JP2016044614A - Vehicular control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicular control device for suppressing an electric power consumption and optimizing a complete explosion determination at the starting time of an internal combustion engine in a vehicle mounting the internal combustion engine accompanied by an electric generator and an electric motor.SOLUTION: A vehicular control device controls a vehicle including: an electric generator and an electric motor capable of applying a turning drive power to the crankshaft of an internal combustion engine and capable of generating an electric power in response to the supply of the turning drive quantity; and an electric motor especially for a cranking for starting the internal combustion engine, and selects whether a cranking is performed by using an electric generator and an electric motor in response to the height of a pressure in the cylinder of the internal combustion engine at the starting time, or the cranking is performed by using an electric motor especially for the cranking.SELECTED DRAWING: Figure 2

Description

  The present invention relates to a control device for a vehicle including a generator / motor that can apply a rotational driving force to a crankshaft of an internal combustion engine and generate electric power by receiving a rotational driving amount from the crankshaft.

  2. Description of the Related Art A vehicle in which an electric motor capable of assisting an internal combustion engine by applying a rotational driving force to a crankshaft of an internal combustion engine, which is a drive source for driving an axle (and drive wheels) and an auxiliary machine, is known. This electric motor also has a function as a generator, can perform regenerative braking when the vehicle is decelerated, and can recover the kinetic energy of the vehicle as electric energy (for example, refer to the following patent document). This type of vehicle is sometimes referred to as a micro hybrid vehicle.

JP 2014-101847 A

  The pressure in the cylinder at the time of starting the internal combustion engine, particularly when restarting from an idle stop, varies depending on the time. When the internal combustion engine is started in a situation where the temperature in the cylinder is high and high pressure, the rotational driving force required for cranking becomes very large.

  Therefore, the above-described generator / motor cannot be used with a large reduction ratio with the internal combustion engine for convenience of operation as a regenerative generator. Therefore, in order to stably start the internal combustion engine using the generator / motor, the coil of the generator / motor is used so that cranking can be completed even if the temperature in the cylinder is high. It is necessary to ensure a sufficient output torque by setting a large current to be applied.

  Applying a large current to the coil of the generator / motor at all times when starting the internal combustion engine means that the power consumption of the generator / motor is increased and the efficiency is deteriorated. In addition, if the pressure in the cylinder is not so high at the start, the driving force output by the generator / motor greatly exceeds that required for cranking, and the engine speed during cranking becomes higher End up. As indicated by a thin solid line in FIG. 6, in order to accurately know that the internal combustion engine has completed a complete explosion (complete explosion is the condition for the end of cranking), the engine speed by cranking using an electric motor is used. It is necessary that a difference ΔNe of a certain level or more exists between Ne0 and the engine speed Ne1 (complete explosion determination value) when a complete explosion state is reached in which fuel can be burned and autonomously operated. To do. As indicated by a thick broken line in FIG. 6, if the engine speed Ne0 ′ during cranking is too high, the differential rotation ΔNe ′ between before and after the complete explosion becomes small, and accurate complete explosion determination is difficult. It becomes.

  An object of the present invention is to suppress power consumption at the time of starting the internal combustion engine and optimize the complete explosion determination in a vehicle equipped with an internal combustion engine accompanied by a generator / motor.

  In the present invention, a generator / motor capable of applying a rotational driving force to a crankshaft of an internal combustion engine and generating electric power by receiving a rotational drive amount from the crankshaft, and cranking for starting the internal combustion engine Controls a vehicle equipped with a dedicated electric motor. Depending on the level of pressure in the cylinder when starting the internal combustion engine, the generator / motor is used for cranking, or only for cranking. The control apparatus of the vehicle which selects whether cranking is performed using this motor was comprised.

  In addition, the present invention controls a vehicle including a generator / motor that can apply a rotational driving force to a crankshaft of an internal combustion engine and generate electric power by receiving a rotational driving amount from the crankshaft. Thus, the vehicle control device is configured to adjust the magnitude of the current applied to the generator / motor for cranking according to the level of the pressure in the cylinder when the internal combustion engine is started.

  ADVANTAGE OF THE INVENTION According to this invention, in the vehicle which mounts the internal combustion engine with which the generator and motor were attached, the suppression of the power consumption at the time of the start of the internal combustion engine and the optimization of complete explosion determination can be aimed at.

The figure which shows schematic structure of the internal combustion engine in one Embodiment of this invention. The figure which shows typically the aspect of the connection of the internal combustion engine and ISG in the embodiment. The figure which shows the electric circuit for controlling the various electric loads mounted in the vehicle. The figure which shows the electric circuit of ISG in the embodiment. The figure which shows the structure of the drive system of the vehicle in the embodiment. The timing diagram explaining the complete explosion determination during cranking for the start of an internal combustion engine.

  An embodiment of the present invention will be described with reference to the drawings. A vehicle internal combustion engine 100 shown in FIG. 1 is a spark ignition type four-stroke engine and includes a plurality of cylinders 1 (one of which is shown in FIG. 1). In the vicinity of the intake port of each cylinder 1, an injector 11 for injecting fuel is provided. A spark plug 12 is attached to the ceiling of the combustion chamber of each cylinder 1. The spark plug 12 receives spark voltage generated by the ignition coil and causes spark discharge between the center electrode and the ground electrode.

  The intake passage 3 for supplying intake air takes in air from the outside and guides it to the intake port of each cylinder 1. On the intake passage 3, an air cleaner 31, an electronic throttle valve 32, a surge tank 33, and an intake manifold 34 are arranged in this order from the upstream.

  The exhaust passage 4 for discharging the exhaust guides the exhaust generated as a result of burning the fuel in the cylinder 1 from the exhaust port of each cylinder 1 to the outside. An exhaust manifold 42 and an exhaust purification three-way catalyst 41 are disposed on the exhaust passage 4.

  An external EGR (Exhaust Gas Recirculation) device 2 realizes a so-called high-pressure loop EGR. The EGR device 2 includes an external EGR passage 21 that communicates the upstream side of the catalyst 41 in the exhaust passage 4 and the downstream side of the throttle valve 32 in the intake passage 3, an EGR cooler 22 provided on the EGR passage 21, and an EGR passage 21. And an EGR valve 23 that controls the flow rate of the EGR gas flowing through the EGR passage 21. The inlet of the EGR passage 21 is connected to the exhaust manifold 42 in the exhaust passage 4 or a predetermined location downstream thereof. The outlet of the EGR passage 21 is connected to a predetermined location downstream of the throttle valve 32 in the intake passage 3, specifically to a surge tank 33.

  A brake booster 5 is attached to the vehicle of this embodiment. The brake booster 5 introduces intake negative pressure from a portion of the intake passage 3 downstream of the throttle valve 32, more specifically, from the surge tank 33, and uses this negative pressure to boost the pedaling force of the brake pedal. It is widely known in the field. The brake booster 5 has a constant pressure chamber for storing negative pressure and a variable pressure chamber for applying atmospheric pressure, and the constant pressure chamber is connected to the surge tank 33 via the negative pressure line 51. The negative pressure line 51 guides the intake negative pressure downstream of the throttle valve 32 to the constant pressure chamber. A check valve 52 is provided on the negative pressure line 51 to keep the negative pressure in the constant pressure chamber and prevent the positive pressure from being applied to the constant pressure chamber.

  When the brake pedal is not operated by the driver, the constant pressure chamber and the variable pressure chamber communicate with each other, and the variable pressure chamber is isolated from the atmospheric pressure. When the brake pedal is operated, the constant pressure chamber and the variable pressure chamber are interrupted, and the atmosphere is introduced into the variable pressure chamber. As a result, the pressure difference between the constant pressure chamber and the variable pressure chamber becomes a control pressure that boosts the depression force of the brake pedal. The brake pedal force amplified by the brake booster 5 is converted into hydraulic pressure in the master cylinder 6. The hydraulic fluid pressure output from the master cylinder 6 is transmitted to a brake device (not shown) such as a brake caliper or a wheel cylinder via a hydraulic circuit (not shown), and is used for braking the vehicle by the brake device.

  As shown in FIG. 2, the internal combustion engine 100 according to the present embodiment is accompanied by a starter motor (cell motor) 140, an ISG (Integrated Starter Generator), a compressor 130, and other auxiliary machines.

  The starter motor 140 is an electric motor dedicated to cranking that rotates the crankshaft 10 of the internal combustion engine 100 mainly during cold start (the driver operates the ignition switch or the ignition key to start the internal combustion engine 100). The starter motor 140 has a pinion gear 141 on its output shaft, and the pinion gear 141 rotates on the crankshaft 10 by meshing with a ring gear 103 fixed to the crankshaft 10 that is the output shaft of the internal combustion engine 100. Transmits driving force. The pinion gear 141 is detached from the ring gear 103 except when the starter motor 140 is cranking the internal combustion engine 100.

  The ISG 110 has both a function as an electric motor that drives the crankshaft 10 and thus the vehicle axle (and drive wheels) 153, and a function as a generator that receives power from the crankshaft 10 and generates electric power. The ISG 110 is connected to one end side of the crankshaft 10 of the internal combustion engine 100 via the winding transmission mechanisms 112, 113, and 101.

  The ISG 110 is, for example, an inner-rotor type AC synchronous machine, and includes a rotor (rotor) having both permanent magnets and a rotor coil (excitation (field) winding) 116, and a three-phase AC facing the outer peripheral surface of the rotor. A stator (stator) including a stator coil (stator winding) 115 is used as an element. The rotor is fixed to the outer periphery of the rotor shaft 111. Pulleys (or sprockets) 112 and 101 are fixed to the rotor shaft 111 and the crankshaft 10, respectively, and the crankshaft 10 and the rotor shaft are secured by a belt (or chain) 113 wound around the pulleys 112 and 101. The rotational driving force is transmitted to and from 111 (bidirectionally).

  The ISG 110 supplies power from the in-vehicle power storage device 61 mainly when the internal combustion engine 100 that has been idle-stopped is restarted or when the traveling drive force supplied to the axle 153 is increased (particularly during acceleration or climbing). In response, the crankshaft 10 is rotationally driven. Power storage device 61 includes a battery and / or a capacitor. In turn, when power is generated by being rotationally driven by the crankshaft 10, the power storage device 61 is charged with the generated power. When the vehicle decelerates, regenerative braking is performed by the ISG 110, and the kinetic energy of the vehicle can be recovered as electric energy.

  The compressor 130 for compressing the refrigerant of the air conditioner is also connected to one end side of the crankshaft 10 of the internal combustion engine 100 via the winding transmission mechanisms 102, 134, 133, similarly to the ISG 110. Pulleys (or sprockets) 133 and 102 are fixed to the input shaft 132 and the crankshaft 10 of the compressor 130, respectively, and the belt (or chain) 134 wound around the pulleys 133 and 102 causes the crankshaft 10 The rotational driving force is transmitted to the input shaft 132. The belt 134 may transmit driving force to a lubricating oil pump (not shown), a cooling water pump (not shown), or the like, which is an auxiliary machine other than the compressor 130. A magnet clutch 131 that can be connected and disconnected is provided between the main body of the compressor 130 and the input shaft 132, and the clutch 131 is disconnected when the air conditioner is not operated.

  The transmission 120 that connects the internal combustion engine 100 and the axle 153 is installed on the other end side of the crankshaft 10.

  Various electric loads are mounted on the vehicle. Specific examples of electrical loads include air conditioner blowers, rear glass defoggers, audio equipment, car navigation systems, lighting (headlamps, taillights, stoplights (brakelights), foglights, turn signals (turns) Signal lamp)), a radiator fan for cooling the cooling water of the internal combustion engine, an electric power steering device, and the like.

  FIG. 3 shows an electric circuit for controlling the electric load. As already described, the magnet clutch 131 is interposed between the crankshaft 10 of the internal combustion engine and the refrigerant compression compressor 130. When operating the air conditioner, the magnet clutch 131 is energized to engage the clutch 131. When the air conditioner is not operated, the magnet clutch 131 is not energized and the clutch 131 is disconnected. Energization and disconnection of the magnet clutch 131 is performed by ON / OFF of the relay switch 62.

  The motor 63 that rotationally drives the blower for blowing and the heating wire heater 65 laid on the rear glass as a defogger operate by receiving power supply from the power storage device 61 (or ISG 110). The energization and interruption of the motor 63 and the heater 65 are performed by turning ON / OFF the relay switch 64 or starting / switching a semiconductor switching element (power device represented by a power transistor, power MOSFET, etc.). Do by arc extinguishing.

  The same applies to audio devices, car navigation systems, illumination lamps, motors that rotate the radiator fan, and other electrical loads.

  FIG. 4 shows an equivalent circuit of the ISG 110 that functions as a generator. When the ISG 110 is operated as a generator, a three-phase AC induced current is generated in the stator coil 115 which is a three-phase coil. This induced current is converted to a direct current by a rectifier 113 using a diode, and then supplied to the power storage device 61 and an electric load.

  A controller 114 attached to the ISG 110 receives a control signal n for instructing a target value of an output voltage of the ISG 110, which is issued from an ECU (Electronic Control Unit) 0 that is a control device of the present embodiment. Then, in order to make the terminal voltage of the power storage device 61 (in other words, the power supply voltage supplied to the electrical system) follow the commanded target voltage, the exciting current applied to the rotor coil 116 by switching the semiconductor switching element 119 PWM (Pulse Width Modulation) control is performed to adjust the size of. The output voltage of the ISG 110, that is, the generated voltage induced in the stator coil 115, increases as the exciting current flowing through the rotor coil 116 increases.

  The ISG 110 that operates as a generator is a mechanical load when viewed from the internal combustion engine 100. When the output voltage of the ISG 110 exceeds the terminal voltage of the power storage device 61, the power storage device 61 is charged and power is supplied from the ISG 110 to the electric load. That is, the ISG 110 spends the energy of rotation of the crankshaft 10 to generate electrical energy. The amount of charge to the power storage device 61 and the amount of power supplied to the electrical load depend on the potential difference between the output voltage of the ISG 110 and the terminal voltage of the power storage device 61.

  Conversely, when the output voltage of ISG 110 is less than or close to the terminal voltage of power storage device 61, power storage device 61 is not charged, and no power is supplied from ISG 110 to the electrical load (power from power storage device 61 to the electrical load). May be supplied). In other words, the ISG 110 does not perform work that consumes the energy of rotation of the crankshaft 10, or the work is reduced.

  In short, when a high power generation voltage is commanded from the ECU 0 to the ISG 110, the mechanical load of the ISG 110 with respect to engine rotation increases, and when a low power generation voltage is commanded, the mechanical load of the ISG 110 with respect to engine rotation decreases.

  Incidentally, the controller 114 has a gradual excitation function that gradually increases the excitation current instead of increasing the excitation current stepwise when increasing the amount of power generated by the ISG 110 in accordance with an increase in the electrical load. This gradual excitation function avoids temporary concentration of the mechanical load on the internal combustion engine 100 and prevents a decrease in engine rotation in an idle operation or low load operation region.

  In addition, the controller 114 receives a control signal n that is issued from the ECU 0 and commands an upper limit value of the excitation current, detects the magnitude of the excitation current flowing through the rotor coil 116 via the sensor 117, and commands the excitation current. Regulated below the specified upper limit. The upper limit of the excitation current is intended to prevent the mechanical rotation on the internal combustion engine 100 from becoming excessive and the engine rotation from becoming unstable. Therefore, for example, when the refrigerant compression compressor 130 is operated and when it is not operated, the upper limit value of the excitation current is lower in the former case.

  Clipping to the upper limit value of the excitation current has priority over following the target voltage value of the generated voltage of the ISG 110. In other words, even if the terminal voltage of the power storage device 61 is still less than the target voltage commanded from the ECU 0, the controller 114, when the excitation current flowing through the rotor coil 116 has already reached the upper limit commanded from the ECU 0, The excitation current is not increased further.

  On the other hand, when the ISG 110 is operated as an electric motor for driving the crankshaft 10, a three-phase alternating current is passed through the inverter 118 using a semiconductor switching element to the stator coil 115 while energizing the rotor coil 116 with a required excitation current. Is applied to generate a rotating magnetic field around the rotor. The high side switch and the low side switch of each phase of the inverter 118 are fired / extinguished by the controller 114.

  FIG. 5 shows an example of a transmission 120 of a drive train provided in the vehicle. The transmission 120 includes a torque converter 7 and automatic transmissions 8 and 9. In particular, in the present embodiment, a forward / reverse switching device 8 using a planetary gear mechanism and a belt-type CVT (Continuously Variable Transmission) 9 which is a type of continuously variable transmission are adopted as components of the automatic transmissions 8 and 9. doing.

  The rotational torque output from the internal combustion engine is input from the crankshaft of the internal combustion engine to the pump impeller 71 on the input side of the torque converter 7 and transmitted to the turbine runner 72 on the output side. The rotation of the turbine runner 72 is transmitted to the drive shaft 94 of the CVT 9 via the forward / reverse switching device 8 and rotates the driven shaft 95 through a shift in the CVT 9. The rotation of the driven shaft 95 is transmitted to the output gear 151. The output gear 151 meshes with the ring gear 152 of the differential device, and rotates the axle 153 and the drive wheels (not shown) via the differential device.

  The torque converter 7 includes a lockup mechanism. The lock-up mechanism is known in this field, and a lock-up clutch 73 that fastens the input side and the output side of the torque converter 7 so as not to rotate relative to each other, and an operation for switching the connection of the lock-up clutch 73. A lock-up solenoid valve (not shown) for controlling the hydraulic pressure (hydraulic pressure) is used as an element. The lockup solenoid valve is a flow rate control valve that receives a control signal t and changes its opening degree.

  In a vehicle equipped with CVT 9, when the vehicle speed is a predetermined value (for example, 10 km / h) or more, the torque converter 7 is almost always locked up. When the vehicle speed is equal to or lower than the predetermined value, the lockup of the torque converter 7 is released. During lockup, the lockup clutch 73 is pressed against the torque converter cover 74 and rotates together with the torque converter cover 74. The engine torque input to the input side (drive plate) of the torque converter 7 at the time of lock-up is output from the torque converter cover 74 via the lock-up clutch 73 and thus to the forward / reverse switching device 8. Communicated directly to. At the time of lockup, the speed ratio, which is the ratio of the output side rotational speed of the torque converter 7 to the input side rotational speed, is 1.

  In turn, the lock-up clutch 73 is separated from the torque converter cover 74 at the time of non-lock-up. At the time of non-lock-up, the engine torque input to the input side of the torque converter 7 is transmitted from the torque converter cover 74 to the pump impeller 71 and the turbine 72 and is transmitted to the forward / reverse switching device 8. At the time of non-lock-up, the speed ratio of the torque converter 7 becomes smaller or larger than 1 depending on the driving state.

  In the forward / reverse switching device 8, the sun gear 81 communicates with the turbine runner 72, and the ring gear 82 communicates with the drive shaft 94. Between the planetary carrier 83 that supports the planetary gear 831 and the transmission case, a forward brake 84 that is a hydraulic clutch that can be connected and disconnected is interposed. Further, a reverse clutch 85, which is a hydraulic clutch capable of switching connection / disconnection, is also interposed between the planetary carrier 83 and the sun gear 81 (or the output side of the torque converter 7).

  In the D range of the traveling range, the forward brake 84 is engaged and the reverse clutch 85 is disconnected. As a result, the rotation of the output shaft of the torque converter 7 is reversed and decelerated and transmitted to the drive shaft 94 for forward travel. In turn, in the R range, the reverse clutch 85 is engaged and the forward brake 84 is disconnected. As a result, the sun gear 81 and the planetary carrier 83 rotate integrally, and the output shaft of the torque converter 7 and the drive shaft 94 are directly connected to perform reverse travel. A solenoid valve (not shown) that controls the hydraulic pressure for driving the forward brake 84 or the reverse clutch 85 to connect / disconnect is a flow rate control valve that receives a control signal u and changes its opening.

  In the N range of the non-traveling range, both the forward brake 84 and the reverse clutch 85 are disconnected. In the P range, the axle 153 is mechanically locked so as not to move.

  The CVT 9 includes a driving pulley 91 and a driven pulley 92, and a belt 93 wound around the pulleys 91 and 92 as elements. The drive pulley 91 is disposed behind the movable sheave 912, a fixed sheave 911 fixed to the drive shaft 94, a movable sheave 912 supported on the drive shaft 91 via a roller spline so as to be displaceable in the axial direction. A hydraulic servo 913 is provided, and the gear ratio can be changed steplessly by operating the hydraulic servo 913 and displacing the movable sheave 912. The driven pulley 92 is disposed on the back of the movable sheave 922, a fixed sheave 921 fixed to the driven shaft 95, a movable sheave 922 supported on the driven shaft 95 via a roller spline so as to be displaceable in the axial direction. A hydraulic servo 923 is provided, and a belt thrust necessary for torque transmission is applied by operating the hydraulic servo 923 and displacing the movable sheave 922.

  A hydraulic pump (hydraulic fluid) supplied to the forward brake 84 or the reverse clutch 85 to operate the travel range, and a hydraulic pump (discharge fluid) supplied to the hydraulic servos 913 and 923 to operate the gear ratio. (Not shown) is a known mechanical type (non-electric type) that operates by receiving torque transmitted from the crankshaft of the internal combustion engine. This hydraulic fluid is common to the fluid used for the torque converter 7.

  The ECU 0 is a microcomputer system having a processor, a memory, an input interface, an output interface, and the like. The input interface includes a vehicle speed signal a output from a vehicle speed sensor that detects the actual vehicle speed of the vehicle, a crank angle signal b output from an engine rotation sensor that detects the rotation angle of the crankshaft 10 and the engine speed, and an accelerator pedal. The accelerator opening signal c output from the sensor that detects the amount of depression of the engine or the opening of the throttle valve 32 as the accelerator opening (so-called required load), the outside air temperature signal d output from the sensor that detects the outside air temperature, and the intake air An intake air temperature / intake pressure signal e output from a sensor for detecting the intake air temperature and intake pressure in the passage 3 (particularly, the surge tank 33), a cooling water temperature signal f output from a sensor for detecting the cooling water temperature of the internal combustion engine, The hydraulic fluid temperature signal g output from a sensor that detects the temperature of the hydraulic fluid used in the transmission 120, Voltage / current signal h output from a sensor for detecting the child voltage and terminal current (particularly battery voltage and battery current), and an operation request signal regarding whether or not to operate each of the air conditioner and various electric loads. m, a status signal s and the like provided from the controller 114 of the ISG 110 are input.

  The operation request signal m is manually issued from an operation switch (or control panel) for each air conditioner or electric load, which is manually operated by a driver or passenger who desires to operate the air conditioner and various electric loads. It may be a control signal or an automatic control signal issued from an auto air conditioner ECU that controls the auto air conditioner system.

  The status signal s includes various information related to the ISG 110, such as the rotation speed and temperature, the magnitude of the excitation current flowing through the rotor coil 116, the current operation mode (that is, whether the power generation is being performed, the internal combustion engine 100 is being cranked, Information on whether the internal combustion engine 100 is motor-assisted or in a no-load state in which neither the generator nor the motor works.

  From the output interface of the ECU 0, an ignition signal i for the igniter of the spark plug 12, a fuel injection signal j for the injector 11, an opening operation signal k for the throttle valve 32, and an opening operation for the EGR valve 23. Signal l, control signal n for controlling the controller 114 of the ISG 110, clutch engagement signal o for the switch 62 on the electric circuit for energizing the magnet clutch 131, the motor 63, the heater 65 and other electric loads Switch ON signals p and q for the switches 64 and 66 on the electric circuit to be energized, the opening control signal t for the lockup solenoid valve for switching the connection and disconnection of the lockup clutch 73, the forward brake 84 or the reverse clutch 85. Opening control signal u for the solenoid valve for switching connection / disconnection of And outputs the transmission ratio control signal v such relative VT9.

  The control signal n is a signal for instructing the operation mode of the ISG 110 and for instructing a target value of the generated voltage to be output from the ISG 110 when operating as a generator, an upper limit value of the excitation current to be supplied to the rotor coil 116, and the like. .

  The processor of the ECU 0 interprets and executes a program stored in advance in the memory, calculates operation parameters, and controls the operation of the internal combustion engine 100. The ECU 0 acquires various information a, b, c, d, e, f, g, h, m, and s necessary for operation control of the internal combustion engine 100 via the input interface, and the required throttle valve 32 opening degree. , Required fuel injection amount, fuel injection timing (including the number of fuel injections for one combustion), fuel injection pressure, ignition timing, whether or not to lock up the torque converter 7, Various operation parameters such as a gear ratio, ON / OFF of an air conditioner compressor, ON / OFF of various electric loads, and a power generation amount or output of the ISG 110 are determined. The ECU 0 applies various control signals i, j, k, l, n, o, p, q, and s corresponding to the operation parameters via the output interface.

  In addition, the ECU 0 inputs the control signal r to the starter motor 140 when the internal combustion engine 100 is started, particularly during cold start, and engages the pinion gear 141 with the ring gear 103 to crank the internal combustion engine 100.

  The ECU 0 executes an idle stop that stops the idle rotation of the internal combustion engine 100 when a predetermined idle stop condition is satisfied. The ECU 0 has a brake pedal depression amount or a master cylinder pressure equal to or higher than a threshold value (the brake pedal is depressed), the cooling water temperature of the internal combustion engine is higher than a predetermined level, the terminal voltage of the power storage device 61 is higher than a predetermined level, and the ISG 110 Is substantially not generating electricity, the magnet clutch 131 is disengaged, the refrigerant compression compressor 130 is not operating, the shift range is the travel range, and the vehicle has accelerated beyond a certain vehicle speed since the end of the previous idle stop. Have a history and the current vehicle speed is below a certain vehicle speed (for example, the vehicle speed has dropped from 13.5 km / h to 13 km / h, or from 9.5 km / h to 7 km / h) It is determined that the idle stop condition is satisfied when all the conditions are satisfied.

  When a predetermined idle stop end condition is satisfied after the idle stop condition is satisfied, the internal combustion engine 100 is restarted. The ECU 0 determines that the brake pedal depression amount or the master cylinder pressure is 0 or less than a threshold value close to 0 (the brake pedal is no longer depressed), and conversely, the brake pedal depression amount or the master cylinder pressure further increases (brake The idle stop termination condition is met when the pedal is depressed more), the accelerator opening is increased (the accelerator pedal is depressed), or the predetermined time (3 minutes) has elapsed in the idle stop state. Judge that it was done. In principle, when restarting after an idle stop, the internal combustion engine 100 is cranked by operating the ISG 110 as an electric motor.

  In addition, when the internal combustion engine 100 is started, particularly when restarting from an idle stop, the ECU 0 according to the present embodiment determines whether the ISG 110 and the starter motor 140 correspond to the pressure in the cylinder 1 at the time of starting. Is selected to perform cranking for start-up.

  When the internal combustion engine 100 is started, if the inside of the cylinder 1 is at high temperature and high pressure, the rotational driving force required to accelerate the rotation of the crankshaft 10 becomes large. If cranking is performed using the ISG 110, a large current must be applied to the rotor coil 116 and / or the stator coil 115 to significantly increase the output torque of the ISG 110. In such a case, even when restarting after an idle stop, the cranking using the starter motor 140 can reliably start the internal combustion engine 100 and is efficient in terms of power consumption. Can be the target. The reduction ratio due to the gears 141 and 103 interposed between the starter motor 140 and the internal combustion engine 100 may be larger than the reduction ratio due to the winding transmission mechanisms 112, 113 and 101 interposed between the ISG 110 and the internal combustion engine 100. The starter motor 140 can input high torque to the crankshaft 10 although it rotates at a lower speed than the ISG 110.

  However, from the standpoint of NV (Noise and Vibration) performance, cranking by the ISG 110 is often more advantageous than cranking by the starter motor 140.

  Further, when cranking is performed using the ISG 110, the magnitude of the current applied to the rotor coil 116 and / or the stator coil 115 of the ISG 110 is increased or decreased according to the pressure level in the cylinder 1 at the time of starting. It is preferable to adjust. When the internal combustion engine 100 is started, if the inside of the cylinder 1 is not so hot and high pressure, a necessary and sufficient rotational driving force is applied from the ISG 110 to the crankshaft 10 without applying a large current to the rotor coil 116 and / or the stator coil 115. The rotation of the crankshaft 10 can be accelerated by inputting. At this time, the current applied to the rotor coil 116 and / or the stator coil 115 of the ISG 110 is reduced to reduce power consumption.

  The reason why the pressure in the cylinder 1 is increased while the internal combustion engine 100 is stopped is that the air left in the cylinder 1 is expanded by heat. That is, it can be said that the higher the temperature of the stopped internal combustion engine 100, the higher the pressure in the cylinder 1 at the start of the internal combustion engine 100. Therefore, if it is estimated that the pressure in the cylinder 1 is very high with reference to the cooling water temperature when the internal combustion engine 100 is stopped or before starting, the hydraulic fluid temperature of the transmission 120, the intake air temperature, the outside air temperature, etc., the starter It is assumed that cranking by the motor 140 is performed, otherwise cranking by the ISG 110 is performed.

  More specifically, if the coolant temperature is higher than the threshold value and / or the hydraulic fluid temperature before starting is higher than the threshold value, the starter motor 140 is used for cranking, otherwise, the ISG 110 is used for cranking. Is used. The threshold value to be compared with the cooling water temperature or the hydraulic fluid temperature can be set higher as the intake air temperature is lower and / or higher as the outside air temperature is lower.

  Alternatively, the memory of the ECU 0 preliminarily defines a relationship between at least one of the cooling water temperature and the hydraulic fluid temperature, at least one of the intake air temperature and the outside air temperature, and selection of the electric motors 140 and 110 used for cranking. Stored map data. Then, the starter motor 140 is cranked based on the map by searching the map using the coolant temperature and / or the hydraulic fluid temperature and the intake air temperature and / or the outside air temperature when starting the internal combustion engine 100 as keys. It may be determined whether to use or to use the ISG 110.

  In addition, when the use of ISG 110 is selected for cranking, it is estimated with reference to the cooling water temperature when the internal combustion engine 100 is stopped or before starting, the hydraulic fluid temperature of the transmission 120, the intake air temperature, the outside air temperature, etc. The lower the pressure in the cylinder 1, the smaller the exciting current applied to the rotor coil 116 of the ISG 110 and / or the smaller the three-phase alternating current applied to the stator coil 115.

  More specifically, when the cooling water temperature or the hydraulic fluid temperature is relatively low (that is, the temperature of the cylinder 1 is low), the rotor coil 116 or the stator coil 115 is applied to the rotor coil 116 or the stator coil 115 more than when the cooling water temperature or the hydraulic fluid temperature is relatively high. Reduce the applied current. Further, when the intake air temperature or the outside air temperature is relatively low, the current applied to the rotor coil 116 or the stator coil 115 is made smaller than when the intake air temperature or the outside air temperature is relatively high.

  Alternatively, in the memory of the ECU 0, at least one of the cooling water temperature and the hydraulic fluid temperature, at least one of the intake air temperature and the outside air temperature, the current applied to the rotor coil 116 of the ISG 110, and / or the stator coil 115 Map data defining the relationship with the magnitude of the applied current is stored. Then, by searching the map using the coolant temperature and / or the hydraulic fluid temperature and the intake air temperature and / or the outside air temperature when starting the internal combustion engine 100 as keys, the map is applied to the rotor coil 116 of the ISG 110. The current to be applied and / or the magnitude of the current applied to the stator coil 115 may be determined.

  In the cranking for rotating the crankshaft 10 using the starter motor 140 or the ISG 110, the internal combustion engine 100 starts from the first explosion to the continuous explosion, and the engine speed, that is, the rotational speed of the crankshaft 10 is determined according to the cooling water temperature or the like. It ends when the judgment value is exceeded (assuming that the explosion has been completed).

  In the present embodiment, a generator / motor 110 capable of applying a rotational driving force to the crankshaft 10 of the internal combustion engine 100 and generating electric power by receiving a rotational drive amount from the crankshaft 10, and the internal combustion engine 100 It controls a vehicle equipped with a cranking-dedicated electric motor 140 for starting, and uses a generator / motor 110 in accordance with the pressure in the cylinder 1 when the internal combustion engine 100 is started. The vehicle control device 0 is configured to select whether to perform cranking or to perform cranking using the motor 140 dedicated to cranking.

  In addition, in the present embodiment, a vehicle including a generator / motor 110 that can apply a rotational driving force to the crankshaft 10 of the internal combustion engine 100 and can generate electric power by receiving a rotational driving amount from the crankshaft 10. Control of the vehicle that controls the magnitude of the current applied to the generator / motor 110 for cranking according to the level of pressure in the cylinder 1 when the internal combustion engine 100 is started Device 0 was configured.

  According to the present embodiment, the internal combustion engine 100 accompanied by the generator / motor 140 capable of performing motor assist by inputting rotational driving force to the crankshaft 10 and supplying it to the auxiliary machines such as the axle 153 and the compressor 130 is mounted. In the vehicle, the start of the internal combustion engine 100 can be ensured, and the power consumption at the start can be suppressed, which can contribute to a reduction in fuel consumption and an improvement in fuel efficiency.

  In addition, when the temperature and pressure in the cylinder 1 at the start of the internal combustion engine 100 are not so high, the amount of current applied to the generator / motor 110 for cranking is reduced, and excessive torque is applied. It is possible to prevent the engine 110 from being input from the electric motor 110 to the crankshaft 10 and to suppress an excessive increase in the engine speed during cranking. As a result, the differential rotation ΔNe before and after the complete explosion of the internal combustion engine 100 can be ensured sufficiently and sufficiently, and accurate complete explosion determination is facilitated, and the risk of erroneous determination is reduced.

  The present invention is not limited to the embodiment described in detail above. In the above-described embodiment, the pressure level in the cylinder 1 at the time of starting the internal combustion engine 100 is determined from the cooling water temperature of the internal combustion engine 100 during stoppage or before starting, the hydraulic fluid temperature of the transmission 120, the intake air temperature, the outside air temperature, etc. However, if a cylinder pressure sensor that detects the cylinder pressure or a cylinder temperature sensor that detects the cylinder temperature is mounted on the cylinder 1, It is possible to actually measure the pressure level in the cylinder 1 via the sensor.

  In addition, the specific configuration of each unit, the processing procedure, and the like can be variously modified without departing from the spirit of the present invention.

  The present invention can be applied to control at the time of starting an internal combustion engine accompanied by an electric motor capable of rotating the crankshaft.

0 ... Control unit (ECU)
DESCRIPTION OF SYMBOLS 1 ... Cylinder 100 ... Internal combustion engine 10 ... Crankshaft 110 ... Generator / electric motor (ISG)
140 ... Electric motor dedicated to cranking (starter motor)

Claims (2)

A generator / motor capable of applying a rotational driving force to the crankshaft of the internal combustion engine and generating electric power by receiving a rotational driving amount from the crankshaft; and a motor dedicated to cranking for starting the internal combustion engine; To control a vehicle equipped with both,
Depending on the level of pressure in the cylinder at the start of the internal combustion engine, it is possible to select whether to perform cranking using a generator / motor or to perform cranking using a motor dedicated to cranking. Control device. Controlling a vehicle equipped with a generator / motor capable of applying a rotational driving force to a crankshaft of an internal combustion engine and generating electric power by receiving a rotational driving amount from the crankshaft,
A vehicle control device that adjusts the magnitude of a current applied to a generator / motor to perform cranking according to the level of pressure in a cylinder at the time of starting of an internal combustion engine.

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