JP7110718B2 - Start control device for internal combustion engine - Google Patents

Start control device for internal combustion engine Download PDF

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Publication number
JP7110718B2
JP7110718B2 JP2018095084A JP2018095084A JP7110718B2 JP 7110718 B2 JP7110718 B2 JP 7110718B2 JP 2018095084 A JP2018095084 A JP 2018095084A JP 2018095084 A JP2018095084 A JP 2018095084A JP 7110718 B2 JP7110718 B2 JP 7110718B2
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Prior art keywords
torque
power
battery
internal combustion
engine
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JP2018095084A
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JP2019199186A (en
Inventor
義将 森
亮 津島
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Suzuki Motor Co Ltd
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Suzuki Motor Co Ltd
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Priority to JP2018095084A priority Critical patent/JP7110718B2/en
Priority to DE102019206164.8A priority patent/DE102019206164A1/en
Publication of JP2019199186A publication Critical patent/JP2019199186A/en
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • 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
    • B60K6/20—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
    • B60K6/22—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
    • 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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    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • 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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B60W10/11—Stepped gearings
    • 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
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/11—Controlling the power contribution of each of the prime movers to meet required power demand using model predictive control [MPC] strategies, i.e. control methods based on models predicting performance
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60W30/18—Propelling the vehicle
    • B60W30/19—Improvement of gear change, e.g. by synchronisation or smoothing gear shift
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D29/00—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/08—Electric propulsion units
    • B60W2710/083—Torque
    • 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
    • F02N11/0814—Circuits or control means specially adapted for starting of engines comprising means for controlling automatic idle-start-stop
    • F02N11/0818—Conditions for starting or stopping the engine or for deactivating the idle-start-stop mode
    • F02N11/0822—Conditions for starting or stopping the engine or for deactivating the idle-start-stop mode related to action of the driver
    • 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
    • F02N2200/00—Parameters used for control of starting apparatus
    • F02N2200/10—Parameters used for control of starting apparatus said parameters being related to driver demands or status
    • F02N2200/101—Accelerator pedal position
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
    • Y02T10/84—Data processing systems or methods, management, administration

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Automation & Control Theory (AREA)
  • General Engineering & Computer Science (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)

Description

本発明は、内燃機関の始動制御装置に関する。 The present invention relates to a start control device for an internal combustion engine.

特許文献１には、アクセル開度、車両速度、バッテリＳＯＣ（State of Charge）に基づいて設定される目標トルクが、メインモータの最大トルクから所定値低いマージントルクを超えた場合にエンジンの再始動を開始し、目標トルクがマージントルクを下回った場合にエンジンを停止させてメインモータのみにより走行する制御が開示されている。 In Patent Document 1, when a target torque set based on accelerator opening, vehicle speed, and battery SOC (State of Charge) exceeds a margin torque that is lower than the maximum torque of a main motor by a predetermined value, the engine is restarted. is started, and when the target torque falls below the margin torque, the engine is stopped and the vehicle is driven only by the main motor.

特許第５１３４６３２号公報Japanese Patent No. 5134632

しかしながら、特許文献１に記載のものにあっては、バッテリの放電可能最大電力に応じてメインモータの最大トルクが定まるため、バッテリの放電可能最大電力が低下するとメインモータの最大トルクが低下する。一方で、マージントルクは、メインモータの最大トルクに対して所定のマージンを考慮して低く設定されている。 However, in the apparatus disclosed in Patent Document 1, the maximum torque of the main motor is determined according to the maximum dischargeable power of the battery, so when the maximum dischargeable power of the battery decreases, the maximum torque of the main motor decreases. On the other hand, the margin torque is set low in consideration of a predetermined margin with respect to the maximum torque of the main motor.

バッテリの放電可能最大電力が低くなるとマージントルクに基づくエンジン始動判定値も相対的に低くなるため、エンジンを停止してメインモータのみにより走行可能な領域も狭くなってしまう。 When the maximum dischargeable electric power of the battery becomes low, the engine start determination value based on the margin torque becomes relatively low, so the range in which the engine can be stopped and the vehicle can run only by the main motor becomes narrower.

対策として、メインモータの最大トルクに対するマージンを一律小さく設定することが考えられるが、メインモータの最大トルクが高い（バッテリの放電可能最大電力に余裕がある）場合は、メインモータの定格出力を超えて駆動させてしまう可能性があった。 As a countermeasure, it is conceivable to uniformly set a small margin for the maximum torque of the main motor. There was a possibility that it would be driven by

そこで、本発明は、電動機の定格出力を超えることなく電動機のみにより車両を走行させる領域を確保して燃費を向上させることができる内燃機関の始動制御装置を提供することを目的としている。 SUMMARY OF THE INVENTION Accordingly, it is an object of the present invention to provide a start control apparatus for an internal combustion engine that can improve fuel efficiency by securing a region in which the vehicle can be driven only by the electric motor without exceeding the rated output of the electric motor.

上記課題を解決するため本発明は、内燃機関または電動機の出力トルクを車両走行時の動力源とする車両に搭載され、車両速度とアクセル開度に基づいて設定される要求トルクが前記内燃機関を再始動させるための再始動閾値を超えた場合に前記内燃機関を再始動させる制御部を備え、前記制御部は、前記電動機のみで走行する際にバッテリの放電可能最大電力が所定電力未満のときには、前記電動機が出力可能な最大トルクから所定のマージンを減算したマージントルクを前記再始動閾値として設定し、前記バッテリの放電可能最大電力が所定電力以上のときには、前記電動機の定格トルクを前記再始動閾値として設定するものである。

In order to solve the above problems, the present invention is mounted on a vehicle using the output torque of an internal combustion engine or an electric motor as a power source during vehicle running, and the required torque set based on the vehicle speed and the accelerator opening is the internal combustion engine. A controller for restarting the internal combustion engine when a restart threshold value for restarting the engine is exceeded, the controller for restarting the internal combustion engine when the maximum electric power that can be discharged from the battery is less than a predetermined electric power when running only with the electric motor. setting a margin torque obtained by subtracting a predetermined margin from the maximum torque that can be output by the electric motor as the restart threshold; It is set as a threshold.

このように、本発明によれば、本発明は、電動機の定格出力を超えることなく電動機のみにより車両を走行させる領域を確保して燃費を向上させることができる。 Thus, according to the present invention, the fuel efficiency can be improved by securing a region where the vehicle can be driven only by the electric motor without exceeding the rated output of the electric motor.

図１は、本発明の一実施例に係る内燃機関の始動制御装置のブロック図である。FIG. 1 is a block diagram of an internal combustion engine starting control system according to an embodiment of the present invention. 図２は、本発明の一実施例に係る内燃機関の始動制御装置の再始動閾値の変化を示す図である。FIG. 2 is a diagram showing changes in the restart threshold value of the internal combustion engine start control device according to the embodiment of the present invention. 図３は、本発明の一実施例に係る内燃機関の始動制御装置のエンジン再始動制御処理の手順を示すフローチャートである。FIG. 3 is a flow chart showing a procedure of engine restart control processing of the internal combustion engine start control device according to the embodiment of the present invention.

本発明の一実施の形態に係る内燃機関の始動制御装置は、内燃機関または電動機の出力トルクを車両走行時の動力源とする車両に搭載され、車両速度とアクセル開度に基づいて設定される要求トルクが内燃機関を再始動させるための再始動閾値を超えた場合に内燃機関を再始動させる制御部を備え、制御部は、バッテリの放電可能最大電力が所定電力未満のときには、電動機が出力可能な最大トルクから所定のマージンを減算したマージントルクを再始動閾値として設定し、バッテリの放電可能最大電力が所定電力以上のときには、電動機の定格トルクを再始動閾値として設定するよう構成されている。 A start control device for an internal combustion engine according to an embodiment of the present invention is mounted on a vehicle using output torque of an internal combustion engine or an electric motor as a power source during vehicle travel, and is set based on vehicle speed and accelerator opening. a control unit for restarting the internal combustion engine when the required torque exceeds a restart threshold value for restarting the internal combustion engine, the control unit configured to restart the electric motor when the maximum dischargeable electric power of the battery is less than a predetermined electric power; A margin torque obtained by subtracting a predetermined margin from the maximum possible torque is set as the restart threshold, and when the maximum power that can be discharged from the battery is equal to or higher than the predetermined power, the rated torque of the electric motor is set as the restart threshold. .

これにより、本発明の一実施の形態に係る内燃機関の始動制御装置は、電動機の定格出力を超えることなく電動機のみにより車両を走行させる領域を確保して燃費を向上させることができる。 As a result, the start control apparatus for an internal combustion engine according to the embodiment of the present invention can improve fuel efficiency by securing a region where the vehicle can be driven only by the electric motor without exceeding the rated output of the electric motor.

以下、図面を参照して、本発明の実施例に係る内燃機関の始動制御装置について詳細に説明する。 DETAILED DESCRIPTION OF THE INVENTION A start control apparatus for an internal combustion engine according to an embodiment of the present invention will now be described in detail with reference to the drawings.

図１において、本発明の一実施例に係る内燃機関の始動制御装置を搭載した車両１は、内燃機関としてのエンジン２と、変速機３と、モータ４と、インバータ５と、バッテリ６と、エンジン２を制御するＥＣＭ（Engine Control Module）７と、変速機３を制御するＴＣＭ（Transmission Control Module）８と、車両１を総合的に制御する制御部９とを含んで構成される。 In FIG. 1, a vehicle 1 equipped with an internal combustion engine start control apparatus according to an embodiment of the present invention includes an engine 2 as an internal combustion engine, a transmission 3, a motor 4, an inverter 5, a battery 6, It includes an ECM (Engine Control Module) 7 that controls the engine 2 , a TCM (Transmission Control Module) 8 that controls the transmission 3 , and a control section 9 that comprehensively controls the vehicle 1 .

エンジン２には、複数の気筒が形成されている。本実施例において、エンジン２は、各気筒に対して、吸気行程、圧縮行程、膨張行程および排気行程からなる一連の４行程を行なうように構成されている。 A plurality of cylinders are formed in the engine 2 . In this embodiment, the engine 2 is constructed so that each cylinder performs a series of four strokes consisting of an intake stroke, a compression stroke, an expansion stroke and an exhaust stroke.

エンジン２には、スタータ２１が連結されている。スタータ２１は、ベルト２２を介してエンジン２のクランクシャフトに連結されている。スタータ２１は、電力が供給されることにより回転することでクランクシャフトを回転させて、エンジン２に始動時の回転力を与える。 A starter 21 is connected to the engine 2 . Starter 21 is connected to the crankshaft of engine 2 via belt 22 . The starter 21 rotates when supplied with electric power, thereby rotating the crankshaft and giving the engine 2 a rotational force for starting.

変速機３は、エンジン２から出力された回転を変速し、駆動軸１１を介して駆動輪１０を駆動する。変速機３は、平行軸歯車機構からなる常時噛合式の図示しない変速機構と、図示しないアクチュエータとを備えている。 The transmission 3 changes the speed of the rotation output from the engine 2 to drive the drive wheels 10 via the drive shaft 11 . The transmission 3 includes a constant mesh transmission mechanism (not shown) consisting of a parallel shaft gear mechanism and an actuator (not shown).

エンジン２と変速機３の間には、乾式単板式のクラッチ３１が設けられており、クラッチ３１は、エンジン２と変速機３との間の動力伝達を接続または切断する。 A dry single-plate clutch 31 is provided between the engine 2 and the transmission 3 , and the clutch 31 connects or disconnects power transmission between the engine 2 and the transmission 3 .

変速機３は、いわゆるＡＭＴ（Automated Manual Transmission）として構成されており、図示しないアクチュエータにより変速機構における変速段の切換えとクラッチ３１の断接が行なわれる。 The transmission 3 is configured as a so-called AMT (Automated Manual Transmission), and an actuator (not shown) switches gears in the transmission mechanism and engages/disengages the clutch 31 .

変速機３と駆動輪１０の間にはディファレンシャル機構３２が設けられている。ディファレンシャル機構３２と駆動輪１０は駆動軸１１により連結されている。 A differential mechanism 32 is provided between the transmission 3 and the driving wheels 10 . A drive shaft 11 connects the differential mechanism 32 and the drive wheels 10 .

モータ４は、ディファレンシャル機構３２に対して、チェーン等の減速機４１を介して連結されている。モータ４は、発電機としても機能し、車両１の走行によって発電を行う。 The motor 4 is connected to the differential mechanism 32 via a speed reducer 41 such as a chain. The motor 4 also functions as a generator, and generates power as the vehicle 1 travels.

インバータ５は、制御部９の制御により、バッテリ６などから供給された直流の電力を、三相の交流電力に変換してモータ４に供給する。 Under the control of the controller 9 , the inverter 5 converts DC power supplied from the battery 6 or the like into three-phase AC power and supplies the three-phase AC power to the motor 4 .

インバータ５は、制御部９の制御により、モータ４によって生成された三相の交流電力を直流の電力に変換する。この直流の電力は、例えば、バッテリ６を充電する。 The inverter 5 converts the three-phase AC power generated by the motor 4 into DC power under the control of the control unit 9 . This DC power charges the battery 6, for example.

バッテリ６は、例えばリチウムイオン蓄電池で構成されている。バッテリ６は、インバータ５に電力を供給する。 The battery 6 is composed of, for example, a lithium ion storage battery. Battery 6 supplies power to inverter 5 .

バッテリ６には、バッテリ状態センサ６１が設けられている。バッテリ状態センサ６１は、バッテリ６の充放電電流、電圧及びバッテリ温度を検出する。バッテリ状態センサ６１は、制御部９に接続されている。制御部９は、バッテリ状態センサ６１の出力によりバッテリ６の充電状態（以下、「ＳＯＣ」という）を検知できるようになっている。 The battery 6 is provided with a battery state sensor 61 . A battery state sensor 61 detects charge/discharge current, voltage, and battery temperature of the battery 6 . The battery state sensor 61 is connected to the controller 9 . The control unit 9 can detect the state of charge (hereinafter referred to as “SOC”) of the battery 6 from the output of the battery state sensor 61 .

このように、車両１は、エンジン２とモータ４の両方の動力を車両１の駆動に用いることが可能なパラレルハイブリッドシステムを構成しており、エンジン２及びモータ４の少なくとも一方が出力する動力により走行する。 In this way, the vehicle 1 constitutes a parallel hybrid system that can use the power of both the engine 2 and the motor 4 to drive the vehicle 1, and the power output by at least one of the engine 2 and the motor 4 run.

なお、モータ４は、エンジン２から駆動輪１０までの動力伝達経路の何れかの箇所に動力伝達可能に連結されていればよく、必ずしもディファレンシャル機構３２に連結される必要はない。 It should be noted that the motor 4 may be connected to any part of the power transmission path from the engine 2 to the drive wheels 10 so as to be able to transmit power, and does not necessarily need to be connected to the differential mechanism 32 .

ＥＣＭ７及びＴＣＭ８、制御部９は、それぞれＣＰＵ（Central Processing Unit）と、ＲＡＭ（Random Access Memory）と、ＲＯＭ（Read Only Memory）と、バックアップ用のデータなどを保存するフラッシュメモリと、入力ポートと、出力ポートとを備えたコンピュータユニットによって構成されている。 The ECM 7 and TCM 8 and the control unit 9 each include a CPU (Central Processing Unit), a RAM (Random Access Memory), a ROM (Read Only Memory), a flash memory that stores backup data and the like, an input port, A computer unit with an output port.

これらのコンピュータユニットのＲＯＭには、各種定数や各種マップ等とともに、当該コンピュータユニットをＥＣＭ７及びＴＣＭ８、制御部９としてそれぞれ機能させるためのプログラムが格納されている。 The ROMs of these computer units store programs for causing the computer units to function as the ECM 7 and TCM 8 and the control section 9, along with various constants, various maps, and the like.

すなわち、ＣＰＵがＲＡＭを作業領域としてＲＯＭに格納されたプログラムを実行することにより、これらのコンピュータユニットは、本実施例におけるＥＣＭ７及びＴＣＭ８、制御部９としてそれぞれ機能する。 That is, these computer units function as the ECM 7 and TCM 8 and the control unit 9 in this embodiment, respectively, by the CPU executing the programs stored in the ROM using the RAM as a work area.

車両１には、ＣＡＮ（Controller Area Network）等の規格に準拠した車内ＬＡＮ（Local Area Network）を形成するためのＣＡＮ通信線１２が設けられている。 The vehicle 1 is provided with a CAN communication line 12 for forming an in-vehicle LAN (Local Area Network) conforming to standards such as CAN (Controller Area Network).

ＥＣＭ７及びＴＣＭ８、制御部９は、それぞれＣＡＮ通信線１２によって接続されている。ＥＣＭ７及びＴＣＭ８、制御部９は、ＣＡＮ通信線１２を介して制御信号等の信号の送受信を相互に行なう。 The ECM 7, TCM 8, and control unit 9 are connected by CAN communication lines 12, respectively. The ECM 7 , the TCM 8 , and the control unit 9 mutually transmit and receive signals such as control signals via the CAN communication line 12 .

ＥＣＭ７の入力ポートには、図示しないエンジン回転数センサを含む各種センサ類が接続されている。エンジン回転数センサは、エンジン２の機関回転数であるエンジン回転数を検出する。 Various sensors including an engine speed sensor (not shown) are connected to the input port of the ECM 7 . The engine speed sensor detects the engine speed, which is the engine speed of the engine 2 .

一方、ＥＣＭ７の出力ポートには、上述のスタータ２１に加え、図示しないインジェクタを含む各種制御対象類が接続されている。インジェクタは、エンジン２に燃料を供給する。ＥＣＭ７は、スタータ２１やインジェクタを制御することで、エンジン２の始動や停止、出力トルクなどを制御する。 On the other hand, the output port of the ECM 7 is connected to various controlled objects including an injector (not shown) in addition to the starter 21 described above. The injector supplies fuel to the engine 2 . The ECM 7 controls starting and stopping of the engine 2, output torque, and the like by controlling the starter 21 and injectors.

ＴＣＭ８の出力ポートには、変速機３のアクチュエータを含む各種制御対象類が接続されている。ＴＣＭ８は、変速機３のアクチュエータを制御することで、変速機３の変速機構における変速段の切換えとクラッチ３１の断接を行なう。 Various control objects including the actuator of the transmission 3 are connected to the output port of the TCM 8 . The TCM 8 controls the actuator of the transmission 3 to switch gears and engage/disengage the clutch 31 in the transmission mechanism of the transmission 3 .

制御部９の入力ポートには、上述のバッテリ状態センサ６１に加え、アクセル開度センサ９１、車速センサ９２等の各種センサ類が接続されている。 Various sensors such as an accelerator opening sensor 91 and a vehicle speed sensor 92 are connected to the input port of the control unit 9 in addition to the battery state sensor 61 described above.

アクセル開度センサ９１は、図示しないアクセルペダルの開度を検出して、アクセル開度に応じた信号を制御部９に出力する。車速センサ９２は、車両１の走行速度を検出し、車速に応じた信号を制御部９に出力する。 An accelerator opening sensor 91 detects the opening of an accelerator pedal (not shown) and outputs a signal corresponding to the accelerator opening to the control unit 9 . A vehicle speed sensor 92 detects the traveling speed of the vehicle 1 and outputs a signal corresponding to the vehicle speed to the control unit 9 .

一方、制御部９の出力ポートには、上述のインバータ５を含む各種制御対象類が接続されている。 On the other hand, an output port of the controller 9 is connected to various controlled objects including the inverter 5 described above.

本実施例において、制御部９は、アクセル開度や車速などに基づいて、ドライバの要求する要求トルクを算出する。制御部９は、要求トルクが駆動輪１０に出力されるようエンジン２やモータ４を制御する。 In this embodiment, the control unit 9 calculates the required torque requested by the driver based on the degree of opening of the accelerator, the vehicle speed, and the like. The control unit 9 controls the engine 2 and the motor 4 so that the required torque is output to the driving wheels 10 .

制御部９は、ＥＣＭ７にトルク指令を送信し、ＥＣＭ７によりトルク指令に設定されたトルク値をエンジン２に出力させる。 The control unit 9 transmits the torque command to the ECM 7 and causes the engine 2 to output the torque value set in the torque command by the ECM 7 .

制御部９は、要求トルクやバッテリ６のＳＯＣなどに基づいて、エンジン２に出力させるトルクやモータ４に出力させるトルクを算出する。 The control unit 9 calculates the torque to be output by the engine 2 and the torque to be output by the motor 4 based on the required torque, the SOC of the battery 6, and the like.

制御部９は、要求トルクが、エンジン２を再始動させるための閾値である再始動閾値を超えた場合、エンジン２を始動させる。 The controller 9 starts the engine 2 when the required torque exceeds a restart threshold, which is a threshold for restarting the engine 2 .

制御部９は、バッテリ６の放電可能最大電力が所定電力未満のときには、モータ４が出力可能な最大トルクから所定のマージンを減算したマージントルクを再始動閾値とする。 When the maximum dischargeable electric power of the battery 6 is less than a predetermined electric power, the control unit 9 sets a margin torque obtained by subtracting a predetermined margin from the maximum torque that the motor 4 can output as a restart threshold.

最大トルクは、バッテリ６の放電可能最大電力に応じて定まる、モータ４が供給可能な上限トルクである。バッテリ６の放電可能最大電力は、バッテリ６の温度やＳＯＣに応じて定まる、バッテリ６が出力可能な上限電力である。 The maximum torque is the upper limit torque that the motor 4 can supply, which is determined according to the maximum dischargeable power of the battery 6 . The maximum dischargeable power of the battery 6 is the upper limit power that the battery 6 can output, which is determined according to the temperature and SOC of the battery 6 .

制御部９は、バッテリ６の放電可能最大電力が所定電力以上のときには、モータ４の定格トルクを再始動閾値とする。 The controller 9 sets the rated torque of the motor 4 as the restart threshold when the maximum dischargeable power of the battery 6 is equal to or higher than a predetermined power.

所定電力は、図２に示すように、モータ４の出力可能な最大トルクから所定のマージンを減算したマージントルクと、モータ４の定格トルクと、が同じになる電力Ｗとするとよい。 As shown in FIG. 2, the predetermined power may be the power W at which the rated torque of the motor 4 is equal to the margin torque obtained by subtracting a predetermined margin from the maximum torque that can be output by the motor 4 .

バッテリ６の放電可能最大電力がＷより低い、モータ４の最大トルクが低下する状況では、マージントルクに基づく再始動閾値によってエンジンを始動させる。このことで、例えば、モータ４の定格トルクを考慮したマージンを最大トルクから減算した再始動閾値による場合に比べ、モータ４のみにより車両１を走行させる領域を極端に狭めずに、車両１の燃費を向上させることができる。 In a situation where the maximum dischargeable power of the battery 6 is lower than W and the maximum torque of the motor 4 is reduced, the restart threshold based on the margin torque is used to start the engine. As a result, compared to, for example, a restart threshold obtained by subtracting a margin considering the rated torque of the motor 4 from the maximum torque, the fuel efficiency of the vehicle 1 can be can be improved.

バッテリ６の放電可能最大電力がＷ以上で、モータ４の最大トルクが低下しない状況では、モータ４の定格トルクに基づく再始動閾値によってエンジンを始動させることで、モータ４を保護することができるとともに、エンジン２の始動時のもたつきを防止することができる。 When the maximum dischargeable power of the battery 6 is W or more and the maximum torque of the motor 4 does not decrease, the motor 4 can be protected by starting the engine with the restart threshold value based on the rated torque of the motor 4. , sluggishness at the time of starting the engine 2 can be prevented.

制御部９は、要求トルクが再始動閾値を超えない場合は、インバータ５のみへ要求トルクをトルク指令として送信する。インバータ５は、トルク指令のトルク値に基づいてモータ４のトルクを制御する。 If the required torque does not exceed the restart threshold, the controller 9 transmits the required torque only to the inverter 5 as a torque command. The inverter 5 controls the torque of the motor 4 based on the torque value of the torque command.

制御部９は、要求トルクが再始動閾値を超える場合は、エンジン２とモータ４のそれぞれに要求トルクを分配する。制御部９は、分配されたトルク値のトルク指令をＥＣＭ７に送信する。ＥＣＭ７は、トルク指令に設定されたトルク値をエンジン２に出力させる。 The control unit 9 distributes the required torque to each of the engine 2 and the motor 4 when the required torque exceeds the restart threshold. The control unit 9 transmits torque commands of the distributed torque values to the ECM 7 . The ECM 7 causes the engine 2 to output the torque value set in the torque command.

一方で、制御部９は、分配されたトルク値のトルク指令をインバータ５に送信する。インバータ５は、トルク指令のトルク値に基づいてモータ４のトルクを制御する。 On the other hand, the control unit 9 transmits a torque command of the distributed torque value to the inverter 5 . The inverter 5 controls the torque of the motor 4 based on the torque value of the torque command.

以上のように構成された本実施例に係る内燃機関の始動制御装置によるエンジン再始動制御処理について、図３を参照して説明する。なお、以下に説明するエンジン再始動制御処理は、モータ４のみにより車両１を走行させるＥＶ走行が開始されると開始され、予め設定された時間間隔で実行され、エンジン２が再始動されると停止される。 An engine restart control process performed by the start control apparatus for an internal combustion engine according to the present embodiment configured as described above will be described with reference to FIG. Note that the engine restart control process described below is started when EV running in which the vehicle 1 is driven only by the motor 4 is started, is executed at preset time intervals, and is executed when the engine 2 is restarted. be stopped.

ステップＳ１において、制御部９は、アクセル開度や車速に基づき、要求トルクを算出する。 In step S1, the control unit 9 calculates the required torque based on the accelerator opening and the vehicle speed.

ステップＳ２において、制御部９は、バッテリ６の放電可能最大電力に基づき、モータ４の最大トルクを算出する。 In step S<b>2 , the control unit 9 calculates the maximum torque of the motor 4 based on the maximum dischargeable power of the battery 6 .

ステップＳ３において、制御部９は、モータ４の最大トルクに対してマージントルクを設定する。 In step S<b>3 , the control section 9 sets a margin torque with respect to the maximum torque of the motor 4 .

ステップＳ４において、制御部９は、バッテリ６の放電可能最大電力が所定電力未満か否かを判定する。バッテリ６の放電可能最大電力が所定電力未満であると判定した場合、ステップＳ５において、制御部９は、要求トルクがマージントルクより大きいか否かを判定する。要求トルクがマージントルクより大きくないと判定した場合、制御部９は、処理を終了する。 In step S4, the control unit 9 determines whether or not the maximum dischargeable power of the battery 6 is less than a predetermined power. When determining that the maximum dischargeable power of the battery 6 is less than the predetermined power, in step S5, the controller 9 determines whether or not the required torque is greater than the margin torque. When determining that the required torque is not greater than the margin torque, the control section 9 ends the process.

ステップＳ４においてバッテリ６の放電可能最大電力が所定電力未満でないと判定した場合、ステップＳ７において、制御部９は、要求トルクがモータ４の定格トルクより大きいか否かを判定する。要求トルクが定格トルクより大きくないと判定した場合、制御部９は、処理を終了する。 If it is determined in step S4 that the maximum dischargeable power of the battery 6 is not less than the predetermined power, the controller 9 determines whether or not the required torque is greater than the rated torque of the motor 4 in step S7. When determining that the required torque is not greater than the rated torque, the control section 9 ends the process.

ステップＳ５において要求トルクがマージントルクより大きいと判定した場合、または、ステップＳ７において要求トルクが定格トルクより大きいと判定した場合、ステップＳ６において、制御部９は、エンジン２を再始動させて、処理を終了する。 If it is determined in step S5 that the required torque is greater than the margin torque, or if it is determined in step S7 that the required torque is greater than the rated torque, then in step S6, the control unit 9 restarts the engine 2 and performs the process. exit.

本実施例では、各種センサ情報に基づき制御部９が各種の判定や算出を行なう例について説明したが、これに限らず、車両１が外部サーバ等の車外装置と通信可能な通信部を備え、該通信部から送信された各種センサの検出情報に基づき車外装置によって各種の判定や算出が行なわれ、その判定結果や算出結果を通信部で受信して、その受信した判定結果や算出結果を用いて各種制御を行なってもよい。 In this embodiment, an example in which the control unit 9 performs various determinations and calculations based on various sensor information has been described, but the present invention is not limited to this. Various determinations and calculations are performed by the external device based on the detection information of various sensors transmitted from the communication unit, the determination results and calculation results are received by the communication unit, and the received determination results and calculation results are used. various controls may be performed.

本発明の実施例を開示したが、当業者によっては本発明の範囲を逸脱することなく変更が加えられうることは明白である。すべてのこのような修正及び等価物が次の請求項に含まれることが意図されている。 Although embodiments of the present invention have been disclosed, it will be apparent that modifications may be made by those skilled in the art without departing from the scope of the invention. All such modifications and equivalents are intended to be included in the following claims.

１ 車両
２ エンジン（内燃機関）
４ モータ（電動機）
５ インバータ
６ バッテリ
７ ＥＣＭ
８ ＴＣＭ
９ 制御部
６１ バッテリ状態センサ
９１ アクセル開度センサ
９２ 車速センサ 1 vehicle 2 engine (internal combustion engine)
4 motor (electric motor)
5 inverter 6 battery 7 ECM
8 TCMs
9 control unit 61 battery state sensor 91 accelerator opening sensor 92 vehicle speed sensor

Claims (2)

内燃機関または電動機の出力トルクを車両走行時の動力源とする車両に搭載され、
車両速度とアクセル開度に基づいて設定される要求トルクが前記内燃機関を再始動させるための再始動閾値を超えた場合に前記内燃機関を再始動させる制御部を備え、
前記制御部は、前記電動機のみで走行する際にバッテリの放電可能最大電力が所定電力未満のときには、前記電動機が出力可能な最大トルクから所定のマージンを減算したマージントルクを前記再始動閾値として設定し、前記バッテリの放電可能最大電力が所定電力以上のときには、前記電動機の定格トルクを前記再始動閾値として設定する内燃機関の始動制御装置。 Installed in a vehicle that uses the output torque of an internal combustion engine or an electric motor as a power source for driving the vehicle,
A control unit for restarting the internal combustion engine when a required torque set based on the vehicle speed and the accelerator opening exceeds a restart threshold value for restarting the internal combustion engine,
The control unit sets a margin torque obtained by subtracting a predetermined margin from the maximum torque that the electric motor can output as the restart threshold value when the maximum dischargeable electric power of the battery is less than the predetermined electric power when the vehicle is driven only by the electric motor. and setting the rated torque of the electric motor as the restart threshold when the maximum dischargeable power of the battery is equal to or higher than a predetermined power. 前記最大トルクは、前記バッテリの放電可能最大電力が低下するに伴って小さい値に設定される請求項１に記載の内燃機関の始動制御装置。 2. The start control device for an internal combustion engine according to claim 1, wherein said maximum torque is set to a smaller value as the maximum dischargeable power of said battery decreases.
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