command value of the supply current of the starter corresponds to the control command value. For example, the command value of the starter supply current may be calculated using the relationship shown in FIG. At this time, as the start request torque is larger, a larger value is calculated as the command value of the starter supply current. Alternatively, the command value of the starter supply current may be calculated based on the battery charge state, and for example, when the battery voltage is low, a configuration is used to calculate a larger value as the command value of the starter supply current than when the battery voltage is high. May be.

  Also, in step S21, during cranking, the instruction of the starter supply current is made in time series so that the starter supply current becomes larger than the period other than the period during which the engine rotation speed NE is higher than the starter rotation speed NS. It is good to set the value.

  Thereafter, as described in FIG. 4, cranking by the starter 12 is started by starting energization of the starter 12, and when a predetermined time has elapsed from the start of energization of the starter 12, based on the command value of the starter supply current. Then, the current adjustment is performed in the inverter 25 (S17, S18). At this time, during cranking by the starter 12, a current flows from the inverter 25 to the starter 12 via the battery line as shown by "i2" in FIG. 1, and rotation assist of the engine output shaft 15 is performed. In addition to the current being directly supplied from the inverter 25 to the starter 12, the current may be temporarily supplied to the battery 14 to be supplied to the starter 12 via the battery 14. After that, when the engine rotational speed NE increases to a predetermined rotational speed, it is determined that the engine start is completed.

  In the second embodiment described above, at the time of engine startup, the rotary electric machine 13 is driven to generate power while adjusting the current of the inverter 25, and the generated electric power by the rotary electric machine 13 is supplied to the starter 12. The configuration is to assist rotation. In this case, it is possible to realize appropriate start of the engine while reducing the size of the starter 12 again.

(Other embodiments)
The above embodiment may be modified, for example, as follows.

  In the above embodiment, although the time-series control command value is set using the fluctuation profile of the rotation fluctuation at the time of engine start, this may be changed. For example, the ECU 30 may be configured to acquire the conduction current flowing through the starter 12 by detection or estimation, and set the control command value based on the conduction current. The starter current may be estimated using the battery voltage and the start request torque as parameters.

  In the above embodiment, the current adjusting device (inverter 25) is integrally provided to the rotating electric machine 13. However, the present invention is not limited to this. The current adjusting device may be provided separately from the rotating electric machine 13. . In addition, a current control device may be provided on the starter 12 side.

  The energization state of the starter 12 may be variable. In this case, the maximum value of the inrush current can be reduced, and the brush life of the starter 12 can be extended.

  11 ... engine 12 12 starter 13 rotary electric machine 15 engine output shaft 25 inverter (current regulator) 30 ECU (setting unit, control unit).

Claims (8)

A starter (12) for imparting initial rotation to an output shaft (15) of an engine (11), a rotating electrical machine (13) drivingly connected to the output shaft, and a current adjusting device for regulating current flowing through the rotating electrical machine (25) and applies to an engine starting system,
After the start of driving of the starter and before the start of self-sustaining rotation due to combustion of the engine, the output is achieved by applying power to the output shaft from the rotating electrical machine or by supplying generated electric power to the starter by the rotating electrical machine A setting unit configured to set a control command value at the time of assisting rotation of the axis;
A control unit that performs rotation assist of the output shaft by current adjustment of the current adjustment device based on the control command value set by the setting unit;
Equipped with
The setting unit is configured to set the control command value such that the assist amount is larger in a period in which the engine rotation speed is higher than the starter rotation speed due to the rotation fluctuation of the engine and in other periods. Control device. The rotation fluctuation is previously defined as a fluctuation profile in time series,
The engine start control device according to claim 1 , wherein the setting unit sets the control command value in time series based on the fluctuation profile. A torque request calculation unit configured to calculate a start request torque required for starting the engine;
The setting unit may start control device for an engine according to claim 1 or 2 to set the control command value based on the start request torque. Wherein, after the inrush current flows to the starter after the driving start of the starter, any of claims 1 to 3 to perform the rotation assist of the output shaft based on a control command value set by the setting unit An engine start control device according to any one of the preceding claims. The setting unit sets a command value of an output current output from the current adjustment device to the rotating electric machine as a control command value when assisting rotation of the output shaft by applying power from the rotating electric machine to the output shaft. Set,
The engine start control device according to any one of claims 1 to 4 , wherein the control unit performs rotation assist of the output shaft by current adjustment of the current adjustment device based on a command value of the output current. The setting unit obtains a target value of the current obtained by adding together the respective energizing currents to the starter and the rotating electrical machine, and distributes the energizing current of the starter and the rotating electrical machine based on the target value, The engine start control device according to claim 5 , wherein the command value of the output current is set from the result. The setting unit sets the energizing current of the starter to a predetermined starter current value not more than the current upper limit value of the starter, and instructs the output current based on a result of subtracting the starter current value from the target value. The engine start control device according to claim 6 , wherein the value is set. The setting unit sets a command value of a supply current supplied from the current adjusting device to the starter as a control command value when assisting rotation of the output shaft by supplying generated electric power from the rotating electrical machine to the starter. Set,
The engine start control device according to any one of claims 1 to 4 , wherein the control unit performs rotation assist of the output shaft by current adjustment of the current adjustment device based on a command value of the supplied current.

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