JP2000154741A - Hybrid vehicle engine starter - Google Patents

Abstract

(57) [Problem] To reduce the rating of an engine starting device in a hybrid vehicle as much as possible. An engine for transmitting power to wheels, a starter motor having a function of starting the engine, and a motor provided separately from the starter motor and having a function of transmitting power to wheels and a function of starting the engine・
A first engine starting means (steps 106 and 1) for starting the engine by a starter motor when the torque required for starting the engine is less than a predetermined value.
14, 115) and second engine starting means (steps 106, 109) for starting the engine by a motor generator when the torque required for starting the engine is equal to or more than a predetermined value.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a hybrid vehicle equipped with different types of driving power sources, and more particularly, to a hybrid vehicle engine starting device capable of starting one power source with another power source. .

[0002]

2. Description of the Related Art Hitherto, vehicles equipped with an electric motor (motor / generator) as a second power source have been developed in addition to an internal combustion engine (engine) generally used as a driving force source of the vehicle. In this type of vehicle, the power output by the motor is not necessarily sufficient for the vehicle to travel, but the controllability of the output of the motor is good, the energy can be regenerated by the motor, and the motor generates exhaust gas. The configuration is such that an electric motor is used taking advantage of the fact that it does not occur.

For example, when a large torque is required at the time of starting or the like, the electric motor is operated as an auxiliary power source of the internal combustion engine, and at the time of deceleration, the electric motor functions as a generator to regenerate energy. Is controlled. Thus, an example of a hybrid vehicle using an engine and an electric motor as power sources is disclosed in Japanese Patent Application Laid-Open No. 8-168104.
No., published in Japanese Unexamined Patent Publication No. Further, an example of a technique relating to engine start control in such a hybrid vehicle is described in Japanese Patent Application Laid-Open No. Hei 7-115709.

[0004]

On the other hand, in recent years, when the engine is started in response to a request for multi-functionality, in addition to starting the engine by the first starting device,
There has been proposed a hybrid vehicle capable of starting an engine by making the electric motor function as a second starting device. In the hybrid vehicle having such a configuration, when starting the engine, the first starting device or the second starting device can be selectively used depending on the state of the vehicle.

[0005] Incidentally, the torque required for starting the engine differs depending on the temperature change. That is, in winter, the viscosity of the engine oil is increased, and the rotational resistance of the crankshaft increases. Therefore, a relatively large torque is required when starting the engine. However, in the hybrid vehicle described in the above publication,
No consideration is given to the torque required to start the engine. For this reason, in a hybrid vehicle having a plurality of starting devices, there is a possibility that the rating of the starting device for securing the torque required for starting the engine is increased, and the mountability to the vehicle is reduced.

SUMMARY OF THE INVENTION The present invention has been made in view of the above circumstances, and has as its object to provide an engine starting device for a hybrid vehicle in which the rating of the starting device can be reduced as much as possible.

[0007]

SUMMARY OF THE INVENTION In order to achieve the above object, according to the first aspect of the present invention, there is provided an engine for transmitting power to wheels, and a first starting device having a function of starting the engine. And a second starting device that is provided separately from the first starting device and has a function of transmitting power to the wheels and a function of starting the engine. When the torque required for starting the engine is less than a predetermined value, first engine starting means for starting the engine by the first starting device, and the torque required for starting the engine is equal to or more than a predetermined value. In this case, a second engine starting means for starting the engine by the second starting device is provided.

According to a second aspect of the present invention, an engine for transmitting power to wheels and a first engine having a function of starting the engine are provided.
And the first starting device are provided separately from the first starting device,
A second starting device having a function of transmitting power to the wheels and a function of starting the engine;
In a hybrid vehicle engine starter having a starter and a clutch provided in a power transmission path between the engine and the engine, when the torque required for starting the engine is less than a predetermined value, the clutch is released. And first engine starting means for starting the engine by the first starting device, and when the torque required for starting the engine is a predetermined value or more, engages the clutch; and And a second engine starting means for starting the engine by the second starting device.

According to the first or second aspect of the present invention,
The engine is started by a starting device having characteristics suitable for generating a torque required for starting the engine.

[0010]

Next, the present invention will be described more specifically with reference to the drawings. 2 is a skeleton diagram showing a configuration of a power train of a hybrid vehicle to which the present invention is applied, FIG. 3 is a block diagram showing a configuration of a system of the hybrid vehicle of FIG. 2, and FIG. 4 is a control circuit of the hybrid vehicle. It is a block diagram. The hybrid vehicle in this embodiment has an engine 1 as a first driving power source and a motor generator 2 as a second driving power source. The motor / generator 2 is arranged on the output side of the engine 1. A torque converter 4 is disposed in a power transmission path between the motor / generator 2 and the wheel 3, and an automatic transmission 5 is disposed between the torque converter 4 and the wheel 3 in the power transmission path. I have.

As the engine 1, an internal combustion engine such as a gasoline engine, a diesel engine or an LPG engine is used. The engine 1 has a known structure including a starter motor 6, a fuel injection device 7, a lubrication device 8, an ignition device 9, a cooling device 10, and the like. As the starter motor 6, an auxiliary battery (described later) such as a magnetic shift type or a reduction gear type is used.
A known DC motor with a power supply is used. The torque output from the starter motor 6 is transmitted to the flywheel of the engine 1 to start the engine 1, and the fuel injection by the fuel injection device 7 and the ignition device 9
Causes the engine 1 to autonomously rotate.

The torque of the starter motor 6 can be controlled, for example, in the range of 80 N · m to 120 N · m. Further, the lubricating device 8 has a function of suppressing friction of a moving part of the engine 1 and cooling the same. The lubricating device 8 includes components such as an oil pump, an oil pressure regulator, and an oil filter.

An electronic throttle valve 11 is provided in an intake pipe of the engine 1 so that the opening of the electronic throttle valve 11 is electrically controlled. A clutch 14 is provided in a power transmission path between the crankshaft 12 of the engine 1 and the rotating shaft 13 of the motor / generator 2. The engagement and disengagement of the clutch 14 causes the crankshaft 12 and the rotating shaft 13 to rotate. Is connected or disconnected. further,
A damper 15 is provided in a power transmission path between the clutch 14 and the crankshaft 12.

As the motor / generator 2, for example, an AC synchronous type is applied. Motor generator 2
A rotor 16 having a permanent magnet and a stator 17 around which a coil is wound are provided. When a three-phase alternating current is applied to the three-phase winding of the coil, a rotating magnetic field is generated, and torque is generated by controlling the rotating magnetic field in accordance with the rotation position and the rotation speed of the rotor 16. The torque generated by the motor generator 2 is substantially proportional to the magnitude of the current, and the rotation speed of the motor generator 2 is controlled by the frequency of the alternating current. The motor / generator 2 has a function as a motor for converting electric energy into mechanical energy and a function as a generator for converting mechanical energy into electric energy.

That is, the motive energy input from the wheels 3 is transmitted to the motor / generator 2 while the vehicle is running by transmitting the power of the motor / generator 2 to the wheels 3 while the vehicle is decelerating or braking. It is also possible to generate regenerative braking force (regenerative braking torque) by using the motor / generator 2 as a generator. It is also possible to start the engine 1 by engaging the clutch 14 and transmitting the torque of the motor / generator 2 to the engine 1. When the motor / generator 2 functions as an electric motor, its torque can be controlled within a range of, for example, 100 N · m to 180 N · m.

The torque converter 4 has a function of transmitting the torque of the driving member to the driven member via a fluid. The torque converter 4 is provided with a pump impeller 1.
8 and a front cover 19 integrated with the automatic transmission 5
And a stator 22 for amplifying the torque transmitted from the pump impeller 18 to the turbine runner 21 via the fluid. The front cover 19 is connected to the rotating shaft 13.

Further, inside the front cover 19,
A lock-up clutch 23 that can be engaged and released is provided, and the engagement and release of the lock-up clutch 23 changes the torque transmission state (in other words, the torque ratio) between the rotating shaft 13 and the input shaft 20. You. Note that the engagement of the lock-up clutch 23 includes complete engagement and slip.

The automatic transmission 5 includes a plurality of planetary gear mechanisms 2.
And a plurality of frictional engagement devices 2 engaged and released to switch the torque transmission path of these planetary gear mechanisms 24.
5 and has a known structure. By switching the engagement / disengagement state of the friction engagement device 25, the gear ratio (that is, the gear position) of the automatic transmission 5 is controlled. In other words, the state of torque transmission between the input shaft 20 and the output shaft 28 (in other words, the torque ratio) is changed by switching between engagement and disengagement of the friction engagement device 25. The automatic transmission 5 is configured to set any one of the first to fifth speeds, for example, in the forward gear. On the other hand, a hydraulic control device 26 is provided.
Setting or switching control of the gear position of the automatic transmission 5, engagement / disengagement and slip control of the lock-up clutch 23, control of line pressure in a hydraulic circuit of hydraulic pressure acting on the friction engagement device 25, friction engagement device For example, the control of the engagement pressure at 25 is performed.

The hydraulic control device 26 is electrically controlled, and controls the first to third shift solenoid valves S1 to S3 for executing the shift of the automatic transmission 5, and the engine brake state. And a fourth solenoid valve S4. Further, the hydraulic control device 26
Are a linear solenoid valve SLT for controlling the line pressure of the hydraulic circuit, a linear solenoid valve SLN for controlling the accumulator back pressure during a shift transition of the automatic transmission 5, a lock-up clutch 23 and a predetermined frictional clutch. A linear solenoid valve SLU for controlling the engagement pressure of the joint device.

Further, an oil pump 27 is provided inside the casing of the automatic transmission 5. The oil pump 27 has a function of generating a source pressure of the hydraulic pressure controlled by the hydraulic control device 26. And the rotating shaft 1
Power of the oil pump 2 via the pump impeller 18
7, and the power is used to drive the oil pump 27. That is, the oil pump 27
Can be driven by either the power of the engine 1 or the power of the motor generator 2.

A propeller shaft 29 is connected to an output shaft 28 of the automatic transmission 5, and the propeller shaft 29 is connected to a differential device 30. The differential device 30 also has a function as a final reduction gear. The axle shaft 31 is connected to the differential device 30, and the wheel 3 is attached to the axle shaft 31.

Next, a control circuit of the motor generator 2 will be described with reference to FIG. An inverter 33 is arranged in a circuit between the motor generator 2 and a main battery 32 that supplies power to the motor generator 2. The rated voltage of the main battery 32 is, for example, 2
It is set to 88V. The inverter 33 converts the DC current of the main battery 32 into a three-phase AC current and supplies it to the motor generator 2, while converting the three-phase AC current generated by the motor generator 2 into a DC current and , And a three-phase bridge circuit (not shown) for supplying to the power supply. This three-phase bridge circuit has, for example, 6
A plurality of power transistors (not shown) are electrically connected, and the direction of current between the motor generator 2 and the main battery 32 is switched by switching on / off of these power transistors. In this way, the mutual conversion between the three-phase AC current and the DC current, the adjustment of the frequency of the three-phase AC current applied to the motor generator 2, and the conversion of the three-phase AC current applied to the motor generator 2 are performed. The adjustment of the magnitude and the magnitude of the regenerative braking torque of the motor / generator 2 are performed.

A circuit between the positive electrode of the main battery 32 and the inverter 33 includes a first system main relay.
SMR1 is located. Further, the third system main relay SM is connected in parallel with the first system main relay SMR1.
R3 is arranged, and a limiting resistor 34 is arranged in series with the second system main relay SMR2. Further, the negative electrode of the main battery 32 and the inverter 3
The third system main relay SMR3
Is arranged. These first to third system main relays SMR1 to SMR3 are connected to the motor / generator 2
It has a function of connecting and disconnecting a high-voltage circuit formed between the power supply and the main battery 32.

The main battery 32 constitutes one module by arranging a plurality of cells of a predetermined voltage in series, and adopts a configuration in which a plurality of modules are divided into two holders and connected in series. Have been.
A safety plug 35 is connected to the circuit of the main battery 32.

Further, between the inverter 33 and the second system main relay SMR2, and between the inverter 33 and the third
A DCDC converter 36 is connected to the system main relay SMR3. An auxiliary battery 37 is connected to the DCDC converter 36. The DCDC converter 36 has a function of reducing the DC voltage of the main battery 32 to a predetermined voltage and charging the auxiliary battery 37. The auxiliary battery 37 has a function of supplying electric power to the starter motor 6, the air conditioner compressor, the water pump 51 for cooling the main battery 32, and the like. The rated voltage of the auxiliary battery 37 is set to, for example, 12V. Then, a circuit is formed between the auxiliary battery 37 and the starter motor 6, and this circuit includes a starter relay 7
0 is arranged.

On the other hand, a hybrid electronic control unit 39 is connected to the main battery 32 via a main battery electronic control unit 38 and the inverter 3
A hybrid electronic control unit 39 is connected to 3 via a motor / generator electronic control unit 40. The main battery electronic control device 38, the hybrid electronic control device 39, and the motor / generator electronic control device 40 are mainly composed of a central processing unit (CPU) and a storage device (RAM, ROM) and an input / output interface. And a microcomputer.

The main battery 32 and the main battery electronic control device 38 are connected so as to be able to communicate data with each other, and the main battery electronic control device 38 and the hybrid electronic control device 39 are connected so as to be able to perform data communication with each other. Have been. The inverter 33 and the motor / generator electronic control unit 40 are connected to each other so as to be able to perform data communication, and the motor / generator electronic control unit 40 and the hybrid electronic control unit 39 are connected to each other so as to be able to perform data communication. I have.

The main battery electronic control unit 38
Has a function of detecting a charge amount SOC of the main battery 32 and a value of a current flowing between the main battery 32 and the motor generator 2. The motor / generator electronic control unit 40 uses the signal from the hybrid electronic control unit 39 to
3 has a function of controlling the motor / generator 2.

Further, the hybrid electronic control unit 39
The electronic control unit 41 for the transmission, the electronic control unit 42 for the engine, the electronic control unit 43 for the brake, and the electronic control unit 44 for the air conditioner are connected to the transmission. The electronic control unit 41 for the transmission and the electronic control unit 4 for the engine
2, the electronic control unit 43 for brakes, and the electronic control unit 44 for air conditioners are respectively a central processing unit (CP)
U) and storage devices (RAM, ROM) and input
It is composed of a microcomputer mainly having an output interface. The electronic control unit 39 for the hybrid, the electronic control unit 41 for the transmission, the electronic control unit 42 for the engine, the electronic control unit 43 for the brake, and the electronic control unit 44 for the air conditioner are mutually connected so as to be able to perform data communication. I have. Each of the above electronic control units is started using the auxiliary battery 37 as a power supply.

Further, the transmission electronic control unit 41 stores a shift diagram in which the running state of the vehicle, for example, the vehicle speed and the accelerator opening are used as parameters in order to control the gear ratio of the automatic transmission 5. I have. Further, the transmission electronic control unit 41 stores a lock-up clutch control map for controlling engagement / disengagement of the lock-up clutch 23 using the vehicle speed and the accelerator opening as parameters.

Further, a signal of a shift position sensor 46 for detecting the shift position of the shift lever 45 is input to the electronic control unit 41 for the transmission. With this shift lever 45, for example, P (parking) position, R (reverse) position, N (neutral) position, D (drive) position, 2 position,
An L (low) position or the like can be selected. Then, a control signal is output from the hybrid electronic control device 39 based on the signal of the shift position sensor, and actuators such as various linear solenoid valves of the hydraulic control device 26 are controlled based on the control signal.

The amount of depression of the accelerator pedal 47,
That is, the accelerator opening sensor 4 for detecting the accelerator opening
8, a signal from a cooling water temperature sensor for detecting the temperature of the cooling water of the cooling device 10, and the like are input to the engine electronic control unit 42. The output of the engine 1, the speed ratio (gear position) of the automatic transmission 5, and the speed of the motor / generator 2 based on the signal of the accelerator opening sensor 48 and the signals of the shift position sensor 46 and the output shaft speed sensor (described later) The torque is calculated, and the driving force of the vehicle is controlled. Here, the output of the engine 1 is adjusted by controlling the opening of the electronic throttle valve 11, controlling the fuel injection amount of the fuel injection device 7, controlling the ignition timing of the ignition device 9, and the like. The gear ratio of the automatic transmission 5 is controlled by the hydraulic control device 26.
Further, the torque of the motor generator 2 is controlled by the current value.

The hybrid vehicle is provided with a hydraulic brake device (not shown). The hydraulic brake device includes a brake pedal 49, a master cylinder, a wheel cylinder, an actuator for controlling hydraulic pressure acting on the wheel cylinder, and the like. It is a well-known thing which has. The brake electronic control device 43 includes a brake pedal 4.
A signal from a sensor that detects the depression amount of the brake pedal 9 is input, and a braking request for the vehicle is determined based on the depression amount of the brake pedal 49. A braking force to be shared by the hydraulic brake device and a braking force (regenerative braking force) to be shared by the function of the motor generator 2 are calculated based on the determination result, and based on the calculation result, the motor generator The second regenerative braking torque and the hydraulic pressure of the wheel cylinder of the hydraulic brake device are controlled.

The signal of the air conditioner switch 50 is input to the electronic controller 44 for the air conditioner. The operation of the air conditioner compressor is controlled based on the signal of the air conditioner switch 50. The hybrid electronic control unit 39 receives signals from various sensors 52 and outputs control signals to various actuators 53 based on the signals from these sensors 52 or signals from other sensors and switches. You. These sensors 52 include a shift position sensor 46, an accelerator opening sensor 48, an input shaft speed sensor 61 for detecting the speed of the input shaft 20 (in other words, a turbine speed), and a speed of the output shaft 28. An output shaft speed sensor 62, an engine speed sensor (not shown), and the like are included. The vehicle speed is calculated based on the signal of the output shaft speed sensor 62.

The actuator 53 is engaged with various linear solenoid valves of the hydraulic control device 26, an actuator of the hydraulic brake device, an actuator for controlling the opening of the electronic throttle valve 11, and the clutch 14.
An actuator for releasing, an actuator for turning on / off the starter relay 70, and the like are included.

Next, the hybrid electronic control unit 39
The input / output signals in the above will be described with reference to FIG. For the hybrid electronic control device 39, a signal of the auxiliary battery electronic control device 54 for detecting the state of charge SOC of the auxiliary battery 37, a signal of an ignition switch 55 for detecting the operation position of the ignition key, and a signal for the main battery Signal of electronic control unit 38, inverter 33
, A signal of the main battery electronic control unit 38 indicating the voltage of the main battery 32, a signal of the resolver 57 for detecting the rotation speed and the rotation angle of the motor generator 2, a signal of the engine electronic control unit 42, A signal of the electronic control unit 41 for the transmission, a signal of the electronic control unit 43 for the brake, a signal of the electronic control unit 44 for the air conditioner, a diagnosis signal when an abnormality occurs in the signal system of the electronic control unit 42 for the engine, The signal of the airbag electronic control device 58 for controlling the airbag device (not shown) which inflates and deploys in the event of a collision, the stop lamp switch 5
9 and the signal of the interlock switch 60 are input.

On the other hand, from the hybrid electronic control unit 39, a drive signal (starter signal) for the motor generator 6, a control signal for turning on / off the starter relay 70, and various relays 56 in the hybrid system.
, A drive signal for the first to third system main relays SMR1 to SMR3, a drive signal or a stop signal for the DCDC converter 36, an inverter 33
, A drive signal for the three phases of the inverter 33, namely, a U-phase, a V-phase, and a W-phase, a control signal for the engine electronic control unit 42, a control signal for the transmission electronic control unit 41, and a brake electronic control unit. A signal to the electronic control unit 43 and a signal to the electronic control unit 44 for the air conditioner are output.

Here, the correspondence between the configuration of the hybrid vehicle and the configuration of the present invention will be described. That is, the starter motor 6 corresponds to the first starting device of the present invention, and the motor generator 2 corresponds to the second starting device of the present invention.

The control contents of the hybrid vehicle having the above hardware configuration will be briefly described. That is, the opening of the electronic throttle valve 11 is controlled based on the accelerator opening, the vehicle speed, the shift position, and other conditions. Similarly, an acceleration request or a deceleration request for the vehicle is determined. Then, based on the current accelerator opening and shift position, the necessary driving force is determined,
The output of the engine 1, the gear ratio of the automatic transmission 5, the torque of the motor generator 2, and the like are controlled.

When the clutch 14 is engaged, the power of at least one of the engine 1 and the motor / generator 2 is transmitted to the wheels 3 via the automatic transmission 5 and the propeller shaft 29. It is possible. Conversely, when the clutch 14 is released, only the power of the motor generator 2 can be transmitted to the wheels 3 via the automatic transmission 5 and the propeller shaft 29. When the state of charge SOC of the main battery 32 becomes equal to or less than a predetermined value, a part of the power of the engine 1 is transmitted to the motor / generator 2 to function as a generator, and the electric energy is used for the main battery 3.
It is also possible to charge to 2.

On the other hand, when the clutch 14 is engaged at the time of deceleration of the vehicle, the kinetic energy input through the wheels 3 is transmitted to the engine 1 to generate an engine braking force. is there. Further, by inputting a part of the kinetic energy to the motor / generator 2, the motor / generator 2 can function as a generator and generate a regenerative braking force (regenerative braking torque). When the regenerative braking force is generated by the motor / generator 2, the clutch 14 can be released.

Next, an example of the start control of the engine 1 will be described.
A description will be given based on the flowchart of FIG. First, detection signals of various sensors and switches are input to various electronic control units, and these signals are processed (step 10).
0). Then, it is determined whether or not the ignition switch 55 is turned on by operating the ignition key (step 101). When an affirmative determination is made in step 101, it is determined whether the vehicle traveling conditions are satisfied (step 102). The criteria of step 102 include whether the voltage of the main battery 32, the voltage of the auxiliary battery 37 is equal to or higher than a predetermined value, the operation of various electronic control units, the operation of various sensors and switches, and the operation of various actuators 53. It includes whether or not it is normal.

If the determination in step 102 is affirmative,
System Ready indicating that the vehicle is ready to run
The flag is turned on (step 103) and step 105
Proceed to. If a negative determination is made in step 102, start-up sequence control for making the vehicle operable is performed (step 104), and step 105 is performed.
Proceed to. This startup sequence control includes, for example, applying the voltage of the main battery 32 to the inverter 33 to control the voltage of the high voltage circuit to a predetermined voltage by operating the first to third system main relays SMR1 to SMR3. It is. Therefore, steps 102 to 10
If the process proceeds to step 4, the control routine is repeated to make an affirmative determination in step 102, and then proceeds to step 103. The process also proceeds to step 105 when a negative determination is made in step 101.

In step 105, it is determined whether or not a starter signal for driving the starter motor 6 has been output (ON). If an affirmative determination is made in step 105, the torque required to start the engine 1;
That is, it is determined whether or not the cranking torque is equal to or more than a predetermined value (step 106). The above-described lubricating device 8 supplies engine oil to sliding parts such as the crankshaft 12, the piston ring and the cylinder wall, the crankpin, and the bearing. The engine oil has a characteristic that its viscosity increases as the temperature decreases. Therefore, as the temperature decreases, the cranking resistance of the engine 1 also increases. Therefore, in this control example, it is determined in step 106 whether or not the engine is in a cold state based on the cooling water temperature of the cooling device 10, and a starting device to be used for starting the engine 1 is selected according to the determination result. I do.

If an affirmative decision is made in step 106,
It is determined whether the system ready flag is turned on (step 107). That is, in order to start the engine 1, it is a precondition that the vehicle is in a runnable state.
Determines whether the ady flag is on. When an affirmative determination is made in step 107, it is determined whether or not the complete explosion flag of the engine 1 is turned on (step 108). The complete explosion flag of the engine 1 is turned on when a predetermined engine speed is reached, for example, by fuel injection by the fuel injection device 7 and ignition by the ignition device 9.

If a negative determination is made in step 108,
Control is performed to control the clutch 14 to the engaged state and to start the engine 1 by the torque of the motor generator 2 (step 109). Next, it is determined whether or not the engine 1 has reached a complete explosion state based on the engine speed (step 110). If an affirmative determination is made in step 110, the complete explosion flag of the engine 1 is turned on (step 111), and the routine proceeds to step 112. On the other hand, if a negative determination is made in step 107 or step 1
If the determination is affirmative in step 08 or if the determination is negative in step 110, the process also proceeds to step 112.

In step 112, various arithmetic processes related to vehicle control are performed based on signals input to various electronic control units and data stored in advance (step 112). The arithmetic processing performed in step 112 includes the operation / stop of the engine 1, the drive / stop / regenerative braking of the motor / generator 2 based on the accelerator opening, the vehicle speed, the shift position, the state of charge SOC of the main battery 32, An arithmetic process for controlling items such as the gear ratio of the automatic transmission 5 is included. Then, a signal corresponding to the calculation result of step 112 is output (step 113), and the process returns.

On the other hand, if a negative determination is made in step 106, it is determined whether or not the starting conditions for starting the engine 1 are satisfied (step 114). That is, when the SOC of the main battery 32 is less than the predetermined value, even when the vehicle is stopped, part of the power of the engine 1 is transmitted to the motor generator 2 to function as a generator, and the electric energy is It is necessary to charge 32.

In such a case, an affirmative determination is made in step 114, and a starting logic for starting the engine 1 by the torque of the starter motor 6 is applied (step 115), and the routine proceeds to step 112. When the engine 1 is started by the starter motor 6, the clutch 14 is released. If a negative determination is made in step 114 or a negative determination is made in step 105, the process proceeds to step 112. It should be noted that the criterion such as the predetermined value used in each step is stored in advance in various electronic control devices.

Here, the correspondence between the functional means shown in FIG. 1 and the configuration of the present invention will be described. That is, steps 106, 114, and 115 correspond to first engine starting means of the present invention, and steps 106 and 109 correspond to second engine starting means of the present invention.

As described above, in the control example of FIG. 1, the crankshaft 1 is controlled based on the cooling water temperature of the cooling device 10.
Indirectly, the viscosity of the engine oil, which is the rotational resistance of No. 2, is determined. If the cranking torque required for starting the engine 1 is equal to or greater than a predetermined value, the engine 1 is started by the torque of the motor generator 2 that uses the high-voltage main battery 32 as a power supply. On the other hand, when the cranking torque of the engine 1 is less than the predetermined value, the engine 1 is started by the starter motor 6 powered by the low-voltage auxiliary battery 37.

That is, the motor / generator 2 and the starter motor 6 having different characteristics (output torque) are selectively used according to the cranking torque required for starting the engine 1. That is, since the motor generator 2 has a function as a power source of the vehicle, the output torque of the motor generator 2 is larger than the torque of the starter motor 6 dedicated to starting the engine 1. Therefore, the rating of the starter motor 6 dedicated to starting the engine 1 can be reduced as much as possible, and the mountability of the starting device on the vehicle is improved.

In the above control example, the engine 1 is stopped while the vehicle is stopped.
Is started, or the engine 1 is started while the vehicle is running with the power of the motor / generator 2. In the stopped state of the vehicle, when the P position or the N position is selected by the shift lever 45, the engine 1 is started by the above control. On the other hand, when the vehicle is running with the power of the motor / generator 2, part of the power of the motor / generator 2 is transmitted to the engine 1 and the engine 1 is started.

[0054]

According to the first or second aspect of the present invention, the starting devices having different output torques are selectively used according to the torque required for starting the engine. Therefore, the rating of the engine starter can be made as small as possible, and the mountability of the starter on the vehicle is improved.

[Brief description of the drawings]

FIG. 1 is a flowchart showing one control example of the present invention.

FIG. 2 is a skeleton diagram showing a schematic configuration of a hybrid vehicle to which the present invention is applied.

3 is a block diagram showing a control circuit of the hybrid vehicle shown in FIG.

FIG. 4 is a block diagram showing input / output signals of the hybrid electronic control device shown in FIG. 2;

[Explanation of symbols]

1 ... engine, 2 ... motor generator, 3 ... wheels, 6 ... starter motor.

Continuation of the front page (51) Int.Cl. ⁷ Identification symbol FI Theme coat II (reference) // B60K 6/00 B60K 9/00 Z 8/00 (72) Inventor Masaya Amano 1st Toyota Town, Toyota City, Aichi Prefecture Toyota 3G093 AA05 AA06 AA07 AA16 AB00 AB01 CA01 CA03 DA01 DA05 DA12 DB12 EB00 FA11

Claims (2)

[Claims] 1. An engine for transmitting power to wheels, a first starting device having a function of starting the engine, and a power source provided separately from the first starting device for transmitting power to the wheels. An engine starting device for a hybrid vehicle having a function and a second starting device having a function of starting the engine, wherein the torque required for starting the engine is less than a predetermined value; A first engine starting means for starting the engine, and a second engine starting means for starting the engine by the second starting device when a torque required for starting the engine is equal to or more than a predetermined value. An engine starting device for a hybrid vehicle, comprising: 2. An engine that transmits power to wheels, a first starting device having a function of starting the engine, and a power source that is provided separately from the first starting device and transmits power to the wheels. An engine starter for a hybrid vehicle, comprising: a second starter having a function and a function of starting the engine; and a clutch provided in a power transmission path between the second starter and the engine. When the torque required for starting the engine is less than a predetermined value, first engine starting means for disengaging the clutch and starting the engine by the first starting device; If the required torque is equal to or greater than a predetermined value, a second engine start is performed in which the clutch is engaged and the engine is started by the second starter. Hybrid vehicle engine starting apparatus characterized by comprising a stage.