JP5534888B2 - Engine start control device - Google Patents

Description

  The present invention relates to an engine start control device that controls start of a vehicle engine, and more particularly to an engine start control device that is used in combination with an active vibration isolating support device that supports an engine on a vehicle body.

  An active type that estimates the phase of engine vibration and the magnitude of engine vibration using a crank pulse sensor (CRK sensor), and controls the transmission of engine vibration to the vehicle body by extending and retracting the actuator based on the estimation result. An anti-vibration support device is disclosed in Patent Document 1, for example. According to the conventional technique disclosed in Patent Document 1, the engine vibration is estimated from the variation of the crank pulse interval by sampling the crank pulse, and the actuator is driven to extend and contract based on the estimation result. For example, it can have an effective anti-vibration performance against steady-state vibration.

However, since the roll vibration of the engine due to the first explosion (the first mixture explosion in the combustion chamber) when cranking and starting the engine (internal combustion engine) is an unsteady transient transient vibration, It is a difficult technique to suppress vibrations from being transmitted to the vehicle body by the active vibration isolating support device.
For example, in Patent Document 2, when the crank angular velocity increase rate is equal to or higher than a predetermined value, it is determined that the first explosion, and a current waveform that cancels a vibration waveform stored in advance is output. A technique for driving an actuator is disclosed.

  Further, Patent Document 3 discloses an engine ECU that controls the engine ((Engine Electric Control Unit), corresponding to “FI / MG / AT_ECU” in the specification of the present invention) to an initial injection cylinder (for a cylinder scheduled for the first explosion). In the case of an intake-injection engine, a signal indicating the first injection cylinder is output to the ACM_ECU (Active Controll Mount_Electric Control Unit) because the first fuel injection is performed to the intake port and to the combustion chamber if a direct-injection engine is used. In addition, a technique is disclosed in which the ignition timing of the first injection cylinder is estimated and calculated by the ACM_ECU, and the temporary roll vibration is suppressed for a short time after the first explosion at the start of the engine.

Japanese Patent No. 2005-3156 JP 2009-47201 A JP 2009-216146 A (see FIGS. 7 to 8)

However, the technique disclosed in Patent Document 3 is a method of outputting the current waveform to the actuator predicted and set on the ACM_ECU side in accordance with the ignition timing predicted and set on the ACM_ECU side of the first injection cylinder. That is, the ACM_ECU fixes the output timing of the current waveform to the actuator based on the crank angle and the crank angular velocity when receiving a signal indicating the initial injection cylinder from the engine ECU. Therefore, after the engine ECU outputs a signal indicating the first injection cylinder to the ACM_ECU, when the actual crank angular speed of the engine changes, the engine ECU controls the ignition timing of the first explosion according to the actual crank angle. Therefore, there is a possibility that the start timing of the roll vibration of the engine due to the first explosion and the start timing of the expansion / contraction drive of the actuator in the active vibration isolating support device are shifted, and the roll vibration at the first explosion of the engine cannot be sufficiently suppressed.
In addition, a deviation between the actuator expansion / contraction drive start timing and the engine roll vibration start timing due to the first explosion may conversely increase the vibration transmitted to the vehicle body.

  Furthermore, in recent hybrid vehicles, it is connected to the engine output shaft, which is used for regenerative power generation when the vehicle is in a braking state, or used as an assist motor that assists the driving force of the engine with power from a battery. A generator motor (corresponding to “motor generator GM1” in the specification of the present invention) may also be used as a starter motor. In such a case, since the torque of the generator motor has a larger margin than a normal starter motor, the engine speed increases rapidly in the cranking state of the engine, and an initial injection cylinder signal is output from the engine ECU to the ACM_ECU. After that, the crank angular speed changes due to the difference in engine friction torque due to the difference in oil temperature and the like, and the actual initial explosion ignition timing controlled by the engine ECU and the ignition timing predicted by the ACM_ECU are likely to shift.

  In such a hybrid vehicle, an EV (Electric Vehicle) travel mode may be prepared using only a generator motor as a drive source during low-speed travel. In such a case, when a larger driving torque is requested by the driver's depression of the accelerator pedal, the mode is switched to the motor assist traveling mode in which the driving force is distributed by both the engine and the generator motor. As described above, when the engine is suddenly switched from the stopped state to the operation in the engine running mode, the actuator drive current is estimated based on the prediction of the ignition timing of the first injection cylinder on the ACM_ECU side as in the prior art. In the output start control, the actual ignition timing of the engine is displaced.

  SUMMARY OF THE INVENTION An object of the present invention is to provide an engine start control device that is used in combination with an active vibration isolating support device and that can effectively suppress transient vibration that occurs during engine start from the beginning of the vibration.

In order to solve the above-mentioned problem, in the engine start control device according to the first aspect of the present invention, the anti-vibration control means drives the actuator to extend and contract according to the vibration state of the engine, and suppresses transmission of the engine vibration to the vehicle body. An engine start control device for controlling start of the engine in a vehicle equipped with the engine supported by an active vibration isolating support device that is based on the expansion drive start timing of the actuator when the engine is started the initial explosion timing of the engine is set, an ignition control of the engine, wherein Rukoto performed in accordance with the initial explosion timing that is the set Te.

In the invention according to claim 1, upon starting the engine, initial combustion timing of the engine based on the expansion and contraction drive start timing of the actuator is set, the ignition control of the engine is performed in accordance with the initial explosion timing that is the set . Therefore, Ru can match initial explosion timing of the engine to the expansion and contraction drive start timing of the actuator. As a result, according to the first aspect of the present invention, even when there is a deviation between the predicted ignition timing related to the first explosion and the actual ignition timing related to the first explosion, the initial Roll vibration due to explosion can be suppressed.

Billing engine start control device of the invention according to claim 2, Ru an engine start command generating means for transmitting a signal indicating the initially injected cylinder receiving start request command for engine vibration isolation control unit. Image stabilization control unit obtains a signal initially injected cylinder, a signal indicating the acquired initially injected cylinder, and, based on the crank angle and the crank angular velocity of the actuator in order to suppress the rolling vibration of the engine due to initial explosion co setting telescopic drive start timing, and outputs the telescopic drive start timing is the set. The engine start command generation means sets the initial explosion timing of the engine based on the set expansion / contraction drive start timing .

In the invention according to claim 2, the initial explosion timing of the engine is set based on the expansion / contraction drive start timing of the actuator set in response to the engine start request command. For this reason, the initial explosion timing of the engine can be matched with the expansion / contraction drive start timing of the actuator. As a result, according to the invention of claim 2, even when a deviation occurs between the predicted ignition timing related to the first explosion and the actual ignition timing related to the first explosion, the initial Roll vibration due to explosion can be suppressed accurately.

According to a third aspect of the present invention, there is provided an engine start control device in addition to the configuration of the first or second aspect of the invention, combustion delay data in which data of a combustion delay time from the ignition timing of the engine to the start of combustion is stored in advance. A storage means is provided, and the vibration isolation control means calculates the combustion delay time of the first explosion based on the data of the combustion delay time stored in the combustion delay data storage means, and refers to the calculated combustion delay time of the first explosion . Then, the first explosion timing correction setting is performed.

In the invention according to claim 3 , the image stabilization control means calculates the combustion delay time of the first explosion based on the data of the combustion delay time stored in the combustion delay data storage means, and the calculated combustion delay of the first explosion. Refer to the time and set the initial explosion timing correction. As a result, according to the invention according to claim 3, since the initial explosion timing of the engine in consideration of the combustion delay time initial explosion is corrected, thus further applies the rolling vibration of the initial explosion in the active vibration isolation support system It can be surely suppressed.

According to a fourth aspect of the present invention, there is provided an engine start control device comprising an active anti-vibration support device in which an anti-vibration control means drives an actuator to expand and contract according to a vibration state of the engine and suppresses transmission of the engine vibration to the vehicle body. An engine start control device for controlling start of the engine in a vehicle equipped with the supported engine, the engine start command for receiving a start request command for the engine and transmitting a signal indicating an initial injection cylinder to the image stabilization control means equipped with a generator. The anti-vibration control means has combustion delay data storage means for storing in advance data of the combustion delay time from the ignition timing of the engine to the start of combustion . Image stabilization control unit obtains a signal initially injected cylinder, a signal indicating the acquired initially injected cylinder, and, based on the crank angle and the crank angular velocity of the actuator in order to suppress the rolling vibration of the engine due to initial explosion co setting telescopic drive start timing, it calculates a combustion delay time initial explosion on the basis of the data stored combustion delay time in the combustion delay data storage means, with reference to the combustion delay time initial explosion of the calculated Then, the initial explosion timing correction is set, and the corrected initial explosion timing is output . Engine start command generating means receives the output of the initial explosion timing that is the correction set, sets the initial explosion timing of the engine, performs ignition control of the engine according to the initial explosion timing that is the set.

In the invention according to claim 4 , the engine start command generating means receives the output of the corrected initial explosion timing, sets the initial explosion timing of the engine, and ignites the engine according to the set initial explosion timing. Take control. As a result, according to the invention of claim 4, the initial explosion timing of the engine is corrected in consideration of the combustion delay time of the first explosion, and the ignition control of the engine is performed according to the corrected initial explosion timing. similar to the invention according to claim 3, it is possible to suppress the rolling vibration of the initial explosion in the active vibration isolating support apparatus depending on further suitable probability.

The engine start control device of the invention according to claim 5 is a parallel hybrid vehicle or series in which the vehicle to which the engine start control device according to any one of claims 1 to 4 is applied is equipped with an electric motor as a drive source. Engine start request determination means for determining whether or not the engine needs to be started based on a driver's accelerator pedal operation while driving using only an electric motor as a drive source, and outputting an engine start request command if necessary And engine start control is performed when an engine start request command is acquired from the engine start request determination means.

According to the invention according to claim 5, in the hybrid vehicle to which the engine start control device according to any one of claims 1 to 4 is applied, when the engine is requested to start during traveling by the electric motor , , even if the engine for for or insufficient torque of the electric motor battery charging parked is started, can be transient roll vibration generated during starting of the engine is inhibited from being transmitted to the vehicle body.

According to the present invention, it is possible to provide an engine start control device that is used in combination with an active vibration isolating support device and that can effectively suppress transient vibrations generated at the time of engine start from the beginning of the vibrations.

1 is a diagram showing a schematic configuration of a hybrid vehicle to which an engine start control device according to an embodiment of the present invention is applied. It is a functional block diagram of FI / MG / AT_ECU in FIG. It is a schematic block diagram of ACM_ECU in FIG. It is a longitudinal cross-sectional view which shows the structure of ACM in FIG. It is a flowchart which shows the flow of the anti-vibration control with respect to starting vibration at the time of engine starting in FI / MG / AT_ECU and ACM_ECU. It is a flowchart which shows the flow of the anti-vibration control with respect to starting vibration at the time of engine starting in FI / MG / AT_ECU and ACM_ECU. It is explanatory drawing of operation | movement of the front ACM at the time of engine starting, (a) is explanatory drawing of time transition of the displacement amount of the action point of front ACM, (b) is explanatory drawing of time transition of the displacement amount of a vibration board. FIG. 4C is an explanatory diagram of the time transition of the drive current. It is explanatory drawing of operation | movement of the rear ACM at the time of engine starting, (a) is explanatory drawing of time transition of the displacement amount of the action point of rear ACM, (b) is time transition of the displacement amount of a vibration board. (C) of FIG. 5 is an explanatory view of the time transition of the drive current. It is a figure explaining the difference of the engine vibration of the prior art at the time of engine starting and this embodiment, (a) is an explanatory view showing change of engine speed NE in the past, and (b) is the first in the prior art. Explanatory diagram showing the difference in engine vibration due to the explosion timing shift, (c) is an explanatory diagram showing the time transition of the driving current of the front ACM, (d) shows the transition of the engine rotational speed NE in this embodiment. Explanatory drawing, (e) is explanatory drawing which shows the engine vibration input into ACM in this embodiment, and the input vibration to a vehicle body. It is a flowchart which shows the flow of control which suppresses the starting vibration at the time of engine starting in FI / MG / AT_ECU and ACM_ECU in a modification.

Hereinafter, the best mode for carrying out the present invention will be described in detail with reference to the drawings as appropriate.
FIG. 1 is a diagram showing a schematic configuration of a hybrid vehicle to which an engine start control device according to an embodiment of the present invention is applied. The hybrid vehicle (vehicle, parallel hybrid vehicle) 500 has a structure in which, for example, an internal combustion engine (engine) E, a motor generator (electric motor) GM1 (hereinafter abbreviated as “motor GM1”), and a transmission T are directly connected in series. is there. The driving force of both the internal combustion engine E and the motor GM1 is driven between the left and right driving wheels (front wheels or rear wheels) DW and driving wheels DW from a transmission T such as an automatic transmission (AT) or a manual transmission (MT). It is transmitted to the drive wheels DW and DW of the hybrid vehicle 500 through a differential DEF that distributes the force. When the driving force is transmitted from the driving wheels DW and DW to the motor GM1 when the hybrid vehicle 500 decelerates, the motor GM1 functions as a generator, generates a so-called regenerative braking force, and reduces the kinetic energy of the vehicle body. The battery 3 collects the electric energy.
The hybrid vehicle 500 is a parallel hybrid vehicle in which the driving force can be assisted by the motor GM1 when driven by the so-called internal combustion engine E. As will be described later, only the motor GM1 is used in a state where the internal combustion engine E is in the all cylinder deactivation operation. An EV (Electric Vehicle) travel mode that travels with driving force is also possible.

  For example, a motor GM1 composed of a three-phase DC brushless motor or the like is connected to a power drive unit (PDU) 2. The PDU 2 includes, for example, an inverter based on pulse width modulation having a bridge circuit that is bridge-connected using a plurality of transistor switching elements, and is supplied to the motor GM 1 when the motor GM 1 and electric power (power running (drive or assist) of the motor GM 1 are operated). A high-voltage nickel-hydrogen battery (battery) 3 is connected to exchange power and regenerative power output from the motor GM1 during regenerative operation.

  Driving and regeneration of the motor GM1 are performed by the PDU 2 in response to a control command from the control device 1. That is, when the motor GM1 is driven, the PDU 2 converts the DC power output from the battery 3 into three-phase AC power and supplies it to the motor GM1 based on the torque command output from the control device 1. Further, during the regenerative operation of the motor GM1, the three-phase AC power output from the motor GM1 is converted to DC power to charge the battery 3. A 12V auxiliary battery 4 for driving various auxiliary machines is connected in parallel to the PDU 2 and the battery 3 via a step-down converter 5 which is a DC-DC converter. The step-down converter 5 is controlled by the control device 1 and steps down the voltage of the PDU 2 and the battery 3 to charge the auxiliary battery 4.

  The crankshaft of the internal combustion engine E is connected to a rotation shaft of an air conditioner motor (not shown) included in a hybrid air compressor 6 (hereinafter referred to as “HBAC6”) for an air conditioner via a belt and a clutch. . The air conditioner motor is connected to an air conditioner inverter 7 (hereinafter referred to as “HBAC-INV7”). The HBAC-INV 7 is connected in parallel to the PDU 2 and the battery 3, and converts the DC power output from the PDU 2 and the battery 3 into three-phase AC power and supplies it to the air conditioner motor under the control of the control device 1. , HBAC6 is driven and controlled. That is, in HBAC6, the driving load amount, for example, the refrigerant discharge capacity, is variably controlled by at least one of the driving force of the internal combustion engine E and the driving force during the power running operation of the air conditioning motor.

The internal combustion engine E has a structure that can be switched between an all-cylinder deactivation operation in which four cylinders are deactivated and a four-cylinder operation (all-cylinder operation) in which all four cylinders are driven. The configuration capable of switching between all-cylinder operation and all-cylinder operation is a known technique and will be omitted.
Note that when switching between all cylinder deactivation operation and all cylinder deactivation operation by hydraulic pressure, for example, the solenoid 12a of the spool valve 12 can be switched between energized or de-energized.

Internal combustion engine E is active vibration isolation support system: via (ACM A ctive C ontrol Engine M ount) 19 F, 19 R are mounted on the body. Hereinafter, the active vibration isolating support devices 19 _F and 19 _R are referred to as “ACM 19 _F and 19 _R ”.
The ACMs 19 _F and 19 _R will be described later so as to suppress the operation state of the internal combustion engine E, that is, the generation of vehicle body vibration accompanying the engine start from the all cylinder deactivation operation, and the body vibration such as the idling state during the all cylinder operation. It is controlled by the ACM_ECU 32. The internal combustion engine E includes an electronic throttle control system (ETCS) 20 that electronically controls a throttle valve (not shown). Hereinafter, the electronic control throttle system 20 is referred to as “ETCS 20”.

  The ETCS 20 includes, for example, an accelerator pedal opening AP relating to a depression amount of an accelerator pedal (not shown) by a driver, a vehicle operating state such as a vehicle speed (vehicle speed) VP and an engine rotational speed NE, and an internal combustion engine E and a motor. The throttle valve is directly controlled by driving the ETCS driver 86 (see FIG. 2) according to the throttle opening calculated by the control device 1 based on torque distribution with the GM1.

  For example, the automatic transmission T includes an electric oil pump that includes a torque converter (TC) 22 having a lock-up clutch (LC) 21 and generates hydraulic pressure for driving and controlling the speed change operation of the torque converter 22 and the transmission T. (EOP) 28 is provided. The electric oil pump 28 is driven and controlled by the control device 1 by supplying power from the battery 3.

  The torque converter 22 transmits torque by a spiral flow of hydraulic oil (ATF: Automatic Transmission Fluid) filled therein, and the LC-OFF in which the lockup clutch 21 is disengaged (engaged). In the state, torque is transmitted from the rotating shaft of the motor GM1 to the input shaft of the transmission T via the hydraulic oil. Further, in the LC-ON state in which the lockup clutch 21 is set to the engaged state, the rotational driving force is directly transmitted from the rotational shaft of the motor GM1 to the input shaft of the transmission T without passing through the hydraulic oil.

  Incidentally, in FIG. 1, the symbol BS indicates a booster, and the symbol S9 indicates a master power negative pressure sensor for detecting a negative pressure in the brake master power.

  The control device 1 includes, for example, a detection signal from the vehicle speed sensor S1 that detects the vehicle speed VP, a detection signal from the engine rotation speed sensor S2 that detects the engine rotation speed NE, and a shift that detects the shift position SH of the transmission T. A detection signal from the position sensor S3, a detection signal from the brake switch S4 that detects the operation state BRK_SW of the brake (Br) pedal, and an accelerator pedal opening sensor that detects the accelerator pedal opening AP related to the operation amount of the accelerator pedal A detection signal from the throttle opening sensor S6 that detects the throttle opening TH, a detection signal from the intake pipe negative pressure sensor S7 that detects the intake pipe negative pressure PB, and the temperature TBAT of the battery 3 Detection signal from the battery temperature sensor S8 that detects A detection signal from the sensor S9, a detection signal from the hydraulic pressure sensor S10 that detects the hydraulic pressure in the cylinder deactivation release side passage 14 when the cylinder is deactivated, a detection signal from the PDU temperature sensor S11 that detects the temperature TPDU of the PDU 2, A detection signal or the like from a DV temperature sensor S12 that detects the temperature TDV of the converter 5 is input.

  In addition, the control device 1 includes a signal from the ignition switch IG-SW for detecting the power source connection ON state by the operation of the ignition key in the hybrid vehicle 500, a cruise control switch C / C provided on the steering wheel. -Signal from SW, signal from engine coolant temperature sensor S13 for detecting engine coolant temperature, signal from crank pulse sensor S15 (hereinafter referred to as "CRK sensor S15"), TDC (Top Dead Center) pulse sensor A signal from S16 (hereinafter referred to as “TDC sensor”), an AT oil temperature sensor (not shown) for detecting the oil temperature of the AT lubricating oil, and the like are input.

For example, the control device 1 drives and controls the VSA (VSA: Vehicle Stability Assist) _ECU 31 that drives and controls the brake device 29 to stabilize the behavior of the vehicle and the ACMs 19 _F and 19 _R to bring the internal combustion engine E into an operating state. ACM_ECU 32 that suppresses the occurrence of body vibration caused by the motor, a motor control ECU 33 (hereinafter referred to as “MOT_ECU 33”) that controls driving and regenerative operation of the motor GM1, and air conditioning that drives and controls the HBAC6 and HBAC-INV7 for the air conditioner The device ECU 34 (hereinafter referred to as “A / C_ECU 34”), for example, monitors and protects the high-piezoelectric system comprising the PDU 2, the battery 3, the step-down converter 5 and the motor GM1, and controls the operation of the PDU 2 and the step-down converter 5. High piezoelectric equipment control ECU 35 (hereinafter referred to as “HV_ECU 35”) ) And a fuel injection / motor generator / automatic transmission_control ECU 36 (hereinafter referred to as “FI (Fuel Injection) / MG (Motor Generator) / AT_ECU 36”), and each ECU 31,. Are connected so that they can communicate with each other.

Here, the FI / MG / AT_ECU 36 is an ECU that controls the internal combustion engine E, for example, a transmission T, and a power train including the motor GM1.
Further, each ECU 31,..., 36 is connected to a meter 37 comprising measuring instruments for displaying various state quantities.
Each ECU 31,..., 36 includes a microcomputer having a CPU, a ROM, and a RAM, and the CPU 31 reads and executes programs and data stored in the ROM, whereby the ECU 31,. The function of each functional unit is realized.
Incidentally, the FI / MG / AT_ECU 36 has a non-volatile memory for storing a crank angle when the rotation of the internal combustion engine E is stopped.
Here, the ACM_ECU 32 constitutes the “anti-vibration control means” recited in the claims, and the FI / MG / AT_ECU 36 constitutes the “engine start control device” recited in the claims.

As shown in FIG. 2, the FI / MG / AT_ECU 36 has, for example, a FI (Fuel Injection) / MG (Motor Generator) control unit 60 and an AT control unit 62 as functional units.
The FI / MG control unit 60 is a functional unit that controls the internal combustion engine E and the motor GM1, and controls an A / F (air / fuel ratio) control unit 50 (hereinafter referred to as “A / F”) that controls fuel supply to the internal combustion engine E. F control unit 50 "), a crank angle calculation unit 51 for calculating the crank angle of each cylinder of the internal combustion engine E, an ignition control unit 52 for controlling ignition timing (hereinafter referred to as" IG control unit 52 "), an internal combustion engine A torque management unit 54 that controls the output torque of the engine E and the motor GM1 is provided. The FI / MG / AT_ECU 36 further includes a power management unit 56 and an energy management unit 58.
The AT control unit 62 controls the speed change operation of the transmission T, the operating state of the lockup clutch 21, and the like.
Hereinafter, a detailed configuration of each functional unit will be described.

The crank angle calculation unit 51 reads the pulse signal from the CRK sensor S15 and the pulse signal from the TDC sensor S16, calculates the crank angle of each cylinder of the internal combustion engine E, and sends it to the A / F control unit 50 and the IG control unit 52. Output. When the rotation of the internal combustion engine E and the motor GM1 is stopped, the crank angle of each cylinder is stored in a non-illustrated non-volatile memory connected to the CPU that executes the FI / MG control unit 60.
At the start of rotation of the internal combustion engine E and the motor GM1, the crank angle of each cylinder stored in the nonvolatile memory is read out, and based on the pulse signal from the CRK sensor S15 and the pulse signal from the TDC sensor S16. The crank angle of each current cylinder is calculated.

The crank angle calculation unit 51 calculates the calculation result of the crank angle based on the crank angle of each cylinder stored in the non-volatile memory, as necessary, from the pulse signal from the CRK sensor S15 and the pulse from the TDC sensor S16. It also has a function of determining whether or not the crank angle is based on the combination of the signals, and correcting the crank angle based on the combination of the two types of pulse signals described above if they do not match.
Further, the crank angle calculation unit 51 calculates the crank angular speed of each cylinder from the crank angle, and outputs it to the ACM_ECU 32 via the IG control unit 52 and the communication line.

The A / F control unit 50 sets the fuel injection amount based on map data using the intake air amount from the air flow meter 90 (hereinafter referred to as “AFM 90”), the engine rotational speed NE, and the like as parameters. Then, the A / F control unit 50 determines a predetermined crank angle range (from a crank angle before a predetermined TDC to a predetermined TDC) based on the engine rotation speed NE and the crank angle of each cylinder calculated by the crank angle calculation unit 51. The fuel injection time during which the set fuel injection amount can be executed is calculated at a later crank angle), the fuel injection valve is controlled, and in-cylinder injection is performed.
Incidentally, when an idling control signal is received from the idle control unit 84, map data different from the map data for setting the fuel injection amount for the idle operation state may be used.

  The A / F control unit 50 receives an all-cylinder operation or all-cylinder operation command from the cylinder deactivation control unit (engine start request determination unit) 76 via the IG control unit 52. When the A / F control unit 50 receives an all-cylinder pause operation command, the A / F control unit 50 performs a fuel cut (F / C) to stop fuel injection into the cylinder. Further, when the command from the cylinder deactivation control unit 76 is switched from the all cylinder deactivation operation command to the all cylinder deactivation operation command, the A / F control unit 50 determines that the internal combustion engine E is in the start mode. In response to the start ignition control unit (engine start command generating means) 52a of the IG control unit 52 setting the initial injection cylinder, the crank angle from the crank angle calculation unit 51 is read for the initial injection cylinder. Inject fuel for the first time. For example, compression stroke injection is performed. Thereafter, fuel is injected at an appropriate crank angle for the subsequent cylinders and thereafter.

As shown in FIG. 2, the IG control unit 52 includes an engine start point fire control unit (engine start command generating unit) 52a, an engine start time combustion delay time data unit (combustion delay data storage unit) 52b, and a normal operation point fire control unit. 52c is included.
Here, when starting the internal combustion engine E, the start point fire control unit 52a controls to suppress transmission of vibrations at the time of engine start by the ACMs 19 _F and 19 _R to the vehicle body (hereinafter referred to as “anti-vibration control”). The first-injection cylinder is determined in view of the time margin required to start the signal, and the A / F control unit 50 is notified, and a signal indicating the first-injection cylinder is also notified to the ACM_ECU 32 via the communication line.
The determination of the first injection cylinder is performed from the viewpoint of exhaust gas control, so that the starting time fire control unit 52a of the FI / MG / AT # ECU 36 is not exhausted so as not to exhaust the raw gas that was not burned at the time of engine start. Is determined based on the crank pulse signal, the TDC signal, and the engine rotational speed NE, in which cylinder the initial explosion is performed, and is instructed by the A / F control unit 50 to control the fuel injection. Fuel is injected sequentially from one cylinder to the next cylinder to be exploded.

  The ACM_ECU 32 receives the signal indicating the first injection cylinder, and notifies the start point fire control unit 52a of “notifying the peak position prediction timing of vibration due to the first explosion and the current switching timing” in step S011 of the flowchart described later. Receive. Then, the start time fire control unit 52a uses the combustion delay time data described later, which is temporarily held in the engine start combustion delay time data unit 52b (specifically, temporarily held in the RAM). Calculate the first explosion timing.

  The engine start combustion delay time data section 52b is a functional portion that reads map data for calculating the combustion delay time from the ROM and temporarily holds it in order to determine the initial explosion timing of the first injection cylinder. The map data for calculating the combustion delay time is stored in advance in the ROM so that the combustion delay time can be calculated by referring to, for example, the signal from the engine coolant temperature sensor S13, the crank angle, the crank angular velocity, and the like as parameters. It is a thing.

  The normal operation point fire control unit 52c controls the ignition timing when the internal combustion engine E is operating in all cylinders. This control is performed based on map data stored in advance (not shown) with reference to the air-fuel ratio of the A / F control unit 50, the crank angular speed, or the engine speed NE.

The torque management unit 54 includes a driver request torque calculation unit 64, a cruise control control unit 66 (hereinafter referred to as “C / C control unit 66”), a selection unit 68, and a deceleration lockup clutch determination unit 70 (hereinafter referred to as “deceleration LC”). Referred to as “determination unit 70”), accessory torque-engine friction calculation unit 71 (hereinafter referred to as “HAC-ENG friction calculation unit 71”), first addition unit 72, torque distribution calculation unit 74, and cylinder deactivation control unit 76. , A subtraction unit 78, a target throttle calculation unit 80 (hereinafter referred to as target TH calculation unit 80), an idle control unit 84, an engine torque calculation unit 88 (hereinafter referred to as “ENG torque calculation unit 88”), and a correction unit 92. The second addition unit 94 and the actual torque calculation unit 96 are included.
The function of each component described above of the torque management unit 54 is a well-known one disclosed in Japanese Patent Application Laid-Open No. 2007-118780, and a description thereof will be omitted.

  When the cylinder deactivation control unit 76 switches between all cylinder deactivation operation and all cylinder operation, a signal indicating the switching is output to the IG control unit 52 and the solenoid 12a of the spool valve 12 (see FIG. 1). Is switched from an energized state to a non-energized state, for example.

  The functions of the power management unit 56, the energy management unit 58, and the AT control unit 62 are also well-known functions disclosed in Japanese Patent Application Laid-Open No. 2007-118780, and will not be described.

(Configuration of ACM and ACM_ECU)
Next, the configuration of the ACMs 19 _F and 19 _R and the ACM_ECU 32 will be described with reference to FIGS. 3 is a schematic configuration diagram of the ACM_ECU in FIG. 1, and FIG. 4 is a longitudinal sectional view showing the structure of the ACM in FIG.
The
As described above, the CRK sensor S15 is a sensor that detects a crank pulse generated by a crankshaft (not shown) of the internal combustion engine E. In the case of a four-cylinder in-line engine, a crank pulse is generated every 6 °, for example, at a crank angle in the internal combustion engine E. The CRK sensor S15 detects this crank pulse and inputs it to the FI / MG / AT # ECU 36. The TDC sensor S16 is a sensor that outputs a TDC signal once for each top dead center of each cylinder, and outputs a TDC signal twice for each rotation of the crankshaft.
As described above, the crank angle calculation unit 51 (see FIG. 2) detects a specific crank angle of the representative cylinder from the combination of the tooth missing shape of the crank pulse and the waveform of the TDC pulse.

  The FI / MG / AT # ECU 36 controls the engine speed NE or detects the engine speed NE via an engine speed sensor S2 (not shown) provided in the internal combustion engine E. Then, the detected engine rotation speed NE, the crank pulse signal and the TDC signal input from the CRK sensor S15 and the TDC sensor S16 are input to the ACM_ECU 32 via a communication line.

Further, when the internal combustion engine E is started by a control command from the cylinder deactivation control unit 76 in a state where the IG-SW signal is ON, the FI / MG / AT # ECU 36 determines the internal combustion engine based on the crank pulse signal and the TDC signal. When the engine E makes the first explosion (hereinafter referred to as “first explosion”), it is determined which cylinder will be the first explosion cylinder (hereinafter referred to as “first injection cylinder”), and the determined initial injection cylinder First, control for injecting fuel is performed.
FI / MG / AT # ECU 36 outputs a signal for specifying the above-described first injection cylinder to ACM_ECU 32 via a communication line wired to hybrid vehicle 500 (see FIG. 1).

The ACM_ECU 32 includes a CPU 321b, a ROM 321c, a RAM 321d, a microcomputer including a storage unit 321e composed of a nonvolatile memory, a peripheral circuit including a signal input / output unit 321a, drive circuits 322A, 322B, and the like.
The signal input / output unit 321a receives signals such as the engine speed NE, the crank pulse signal, the TDC signal, and the signal for specifying the first injection cylinder that are input from the FI / MG / AT # ECU 36, and inputs them to the CPU 321b. , and it outputs ACM19 _F, 19 _R of the actuator 19b which is output from the CPU321b, the signal of the energization control to 19b (see FIG. 4) driving circuit 322A, the 322B.

Here, the ACMs 19 _F and 19 _R are configured as described in, for example, paragraphs [0025] to [0043] of Patent Document 3 and FIGS. 2 and 3, and detailed description thereof is omitted.
Incidentally, the driving circuit 322A includes a current sensor 322a for detecting a current value actually flowing to the switching circuit and the coil (not shown) for energizing current to not numbered coils provided in the ACM19 _F. The switching circuit of the drive circuit 322A is controlled by the CPU 321b, and the drive circuit 322A can supply a DC power supplied from the battery to the coil. The drive circuit 322B has a similar configuration. When the coil is excited, the vibration plate 19a (see FIG. 4) is displaced downward, and when the coil is not excited, the vibration plate 19a is displaced upward.
The CPU 321b is operated by a program stored in the ROM 321c, for example. The storage unit 321e stores data necessary for controlling the ACMs 19 _F and 19 _R.
However, Patent Document 3 describes an example of a V-type 6-cylinder engine.

The anti-vibration control function by the ACM 19 _F , 19 _R , ACM_ECU 32 in the normal operation state except when the internal combustion engine E is started and stopped is described in paragraphs [0053] to [0060] of Patent Document 3 and FIG. Since it is the same as that described in FIG. 6, a detailed description thereof will be omitted.

(Anti-vibration control against vibration at engine start)
By the way, the internal combustion engine E converts the force by which the explosion of the air-fuel mixture in the combustion chamber pushes down the piston into the rotational motion of the crankshaft via the connecting rod. The roll moment around the crankshaft will act.
When the internal combustion engine E is operating in the EV traveling mode by the motor GM1 in the all cylinder deactivation operation state and switching to the all cylinder operation state, the explosion stroke in the first injection cylinder and the explosion stroke in the subsequent cylinder are performed. Along with this, vibration at the time of engine start (hereinafter referred to as “starting vibration”) occurs for a short period of time.

ACM19 _F, 19 _R image stabilization control by ACM_ECU32 for starting vibration, as described in Patent Document 3 conventionally receives a signal indicating the initially injected cylinder, and calculates the timing of the initial explosion at ACM_ECU32 side, the We have performed anti-vibration control of the starting vibration due to the first explosion and the subsequent explosion for a predetermined period. Therefore, there is a possibility that the timing of the actual initial explosion and the initial explosion predicted on the ACM_ECU 32 side may be shifted due to the change in the engine rotational speed NE by the motor GM1.
In the following, referring to FIGS. 5 to 8 and appropriately referring to FIGS. 1 to 4, the start point fire control unit 52 a of the IG control unit 52 of the FI / MG / AT_ECU 36 in cooperation with the ACM_ECU 32 in this embodiment. A method for controlling the start-up vibration and controlling the initial explosion timing will be described.

  FIG. 5 and FIG. 6 are flowcharts showing a control flow for suppressing start-up vibration at the time of engine start in FI / MG / AT_ECU and ACM_ECU. FIG. 7 is an explanatory diagram of the operation of the front ACM when the engine is started, (a) is an explanatory diagram of the time transition of the displacement amount of the action point of the front ACM, and (b) is the displacement amount of the vibration plate. Explanatory drawing of time transition, (c) is explanatory drawing of time transition of drive current. FIG. 8 is an explanatory diagram of the operation of the rear ACM when the engine is started, (a) is an explanatory diagram of the time transition of the displacement amount of the action point of the rear ACM, and (b) is the displacement of the vibration plate Explanatory drawing of the time transition of quantity, (c) is explanatory drawing of the time transition of drive current.

In the flowcharts of FIGS. 5 and 6, the control in the FI / MG / AT_ECU 36 is shown on the left side, and the control of the ACM_ECU 32 is shown on the right side.
When the driver turns the ignition switch IG-SW (see FIG. 2) to the start position in order to put the stopped hybrid vehicle 500 (see FIG. 1) into the running state, VSA_ECU 31, ACM_ECU 32, MOT_ECU 33, HV_ECU 35, FI / MG / Each ECU such as the AT_ECU 36 (see FIG. 1) is activated. Then, when the driver depresses the accelerator pedal, the MOT limit torque input from the power management unit 56 (see FIG. 2) in the cylinder deactivation control unit 76 (see FIG. 2) of the FI / MG / AT_ECU 36, and the first addition unit The P / P torque input from 72 (see FIG. 2) is compared. When the charge amount of the battery 3 (see FIG. 1) of the hybrid vehicle 500 is sufficient, the P / P torque exceeds the MOT limit torque with a predetermined amount or more of a predetermined margin, so the cylinder deactivation control unit 76 Outputs all-cylinder idle operation so that the vehicle can travel only by the motor GM1 (see FIG. 1), that is, enables the EV travel mode, and outputs a command for all-cylinder idle cylinder operation to the torque distribution calculation unit 74 (see FIG. 2). . Then, the torque distribution calculation unit 74 instructs the MOT_ECU 33 via the communication line to output the P / P torque input to the motor GM1 as it is.

  If the charge amount of the battery 3 is insufficient from the beginning, or if the charge amount of the battery 3 is insufficient after running in the EV travel mode, the P / P torque is preset with respect to the MOT limit torque. The cylinder deactivation control unit 76 outputs an all-cylinder operation command to the torque distribution calculation unit 74 as being unable to travel only by the motor GM1. Then, the torque distribution calculation unit 74 instructs the MOT_ECU 33 via the communication line to output a predetermined torque that is equal to or less than the MOT limit torque of the input P / P torque to the motor GM1. At this time, the cylinder deactivation control unit 76 outputs an engine start command to the IG control unit 52 and starts motoring by the motor GM1 of the internal combustion engine E (see FIG. 1). The motoring by the motor GM1 of the internal combustion engine E can be performed in the low-speed traveling state of the hybrid vehicle 500 or in the stopped state.

In step S001, the start point fire control unit 52a of the IG control unit 52 checks whether an engine start command is input from the cylinder deactivation control unit 76 ("engine start?"). If an engine start command is received (Yes), the process proceeds to step S002, and if not received (No), step S001 is repeated. The starting point fire control unit 52a determines the first injection cylinder based on the crank pulse signal from the CRK sensor S15 (see FIG. 1) and the TDC pulse signal from the TDC sensor S16 (see FIG. 1), and indicates the first injection cylinder. The signal is output to the ACM_ECU 32 (see FIG. 1) via the communication line. The starting point fire control unit 52a sets the timing at which the signal indicating the first injection cylinder is output as time t = 0, and starts timing.
After step S002, the ignition timing control in the starting point fire control unit 52a proceeds to step S021 in FIG. 6 according to the connector (A).

In step S003, the CPU 321b of the ACM_ECU 32 checks whether a signal indicating the first injection cylinder is received from the FI / MG / AT_ECU 36. If a signal indicating the first injection cylinder is received, the process proceeds to step S004, and if not (No), step S003 is repeated. In step S004, the CPU 321b determines the first injection cylinder.
Here, “receive signal indicating initial injection cylinder” is “condition for starting anti-vibration control against start-up vibration” in ACM_ECU 32. In addition, when a signal indicating the first injection cylinder is received, time measurement is started at time t = 0.

Next, in step S005, the CPU 321b instructs the drive circuits 322A and 322B to output a predetermined DC current to the ACMs 19 _F and 19 _R (see FIG. 1) at the timing when the first injection cylinder is determined, and the drive circuit 322A. , 322B to output a DC current ("Apply DC current to ACM").
Here, the DC currents applied to the ACMs 19 _F and 19 _R have different current values I _iF and I _iR (I _iF <I _iR ) as shown in FIGS. 7C and 8C. . As shown in FIG. 7A, the ACM 19 _F moves and holds the vibration plate 19a (see FIG. 4) to an initial position P _{iF that} is lower than the position P _iV when no power is supplied. (Refer to FIG. 7B). As shown in FIG. 8A, the ACM 19 _R moves and holds the vibration plate 19a to a position P _iR lower than the position P _iV in the non-energized state in order to perform the pull-side operation (see FIG. 8). (See (b)).

Incidentally, the initial position of the vibration plate 19a is P _iF > P _iR . In addition, since the application of the predetermined DC current values I _iF and I _iR in step S005 slows up as shown in FIGS. 7C and 8C, the excitation plate 19a is not energized. each initial position P _iF from the position P _iV of time, be moved to the P _iR, ACM19 _R, 19 engine mounting portion of _R (working point) kept the initial position P _iM with power off does not move up and down or There is.

  In step S006, the CPU 321b refers to, for example, a signal from the AT oil temperature sensor, that is, the AT oil temperature and the engine speed NE, and starts vibration based on the data stored in the storage unit 321e or the ROM 321c. The suppression period is set (“setting of the startup vibration suppression period”). In step S007, the CPU 321b refers to the AT oil temperature and the engine rotational speed NE and sets the starting vibration suppression gain from the data stored in the storage unit 321e or the ROM 321c (“setting of the starting vibration suppression gain”). .

Here, the start-up vibration suppression period is set by the number of periods of the image stabilization control for suppressing the start-up vibration. The start vibration suppression period and the start vibration suppression gain refer to the engine rotation speed NE because the start vibration period tends to be shorter as the engine rotation speed NE is larger when the signal indicating the first injection cylinder is received. This is because the amplitude of the starting vibration tends to be small. Also, the AT oil temperature is referred to when the AT oil temperature is low, the reaction force in the torque converter 22 of the automatic transmission AT at the time of the first explosion is large, and the reaction force amplifies the start vibration or the start vibration This is to lengthen the period and act.
Here, it is assumed that the suppression gain of the starting vibration set in step S007 is attenuated by a predetermined ratio with respect to the suppression gain of the first vibration cycle.

In step S008, the CPU 321b sets a starting frequency that is the frequency of the starting vibration based on the engine speed NE.
In step S009, the CPU 321b sets a virtual current waveform. This virtual current waveform is an alternating current waveform, and is based on the starting vibration suppression period set in step S006, the starting vibration suppression gain determined in step S007, and the starting vibration frequency determined in step S008. Is set.
After step S009, the image stabilization control in the CPU 321b proceeds to step S010 in FIG. 6 according to the connector (B).

In step S010, the CPU 321b sets the timing for switching from the DC current to the virtual current waveform based on the current crank angle and crank angular speed of the first injection cylinder.
Specifically, step S010 will be described. The CPU 321b refers to the current crank angle and crank angular speed of the initial injection cylinder and the crank angle preset as the ignition timing of the initial injection cylinder, and the initial injection cylinder based on the map data. Is ignited to start combustion, and timing t _exp (hereinafter referred to as “vibration peak position prediction timing t _exp ” due to initial explosion) is calculated.

Then, the CPU 321b sets the first peak P _F1 of the AC virtual current waveform for the ACM 19 _F to be positioned at the peak position prediction timing t _exp of the vibration due to the first explosion as shown in FIG. The point at which the predetermined DC current value I _iF and the first virtual current waveform starting from time t _SF intersect, the time t _CF is set as the current switching timing for the ACM 19 _F (hereinafter referred to as “current waveform switching timing”).
This current waveform switching timing corresponds to “actuator expansion / contraction drive start timing” recited in the claims.
Further, the CPU 321b sets the first bottom B _R1 of the AC virtual current waveform for the ACM 19 _R to be positioned at the peak position prediction timing t _exp of the vibration due to the first explosion as shown in FIG. The point at which the predetermined DC current value I _iR and the first virtual current waveform starting from time t _SR intersect, time t _CR is set as the current switching timing for ACM 19 _R.

As described above, the map data used for the calculation of the peak position prediction timing t _exp of the vibration due to the first explosion is the crank angle at that time when the signal indicating the first injection cylinder in step S003 is received (time t = 0). And the initial injection cylinder, the crank angle and crank angular speed at the time of calculating step S010, the crank angle preset as the ignition timing of the initial injection cylinder, and the starting frequency are stored in the ROM 321c or the storage unit 321e in advance as parameters. Similarly, when a signal indicating the first injection cylinder in step S003 is received (time t = 0) in order to calculate the times t _CF and t _CR related to the setting of the current waveform switching timing, Crank angle and initial injection When, step S010 and the crank angle and the crank angular speed during operation of the crank angle that is preset as the ignition timing of the initially injected cylinder, and the start frequency, a current waveform switching timing as a parameter time t _CF, t Map data associated with _CR is stored in advance in the ROM 321c or the storage unit 321e.

In step S011, the CPU 321b notifies the peak position prediction timing t _exp of vibration due to the first explosion and the current waveform switching timings t _CF and t _CR to the start time fire control unit 52a of the FI / MG / AT_ECU 36 via the communication line. To do.
In step S012, the CPU 321b switches the drive current of each of the ACMs 19 _F and 19 _R from the DC current to the virtual current waveform in accordance with the current waveform switching timings t _CF and t _CR and outputs them (“match with the current waveform switching timing”). Output a virtual current waveform ").
Incidentally, the current waveform switching timings t _CF and t _CR have different timings between the ACMs 19 _F and 19 _{R as} shown in FIGS. 7C and 8C.
Then, the actuators 19b of the ACMs 19 _F and 19 _R perform a vibration isolating operation according to the virtual current waveforms for the ACMs 19 _F and 19 _R, respectively.

By the output of the virtual current waveform in step S012, the ACM 19 _F shifts from the DC current value I _iF to the first virtual current waveform at time t _CF , and the first virtual current waveform peak P _F1 and the second virtual current following it. The valley B _F (current value 0A) between the current waveform and the peak P _F2 of the second virtual current waveform is the peak-valley-peak of the input load change to the ACM 19 _F due to the starting vibration from the first explosion. Controlled to match.
Note that the current value at the valley B _F is set to 0 A in order to ensure the maximum amount of displacement on the push side of the engine mounting portion (action point) of the ACM 19 _F.

As a result, the vibration plate 19a moves from the initial position P _iF held by the original DC current value I _iF once to a _fully lower position as indicated by the curve C _F2 shown in FIG. mountain input load change in ACM19 _F - valley - a vertical movement so as to conform to the mountains. In response to such a change in the displacement of the vibration plate 19a, the engine mounting portion, as indicated by a curve C _F1 shown in FIG. 7A, has an initial position P _iM held by the original DC current value I _iF. After moving to the virtual 0 point P _0F , the vertical movement is made so as to match the mountain-valley-mountain of the input load change in the ACM 19 _F.

Similarly, at the start of the control in step S012, the ACM 19 _R shifts from the DC current value I _iR to the first virtual current waveform at the time t _CR and is between the second virtual current waveform following the first virtual current waveform. the trough B _R1 (current value 0A), and mountain P _R of the second virtual current waveform, and valleys B _R2 between the third virtual current waveform succeeding to the second virtual current waveform, the initial explosion It is controlled so as to match the valley-mountain-valley of the load change in the ACM 19 _R accompanying the starting vibration of.
In order to ensure the engine mounting portion of ACM19 _R a displacement amount of pulling side of the (working point) on the maximum, the 0A current value at the trough B _R1.

As a result, after the vibration plate 19a has moved from the initial position P _iR held at the initial DC current value I _iR to the upper position once as indicated by the curve C _R2 shown in FIG. 8B. valley of load change in ACM19 _R - mountain - a vertical movement so as to conform to the valley. In response to the transition of the displacement of the vibration plate 19a, the engine mounting portion (action point) is held by the original DC current value I _iR as shown by the curve C _R1 shown in FIG. After moving from the initial position P _iM to the virtual 0 point P _0R once, it moves up and down to match the valley-mountain-valley of the load change in the ACM 19 _R.

In step S013, the CPU 321b checks whether or not the startup vibration suppression period has elapsed. If the startup vibration suppression period has elapsed (Yes), the CPU 321b ends the series of startup vibration suppression control and returns to the actuator 19b. Is set to 0, and the timing started in step S003 is stopped. In the example shown in (c) of FIG. 7 (c) and 8, has a control that stops the output of the drive current at the time the virtual current waveform successive reaches the valley (current value 0), ACM19 _F between the ACM19 _R, it is made different timings of control end. By performing such control, the transmission of vibration to the vehicle body is reduced when the control of the ACMs 19 _F and 19 _R is stopped.
When the vibration isolation control of the ACMs 19 _F and 19 _R is completed, the vibration plate 19a returns to the non-energized position _PiV , and the engine mounting portion (operating point) also returns to the initial position _PiM when not energized.
If the start vibration suppression period has not elapsed (No), the output of the virtual current waveform is continued, and the actuators 19b of the ACMs 19 _F and 19 _R control the vibration isolation operation of the start-up vibration.

After step S002, according to the connector (A), when the process proceeds to step S021 of FIG. 6, the starting point fire control unit 52a, the peak position prediction timing t _exp (see FIGS. 7 and 8) of the vibration due to the initial explosion, It is checked whether or not the current waveform switching timings t _CF (see FIG. 7) and t _CR (see FIG. 8) are received from the ACM_ECU 32. If received (Yes), the process proceeds to step S022, and if not received (No), step S021 is repeated.

In step S022, the starting point fire control unit 52a calculates a combustion delay time from the ignition timing to the start of combustion based on the combustion delay time data temporarily stored in the engine start time combustion delay time data unit 52b.
Specifically, the combustion delay time from the ignition timing to the start of combustion includes the ignition delay time Δt _Sfire (not shown) from the ignition timing t _Ffire (see FIG. 9) of the first injection cylinder to the start of combustion, and the ignition timing. It is preferably composed of two combustion delay time data of the value of the combustion delay time Δt _Pfire (not shown) from t _Ffire until it appears as a peak of engine torque fluctuation due to explosion.
Specifically, the combustion delay times Δt _Sfire and Δt _Pfire are calculated based on the combustion delay time data with reference to the air-fuel ratio and the engine coolant temperature.
The ignition timing t _Ffire for the first injection cylinder is set to a predetermined crank angle. However, during EV travel, for example, when the driver depresses the accelerator pedal and the required P / P torque increases, and when the ignition switch IG-SW is turned to the start position, the charge amount of the battery 3 When the internal combustion engine E is started using the motor GM1 as a starter due to the shortage, the air-fuel ratio set by the A / F control unit 50 is different. As a result, these combustion delay times Δt _Sfire and Δt _Pfire fluctuate in a state where the start of the internal combustion engine E is required. The combustion delay times Δt _Sfire and Δt _Pfire are also affected by the temperature of the internal combustion engine E, that is, the coolant temperature. Therefore, the combustion delay time data temporarily held in the engine start combustion delay time data section 52b is, for example, map data using the air-fuel ratio and the engine coolant temperature as parameters.
Incidentally, the air-fuel ratio for the first injection cylinder is output from the A / F control unit 50, and the engine coolant temperature is obtained from a signal from the engine coolant temperature sensor S13.

In step S023, the starting point fire control unit 52a corrects the combustion delay time in accordance with the peak position prediction timing t _exp of the vibration due to the first explosion and the current waveform switching timing t _CF and the ignition timing of the first injection cylinder. t Set _Ffire (setting the first explosion timing).
This initial explosion timing is set as follows, for example. Δt _F which is a first difference between the peak position prediction timing t _exp of vibration due to the first explosion acquired in step S021 and the current waveform switching timing t _CF is calculated, and the combustion delay time Δt _Sfire calculated in step S022 _Then , a second difference Δt _DC (= Δt _{Pfire −Δt Sfire} ) with the combustion delay time Δt _Pfire is calculated.
Then, the first difference Δt _F is compared with the second difference Δt _DC , and if the first difference Δt _F is a value equal to or _larger than the second difference Δt _DC , Δt _Pfire is calculated from the vibration peak position prediction timing t _{exp. Is} set as the ignition timing t _Ffire (= t _{exp −Δt Pfire} ).

The first difference Δt _F and the second difference Δt _DC are compared, and if the first difference is less than the second difference, the ignition timing t _Ffire is set according to the following equation (1).
t _Ffire = t _{exp −Δt Pfire} + (Δt _{DC −Δt F} ) / 2 (1)
In this way, the ignition timing is reset from a predetermined crank angle for the initial injection cylinder.
Incidentally, if the first difference Delta] t _F is the second value less than the difference Delta] t _DC, to set the ignition timing t _Ffire as in Equation (1), the time t _CF ~ in (a) of FIG. 7 The phase of the engine vibration due to the first explosion during t _exp to the first peak of the load input to the ACM 19 _F and the pulling action (ΔP _{iM of the} action point) of Δt _F (see FIG. 7C) in the ACM 19 _F This is for minimizing the deviation between the phases.
When the first difference Δt _F is greater than or equal to the second difference Δt _DC , the ignition timing t _Ffire is _simply set so that the peak of engine vibration of the first explosion is positioned at the vibration peak position prediction timing t _exp. By doing so, the phase shift between the two can be minimized.

In step S024, the starting point fire control unit 52a controls ignition of the first injection cylinder according to the ignition timing t _Ffire of the first injection cylinder set in step S023. In step S025, the starting point fire control unit 52a performs normal ignition control for the next cylinder and thereafter. This completes the anti-vibration control of the ACMs 19 _F and 19 _R against the starting vibration at the time of starting the engine and the ignition timing control of the internal combustion engine E in cooperation with the anti-vibration control.

When the ACMs 19 _F and 19 _R are not provided, the internal combustion engine E is not mounted on the engine mount for a while from immediately after the start of the internal combustion engine E (start of self-rotation due to continuous in-cylinder explosion). Engine E starts to vibrate and a large input load is applied to the engine mount. Such a start-up vibration is absorbed by using the ACMs 19 _F and 19 _R in the present embodiment, and even if an attempt is made to suppress the transmission to the vehicle body frame, the linear solenoid type of the actuator 19b performs a push-side operation. The ACM 19 _F on the side and the ACM 19 _R on the rear side that performs the pull-side operation have the following restrictions.
(1) Regarding the range of force that the ACM 19 _F can operate, unless the initial position P _iF of the vibration plate 19 a is set higher than the initial position P _iR in the ACM 19 _R in advance, the opening position (when the drive current is reduced) A large range of elastic force cannot be secured.
(2) On the contrary, regarding the range of force that the ACM 19 _R can operate, unless the initial position P _iR of the vibration plate 19 a is set lower than the initial position P _iF in the ACM 19 _F in advance, the suction (when the drive current increases) ) Can not secure a large range of suction force.

Therefore, even if the control of the drive currents of the ACMs 19 _F and 19 _R is started immediately after the first explosion at the start of the engine to cope with the start-up vibration, the vibration plate 19a moves to an appropriate position during the first AC drive. Therefore, the push-side ACM 19 _F cannot exert a sufficient elastic force, and the pull-side ACM 19 _R cannot exhibit a sufficient suction force, and the starting vibration is somewhat. When the operation is repeated, the operation of the vibration plate 19a becomes stable, and a displacement output of a predetermined engine mounting portion (action point) is obtained. This cannot suppress the transmission of the starting vibration to the vehicle body from the beginning of the first explosion.

Further, in the conventional motoring state by the motor GM1 containing EV traveling mode as, ACM_ECU32 is at the timing of receiving the signal indicating the initial explosion injected cylinder from _{FI / MG / AT_ECU36, ACM19 F} , 19 given to _R of DC Even if the current is applied to move the vibration plate 19a to the initial positions P _iF and P _iR , there are the following problems.
FIG. 9 is a diagram for explaining the difference in engine vibration between the prior art and the present embodiment at the time of starting the engine. FIG. 9A is an explanatory diagram showing the transition of the conventional engine rotational speed NE, and FIG. An explanatory view showing a difference in engine vibration due to a deviation in initial explosion timing in the prior art, (c) is an explanatory view showing a time transition of a driving current of a front ACM, and (d) is an engine rotation speed NE in the present embodiment. FIG. 4E is an explanatory diagram showing engine vibration input to the ACM and input vibration to the vehicle body in the present embodiment.

FIG. 9 illustrates the case where the engine is started immediately when the ignition switch IG-SW is set to the start position.
In the prior art, as shown in FIG. 9A, the ACM_ECU 32 sets the drive current for the ACMs 19 _F and 19 _{R at} the start timing of the vibration due to the first explosion, that is, the timing is indicated by the arrow in FIG. The expected ignition timing t _Ffire shown may deviate from the actual ignition timing t ′ _Ffire . In this case, for example, as shown in FIG. 9C, the drive current is set for the ACM 19 _F and is output as it is, and the drive of the actuator 19b (see FIG. 4) is controlled. Then, the engine vibration expected to start at the ignition timing t _Ffire indicated by the solid line in FIG. 9B becomes the engine vibration indicated by the broken line. There is also a possibility that the starting vibration is increased as shown by the broken line due to the shift of the driving phases of the ACMs 19 _F and 19 _R.
Note that the timing t _Finj indicated by an arrow in FIG. _9C indicates the fuel injection timing for the first explosion.

On the other hand, in the present embodiment, the ignition timing t _Ffire set at a predetermined crank angle so as to conform to the peak position prediction timing t _exp and the current waveform switching timing t _CF of vibration due to the initial explosion determined on the ACM_ECU 32 side. combustion delay time Delta] t _Sfire, taking into account the Delta] t _Pfire content, so adjusted by resetting the ignition timing t _Ffire in FI / MG / AT_ECU36 side, the actual start-up vibration of the drive phase and ACM19 _F, 19 _R It is possible to prevent the phase from shifting.
As a result, the initial explosion timing can be prevented from shifting as shown in FIG. 9D, and the engine vibration input to the ACMs 19 _F and 19 _R as shown by the broken line in FIG. 9 (e) is attenuated by the vehicle body input vibration as shown by the solid line, and the starting vibration can be attenuated within the range of the target vibration value (target amplitude).

<Modification>
Next, a modification of the present embodiment will be described with reference to FIGS. 5 and 10 as appropriate with reference to FIGS.
FIG. 5 and FIG. 10 are flowcharts showing a control flow for suppressing start-up vibration at the time of engine start in the FI / MG / AT_ECU 36 and the ACM_ECU 32 in the modification.
In the embodiment, the ignition timing set at a predetermined crank angle is considered in consideration of the combustion delay time so as to match the vibration peak position prediction timing t _exp and the current waveform switching timing t _CF determined by the ACM_ECU 32 side. In the FI / MG / AT_ECU 36 side, in particular, the ignition timing t _Ffire is reset and adjusted in the IG control unit 52, but is not limited thereto. In this modification, the ignition timing t _Ffire is reset on the ACM_ECU 32 side and the ignition timing t _Ffire is notified to the FI / MG / AT_ECU 36, and the FI / MG / AT_ECU 36 side performs ignition control for engine start in accordance therewith.
The same steps as those in the flowcharts of FIGS. 5 and 6 in the embodiment are not described repeatedly.

Therefore, after step S002 in FIG. 5, the process proceeds to step S021A in FIG. 10 according to the connector (A).
Further, after step S009 of FIG. 5, the process proceeds to step S010 of FIG. 10 according to the connector (B). Then, the process proceeds to step S010A, where the CPU 321b (see FIG. 3) starts from the ignition timing based on the combustion delay time data stored in the ROM (combustion delay data storage means) 321c or the storage unit (combustion delay data storage means) 321e. The combustion delay time until the start of combustion is calculated.
Specifically, the combustion delay time from the ignition timing to the start of combustion is composed of two combustion delay time data of the values of the combustion delay time Δt _Sfire and the combustion delay time Δt _Pfire described above.
Here, the combustion delay time data is, for example, map data using the air-fuel ratio and the engine coolant temperature as parameters. Incidentally, the air-fuel ratio and the engine coolant temperature for the first injection cylinder are communicated from the FI / MG / AT_ECU 36 to the ACM_ECU 32 via a communication line.
In step S010B, the CPU _321b sets the ignition timing t _Ffire of the first injection cylinder by correcting the combustion delay time in correspondence with the peak position prediction timing t _exp of the vibration due to the first explosion and the current waveform switching timing t _CF. (First explosion timing setting). This setting method is the same as that described in the above embodiment.
In step S010C, the CPU 321b notifies the ignition timing t _Ffire set in step S10B to the FI / MG / AT_ECU 36 via the communication line. Thereafter, the process proceeds to step S012.
After step S002 of FIG. 5 and proceeding to step S021A of FIG. 10 according to the connector (A), whether or not the starting point fire control unit 52a of the IG control unit 52 has received the initial ignition timing t _Ffire from the ACM_ECU 32. To check. If the initial ignition timing t _Ffire is received (Yes), the process proceeds to step S024, and if not (No), step S021A is repeated. In step S024, the starting point fire control unit 52a controls the ignition of the first injection cylinder according to the ignition timing t _Ffire of the first injection cylinder set in step S010B. In step S025, the starting point fire control unit 52a performs normal ignition control for the next cylinder and thereafter. This completes the anti-vibration control of the ACMs 19 _F and 19 _R against the starting vibration at the time of starting the engine and the ignition timing control of the internal combustion engine E in cooperation with the anti-vibration control.

In the present embodiment and its modified example, for example, in ACM19 _F, but starting control based on the time t _CF, it starts controlling the start of the control based on the time t _SF, the current value I _You may make it change Duty which sets an electric current value from the time of reaching _iF . Similarly, setting the current value from the time the ACM19 _R, although the start of the control based on the time t _CR, which starts controlling the start of the control based on the time t _SR, reaches the current value I _iR The duty to be changed may be changed. Thus, the system can be simplified by sharing the map for defining the virtual current waveform and the control steps of the program between the ACM 19 _F and the ACM 19 _R.

In the present embodiment and its modifications, the internal combustion engine E is described as an example of a V-type 6-cylinder engine, but is not limited thereto. Of course, the present invention can also be applied to other multi-cylinder engines such as a V-type 8-cylinder engine, an in-line 4-cylinder engine, and a horizontally opposed 4-cylinder engine.
Furthermore, although this embodiment and its modification were demonstrated in the example applied with respect to the parallel mode type parallel hybrid vehicle, it is not limited to it, A parallel mode as described in patent 4377898 gazette It can also be a hybrid vehicle that can be switched to either of the series mode.
Furthermore, the present invention is also applicable to a normal vehicle that is not a hybrid vehicle including only the internal combustion engine E as a drive source for starting the internal combustion engine E by a normal starter motor.

  Therefore, in the above-described embodiment and its modification, the switching from the all cylinder deactivation operation to the all cylinder operation from the cylinder deactivation control unit 76 is the “engine start request command” described in the claims. However, in a normal vehicle that is not the hybrid vehicle described above, the starter ON signal of the ignition key corresponds to the “engine start request command” recited in the claims.

19 _F , 19 _R ACM (active anti-vibration support device)
19a Excitation plate 19b Actuator 32 ACM_ECU (Anti-vibration control means)
36 FI / MG / AT_ECU (Engine Start Control Device)
52 IG control unit 52a Fire control unit at start time (engine start command generating means)
52b Engine start-up combustion delay time data section (combustion delay data storage means)
76 Cylinder deactivation control unit (engine start request determination means)
321b CPU
321c ROM (combustion delay data storage means)
321e storage unit (combustion delay data storage means)
E Internal combustion engine
GM1 motor (electric motor)

Claims (5)

The anti-vibration control means extends and contracts the actuator according to the vibration state of the engine, and the engine of the vehicle in which the engine is supported by the active anti-vibration support device that suppresses the transmission of the engine vibration to the vehicle body. An engine start control device for controlling start,
During start-up of the engine, initial explosion timing of the engine based on the expansion and contraction drive start timing of the actuator is set, characterized Rukoto ignition control of the engine according to the initial explosion timing that is the setting is performed An engine start control device. An engine start command generating means for transmitting a signal indicating the initially injected cylinder to the anti-vibration control unit receives a start request command of the engine,
The anti-vibration control means includes
Obtaining a signal indicating the initial injection cylinder ;
Signal indicating the acquired initially injected cylinder, and, based on the crank angle and the crank angular velocity, co setting the telescopic drive start timing of the actuator to suppress the rolling vibration of the engine due to the initial explosion, is the set Output the expansion and contraction drive start timing,
The engine start command generating means is
2. The engine start control device according to claim 1, wherein an initial explosion timing of the engine is set based on the set expansion / contraction drive start timing. Comprising a combustion delay data storing means for previously storing data of combustion delay time until the start of combustion from the ignition timing of the engine,
The anti-vibration control means calculates a combustion delay time of the first explosion based on the data of the combustion delay time stored in the combustion delay data storage means, and refers to the calculated combustion delay time of the first explosion. The engine start control device according to claim 1 , wherein correction setting of the initial explosion timing is performed. The anti-vibration control means extends and contracts the actuator according to the vibration state of the engine, and the engine of the vehicle in which the engine is supported by the active anti-vibration support device that suppresses the transmission of the engine vibration to the vehicle body. An engine start control device for controlling start,
An engine start command generating means for transmitting a signal indicating the initially injected cylinder to the anti-vibration control unit receives a start request command of the engine,
The anti-vibration control means includes combustion delay data storage means for storing in advance data of a combustion delay time from the ignition timing of the engine to the start of combustion ,
The anti-vibration control means includes
Obtaining a signal indicating the initial injection cylinder ;
Signal indicative of the acquired initially injected cylinder, and, based on the crank angle and the crank angular velocity, co setting the telescopic drive start timing of the actuator to suppress the rolling vibration of the engine due to initial explosion,
The combustion delay data storage means on the basis of the data of the stored said combustion delay time calculated combustion delay time initial explosion, with reference to the combustion delay time initial explosion which the calculated correction setting of the initial explosion timing And
Outputs the first explosion timing set for the correction ,
The engine start command generating means is
In response to the output of the corrected initial explosion timing , the initial explosion timing of the engine is set ,
An engine start control device that performs ignition control of the engine in accordance with the set initial explosion timing . The vehicle is a parallel hybrid vehicle or a series hybrid vehicle equipped with an electric motor as a drive source,
During driving only the electric motor as a drive source, comprising a necessity to determine an engine start request determining means for outputting the engine start request command as required for starting of the engine based on the accelerator pedal operation of the driver ,
5. The engine start control device according to claim 1, wherein when the engine start request command is acquired from the engine start request determination unit, the engine start control is performed. 6. .

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