WO2015166818A1 - エンジンの始動制御装置 - Google Patents

エンジンの始動制御装置 Download PDF

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Publication number
WO2015166818A1
WO2015166818A1 PCT/JP2015/061817 JP2015061817W WO2015166818A1 WO 2015166818 A1 WO2015166818 A1 WO 2015166818A1 JP 2015061817 W JP2015061817 W JP 2015061817W WO 2015166818 A1 WO2015166818 A1 WO 2015166818A1
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WO
WIPO (PCT)
Prior art keywords
engine
condition
start control
motor
charge amount
Prior art date
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PCT/JP2015/061817
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English (en)
French (fr)
Japanese (ja)
Inventor
祥太 原田
Original Assignee
スズキ株式会社
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Publication date
Application filed by スズキ株式会社 filed Critical スズキ株式会社
Priority to DE112015002022.5T priority Critical patent/DE112015002022B4/de
Publication of WO2015166818A1 publication Critical patent/WO2015166818A1/ja

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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
    • 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 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 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
    • B60K6/485—Motor-assist 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
    • 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 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
    • B60W10/04—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
    • 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
    • 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
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18027—Drive off, accelerating from standstill
    • 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
    • F02D29/02—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 peculiar to engines driving vehicles; peculiar to engines driving variable pitch propellers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/18—Circuit arrangements for generating control signals by measuring intake air flow
    • 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
    • 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 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 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/26—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 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 motors or the generators
    • B60K2006/268—Electric drive motor starts the engine, i.e. used as starter motor
    • 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
    • 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
    • B60W2510/0614—Position of fuel or air injector
    • B60W2510/0628—Inlet air flow rate
    • 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
    • B60W2510/24—Energy storage means
    • B60W2510/242—Energy storage means for electrical energy
    • B60W2510/244—Charge state
    • 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
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/10—Accelerator pedal position
    • 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
    • B60W2710/06—Combustion engines, Gas turbines
    • B60W2710/0616—Position of fuel or air injector
    • B60W2710/0627—Fuel flow rate
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
    • F02D41/062—Introducing corrections for particular operating conditions for engine starting or warming up for starting
    • 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
    • F02N11/04—Starting of engines by means of electric motors the motors being associated with current generators
    • 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 specially adapted for starting of engines
    • F02N11/0814—Circuits 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
    • F02N2200/102—Brake 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
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

Definitions

  • the present invention relates to an engine start control device, and more particularly to an engine start control device that starts an engine by a motor driven by electric power supplied from a battery.
  • a motor using a motor generator (hereinafter referred to as a motor) having both functions of an electric motor and a generator is known as a motor serving as a drive source for running the vehicle.
  • Patent Document 1 proposes a switch capable of switching between running a vehicle with a motor or running a vehicle with an engine according to the amount of charge of a battery.
  • Japanese Patent No. 3447937 proposes that when the charge amount of the battery is greater than or equal to a predetermined amount, the vehicle is started and driven with relatively large power output from the motor, while the charge amount of the battery is predetermined amount.
  • the value is less than 1, the engine is started with relatively small power output from the motor, and the vehicle is started to run with the power output from the engine.
  • the present invention has been made to solve the above-described problems, and an object of the present invention is to provide an engine start control device that can efficiently use battery power.
  • a first aspect of the present invention includes a motor that rotates an engine by output, a battery that supplies electric power to the motor, a charge amount detection unit that detects a charge amount of the battery,
  • An engine start control device comprising: a start control unit that controls start, wherein the start control unit is configured to provide a motor on condition that the detected charge amount detected by the charge amount detection unit is equal to or greater than a first threshold value.
  • the start control unit may start the engine immediately after the output of the motor on condition that the detected charge amount is less than the second threshold value.
  • a third aspect of the present invention includes an air amount detection unit that detects an air amount in an intake pipe that circulates intake air supplied to the engine, and the start control unit has a detected charge amount that is less than a first threshold value, When the air amount detected by the air amount detection unit is less than a predetermined amount after the engine is rotated by the output of the motor on the condition that it is equal to or higher than the second threshold value set lower than the first threshold value, the engine It is also possible to start.
  • the start control unit starts the engine after performing the so-called EV creep running on the condition that the detected charge amount is equal to or greater than the first threshold, and the detected charge amount is the first charge amount.
  • the engine is started after so-called motoring on the condition that it is less than the threshold and greater than or equal to the second threshold, and the engine is started on the condition that the detected charge amount is less than the second threshold. ing. Therefore, the start control by the start control unit is executed based on detailed conditions corresponding to the detected charge amount, and the power of the battery is efficiently utilized.
  • the start control unit starts the engine immediately after the output of the motor on the condition that the detected charge amount is less than the second threshold value. Therefore, the start control by the start control unit is executed based on detailed conditions corresponding to the detected charge amount, and the power of the battery is efficiently utilized.
  • the start control unit is configured such that the detected charge amount is less than the first threshold value and is equal to or greater than the second threshold value set lower than the first threshold value. After the engine is rotated with the output, the engine is started when the amount of air in the intake pipe detected by the air amount detection unit is less than a predetermined amount, so that vibration generated when the engine is started is reduced. be able to.
  • FIG. 1 is a schematic configuration diagram of an engine start control device according to an embodiment of the present invention.
  • FIG. 2 is a flowchart showing a control operation of the engine start control device according to the embodiment of the present invention.
  • the engine start control device is mounted on a vehicle 1.
  • the vehicle 1 includes an engine 11, a motor 12, an engine control unit (hereinafter referred to as ECU) 13, and a battery 14.
  • the vehicle 1 is a so-called hybrid vehicle that is driven by a power source of at least one of the engine 11 and the motor 12.
  • the vehicle 1 includes a crankshaft pulley 21 provided on the crankshaft 11 a of the engine 11, a motor pulley 22 provided on a rotor shaft (not shown) of the motor 12, a belt 23, and a transmission ( T / M) 24. Further, the vehicle 1 includes a differential gear 25 connected to the transmission 24, left and right drive shafts 26 connected to the differential gear 25, and left and right drive wheels 27.
  • a mechanism for transmitting and shutting off the output of a clutch or the like is provided between the components of the engine 11, the motor 12, the transmission 24, the differential gear 25, the left and right drive shafts 26, and the left and right drive wheels 27.
  • the output of the motor 12 is transmitted to the left and right drive wheels 27.
  • the engine 11 is configured by, for example, a four-cycle engine that performs a series of four strokes including an intake stroke, a compression stroke, an expansion stroke, and an exhaust stroke.
  • the engine 11 includes an intake manifold 11b.
  • An intake passage for supplying intake air into the engine 11 is formed in the intake manifold 11b.
  • the motor 12 is composed of a motor generator (MG) having both a function of an electric motor serving as a drive source for running the vehicle 1 and a function of a generator for charging the battery 14 by power generation.
  • the motor 12 includes a rotor (not shown), a rotor shaft, and a stator, and is driven by electric power supplied from the battery 14.
  • a belt 23 is wound around the motor pulley 22 and the crankshaft pulley 21 described above, and the power of the motor 12 is transmitted to the crankshaft 11a of the engine 11 by the motor pulley 22, the crankshaft pulley 21 and the belt 23. .
  • the ECU 13 is constituted by a microcomputer.
  • the microcomputer includes a CPU (Central Processing Unit), a RAM (Random Access Memory), a ROM (Read Only Memory), a flash memory, an input port, an output port, and a network module.
  • the network module can communicate with another electronic control unit such as a transmission electronic control unit via a CAN (Controller Area Network).
  • ECU13 performs arithmetic processing based on the data and program stored in ROM. For example, when the ECU 13 detects that the accelerator is turned off while the vehicle 1 is traveling, the ECU 13 executes fuel injection cut control for cutting the fuel injection to the engine 11, and the vehicle speed is reduced to idle. When the condition necessary for the stop is satisfied, the engine 11 is stopped idling.
  • the ECU 13 supplies power from the battery 14 to generate power in the motor 12 while continuing fuel injection cut control triggered by the release of the brake during idling stop.
  • the power generated by the motor 12 is transmitted to the crankshaft 11a via the motor pulley 22, the belt 23, and the crankshaft pulley 21, whereby the engine 11 is motored.
  • the power transmitted to the crankshaft 11a is input to the transmission 24 and transmitted to the left and right drive wheels 27 via the differential gear 25 and the left and right drive shafts 26.
  • the charge amount detection unit 13a includes sensors such as a current sensor (not shown) that detects a current flowing out or inflow from the battery 14 and a voltage sensor (not shown) that detects a terminal voltage of the battery 14. Based on the detection value detected by the sensor, the charge amount detection unit 13a determines the current charge state (SOC: State Of Charge) of the battery 14, the so-called current remaining capacity, as a detected charge amount (hereinafter referred to as a detected charge amount J). )).
  • SOC State Of Charge
  • the air amount detection unit 13b includes a sensor that detects an air amount, such as an air amount sensor provided in an intake passage of an intake pipe (not shown), and detects the air amount in the intake pipe.
  • the start control unit 13c rotates the engine at the first rotation speed with the power output from the motor 12 on condition that the detected charge amount J detected by the charge amount detection unit 13a is equal to or greater than a predetermined first threshold value. Then, the engine 11 is started after the vehicle 1 travels.
  • the start control unit 13c when the detected charge amount J satisfies a pattern A including a plurality of conditions including a condition that the detected charge amount J is equal to or greater than a predetermined first threshold, The engine 11 is started after performing a so-called EV creep running, which is a low-speed running when the accelerator is off, for a predetermined time tmax.
  • the first threshold value is a minimum charge amount of the battery 14 that enables EV creep running, and is a preset value.
  • the first engine speed is a minimum engine speed that enables EV creep running.
  • the pattern A condition includes an A1 condition or an A6 condition described below.
  • the A1 condition is that the air conditioner mounted on the vehicle 1 is OFF.
  • the A2 condition is that the detected charge amount J is equal to or greater than the first threshold value.
  • the A3 condition is that the temperature of the cooling water for cooling the engine 11 is equal to or higher than a predetermined threshold value.
  • the A4 condition is that the temperature of ATF, which is the hydraulic oil of the transmission 24, is equal to or higher than a predetermined threshold value.
  • the A5 condition is that the slope of the road surface on which the vehicle 1 is traveling is within a predetermined threshold.
  • the A6 condition is that the electric load of the vehicle 1 is not more than a predetermined threshold value.
  • Each of these predetermined threshold values is a value set in advance so as to meet each condition.
  • the A1 condition and the A2 condition are for avoiding a situation in which EV creep running and start assist cannot be sufficiently performed assuming a load applied to the motor 12 when performing EV creep running of the vehicle 1 and starting assistance of the engine 11. Is set.
  • the friction in the engine 11 or the transmission 24 is reduced, and the load on the motor 12 is reduced when performing EV creep running or start assist. It is set in consideration of.
  • the A5 condition is that, when EV creep running is performed when the slope of the road surface is an uphill above a predetermined threshold, the load applied to the motor 12 increases more than usual, and there is a possibility that EV creep running and start assist cannot be performed. It is set to avoid being.
  • the A6 condition is set to prevent excessive power consumption of the battery 14 and to prevent the battery 14 from being insufficiently charged or deteriorated. That is, when EV creep running or start assist is performed by the start control unit 13c when the electric load of the vehicle 1 is equal to or greater than a predetermined threshold, the load due to EV creep running or start assist is added to the battery in addition to the electric load. 14, the amount of charge of the battery 14 may be insufficient or deteriorate.
  • the determination as to whether or not the electrical load is equal to or less than a predetermined threshold is performed by using, for example, a sensor such as a current sensor to calculate the power supplied from the battery 14 by the operation of each element connected to the battery 14 and supplied with power. Detection is performed by comparing the detected value with a reference value.
  • the start control unit 13c outputs the power output from the motor 12 on condition that the detected charge amount J is less than the first threshold value and is equal to or greater than a predetermined second threshold value set lower than the first threshold value.
  • the engine 11 is started after the rotational speed of the engine 11 is increased to a predetermined rotational speed.
  • the second threshold value is a value that is set in advance, with the detected charge amount J serving as a reference for allowing the above-described start assist.
  • the start control unit 13c sets a condition that the detected charge amount J is less than the first threshold and not less than a predetermined second threshold set lower than the first threshold, as will be described later.
  • the start assist is executed by satisfying a pattern B condition including a plurality of conditions including the condition.
  • the start assist performs motoring that raises the engine 11 to a second rotational speed that is about the engine idling rotational speed until the pressure in the intake manifold 11b of the engine 11 reaches a predetermined value.
  • the engine 11 is started with the output power.
  • the pressure in the intake manifold 11b is detected by a negative pressure sensor that detects the negative pressure in the intake manifold 11b.
  • the start controller 13c Since the pressure in the intake manifold 11b and the air amount in the intake manifold 11b are in a proportional relationship, the start controller 13c replaces the pressure in the intake manifold 11b with the air amount detected by the air amount sensor. Thus, the start assist may be executed. That is, the start control unit 13c performs motoring to raise the engine 11 to a second rotational speed that is about the engine idling rotational speed until the air amount in the intake manifold 11b of the engine 11 reaches a predetermined value, and outputs from the motor 12 The engine 11 may be started with the motive power.
  • the pattern B condition includes a B1 condition, an A3 condition, an A4 condition, an A5 condition, and an A6 condition.
  • the B1 condition is that the detected charge amount J is equal to or greater than a predetermined threshold value that permits start assist.
  • the pattern B condition does not include the A1 condition, which is one of the pattern A conditions.
  • the operation amount of the air conditioner that is, the degree of cooling or heating becomes small, and the load applied to the battery 14 becomes relatively small. It is not necessary to include in the B condition.
  • the start assist control based on the pattern B condition is performed while the operation amount of the air conditioner is small, it is not necessary to include the A1 condition in the pattern B condition.
  • the start control unit 13c starts the engine 11 with the power output from the motor 12 on condition that the detected charge amount J is less than the second threshold value. Specifically, the start control unit 13c starts the engine 11 with the power output from the motor 12 when the pattern C condition, which is a condition in which the pattern A condition and the pattern B condition are not satisfied, and Restart fuel injection.
  • the start control unit 13c starts the engine 11 with power output from the battery 14 on condition that the air amount in the intake pipe detected by the air amount detection unit 13b is less than a predetermined amount.
  • the battery 14 is formed of a known secondary battery such as a lead storage battery or a lithium ion storage battery that supplies power to various electric loads of the vehicle 1 and elements such as the motor 12, and is sequentially charged and discharged.
  • a known secondary battery such as a lead storage battery or a lithium ion storage battery that supplies power to various electric loads of the vehicle 1 and elements such as the motor 12, and is sequentially charged and discharged.
  • the transmission 24 is composed of a transmission that shifts the power generated by the engine 11, and includes a plurality of planetary gear mechanisms (not shown) and a plurality of friction engagement elements that constitute clutches and brakes (not shown). Yes.
  • the transmission 24 forms a desired gear stage by changing the gripping of each friction engagement element in accordance with hydraulic fluid supplied from a hydraulic control device (not shown), thereby determining the gear ratio of the transmission 24.
  • the transmission 24 forms, for example, any one of six forward shift stages from 1st to 6th speed and one reverse shift stage.
  • the power changed by the transmission 24 is transmitted to the differential gear 25.
  • the differential gear 25 is connected to the left and right drive shafts 26, and the power input from the output shaft of the transmission 24 is transmitted from the left and right drive shafts 26 to the left and right drive wheels 27, respectively.
  • the ECU 13 determines whether or not the engine 11 is performing idling stop control (step S11). If the ECU 13 determines that the engine 11 is not performing idling stop control, the ECU 13 ends the operation. When the ECU 13 determines that the engine 11 is performing idling stop control, the ECU 13 determines whether a brake (not shown) of the vehicle 1 is OFF (step S12).
  • the ECU 13 determines that the brake is OFF in step S12, the ECU 13 acquires detection information such as the state of charge of the battery 14 detected by each sensor, the temperature level, and the magnitude of the electric load applied to the battery 14 (step S13). .
  • the ECU 13 determines whether or not the pattern A condition is satisfied based on the acquired detection information (step S14). That is, the ECU 13 determines whether or not all of the A1 condition to the A6 condition are satisfied.
  • the ECU 13 determines whether or not an accelerator (not shown) of the vehicle 1 is ON (step S22).
  • step S17 the ECU 13 will restart the fuel injection of the engine 11, if it judges that the accelerator of the vehicle 1 is ON (step S17), and will complete
  • step S23 the ECU 13 determines whether or not the engine 11 is requested to forcibly start the engine such as a start switch ON (step S23).
  • the ECU 13 determines whether or not the duration t after starting the time count exceeds the maximum time tmax of EV creep travel (step S24).
  • the ECU 13 determines that the duration t does not exceed the maximum time tmax, the ECU 13 returns to the determination of whether the accelerator of the vehicle 1 is ON (step S22).
  • the ECU 13 determines that the duration t exceeds the maximum time tmax, the ECU 13 restarts the fuel injection of the engine 11 (step S17), starts the engine, and ends the operation.
  • step S14 determines whether the pattern A condition is not satisfied. That is, the ECU 13 determines whether or not all of the B1 condition, the A3 condition, and the A6 condition are satisfied.
  • the ECU 13 determines whether or not the accelerator of the vehicle 1 is ON (step S32).
  • step S17 the ECU 13 will restart the fuel injection of the engine 11, if it judges that the accelerator of the vehicle 1 is ON (step S17), and will complete
  • step S33 the ECU 13 determines whether there is a request for forced engine start such as a start switch ON for the engine 11 (step S33).
  • step S17 the ECU 13 restarts fuel injection of the engine 11 (step S17), starts the engine, and ends the operation.
  • the ECU 13 determines whether or not the pressure p in the intake manifold 11b of the engine 11 is equal to or lower than a pressure pth at which fuel injection is permitted (step S34). When the ECU 13 determines that the pressure p is not equal to or lower than the pressure pth, the ECU 13 determines again whether or not the accelerator of the vehicle 1 is ON (step S32). If ECU13 judges that the pressure p is below the pressure pth, it will restart the fuel injection of the engine 11 (step S17), will start an engine, and will complete
  • step S15 when the ECU 13 determines that the pattern B condition is not satisfied, the ECU 13 starts driving the motor 12 and rotates the engine 11 (step S16). The ECU 13 resumes fuel injection immediately after the start of rotation of the engine 11 (step S17), starts the engine, and ends the operation.
  • the engine start control device of the present embodiment includes a charge amount detection unit 13a and a start control unit 13c.
  • the start control unit 13c has a large detected charge amount J, the EV creep travel is performed.
  • the detected charge amount J is small, the engine 11 is started.
  • the detected charge amount J is medium, the engine 11 is started after motoring.
  • the start control is executed based on detailed conditions corresponding to the detected charge amount J, the power of the battery 14 is more efficiently utilized, and further, the battery 14 is prevented from deteriorating. The durability of the battery 14 is further improved.
  • the air conditioner mounted on the vehicle 1 is OFF (A1 condition) and the detected charge amount J permits EV creep running.
  • the condition is that it is equal to or greater than a predetermined threshold value (A2 condition).
  • the engine start control device of the present embodiment can avoid the case where the EV creep running cannot be performed sufficiently, and can ensure the detected charge amount J and perform the EV creep running. Therefore, the power of the battery 14 is utilized more efficiently, the deterioration of the battery 14 is prevented, and the durability of the battery 14 is further improved.
  • the temperature of the cooling water for cooling the engine 11 is equal to or higher than a predetermined threshold (A3 condition), and the ATF temperature of the transmission 24 is a predetermined threshold. This is the condition (A4 condition).
  • the engine start control device of the present embodiment can perform EV creep travel without burden on the battery 14.
  • the battery 14 can be prevented from deteriorating and the durability of the battery 14 can be further improved.
  • the engine start control device of the present embodiment is based on the condition that the gradient of the road surface on which the vehicle 1 is traveling is within a predetermined threshold (A5 condition) in the pattern A condition, the EV creep travel is performed. The inability to do so is avoided.
  • the engine start control device of the present embodiment can continue the EV creep running by satisfying the A5 condition.
  • the engine start control device of the present embodiment is based on the condition that the electric load of the vehicle 1 is not more than a predetermined threshold (A6 condition) in the pattern A condition.
  • a predetermined threshold A6 condition
  • the start control by the start control unit 13c is avoided, and excessive power consumption is prevented, and the amount of charge of the battery 14 is prevented from being insufficient or deteriorated.
  • the engine start control device of the present embodiment controls the rotation speed of the engine 11 with the power output from the motor 12 until the pressure in the intake manifold 11b of the engine 11 reaches a predetermined value. After motoring to increase the engine speed to a predetermined number of revolutions, start assist control of the engine 11 is executed.
  • the engine start control device of the present embodiment can suppress the generation amount of output torque at the time of engine start and suppress vibration at the time of engine start.
  • the engine start control device of the present embodiment includes the B1 condition and the A3 or A6 condition in the pattern B condition, so that the start assist can be performed reliably and the power of the battery 14 is utilized more efficiently.
  • the durability of the battery 14 can be further improved by preventing the battery 14 from deteriorating.
  • the engine start control device of the present embodiment avoids excessive EV creep travel and start assist when the detected charge amount J is small.
  • the engine 11 can be started with the power output from the engine 14. As a result, excessive consumption of the battery 14 can be avoided, the battery 14 can be prevented from deteriorating, and the durability of the battery 14 can be further improved.
  • the engine start control device of the present embodiment starts the engine 11 with the power output from the battery 14 on condition that the air amount in the intake pipe detected by the air amount detection unit 13b is less than a predetermined amount. As a result, vibration of the engine 11 can be further reduced when the engine 11 is started.
  • the engine start control device can suppress the power consumption particularly when the power of the battery 14 is not sufficient, so that the frequency of idling stop can be ensured, and consequently the fuel consumption of the engine 11 can be ensured. Can be improved.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • General Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
PCT/JP2015/061817 2014-04-28 2015-04-17 エンジンの始動制御装置 WO2015166818A1 (ja)

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CN110691724A (zh) * 2017-05-30 2020-01-14 株式会社电装 混合动力车辆的控制装置
JP7514743B2 (ja) 2020-11-20 2024-07-11 日産自動車株式会社 エンジン始動制御方法及びエンジン始動制御装置

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JP4075311B2 (ja) * 2001-01-17 2008-04-16 トヨタ自動車株式会社 内燃機関の始動制御装置
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CN110691724A (zh) * 2017-05-30 2020-01-14 株式会社电装 混合动力车辆的控制装置
CN110329238A (zh) * 2019-06-18 2019-10-15 浙江吉利控股集团有限公司 一种发动机启动控制方法、装置及设备
JP7514743B2 (ja) 2020-11-20 2024-07-11 日産自動車株式会社 エンジン始動制御方法及びエンジン始動制御装置

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