JP2022042769A - Control device for engine device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To quickly start an engine while suppressing deterioration of a first battery. From the time when an engine start request is made until the engine piston first exceeds the compression top dead point, the engine is cranked by the first and second motors while driving the first motor at the maximum output. The first and second motors and the clutch are controlled so as to be so that, after the engine piston first exceeds the compression top dead point, the first motor has a power less than the maximum allowable power allowed for the first battery. The first and second motors and the clutch are controlled so that the engine is cranked by the first and second motors while driving the engine. [Selection diagram] FIG. 4

Description

The present invention relates to a control device for an engine device, and more particularly, is a control device for an engine device used in an engine device including an engine, a first motor, a clutch, a second motor, and first and second batteries. Regarding.

Conventionally, as a control device for an engine device of this type, an engine, a first motor (motor), a clutch, a second motor (starter), a first battery (main battery), and a second battery (auxiliary machine) have been used. (Battery), and has been proposed to be used in an engine device comprising (see, for example, Patent Document 1). The clutch connects and disconnects the output shaft of the engine and the rotation shaft of the first motor. In the second motor, the rotating shaft is connected to the output shaft of the engine. The first battery supplies power to the first motor. The second battery supplies power to the second motor. In this control device, the clutch is turned on and the first motor and the second motor are used to crank the engine. As a result, the amount of electricity stored in the first battery that can be used separately from the driving of the first motor is increased as compared with the one in which the engine is started only by the first motor.

Japanese Unexamined Patent Publication No. 2014-189032

In the above-mentioned control device for an engine device, deterioration may progress when the first battery is output with a large current when it is cold or the like. As a method of suppressing such deterioration of the first battery, there is a method of limiting the maximum output of the first motor. However, in this method, the output for cranking the engine is insufficient, and the startability of the engine may be deteriorated.

The main object of the control device for an engine device of the present invention is to start the engine more quickly while suppressing deterioration of the first battery.

The control device for an engine device of the present invention has adopted the following means in order to achieve the above-mentioned main object.

The control device for an engine device of the present invention is
With the engine
With the first motor
A clutch for connecting and disconnecting the output shaft of the engine and the rotating shaft of the first motor,
A second motor that can be connected to the output shaft of the engine,
A first battery that supplies electric power to the first motor,
A second battery that supplies electric power to the second motor,
Used in engine equipment equipped with
A control device for an engine device that controls the engine, the clutch, and the first and second motors.
From the time when the engine start request is made until the piston of the engine first exceeds the compression top dead point, the engine is cranked by the first and second motors while driving the first motor at the maximum output. The first and second motors and the clutch are controlled so as to be performed, and after the piston first exceeds the compression top dead point, the power is less than the maximum allowable power allowed for the first battery. The gist is to control the first and second motors and the clutch so that the engine is cranked by the first and second motors while driving the first motor.

In the control device for an engine device of the present invention, the first and second motors drive the first motor at the maximum output from the time when the engine start request is made until the time when the piston of the engine first exceeds the compression top dead center. The first and second motors and the clutch are controlled so that the engine is cranked. During the period from the request to start the engine to the time when the piston of the engine first exceeds the compression top dead center, the friction of the engine is large and the output required for cranking the engine is large. Since the first motor is driven at the maximum output during this period, the engine speed is increased more quickly than the one that limits the output of the first motor by the maximum allowable power allowed for the first battery. You can start the engine. Then, after the piston first exceeds the compression top dead center, the engines are cranked by the first and second motors while driving the first motor with a power less than the maximum allowable power allowed for the first battery. The first and second motors and the clutch are controlled so as to be so. As a result, deterioration of the first battery can be suppressed. As a result, the engine can be started more quickly while suppressing deterioration of the first battery.

It is a block diagram which shows the outline of the structure of the hybrid vehicle 20 which mounts the control device for an engine device as an Example of this invention. It is explanatory drawing which shows an example of the relationship between the battery temperature tb and the basic value Wouttpm of the output limit Wout. It is explanatory drawing which shows an example of the relationship between the charge storage ratio SOC of a high voltage battery 60, and the correction coefficient for output limitation. It is a flowchart which shows an example of the cranking control routine executed by HVECU 70. It is explanatory drawing which shows an example of the time change of the voltage Vb (low voltage battery voltage) of a low voltage battery 67 at the time of starting an engine 22. It is explanatory drawing for demonstrating an example of time change between the voltage Vb (low voltage battery voltage) of a low voltage battery 67, and the output power (motor output) of a motor 30.

Next, an embodiment for carrying out the present invention will be described with reference to examples.

FIG. 1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 equipped with a control device for an engine device as an embodiment of the present invention. As shown in the figure, the hybrid vehicle 20 of the embodiment includes an engine 22, a starter 25, a motor 30, an inverter 32, a clutch 36, an automatic transmission 40, a high voltage battery 60, and a low voltage battery 67. , A hybrid electronic control unit (hereinafter referred to as “HVECU”) 70 is provided.

The engine 22 is configured as an internal combustion engine that uses gasoline or light oil supplied from a fuel tank via a fuel supply system as fuel and outputs power by each process of intake, compression, expansion (explosive combustion), and exhaust. There is. The engine 22 is operated and controlled by an electronic control unit for an engine (hereinafter referred to as "engine ECU") 24.

Although not shown, the engine ECU 24 is configured as a microprocessor centered on a CPU, and in addition to the CPU, has a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port. Be prepared. Signals from various sensors necessary for controlling the operation of the engine 22 are input to the engine ECU 24 via the input port. The signals input to the engine ECU 24 include, for example, a crank angle θcr from the crank position sensor 23a that detects the rotational position of the crankshaft 23 of the engine 22, and cooling from the water temperature sensor that detects the temperature of the cooling water of the engine 22. The water temperature Tw can be mentioned. The throttle opening TH from the throttle position sensor that detects the position of the throttle valve and the intake air amount Qa from the air flow meter attached to the intake pipe can also be mentioned.

Various control signals for controlling the operation of the engine 22 are output from the engine ECU 24 via the output port. Examples of the signal output from the engine ECU 24 include a control signal to the throttle motor for adjusting the position of the throttle valve, a control signal to the fuel injection valve, and a control signal to the spark plug. The engine ECU 24 is connected to the HVECU 70 via a communication port.

The engine ECU 24 calculates the rotation speed Ne of the engine 22 based on the crank angle θcr from the crank position sensor 23a, and the load factor (load factor Ne based on the intake air amount Qa from the air flow meter and the rotation speed Ne of the engine 22). The ratio of the volume of air actually sucked in one cycle to the stroke volume per cycle of the engine 22) KL is calculated.

The starter 25 is configured as a well-known DC motor and is connected to the low voltage side power line 66. The gear mechanism 33 moves the ring gear 330, which has external teeth and is attached to the crankshaft 23 of the engine 22, the pinion gear 332 which rotates integrally with the rotation shaft of the starter 25, and the pinion gear 332, which is not shown, in the axial direction thereof. It is provided with an actuator for engaging and disengaging the pinion gear 332 and the ring gear 330. With such a configuration, the gear mechanism 33 connects or disconnects the rotation shaft of the starter 25 to or disconnects the crankshaft 23 as the output shaft of the engine 22. An alternator 26 that generates electricity by using the power from the engine 22 is connected to the crankshaft 23 of the engine 22.

The motor 30 is configured as, for example, a synchronous generator motor. The inverter 32 is used for driving the motor 30 and is connected to the high voltage side power line 61. The motor 30 is rotationally driven by switching control of a plurality of switching elements of the inverter 32 by the HVECU 70.

The clutch 36 is configured as a hydraulically driven friction clutch driven by hydraulic pressure supplied by, for example, a mechanical oil pump (mechanical oil pump) (not shown) driven by a motor 30, and includes a crankshaft 23 of an engine 22 and a motor 30. Connects to and disconnects from the rotating shaft of.

The automatic transmission 40 includes a torque converter 43, a multi-speed automatic transmission 45, and a hydraulic circuit (not shown). The torque converter 43 is configured as a general fluid type conduction device, and applies the power of the input shaft 41 connected to the rotating shaft of the motor 30 to the intermediate rotating shaft 44 which is the input shaft of the automatic transmission 45. It can be amplified and transmitted, or the torque can be transmitted as it is without being amplified. The torque converter 43 has a pump impeller attached to the input shaft 41, a turbine runner connected to the intermediate rotary shaft 44, a stator that rectifies the flow of hydraulic oil from the turbine runner to the pump impeller, and a rotation direction of the stator. It is provided with a one-way clutch that limits one direction and a hydraulically driven lockup clutch 43a that connects the pump impeller and the turbine runner. The automatic transmission 45 is connected to an output shaft 42 connected to an intermediate rotary shaft 44 and a drive shaft 46, and has a plurality of planetary gears and a plurality of hydraulically driven friction engaging elements (clutch, brake). Has. The drive shaft 46 is connected to the rear wheels 55a and 55b via an axle 56 and a rear differential gear 57. The automatic transmission 45 forms, for example, forward and reverse stages from the first speed to the sixth speed by engaging and disengaging a plurality of friction engaging elements, and powers the intermediate rotation shaft 44 and the output shaft 42. To convey.

The high-voltage battery 60 is configured as, for example, a lithium-ion secondary battery, and is connected to the high-voltage side power line 61 together with the inverter 32. The low-voltage battery 67 is configured as, for example, a lead-acid battery having a rated voltage lower than that of the high-voltage battery 60, and is connected to the low-voltage side power line 66 together with the starter 25 and the alternator 26.

Although not shown, the HVECU 70 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. .. Signals from various sensors are input to the HVECU 70 via the input port. The signals input to the HVECU 70 include, for example, the starter current Ist from the current sensor 25a that detects the current flowing through the starter 25 and the motor from the rotation position sensor (for example, resolver) 30a that detects the rotation position of the rotor of the motor 30. The rotation position φm of the rotor of 30, the rotation number NLin of the input shaft 41 from the rotation number sensor 41a attached to the input shaft 41, and the rotation of the intermediate rotation shaft 44 from the rotation number sensor 44a attached to the intermediate rotation shaft 44. The number NLout, the rotation speed Np of the drive shaft 46 from the rotation speed sensor 46a attached to the drive shaft 46 can be mentioned. Further, the voltage Vb of the high voltage battery 60 from the voltage sensor attached between the terminals of the high voltage battery 60 and the battery current Ib of the high voltage battery 60 from the current sensor attached to the output terminal of the high voltage battery 60 are also included. Can be mentioned. The voltage Vb of the low voltage battery 67 from the voltage sensor attached between the terminals of the low voltage battery 67 can also be mentioned. Further, the ignition signal from the ignition switch 80, the shift position SP from the shift position sensor 82 that detects the operation position of the shift lever 81, and the accelerator opening degree Acc from the accelerator pedal position sensor 84 that detects the amount of depression of the accelerator pedal 83. , The brake pedal position BP from the brake pedal position sensor 86 that detects the depression amount of the brake pedal 85, and the vehicle speed V from the vehicle speed sensor 88 can also be mentioned.

Various control signals are output from the HVECU 70 via the output port. Examples of the signal output from the HVECU 70 include a control signal to the starter 25 and a control signal to the alternator 26. Further, a control signal to the inverter 32, a control signal to the clutch 36, and a control signal to the automatic transmission 40 (lock-up clutch 43a and the automatic transmission 45) can also be mentioned.

The HVECU 70 is connected to the engine ECU 24 via a communication port. The HVECU 70 also calculates the rotation speed Nm of the motor 30 (the rotation number of the input shaft 41 of the automatic transmission 40) based on the rotation position φm of the rotor of the motor 30 from the rotation position sensor 30a. Further, the HVECU 70 also calculates the rotation number difference ΔNL of the lockup clutch 43a as the difference between the rotation number NLin of the input shaft 41 from the rotation number sensor 41a and the rotation number NLout of the intermediate rotation shaft 44 from the rotation number sensor 44a. is doing.

The HVECU 70 calculates the storage ratio SOC and the output limit Wout in order to manage the high voltage battery 60. The storage ratio SOC is the ratio of the power that can be discharged from the high-voltage battery 60 to the total capacity, and is based on the integrated value of the battery current Ib detected by a current sensor (not shown) that detects the terminal current of the high-voltage battery 60. Is calculated. The output limit Wout is the maximum allowable power that may be charged and discharged from the high voltage battery 60, and is set based on the calculated storage ratio SOC and the battery temperature tb. Specifically, for the output limit Wout, the basic value Wouttp of the output limit Wout is set based on the battery temperature tb, the correction coefficient for output limit is set based on the storage ratio SOC of the high voltage battery 60, and the set output limit Wout is set. It can be set by multiplying the basic value Wouttp of of by the correction coefficient for output limitation. FIG. 2 shows an example of the relationship between the battery temperature tb and the basic value Wouttpp of the output limit Wout, and FIG. 3 shows an example of the relationship between the storage ratio SOC of the high voltage battery 60 and the output limiting correction coefficient.

In the hybrid vehicle 20 of the embodiment configured in this way, the electric vehicle (EV travel) mode in which the clutch 36 is released and the vehicle travels using the power from the motor 30 and the engine 22 and the motor 30 are engaged with the clutch 36 engaged. It runs in a hybrid running (HV running) mode in which it runs using the power of.

In the EV travel mode, the HVECU 70 performs the following EV travel control. First, the target shift M * of the automatic transmission 45 is set based on the shift line for the accelerator opening Acc and the vehicle speed V, and the automatic transmission 45 is automatically set to the target shift M *. It controls the transmission 45. Further, the required torque Tp * of the drive shaft 46 (output shaft 42 of the automatic transmission 40) is set based on the accelerator opening Acc and the vehicle speed V, and the required torque Tp * of the drive shaft 46 and the speed change of the automatic transmission 45 are set. The required torque Tin * of the input shaft 41 of the automatic transmission 40 is calculated based on the gear ratio corresponding to the step M. Then, the torque command Tm * of the motor 30 is set so that the required torque Tin * is output to the input shaft 41 within the range of the output limit Wout, and the inverter 32 is driven by the torque command Tm * so that the motor 30 is driven by the torque command Tm *. Performs switching control of a plurality of switching elements.

Even in the EV traveling mode, when a heating request is made from an air conditioner (not shown), the above-mentioned EV traveling control may be performed while the engine 22 is independently operated with the clutch 36 released.

In the HV travel mode, the HVECU 70 performs the following HV travel control. The control of the automatic transmission 45 is performed in the same manner as in the EV traveling mode. For the control of the engine 22 and the motor 30, first, the required torque Tin * of the input shaft 41 is calculated in the same manner as in the EV traveling mode. Subsequently, the target torque Te * of the engine 22 and the torque command Tm * of the motor 30 are set so that the required torque Tin * is output to the input shaft 41 within the range of the output limit Wout. Then, the engine 22 is controlled so that the engine 22 is operated with the target torque Te *, and the switching control of the plurality of switching elements of the inverter 32 is performed so that the motor 30 is driven by the torque command Tm *.

Next, the operation of the hybrid vehicle 20 of the embodiment thus configured, particularly the operation when starting the engine 22 will be described. FIG. 4 is a flowchart showing an example of a cranking control routine executed by the HVECU 70. This routine is executed when a start request for the engine 22 is made.

When starting the engine 22, the HVECU 70 controls an actuator (not shown) so that the pinion gear 332 of the gear mechanism 33 moves to the ring gear 330 side so that the pinion gear 332 and the ring gear 330 mesh with each other, and the clutch 36 is engaged. Slip engage. Then, when the rotation speed Ne of the engine 22 reaches the operation start rotation speed Nst or more during the execution of the cranking control routine of FIG. 4, a command signal is transmitted to the engine ECU 24 to start the fuel injection control and the ignition control of the engine 22. do. Upon receiving the command signal, the engine ECU 24 starts fuel injection control and ignition control of the engine 22. As the operation start rotation speed Nst, for example, 700 rpm, 800 rpm, 900 rpm, or the like is used.

When this routine is executed, the CPU (not shown) of the HVECU 70 executes a process of inputting the output limit Wout (step S100). The output limit Wout is set based on the storage ratio SOC and the battery temperature tb.

Subsequently, the starter 25 is controlled so that the drive of the starter 25 is started (step S110). As a result, cranking of the engine 22 is started, and the rotation speed Ne of the engine 22 starts to increase. The drive of the starter 25 is continued from step S110 until the end of this routine.

Subsequently, it is determined whether or not an inrush current has flowed through the starter 25 (step S120). In step S120, when the starter current Ist detected by the current sensor 25a exceeds a predetermined current Istref (for example, 680A, 700A, 720A, etc.), it is determined that an inrush current has flowed through the starter 25. Since the starter 25 is configured as a DC motor, a large current flows instantaneously when the drive is started. Therefore, by determining whether or not an inrush current has flowed through the starter 25, it is possible to confirm whether or not the starter 25 has started driving. Therefore, step S120 is a process for determining whether or not the starter 25 has started driving.

When it is determined in step S120 that the inrush current has not yet flowed in the starter 25, the process returns to step S130, and steps S120 and S130 are repeated until it is determined in step S120 that the inrush current has flowed in the starter 25.

When it is determined in step S120 that an inrush current has flowed through the starter 25, the inverter 32 is controlled so that the motor 30 starts driving at the maximum output Pmmax allowed for the motor 30 (step S130). The maximum output Pmmax is an output determined in advance by experiments or analysis as an output to which the motor 30 can be used.

Subsequently, it is determined whether or not the piston of the engine 22 first reaches the compression top dead center (whether or not it is the first overcoming) after the start request of the engine 22 is made (step S140). This determination can be made, for example, based on the voltage Vb of the low voltage battery 67. FIG. 5 is an explanatory diagram showing an example of a time change of the voltage Vb (low voltage battery voltage) of the low voltage battery 67 when the engine 22 is started. As shown in the figure, the voltage Vb of the low-voltage battery 67 drops once due to the inrush of current immediately after the starter 25 is driven from the time t0 at which the cranking by the starter 25 starts, but immediately recovers and heads toward the first compression top dead center. It descends and rises when it passes the compression top dead center. Therefore, the time t1 at which the voltage Vb of the low voltage battery 67 becomes the second minimum value is when the piston of the engine 22 first reaches the compression top dead center. In step S140, by determining whether or not the voltage Vb of the low voltage battery 67 has reached this second minimum value, whether or not the first overcoming has been performed (the piston of the engine 22 is compressed first). Whether or not the dead center has been exceeded) is determined.

When the first overcoming is not performed in step S140, the process returns to step S130, and steps S130 and S140 are repeated until it is determined that the first overcoming has been performed in step S140. For the first overcoming, it is necessary to crank the engine 22 with a relatively large torque. In the embodiment, the engine 22 is cranked by the starter 25 and the motor 30, and the motor 30 is driven at the maximum output Pmmax, whereby the output of the motor 30 is limited by the output limit Wout and driven at an output lower than the maximum output Pmmax. It is possible to complete the first overcoming more quickly than what is done. As a result, the rotation speed Ne of the engine 22 can be rapidly increased.

When the first overcoming is performed in step S140, the electric energy (excess output amount) Wex output from the motor 30 exceeding the output limit Wout in steps S130 and S140 is calculated by using the following equation (1). Step S150). In the formula (1), "tfa" is a time measured by a timer (not shown) as a time from the start of driving the motor 30 in step S130 to the time when it is determined in step S140 that the first overcoming is completed. be.

Wex = (Pmmax-Wout) ・ tfa ・ ・ ・ (1)

Next, the output (output after overcoming) Paf of the motor 30 after the first overcoming is performed in step S140 is set so as to satisfy the following equation (2) (step S160). In the formula (2), "taf" is a time set in advance by experiment or analysis as an average value of the time required from the completion of the first overcoming in step S140 to the stop of the start of the engine 22. Equation (2) is the electric energy (= Wout · taf) and the motor 30 when the motor 30 is driven by the output limit Wout between the time when the first overcoming is performed in step S140 and the time when the start of the engine 22 is stopped. It is a relational expression defined so that the difference from the electric energy (= Paf · taf) when driven by the output Paf after overcoming the above is the excess output amount Wex. Therefore, the output Paf after overcoming is an output less than the output limit Wout.

Wout ・ taf --Paf ・ taf = Wex ・ ・ ・ (2)

When the overcoming output Paf is set in this way, the motor 30 is controlled so as to be driven by the set overcoming output Paf (step S170). Then, it is determined whether or not the start of the engine 22 is completed (step S180), and when the start of the engine 22 is not completed, the processes of steps S150 to S180 are repeated, and when the start of the engine 22 is completed, this End the routine. After completing this routine, the HVECU 70 controls the engine 22, the motor 30, and the clutch 36 so as to travel in the above-mentioned HV traveling mode. Further, the HVECU 70 drives and stops the starter 25, and controls an actuator (not shown) so that the pinion gear 332 moves away from the ring gear 330 and the engagement between the pinion gear 332 and the ring gear 330 is released.

FIG. 6 is an explanatory diagram for explaining an example of a time change between the voltage Vb (low voltage battery voltage) of the low voltage battery 67 and the output power (motor output) of the motor 30. When the start request of the engine 22 is made and the cranking of the engine 22 by the starter 25 is started, the inrush current of the starter 25 causes the starter current Ist to increase momentarily and the low voltage battery voltage to decrease momentarily. Driving of the motor 30 at the maximum output Pmmax is started (time t0). Then, the motor 30 is driven at the maximum output Pmmax until the timing of the first overcoming (time t1). As a result, the rotation speed Ne of the engine 22 can be rapidly increased.

During the period from the timing of the first overcoming to the completion of the start of the engine 22, the motor 30 is driven by the output Paf after overcoming (time t1 to t2). As a result, the electric power consumed by the motor 30 (electric power taken out from the high voltage battery 60) in the period from the first overcoming in step S140 to the completion of the start of the engine 22 is driven by the output limit Wout. It is possible to make the excess output amount Wex smaller than the amount of electric power (= Wout · taf) at the time of. Therefore, the discharge power of the high-voltage battery 60 is discharged from the request for starting the engine 22 until the start is completed, and the high-voltage battery 60 is discharged at the output limit Wout from the request for starting the engine 22 until the start is completed. It can be within the amount of power generated. As a result, deterioration of the high voltage battery 60 can be suppressed. Therefore, the engine 22 can be started quickly while suppressing the deterioration of the high voltage battery 60.

According to the hybrid vehicle 20 equipped with the control device for the engine device of the above-described embodiment, the motor 30 is operated from the time when the start request of the engine 22 is made until the piston of the engine 22 first exceeds the compression top dead point. The motor 30, the starter 25, and the clutch 36 are controlled so that the engine 22 is cranked by the starter 25 and the motor 30 while being driven at the maximum output Pmmax, and the piston of the engine 22 first exceeds the compression top dead point. After that, the high voltage is controlled by controlling the motor 30, the starter 25, and the clutch 36 so that the engine 22 is cranked by the motor 30 and the starter 25 while driving the motor 30 with a power less than the output limit Wout. The engine 22 can be started quickly while suppressing deterioration of the battery 60.

In the hybrid vehicle 20 of the embodiment, in step S160, the output Paf after overcoming is set by using the above-mentioned equation (2). However, the output Paf after overcoming may be set to any value as long as the output is less than the output limit Wout.

Although the hybrid vehicle 20 of the embodiment includes the engine ECU 24 and the HVECU 70, they may be configured as one electronic control unit.

The hybrid vehicle 20 of the embodiment includes a high voltage battery 60 and a low voltage battery 67 having a rated voltage lower than that of the high voltage battery 60. However, instead of the high voltage battery 60 and the low voltage battery 67, two batteries having the same rated voltage may be provided, or the rated voltage of the battery that supplies power to the starter 25 is supplied to the motor 30. It may be higher than the battery.

In the hybrid vehicle 20 of the embodiment, the starter 25 is connected to or disconnected from the crankshaft 23 of the engine 22 by the gear mechanism 33. However, the starter 25 may be constantly connected to the crankshaft 23 of the engine 22 via a belt without providing the gear mechanism 33.

Although the engine ECU 24 and the HVECU 70 are provided, these may be configured as one electronic control unit.

In the embodiment, the present invention is in the form of an engine device control device for controlling an engine device (engine 22, starter 25, low voltage battery 67, and high voltage battery 60) mounted on the hybrid vehicle 20. However, the present invention may be in the form of a control device for an engine device that controls an engine device as a single device, which is not mounted on a vehicle such as a hybrid vehicle.

The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problem will be described. In the embodiment, the engine 22 corresponds to the "engine", the motor 30 corresponds to the "first motor", the clutch 36 corresponds to the "clutch", the starter 25 corresponds to the "second motor", and the high voltage. The battery 60 corresponds to the "first battery", the low voltage battery 67 corresponds to the "second battery", and the engine ECU 24 and the HVECU 70 correspond to the "engine device control device".

As for the correspondence between the main elements of the examples and the main elements of the invention described in the column of means for solving the problem, the invention described in the column of means for solving the problems of the examples is carried out. Since it is an example for specifically explaining the mode for solving the problem, the elements of the invention described in the column of means for solving the problem are not limited. That is, the interpretation of the invention described in the column of means for solving the problem should be performed based on the description in the column, and the examples are the inventions described in the column of means for solving the problem. It is just a concrete example.

Although the embodiments for carrying out the present invention have been described above with reference to the embodiments, the present invention is not limited to these embodiments and may be in various embodiments within the scope of the gist of the present invention. Of course it can be done.

The present invention can be used in the manufacturing industry of control devices for engine devices and the like.

20 hybrid vehicle, 22 engine, 23 crank shaft, 23a crank position sensor, 24 engine electronic control unit (engine ECU), 25 starter, 25a current sensor, 26 alternator, 30 motor, 30a rotation position sensor, 32 inverter, 33 gear Mechanism, 36 clutch, 40 automatic transmission, 41 input shaft, 41a, 44a, 46a rotation sensor, 42 output shaft, 43 torque converter, 43a lockup clutch, 44 intermediate rotation shaft, 45 automatic transmission, 46 drive shaft, 55a rear wheel, 56 axle, 57 rear differential gear, 60 high voltage battery, 61 high voltage side power line, 66 low voltage side power line, 67 low voltage battery, 70 hybrid electronic control unit (HVECU), 80 ignition switch, 81 shift lever, 82 shift position sensor, 83 accelerator pedal, 84 accelerator pedal position sensor, 85 brake pedal, 86 brake pedal position sensor, 88 vehicle speed sensor, 330 ring gear, 332 pinion gear.

Claims (1)

With the engine
With the first motor
A clutch for connecting and disconnecting the output shaft of the engine and the rotating shaft of the first motor,
A second motor that can be connected to the output shaft of the engine,
A first battery that supplies electric power to the first motor,
A second battery that supplies electric power to the second motor,
Used in engine equipment equipped with
A control device for an engine device that controls the engine, the clutch, and the first and second motors.
From the time when the engine start request is made until the piston of the engine first exceeds the compression top dead point, the engine is cranked by the first and second motors while driving the first motor at the maximum output. The first and second motors and the clutch are controlled so as to be performed, and after the piston first exceeds the compression top dead point, the power is less than the maximum allowable power allowed for the first battery. A control device for an engine device that controls the first and second motors and the clutch so that the engine is cranked by the first and second motors while driving the first motor.

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