WO2013030987A1 - Dispositif de commande de démarrage de moteur pour véhicule hybride - Google Patents

Dispositif de commande de démarrage de moteur pour véhicule hybride Download PDF

Info

Publication number
WO2013030987A1
WO2013030987A1 PCT/JP2011/069795 JP2011069795W WO2013030987A1 WO 2013030987 A1 WO2013030987 A1 WO 2013030987A1 JP 2011069795 W JP2011069795 W JP 2011069795W WO 2013030987 A1 WO2013030987 A1 WO 2013030987A1
Authority
WO
WIPO (PCT)
Prior art keywords
engine
cylinder
direct injection
rotation speed
hybrid vehicle
Prior art date
Application number
PCT/JP2011/069795
Other languages
English (en)
Japanese (ja)
Inventor
小島　進
直器 仲西
幸彦 出塩
Original Assignee
トヨタ自動車株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by トヨタ自動車株式会社 filed Critical トヨタ自動車株式会社
Priority to PCT/JP2011/069795 priority Critical patent/WO2013030987A1/fr
Publication of WO2013030987A1 publication Critical patent/WO2013030987A1/fr

Links

Images

Classifications

    • 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
    • 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
    • B60W20/15—Control strategies specially adapted for achieving a particular effect
    • 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
    • B60K6/42—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 the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • 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
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • 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
    • B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • 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
    • B60W10/06—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
    • 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
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • 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
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • 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
    • F02N99/00—Subject matter not provided for in other groups of this subclass
    • F02N99/002—Starting combustion engines by ignition means
    • F02N99/006—Providing a combustible mixture inside the cylinder
    • 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
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/06—Combustion engines, Gas turbines
    • B60W2510/0685—Engine crank angle
    • 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
    • F02N2200/02—Parameters used for control of starting apparatus said parameters being related to the engine
    • F02N2200/021—Engine crank angle
    • 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
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

Definitions

  • the present invention relates to an engine start control device for a hybrid vehicle equipped with a direct injection engine.
  • a direct injection engine that directly injects fuel into the cylinder, a clutch that connects / disconnects the direct injection engine to / from a power transmission path, and a rotating machine that functions as at least an electric motor
  • a hybrid vehicle that can use a direct injection engine and the rotating machine as a driving force source for traveling is known.
  • the hybrid vehicle described in Patent Document 1 is an example.
  • Such a hybrid vehicle injects fuel into a cylinder in an expansion stroke in response to an engine start request in an engine stop state such as a motor running that uses only a rotating machine as a driving force source or the vehicle is stopped.
  • An ignition start technology for igniting that is, a direct start technology has been proposed.
  • the angle after the crankshaft angle CA passes the top dead center (TDC: Top Dead Center) of the cylinder is 100 °, for example, 4 °
  • An angle range of up to 120 ° is a suitable condition for the success of direct connection start (ignition start), and the engine control unit identifies a position advantageous for the direct connection start, and performs fuel injection and ignition. It is described to do.
  • the top dead center of the cylinder is the rotational phase of the crankshaft angle CA at the end of the compression stroke and at the start of the opening stroke.
  • crankshaft angle CA when the direct injection engine is stopped is not necessarily within an angle range suitable for ignition start.
  • the compression TDC In relation to the crankshaft angle CA (unit: angle ATDC after passing through the top dead center) in the expansion stroke, the positional energy by pumping (pumping energy), and the assist torque required at the time of starting, the compression TDC is used for any number of cylinders. (Top dead center at the start of the compression stroke) There is a valley of pumping energy within the range of 30 ° to 60 ° from the rod, and the crankshaft stops at a predetermined position within the valley due to the balance of the rotational direction and engine friction. Tend to.
  • the crankshaft angle CA of a predetermined first cylinder in the expansion stroke is the angle between the top dead center of the first cylinder and the angle corresponding to the top dead center of the second cylinder next to the first cylinder in the ignition sequence.
  • the crankshaft is driven using a rotating machine to assist the rise of the rotational speed at the start of the direct injection engine. Conceivable.
  • the crankshaft is simply driven using a rotating machine to assist the rise of the rotational speed at the start of the direct injection engine, the amount of electric energy consumed by the power storage device at the start of the direct injection engine is large. Therefore, it is necessary to always secure electric energy for starting the engine in the power storage device, which limits the electric motor travel region, which is an obstacle for improving the fuel efficiency of the vehicle.
  • the present invention has been made in the background of the above circumstances, and an object of the present invention is to achieve expansion among a plurality of cylinders in a hybrid vehicle in which a direct injection engine is connected to a power transmission path by a clutch.
  • a crank angle of a predetermined first cylinder in a stroke is intermediate between a top dead center of the first cylinder and an angle corresponding to a top dead center of the second cylinder next to the first cylinder in the ignition order;
  • an engine start control device for a hybrid vehicle capable of starting using a necessary and sufficient torque assist when starting a stopped direct injection engine with the first cylinder exhaust valve not opened. There is to do.
  • the first invention includes (a) a direct injection engine that directly injects fuel into a cylinder, (b) a clutch that connects and disconnects the direct injection engine to a power transmission path, and (c) And (d) a hybrid vehicle in which the direct injection engine and the rotary machine can be used as a driving force source for traveling, (e) among a plurality of cylinders
  • the crank angle of the predetermined first cylinder in the expansion stroke is located between the top dead center of the first cylinder and the angle corresponding to the top dead center of the second cylinder next to the first cylinder in the ignition sequence;
  • the assistance for the increase in the engine rotational speed by the assist torque output from the rotating machine starts based on the rising start point of the engine rotational speed. It is characterized by being.
  • fuel is directly fed into the second cylinder in the vicinity of the top dead center of the second cylinder following the first cylinder in the ignition order.
  • a second explosion following the first explosion is generated in the second cylinder by injecting and igniting.
  • the assistance for the increase in the engine rotation speed by the assist torque output from the rotating machine is performed until the second explosion in the second cylinder. It is characterized by being continued at least.
  • the engine rotational speed is set in advance to assist the increase in the engine rotational speed by the assist torque output from the rotating machine.
  • the rotation speed determination value is exceeded, and / or the increase rate of the engine rotation speed is continued at least until a predetermined increase rate determination value is exceeded.
  • a sixth aspect of the present invention is the engine start control device for a hybrid vehicle according to the first to fifth aspects of the present invention, wherein the assist torque output from the rotating machine once decreases after the engine rotation speed increases and then increases again.
  • the size is set.
  • a seventh aspect of the invention is the engine start control device for a hybrid vehicle according to the first to sixth aspects of the invention, wherein the direct injection engine is a four-cycle direct injection engine having a plurality of cylinders of three or more cylinders.
  • the rotation of the crankshaft of the direct injection engine does not rise due to the first explosion in the first cylinder.
  • the assist torque output from the machine is transmitted to the direct injection engine via the clutch to increase the engine rotation speed.
  • the crank angle of a predetermined first cylinder in the expansion stroke among a plurality of cylinders is determined by the top dead center and ignition order of the second cylinder.
  • the stopped direct injection engine can be started using necessary and sufficient assist torque. This also reduces the amount of electric energy consumed by the power storage device at the time of starting the direct injection engine and reduces the amount of electric energy for starting the engine that is always secured to the power storage device. Fuel consumption is preferably improved.
  • the assistance for the increase in the engine rotation speed by the assist torque output from the rotating machine is started based on the start point of the rise of the engine rotation speed. Therefore, since the assist is performed from the vicinity of the start point of the rise of the engine rotation speed, the torque assist is started at an appropriate timing without releasing the mechanical energy for rotating the crankshaft.
  • the engine can be started using a sufficient assist torque, and the direct injection engine is quickly started.
  • the engine start control device for a hybrid vehicle of the third invention fuel is directly injected and ignited in the second cylinder in the vicinity of the top dead center of the second cylinder following the first cylinder in the ignition order, Since the second explosion following the first explosion is generated in the second cylinder, the amount of electric energy consumed by the power storage device at the time of starting the direct injection engine is further reduced, and the engine is always secured to the power storage device. Since electric energy for starting is reduced, the electric motor travel area is expanded, and the fuel consumption of the vehicle is further improved.
  • the assistance for the increase in the engine rotation speed by the assist torque output from the rotating machine is continued at least until the second explosion in the second cylinder. Therefore, the stopped direct injection engine can be started using necessary and sufficient assist torque, and the direct injection engine is reliably started.
  • the assistance for the increase in the engine rotation speed by the assist torque output from the rotating machine exceeds the engine rotation speed determination value set in advance. And / or at least until the rate of increase of the engine rotational speed exceeds a preset rate of increase determination value, the stopped direct injection engine is started using necessary and sufficient assist torque.
  • the direct injection engine can be reliably started.
  • the assist torque output from the rotating machine is set to a magnitude that once decreases after the engine rotation speed increases and then increases again. Therefore, it is possible to start the stopped direct injection engine with a necessary and sufficient assist torque, and the electric energy consumption of the power storage device at the time of starting the direct injection engine is further reduced. Therefore, the electric energy required for starting the engine is reduced, so that the motor travel area is expanded and the fuel consumption of the vehicle is further improved.
  • the direct injection engine is a four-cycle direct injection engine having a plurality of cylinders of three or more cylinders. If it is a three-cycle or more four-cycle direct-injection engine, that is, a direct-injection engine such as three-cylinder, four-cylinder, five-cylinder, six-cylinder, eight-cylinder, or twelve-cylinder,
  • a direct-injection engine such as three-cylinder, four-cylinder, five-cylinder, six-cylinder, eight-cylinder, or twelve-cylinder
  • the direct injection engine When the direct injection engine is started with the exhaust valve of the first cylinder located at an intermediate position with respect to the top dead center and the exhaust valve of the first cylinder not opened, the fuel is directly injected into the first cylinder. Further, the engine rotation speed is increased by igniting and generating a first explosion in the first cylinder, and the assist torque output from the rotating machine is passed through the clutch during the increase period of the engine rotation speed. To the direct injection engine And starting to assist the increase in the engine speed, the fuel is directly injected into the second cylinder which is in the expansion stroke and the exhaust valve is not opened and is ignited.
  • the engine rotation speed can be increased by generating an explosion and the engine can be started using a necessary and sufficient assist torque, so that the power storage device at the start of the three-cylinder or more four-cycle direct injection engine Therefore, the electric energy for starting the engine that is always secured to the power storage device is reduced, so that the electric motor traveling area is expanded and the fuel consumption of the vehicle is preferably improved.
  • the engine start control device for a hybrid vehicle of the eighth aspect of the invention when the rotation of the crankshaft of the direct injection engine does not rise due to the first explosion in the first cylinder, the assist torque output from the rotating machine Is transmitted to the direct injection engine via the clutch to increase the engine rotation speed, and if the engine rotation speed rise due to ignition start cannot be obtained for some reason, the assist torque output exclusively from the rotating machine Is transmitted to the direct injection engine via the clutch to increase the engine rotation speed, so that the start response is ensured.
  • FIG. 2 is a cylinder phase diagram showing a correlation between phases of four cylinders involved in explosion within one rotation of a crankshaft in the V-type 8-cylinder engine of FIG. 1.
  • FIG. 5 is a diagram illustrating a relationship stored in advance for determining one of a motor travel region and an engine travel region based on a vehicle speed V and a required output amount (accelerator opening) in hybrid travel control. is there.
  • FIG. 2 is a cylinder phase diagram illustrating an ignition start process in the V-type 8-cylinder four-cycle direct injection engine of FIG. 1, (a) shows a stopped state where the first cylinder K1 is located at 45 ° ATDC; b) shows a state in which the fuel injection from the fuel injection device and ignition by the ignition device are performed in the first cylinder K1 in the stopped state, and (c) shows the initial explosion caused by the ignition in the first cylinder K1.
  • the rotation starts (starts up) with the torque from the first explosion, and shows the state in which the compression in the second cylinder K2 and the compression in the third cylinder K3 have started.
  • D is the torque generated by the first explosion.
  • the second cylinder K2 reaches TDC and further rotates, fuel injection from the fuel injection device and ignition by the ignition device are performed in the second cylinder K2, and (e) is in the second cylinder K2.
  • Further rotation by the torque generated by the second explosion of The state in which the expansion in the second cylinder K2 and the compression in the third cylinder K3 are further advanced is shown.
  • (F) is further rotated by the torque generated by the second explosion in the second cylinder K2, and the third cylinder K3 becomes TDC.
  • 2 is a time chart for explaining time-series changes in an engine speed NE and a crank angle CA that are started up by ignition start control executed by the electronic control device of FIG. 1.
  • 2 is a flowchart for explaining a main part of a control operation of the electronic control device of FIG. 1, that is, an engine start control routine.
  • the present invention is applied to a parallel type or the like hybrid vehicle in which a direct injection engine is connected to and disconnected from a power transmission path by a clutch, and a motor travel mode in which the vehicle travels using only a rotating machine as a driving force source.
  • a parallel type or the like hybrid vehicle in which a direct injection engine is connected to and disconnected from a power transmission path by a clutch, and a motor travel mode in which the vehicle travels using only a rotating machine as a driving force source.
  • This is applied to engine start control when starting a direct injection engine from when the vehicle is stopped or when the direct injection engine is stopped.
  • the clutch a single-plate type or multi-plate type friction engagement clutch is preferably used.
  • the hybrid vehicle of the present invention can use a direct-injection engine and a rotating machine as a driving force source for traveling, and the rotating machine has both functions of an electric motor and a generator.
  • a motor generator that can be used automatically is preferably used.
  • the direct-injection engine is preferably a gasoline engine, and can be applied to a multi-cylinder engine having three or more cylinders, particularly a direct-injection engine having 6 cylinders, 8 cylinders, 12 cylinders or the like.
  • a predetermined first cylinder of the plurality of cylinders is located at the top dead center, the first cylinder is in the expansion stroke, the exhaust valve is not opened, and fuel is injected into the cylinder in the expansion stroke.
  • the present invention can be applied to any reciprocating internal combustion engine that can start ignition by injection.
  • the assist torque output from the rotating machine is transmitted to the direct injection engine via the clutch, and the assistance for the increase in the engine rotation speed is performed immediately after the start of the increase in the engine rotation speed. It starts at the timing of the rising section. For this reason, after the engine speed increases due to the first explosion (the first explosion) in the first cylinder due to the start of ignition, a gentle descending section occurs until the engine starts up again due to the second explosion.
  • the rising section is a section from not only the rising point of the engine speed but also a value that reaches a certain percentage of the maximum value from the rising point.
  • the start time and end time of the rising section are experimentally determined in advance so that the electric energy consumed by the rotating machine that outputs the assist torque at the time of starting is made as small as possible and the engine is started quickly.
  • the maximum value corresponds to the time point when the first increase due to the rise of the engine speed shifts to the first decrease.
  • the rotational speed determination value and the increase rate determination value used in the fifth invention are values for determining whether or not the direct injection engine at the start has reached a state where it can autonomously rotate, and experimentally in advance. Is set.
  • the assist torque output from the rotating machine is set to a magnitude that once decreases after the engine speed has increased and then increases again.
  • the assist torque that causes the phenomenon that the engine rotational speed increases and then decreases once and then increases again is appropriate to minimize electric energy consumption and maintain the start-up response. It is desirable that the start timing and the magnitude of the assist torque be learned and corrected as necessary so that a valley, that is, a minimum portion is formed immediately after the speed rises.
  • FIG. 1 is a schematic configuration diagram including a skeleton diagram of a drive system of a hybrid vehicle 10 to which the present invention is preferably applied.
  • the hybrid vehicle 10 includes a direct injection engine 12 that directly injects fuel into a cylinder and a motor generator MG that functions as an electric motor and a generator as driving power sources for traveling.
  • the outputs of the direct injection engine 12 and the motor generator MG are transmitted from the torque converter 14 which is a fluid transmission device to the automatic transmission 20 via the turbine shaft 16 and the C1 clutch 18, and further to the output shaft 22, the difference It is transmitted to the left and right drive wheels 26 via the dynamic gear device 24.
  • the torque converter 14 includes a lockup clutch (L / U clutch) 30 that directly connects the pump impeller and the turbine impeller, and an oil pump 32 is integrally connected to the pump impeller. It is rotationally driven mechanically by the jet engine 12 and the motor generator MG. Motor generator MG corresponds to a rotating machine.
  • the direct injection engine 12 is a V-type 8-cylinder four-cycle gasoline engine.
  • the fuel injection device 46 puts gasoline into the cylinder (cylinder) 100. Are jetted directly in a high-pressure fine particle state.
  • the ignition device 47 is ignited at this timing, the air-fuel mixture in the cylinder 100 explodes and burns, and the piston 110 is pushed downward.
  • the intake passage 102 is connected to an electronic throttle valve 45, which is an intake air amount adjustment valve, via a surge tank 103.
  • the intake passage 102 From the intake passage 102 to the cylinder according to the opening of the electronic throttle valve 45 (throttle valve opening).
  • the amount of intake air flowing into 100, that is, the engine output is controlled.
  • the piston 110 is fitted in the cylinder 100 so as to be slidable in the axial direction, and is connected to a crankpin 116 of the crankshaft 114 via a connecting rod 112 so as to be relatively rotatable.
  • the crankshaft 114 is rotationally driven as indicated by an arrow R.
  • the crankshaft 114 is rotatably supported by a bearing in the journal portion 118, and integrally includes a crank arm 120 that connects the journal portion 118 and the crankpin 116.
  • crankshaft 114 is continuously rotated.
  • the pistons 110 of the eight cylinders 100 are configured such that the crank angles are shifted by 90 °, in other words, the positions of the crank pins 116 of the crankshaft 114 protrude in the direction shifted by 90 °, and the crankshaft 114 Each time is rotated 90 °, the eight cylinders 100 are exploded and burned in the preset ignition sequence shown in FIG. 3, for example, so that rotational torque is continuously generated.
  • the piston 110 stops within a predetermined angular range ⁇ of the expansion stroke in which the crankshaft 114 rotates by a predetermined angle from the top dead center (compression TDC) after the compression stroke, and both the intake valve 104 and the exhaust valve 108 are closed.
  • the fuel injection device 46 injects gasoline into the cylinder 100 and the ignition device 47 ignites, so that the ignition start in which the air-fuel mixture in the cylinder 100 is exploded and burned to increase the engine rotation speed is possible. is there.
  • the friction (friction) of each part of the direct injection engine 12 is small, there is a possibility that the direct injection engine 12 can be started only by ignition start. However, even when the friction is large, the crankshaft 114 is cranked and started.
  • the above angle range ⁇ is a crank angle CA after top dead center CA.
  • a relatively large rotational energy can be obtained by starting ignition within a range of about 30 ° to 60 °, and the assist torque can be reduced.
  • relatively rotational energy can be obtained, and the assist torque can be reduced.
  • FIG. 3 is a diagram for explaining the operation stroke with respect to the crank angle CA for each cylinder No. 1 to No. 8 when the direct injection engine 12 is a V-type 8-cylinder engine that operates in four cycles.
  • Each cylinder No. 1 to No. 8 indicates a mechanical arrangement position, but in the ignition order with the crank angle CA being 0 ° as a reference, cylinder No. 2, cylinder No. 4, cylinder No. 5, The order is cylinder No. 6, cylinder No. 3, cylinder No. 7, cylinder No. 8, cylinder No. 1.
  • the cylinder No. 3 is the first cylinder K1 in the ignition order
  • the cylinder No. 7 is the second cylinder K2
  • the cylinder. 8 is the third cylinder K3, and the cylinder No.
  • FIG. 4 is a cylinder phase diagram showing the interrelationship of the phases of the four cylinders involved in the explosion within one rotation of the crankshaft 114 in the V-type eight-cylinder engine.
  • the piston 110 rotates in the clockwise direction while maintaining the relationship of 90 ° with each other, the compression stroke compresses the intake air from the closing of the intake valve to the TDC, and the expansion of the explosion gas from the TDC to the opening of the exhaust valve. And an expansion stroke in which is pushed down.
  • phase of the second cylinder K2 is located in the first half of the expansion stroke
  • the phase of the third cylinder K3 is located in the second half of the compression stroke
  • the phase of the cylinder K4 is located before the start of the compression stroke.
  • a K0 clutch 34 is provided between the direct injection engine 12 and the motor generator MG via a damper 38 to directly connect them.
  • the K0 clutch 34 is a hydraulic friction engagement device such as a single plate type or multi-plate type friction clutch that is frictionally engaged by a hydraulic cylinder, and is engaged and released by an electromagnetic linear control valve in the hydraulic control device 28.
  • the oil chamber 40 of the torque converter 14 is disposed in an oil bath state.
  • the K0 clutch 34 functions as a connection / disconnection device that connects or disconnects the direct injection engine 12 with respect to the power transmission path.
  • Motor generator MG is connected to battery 44 via inverter 42.
  • the automatic transmission 20 is a stepped automatic transmission such as a planetary gear type in which a plurality of gear stages having different gear ratios are established depending on the disengagement state of a plurality of hydraulic friction engagement devices (clutch and brake).
  • the shift control is performed by an electromagnetic hydraulic control valve, a switching valve or the like provided in the hydraulic control device 28.
  • the C1 clutch 18 functions as an input clutch of the automatic transmission 20, and is engaged / released by an electromagnetic linear control valve in the hydraulic control device 28.
  • the electronic control unit 70 includes a so-called microcomputer having a CPU, a ROM, a RAM, an input / output interface, and the like, and performs signal processing according to a program stored in advance in the ROM while using a temporary storage function of the RAM.
  • a signal representing the accelerator pedal operation amount (accelerator operation amount) Acc is supplied from the accelerator operation amount sensor 48 to the electronic control unit 70. Further, from the engine rotation speed sensor 50, the MG rotation speed sensor 52, the turbine rotation speed sensor 54, the vehicle speed sensor 56, and the crank angle sensor 58, the rotation speed (engine rotation speed) NE of the direct injection engine 12 and the rotation of the motor generator MG, respectively.
  • a pulse signal ⁇ representing the rotation angle from the point), that is, the crank angle CA is supplied.
  • various types of information necessary for various types of control are supplied.
  • the accelerator operation amount Acc corresponds to the output request amount.
  • the electronic control unit 70 functionally includes a hybrid control unit 72, a shift control unit 74, an engine stop control unit 76, and an engine start control unit 80. For example, based on the vehicle speed V and the required driving force (accelerator opening) ⁇ ⁇ from the previously stored relationship shown in FIG. By determining one of the engine traveling regions that travels using only the injection engine 12 or the direct injection engine 12 and the motor generator MG as a driving force source, and controlling the operations of the direct injection engine 12 and the motor generator MG. The vehicle travels in a plurality of predetermined travel modes such as an engine travel mode, a motor travel mode, and an engine + motor travel mode that travels using both of them.
  • the shift control unit 74 controls an electromagnetic hydraulic control valve, a switching valve, and the like provided in the hydraulic control device 28 to switch the engagement / disengagement state of the plurality of hydraulic friction engagement devices. These gears are switched in accordance with a predetermined relationship or a shift map with the operating state such as the accelerator operation amount Acc and the vehicle speed V as parameters. This relationship or shift map is obtained in advance for the operating point of the direct injection engine 12 or the motor generator MG so as to satisfy the required driving force with the optimum fuel consumption or the optimum efficiency.
  • the engine stop control unit 76 performs an eco-run stop request issued when an idle stop condition such as accelerator off, vehicle speed zero, D range, brake on, etc. is satisfied, or when switching from the engine travel area to the motor travel area during travel. Based on the engine stop request or the like, the fuel supply and ignition to the direct injection engine 12 are stopped to stop the rotation of the direct injection engine 12, and the K0 clutch 34 is released as necessary.
  • an idle stop condition such as accelerator off, vehicle speed zero, D range, brake on, etc.
  • the engine start control unit 80 includes a cylinder center stop determination unit 82, an ignition start control unit 84, an engine operation determination unit 86, an electric motor assist control unit 88, and a restart control end determination unit 90, and brakes off at the time of idling stop.
  • the direct injection engine 12 is started to ignite and the motor generator MG assists to restart the direct injection engine 12, for example,
  • the restart control is terminated based on the fact that the rotational speed (engine rotational speed) NE of the direct injection engine 12 has reached a preset end determination value NE1, and the K0 clutch 34 is engaged.
  • the cylinder center stop determining unit 82 is configured to select a plurality of cylinders of the direct injection engine 12 based on the signal ⁇ from the crank angle sensor 58 that detects the crank angle CA from the TDC (top dead center) of the crankshaft 114 of the direct injection engine 12.
  • the crank angle CA of any one of the cylinders, that is, the predetermined second cylinder is determined by the TDC (top dead center) of the second cylinder and the TDC (top dead center) of the first cylinder before the second cylinder in the firing order. For example, it is determined whether or not the vehicle is stopped at 45 ° ATDC.
  • the ignition start control unit 84 makes a restart request after it is determined by the cylinder center stop determination unit 82 that one of the cylinders of the direct injection engine 12, that is, the second cylinder K2 is in a stopped state located at the compression TDC.
  • fuel is injected from the fuel injection device 46 into the first cylinder K1 and ignited by the ignition device 47 to generate an initial explosion (first explosion) and increase the engine speed NE.
  • first explosion first explosion
  • a second explosion is generated in the second cylinder K2
  • a third explosion is further generated in the third cylinder K3 to further increase the engine speed NE.
  • FIG. 6 is a cylinder phase diagram for explaining the ignition start process of the ignition start control unit 84 in the V-type 8-cylinder four-cycle direct injection engine 12, and (a) indicates that the first cylinder K1 is positioned at 45 ° ATDC.
  • a stopped state that is, between the top dead center of the first cylinder K1 and the angle corresponding to the top dead center of the first second cylinder K2 of the first cylinder K1 in the ignition order.
  • (B) shows the state where the fuel injection from the fuel injection device 46 and ignition by the ignition device 47 are performed in the first cylinder K1 in the stopped state, and (c) shows the first state.
  • FIG. 7 is a time chart illustrating time-series changes in the engine rotational speed NE and the crank angle CA that are started up by the ignition start control executed by the ignition start control unit 84.
  • the waveform indicating the engine rotational speed NE corresponds to the differential waveform of the crank angle CA.
  • (A), (b), (c), (d), (e), and (f) ⁇ in FIG. 6 are respectively at time t1, time t2, time t3, time t4, time t5, and time t6 in FIG. It corresponds.
  • the engine rotational speed NE rises again from the minimum value by torque assist and reaches the self-operable rotational speed NE1 set at about 400 rpm (at time t5).
  • the engine operation determination unit 86 determines whether or not the rotation of the direct injection engine 12 continues after the initial explosion by the ignition start control unit 84 based on the signal ⁇ from the crank angle sensor 58. Since this signal ⁇ is pulse-shaped, for example, the determination is made based on whether or not the signal ⁇ is input within a predetermined time of about 50 ms.
  • the electric motor assist control unit 88 determines that the rotation of the direct injection engine 12 does not continue after the first ignition operation by the ignition start control unit 84 by the engine operation determination unit 86 due to misfire of the direct injection engine 12 or the like. If this happens, the K0 clutch 34 is immediately engaged and torque assist is performed by the motor generator MG so that the engine rotational speed NE of the direct injection engine 12 is increased again to a preset self-operable rotational speed NE or higher to perform direct injection. The engine 12 is restarted. However, if the engine operation determination unit 86 determines that the rotation of the direct injection engine 12 continues after the initial explosion by the ignition start control unit 84, the direct injection engine 12 is restarted with as little electrical energy as possible.
  • the K0 clutch 34 is operated at a timing at which the engine rotational speed NE started up by the first explosion rises or at any timing within the rising section M where the increase from the starting time continues.
  • Engage and torque assist by motor generator MG This rising section M is, for example, a value less than a value corresponding to ⁇ 20% of the maximum value of the convex curve from the starting point (at time t3) of the convex curve formed at the rising of the engine speed NE due to the first explosion or ⁇ This is the interval up to the time point (t8 time point) when the value corresponding to 30% is reached.
  • the assist torque generated by the motor generator MG is set so that the minimum value is formed after the engine speed NE has passed the maximum value, and then rises again. According to the assist torque set in this way, the direct injection engine 12 can be restarted with as little electrical energy as possible.
  • the restart control end determination unit 90 is started by the ignition start control of the ignition start control unit 84, and is further started by the engagement of the K0 clutch 34 by the motor assist control unit 88 and the torque assist by the motor generator MG. Whether the NE has reached the self-operable rotational speed NE1 set to about 400 rpm in advance, or the change rate of the engine rotational speed NE (the rate of increase of the engine, that is, the increasing speed) dNE / dt The end of torque assist when the direct injection engine 12 is restarted, that is, the end of restart control of the direct injection engine 12 is determined based on whether or not the possible increase speed dNE1 / dt has been reached.
  • FIG. 8 is a flowchart for explaining a main part of the control operation of the electronic control unit 70, and is repeatedly executed at a cycle of, for example, several milliseconds to several tens of milliseconds.
  • steps S1 step S1 and subsequent steps are omitted
  • steps S2 step S2 corresponding to the engine stop control unit 76
  • an eco-run that is issued when an idle stop condition such as accelerator off, vehicle speed zero, D range, and brake on is satisfied.
  • the fuel supply and ignition to the direct injection engine 12 are stopped to stop the rotation of the direct injection engine 12.
  • the K0 clutch 34 is released when the drag resistance of the direct injection engine 12 needs to be reduced.
  • the crankshaft 114 is stopped by the crank angle sensor 58 that detects the crank angle CA from the TDC (top dead center) of the crankshaft 114 of the direct injection engine 12.
  • the position, that is, the crank angle CA is read, and in S4 corresponding to the cylinder center stop determination unit 82, the crank angle CA of the predetermined second cylinder K2 among the cylinders of the direct injection engine 12 is set to the TDC (upward) of the second cylinder K2. It is determined whether or not it is located between the dead center) and the TDC (top dead center) of the first cylinder K1 in front of the second cylinder K2 in the ignition order. If the determination in S4 is negative, another control is executed.
  • Stop state of the direct injection engine 12 located between the TDC (top dead center) of the cylinder K1 and the angle corresponding to the TDC (top dead center) of the second cylinder K2 following the first cylinder K1 in the ignition sequence The fuel from the fuel injection device 46 is injected into the first cylinder K1 in the expansion stroke and ignited by the ignition device 47 to generate the first explosion (the first explosion) so as to raise the engine speed NE.
  • the second explosion is caused in the second cylinder K2 and the third explosion is caused in the third cylinder K3 to further increase the engine speed NE. From time t2 to time t3 in FIG. 7 indicates the start of rising of the engine speed NE due to the first explosion.
  • the crank angle CA of the first cylinder K1 among the plurality of cylinders is the TDC (top dead center) of the second cylinder K2 and the ignition sequence.
  • the engine speed NE is increased by directly injecting and igniting the fuel into the first cylinder K1 that is in the expansion stroke and the exhaust valve is not opened to generate a first explosion in the first cylinder K1.
  • the assist torque output from the motor generator (rotating machine) MG is applied to the direct injection engine 12 via the K0 clutch 34, preferably at time t2.
  • Boosting for increase of the engine rotational speed NE reaches is initiated. Therefore, in the hybrid vehicle in which the direct injection engine 12 is connected to and disconnected from the power transmission path by the K0 clutch 34, the stopped direct injection engine 12 can be started using necessary and sufficient assist torque. Further, as a result, the amount of electric energy consumed by the power storage device at the time of starting the direct injection engine 12 is reduced, and the electric energy for starting the engine that is always secured to the battery (the battery storage device) 44 is reduced.
  • the assist for the increase in the engine rotation speed NE by the assist torque output from the motor generator (rotating machine) MG is the starting point of the rise of the engine rotation speed NE. (At time t2) Since the assist is performed starting from, the torque assist is started at an appropriate timing not to lose the mechanical energy for rotating the crankshaft 114, so that the stopped direct injection engine 12 is necessary and sufficient. The engine can be started using the assist torque, and the direct injection engine 12 is quickly started.
  • fuel is directly injected into the third cylinder K3 and ignited near the top dead center of the third cylinder K3 following the second cylinder K2 in the ignition order. Then, since the second explosion following the first explosion is generated in the third cylinder K3, the amount of electric energy consumed by the battery (a battery storage device) 44 at the start of the direct injection engine 12 is further reduced. Since the electric energy for starting the engine that is always secured to the battery 44 is reduced, the electric motor traveling area is expanded and the fuel efficiency of the vehicle is further improved.
  • the assistance for the increase in the engine rotation speed NE by the assist torque output from the motor generator (rotating machine) MG is the same as that in the third cylinder K3. Since at least 2 explosions are continued, the stopped direct injection engine 12 can be started using a necessary and sufficient assist torque, and the direct injection engine 12 is reliably started.
  • the engine rotation speed NE is set in advance to assist the engine rotation speed NE by the assist torque output from the motor generator (rotating machine) MG. This is continued until it is determined that the rotation speed determination value NE1 has been exceeded and / or the increase rate dNE / dt of the engine rotation speed NE has reached a preset autonomous operation possible increase rate dNE1 / dt.
  • the stopped direct injection engine 12 can be started using a necessary and sufficient assist torque, that is, electric energy, and the direct injection engine 12 is reliably started.
  • the assist torque output from the motor generator (rotating machine) MG decreases such that the engine rotational speed NE increases once and then increases again. Therefore, the stopped direct injection engine 12 can be started using a necessary and sufficient assist torque, that is, electric energy, and the battery at the time of starting the direct injection engine 12 (a power storage device). Since the electric energy consumption of 44 is further reduced and the electric energy for starting the engine that is always secured to the battery 44 is reduced, the electric motor travel region is expanded and the fuel consumption of the vehicle is further improved.
  • the engine start control device of the hybrid vehicle 10 of the present embodiment when the rotational speed NE of the crankshaft 114 of the direct injection engine 12 does not rise due to the first explosion in the second cylinder K2, the motor generator ( Rotating machine) Since the assist torque output from the MG is transmitted to the direct injection engine 12 via the K0 clutch 34 to increase the engine rotational speed NE, the engine rotational speed NE rises due to the start of ignition for some reason. Otherwise, the assist torque output exclusively from the motor generator MG is transmitted to the direct injection engine 12 via the K0 clutch 34 to increase the engine rotational speed NE, so that the start response is ensured.
  • the direct injection engine 12 of the above-described embodiment is a V-type 8-cylinder engine, but the direct injection engine is ignited when the crank angle CA of the first cylinder K1 is the TDC (top dead center) of the first cylinder K1.
  • the first cylinder K1 positioned between the first cylinder K1 and the second TDC (top dead center) of the second cylinder K2 is in the compression stroke, and the exhaust valve of the first cylinder K1 is closed.
  • the present invention can be applied to any engine. If the engine is a general engine in which the opening of the exhaust valve is started after the ATDC is 140 ° or more in the compression stroke, the direct injection engine 12 only needs to have a plurality of cylinders of 5 cylinders or more.
  • the direct injection engine 12 is a four-cycle direct injection engine of 3 cylinders or more, that is, a direct injection engine of 3 cylinders, 4 cylinders, 5 cylinders, 6 cylinders, 8 cylinders, 12 cylinders, etc.
  • the crank angle CA of the first cylinder K1 which is a cylinder, corresponds to the TDC (top dead center) of the first cylinder K1 and the TDC (top dead center) of the second cylinder K2 that is the first cylinder K1 in the ignition order.
  • the engine rotational speed NE can be raised and the engine can be started with a necessary and sufficient assist torque, and thereby four cycles of three or more cylinders.
  • Power storage device when starting a direct injection engine Consumption of electric energy is reduced, the electric energy for starting the engine to ensure at all times the power storage device is reduced, the fuel economy of the vehicle is suitably improved been expanded motor drive region.
  • the hybrid vehicle 10 of the above-described embodiment includes one motor generator MG as a drive motor.
  • the hybrid vehicle 10 is provided on the output shaft of the automatic transmission 20 in FIG.
  • a second motor generator for driving the left and right drive wheels 26 via the.
  • a second motor generator that exclusively drives other wheels (not front wheel if the rod drive wheels 26 are rear wheels) that are not shown in FIG. 1 may be provided.
  • the hybrid vehicle 10 of the above-described embodiment includes the torque converter 14 with the lock-up clutch 30 between the K0 clutch 34 and the automatic transmission 20, the torque converter 14 is not necessarily provided. Good. Further, the C1 clutch 18 that functions as an input clutch of the automatic transmission 20 is housed in the automatic transmission 20 and constitutes one of a plurality of friction engagement devices for achieving a shift stage. May be.
  • the automatic transmission 20 of the hybrid vehicle 10 of the above-described embodiment is a planetary gear type stepped transmission, it may be a belt type continuously variable transmission or may not necessarily be provided. Good.
  • Hybrid vehicle 12 Direct injection engine 34: K0 clutch (clutch) 44: Battery (power storage device) 70: Electronic control device (engine start control device) 80: Engine start control unit 84: Ignition start control unit 88: Electric motor assist control unit L: Rising section MG: Motor generator (rotating machine)

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (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)

Abstract

Dans un véhicule hybride, au moment du démarrage, par allumage/démarrage, un moteur à injection directe au repos dans un état où l'angle de vilebrequin d'un premier cylindre prédéterminé se situe entre le point mort haut du premier cylindre et un angle correspondant au point mort haut d'un second cylindre qui suit le premier cylindre dans l'ordre d'allumage: le régime moteur est augmenté par l'injection directe d'un carburant dans le premier cylindre, lequel est en course de détente et dans lequel la soupape d'échappement n'est pas ouverte, et par allumage du carburant pour provoquer une première explosion; et à partir de la période d'augmentation (M) qui suit immédiatement le début de l'augmentation du régime moteur, l'assistance à l'augmentation du régime moteur est déclenchée par la transmission d'un couple d'assistance, produit par un générateur moteur (MG), au moteur à injection directe (12) au moyen d'un embrayage K0 (34). Ainsi, le moteur à injection directe (12) au repos peut être démarré à l'aide d'un couple d'assistance nécessaire et suffisant, et l'énergie électrique servant au démarrage du moteur et devant être stockée en tous temps dans une batterie (44) est réduite. L'invention permet en outre d'élargir la gamme de vitesses EV et d'augmenter de manière appropriée l'économie de carburant du véhicule.
PCT/JP2011/069795 2011-08-31 2011-08-31 Dispositif de commande de démarrage de moteur pour véhicule hybride WO2013030987A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PCT/JP2011/069795 WO2013030987A1 (fr) 2011-08-31 2011-08-31 Dispositif de commande de démarrage de moteur pour véhicule hybride

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/JP2011/069795 WO2013030987A1 (fr) 2011-08-31 2011-08-31 Dispositif de commande de démarrage de moteur pour véhicule hybride

Publications (1)

Publication Number Publication Date
WO2013030987A1 true WO2013030987A1 (fr) 2013-03-07

Family

ID=47755536

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/JP2011/069795 WO2013030987A1 (fr) 2011-08-31 2011-08-31 Dispositif de commande de démarrage de moteur pour véhicule hybride

Country Status (1)

Country Link
WO (1) WO2013030987A1 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2014170962A1 (fr) * 2013-04-16 2014-10-23 トヨタ自動車株式会社 Dispositif de commande de véhicule
US9303551B2 (en) 2011-08-31 2016-04-05 Toyota Jidosha Kabushiki Kaisha Engine start control apparatus for hybrid vehicle

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2007107436A (ja) * 2005-10-12 2007-04-26 Hitachi Ltd 筒内直接噴射式エンジンおよびその制御装置並びにインジェクタ
JP2009527411A (ja) * 2006-02-24 2009-07-30 ローベルト ボツシユ ゲゼルシヤフト ミツト ベシユレンクテル ハフツング 直結スタートを支援する分離クラッチを備えたハイブリッド駆動部
JP2010077859A (ja) * 2008-09-25 2010-04-08 Hitachi Automotive Systems Ltd エンジン始動装置及びエンジン始動制御方法
JP2010084659A (ja) * 2008-09-30 2010-04-15 Mazda Motor Corp 自動車の制御方法及びその装置

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2007107436A (ja) * 2005-10-12 2007-04-26 Hitachi Ltd 筒内直接噴射式エンジンおよびその制御装置並びにインジェクタ
JP2009527411A (ja) * 2006-02-24 2009-07-30 ローベルト ボツシユ ゲゼルシヤフト ミツト ベシユレンクテル ハフツング 直結スタートを支援する分離クラッチを備えたハイブリッド駆動部
JP2010077859A (ja) * 2008-09-25 2010-04-08 Hitachi Automotive Systems Ltd エンジン始動装置及びエンジン始動制御方法
JP2010084659A (ja) * 2008-09-30 2010-04-15 Mazda Motor Corp 自動車の制御方法及びその装置

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US9303551B2 (en) 2011-08-31 2016-04-05 Toyota Jidosha Kabushiki Kaisha Engine start control apparatus for hybrid vehicle
WO2014170962A1 (fr) * 2013-04-16 2014-10-23 トヨタ自動車株式会社 Dispositif de commande de véhicule
CN105121241A (zh) * 2013-04-16 2015-12-02 丰田自动车株式会社 车辆的控制装置
JP6036994B2 (ja) * 2013-04-16 2016-11-30 トヨタ自動車株式会社 車両の制御装置
CN105121241B (zh) * 2013-04-16 2017-06-30 丰田自动车株式会社 车辆的控制装置

Similar Documents

Publication Publication Date Title
JP5804068B2 (ja) ハイブリッド車両のエンジン始動制御装置
JP5884824B2 (ja) ハイブリッド車両のエンジン停止制御装置
JP5761365B2 (ja) ハイブリッド車両の制御装置
JP5724975B2 (ja) 車両用の制御装置
JP5943090B2 (ja) 車両用直噴エンジンの始動制御装置
JP6191552B2 (ja) 内燃機関の自動停止制御装置
JP5839006B2 (ja) 内燃機関の自動停止制御装置
JP2014054886A (ja) 車両用の制御装置
JP5742665B2 (ja) ハイブリッド車両の制御装置
WO2013030987A1 (fr) Dispositif de commande de démarrage de moteur pour véhicule hybride
WO2013030986A1 (fr) Dispositif de commande d'arrêt de moteur pour véhicule hybride
JP2013087710A (ja) 車両用内燃機関の始動制御装置
JP5846298B2 (ja) 車両用エンジン始動制御装置
JP2013096232A (ja) 車両制御装置
JP2015017543A (ja) 車両の制御装置

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 11871786

Country of ref document: EP

Kind code of ref document: A1

NENP Non-entry into the national phase

Ref country code: DE

122 Ep: pct application non-entry in european phase

Ref document number: 11871786

Country of ref document: EP

Kind code of ref document: A1

NENP Non-entry into the national phase

Ref country code: JP