JP6579071B2 - Electronic control unit - Google Patents

Description

  The present invention relates to an electronic control unit that determines whether or not a clutch provided between an engine shaft that transmits power of an engine and a motor shaft that transmits power of a motor generator is engaged.

  Conventionally, there is a clutch control device disclosed in Patent Document 1 that determines whether or not a clutch is engaged.

  The clutch control device includes a first clutch plate and a second clutch plate including a first clutch plate to which driving force from the engine is input and a second clutch plate configured to synchronize with rotation of the electric motor. It is determined whether or not the clutch plate is engaged. And the clutch control device, on the condition that the rotational speed difference of each clutch plate after a predetermined estimated time has elapsed after the first clutch plate and the second clutch plate start moving, is less than or equal to a predetermined value. The clutch engagement completion is determined.

JP2013-123964A

  In a hybrid vehicle having an engine and a motor generator as power sources as described above, when the clutch is engaged and the transmission is set to the neutral gear, the torque generated by the motor generator is not transmitted to the wheels but only to the engine. For this reason, in a hybrid vehicle, it is conceivable to use this feature as engine starting means. As a result, the hybrid vehicle may be able to construct an inexpensive hybrid system that eliminates the starter motor.

  However, if the motor generator rotates when the clutch is not engaged, the load is light, and there is a possibility that the motor generator instantaneously reaches a high rotation and causes a problem. Therefore, as disclosed in Patent Document 1, it can be considered to determine whether or not the clutch is engaged.

  However, in Patent Document 1, since the clutch engagement completion is determined after a predetermined estimated time elapses, the motor generator reaches a high rotation speed until a predetermined estimated time elapses, thereby causing a problem. There is sex. Further, when the engine is started, the engine speed and the motor generator speed increase together with a certain range of rotational speed deviation when the clutch is engaged. For this reason, in Patent Document 1, in order to determine the completion of engagement of the clutch on the condition that the difference in rotational speed of each clutch plate is equal to or less than a predetermined value, the clutch is engaged regardless of whether the clutch is engaged. There is a possibility of misjudging that it does not match.

  The present disclosure has been made in view of the above problems, and an object of the present disclosure is to provide an electronic control device capable of suppressing erroneous determination of clutch engagement determination while suppressing malfunction of an electric motor.

In order to achieve the above object, the present disclosure
A clutch (40) provided between an internal combustion engine shaft (81) for transmitting the power of the internal combustion engine (20) in the vehicle and an electric motor shaft (82) for transmitting the power of the electric motor (30) in the vehicle is engaged. An electronic control device for determining whether or not
In a state where the internal combustion engine is not started, when the transmission (50) of the vehicle is in the neutral gear and the start of the internal combustion engine is instructed, the internal combustion engine is started when the internal combustion engine is started by the electric motor. A start determination unit (S20, S22) for determining;
When it is determined that the internal combustion engine is starting, a first rotational speed acquisition unit (S30) that acquires the rotational speed of the internal combustion engine;
If it is determined that the internal combustion engine is starting, a second rotational speed acquisition unit (S32) that acquires the rotational speed of the electric motor;
If it is determined that the internal combustion engine is starting, the upper limit value of the number of revolutions that the motor can take in the case of the obtained number of revolutions of the internal combustion engine in a state where the transmission is in neutral gear and the clutch is engaged, A determination value acquisition unit (S31) that acquires a determination value for determining the engagement of
The acquired motor speed is compared with the acquired judgment value.If the motor speed exceeds the judgment value, it is judged that the clutch is not engaged, and the motor speed exceeds the judgment value. If not, an engagement determination unit (S33, S34, S35) for determining that the clutch is engaged is provided.

  Thus, the present disclosure can determine whether or not the clutch is engaged if the rotation speed of the internal combustion engine, the rotation speed of the electric motor, and the determination value can be acquired. Therefore, the present disclosure does not need to wait for a predetermined estimated time or the like to elapse, and thus can quickly determine whether or not the clutch is engaged. That is, according to the present disclosure, it is possible to quickly determine that the electric motor reaches a high speed in a state where the transmission is neutral and the clutch is not engaged, and thus it is possible to suppress the occurrence of a malfunction in the electric motor.

  Further, the determination value is an upper limit value of the number of revolutions that the motor can take in the case of the acquired number of revolutions of the internal combustion engine in a state where the transmission is neutral and the clutch is engaged. And since this indication compares this determination value with the acquired rotation speed of the electric motor and determines whether the clutch is engaged, an erroneous determination can be suppressed.

  It should be noted that the reference numerals in parentheses described in the claims and in this section indicate the correspondence with the specific means described in the embodiments described later as one aspect, and the technical scope of the invention It is not limited.

It is a block diagram which shows schematic structure of the vehicle by which the electronic control apparatus in embodiment is mounted. It is a block diagram showing a schematic structure of an electronic control unit in an embodiment. It is a flowchart which shows the processing operation of the power management part in embodiment. It is a flowchart which shows the engine starting control of the power management part in embodiment. It is a flowchart which shows the cranking torque calculation process of the motive power management part in embodiment. It is a flowchart which shows the determination process of the clutch engagement determination part in embodiment. It is drawing which shows the relationship between the engine speed in embodiment, and the motor speed determined as clutch engagement. It is drawing which shows the relationship between the engine speed at the time of clutch engagement in embodiment, and a motor speed. It is drawing which shows the relationship between the engine speed at the time of clutch non-engagement in embodiment, and a motor speed. It is drawing which shows the torque characteristic at the time of cranking by the motor generator in embodiment. It is drawing which shows the torque characteristic of a starter motor. It is drawing which shows the judgment value map in embodiment.

  Hereinafter, embodiments for carrying out the invention will be described with reference to the drawings. In this embodiment, as shown in FIGS. 1 and 2, an electronic control device 10 mounted on a vehicle 100 is employed.

  A configuration of a vehicle 100 on which the electronic control device 10 is mounted will be described with reference to FIG. The vehicle 100 is a so-called hybrid vehicle in which an engine 20 that is an internal combustion engine and a motor generator (hereinafter referred to as a motor) 30 are mounted as power sources.

  In the vehicle 100, the power of the engine shaft 81, which is the output shaft of the engine 20, is transmitted to the transmission 50 via the motor 30, and the power of the output shaft of the transmission 50 is transmitted to the wheels 90 via the axle 84 or the like. The Further, the vehicle 100 transmits the power of the second motor shaft 83 that is the rotation shaft of the motor 30 between the engine 20 and the transmission 50 in the power transmission system that transmits the power of the engine 20 to the wheels 90. It is configured to be able to communicate with. The engine shaft 81 corresponds to an internal combustion engine shaft.

  Furthermore, a clutch 40 for interrupting power transmission is provided between the engine 20 and the motor 30. Specifically, the clutch 40 is provided between an engine shaft 81 that transmits power of the engine 20 and a first motor shaft 82 that transmits power of the motor 30. The clutch 40 includes two clutch plates that form a pair, and one clutch plate is synchronized with the rotation of the engine shaft 81, and the other clutch plate is synchronized with the rotation of the first motor shaft 82. Has been. The first motor shaft 82 corresponds to an electric motor shaft.

  The clutch 40 is, for example, a hydraulically driven hydraulic clutch. The clutch 40 is engaged or disengaged by two clutch plates according to the operation of the clutch pedal 41 by the driver. Therefore, it can be said that the clutch 40 can be engaged and disengaged.

  The vehicle 100 includes an inverter 31 that drives the motor 30 and a high-voltage battery 32 that is electrically connected to the inverter 31. The motor 30 exchanges power with the high voltage battery 32 via the inverter 31.

  The vehicle 100 is configured such that the traveling mode can be switched between, for example, the HV mode and the EV mode, depending on the driving state (charged state of the high voltage battery 32, required torque, etc.). The electronic control unit 10 to be described later performs switching of traveling modes and control of the engine 20 and the motor 30 in each mode, that is, traveling control. When the electronic control device 10 controls the engine 20 and the motor 30 in each mode, the electronic control device 10 uses a sensor signal or the like that is output from the accelerator pedal sensor 60 according to the operation of the accelerator pedal by the driver.

  The HV mode is a mode in which the clutch 40 is engaged and the vehicle travels with at least the power of the engine 20 of the engine 20 and the motor 30. That is, the HV mode is a mode in which the wheel 90 is driven only by the power of the engine 20 or the wheel 90 is driven by both the power of the engine 20 and the power of the motor 30. On the other hand, the EV mode is a mode in which the clutch 40 is released and the vehicle travels only with the power of the motor 30 of the engine 20 and the motor 30. That is, the EV mode is a mode in which the combustion of the engine 20 is stopped and the wheels 90 are driven by the power of the motor 30.

  Further, in the vehicle 100, the driver engages the clutch 40 with the clutch pedal 41 and sets the transmission 50 to the neutral gear with the shift lever 51, so that the torque generated by the motor 30 is not transmitted to the wheels 90, and only the engine 20. It is transmitted to. For this reason, in the vehicle 100, this feature is used as a starting means of the engine 20. That is, the vehicle 100 can start the engine 20 without using a starter motor. The electronic control unit 10 to be described later performs control of the motor 30 when starting the engine 20, that is, engine start control, in response to the operation of the engine start switch 70 by the driver.

  The motor 30 has a function as an electric motor and a function as a generator. The motor 30 functions as a starter motor that outputs torque as an electric motor, thereby outputting torque as a power source of the vehicle 100 and increasing the engine rotation speed when the engine 20 is started.

  The configuration of the electronic control device 10 will be described with reference to FIG. The electronic control device 10 includes hardware such as a CPU, a ROM, a RAM, and a bus line that connects them. The electronic control device 10 includes an engine control unit 11, a motor control unit 12, a clutch engagement determination unit 13, a power management unit 14, a storage unit 15 and the like as functional blocks.

  The engine control unit 11 is configured to be able to acquire sensor signals from engine system sensors such as an engine rotation sensor 20a, an air flow meter 20b, a throttle opening sensor 20c, and a water temperature sensor 20d. The engine control unit 11 controls driving of various actuators such as an injector 21, an igniter 22, and a throttle motor 23.

  The engine control unit 11 controls the drive of the engine 20 by controlling various actuators based on a sensor signal output from the engine system sensor, a signal indicating the engine required torque from the power management unit 14, and the like. For example, the engine control unit 11 calculates the number of revolutions of the engine 20 (engine revolution number) and drives and controls the engine 20.

  The engine rotation sensor 20a detects the rotation position and rotation speed of the engine shaft 81, and outputs a sensor signal indicating the detection result. The air flow meter 20b detects the intake air amount and outputs a sensor signal indicating the intake air amount. The throttle opening sensor 20c detects the throttle opening of the throttle valve and outputs a sensor signal indicating the throttle opening. The water temperature sensor 20d detects the coolant temperature of the engine 20 and outputs a sensor signal indicating the coolant temperature.

  Further, the engine control unit 11 controls the fuel injection amount by controlling the opening and closing of the injector 21. The engine control unit 11 controls ignition timing by controlling driving of the igniter 22. The engine control unit 11 controls the intake air amount by controlling the throttle valve to open and close by the throttle motor 23.

  The motor control unit 12 is configured to be able to acquire sensor signals from motor system sensors such as a motor voltage sensor 30a, a motor current sensor 30b, a motor rotation sensor 30c, and a high voltage battery voltage sensor 32a. Further, the motor voltage sensor 30a controls the driving of the motor 30 based on a sensor signal output from the motor system sensor, a signal indicating a motor required torque from the power management unit 14, and the like. For example, the motor control unit 12 calculates the number of rotations of the motor 30 (motor rotation number), and drives and controls the motor 30.

  The motor voltage sensor 30a detects the drive voltage of the motor 30 and outputs a sensor signal indicating the drive voltage. The motor current sensor 30b detects a motor current flowing through the motor 30, and outputs a sensor signal indicating the detected motor current. The motor rotation sensor 30c detects the rotor rotation angle of the motor 30, and outputs a sensor signal indicating the detected rotor rotation angle. The high voltage battery voltage sensor 32a is provided between the positive and negative terminals of the high voltage battery 32, detects the battery voltage of the high voltage battery 32, and outputs a sensor signal indicating the detected battery voltage.

  The clutch engagement determination unit 13 can acquire the engine rotation number calculated by the engine control unit 11 and the motor rotation number calculated by the motor control unit 12 and can refer to the storage contents of the storage unit 15. It is configured. The clutch engagement determination unit 13 generates a clutch from the engine rotation number calculated by the engine control unit 11, the motor rotation number calculated by the motor control unit 12, and the engagement determination map stored in the storage unit 15. It is determined whether or not 40 is engaged (clutch engagement determination).

  In this way, it is determined whether or not the clutch 40 is engaged in order to prevent the motor 30 from over-rotating when the engine 20 is started by the motor 30. In the vehicle 100, when the engine 20 is started with the clutch 40 engaged, there is a certain difference between the engine speed and the motor speed. For this reason, the clutch engagement determination unit 13 sets an upper limit value of the motor rotation speed with respect to the engine rotation speed, and determines (estimates) that the clutch 40 is engaged when the motor rotation speed is equal to or lower than the upper limit value. . This upper limit value can be referred to as a clutch engagement determination value.

  The power management unit 14 is configured to be able to refer to the determination result of the clutch engagement determination unit 13, that is, whether the clutch 40 is in an engaged state or a non-engaged state. The power management unit 14 is configured to be able to acquire a sensor signal from the accelerator pedal sensor 60 and a signal from the engine start switch 70 in addition to the sensor signal from the motor system sensor. Further, the power management unit 14 is configured to be able to determine whether or not the transmission 50 is a neutral gear based on the operation position of the shift lever 51 and the like.

  The accelerator pedal sensor 60 detects the accelerator opening of the accelerator pedal operated by the driver, and outputs a signal indicating the detected accelerator opening. The engine start switch 70 is operated by the driver to output a start signal indicating the start of the engine 20. For example, when the engine start switch 70 is operated and turned on by the driver, the engine start switch 70 outputs a start signal indicating the start of the engine 20.

  The processing operation of the power management unit 14 will be described later with reference to FIGS. 3, 4, and 5.

  The storage unit 15 temporarily stores the engine speed ne (rpm) calculated by the engine control unit 11, the motor rotation number snr (rpm) calculated by the motor control unit 12, and the clutch engagement determination value rmax (rpm). The In addition, the storage unit 15 stores an upper limit value of the engine speed at which the clutch engagement determination is performed or an engine start determination speed (rpm) that is an upper limit value of the engine speed at which the engine start control is performed. . Further, the storage unit 15 stores a cranking torque calculation map, an engagement determination map, and the like which will be described later. For example, 2500 to 3000 rpm can be adopted as the engine start determination rotational speed.

  Note that ne, snr, and rmax are variables, and are stored in the RAM of the storage unit 15, for example. On the other hand, the engine start determination rotational speed, the cranking torque calculation map, and the engagement determination map are stored in the ROM of the storage unit 15, for example. The engine start determination rotational speed is a constant, and is preset and stored in the ROM. Further, the cranking torque calculation map and the engagement determination map are created in advance and stored in the ROM.

  In the cranking torque calculation map, as shown in FIG. 10, the engine speed and the cranking torque are associated with each other. The power management unit 14 acquires the engine speed calculated by the engine control unit 11 and outputs cranking torque (Nm) corresponding to the engine speed based on the cranking torque calculation map. That is, the power management unit 14 acquires the cranking torque in this way. The cranking torque is torque that is output to the motor 30 in order to start the engine 20. The cranking torque can be said to be the torque of the motor 30 necessary for starting the engine 20.

  As shown in FIGS. 7 and 12, the engagement determination map associates the engine rotation speed with a clutch engagement determination value that is an upper limit value of the motor rotation speed at which the clutch 40 is determined to be engaged. In other words, the engagement determination map associates each engine speed of the engine 20 and the clutch engagement determination value for each engine speed when the transmission 50 is in the neutral gear and the clutch 40 is engaged. ing. The clutch engagement determination value is an upper limit value of the motor speed that the motor 30 can take at each engine speed when the transmission 50 is in the neutral gear and the clutch 40 is engaged.

  The clutch engagement determination unit 13 acquires the engine speed calculated by the engine control unit 11, and acquires a clutch engagement determination value corresponding to the engine speed based on the engagement determination map. It can be said that the engagement determination map is a map for calculating the clutch engagement determination value. Then, the clutch engagement determination unit 13 determines that the clutch 40 is in the engaged state when the motor rotation speed is within the range indicated by hatching in FIG. 7, and the clutch 40 is not engaged when it is out of the range. It is determined that it is in a state.

  7 and 12, the clutch engagement determination value is simply described as a determination value. The engagement determination map corresponds to the map in the claims. The clutch engagement determination value corresponds to the upper limit value in the claims. A one-dot chain line in FIG. 7 indicates a straight line when the clutch engagement determination value is equal to the engine speed.

  As shown in FIG. 9, when the motor 30 is rotated while the transmission 50 is in the neutral gear and the clutch 40 is not engaged, only the motor rotational speed increases without increasing the engine rotational speed. Go. For this reason, the difference S1 between the engine speed and the motor speed corresponds to the motor speed.

  On the other hand, as shown in FIG. 8, when the motor 30 is rotated while the transmission 50 is in the neutral gear and the clutch 40 is engaged, the motor speed and the engine speed are different from each other within a certain range. It rises with S2. Naturally, the relationship between the divergence S1 and the divergence S2 is divergence S1> deviation S2.

  The divergence S2 is considered to be caused by the elasticity of the components related to the start of the engine 20, the motor 30, and the engine 20, the play of mechanical parts, the slip of the clutch plate, and the like. According to this characteristic, when the engine 20 is started, it can be determined that the clutch 40 is engaged even if there is a certain degree of difference between the engine speed and the motor speed.

  For this reason, in the present embodiment, as the clutch engagement determination value, the upper limit value of the motor rotation speed that the motor 30 can take at each engine rotation speed when the transmission 50 is in the neutral gear and the clutch 40 is engaged. Is adopted. Thereby, the electronic control unit 10 can suppress erroneous determination that the clutch 40 is in the disengaged state even though the clutch 40 is in the engaged state. Further, the electronic control unit 10 determines that the clutch 40 is in an engaged state when the motor speed and the engine speed match, and the clutch 40 is not engaged when the motor speed and the engine speed do not match. Misjudgment can be suppressed as compared with the case where the engagement state is determined.

  Further, as shown in FIG. 8, when the engine 20 is started by the motor 30, the motor speed tends to be higher than the engine speed. In particular, such a situation is likely to occur in a predetermined period after the start of the engine 20 is started. Therefore, in this embodiment, as shown in FIGS. 7 and 12, a value that is equal to or higher than the engine speed when the transmission 50 is in the neutral gear and the clutch 40 is in the engaged state is adopted as the clutch engagement determination value. Yes. Thereby, the electronic control unit 10 can further suppress erroneous determination that the clutch 40 is in the disengaged state even though the clutch 40 is in the engaged state.

  Further, in the present embodiment, as shown in FIG. 7, the difference between the clutch engagement determination value and the engine rotation speed corresponding to the clutch engagement determination value is high as the clutch engagement determination value. An example is adopted in which the value when the value is lower than the value is larger. That is, the clutch engagement determination value employs a value that increases with the engine speed as the engine speed decreases. Thereby, the electronic control unit 10 can further suppress erroneous determination that the clutch 40 is in the disengaged state even though the clutch 40 is in the engaged state.

  Further, as shown in FIG. 8, when the engine 20 is started by the motor 30, the engine speed increases as the motor speed increases. Therefore, in the present embodiment, as shown in FIGS. 7 and 12, a value that gradually increases as the engine speed increases is adopted as the clutch engagement determination value. Accordingly, the clutch engagement determination value is preferably a value corresponding to the actual operation of the engine 20 and the motor 30.

  However, the clutch engagement determination value of the present invention is not limited to this. If the clutch engagement determination value is the upper limit value of the motor speed that the motor 30 can take in the case of the acquired engine speed when the transmission 50 is in the neutral gear and the clutch 40 is engaged, the motor It is possible to suppress erroneous determination of the engagement determination of the clutch 40 while suppressing 30 problems.

  Here, the processing operation of the electronic control apparatus 10 will be described with reference to FIGS.

  The power management part 14 performs the process shown with the flowchart of FIG. 3 for every predetermined time. In step S10, it is determined whether or not the engine has been started. More specifically, the power management unit 14 determines whether the engine 20 is after the engine starting in a state where the engine 20 is rotating by itself or before the engine starting where the engine 20 is not rotating by itself. . Therefore, it can be said that the engine 20 is not started before the engine is started.

  The power management unit 14 determines whether or not the engine has been started based on the engine speed and the engine start determination speed calculated by the engine control unit 11. If the current engine speed has reached the engine start determination speed, the power management unit 14 determines that the engine has not been started yet, that is, has been after the engine has started, and proceeds to step S11. On the other hand, if the current engine speed has not reached the engine start determination speed, the power management unit 14 determines that the engine has not been started and proceeds to step S12.

  In step S11, travel control is performed. In step S12, engine start control is performed.

  Next, engine start control will be described with reference to FIG. The power management unit 14 executes processing shown in the flowchart of FIG. 4 at predetermined time intervals as engine start control.

  In step S20, it is determined whether or not the transmission 50 is a neutral gear (start determination unit). The power management unit 14 performs this determination in order to determine whether or not it is an engine start time for starting the engine 20 by the motor 30. The power management unit 14 determines whether or not the transmission 50 is neutral. If it is determined that the transmission 50 is neutral, the power management unit 14 proceeds to step S22. If it is not determined to be neutral, the power management unit 14 proceeds to step S21.

  In step S22, it is determined whether or not the engine start switch is on (start determination unit). The power management unit 14 performs this determination in order to determine whether or not it is an engine start time for starting the engine 20 by the motor 30. When it is determined that the engine start switch 70 is on, the power management unit 14 regards that a start signal indicating the start of the engine 20 has been output, and proceeds to step S23. In other words, when the power management unit 14 determines that the engine start switch 70 is on, the power management unit 14 regards that the engine 20 has been instructed to start, and proceeds to step S23. If the power management unit 14 does not determine that the engine start switch 70 is on, the power management unit 14 regards that the start signal indicating the start of the engine 20 is not output, and proceeds to step S21.

  Thus, the power management unit 14 starts the engine 20 by the motor 30 when the transmission 50 is in the neutral gear and the start of the engine 20 is instructed in a state where the engine 20 is not started. It is determined that the engine is starting.

  In step S23, it is determined whether or not the clutch engagement determination is OK. The power management unit 14 refers to a determination result by the clutch engagement determination unit 13 described later, and determines whether or not the clutch engagement determination is OK. When determining that the clutch engagement determination is OK, the power management unit 14 proceeds to step S24. When determining that the clutch engagement determination is not OK, the power management unit 14 proceeds to step S21.

  Note that the clutch engagement determination is OK indicates that the clutch 40 is engaged. On the other hand, if the clutch engagement determination is not OK, it indicates that the clutch 40 is not engaged.

  In step S24, cranking torque is calculated (torque command unit). When calculating the cranking torque, the power management unit 14 executes processing shown in the flowchart of FIG.

  In step S241, the variable ne ← engine speed is set. That is, the power management unit 14 acquires the current engine speed. In step S242, cranking torque is calculated from the cranking torque calculation map. The power management unit 14 acquires the cranking torque corresponding to the acquired engine speed from the engine speed acquired in step S241 and the cranking torque calculation map shown in FIG. In addition, the power management part 14 will progress to step S25 of FIG. 4, if the process of step S242 is complete | finished.

  In step S25, motor required torque ← cranking torque is set (torque command section). The power management unit 14 sets the cranking torque acquired in step S241 as the motor required torque. That is, when it is determined that the clutch 40 is engaged, the power management unit 14 instructs the motor 30 to generate cranking torque to crank the engine 20.

  In addition, when the power management unit 14 instructs the motor 30 to generate cranking torque, it is preferable to continue the command until the engine speed reaches a speed at which the engine 20 can be considered to have started. For example, as shown in FIG. 10, the power management unit 14 continues the command until the engine speed reaches the engine start determination speed. On the other hand, FIG. 11 is a diagram showing torque characteristics of the starter motor when the engine is started by the starter motor. The starter motor here is a dedicated motor for starting the engine, unlike the motor 30 of the present embodiment.

  By the way, when the engine 20 is started by the motor 30, the motor rotational speed is likely to be higher than the engine rotational speed. However, as shown by the deviation S3 in FIG. It is also possible for the engine speed to increase. In this way, if the engine speed is instantaneously high, the engine 20 may be rotating by itself, so that a sufficient engine speed may not be obtained. Therefore, in this embodiment, the cranking torque is output from the motor 30 up to the engine speed that can be determined after the engine is started, and the cranking torque is output to a higher rotation range than the torque characteristic of the starter motor. Yes. As a result, the electronic control unit 10 can rotate sufficiently because the engine 20 is rotating by itself.

  Here, in order to suppress fluctuations in the engine speed, such as when the engine speed instantaneously becomes high, make the engine speed, use the moving average value, and the average value with the motor speed It is conceivable to adopt a method such as using. However, in that case, there is a concern that the calculation load of the electronic control device 10 increases. Further, the same method can be used when the cranking torque is calculated using not the engine speed but the motor speed.

  In step S21, the motor required torque is set to 0 Nm (torque command unit). That is, the power management unit 14 instructs the motor 30 not to generate torque. The power management unit 14 instructs the motor 30 not to generate torque because the cranking is not necessary when the transmission 50 is not in the neutral gear or when the engine start switch 70 is not on.

  Further, the power management unit 14 does not generate torque for the motor 30 in order to prevent the motor 30 from rotating when the transmission 50 is in the neutral gear and the clutch 40 is not engaged. To command. That is, the power management unit 14 is to prevent the motor 30 from reaching a high rotation and causing a problem in the motor 30.

  Here, the clutch engagement determination process will be described with reference to FIG. When it is determined that the engine is being started, the clutch engagement determination unit 13 executes the process shown in the flowchart of FIG. 6 at predetermined time intervals. The clutch engagement determination unit 13 executes clutch engagement determination when the engine speed has not reached the engine start determination speed, and when the engine speed has reached the engine start determination speed, the clutch engagement determination unit 13 performs clutch engagement determination. The judgment may not be executed.

  In step S30, the variable ne ← engine speed is set (first speed acquisition unit). The clutch engagement determination unit 13 acquires the engine speed in order to acquire the clutch engagement determination value rmax. In other words, the clutch engagement determination unit 13 employs the current engine speed calculated by the engine control unit 11 as the value of the variable ne.

  In step S31, rmax is calculated from the engagement determination map (determination value acquisition unit). The clutch engagement determination unit 13 acquires a clutch engagement determination value rmax from the engine speed acquired in step S30 and the engagement determination map in order to determine whether or not the clutch 40 is engaged. That is, the clutch engagement determination unit 13 acquires the upper limit value associated with the acquired engine speed as the clutch engagement determination value rmax from the acquired engine speed and the engagement determination map.

  In addition, this invention is not limited to this, By calculating the upper limit of the motor rotation speed which the motor 30 can take for every engine rotation speed in the state in which the clutch 40 is engaged by a calculation formula, The clutch engagement determination value rmax may be acquired.

  In step S32, the variable snr ← the motor rotational speed is set (second rotational speed acquisition unit). The clutch engagement determination unit 13 acquires the motor rotation number in order to determine whether or not the clutch 40 is engaged. In other words, the clutch engagement determination unit 13 employs the current motor rotation number calculated by the motor control unit 12 as the value of the variable snr.

  In step S33, it is determined whether or not variable rmax> variable snr (engagement determination unit). The clutch engagement determination unit 13 compares the clutch engagement determination value rmax acquired in step S31 with the motor rotation number snr acquired in step S32, and the motor rotation number snr reaches the clutch engagement determination value rmax. It is determined whether or not. If the clutch engagement determination unit 13 does not determine that rmax> snr, the process proceeds to step S34. If it is determined that rmax> snr, the process proceeds to step S35.

  In step S34, clutch engagement determination ← OK (engagement determination unit). The clutch engagement determination unit 13 determines that the clutch is engaged when the motor rotation speed snr does not exceed the clutch engagement determination value rmax.

  In step S35, clutch engagement determination ← NG is set (engagement determination unit). The clutch engagement determination unit 13 determines that the clutch is not engaged when the motor rotation speed snr exceeds the clutch engagement determination value rmax.

  As described above, the electronic control unit 10 can determine whether or not the clutch 40 is engaged if the engine speed, the motor speed, and the clutch engagement determination value can be acquired. Therefore, the electronic control unit 10 does not need to wait for a predetermined estimated time to elapse, so that it can quickly determine whether or not the clutch 40 is engaged. That is, the electronic control unit 10 can quickly determine that the motor 30 reaches a high rotation speed when the transmission 50 is neutral and the clutch 40 is not engaged. Can be suppressed.

  The clutch engagement determination value is an upper limit value of the motor rotation speed that the motor 30 can take in the case of the acquired engine rotation speed in a state where the transmission 50 is neutral and the clutch 40 is engaged. And since the electronic control apparatus 10 compares this clutch engagement determination value with the acquired motor rotation speed and determines whether the clutch 40 is engaged, it can suppress an erroneous determination.

  The preferred embodiments of the present invention have been described above. However, the present invention is not limited to the above embodiment, and various modifications can be made without departing from the spirit of the present invention.

  DESCRIPTION OF SYMBOLS 10 ... Electronic control apparatus, 11 ... Engine control part, 12 ... Motor control part, 13 ... Clutch engagement determination part, 14 ... Power management part, 15 ... Memory | storage part, 20 ... Engine, 30 ... Motor generator, 31 ... Inverter, 32 ... High-voltage battery, 40 ... Clutch, 41 ... Clutch pedal, 50 ... Transmission, 51 ... Shift lever, 60 ... Accelerator pedal sensor, 70 ... Engine start switch, 81 ... Engine shaft, 82 ... First motor shaft, 83 ... Second motor shaft, 84 ... axle, 90 ... drive wheel, 100 ... vehicle

Claims (7)

A clutch (40) is provided between an internal combustion engine shaft (81) that transmits power of the internal combustion engine (20) in the vehicle and an electric motor shaft (82) that transmits power of the electric motor (30) in the vehicle. An electronic control device for determining whether or not
An internal combustion engine that starts the internal combustion engine with the electric motor when the transmission (50) of the vehicle is in a neutral gear and the start of the internal combustion engine is instructed in a state where the internal combustion engine is not started. A start determination unit (S20, S22) that determines that it is a start time;
A first rotational speed acquisition unit (S30) for acquiring the rotational speed of the internal combustion engine when it is determined that the internal combustion engine is started;
A second rotational speed acquisition unit (S32) that acquires the rotational speed of the electric motor when it is determined that the internal combustion engine is started;
When it is determined that the internal combustion engine is in a starting state, when the transmission is in a neutral gear and the clutch is engaged, the number of revolutions that the electric motor can take is obtained in the case of the obtained revolution number of the internal combustion engine. A determination value acquisition unit (S31) for acquiring an upper limit value as a determination value for determining engagement of the clutch;
The acquired rotation speed of the motor is compared with the acquired determination value, and if the rotation speed of the motor exceeds the determination value, it is determined that the clutch is not engaged, and the rotation of the motor An electronic control device comprising an engagement determination unit (S33, S34, S35) that determines that the clutch is engaged when the number does not exceed the determination value.   If it is determined that the engagement determination unit is engaged, the internal combustion engine is cranked by instructing the motor to generate cranking torque, and the engagement determination unit is not engaged. The electronic control device according to claim 1, further comprising a torque command section (S21, S24, S25) that commands the electric motor not to generate torque when it is determined.   The torque command unit, when instructing the motor to generate cranking torque, continues the command until the rotational speed of the internal combustion engine becomes a rotational speed at which the internal combustion engine can be considered to have started. 2. The electronic control device according to 2.   4. The electronic control device according to claim 1, wherein the upper limit value is a value equal to or higher than a rotational speed of the internal combustion engine in a state where the transmission is neutral and the clutch is engaged. 5.   The electronic control device according to claim 4, wherein the upper limit value is a value that gradually increases as the rotational speed of the internal combustion engine increases.   The difference between the upper limit value and the rotational speed of the internal combustion engine corresponding to the upper limit value is larger in a value when the rotational speed of the internal combustion engine is lower than a value when the rotational speed of the internal combustion engine is high. Electronic control device. Each rotational speed of the internal combustion engine in a state where the transmission is neutral and the clutch is engaged is associated with the upper limit value of the rotational speed that the electric motor can take for each rotational speed of the internal combustion engine. With a map,
The determination value acquisition unit acquires the upper limit value associated with the acquired rotation speed of the internal combustion engine as the determination value from the acquired rotation speed of the internal combustion engine and the map. An electronic control device according to claim 1.

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