WO2012008045A1 - エンジンの始動装置およびそれを搭載する車両 - Google Patents
エンジンの始動装置およびそれを搭載する車両 Download PDFInfo
- Publication number
- WO2012008045A1 WO2012008045A1 PCT/JP2010/062083 JP2010062083W WO2012008045A1 WO 2012008045 A1 WO2012008045 A1 WO 2012008045A1 JP 2010062083 W JP2010062083 W JP 2010062083W WO 2012008045 A1 WO2012008045 A1 WO 2012008045A1
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- WIPO (PCT)
- Prior art keywords
- engine
- gear
- mode
- actuator
- motor
- Prior art date
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Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
- F02N11/00—Starting of engines by means of electric motors
- F02N11/08—Circuits or control means specially adapted for starting of engines
- F02N11/0851—Circuits or control means specially adapted for starting of engines characterised by means for controlling the engagement or disengagement between engine and starter, e.g. meshing of pinion and engine gear
- F02N11/0855—Circuits or control means specially adapted for starting of engines characterised by means for controlling the engagement or disengagement between engine and starter, e.g. meshing of pinion and engine gear during engine shutdown or after engine stop before start command, e.g. pre-engagement of pinion
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
- F02N11/00—Starting of engines by means of electric motors
- F02N11/08—Circuits or control means specially adapted for starting of engines
- F02N11/0814—Circuits or control means specially adapted for starting of engines comprising means for controlling automatic idle-start-stop
- F02N11/0844—Circuits or control means specially adapted for starting of engines comprising means for controlling automatic idle-start-stop with means for restarting the engine directly after an engine stop request, e.g. caused by change of driver mind
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
- F02N15/00—Other power-operated starting apparatus; Component parts, details, or accessories, not provided for in, or of interest apart from groups F02N5/00 - F02N13/00
- F02N15/02—Gearing between starting-engines and started engines; Engagement or disengagement thereof
- F02N15/04—Gearing between starting-engines and started engines; Engagement or disengagement thereof the gearing including disengaging toothed gears
- F02N15/06—Gearing between starting-engines and started engines; Engagement or disengagement thereof the gearing including disengaging toothed gears the toothed gears being moved by axial displacement
- F02N15/067—Gearing between starting-engines and started engines; Engagement or disengagement thereof the gearing including disengaging toothed gears the toothed gears being moved by axial displacement the starter comprising an electro-magnetically actuated lever
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
- F02N2200/00—Parameters used for control of starting apparatus
- F02N2200/02—Parameters used for control of starting apparatus said parameters being related to the engine
- F02N2200/022—Engine speed
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/40—Engine management systems
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- 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
- Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
- Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
- Y10T74/00—Machine element or mechanism
- Y10T74/13—Machine starters
- Y10T74/131—Automatic
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- 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
- Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
- Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
- Y10T74/00—Machine element or mechanism
- Y10T74/13—Machine starters
- Y10T74/131—Automatic
- Y10T74/132—Separate power mesher
Definitions
- the present invention relates to an engine starting device and a vehicle on which the engine is mounted, and more specifically, an actuator that engages a pinion gear with an engine ring gear and a motor that rotates the pinion gear can be individually controlled. Related to control.
- the engine may be restarted while the engine speed is relatively high.
- the engagement between the pinion gear and the ring gear of the engine is facilitated.
- the starter is driven after waiting for the engine speed to sufficiently decrease. If it does so, time delay will generate
- Patent Document 1 uses a starter having a configuration in which the pinion gear engagement operation and the pinion gear rotation operation can be individually controlled. If a restart request occurs during the engine rotation descent period immediately after the request is generated, the pinion gear rotates before the pinion gear engaging operation, and the pinion gear rotates when the rotation speed of the pinion gear synchronizes with the engine rotation speed. A technique for restarting the engine by performing the engaging operation is disclosed.
- Patent Document 1 Even when a restart request is generated during the engine rotation descent period immediately after the stop request is generated, the engine rotation speed is not decreased.
- the engine can be cranked.
- the time until the rotation speed is synchronized may be shorter than the engagement operation time of the second gear. Then, even if the rotation operation of the second gear is executed prior to the engagement operation of the second gear, the first gear and the second gear in a state where the rotation speed of the second gear is synchronized with the engine rotation speed. May not be able to engage with the other gear.
- the present invention has been made to solve such a problem, and an object of the present invention is to provide a starter capable of independently performing the engagement operation of the second gear and the rotation operation of the second gear.
- the engine is restarted in a short time without waiting for the engine speed to decrease while suppressing the deterioration of the engagement state between the first gear and the second gear.
- the engine starting device includes a starter for starting the engine and a control device for controlling the starter.
- the starter includes a second gear that can be engaged with the first gear coupled to the crankshaft of the engine, an actuator that moves the second gear to a position that engages with the first gear in a driving state, And a motor for rotating the second gear.
- the control device can individually control each of the actuator and the motor.
- the control device uses a first mode in which the motor is driven prior to driving the actuator, and a second mode in which the first gear and the second gear are engaged by the actuator prior to driving the motor. Control. Then, when there is an engine start request based on an operation by the operator, the control device switches the selection between the first mode and the second mode based on the reduction rate of the engine rotation speed.
- the starter capable of individually controlling each of the actuator and the motor includes the first mode in which the motor is driven prior to driving the actuator, and the first mode by the actuator prior to driving the motor. And a second mode in which the first gear and the second gear are engaged. Then, when there is a request for starting the engine, the selection of the first mode and the second mode is switched based on the reduction rate of the rotational speed of the engine. If the engine speed decreases rapidly (that is, if the rate of decrease is large), the engine speed will already decrease when the engagement of the actuator is completed, even if the engine is started using the first mode. It can happen. Therefore, the first mode and the second mode can be appropriately selected by taking into account the reduction rate of the engine speed.
- the control device when there is a request for starting the engine based on an operation by an operator, the control device performs the first mode and the second mode based on the rotational speed of the engine and the reduction rate of the rotational speed of the engine. Switch the selection.
- control device selects the second mode regardless of the decrease rate when the rotational speed of the engine falls below the first reference value.
- the control device selects the second mode when the reduction rate exceeds a threshold value.
- the control device has a predetermined difference between a rotational speed of the engine when the engagement operation of the actuator is scheduled to be completed and a rotation speed of the motor converted to the crankshaft of the engine when the engagement operation of the actuator is scheduled to be completed.
- the actuator is driven to determine whether the first gear and the second gear are synchronized when it is determined that synchronization is established. Engage the gear.
- the control device starts driving the actuator when the operation time of the actuator is subtracted from the time when the synchronization is established.
- the control device stops the motor when the timing for starting the actuator comes after the reference time has elapsed.
- the control device starts driving the motor based on the completion of the engagement between the first gear and the second gear.
- the engine in the second mode, the engine can be started with the first gear and the second gear engaged.
- control device stops driving the motor and the actuator when the start of the engine is completed.
- the actuator includes a solenoid.
- the actuator moves the second gear from the standby position to the engagement position with the first gear when the solenoid is excited, and returns the second gear to the standby position when the solenoid is de-energized.
- the first gear and the second gear can be engaged by exciting the solenoid, and the engaged state can be released by de-energizing the solenoid.
- a vehicle includes an engine that generates a driving force for running the vehicle, a starter that starts the engine, and a control device that controls the starter.
- the starter includes a second gear that can be engaged with the first gear coupled to the crankshaft of the engine, an actuator that moves the second gear to a position that engages with the first gear in a driving state, And a motor for rotating the second gear.
- the control device can individually control each of the actuator and the motor.
- the control device uses a first mode in which the motor is driven prior to driving the actuator, and a second mode in which the first gear and the second gear are engaged by the actuator prior to driving the motor. Control. Then, when there is a request for starting the engine based on an operation by the operator, the control device switches between the selection of the first mode and the second mode based on the reduction rate of the rotation speed of the engine.
- the starter capable of individually controlling the actuator and the motor includes the first mode in which the motor is driven prior to driving the actuator, and the first gear by the actuator prior to driving the motor. And the second mode in which the second gear is engaged. Then, when there is a request for starting the engine, the selection of the first mode and the second mode is switched based on the reduction rate of the rotational speed of the engine. If the engine speed decreases rapidly (that is, if the rate of decrease is large), the engine speed will already decrease when the engagement of the actuator is completed, even if the engine is started using the first mode. It can happen. Therefore, the first mode and the second mode can be appropriately selected by taking into account the reduction rate of the engine speed.
- an engine starter having a starter that can individually control the engagement operation of the pinion gear and the rotation operation of the pinion gear, the deterioration of the engagement state between the pinion gear and the ring gear is suppressed, and the engine rotation speed is reduced.
- the engine can be restarted in a short time without waiting for the decrease.
- FIG. 1 is an overall block diagram of a vehicle equipped with an engine starter according to an embodiment. It is a figure for demonstrating the transition of the operation mode of the starter in this Embodiment. It is a figure for demonstrating the drive mode at the time of engine starting operation
- it is a flowchart for demonstrating the detail of the operation mode setting control process performed by ECU.
- it is a flowchart for demonstrating the detail of the operation mode setting control process performed by ECU.
- FIG. 1 is an overall block diagram of a vehicle 10 equipped with an engine starting device according to the present embodiment.
- vehicle 10 includes an engine 100, a battery 120, a starter 200, a control device (hereinafter also referred to as an ECU (Electronic Control Unit)) 300, and relays RY1 and RY2.
- Starter 200 includes a plunger 210, a motor 220, a solenoid 230, a connecting portion 240, an output member 250, and a pinion gear 260.
- Engine 100 generates a driving force for traveling vehicle 10.
- the crankshaft 111 of the engine 100 is connected to drive wheels 170 via a power transmission device 160 that includes a clutch, a speed reducer, and the like.
- the engine 100 is provided with a rotation speed sensor 115.
- the rotational speed sensor 115 detects the rotational speed Ne of the engine 100 and outputs the detection result to the ECU 300.
- the battery 120 is a power storage element configured to be chargeable / dischargeable.
- the battery 120 includes a secondary battery such as a lithium ion battery, a nickel metal hydride battery, or a lead battery.
- the battery 120 may be comprised by electrical storage elements, such as an electric double layer capacitor.
- the battery 120 is connected to the starter 200 via relays RY1 and RY2 controlled by the ECU 300.
- the battery 120 supplies the drive power supply voltage to the starter 200 by closing the relays RY1 and RY2.
- the negative electrode of battery 120 is connected to the body ground of vehicle 10.
- the battery 120 is provided with a voltage sensor 125.
- Voltage sensor 125 detects output voltage VB of battery 120 and outputs the detected value to ECU 300.
- relay RY1 The one end of relay RY1 is connected to the positive electrode of battery 120, and the other end of relay RY1 is connected to one end of solenoid 230 in starter 200.
- the relay RY1 is controlled by a control signal SE1 from the ECU 300, and switches between supply and interruption of the power supply voltage from the battery 120 to the solenoid 230.
- the one end of the relay RY2 is connected to the positive electrode of the battery 120, and the other end of the relay RY2 is connected to the motor 220 in the starter 200.
- Relay RY ⁇ b> 2 is controlled by a control signal SE ⁇ b> 2 from ECU 300, and switches between supply and interruption of power supply voltage from battery 120 to motor 220.
- a voltage sensor 130 is provided on a power line connecting relay RY2 and motor 220. Voltage sensor 130 detects motor voltage VM and outputs the detected value to ECU 300.
- the supply of the power supply voltage to the motor 220 and the solenoid 230 in the starter 200 can be independently controlled by the relays RY1 and RY2.
- the output member 250 is coupled to a rotating shaft of a rotor (not shown) inside the motor by, for example, a linear spline.
- a pinion gear 260 is provided at the end of the output member 250 opposite to the motor 220.
- solenoid 230 As described above, one end of the solenoid 230 is connected to the relay RY1, and the other end of the solenoid 230 is connected to the body ground.
- relay RY1 When relay RY1 is closed and solenoid 230 is excited, solenoid 230 attracts plunger 210 in the direction of the arrow.
- the solenoid 230 and the plunger 210 constitute an actuator 232.
- the plunger 210 is coupled to the output member 250 through the connecting portion 240.
- the solenoid 230 is excited and the plunger 210 is attracted in the direction of the arrow.
- the output member 250 moves away from the standby position shown in FIG. 1 from the standby position shown in FIG. In the direction to the engagement position with the ring gear 110.
- the plunger 210 is biased by a spring mechanism (not shown) in the direction opposite to the arrow in FIG. 1, and is returned to the standby position when the solenoid 230 is de-energized.
- the pinion gear 260 engages with the ring gear 110 attached to the crankshaft 111 of the engine 100. Then, with the pinion gear 260 and the ring gear 110 engaged, the pinion gear 260 rotates, whereby the engine 100 is cranked and the engine 100 is started.
- the ring gear 110 is provided, for example, on the outer periphery of the engine flywheel.
- a one-way clutch may be provided between the output member 250 and the rotor shaft of the motor 220 so that the rotor of the motor 220 is not rotated by the rotation operation of the ring gear 110.
- the actuator 232 in FIG. 1 is a mechanism that can transmit the rotation of the pinion gear 260 to the ring gear 110 and can switch between a state in which the pinion gear 260 and the ring gear 110 are engaged and a state in which both are not engaged.
- the mechanism is not limited to the above-described mechanism.
- a mechanism in which the pinion gear 260 and the ring gear 110 are engaged by moving the shaft of the output member 250 in the radial direction of the pinion gear 260 may be used.
- ECU 300 includes a CPU (Central Processing Unit), a storage device, and an input / output buffer, and inputs each sensor and outputs a control command to each device.
- CPU Central Processing Unit
- storage device e.g., a hard disk drive
- input / output buffer e.g., a hard disk drive
- ECU 300 receives a signal ACC representing an operation amount of accelerator pedal 140 from a sensor (not shown) provided on accelerator pedal 140.
- ECU 300 receives signal BRK representing the operation of brake pedal 150 from a sensor (not shown) provided on brake pedal 150.
- ECU 300 also receives a start operation signal IG-ON due to an ignition operation by the driver. Based on these pieces of information, ECU 300 generates a start request signal and a stop request signal for engine 100, and outputs control signals SE1 and SE2 in accordance therewith to control the operation of starter 200.
- FIG. 2 is a diagram for explaining the transition of the operation mode of starter 200 in the present embodiment.
- the operation mode of starter 200 in the present embodiment includes a standby mode 410, an engagement mode 420, a rotation mode 430, and a full drive mode 440.
- Standby mode 410 is a mode in which both actuator 232 and motor 220 of starter 200 are not driven, that is, a mode in which an engine start request to starter 200 is not output.
- the standby mode 410 corresponds to the initial state of the starter 200, and driving of the starter 200 becomes unnecessary before the start operation of the engine 100, after the start of the engine 100, or when the start of the engine 100 fails. Selected when.
- the full drive mode 440 is a mode in which both the actuator 232 and the motor 220 of the starter 200 are driven.
- the pinion gear 260 is rotated by the motor 220 while the pinion gear 260 and the ring gear 110 are engaged. As a result, the engine 100 is actually cranked and the starting operation is started.
- the starter 200 in the present embodiment can drive each of the actuator 232 and the motor 220 individually as described above. Therefore, in the process of transition from the standby mode 410 to the full drive mode 440, when the actuator 232 is driven prior to the driving of the motor 220 (ie, equivalent to the engagement mode 420), the motor 220 prior to the driving of the actuator 232 is performed. Is driven (that is, corresponding to the rotation mode 430).
- the selection of the engagement mode 420 and the rotation mode 430 is basically performed based on the rotation speed Ne of the engine 100 when a restart request of the engine 100 is generated.
- the engagement mode 420 is a mode in which only the actuator 232 is driven and the motor 220 is not driven. This mode is selected when the pinion gear 260 and the ring gear 110 can be engaged even when the pinion gear 260 is stopped. Specifically, the engagement mode 420 is selected when the engine 100 is stopped or when the rotational speed Ne of the engine 100 is sufficiently reduced (Ne ⁇ first reference value ⁇ 1). .
- the operation mode changes from the engagement mode 420 to the full drive mode 440.
- the rotation mode 430 is a mode in which only the motor 220 is driven and the actuator 232 is not driven. In this mode, for example, when a restart request for the engine 100 is output immediately after the stop request for the engine 100, the rotational speed Ne of the engine 100 is relatively high ( ⁇ 1 ⁇ Ne ⁇ second reference). The value ⁇ 2) is selected.
- the operation mode is returned to the standby mode 410 after a predetermined time (T1) has elapsed. Thereafter, the engagement mode 420 or the rotation mode 430 is selected according to the rotational speed Ne of the engine 100 at that time, and the starting operation is executed again.
- the operation mode is returned from the full drive mode 440 to the standby mode 410 in response to the completion of the start of the engine 100 and the start of the engine 100.
- FIG. 3 is a diagram for explaining two drive modes (engagement mode and rotation mode) during engine start operation in the present embodiment.
- the horizontal axis indicates time
- the vertical axis indicates the rotational speed Ne of the engine 100, the driving state of the actuator 232 and the motor 220 when using the rotation mode and when using the engagement mode.
- the first region (region 1) is a case where the rotational speed Ne of the engine 100 is higher than the second reference value ⁇ 2, for example, in a state where a restart request is generated at a point P0 in FIG. is there.
- This region 1 is a region in which the engine 100 can be started without using the starter 200 by fuel injection and ignition operation, that is, a region where the engine 100 can return independently, because the rotational speed Ne of the engine 100 is sufficiently high. Therefore, in region 1, driving of starter 200 is prohibited.
- the second reference value ⁇ 2 may be limited by the maximum rotation speed of the motor 220.
- the second region (region 2) is a case where the rotational speed Ne of the engine 100 is between the first reference value ⁇ 1 and the second reference value ⁇ 2, and a restart request is made at a point P1 in FIG. It is as if it was created.
- This region 2 is a region where the engine 100 cannot return independently but the rotational speed Ne of the engine 100 is relatively high. In this area, the rotation mode is selected as described with reference to FIG.
- the third region (region 3) is a case where the rotational speed Ne of the engine 100 is lower than the first reference value ⁇ 1, for example, in a state where a restart request is generated at a point P2 in FIG. is there.
- This region 3 is a region where the rotation speed Ne of the engine 100 is low and the pinion gear 260 and the ring gear 110 can be engaged without synchronizing the pinion gear 260.
- the engagement mode is selected as described with reference to FIG.
- the actuator 232 When a restart request for the engine 100 is generated at time t4, the actuator 232 is first driven. Thereby, the pinion gear 260 is pushed out to the ring gear 110 side. Thereafter, when the engagement between the pinion gear 260 and the ring gear 110 is completed or a predetermined time has elapsed, the motor 220 is driven (time t5 in FIG. 3). As a result, the engine 100 is cranked, and the rotational speed Ne of the engine 100 increases as indicated by a dashed curve W2. Thereafter, when engine 100 resumes self-sustaining operation, driving of actuator 232 and motor 220 is stopped.
- the engagement mode and the rotation mode are selected based only on the rotation speed Ne of the engine 100 at the time when the restart request for the engine 100 is generated, for example, the rotation of the engine 100 If a restart request for the engine 100 is generated when the speed is rapidly decreasing, a case may occur where the ring gear 110 and the pinion gear 260 cannot be synchronized with each other.
- FIG. 4 is a diagram for explaining the problem of the rotation mode during engine rapid deceleration.
- the horizontal axis represents time
- the vertical axis represents the rotational speed Ne of the engine 100 and the motor rotational speed Nm1 in terms of crankshaft.
- the rotation mode is selected because ⁇ 1 ⁇ Ne * ⁇ ⁇ 2 corresponds to the region 2 in FIG.
- the operation mode is determined in consideration of the reduction rate of the engine rotation speed in addition to the engine rotation speed when the engine is requested to start. Specifically, when the magnitude (absolute value) of the reduction rate of the engine rotation speed is large, the engine rotation speed at the time of the start request is between the first reference value ⁇ 1 and the second reference value ⁇ 2. Even if it is, the rotation mode is not selected, but the engagement mode is selected instead.
- FIG. 5 is a flowchart for illustrating details of the operation mode setting control process executed by ECU 300 in the present embodiment.
- the flowchart shown in FIG. 5 and FIG. 6 described later is realized by executing a program stored in advance in ECU 300 at a predetermined cycle. Alternatively, for some steps, it is also possible to construct dedicated hardware (electronic circuit) and realize processing.
- ECU 300 determines in step (hereinafter abbreviated as “S”) 100 whether or not there is a request for starting engine 100. That is, it is determined whether or not engine 100 is to be started.
- ECU 300 proceeds to S190 because it corresponds to region 1 in FIG. Select the standby mode.
- ECU 300 When engine speed Ne of engine 100 is equal to or smaller than second reference value ⁇ 2 (YES in S110), ECU 300 further determines whether or not engine speed Ne of engine 100 is equal to or smaller than first reference value ⁇ 1. .
- rotation speed Ne of engine 100 is equal to or lower than first reference value ⁇ 1 (YES in S120), this corresponds to region 1 in FIG. 3, and thus the process proceeds to S145, and ECU 300 selects the engagement mode. . ECU 300 then outputs actuator 232 by outputting control signal SE1 and closing relay RY1. At this time, the motor 220 is not driven.
- the ECU 300 determines in S155 whether or not the engagement between the pinion gear 260 and the ring gear 110 has been completed. This determination may be made by position detection using a sensor as described above, or may be made by elapse of a predetermined time.
- ECU 300 determines whether or not start of engine 100 is completed.
- the determination of the completion of the start of the engine 100 is made, for example, by determining whether or not the engine rotation speed is greater than a threshold value ⁇ indicating a self-sustained operation after a predetermined time has elapsed from the start of driving the motor 220. Good.
- ECU300 determines whether the drive continuation time of the motor 220 passed predetermined time T1 in S150.
- ECU 300 determines that synchronization between pinion gear 260 and ring gear 110 has not been established and engine 100 has not been started, and the process proceeds to S190. Proceed with the process and temporarily select the standby mode. Thereafter, the processing from S100 is executed again, and the engine start processing is executed.
- drive duration time of motor 220 has not passed predetermined time T1 (NO in S150)
- the process proceeds to S160, and ECU 300 determines the rotational speed Ne1 of engine 100 when the operation of actuator 232 is scheduled to be completed. Then, it is determined whether or not synchronization with the rotational speed Nm1 of the crankshaft converted motor 220 is established. Specifically, the determination of the establishment of synchronization is made such that the relative rotational speed Ndiff (Ne1-Nm1) between the rotational speed Ne1 of the engine 100 and the rotational speed Nm1 of the crankshaft-converted motor 220 is within a predetermined threshold value range. (0 ⁇ ⁇ 1 ⁇ Ndiff ⁇ 2).
- ECU 300 advances the process to S170 and selects the full drive mode. As a result, the actuator 232 is driven, the pinion gear 260 and the ring gear 110 are engaged, and the engine 100 is cranked.
- the operation mode may be returned to the standby mode.
- either the rotation mode or the engagement mode is selected depending on whether or not the magnitude of the decrease rate ⁇ Ne / ⁇ t of the engine rotation speed is equal to or less than a predetermined threshold value ⁇ .
- the determination is made based on the difference between the predicted rotational speed Nm1 of the crankshaft converted motor 220 and the predicted rotational speed Ne1 of the engine 100 after the operating time of the actuator 232 elapses. It may be.
- FIG. 6 is a flowchart for explaining a modification of the operation mode setting control process described in FIG.
- step S130 of FIG. 5 is replaced with S135.
- step S135. the description of the same steps as those in FIG. 5 will not be repeated.
- Ne1 Ne + TP ⁇ ( ⁇ Ne / ⁇ t).
- the engine rotation is switched by selecting the rotation mode and the engagement mode based on the estimated rotation speed of the crank-converted motor and the estimated rotation speed of the engine after the operation time of the actuator has elapsed. If the engine rotation speed and the motor rotation speed cannot be synchronized when the engagement operation of the actuator is completed due to the rapid decrease in speed, it is possible to prevent the rotation mode from being selected inappropriately.
- the threshold value ⁇ 1 at this time may be the same value as the threshold value ⁇ described in S130 of FIG.
- ring gear 110 and “pinion gear 260” in the present embodiment are examples of “first gear” and “second gear” in the present invention, respectively.
- the “rotation mode” and the “engagement mode” in the present embodiment are examples of the “first mode” and the “second mode” in the present invention, respectively.
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- General Engineering & Computer Science (AREA)
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
Abstract
Description
図1は、本実施の形態に従うエンジンの始動装置を搭載する車両10の全体ブロック図である。
図2は、本実施の形態におけるスタータ200の動作モードの遷移を説明するための図である。図1および図2を参照して、本実施の形態におけるスタータ200の動作モードには、待機モード410、係合モード420、回転モード430、および全駆動モード440が含まれる。
図4は、エンジン急減速時における回転モードの問題点を説明するための図である。図4においては、横軸には時間が示され、縦軸にはエンジン100の回転速度Neおよびクランク軸換算のモータ回転速度Nm1が示される。
図5は、本実施の形態において、ECU300で実行される動作モード設定制御処理の詳細を説明するためのフローチャートである。図5および後述する図6に示すフローチャートは、ECU300に予め格納されたプログラムを所定周期で実行することによって実現される。あるいは、一部のステップについては、専用のハードウェア(電子回路)を構築して処理を実現することも可能である。
なお、上述のフローチャートにおいては、S130において、エンジン回転速度の減少率ΔNe/Δtの大きさが、所定のしきい値δ以下となるか否かによって、回転モードおよび係合モードのいずれを選択するかを判定する場合について説明したが、これに代えて、アクチュエータ232の動作時間経過後における、クランク軸換算のモータ220の予測回転速度Nm1とエンジン100の予測回転数Ne1との差によって判定するようにしてもよい。
Claims (13)
- エンジン(100)の始動装置であって、
前記エンジン(100)を始動させるスタータ(200)と、
前記スタータ(200)を制御する制御装置(300)とを備え、
前記スタータ(200)は、
前記エンジン(100)のクランク軸(111)に連結された第1のギヤ(110)と係合可能な第2のギヤ(260)と、
駆動状態において前記第2のギヤ(260)を前記第1のギヤ(110)と係合する位置まで移動させるアクチュエータ(232)と、
前記第2のギヤ(260)を回転させるモータ(220)とを含み、
前記制御装置は、前記アクチュエータ(232)および前記モータ(220)の各々を個別に制御可能であり、
前記制御装置(300)は、前記アクチュエータ(232)の駆動に先立って前記モータ(220)を駆動させる第1のモードと、前記モータ(220)の駆動に先立って前記アクチュエータ(232)によって前記第2のギヤ(260)と前記第1のギヤ(110)とを係合させる第2のモードとを用いて制御し、
前記制御装置(300)は、操作者による操作に基づいた前記エンジン(100)の始動要求があった場合に、前記エンジン(100)の回転速度の減少率に基づいて、前記第1のモードおよび前記第2のモードの選択を切替える、エンジンの始動装置。 - 前記制御装置(300)は、操作者による操作に基づいた前記エンジン(100)の始動要求があった場合に、前記エンジン(100)の回転速度と前記エンジン(100)の回転速度の減少率とに基づいて、前記第1のモードおよび前記第2のモードの選択を切替える、請求の範囲第1項に記載のエンジンの始動装置。
- 前記制御装置(300)は、前記エンジン(100)の回転速度が第1の基準値と前記第1の基準値より大きい第2の基準値との間である場合に、前記減少率の大きさがしきい値を下回るときは、前記第1のモードを選択する、請求の範囲第2項に記載のエンジンの始動装置。
- 前記制御装置(300)は、前記エンジン(100)の回転速度が前記第1の基準値を下回る場合は、前記減少率にかかわらず、前記第2のモードを選択する、請求の範囲第3項に記載のエンジンの始動装置。
- 前記制御装置(300)は、前記エンジン(100)の回転速度が前記第1の基準値と前記第2の基準値との間である場合に、前記減少率の大きさが前記しきい値を上回るときは、前記第2のモードを選択する、請求の範囲第3項に記載のエンジンの始動装置。
- 前記制御装置(300)は、前記アクチュエータ(232)の係合動作完了予定時の前記エンジン(100)の回転速度が、前記アクチュエータ(232)の係合動作完了予定時における前記エンジン(100)の前記クランク軸(111)に換算した前記モータ(220)の回転速度を下回る場合には、前記第2のモードを選択する、請求の範囲第2項に記載のエンジンの始動装置。
- 前記制御装置(300)は、前記アクチュエータ(232)の係合動作完了予定時の前記エンジン(100)の回転速度と、前記アクチュエータ(232)の係合動作完了予定時における前記エンジン(100)の前記クランク軸(111)に換算した前記モータ(220)の回転速度との差が予め定められたしきい値の範囲内である場合に同期が成立すると判定し、前記第1のモードが選択された場合は、前記同期が成立すると判定されたときに前記アクチュエータ(232)を駆動して前記第1のギヤ(110)と前記第2のギヤ(260)とを係合させる、請求の範囲第2項に記載のエンジンの始動装置。
- 前記制御装置(300)は、前記第1のモードが選択された場合は、前記同期が成立する時点から、前記アクチュエータ(232)の動作時間を差し引いた時点において、前記アクチュエータ(232)の駆動を開始する、請求の範囲第7項に記載のエンジンの始動装置。
- 前記制御装置(300)は、前記第1のモードが選択されている場合に、前記アクチュエータ(232)の駆動を開始するタイミングが、基準時間を経過した後となるときには、前記モータ(220)を停止させる、請求の範囲第8項に記載のエンジンの始動装置。
- 前記制御装置(300)は、前記第2のモードが選択されている場合に、前記第1のギヤ(110)と前記第2のギヤ(260)との係合が完了したことに基づいて、前記モータ(220)の駆動を開始する、請求の範囲第1項に記載のエンジンの始動装置。
- 前記制御装置(300)は、前記エンジン(100)の始動が完了した場合は、前記モータ(220)および前記アクチュエータ(232)の駆動を停止する、請求の範囲第1項に記載のエンジンの始動装置。
- 前記アクチュエータ(232)は、
ソレノイド(230)を含み、
前記アクチュエータ(232)は、前記ソレノイド(230)が励磁されると前記第2のギヤ(260)を待機位置から前記第1のギヤ(110)との係合位置まで移動させ、前記ソレノイド(230)が非励磁にされると前記第2のギヤ(260)を前記待機位置に戻す、請求の範囲第1項に記載のエンジンの始動装置。 - 車両であって、
前記車両を走行させるための駆動力を生成するエンジン(100)と、
前記エンジン(100)を始動させるスタータ(200)と、
前記スタータ(200)を制御する制御装置(300)とを備え、
前記スタータ(200)は、
前記エンジン(100)のクランク軸(111)に連結された第1のギヤ(110)と係合可能な第2のギヤ(260)と、
駆動状態において前記第2のギヤ(260)を前記第1のギヤ(110)と係合する位置まで移動させるアクチュエータ(232)と、
前記第2のギヤ(260)を回転させるモータ(220)とを含み、
前記制御装置は、前記アクチュエータ(232)および前記モータ(220)の各々を個別に制御可能であり、
前記制御装置(300)は、前記アクチュエータ(232)の駆動に先立って前記モータ(220)を駆動させる第1のモードと、前記モータ(220)の駆動に先立って前記アクチュエータ(232)によって前記第1のギヤ(110)と前記第2のギヤ(260)とを係合させる第2のモードとを用いて制御し、
前記制御装置(300)は、操作者による操作に基づいた前記エンジン(100)の始動要求があった場合に、前記エンジン(100)の回転速度の減少率に基づいて、前記第1のモードおよび前記第2のモードの選択を切替える、車両。
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PCT/JP2010/062083 WO2012008045A1 (ja) | 2010-07-16 | 2010-07-16 | エンジンの始動装置およびそれを搭載する車両 |
US13/578,049 US8714037B2 (en) | 2010-07-16 | 2010-07-16 | Engine starting device and vehicle incorporating the same |
CN201080063594.0A CN102753815B (zh) | 2010-07-16 | 2010-07-16 | 发动机的起动装置及搭载该起动装置的车辆 |
EP10854728.2A EP2594777B1 (en) | 2010-07-16 | 2010-07-16 | Engine starting device and vehicle mounted with same |
JP2012524386A JP5321744B2 (ja) | 2010-07-16 | 2010-07-16 | エンジンの始動装置およびそれを搭載する車両 |
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DE102015222319A1 (de) * | 2014-11-18 | 2016-05-19 | Robert Bosch Gmbh | Starterrelais für eine Startvorrichtung |
KR102506870B1 (ko) * | 2018-01-11 | 2023-03-08 | 현대자동차주식회사 | 엔진 기동 제어 장치 및 방법 |
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EP2594777A1 (en) | 2013-05-22 |
JP5321744B2 (ja) | 2013-10-23 |
CN102753815B (zh) | 2014-04-16 |
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US8714037B2 (en) | 2014-05-06 |
EP2594777A4 (en) | 2013-07-10 |
EP2594777A8 (en) | 2013-07-10 |
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