WO2016136795A1 - Dispositif de démarrage de moteur et procédé de démarrage de moteur - Google Patents

Dispositif de démarrage de moteur et procédé de démarrage de moteur Download PDF

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Publication number
WO2016136795A1
WO2016136795A1 PCT/JP2016/055393 JP2016055393W WO2016136795A1 WO 2016136795 A1 WO2016136795 A1 WO 2016136795A1 JP 2016055393 W JP2016055393 W JP 2016055393W WO 2016136795 A1 WO2016136795 A1 WO 2016136795A1
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WIPO (PCT)
Prior art keywords
crankshaft
motor
torque
engine
starter
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Application number
PCT/JP2016/055393
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English (en)
Japanese (ja)
Inventor
良友 竹内
祐輝 久保
蛭間　淳之
Original Assignee
株式会社デンソー
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Priority claimed from JP2016013334A external-priority patent/JP6547643B2/ja
Application filed by 株式会社デンソー filed Critical 株式会社デンソー
Publication of WO2016136795A1 publication Critical patent/WO2016136795A1/fr

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/08—Circuits or control means specially adapted for starting of engines
    • 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
    • F02N15/00—Other power-operated starting apparatus; Component parts, details, or accessories, not provided for in, or of interest apart from groups F02N5/00 - F02N13/00
    • F02N15/02—Gearing between starting-engines and started engines; Engagement or disengagement thereof
    • F02N15/04—Gearing between starting-engines and started engines; Engagement or disengagement thereof the gearing including disengaging toothed gears
    • F02N15/06—Gearing between starting-engines and started engines; Engagement or disengagement thereof the gearing including disengaging toothed gears the toothed gears being moved by axial displacement
    • 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
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

Definitions

  • This disclosure relates to an engine start technique for starting an engine.
  • Patent Document 1 discloses the following technique.
  • the pinion of the dive starter is meshed with the ring gear in advance.
  • the ring gear is rotated by the starter motor, and the crankshaft is rotated and moved to a position suitable for starting the engine.
  • the position of the crankshaft is controlled by a motor. Therefore, in the conventional technique, it is necessary to grasp the position of the crankshaft by the crank angle sensor, and the cost is increased by the amount required for the crank angle sensor.
  • the present disclosure is intended to provide an engine starting technique capable of positioning a crankshaft without using a crank angle sensor in an engine starting device.
  • An engine starter of the present disclosure includes a motor that is directly or indirectly connected to a crankshaft of an engine and that rotates the crankshaft, and drives the motor while the engine is stopped to bring the crankshaft into a predetermined position.
  • a crankshaft positioning device to be moved.
  • the crankshaft positioning device determines the relationship between the crankshaft torque peak position, which is the crank angle when the torque of the crankshaft shows a peak, and the rotational position of the motor, based on at least one of the motor torque and the rotational speed information.
  • a crankshaft position grasping section for grasping; and a motor control section for controlling the motor so that the crankshaft moves to a predetermined position with reference to the crankshaft torque peak position.
  • the engine starter of the present disclosure grasps the relationship between the crankshaft torque peak position and the motor rotational position based on at least one of the motor torque and the rotational speed information.
  • the crankshaft can be positioned without using the crank angle sensor.
  • FIG. 1 is an overall configuration diagram of an engine starter according to a first embodiment.
  • FIG. 2 is a schematic diagram of a piston that reciprocates in a cylinder by rotation of a crankshaft in the first embodiment.
  • FIG. 3 is a correlation diagram illustrating a relationship among the crank angle, the cylinder internal pressure, the crankshaft torque, the motor rotation speed, and the motor torque in the first embodiment.
  • FIG. 4 is a flowchart illustrating a processing example of crankshaft positioning according to the first embodiment.
  • FIG. 5 is a flowchart illustrating an example of a crankshaft positioning process according to the second embodiment.
  • FIG. 6 is an overall configuration diagram of the engine starting device according to the third embodiment.
  • FIG. 1 is an overall configuration diagram of an engine starter according to a first embodiment.
  • FIG. 2 is a schematic diagram of a piston that reciprocates in a cylinder by rotation of a crankshaft in the first embodiment.
  • FIG. 3 is a correlation diagram illustrating a relationship among the crank angle,
  • FIG. 7 is a flowchart illustrating an example of a crankshaft positioning process according to the third embodiment.
  • FIG. 8 is a correlation diagram (part 1) illustrating a relationship among the crank angle, the cylinder internal pressure, the crankshaft torque, the motor rotation speed, and the motor torque in the fourth embodiment.
  • FIG. 9 is a correlation diagram (part 2) illustrating the relationship among the crank angle, the cylinder internal pressure, the crankshaft torque, the motor rotation speed, and the motor torque in the fourth embodiment.
  • FIG. 10 is a configuration diagram of an ECU according to the fifth embodiment.
  • FIG. 1 is an overall configuration diagram of an engine starter 1 according to a first embodiment.
  • the engine starting device 1 according to the present embodiment is a device for starting an engine 2 mounted on a hybrid vehicle, for example.
  • the engine starter 1 includes a starter 3 and an ECU 4.
  • the starter 3 is for cranking the engine 2.
  • the ECU 4 controls the operation of the starter 3.
  • the starter 3 includes a motor 5, an output shaft 6, a pinion 7, a clutch 8, a pinion pushing mechanism, and the like.
  • the motor 5 generates a rotational force.
  • the output shaft 6 is connected to the motor 5 and is driven to rotate by the rotation of the motor 5.
  • the pinion 7 is provided in a movable state on the output shaft 6.
  • the clutch 8 transmits the rotation of the output shaft 6 to the pinion 7.
  • the pinion extrusion mechanism is for extruding the pinion 7 (details will be described later).
  • the motor 5 is an AC motor having a stator (not shown) and a rotor (not shown), for example.
  • the stator generates a rotating magnetic field by applying a three-phase alternating current to a three-phase armature winding.
  • the rotor rotates in synchronization with a rotating magnetic field generated in the stator.
  • the output shaft 6 is rotated by receiving the motor torque amplified by a reduction gear (not shown).
  • the pinion 7 can move in the direction opposite to the motor direction on the shaft of the output shaft 6 and mesh with the ring gear 10.
  • the ring gear 10 is connected to the crankshaft 9 of the engine 2.
  • the clutch 8 is helically splined to the outer periphery of the output shaft 6 and transmits the rotation of the output shaft 6 to the pinion 7.
  • the clutch 8 is a one-way clutch that interrupts torque transmission from the pinion 7 to the output shaft 6.
  • the pinion pushing mechanism is constituted by an actuator 11, a shift lever 12, and the like.
  • the actuator 11 generates a driving force in the axial direction X.
  • the shift lever 12 transmits the driving force of the actuator 11 to the pinion 7.
  • the actuator 11 has a solenoid (not shown) and a plunger (not shown).
  • the solenoid is supplied with electric power from the battery 13 and generates a magnetic force.
  • the plunger is attracted in the axial direction X by the magnetic force of the solenoid.
  • the actuator 11 transmits the sucked movement of the plunger to the pinion 7 via the shift lever 12.
  • the shift lever 12 is provided in a state that it can swing around a fulcrum 12a.
  • the shift lever 12 has an end on one end side connected to the plunger and an end on the other end connected to the clutch 8 with respect to the fulcrum 12a.
  • the ECU 4 is equipped with a microcomputer including an arithmetic processing unit such as a CPU, a storage unit such as a memory including ROM and RAM, an input / output unit such as an I / O, and the like.
  • the ECU 4 realizes various functions by, for example, executing predetermined programs stored in the memory by the CPU.
  • the ECU 4 according to the present embodiment controls energization to the motor 5 and the solenoid by such a function realizing method.
  • the energization to the motor 5 means the energization to the armature winding.
  • the ECU 4 functions as a crankshaft positioning device according to the present disclosure that assumes a start request received while the engine 2 is stopped and rotates the crankshaft 9 to a predetermined position.
  • crankshaft positioning mode the operation of moving the crankshaft 9 to a predetermined position while the engine 2 is stopped.
  • FIG. 2 is a schematic diagram of the piston 15 reciprocating in the cylinder 14 by the rotation of the crankshaft 9 in the present embodiment.
  • the crankshaft 9 rotates and the piston 15 reciprocates in the cylinder 14.
  • the position of the piston 15 in the cylinder 14 is determined by the rotational position (crank angle) of the crankshaft 9.
  • the piston position in the cylinder 14 has a position suitable for starting the engine.
  • the crankshaft 9 has a position suitable for starting the engine. Therefore, the ECU 4 performs a crankshaft positioning mode in order to rotate the crankshaft 9 to a position suitable for starting the engine while the engine 2 is stopped. That is, in the engine starting device 1 according to the present embodiment, the actuator 11 is driven to engage the pinion 7 with the ring gear 10 while the engine 2 is stopped. Thereafter, in the engine starter 1, the motor 5 is driven to rotate the ring gear 10 and rotate the crankshaft 9 to a position suitable for engine start. Thereby, in the engine starter 1, when there is a start request (next start request) while the engine 2 is stopped, the engine 2 can be started early.
  • the ECU 4 includes the functional units of the motor torque detection unit 16, the crankshaft position grasping unit 17, and the motor control unit 18. Each functional unit will be described below.
  • the motor torque detector 16 has a function of detecting the output torque of the motor 5.
  • the motor torque is calculated based on the output signal of the current sensor 19 provided in the starter 3.
  • the current sensor 19 detects the energization current of the motor 5.
  • the crankshaft position grasping unit 17 grasps the relationship between the rotational position of the motor 5 and the position of the crankshaft 9.
  • the crankshaft torque peak at which the torque of the crankshaft 9 becomes a peak is determined based on the position of the crankshaft 9 at the rotational position of the motor 5 when the torque peak of the motor 5 is detected. Estimated position.
  • the crankshaft position grasping part 17 grasps the relationship between the rotational position of the motor 5 and the position of the crankshaft 9.
  • the rotational position of the motor 5 here is the rotational position of the rotor.
  • FIG. 3 is a correlation diagram showing the relationship between the crank angle, the cylinder internal pressure, the crankshaft torque, the motor rotation speed, and the motor torque in this embodiment.
  • FIG. 3A shows the correlation between the crank angle and the in-cylinder pressure of the engine 2.
  • FIG. 3B shows the correlation between the crank angle and the crankshaft torque.
  • FIG. 3C shows the correlation between the crank angle and the motor rotational speed.
  • FIG. 3D shows the correlation between the crank angle and the motor torque.
  • FIG. 3 also shows the state transition from the compression stroke to the expansion stroke of the engine 2 including the top dead center of the piston 15. As shown in FIG.
  • crankshaft torque peak position is determined for each engine 2.
  • the torque peak of the crankshaft 9 occurs at the same crank angle regardless of the maximum value of the cylinder pressure.
  • the crank angle at which the torque peak of the crankshaft 9 is generated does not change even if the maximum value of the cylinder pressure changes or the maximum value of the cylinder pressure varies for each cylinder 14 depending on the use environment.
  • the torque peak at which the torque of the crankshaft 9 is minimized occurs at the crank angle ⁇ 1 before the piston 15 reaches top dead center.
  • the crankshaft position grasping unit 17 uses the position of the crankshaft 9 at the rotational position of the motor 5 when the torque peak of the motor 5 is detected as the crankshaft where the torque of the crankshaft 9 reaches the peak.
  • Estimated torque peak position Specifically, the position of the crankshaft 9 corresponding to the rotational position when the torque peak of the motor 5 is detected is the torque peak position at which the torque of the crankshaft 9 is minimized, that is, the crankshaft torque peak position (crank angle ⁇ 1).
  • the torque peak of the motor 5 is detected by the motor torque detector 16 based on the differential value of the change amount by differentiating the change amount of the torque of the motor 5.
  • crankshaft position grasping part 17 when the torque peak of the motor 5 is detected, the current rotational position of the motor 5 corresponds to the crankshaft torque peak position (crank angle ⁇ 1). Grasp that.
  • the crankshaft position grasping unit 17 transmits the grasped information (the rotational position of the motor 5 corresponding to the crankshaft torque peak position) to the motor control unit 18.
  • the crankshaft position grasping part 17 according to the present embodiment is based on the information about the torque of the motor 5 and the crankshaft torque peak position, which is the crank angle when the torque of the crankshaft 9 shows a peak, and the rotational position of the motor 5.
  • the motor control unit 18 includes a motor drive circuit 18a and a motor command unit 18b.
  • the motor drive circuit 18 a is a control circuit that drives the motor 5.
  • the motor command unit 18b is a functional unit that transmits a command signal to the motor drive circuit 18a.
  • the motor command unit 18b receives inputs such as a signal from the crankshaft position grasping unit 17 and a signal indicating the rotor position of the motor 5 (for example, an encoder count value or an induced voltage). In response to this, the motor command unit 18b generates a signal for driving the motor 5, and operates the motor drive circuit 18a.
  • the motor drive circuit 18 a has a circuit configuration (for example, a configuration including an inverter circuit) including a switching element that opens and closes an energization circuit between the motor 5 and the battery 13.
  • the motor drive circuit 18a controls the operation of the switching element in accordance with a signal from the motor command unit 18b.
  • energization to the motor 5 is controlled.
  • the motor control unit 18 according to the present embodiment rotates the motor 5 with reference to the current rotational position.
  • the crankshaft 9 can be rotated and moved to the target crank angle with reference to the crankshaft torque peak position (crank angle ⁇ 1).
  • the motor control unit 18 functions as a motor control unit that controls the motor 5 so that the crankshaft 9 moves to a predetermined position with reference to the crankshaft torque peak position.
  • the energization of the motor 5 may be stopped (turned off) after the crankshaft 9 is moved to the target crank angle.
  • the state where the crankshaft 9 remains at the target crank angle when the energization of the motor 5 is stopped (turned off) is required.
  • the following cases can be considered. For example, it is assumed that the cylinder pressure remains after the crankshaft 9 is rotated by the motor 5. In such a case, energization of the motor 5 is stopped (turned off), and at the same time, the piston 15 is moved by the residual pressure in the cylinder 14 and the position of the crankshaft 9 may be shifted.
  • FIG. 4 is a flowchart illustrating a processing example of positioning of the crankshaft 9 performed by the engine starter 1 according to the present embodiment.
  • the actuator 11 is driven to engage the pinion 7 with the ring gear 10 (step S1).
  • the motor control unit 18 included in the ECU 4 starts energization of the motor 5 (ON), and controls the motor 5 at a constant speed (step S2).
  • the constant speed rotation control means that the rotation speed command value of the motor 5 is controlled to be constant as shown in FIG.
  • the motor torque detection unit 16 included in the ECU 4 monitors the torque of the motor 5 and detects the torque peak of the motor 5.
  • the crankshaft position grasping unit 17 included in the ECU 4 The relationship with the position of the shaft 9 is grasped.
  • the crankshaft position grasping part 17 estimates the position of the crankshaft 9 corresponding to the rotational position of the motor 5 at the time of torque peak detection as the crankshaft torque peak position. That is, the crankshaft position grasping unit 17 determines whether or not the position of the crankshaft 9 has reached the crankshaft torque peak position while the constant speed rotation control is being executed (step S3).
  • step S3 when the crankshaft position grasping unit 17 determines that the position of the crankshaft 9 has reached the crankshaft torque peak position (crank angle ⁇ 1) at the timing when the torque peak of the motor 5 is detected (step S3: YES) ), The process proceeds to step S4.
  • the determination process performed by the crankshaft position grasping unit 17 corresponds to a process for grasping the relationship between the rotational position of the motor 5 and the position of the crankshaft 9.
  • the crankshaft position grasping unit 17 determines that the position of the crankshaft 9 is not at the crankshaft torque peak position (crank angle ⁇ 1) until the torque peak of the motor 5 is detected (step S3).
  • step S2 the process returns to step S2. That is, in the engine starter 1, constant speed rotation control is executed until a torque peak at which the torque of the motor 5 is maximum is detected (until the position of the crankshaft 9 reaches the crankshaft torque peak position).
  • step S4 the motor control unit 18 executes motor lock control (step S4).
  • the motor lock control referred to here is a control process for forcibly stopping the rotation of the motor 5 (rotation of the rotor).
  • the rotor of the motor 5 is held in a stopped state, and the crankshaft 9 Control is performed to stop the position at the crankshaft torque peak position (crank angle ⁇ 1). That is, the motor lock control corresponds to a process of providing a period (crank shaft stationary period) in which the crankshaft 9 is stationary at the crank angle ⁇ 1 in the crankshaft positioning mode.
  • the motor control unit 18 performs motor lock control by, for example, 0-phase vector energization.
  • the motor lock control method is not limited to the method using the zero-phase vector energization.
  • an electric switch for short-circuiting the terminal of the motor 5 may be provided to operate the electric switch.
  • a method of operating a lock mechanism by providing a lock mechanism that mechanically stops the rotation of the rotor may be used.
  • the engine starter 1 determines whether or not the in-cylinder pressure of the engine 2 has been released after executing the motor lock control (step S5). Whether or not the in-cylinder pressure is released is determined, for example, based on the output result of the in-cylinder pressure sensor or the like. Note that the method for determining whether or not the in-cylinder pressure has been released is not limited to the method using the in-cylinder pressure sensor. For example, as another method, a sufficient time for the in-cylinder pressure to be released is stored in advance, and whether or not the in-cylinder pressure is released based on whether or not the stored predetermined time has elapsed. It may be a method of determining whether or not.
  • step S6 the motor lock control is released, and the process proceeds to step S6.
  • step S6 the engine starter 1 determines whether or not the crankshaft 9 has reached the target crank angle. If the engine starter 1 determines that the cylinder pressure is not released (step S5: NO), the process returns to step S4. That is, in the engine starting device 1, the motor lock control is executed until the cylinder pressure is released.
  • step S6 the motor control unit 18 controls the motor 5 to rotate at a constant speed (step S7).
  • the motor 5 is controlled to rotate at a constant speed until the crankshaft 9 reaches the target crank angle.
  • the motor control unit 18 rotates the motor 5 with reference to the current rotational position.
  • the engine starter 1 can rotate the crankshaft 9 with reference to the crankshaft torque peak position (crank angle ⁇ 1).
  • the crankshaft 9 can be moved to the target crank angle.
  • the target crank angle according to the present embodiment is, for example, a predetermined angle (crank angle) between the crankshaft torque peak position (crank angle ⁇ 1) and the top dead center of the piston 15.
  • the position between the crankshaft torque peak position (crank angle ⁇ 1) and the top dead center of the piston 15 is a position suitable for starting the engine.
  • step S6 determines that the crankshaft 9 has reached the target crank angle (step S6: YES)
  • the motor energization is stopped (OFF) (step S8), and the crankshaft positioning mode is terminated.
  • the engine starter 1 waits for a start request for the engine 2. Thereafter, when the engine start device 1 accepts the start request, energization of the motor 5 is started (ON), and the engine 2 is cranked.
  • a sensor for detecting the position of the crankshaft 9 is not required, and there is no need to add a signal line of the sensor.
  • the cost can be reduced.
  • the function of detecting the torque of the motor 5 is generally provided in the motor 5. Therefore, no special cost is incurred.
  • the motor lock control is started at the rotational position where the torque peak of the motor 5 is detected. Then, after the cylinder pressure is released, the motor lock control is released, the motor 5 is driven, and the crankshaft 9 is moved to the target crank angle.
  • the crankshaft 9 is moved to the target crank angle, and even when the motor 5 is de-energized (turned off), the residual pressure in the cylinder 14 A situation in which the shaft 9 deviates from the target crank angle can be avoided.
  • the energization of the motor 5 can be stopped (turned off) from when the engine 2 is stopped until the next start request is received, thereby saving energy. It becomes.
  • the target crank angle is set to a predetermined angle (crank angle) between the crankshaft torque peak position (crank angle ⁇ 1) and the top dead center of the piston 15.
  • crank angle ⁇ 1 a predetermined angle between the crankshaft torque peak position (crank angle ⁇ 1) and the top dead center of the piston 15.
  • the target crank angle is the crankshaft torque peak position (crank angle ⁇ 1).
  • crankshaft positioning mode is executed according to the flow shown in FIG.
  • FIG. 5 is a flowchart showing a processing example of positioning of the crankshaft 9 performed by the engine starter 1 according to this embodiment.
  • the crankshaft position grasping unit 17 detects a torque peak at which the torque of the motor 5 becomes maximum, the current rotational position of the motor 5 is changed to the crankshaft torque peak position ( It is grasped that it corresponds to the crank angle ⁇ 1) (steps S2, S3).
  • the crankshaft position grasping unit 17 transmits the grasped information to the motor control unit 18.
  • the motor control unit 18 receives information from the crankshaft position grasping unit 17, the motor lock control is executed (step S4).
  • the engine starter 1 determines whether or not the in-cylinder pressure of the engine 2 has been released (step S5).
  • the motor control unit 18 stops (OFF) energization of the motor 5 (step S8), End the crankshaft positioning mode.
  • the engine starter 1 waits for a start request for the engine 2. Thereafter, when the engine start device 1 accepts the start request, energization of the motor 5 is started (ON), and the engine 2 is cranked.
  • the crankshaft torque peak position (crank angle ⁇ 1) is also a position suitable for engine start.
  • the engine starter 1 when there is a start request while the engine 2 is stopped, the engine 2 can be cranked from a position suitable for engine start, and the engine 2 can be started early. . Therefore, the engine starter 1 according to the present embodiment also has the same operational effects as the first embodiment.
  • FIG. 6 is an overall configuration diagram of the engine starter 1 according to the present embodiment.
  • the present embodiment differs from the first embodiment in that the motor generator 20 (hereinafter referred to as “MG20”), not the motor 5 of the starter 3, transmits power to the crankshaft 9.
  • the MG 20 is mounted on a hybrid vehicle.
  • the MG 20 has functions of both a motor and a generator, and rotates the crankshaft 9 by using the function as a motor.
  • the power transmission configuration of the MG 20 is not limited to the configuration directly connected to the crankshaft 9.
  • another configuration may be a configuration in which the crankshaft 9 is connected by belt engagement or gear engagement.
  • the crankshaft position grasping unit 17 of the ECU 4 stores the relationship between the rotational position of the MG 20 and the position of the crankshaft 9 in a predetermined storage area (for example, a memory). Specifically, when the torque peak of the MG 20 is detected, the crankshaft position grasping unit 17 stores the current rotational position of the MG 20 as a crankshaft torque peak position at which the torque of the crankshaft 9 reaches a peak.
  • the crankshaft 9 can be rotationally moved as follows by once storing the relationship between the rotational position of the MG20 and the position of the crankshaft 9. That is, in the engine starter 1 according to this embodiment, even when the crankshaft 9 rotates in the reverse rotation direction due to the residual pressure in the cylinder 14, the MG 20 is controlled based on the stored relationship, The shaft 9 can be rotated to the target crank angle.
  • FIG. 7 is a flowchart illustrating a processing example of positioning of the crankshaft 9 performed by the engine starter 1 according to the present embodiment.
  • the engine starter 1 is in an engaged state in which the rotation of the MG 20 is transmitted to the crankshaft 9 (step S11).
  • the motor control unit 18 included in the ECU 4 controls the MG 20 to rotate at a constant speed (step S12).
  • the motor torque detector 16 included in the ECU 4 monitors the torque of the MG 20 and detects the torque peak of the MG 20.
  • the crankshaft position grasping unit 17 included in the ECU 4 detects the rotation position of the MG 20 and the crankshaft 9. Understand the relationship with the position of.
  • the crankshaft position grasping part 17 estimates the position of the crankshaft 9 corresponding to the rotational position of the MG 20 at the time of torque peak detection as the crankshaft torque peak position. That is, the crankshaft position grasping unit 17 determines whether or not the position of the crankshaft 9 has reached the crankshaft torque peak position while the constant speed rotation control is being executed (step S13).
  • step S13 YES
  • step S14 the crankshaft position grasping unit 17 determines that the position of the crankshaft 9 is not at the crankshaft torque peak position (crank angle ⁇ 1) until the torque peak of the MG 20 is detected.
  • step S13 determines the rotational position of the MG 20 when the torque peak is detected, and the crankshaft in which the torque of the crankshaft 9 reaches a peak. Store as torque peak position. And the motor control part 18 performs control of the motor function which MG20 has.
  • the motor control unit 18 rotates the MG 20 based on the stored information and moves the crankshaft 9 to the target crank angle (step S14). Then, in the engine starter 1, after the rotational movement of the crankshaft 9 is finished, the motor energization is stopped (OFF) (step S15), and the crankshaft positioning mode is finished.
  • the MG 20 is rotated again so that the crankshaft 9 is moved to the target crank angle.
  • the MG 20 may be rotated by applying a reverse torque that does not rotate in the reverse rotation direction to the rotor due to the residual pressure in the cylinder 14.
  • the crankshaft 9 can be positioned without using the crank angle sensor, similarly to the first embodiment.
  • Example 4 In the first embodiment, the case where the rotational speed command value of the motor 5 is controlled to be constant has been described. On the other hand, in this embodiment, the torque command value of the motor 5 is controlled to be constant.
  • 8 and 9 are correlation diagrams (Nos. 1 and 2) showing the relationship among the crank angle, the cylinder internal pressure, the crankshaft torque, the motor rotation speed, and the motor torque in this embodiment. Specifically, FIGS. 8 and 9 (a) show the correlation between the crank angle and the cylinder pressure of the engine 2. 8 and 9 (b) show the correlation between the crank angle and the crankshaft torque. 8 and 9 (c) show the correlation between the crank angle and the motor speed. 8 and 9 (d) show the correlation between the crank angle and the motor torque.
  • crankshaft torque peak value the value at the time of torque peak of the crankshaft 9 (hereinafter “condition”). 1 ”), when the torque peak of the crankshaft 9 is generated, the amount of change in rotational speed (d ⁇ / dt) during motor deceleration is maximized. Therefore, when the condition 1 is satisfied (when the motor torque command value ⁇ the crankshaft torque peak value), the crankshaft torque peak position (crank angle ⁇ 1) can be estimated as follows.
  • the crankshaft position grasping unit 17 of the ECU 4 has a crankshaft torque peak position (crank angle ⁇ 1) based on the rotational position of the motor 5 when the amount of change in the rotational speed during motor deceleration is maximized. Is estimated.
  • the crankshaft position grasping unit 17 according to the present embodiment is based on information on the rotational speed of the motor 5 and the crankshaft torque peak position, which is the crank angle when the torque of the crankshaft 9 shows a peak, and the rotation of the motor 5. It functions as a crankshaft position grasping means for grasping the relationship with the position.
  • the motor control unit 18 included in the ECU 4 controls the rotation angle of the motor 5 with reference to the rotation position of the motor 5 when the amount of change in the rotation speed during motor deceleration is maximized.
  • the crankshaft 9 can be rotationally moved to the target crank angle with reference to the crankshaft torque peak position (crank angle ⁇ 1).
  • the motor 5 always accelerates under the condition that the torque command value of the motor 5 (torque generated according to the command) is larger than the crankshaft torque peak value (hereinafter referred to as “condition 2”).
  • condition 2 the crankshaft torque peak value
  • the crankshaft torque peak position (crank angle ⁇ 1) can be estimated as follows.
  • the crankshaft position grasping unit 17 of the ECU 4 has a crankshaft torque peak position (crank angle ⁇ 1) based on the rotational position of the motor 5 when the amount of change in the rotational speed during motor acceleration is minimized. Is estimated.
  • the motor control unit 18 of the ECU 4 controls the rotation angle of the motor 5 with reference to the rotation position of the motor 5 when the amount of change in the rotation speed during motor acceleration is minimized.
  • the crankshaft 9 can be rotationally moved to the target crank angle with reference to the crankshaft torque peak position (crank angle ⁇ 1).
  • crankshaft torque peak position (crank angle ⁇ 1) can be estimated based on the amount of change in the rotational speed of the motor 5 (d ⁇ / dt). . Therefore, also in the present embodiment, as in the first embodiment, the crankshaft 9 can be positioned without using the crank angle sensor.
  • Example 5 In the first embodiment, an example in which the crankshaft torque peak position is grasped based on the motor torque has been described. In contrast, in this embodiment, the engine torque is calculated based on the torque and the rotation speed of the motor 5, and the crankshaft torque peak position is grasped based on the calculated engine torque.
  • FIG. 10 is a configuration diagram of the ECU 4 according to the present embodiment. As shown in FIG. 10, the ECU 4 according to the present embodiment includes an engine torque calculation unit 21 instead of the motor torque detection unit 16. The engine torque calculation unit 21 calculates engine torque based on the torque and the rotational speed of the motor 5. The torque of the motor 5 is calculated based on the energization current of the motor 5 detected by the current sensor 19 as described in the first embodiment, for example. Further, the rotational speed of the motor 5 is calculated based on, for example, the rotational position of the rotor that can be detected by a resolver, an encoder, or the like.
  • the engine torque calculation unit 21 calculates the engine torque using the following formula (1).
  • [Jm + (1 / G 2 ) ⁇ Je] d ⁇ m / dt Tm + (1 / G) ⁇ Te (1)
  • “Te” is the engine torque
  • “Tm” is the motor torque
  • “ ⁇ m” is the motor speed
  • “Je” is engine inertia
  • “Jm” is motor inertia
  • “G” is the gear ratio from the motor 5 to the crankshaft 9 (the radius of the ring gear 10 / the radius of the pinion 7).
  • the starter rotation speed and the engine rotation speed when the crankshaft positioning mode is executed are assumed to be equal.
  • the value of “[Jm + (1 / G 2 ) ⁇ Je]” is a unique value that the engine 2 and the starter 3 have.
  • the value of “d ⁇ m / dt” represents the amount of change in the rotational speed of the motor 5.
  • the engine torque calculation unit 21 transmits the engine torque Te calculated using the above formula (1) to the crankshaft position grasping unit 17.
  • the crankshaft position grasping unit 17 of the ECU 4 estimates the crankshaft torque peak position (crank angle ⁇ 1) based on the engine torque Te received from the engine torque calculation unit 21.
  • the motor control unit 18 of the ECU 4 controls the rotation angle of the motor 5 with reference to the current rotation position of the motor 5 corresponding to the crankshaft torque peak position.
  • crankshaft 9 can be rotationally moved to the target crank angle with reference to the crankshaft torque peak position (crank angle ⁇ 1).
  • crankshaft 9 can be positioned without using the crank angle sensor, similarly to the first embodiment.
  • crankshaft 9 is rotationally moved to a position (target crank angle) suitable for starting the engine
  • the movement position of the crankshaft 9 may be a desired position, and the movement position in this case may be set as appropriate.
  • the configuration in which the motor lock control is performed when the torque peak of the motor 5 is detected has been described.
  • the motor lock control may be performed from the rotational position where the torque peak of the motor 5 is detected until the piston 15 moves to the top dead center in the compression stroke of the engine 2.
  • the configuration in which the actuator 11 is driven and the pinion 7 is meshed with the ring gear 10 in the starter 3 has been described.
  • the starter 3 may be a constantly meshing type in which the pinion 7 is always meshed with the ring gear 10.
  • the configuration in which the motor torque is detected based on the magnitude of the energization current has been described.
  • the method of detecting the motor torque is not limited to this, and various methods can be used.
  • the motor torque may be directly detected using a motor torque sensor.
  • PWM control is used for motor control
  • the motor torque may be detected using a change in the duty value.
  • the configuration in which the actuator 11 has a solenoid (hereinafter referred to as “first solenoid”) for pushing out the pinion 7 has been described.
  • the actuator 11 may have a second solenoid for opening and closing the main switch of the motor 5 in addition to the first solenoid. In the case of such a configuration, the second solenoid for opening and closing the main switch realizes a part of the function of the motor control unit 18.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Abstract

Selon l'invention, dans un dispositif de démarrage de moteur (1), une unité de commande électronique (ECU pour Electronic Control Unit) (4) qui fait office de dispositif de détermination de position de vilebrequin, estime la position d'un vilebrequin (9) correspondant à la position de rotation d'un moteur (5) au moment du couple maximal, comme étant une position de pic de couple de vilebrequin où le couple du vilebrequin (9) atteint un maximum. En résumé, le dispositif de démarrage de moteur (1) détermine la position du vilebrequin (9) sur la base du couple moteur. Par conséquent, le dispositif de démarrage de moteur (1) peut déterminer la relation entre la position de rotation du moteur (5) et la position du vilebrequin (9) sans utiliser un capteur d'angle du vilebrequin et peut déterminer la position du vilebrequin (9).
PCT/JP2016/055393 2015-02-27 2016-02-24 Dispositif de démarrage de moteur et procédé de démarrage de moteur WO2016136795A1 (fr)

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JP2015-039017 2015-02-27
JP2015039017 2015-02-27
JP2016-013334 2016-01-27
JP2016013334A JP6547643B2 (ja) 2015-02-27 2016-01-27 エンジン始動装置

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Citations (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH02286874A (ja) * 1989-04-28 1990-11-27 Mitsubishi Motors Corp レシプロエンジンの始動性向上装置
JP2001221138A (ja) * 2000-02-04 2001-08-17 Mitsubishi Motors Corp 内燃機関の始動装置
WO2002004806A1 (fr) * 2000-07-11 2002-01-17 Aisin Aw Co., Ltd. Systeme d'entrainement
JP2002512342A (ja) * 1998-04-20 2002-04-23 コンティネンタル・イーエスアーデー・エレクトロニク・ジステームス・ゲーエムベーハー・ウント・コンパニ・オーハーゲー 内燃機関を始動させる方法およびスタータ・システム
JP2003518585A (ja) * 1999-12-28 2003-06-10 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 内燃機関の制御された停止のための装置及び方法
US20040133333A1 (en) * 2002-11-25 2004-07-08 Erik Surewaard Method and system for controlling shutdown and restart of an internal combustion engine
JP2004251252A (ja) * 2003-02-21 2004-09-09 Honda Motor Co Ltd エンジン駆動式作業機
JP2008510099A (ja) * 2004-08-17 2008-04-03 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 別個の連結過程及び始動過程を有する内燃機関のための始動装置
JP2013112265A (ja) * 2011-11-30 2013-06-10 Daimler Ag ハイブリッド車両のエンジン停止制御装置

Patent Citations (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH02286874A (ja) * 1989-04-28 1990-11-27 Mitsubishi Motors Corp レシプロエンジンの始動性向上装置
JP2002512342A (ja) * 1998-04-20 2002-04-23 コンティネンタル・イーエスアーデー・エレクトロニク・ジステームス・ゲーエムベーハー・ウント・コンパニ・オーハーゲー 内燃機関を始動させる方法およびスタータ・システム
JP2003518585A (ja) * 1999-12-28 2003-06-10 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 内燃機関の制御された停止のための装置及び方法
JP2001221138A (ja) * 2000-02-04 2001-08-17 Mitsubishi Motors Corp 内燃機関の始動装置
WO2002004806A1 (fr) * 2000-07-11 2002-01-17 Aisin Aw Co., Ltd. Systeme d'entrainement
US20040133333A1 (en) * 2002-11-25 2004-07-08 Erik Surewaard Method and system for controlling shutdown and restart of an internal combustion engine
JP2004251252A (ja) * 2003-02-21 2004-09-09 Honda Motor Co Ltd エンジン駆動式作業機
JP2008510099A (ja) * 2004-08-17 2008-04-03 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 別個の連結過程及び始動過程を有する内燃機関のための始動装置
JP2013112265A (ja) * 2011-11-30 2013-06-10 Daimler Ag ハイブリッド車両のエンジン停止制御装置

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