JP3775202B2 - Starter for internal combustion engine - Google Patents

Starter for internal combustion engine Download PDF

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Publication number
JP3775202B2
JP3775202B2 JP2000311755A JP2000311755A JP3775202B2 JP 3775202 B2 JP3775202 B2 JP 3775202B2 JP 2000311755 A JP2000311755 A JP 2000311755A JP 2000311755 A JP2000311755 A JP 2000311755A JP 3775202 B2 JP3775202 B2 JP 3775202B2
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Prior art keywords
internal combustion
combustion engine
load
starting
output shaft
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JP2002115631A (en
Inventor
訓 小出
真二 松尾
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Toyota Motor Corp
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Toyota Motor Corp
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2072—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for drive off
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L1/00—Supplying electric power to auxiliary equipment of vehicles
    • B60L1/003—Supplying electric power to auxiliary equipment of vehicles to auxiliary motors, e.g. for pumps, compressors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/421—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/423—Torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/44—Drive Train control parameters related to combustion engines
    • B60L2240/441—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/44—Drive Train control parameters related to combustion engines
    • B60L2240/443—Torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2260/00—Operating Modes
    • B60L2260/20—Drive modes; Transition between modes
    • B60L2260/26—Transition between different drive modes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2270/00—Problem solutions or means not otherwise provided for
    • B60L2270/10—Emission reduction
    • B60L2270/14—Emission reduction of noise
    • B60L2270/145—Structure borne vibrations
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)

Description

【０００１】
【発明の属する技術分野】
本発明は、内燃機関の始動装置に関する。
【０００２】
【従来の技術】
従来、この種の内燃機関の始動装置としては、補機を切り離して内燃機関を始動するものが提案されている（例えば、実開平４−７９９４２号公報など）。この装置では、内燃機関の出力軸と補機との接続および接続の解除を行なうクラッチを設け、内燃機関の出力軸と補機との接続を解除した状態として内燃機関を始動することにより、内燃機関の始動性の向上を図っている。
【０００３】
【発明が解決しようとする課題】
しかしながら、こうした内燃機関の始動装置では、内燃機関の始動後に補機を接続する際に内燃機関の運転状態が変動し、車両などの内燃機関を搭載した機器に振動が生じる場合がある。始動直後の内燃機関は、通常、アイドリング運転状態となるよう運転制御されている。この状態の内燃機関の出力軸に補機を接続すると、接続に伴って内燃機関の出力軸のトルクが急変することにより、内燃機関は一時的にアイドル回転数より低い回転数となって予期しない振動を生じてしまう。
【０００４】
本発明の内燃機関の始動装置は、内燃機関の良好な始動性を確保すると共に始動直後の内燃機関の運転状態の変動を抑制することを目的とする。
【０００５】
【課題を解決するための手段およびその作用・効果】
本発明の内燃機関の始動装置は、上述の目的を達成するために以下の手段を採った。
【０００６】
本発明の内燃機関の始動装置は、
内燃機関の出力軸の動力により駆動する複数の補機と、前記複数の補機による前記内燃機関の出力軸への負荷を調整する負荷調整手段と、前記内燃機関を始動するとき、前記複数の補機による前記出力軸への負荷が小さくなるよう前記負荷調整手段を制御すると共に該内燃機関を始動する始動手段と、始動直後の運転状態時にある前記内燃機関の出力軸への前記複数の補機による負荷を増加するとき、該内燃機関の運転状態の変動を抑制する変動抑制手段とを備える内燃機関を始動する始動装置であって、
前記負荷調整手段は、前記内燃機関の出力軸と前記複数の補機との接続および接続の解除を行なう接続解除手段と、前記複数の補機のうちの少なくとも一つの補機の負荷を変更する負荷変更手段とを備え、前記始動手段は、前記内燃機関の出力軸と前記複数の補機との接続が解除されるよう前記接続解除手段を制御して前記内燃機関を始動する手段であり、前記変動抑制手段は、前記少なくとも一つの補機の負荷が小さくなるよう前記負荷変更手段を制御した状態で前記内燃機関の出力軸と前記複数の補機とが接続されるよう接続解除手段を制御し、その後前記少なくとも一つの補機の負荷が大きくなるよう前記負荷変更手段を制御する手段であることを要旨とする。
【０００７】
この本発明の内燃機関の始動装置では、複数の補機による内燃機関の出力軸への負荷が小さな状態で内燃機関を始動するから、内燃機関の良好な始動性を確保することができる。しかも、始動直後の運転状態時にある内燃機関の出力軸への複数の補機による負荷を増加するときに、変動抑制手段により内燃機関の運転状態の変動が抑制されるから、内燃機関が予期しない振動を生じるのを抑制することができる。さらに、接続解除手段による補機の内燃機関の出力軸への接続の際と負荷変更手段による補機の負荷の増加の際に分けて内燃機関の出力軸に作用する負荷を増加、即ち段階的に負荷を増加するから、内燃機関の運転状態が大きく変動するのを抑制することができる。
【００１１】
また、本発明の内燃機関の始動装置において、前記負荷変更手段は前記少なくとも一つの補機の始動と停止を行なう手段であり、前記変動抑制手段は前記少なくとも一つの補機が停止状態となるよう前記負荷変更手段を制御した状態で前記内燃機関の出力軸と前記複数の補機とが接続されるよう接続解除手段を制御する手段であるものとすることもできる。
【００１２】
あるいは、本発明の内燃機関の始動装置において、前記負荷調整手段は前記内燃機関の出力軸と前記複数の補機のうちの少なくとも二つの補機との接続および接続の解除を各々行なう接続解除手段を備え、前記始動手段は前記内燃機関の出力軸と前記少なくとも二つの補機との接続が解除されるよう前記接続解除手段を制御して前記内燃機関を始動する手段であり、前記変動抑制手段は前記少なくとも二つの補機を異なるタイミングで順次接続するよう前記接続解除手段を制御する手段であるものとすることもできる。こうすれば、内燃機関の良好な始動性を確保すると共に内燃機関の出力軸への負荷の段階的な増加を行なうことができる。
【００１３】
また、本発明の内燃機関の始動装置において、前記変動抑制手段は、前記内燃機関の出力軸への前記複数の補機による負荷を増加するとき、該増加される負荷に相当するトルク分だけ該増加ののタイミングに合わせて前記内燃機関の出力トルクを増加する手段であるものとすることもできる。こうすれば、内燃機関の運転状態の変動を抑止することができる。
【００１４】
本発明の内燃機関の始動装置において、前記内燃機関の出力軸に出力可能な電動機を備えるものとすることもできる。この態様の本発明の内燃機関の始動装置において、前記変動抑制手段は、前記内燃機関の出力軸への前記複数の補機による負荷を増加するとき、該増加される負荷に相当するトルク分だけ該増加ののタイミングに合わせて前記内燃機関の出力トルクおよび／または前記電動機の出力トルクを増加する手段であるものとすることもできる。こうすれば、内燃機関の運転状態の変動を抑止することができる。ここで、「内燃機関の出力トルクおよび／または電動機の出力トルクを増加する」とは、内燃機関の出力トルクは増加するが電動機の出力トルクは増加しない場合や逆に電動機の出力トルクは増加するが内燃機関の出力トルクは増加しない場合を含む他、内燃機関の出力トルクも電動機の出力トルクも増加する場合も含まれる。
【００１５】
【発明の実施の形態】
次に、本発明の実施の形態を実施例を用いて説明する。図１は、本発明の一実施例として車両の動力出力装置として搭載されたエンジン２２の始動装置２０の構成の概略を示す構成図である。実施例の始動装置２０は、図示するように、ガソリンを燃料としエンジン用制御ユニット（以下、エンジンＥＣＵという）２４により運転制御されるエンジン２２と、エンジン２２の出力軸であるクランクシャフト２６にトルクを出力可能でモータ用電子制御ユニット（以下、モータＥＣＵという）３８により駆動制御される駆動用モータ３６と、エンジン２２を始動するスタータ４０と、クランクシャフト２６の他端にクラッチ４２および補機駆動用ベルト４４を介して接続された補機としての再始動用のモータジェネレータ４６，パワーステアリング用ポンプ４８，エアコン用コンプレッサ５０と、始動制御装置としての電子制御ユニット６０とを備える。なお、クランクシャフト２６に出力されたトルクは、ダンパ２８やトルクコンバータ３０，変速機３２を介して駆動軸３４に出力されるようになっている。
【００１６】
電子制御ユニット６０は、ＣＰＵ６２を中心とするマイクロプロセッサとして構成されており、処理プログラムを記憶したＲＯＭ６４と、一時的にデータを記憶するＲＡＭ６６と、入出力ポート（図示せず）と、通信ポート（図示せず）とを備える。この電子制御ユニット６０には、イグニッションスイッチ７０からのイグニッション信号や車両全体をコントロールする電子制御ユニットからのエンジン２２の再始動を指示する再始動指示信号などが入力ポートを介して入力されている。また、電子制御ユニット６０からは、スタータ４０への駆動信号やクラッチ４２への駆動信号，モータジェネレータ４６やパワーステアリング用ポンプ４８，エアコン用コンプレッサ５０への駆動信号などが出力ポートを介して出力されている。また、電子制御ユニット６０は、エンジンＥＣＵ２４やモータＥＣＵ３８と通信ポートを介して通信している。
【００１７】
次に、こうして構成された実施例の始動装置２０の動作、特にエンジン２２の始動動作とエンジン２２の再始動動作について説明する。図２は、エンジン２２を始動する際に電子制御ユニット６０により実行される始動時制御ルーチンの一例を示すフローチャートである。このルーチンは、イグニッションスイッチ７０がオンとされたときに実行される。
【００１８】
始動時制御ルーチンが実行されると、電子制御ユニット６０のＣＰＵ６２は、まず、クラッチ４２を駆動してモータジェネレータ４６やパワーステアリング用ポンプ４８，エアコン用コンプレッサ５０などの補機とエンジン２２のクランクシャフト２６との接続を解除する処理を実行する（ステップＳ１００）。続いて、スタータ４０を用いてクランキングしてエンジン２２を始動する（ステップＳ１０２）。このとき、電子制御ユニット６０からエンジンＥＣＵ２４にも始動信号が出力され、エンジンＥＣＵ２４によりエンジン２２がアイドリング運転状態となるよう吸入空気量や燃料噴射量，点火のタイミングが制御される。なお、吸入空気量を調節するスロットルバルブや燃料噴射弁，点火プラグなどのエンジン２２に付属する機器や機構については本発明の中核をなさないから図示は省略した。
【００１９】
エンジン２２が始動してアイドリング運転状態になると、すべての補機をオフとした状態でクラッチ４２を接続する際にエンジン２２のアイドリング運転状態を維持するために必要なトルク増加分やクラッチ４２を接続した後にパワーステアリング用ポンプ４８やエアコン用コンプレッサ５０，モータジェネレータ４６を順次オンする際にエンジン２２のアイドリング運転状態を維持するために必要なトルク増加分を入力する（ステップＳ１０４）。実施例では、トルク増加分の読み込みは、予め実験により各トルク増加分を求めてマップとしてＲＯＭ６４に記憶したものを読み込むものとした。そして、すべての補機をオフとした状態でクラッチ４２を接続すると共にクラッチ４２の接続する際にエンジン２２のアイドリング運転状態を維持するために必要なトルク増加分だけ接続のタイミングに合わせてエンジン２２または駆動用モータ３６の出力を増加する（ステップＳ１０６）。実施例では、エンジン２２の出力を増加すると共にクランクシャフト２６の回転数が変動しないよう駆動用モータ３６を回転数制御するものとした。具体的には、電子制御ユニット６０からエンジンＥＣＵ２４にトルク増加分の信号を出力すると共にモータＥＣＵ３８に回転数制御の信号を出力することにより、トルク増加分の信号を入力したエンジンＥＣＵ２４がトルク増加分に相当するエネルギの燃料噴射量を増加する制御を行なうと共に回転数制御の信号を入力したモータＥＣＵ３８がクランクシャフト２６の回転数が維持されるよう駆動用モータ３６を駆動制御することにより行なわれる。
【００２０】
クラッチ４２を接続すると、補機を所定時間毎に順次オンすると共に各補機をオンする際にエンジン２２のアイドリング運転状態を維持するために必要なトルク増加分をオンする補機のタイミングに合わせてエンジン２２または駆動用モータ３６の出力を順次増加して（ステップＳ１０８）、始動時制御を終了する。ここで、補機を順次オンする間隔としての所定時間は、補機のオンのタイミングに合わせて出力を増加したエンジン２２がアイドリング運転状態で安定するのに要する時間として設定されるものである。また、補機のオンの際の出力の増加は、クラッチ４２の接続時と同様に、エンジン２２の出力を増加すると共にクランクシャフト２６の回転数が変動しないよう駆動用モータ３６を回転数制御するものとした。
【００２１】
図３は、エンジン２２の始動時のエンジン回転数とエンジン出力トルクと補機接続必要トルクとクランクシャフト出力トルクとの関係を時系列に例示した説明図である。図３における補機接続必要トルクは、クラッチ４２の接続に必要なトルクと各補機のオンに必要なトルクとを含み、負の値として示した。図示するように、時間ｔ１でスタータ４０によるクランキングが行なわれ、時間ｔ２でエンジン２２はアイドリング運転状態となる。そして、時間ｔ３ですべての補機をオフとした状態でクラッチ４２を接続すると共にこの接続に必要なトルク増加分だけエンジン出力トルクを増加する。この結果、エンジン２２はアイドリング運転状態を維持することができ、クランクシャフト２６の出力トルクの変動を防止することができる。時間ｔ４でパワーステアリング用ポンプ４８をオンすると共にパワーステアリング用ポンプ４８をオンするのに必要なトルク増加分だけエンジン出力トルクを増加し、時間ｔ５および時間ｔ６でエアコン用コンプレッサ５０およびモータジェネレータ４６が順次オンすると共にエアコン用コンプレッサ５０やモータジェネレータ４６をオンするのに必要なトルク増加分だけオンするタイミングに合わせてエンジン出力トルクを増加する。こうした補機のオン動作でも、エンジン出力をオン動作のタイミングに合わせて増加することにより、エンジン２２はアイドリング運転状態を維持することができる。この結果、クランクシャフト２６の出力トルクの変動は生じない。なお、説明の容易のために、図３中の時間ｔ３〜時間ｔ６の間隔を大きく表示した。
【００２２】
以上説明した実施例の始動装置２０の始動時制御によれば、補機とエンジン２２のクランクシャフト２６との接続をクラッチ４２により解除した状態でスタータ４０によりクランキングするから、エンジン２２の良好な始動性を得ることができる。また、実施例の始動装置２０の始動時制御によれば、始動したエンジン２２がアイドリング運転状態になった後にすべての補機をオフした状態でクラッチ４２を接続し、その後、補機を順次オンするから、エンジン２２の運転状態を急激な変動を抑制することができる。この結果、振動の発生を抑止することができる。しかも、クラッチ４２の接続や補機のオンに必要なトルク増加分だけ接続やオンのタイミングに合わせてエンジン２２や駆動用モータ３６の出力を増加するから、エンジン２２のアイドリング運転状態を安定して維持することができる。
【００２３】
次に、実施例の始動装置２０でエンジン２２を再始動するときの様子について説明する。図４は、エンジン２２を再始動する際に電子制御ユニット６０により実行される再始動時制御ルーチンの一例を示すフローチャートである。このルーチンは、イグニッションスイッチ７０がオンの状態でエンジン２２が停止され、必要に応じて車両全体をコントロールする電子制御ユニットからエンジン２２を再始動する再始動指示信号が入力されたときに実行される。
【００２４】
再始動時処理ルーチンが実行されると、電子制御ユニット６０のＣＰＵ６２は、まず、クラッチ４２を接続する処理を実行する（ステップＳ２００）。続いて、すべての補機をオフし（ステップＳ２０２）、モータジェネレータ４６を用いてクランキングしてエンジン２２を始動する（ステップＳ２０４）。このとき、電子制御ユニット６０からエンジンＥＣＵ２４にも始動信号が出力され、エンジンＥＣＵ２４によりエンジン２２がアイドリング運転状態となるよう吸入空気量や燃料噴射量，点火のタイミングが制御される。
【００２５】
エンジン２２が始動してアイドリング運転状態になると、パワーステアリング用ポンプ４８とエアコン用コンプレッサ５０を順次オンする際にエンジン２２のアイドリング運転状態を維持するために必要なトルク増加分を入力し（ステップＳ２０６）、パワーステアリング用ポンプ４８とエアコン用コンプレッサ５０を所定時間毎に順次オンすると共に入力したトルク増加分をオンする補機のタイミングに合わせてエンジン２２または駆動用モータ３６の出力を順次増加して（ステップＳ２０８）、再始動時制御を終了する。
【００２６】
以上説明した実施例の始動装置２０の再始動時制御によれば、クラッチ４２を接続し、すべての補機をオフした状態でモータジェネレータ４６によりクランキングするから、エンジン２２の良好な再始動性を得ることができる。また、実施例の始動装置２０の再始動時制御によれば、始動したエンジン２２がアイドリング運転状態になった後にオフ状態にある補機を順次オンするから、エンジン２２の運転状態を急激な変動を抑制することができる。この結果、振動の発生を抑止することができる。しかも、補機のオンに必要なトルク増加分だけオンのタイミングに合わせてエンジン２２や駆動用モータ３６の出力を増加するから、エンジン２２のアイドリング運転状態を安定して維持することができる。
【００２７】
実施例の始動装置２０の始動時制御や再始動時制御では、クラッチ４２の接続や補機のオンに必要なトルク増加分だけ接続やオンのタイミングに合わせてエンジン２２の出力を増加すると共にクランクシャフト２６の回転数が変動しないよう駆動用モータ３６を回転数制御するものとしたが、接続やオンのタイミングに合わせて、エンジン２２の出力は増加するが駆動用モータ３６の回転数制御はしないものとしたり、エンジン２２の出力は増加せずに駆動用モータ３６の出力を増加するものとしたり、増加分の和がトルク増加分となるようエンジン２２の出力の増加分と駆動用モータ３６の出力の増加分を設定して共に増加するものとしてもよい。また、実施例の始動装置２０の始動時制御や再始動時制御では、クラッチ４２の接続や補機のオンに必要なトルク増加分だけ接続やオンのタイミングに合わせてエンジン２２や駆動用モータ３６の出力を増加したが、クラッチ４２の接続や補機のオンのタイミングに合わせてエンジン２２や駆動用モータ３６の出力を増加しないものとしてもよい。この場合、クラッチ４２の接続や補機のオンのときにエンジン２２の回転数はアイドル回転数から若干低下するが、クラッチ４２の接続や補機のオンが段階的に行なわれることやエンジン２２がアイドル回転数制御されていることから、エンジン２２は直ぐにアイドリング運転状態となる。
【００２８】
実施例の始動装置２０の始動時制御や再始動時制御では、クラッチ４２の接続や補機のオンを段階的に行なうと共に接続やオンのタイミングに合わせてエンジン２２や駆動用モータ３６の出力を増加したが、クラッチ４２の接続や補機のオンを段階的に行なわないものとしてもよい。即ち、すべての補機をオンした状態でクラッチ４２を接続してもよい。この場合、クラッチ４２の接続に必要なトルク増加分だけ接続のタイミングに合わせてエンジン２２や駆動用モータ３６の出力を増加すればよい。
【００２９】
実施例の始動装置２０では、補機としてモータジェネレータ４６やパワーステアリング用ポンプ４８，エアコン用コンプレッサ５０を例示したが、エンジン２２のクランクシャフト２６の動力を用いて駆動する他の機器に適用するものとしてもよい。また、実施例の始動装置２０では、モータジェネレータ４６やパワーステアリング用ポンプ４８，エアコン用コンプレッサ５０を補機駆動用ベルト４４とクラッチ４２とを介してクランクシャフト２６に接続されるものとしたが、各補機が各々のクラッチを介してクランクシャフト２６に接続されるものとしてもよい。この場合、始動時制御や再始動時制御において各クラッチの接続を段階的に行なうものとすることができる。実施例の始動装置２０では、クランクシャフト２６に出力可能な駆動用モータ３６を備えるものとしたが、駆動用モータ３６を備えないものとしてもよい。
【００３０】
実施例の始動装置２０では、始動時制御ではスタータ４０によりクランキングし、再始動時制御ではモータジェネレータ４６によりクランキングするものとしたが、再始動時制御でもスタータ４０によりクランキングするものとしてもよいし、始動時制御でもモータジェネレータ４６によりクランキングするものとしてもよい。
【００３１】
実施例の始動装置２０では、車両に搭載されたエンジン２２の始動や再始動の制御について説明したが、車両以外の船舶や航空機などの移動体に搭載されたエンジンの始動や再始動の制御に適用してもよく、移動体以外のシステムに組み込まれたエンジンの始動や再始動の制御に適用するものとしてもよい。
【００３２】
以上、本発明の実施の形態について実施例を用いて説明したが、本発明はこうした実施例に何等限定されるものではなく、本発明の要旨を逸脱しない範囲内において、種々なる形態で実施し得ることは勿論である。
【図面の簡単な説明】
【図１】 本発明の一実施例として車両の動力出力装置として搭載されたエンジン２２の始動装置２０の構成の概略を示す構成図である。
【図２】 エンジン２２を始動する際に電子制御ユニット６０により実行される始動時制御ルーチンの一例を示すフローチャートである。
【図３】 エンジン２２の始動時のエンジン回転数とエンジン出力トルクと補機接続必要トルクとクランクシャフト出力トルクとの関係を時系列に例示した説明図である。
【図４】 エンジン２２を再始動する際に電子制御ユニット６０により実行される再始動時制御ルーチンの一例を示すフローチャートである。
【符号の説明】
２０ 始動装置、２２ エンジン、２４ エンジン用電子制御ユニット、２６クランクシャフト、２８ ダンパ、３０ トルクコンバータ、３２ 変速機、３４ 駆動軸、３６ 駆動用モータ、３８ モータ用電子制御ユニット、４０ スタータ、４２ クラッチ、４４ 補機駆動用ベルト、４６ モータジェネレータ、４８ パワーステアリング用ポンプ、５０ エアコン用コンプレッサ、６０電子制御ユニット、６２ ＣＰＵ、６４ ＲＯＭ、６６ ＲＡＭ、７０ イグニッションスイッチ。[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a starter for an internal combustion engine.
[0002]
[Prior art]
2. Description of the Related Art Conventionally, as a starting device for this type of internal combustion engine, a device for starting an internal combustion engine by separating an auxiliary machine has been proposed (for example, Japanese Utility Model Publication No. 4-79942). In this device, a clutch for connecting and releasing the connection between the output shaft of the internal combustion engine and the auxiliary machine is provided, and the internal combustion engine is started in a state where the connection between the output shaft of the internal combustion engine and the auxiliary machine is released. The startability of the engine is improved.
[0003]
[Problems to be solved by the invention]
However, in such an internal combustion engine starter, when an auxiliary machine is connected after the internal combustion engine is started, the operating state of the internal combustion engine may fluctuate and vibration may occur in a device such as a vehicle on which the internal combustion engine is mounted. The internal combustion engine immediately after starting is normally controlled to be in an idling operation state. When an auxiliary machine is connected to the output shaft of the internal combustion engine in this state, the torque of the output shaft of the internal combustion engine changes suddenly along with the connection, so that the internal combustion engine temporarily has a rotational speed lower than the idle rotational speed and is not expected. Vibration will occur.
[0004]
The starting device for an internal combustion engine according to the present invention aims to ensure good startability of the internal combustion engine and suppress fluctuations in the operating state of the internal combustion engine immediately after starting.
[0005]
[Means for solving the problems and their functions and effects]
The internal combustion engine starter according to the present invention employs the following means in order to achieve the above-described object.
[0006]
An internal combustion engine starter according to the present invention includes:
A plurality of auxiliary machines driven by the power of the output shaft of the internal combustion engine, a load adjusting means for adjusting the load on the output shaft of the internal combustion engine by said plurality of auxiliary devices, when starting the internal combustion engine, said plurality The load adjusting means is controlled so as to reduce the load on the output shaft by the auxiliary machine, and the starting means for starting the internal combustion engine; and the plurality of outputs to the output shaft of the internal combustion engine in the operating state immediately after the start A starting device for starting an internal combustion engine comprising fluctuation suppressing means for suppressing fluctuations in the operating state of the internal combustion engine when increasing the load by an auxiliary machine,
The load adjusting means changes connection of at least one of the plurality of auxiliary machines, and a connection releasing means for connecting and releasing the connection between the output shaft of the internal combustion engine and the plurality of auxiliary machines. Load changing means, and the starting means is means for starting the internal combustion engine by controlling the connection releasing means so that the connection between the output shaft of the internal combustion engine and the plurality of auxiliary machines is released. The fluctuation suppressing means controls the connection release means so that the output shaft of the internal combustion engine and the plurality of auxiliary machines are connected in a state where the load changing means is controlled so that the load of the at least one auxiliary machine becomes small. Then , the gist of the present invention is to control the load changing means so that the load of the at least one auxiliary machine is increased .
[0007]
In the internal combustion engine starter according to the present invention, since the internal combustion engine is started with a small load on the output shaft of the internal combustion engine by the plurality of auxiliary machines, it is possible to ensure good startability of the internal combustion engine. In addition, when the load by the plurality of auxiliary machines on the output shaft of the internal combustion engine in the operation state immediately after starting is increased, fluctuations in the operation state of the internal combustion engine are suppressed by the fluctuation suppression means, so the internal combustion engine is not expected Generation of vibration can be suppressed. Further, the load acting on the output shaft of the internal combustion engine is increased, that is, in stages, when the auxiliary machine is connected to the output shaft of the internal combustion engine by the disconnection means and when the load of the auxiliary machine is increased by the load changing means. Therefore, the operating state of the internal combustion engine can be prevented from greatly fluctuating.
[0011]
Further, in the engine starting system of the present invention, before Symbol load changing means is means for performing start and stop of said at least one accessory, it said fluctuation suppressing means said at least one auxiliary is stopped It is also possible to control the connection release means so that the output shaft of the internal combustion engine and the plurality of auxiliary machines are connected in a state where the load changing means is controlled.
[0012]
Alternatively, in the starter for an internal combustion engine according to the present invention, the load adjusting means is a connection release means for respectively connecting and releasing the connection between the output shaft of the internal combustion engine and at least two of the plurality of auxiliary machines. The starting means is means for starting the internal combustion engine by controlling the connection release means so that the connection between the output shaft of the internal combustion engine and the at least two auxiliary machines is released, and the fluctuation suppressing means Can be means for controlling the connection release means so that the at least two auxiliary machines are sequentially connected at different timings. In this way, it is possible to ensure a good startability of the internal combustion engine and increase the load on the output shaft of the internal combustion engine in a stepwise manner.
[0013]
Further, in the internal combustion engine starter according to the present invention, when the load by the plurality of auxiliary machines on the output shaft of the internal combustion engine is increased, the fluctuation suppressing means is equivalent to the torque corresponding to the increased load. It may be a means for increasing the output torque of the internal combustion engine in accordance with the increase timing. In this way, fluctuations in the operating state of the internal combustion engine can be suppressed.
[0014]
The internal combustion engine starter according to the present invention may include an electric motor that can output to the output shaft of the internal combustion engine. In the internal combustion engine starter according to this aspect of the present invention, when the load by the plurality of auxiliary machines on the output shaft of the internal combustion engine is increased, the fluctuation suppressing means is equivalent to the torque corresponding to the increased load. The output torque of the internal combustion engine and / or the output torque of the electric motor may be increased in accordance with the increase timing. In this way, fluctuations in the operating state of the internal combustion engine can be suppressed. Here, “increasing the output torque of the internal combustion engine and / or the output torque of the electric motor” means that the output torque of the internal combustion engine increases but the output torque of the electric motor does not increase, or conversely, the output torque of the electric motor increases. However, in addition to the case where the output torque of the internal combustion engine does not increase, the case where the output torque of the internal combustion engine and the output torque of the motor also increase is included.
[0015]
DETAILED DESCRIPTION OF THE INVENTION
Next, embodiments of the present invention will be described using examples. FIG. 1 is a configuration diagram showing an outline of a configuration of a starting device 20 of an engine 22 mounted as a vehicle power output device as an embodiment of the present invention. As shown in the figure, the starting device 20 of the embodiment has torque applied to an engine 22 that is operated by an engine control unit (hereinafter referred to as an engine ECU) 24 using gasoline as fuel and a crankshaft 26 that is an output shaft of the engine 22. , A drive motor 36 that is driven and controlled by a motor electronic control unit (hereinafter referred to as a motor ECU) 38, a starter 40 that starts the engine 22, and a clutch 42 and auxiliary machine drive at the other end of the crankshaft 26. A restarting motor generator 46, a power steering pump 48, an air conditioner compressor 50, and an electronic control unit 60 as a start control device are provided. The torque output to the crankshaft 26 is output to the drive shaft 34 via the damper 28, the torque converter 30 and the transmission 32.
[0016]
The electronic control unit 60 is configured as a microprocessor centered on a CPU 62, and includes a ROM 64 that stores a processing program, a RAM 66 that temporarily stores data, an input / output port (not shown), and a communication port ( (Not shown). An ignition signal from the ignition switch 70, a restart instruction signal for instructing restart of the engine 22 from the electronic control unit that controls the entire vehicle, and the like are input to the electronic control unit 60 through an input port. The electronic control unit 60 outputs a drive signal to the starter 40, a drive signal to the clutch 42, a drive signal to the motor generator 46, the power steering pump 48, and the air conditioner compressor 50 through the output port. ing. The electronic control unit 60 communicates with the engine ECU 24 and the motor ECU 38 via a communication port.
[0017]
Next, the operation of the starting device 20 of the embodiment configured as described above, particularly the starting operation of the engine 22 and the restarting operation of the engine 22 will be described. FIG. 2 is a flowchart showing an example of a start time control routine executed by the electronic control unit 60 when starting the engine 22. This routine is executed when the ignition switch 70 is turned on.
[0018]
When the start-up control routine is executed, the CPU 62 of the electronic control unit 60 first drives the clutch 42 so as to drive the auxiliary equipment such as the motor generator 46, the power steering pump 48, the air conditioner compressor 50, and the crankshaft of the engine 22. A process for releasing the connection with the terminal 26 is executed (step S100). Subsequently, cranking is performed using the starter 40 and the engine 22 is started (step S102). At this time, a start signal is also output from the electronic control unit 60 to the engine ECU 24, and the intake air amount, fuel injection amount, and ignition timing are controlled by the engine ECU 24 so that the engine 22 enters an idling operation state. It should be noted that devices and mechanisms attached to the engine 22 such as a throttle valve, a fuel injection valve, and a spark plug for adjusting the intake air amount are not shown because they do not form the core of the present invention.
[0019]
When the engine 22 is started and is in an idling operation state, when the clutch 42 is connected with all the auxiliary devices turned off, an increase in torque necessary for maintaining the idling operation state of the engine 22 and the clutch 42 are connected. After that, when the power steering pump 48, the air conditioner compressor 50, and the motor generator 46 are sequentially turned on, an increase in torque necessary for maintaining the idling operation state of the engine 22 is input (step S104). In the embodiment, the torque increase is read in advance by obtaining each torque increase by an experiment and reading the map stored in the ROM 64 as a map. Then, the clutch 42 is connected with all the auxiliary devices turned off, and when the clutch 42 is connected, the engine 22 is matched to the connection timing by the amount of torque increase necessary to maintain the idling operation state of the engine 22. Alternatively, the output of the drive motor 36 is increased (step S106). In the embodiment, the rotational speed of the drive motor 36 is controlled so that the output of the engine 22 is increased and the rotational speed of the crankshaft 26 does not fluctuate. Specifically, by outputting a signal for increasing torque from the electronic control unit 60 to the engine ECU 24 and outputting a signal for controlling the rotational speed to the motor ECU 38, the engine ECU 24 having received the signal for increasing torque can be Control is performed to increase the fuel injection amount of energy equivalent to the above, and the motor ECU 38 to which the rotation speed control signal is input controls the drive motor 36 so that the rotation speed of the crankshaft 26 is maintained.
[0020]
When the clutch 42 is connected, the auxiliary devices are turned on sequentially at predetermined time intervals, and when the auxiliary devices are turned on, the torque increase necessary to maintain the idling operation state of the engine 22 is matched with the auxiliary device timing. Then, the output of the engine 22 or the driving motor 36 is sequentially increased (step S108), and the starting control is terminated. Here, the predetermined time as the interval for sequentially turning on the auxiliary machines is set as the time required for the engine 22 whose output is increased in accordance with the on timing of the auxiliary machines to be stabilized in the idling operation state. Further, the increase in the output when the auxiliary machine is turned on increases the output of the engine 22 and controls the rotational speed of the drive motor 36 so that the rotational speed of the crankshaft 26 does not fluctuate, as in the case of the clutch 42 being connected. It was supposed to be.
[0021]
FIG. 3 is an explanatory diagram illustrating, in time series, the relationship among the engine speed, engine output torque, auxiliary machine connection required torque, and crankshaft output torque when the engine 22 is started. The auxiliary machine connection required torque in FIG. 3 includes a torque required for connecting the clutch 42 and a torque required for turning on each auxiliary machine, and is shown as a negative value. As shown in the figure, cranking by the starter 40 is performed at time t1, and the engine 22 enters an idling operation state at time t2. At time t3, the clutch 42 is connected with all the auxiliary devices turned off, and the engine output torque is increased by the torque increase necessary for this connection. As a result, the engine 22 can maintain the idling operation state, and the fluctuation of the output torque of the crankshaft 26 can be prevented. At time t4, the power steering pump 48 is turned on and the engine output torque is increased by the torque increase necessary to turn on the power steering pump 48. At time t5 and time t6, the air conditioner compressor 50 and the motor generator 46 are turned on. The engine output torque is increased in accordance with the turn-on timing by the amount of torque increase necessary for turning on the air conditioner compressor 50 and the motor generator 46 in turn. Even in such an on-operation of the auxiliary machine, the engine 22 can maintain the idling operation state by increasing the engine output in accordance with the timing of the on-operation. As a result, the output torque of the crankshaft 26 does not vary. For ease of explanation, the interval between time t3 and time t6 in FIG.
[0022]
According to the start-up control of the starter 20 of the embodiment described above, the starter 40 cranks the auxiliary machine and the crankshaft 26 of the engine 22 with the clutch 42 released. Startability can be obtained. Further, according to the start-up control of the starter 20 of the embodiment, the clutch 42 is connected in a state where all the auxiliary machines are turned off after the started engine 22 is in the idling operation state, and then the auxiliary machines are sequentially turned on. Therefore, rapid fluctuations in the operating state of the engine 22 can be suppressed. As a result, generation of vibration can be suppressed. In addition, since the output of the engine 22 and the drive motor 36 is increased in accordance with the connection and ON timing by an amount of torque increase necessary for the clutch 42 and the auxiliary machine to be turned on, the idling operation state of the engine 22 can be stabilized. Can be maintained.
[0023]
Next, a state when the engine 22 is restarted by the starter 20 of the embodiment will be described. FIG. 4 is a flowchart showing an example of a restart control routine executed by the electronic control unit 60 when the engine 22 is restarted. This routine is executed when the engine 22 is stopped with the ignition switch 70 turned on, and a restart instruction signal for restarting the engine 22 is input from an electronic control unit that controls the entire vehicle as necessary. .
[0024]
When the restart processing routine is executed, the CPU 62 of the electronic control unit 60 first executes a process of connecting the clutch 42 (step S200). Subsequently, all the auxiliary machines are turned off (step S202), cranking is performed using the motor generator 46, and the engine 22 is started (step S204). At this time, a start signal is also output from the electronic control unit 60 to the engine ECU 24, and the intake air amount, fuel injection amount, and ignition timing are controlled by the engine ECU 24 so that the engine 22 enters an idling operation state.
[0025]
When the engine 22 starts and enters an idling operation state, an increase in torque necessary for maintaining the idling operation state of the engine 22 when the power steering pump 48 and the air conditioner compressor 50 are sequentially turned on is input (step S206). ) The power steering pump 48 and the air conditioner compressor 50 are sequentially turned on every predetermined time, and the output of the engine 22 or the driving motor 36 is sequentially increased in accordance with the timing of the auxiliary machine to turn on the input torque increase. (Step S208), the restart control is terminated.
[0026]
According to the restart control of the starter 20 of the embodiment described above, the clutch 42 is connected and the motor generator 46 is cranked in a state where all the auxiliary machines are turned off. Can be obtained. Further, according to the restart control of the starting device 20 of the embodiment, since the auxiliary engine in the off state is sequentially turned on after the started engine 22 enters the idling operation state, the operating state of the engine 22 is rapidly changed. Can be suppressed. As a result, generation of vibration can be suppressed. In addition, since the output of the engine 22 and the drive motor 36 is increased in accordance with the ON timing by the amount of torque increase required to turn on the auxiliary equipment, the idling operation state of the engine 22 can be stably maintained.
[0027]
In the start-up control and the restart-time control of the starter 20 of the embodiment, the output of the engine 22 is increased in accordance with the connection and on timing by the amount of torque increase necessary to connect the clutch 42 and turn on the auxiliary machine, and the crank The rotational speed of the drive motor 36 is controlled so that the rotational speed of the shaft 26 does not fluctuate. However, the output of the engine 22 increases in accordance with the connection and on timing, but the rotational speed of the drive motor 36 is not controlled. Or increase the output of the drive motor 36 without increasing the output of the engine 22, or increase the output of the engine 22 and the drive motor 36 so that the sum of the increase becomes the torque increase. It is good also as what increases by setting the increase of an output. Further, in the start-up control and the restart-time control of the starter 20 of the embodiment, the engine 22 and the drive motor 36 are matched to the connection and on timing by the amount of torque increase necessary to connect the clutch 42 and turn on the auxiliary machine. However, the outputs of the engine 22 and the driving motor 36 may not be increased in accordance with the connection timing of the clutch 42 and the turn-on timing of the auxiliary machine. In this case, when the clutch 42 is connected or the auxiliary machine is turned on, the rotational speed of the engine 22 slightly decreases from the idle speed, but the clutch 42 is connected or the auxiliary machine is turned on in stages or the engine 22 is turned on. Since the engine speed is controlled, the engine 22 immediately enters the idling operation state.
[0028]
In the start-up control and restart-time control of the starter 20 of the embodiment, the clutch 42 is connected and the auxiliary equipment is turned on stepwise, and the output of the engine 22 and the drive motor 36 is adjusted in accordance with the connection and on timing. Although increased, the clutch 42 and the auxiliary machine may not be connected step by step. That is, the clutch 42 may be connected with all the auxiliary devices turned on. In this case, it is only necessary to increase the output of the engine 22 and the driving motor 36 in accordance with the connection timing by an increase in torque necessary for the connection of the clutch 42.
[0029]
In the starting device 20 of the embodiment, the motor generator 46, the power steering pump 48, and the air conditioner compressor 50 are illustrated as auxiliary devices. However, the starting device 20 is applied to other devices that are driven using the power of the crankshaft 26 of the engine 22. It is good. In the starting device 20 of the embodiment, the motor generator 46, the power steering pump 48, and the air conditioner compressor 50 are connected to the crankshaft 26 via the accessory driving belt 44 and the clutch 42. Each auxiliary machine may be connected to the crankshaft 26 via each clutch. In this case, the clutches can be connected in stages in the starting control and the restarting control. In the starting device 20 of the embodiment, the drive motor 36 that can output to the crankshaft 26 is provided. However, the drive motor 36 may not be provided.
[0030]
In the starter 20 of the embodiment, cranking is performed by the starter 40 in the start-up control and cranking is performed by the motor generator 46 in the restart-time control. Alternatively, the cranking may be performed by the motor generator 46 in the starting control.
[0031]
In the starter 20 of the embodiment, the start and restart control of the engine 22 mounted on the vehicle has been described. However, for the start and restart control of the engine mounted on a moving body such as a ship or an aircraft other than the vehicle. The present invention may be applied, or may be applied to control of starting and restarting an engine incorporated in a system other than the moving body.
[0032]
The embodiments of the present invention have been described using the embodiments. However, the present invention is not limited to these embodiments, and can be implemented in various forms without departing from the gist of the present invention. Of course you get.
[Brief description of the drawings]
FIG. 1 is a configuration diagram showing an outline of a configuration of a starting device 20 of an engine 22 mounted as a power output device for a vehicle as an embodiment of the present invention.
FIG. 2 is a flowchart showing an example of a start time control routine executed by an electronic control unit 60 when starting an engine 22;
FIG. 3 is an explanatory diagram illustrating, in time series, a relationship among an engine speed, an engine output torque, an auxiliary machine connection necessary torque, and a crankshaft output torque when the engine 22 is started.
FIG. 4 is a flowchart showing an example of a restart control routine executed by the electronic control unit 60 when the engine 22 is restarted.
[Explanation of symbols]
20 starter, 22 engine, 24 electronic control unit for engine, 26 crankshaft, 28 damper, 30 torque converter, 32 transmission, 34 drive shaft, 36 drive motor, 38 electronic control unit for motor, 40 starter, 42 clutch , 44 Auxiliary drive belt, 46 Motor generator, 48 Power steering pump, 50 Air conditioner compressor, 60 Electronic control unit, 62 CPU, 64 ROM, 66 RAM, 70 Ignition switch.

Claims (6)

内燃機関の出力軸の動力により駆動する複数の補機と、
前記複数の補機による前記内燃機関の出力軸への負荷を調整する負荷調整手段と、
前記内燃機関を始動するとき、前記複数の補機による前記出力軸への負荷が小さくなるよう前記負荷調整手段を制御すると共に該内燃機関を始動する始動手段と、
始動直後の運転状態時にある前記内燃機関の出力軸への前記複数の補機による負荷を増加するとき、該内燃機関の運転状態の変動を抑制する変動抑制手段と
を備える内燃機関を始動する始動装置であって、
前記負荷調整手段は、前記内燃機関の出力軸と前記複数の補機との接続および接続の解除を行なう接続解除手段と、前記複数の補機のうちの少なくとも一つの補機の負荷を変更する負荷変更手段とを備え、
前記始動手段は、前記内燃機関の出力軸と前記複数の補機との接続が解除されるよう前記接続解除手段を制御して前記内燃機関を始動する手段であり、
前記変動抑制手段は、前記少なくとも一つの補機の負荷が小さくなるよう前記負荷変更手段を制御した状態で前記内燃機関の出力軸と前記複数の補機とが接続されるよう接続解除手段を制御し、その後前記少なくとも一つの補機の負荷が大きくなるよう前記負荷変更手段を制御する手段である
内燃機関の始動装置。 A plurality of auxiliary machines driven by the power of the output shaft of the internal combustion engine,
Load adjusting means for adjusting a load on the output shaft of the internal combustion engine by the plurality of auxiliary machines;
A starting means for controlling the load adjusting means so as to reduce a load on the output shaft by the plurality of auxiliary machines when starting the internal combustion engine, and for starting the internal combustion engine;
Fluctuation suppression means for suppressing fluctuations in the operating state of the internal combustion engine when increasing the load by the plurality of auxiliary machines on the output shaft of the internal combustion engine in the operating state immediately after starting
A starting device for starting an internal combustion engine comprising:
The load adjusting means changes connection of at least one of the plurality of auxiliary machines, and a connection releasing means for connecting and releasing the connection between the output shaft of the internal combustion engine and the plurality of auxiliary machines. Load changing means,
The starting means is means for starting the internal combustion engine by controlling the connection release means so that the connection between the output shaft of the internal combustion engine and the plurality of auxiliary machines is released.
The fluctuation suppressing means controls the connection release means so that the output shaft of the internal combustion engine and the plurality of auxiliary machines are connected in a state where the load changing means is controlled so that the load of the at least one auxiliary machine becomes small. And means for controlling the load changing means so as to increase the load of the at least one auxiliary machine thereafter.
A starting device for an internal combustion engine. 請求項１記載の内燃機関の始動装置であって、A starting device for an internal combustion engine according to claim 1,
前記負荷変更手段は、前記少なくとも一つの補機の始動と停止を行なう手段であり、The load changing means is means for starting and stopping the at least one auxiliary machine,
前記変動抑制手段は、前記少なくとも一つの補機が停止状態となるよう前記負荷変更手段を制御した状態で前記内燃機関の出力軸と前記複数の補機とが接続されるよう接続解除手段を制御する手段であるThe fluctuation suppressing means controls the connection releasing means so that the output shaft of the internal combustion engine and the plurality of auxiliary machines are connected in a state where the load changing means is controlled so that the at least one auxiliary machine is stopped. Is a means to
内燃機関の始動装置。A starting device for an internal combustion engine. 請求項１記載の内燃機関の始動装置であって、A starting device for an internal combustion engine according to claim 1,
前記負荷調整手段は、前記内燃機関の出力軸と前記複数の補機のうちの少なくとも二つの補機との接続および接続の解除を各々行なう接続解除手段を備え、The load adjusting means includes connection release means for connecting and releasing the connection between the output shaft of the internal combustion engine and at least two auxiliary machines among the plurality of auxiliary machines,
前記始動手段は、前記内燃機関の出力軸と前記少なくとも二つの補機との接続が解除されるよう前記接続解除手段を制御して前記内燃機関を始動する手段であり、The starting means is means for starting the internal combustion engine by controlling the connection release means so that the connection between the output shaft of the internal combustion engine and the at least two auxiliary machines is released.
前記変動抑制手段は、前記少なくとも二つの補機を異なるタイミングで順次接続するよう前記接続解除手段を制御する手段である  The fluctuation suppression means is means for controlling the connection release means so as to sequentially connect the at least two auxiliary machines at different timings.
内燃機関の始動装置。A starting device for an internal combustion engine. 前記変動抑制手段は、前記内燃機関の出力軸への前記複数の補機による負荷を増加するとき、該増加される負荷に相当するトルク分だけ該増加のタイミングに合わせて前記内燃機関の出力トルクを増加する手段である請求項１ないし３いずれか記載の内燃機関の始動装置。The fluctuation suppressing means increases the output torque of the internal combustion engine in accordance with the increase timing corresponding to the increased load when the load by the plurality of auxiliary machines on the output shaft of the internal combustion engine is increased. The starter for an internal combustion engine according to any one of claims 1 to 3, which is means for increasing the engine. 前記内燃機関の出力軸に出力可能な電動機を備える請求項１ないし３いずれか記載の内燃機関の始動装置。The starter for an internal combustion engine according to any one of claims 1 to 3, further comprising an electric motor capable of outputting to an output shaft of the internal combustion engine. 前記変動抑制手段は、前記内燃機関の出力軸への前記複数の補機による負荷を増加するとき、該増加される負荷に相当するトルク分だけ該増加のタイミングに合わせて前記内燃機関の出力トルクおよび／または前記電動機の出力トルクを増加する手段である請求項５記載の内燃機関の始動装置。The fluctuation suppressing means increases the output torque of the internal combustion engine in accordance with the increase timing corresponding to the increased load when the load by the plurality of auxiliary machines on the output shaft of the internal combustion engine is increased. 6. A starter for an internal combustion engine according to claim 5, which is means for increasing an output torque of the electric motor.
JP2000311755A 2000-10-12 2000-10-12 Starter for internal combustion engine Expired - Fee Related JP3775202B2 (en)

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JP4239723B2 (en) 2003-07-24 2009-03-18 トヨタ自動車株式会社 A drive system including a generator motor and a computer-readable recording medium storing a program for causing a computer to control the generator motor
JP5169876B2 (en) * 2009-01-27 2013-03-27 日産自動車株式会社 Control device and control method for internal combustion engine
JP5316715B2 (en) 2010-07-16 2013-10-16 トヨタ自動車株式会社 Starter control device, starter control method, and engine starter
EP2514960A4 (en) * 2010-07-16 2013-05-15 Toyota Motor Co Ltd Engine starting device and engine starting method
CN102472229A (en) * 2010-07-21 2012-05-23 丰田自动车株式会社 Engine starting device and engine starting method
KR102575174B1 (en) * 2018-04-30 2023-09-05 현대자동차 주식회사 Method for controlling powertrain of vehicle

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