JP6435144B2 - Engine starter - Google Patents

Description

  The present invention relates to an engine starting device, and more particularly to an engine starting device including a key switch.

  Conventionally, for example, an engine starter described in Patent Document 1 is known as a technology related to an engine starter. In the engine starter described in Patent Document 1, when the starter switch (key switch) is turned on from off, whether or not the temperature of cooling water, lubricating oil, etc. in the engine has reached an appropriate temperature range. Based on the above, the necessity of preheating is determined, and when preheating is required, the engine is started after the preheating is completed. Thereby, preheating of an engine or its related parts is performed appropriately without waste.

JP 2004-52672 A

  In the engine starter described above, the key switch is a switch having a physical contact, and by operating the key switch, a starter operation signal is output to operate the starter. Therefore, even when the engine does not need to be started (for example, when the operation mode is EV traveling), the starter may be activated by the key switch operation to start the engine.

  The present invention has been made in view of the above circumstances, and an object of the present invention is to suppress unnecessary starting of an engine in an engine starting device provided with a key switch.

  An engine starter according to the present invention is an engine starter mounted on a hybrid vehicle having a plurality of operation modes, and includes a starter for starting the engine and a key for outputting a starter operation signal for operating the starter. A switch, a control unit that operates the starter in response to an input of a starter operation signal output from the key switch, and a determination that determines whether the engine needs to be started based on a current operation mode in the hybrid vehicle And a blocking unit that blocks the input of the starter operation signal to the control unit when it is determined by the determination unit that it is not necessary to start the engine.

  In this engine starting device, when it is determined that the engine does not need to be started based on the current operation mode, the shut-off unit shuts off the starter operation signal from the key switch and shuts off the input of the signal to the control unit. To do. As a result, when it is not necessary to start the engine, it is possible to prevent the starter from being operated by operating the key switch, and it is possible to suppress unnecessary start of the engine.

  Specifically, as a configuration that preferably exhibits the above-described effects, the determination unit does not need to start the engine when the current operation mode of the hybrid vehicle corresponds to one of EV traveling, charging, and power feeding. Is determined.

  In the engine starter according to the present invention, the blocking unit may be a relay provided between the key switch and the control unit. In this case, by adding a relay between the key switch and the control unit, it is possible to realize the above-described effects.

  ADVANTAGE OF THE INVENTION According to this invention, in the engine starting device provided with the key switch, it is possible to suppress unnecessary starting of the engine.

It is a schematic structure figure showing a hybrid vehicle carrying an engine starting device concerning an embodiment. It is a schematic structure figure showing the starting device of the engine concerning an embodiment. It is a flowchart explaining the process of the starting device of the engine which concerns on embodiment.

  DESCRIPTION OF EXEMPLARY EMBODIMENTS Hereinafter, preferred embodiments of the invention will be described in detail with reference to the drawings. In the following description, the same reference numerals are used for the same or corresponding elements, and duplicate descriptions are omitted.

  FIG. 1 is a schematic configuration diagram illustrating a hybrid vehicle equipped with an engine starter according to an embodiment. As shown in FIG. 1, the engine starting device 1 is a device for starting an engine 10 mounted on a vehicle V. In the following description, first, the configuration of the vehicle V will be described, and then the configuration of the engine starter 1 will be described.

  The vehicle V is configured as a plug-in hybrid vehicle (hereinafter, PHV: Plug-in Hybrid Vehicle). Here, a medium-sized bus may be used as the vehicle V to be applied. The vehicle V is not particularly limited, and may be a commercial vehicle such as a truck, for example, and may be any of a large vehicle, a medium vehicle, a normal passenger vehicle, a small vehicle, a light vehicle, and the like.

  The vehicle V includes a charging unit and is configured to be able to be charged by a power source external to the vehicle V. Examples of charging by an external power source include normal charging by an AC 200 V power source and rapid charging. As the quick charge, for example, a quick charge method according to the CHAdeMO (registered trademark) standard is used.

  Moreover, the vehicle V is provided with the electric power feeding part, and is comprised so that the electric power supply (external electric power feeding) to the exterior of the vehicle V is possible. For example, the vehicle V supplies power to the outside of the vehicle V by operating the power supply switch 31 and connecting a portable external power supply device (not shown) to the power supply unit. The power that can be supplied is, for example, rated 10 kW, and the amount of power that can be supplied is, for example, 248 kWh. Further, in the vehicle V, continuous external power supply is possible by replenishing the fuel of the engine 10. Such a vehicle V can be used as a disaster prevention-compatible PHV bus that plays a role of an electrical energy supply source in, for example, an earthquake-stricken area.

  The vehicle V includes a PHVECU (ECU: Electronic Control Unit) 40. The PHVECU 40 is configured by a computer including, for example, a CPU (Central Processing Unit), a ROM (Read Only Memory), and a RAM (Random Access Memory). The PHVECU 40 performs overall control for causing the vehicle V to function as a PHV. The PHVECU 40 here performs control so that the vehicle V has a plurality of operation modes. Examples of the operation mode of the vehicle V include EV traveling, HV traveling, charging, and power feeding.

  The EV traveling is, for example, an operation mode in which the vehicle 10 is traveling by the driving force of the motor generator MG without starting the engine 10. When the driving mode is EV traveling, when the vehicle V is traveling on a flat road, and when the vehicle V is traveling in a predetermined EV designated area (for example, around a city area, a hospital, a school, etc.), etc. Is mentioned. In the vehicle V, for example, it may be determined whether or not the vehicle V is traveling in the EV designated area based on GPS position information (not shown), and it may be determined whether or not the current operation mode corresponds to HV traveling.

  The HV traveling is an operation mode in which, for example, the engine 10 is started and the vehicle V is traveling by the driving force of the engine 10 and the motor generator MG. Examples of the case where the driving mode is HV traveling include a case where the vehicle V is traveling on an uphill road and a case where the vehicle V is traveling on a predetermined HV designated area (for example, a suburb or a highway). . In the vehicle V, for example, it may be determined whether or not the vehicle V is traveling in the HV designated area based on GPS position information or the like (not shown), and it may be determined whether or not the current operation mode corresponds to HV traveling. In the vehicle V, it may be determined whether or not the vehicle V is traveling on an uphill road by a G sensor or the like (not shown), and it may be determined whether or not the current driving mode corresponds to HV traveling.

  “Charging” means, for example, a state in which the HV battery 23 is charged by an external power source. As a case where the operation mode is being charged, a case where an external power source is connected to the charging unit of the vehicle V and the like can be mentioned. In the vehicle V, for example, the charging unit may determine whether an external power source is connected to the charging unit, and may determine whether the current operation mode corresponds to charging.

  “Power feeding” is a state in which, for example, the power stored in the HV battery 23 is externally fed. Examples of the case where the operation mode is during power feeding include a case where the power feeding switch 31 is operated and a portable external power feeding device is connected to the power feeding portion of the vehicle V. The case where the operation mode is power feeding may include the case where the engine 10 is started and the motor generator MG generates power because the charging rate of the HV battery 23 is low in the case of power feeding. In the vehicle V, for example, the PHVECU 40 may determine whether or not the power feeding switch 31 is operated, and may determine whether or not the current operation mode corresponds to power feeding. In the vehicle V, for example, the power supply unit may determine whether a portable external power supply device is connected to the power supply unit, and may determine whether the current operation mode corresponds to power supply. In the vehicle V, for example, the charging control unit 30 may determine whether or not the charging rate of the HV battery 23 is low, and may determine whether or not to start the engine 10 when the current operation mode is power feeding. .

  The vehicle V includes a power train PT, a high voltage system 20, and a charge control unit 30. The power train PT includes an engine 10, an AMT (AMT: Automated Manual Transmission) 13, a transfer 15, and a motor generator MG.

  The engine 10 drives the motor generator MG as a generator in addition to driving the wheels 19 of the vehicle V. As the engine 10, for example, a diesel engine or a gasoline engine is employed. The engine 10 is appropriately operated or stopped based on the operation mode of the vehicle V, for example. A starter 11 is attached to the engine 10. The starter 11 is an electric motor that starts the engine 10. The starter 11 is operated based on, for example, an operation of the key switch 50 (details will be described later). An AMT 13 is connected to the output shaft of the engine 10.

  The AMT 13 includes a first clutch 12 and is configured as a mechanical automatic transmission. The AMT 13 automatically performs a shifting operation such as changing the gear position (shifting) and controlling the connection and separation of the first clutch 12. The AMT 13 is connected to the transfer 15 via the first propeller shaft 14 and transmits the driving force of the engine 10 to the transfer 15.

  The first propeller shaft 14, the second propeller shaft 16, and the motor generator MG are attached to the transfer 15 so that the driving force can be transmitted. That is, the transfer 15 is connected to the engine 10 via the AMT 13 and the first propeller shaft 14, and is connected to the wheel 19 via the second propeller shaft 16, the differential gear 17 and the drive shaft 18. The transfer 15 includes, for example, one or a plurality of clutches therein, and has a function of switching between transmission and non-transmission of driving force among the engine 10, the motor generator MG, and the wheels 19.

  The transfer 15 is electrically connected to the PHVECU 40, and controls the clutch according to the operation mode of the vehicle V, for example, to switch between transmission and non-transmission of the driving force. In the transfer 15, for example, when the operation mode of the vehicle V is EV traveling, driving force is transmitted between the motor generator MG and the wheels 19. In the transfer 15, for example, when the operation mode of the vehicle V is HV traveling, the driving force is transmitted among the engine 10, the motor generator MG, and the wheels 19. In the transfer 15, for example, when the operation mode of the vehicle V is power feeding and the motor generator MG is generating power, the driving force is transmitted from the engine 10 to the motor generator MG.

  Motor generator MG functions as a drive source of vehicle V and also functions as a generator for charging HV battery 23. The motor generator MG can have various outputs. Here, the maximum output is 175 kW.

  The vehicle V includes an engine ECU 41, an AMTECU 42, and a vehicle ECU 43. The engine ECU 41 is electrically connected to the engine 10 and comprehensively controls the engine 10. The AMT ECU 42 is electrically connected to the AMT 13 and controls, for example, a speed change operation of the AMT 13. The vehicle ECU 43 is electrically connected to the AMTECU 42 and outputs a shift signal to the AMTECU 42 based on the speed of the vehicle V, for example. Further, the vehicle ECU 43 operates the starter 11 in response to the input of the starter operation signal output from the key switch 50 (details will be described later).

  The high voltage system 20 includes an inverter 21, a main contactor 22, an HV battery 23, and a precharge relay 24, which are connected by a high voltage cable 26.

  In the high voltage system 20, when the switch state of a key switch 50 described later is OFF, the circuit of the high voltage system 20 is cut off and the vehicle V cannot travel as PHV. On the other hand, in the high voltage system 20, when the switch state of the key switch 50 is ON (key switch on), the circuit of the high voltage system 20 is connected and the vehicle V can travel as PHV. Moreover, in the high voltage system 20, when the switch state of the key switch 50 is switched from OFF to ON, a process (starting process of the vehicle V) for connecting the disconnected high voltage system 20 is performed.

  Inverter 21 is electrically connected to main contactor 22 and motor generator MG. Inverter 21 converts the electric power input from main contactor 22 into an alternating current, and outputs the converted electric power to motor generator MG. Inverter 21 converts electric power input from motor generator MG into direct current, and outputs the converted electric power to main contactor 22.

  The main contactor 22 is a relay including a contact for electrically connecting the inverter 21 and the HV battery 23 when the switch state of the key switch 50 is ON. The main contactors 22 are provided on the plus side and the minus side of the HV battery 23, respectively. In the main contactor 22, for example, the contact of the main contactor 22 is driven by the input of a drive signal, and the contact of the main contactor 22 is brought into a contact state. Thereby, in the main contactor 22, the inverter 21 and the HV battery 23 are electrically connected (high voltage system connection).

  The HV battery 23 is configured by connecting a plurality of secondary batteries therein. As the HV battery 23, various types of secondary batteries can be used. Here, a lithium ion battery having a rated power amount of 40 kWh is employed. The electric power of the HV battery 23 can be used as, for example, a motor generator MG drive and an external power supply. In the HV battery 23, for example, when a signal is input from the charging control unit 30, power can be supplied from the secondary battery inside the HV battery 23 via the high voltage cable 26.

  The precharge relay 24 is a relay used for precharging for protecting the inverter 21 in the startup process of the vehicle V. For example, the precharge relay 24 is driven prior to the above-described main contactor 22 to precharge the inverter 21. For example, the precharge relay 24 is connected in parallel to the main contactor 22 in the plus-side electric path of the HV battery 23. The precharge relay 24 is connected in series with the resistor 24a. In the precharge relay 24, the current flowing through the inverter 21 is limited by the resistor 24a.

  The charge control unit 30 is electrically connected to the main contactor 22, the HV battery 23, the precharge relay 24, and the PHVECU 40. The charge control unit 30 outputs a drive signal to the HV battery 23 and the precharge relay 24, for example, in the startup process of the vehicle V. For example, after the precharge of the inverter 21 is completed, the charge control unit 30 outputs a drive signal to the main contactor 22. Further, the charging control unit 30 detects the charging rate of the HV battery 23.

  Next, the engine starter 1 will be described with reference to FIG. FIG. 2 is a schematic configuration diagram illustrating an engine starting device according to the embodiment. As shown in FIG. 2, the engine starter 1 includes a starter 11, a key switch 50, a cutoff relay (cutoff unit) 53, a PHVECU (determination unit) 40, and a vehicle ECU (control unit) 43. It is prepared for.

  The starter 11 includes a starter relay 11a. In the starter 11, the contact of the starter relay 11a is driven by the input of a drive signal (relay operation signal). The starter 11 is operated by being supplied with electric power from the auxiliary battery 54 by driving the contact of the starter relay 11a to be in a contact state, and starts the engine 10.

  The key switch 50 is an ignition switch for operating the starter 11 by its operation, and outputs a starter operation signal. The key switch 50 is operated when the key 51 is inserted and rotated. The key switch 50 has a key cylinder 52 including a physical contact inside. The key cylinder 52 is switched between a plurality of switch states according to the operation position of the key switch 50. Examples of the switch state include OFF, ACC (accessory), ON (key switch on), and ST (starter switch on).

  When the switch state of the key switch 50 is ACC, for example, power can be supplied to an electrical component such as a car audio device. When the switch state of the key switch 50 is ON, for example, it is possible to supply power to the PHVECU 40 and the like in addition to supplying power to electrical components such as a car audio device. When the switch state of the key switch 50 is ST, for example, power can be supplied to the PHVECU 40 and the starter operation signal is output. When the switch state of the key switch 50 is OFF, for example, power can be supplied to electrical components such as a hazard lamp.

  The vehicle ECU 43 operates the starter 11 in response to the input of the starter operation signal output from the key switch 50. The vehicle ECU 43 outputs a drive signal (relay operation signal) to the starter relay 11a in response to the input of the starter operation signal.

  The interruption relay 53 is provided on the electric path between the key switch 50 and the vehicle ECU 43. The interruption relay 53 is electrically connected to the PHVECU 40, and its contact is driven by a drive signal (starter cut signal) from the PHVECU 40. That is, when the PHVECU 40 determines that it is not necessary to start the engine 10, the cutoff relay 53 blocks (starter cut) the input of the starter operation signal to the vehicle ECU 43.

  Specifically, PHVECU 40 determines whether or not it is necessary to start engine 10 based on the current operation mode in vehicle V as PHV, and it is determined that it is not necessary to start engine 10. In this case, a starter cut signal is output to the interruption relay 53. The PHVECU 40 determines that it is not necessary to start the engine 10 when the current operation mode of the vehicle V corresponds to any of EV traveling, charging, and power feeding.

  Next, processing of the engine starter 1 will be described with reference to FIG. FIG. 3 is a flowchart for explaining processing of the engine starting device according to the embodiment. As shown in FIG. 3, in the present embodiment, the following processing is executed by the engine starter 1. First, the PHVECU 40 determines whether or not the current operation mode of the vehicle V corresponds to any one of EV traveling, charging, and power feeding (S1).

  In S1, specifically, for example, when the vehicle V is traveling on a flat road, and when the vehicle V is traveling in a predetermined EV designated area (for example, around a city area, a hospital, a school, or the like). , PHVECU 40 determines that the current operation mode of vehicle V corresponds to EV travel. In addition, for example, when an external power source is connected to the charging unit of the vehicle V and the HV battery 23 is charged, the PHVECU 40 determines that the current operation mode of the vehicle V corresponds to charging. Further, for example, when the power supply switch 31 is operated and a portable external power supply device is connected to the power supply unit of the vehicle V and external power supply is possible, the current operation mode of the vehicle V is being supplied by the PHVECU 40 It is determined to be applicable.

  When it is determined in S1 that the current operation mode of the vehicle V corresponds to any of EV traveling, charging, and power feeding, the starter operation signal input to the vehicle ECU 43 is blocked (S2). In S2, the start of the engine 10 is not necessary, and the starter cut signal is output to the cutoff relay 53 by the PHVECU 40, and the cutoff relay 53 is driven. Thereby, even if the contact of the interruption | blocking relay 53 is made into a non-contact state and the key switch 50 is operated and a switch state is set to ST, the input to the vehicle ECU43 of a starter operation signal is interrupted | blocked. After S2, the process is terminated as it is.

  On the other hand, if it is determined in S1 that the current operation mode of the vehicle V does not correspond to any of EV running, charging, and power feeding, the PHVECU 40 does not drive the cutoff relay 53, and the vehicle ECU 43 of the starter operation signal The input to is not blocked (S3).

  In S <b> 3, assuming that the operation of the starter 11 by the operation of the key switch 50 can be permitted, the PHVECU 40 does not output the starter cut signal to the cutoff relay 53 and the cutoff relay 53 is not driven. As a result, when the contact of the interruption relay 53 is brought into a contact state and the key switch 50 is operated and the switch state is set to ST, a starter operation signal is input to the vehicle ECU 43. After S3, the process is terminated as it is.

  As described above, in the present embodiment, when the PHVECU 40 determines that it is not necessary to start the engine 10 based on the current operation mode of the vehicle V, the starter operation signal from the key switch 50 is cut off by the cut-off relay 53, and the signal Is input to the vehicle ECU 43. In other words, starter cut control is performed by monitoring the state of the vehicle V. As a result, when the engine 10 is not required to be started, it is possible to prevent the starter 11 from being operated by the operation of the key switch 50, and it is possible to suppress unnecessary start of the engine 10.

  Here, in the conventional engine starter, even when the engine 10 is not required to be started in the current operation mode of the vehicle V, when the key switch 50 is operated and the switch state becomes ST, the starter operation signal Is input to the vehicle ECU 43 and the starter 11 is activated. In this regard, in the present embodiment, it is possible to realize the above-described effects by adding a cutoff relay 53 between the key switch 50 and the vehicle ECU 43.

  The preferred embodiments of the present invention have been described above. However, the present invention is not limited to the above-described embodiments. The present invention can be modified without departing from the scope described in the claims or applied to other embodiments. May be.

  For example, although the vehicle V of the above embodiment is configured as a PHV that can supply power, for example, it may be configured as a hybrid vehicle. Moreover, although EV driving | running | working, HV driving | running | working, charging, and electric power feeding were illustrated as an operation mode of the vehicle V, an operation mode is not limited to these.

  Moreover, in the said embodiment, although PHVECU40, engine ECU41, AMTECU42, and vehicle ECU43 were illustrated as ECU with which the vehicle V is provided, if the ECU with which the vehicle V has the function of a determination part and a control part, The number and type are not limited. For example, the vehicle V may further include another ECU, or may include an ECU in which these ECUs are functionally integrated.

  In the above embodiment, the starter operation signal output from the key switch 50 is input to the vehicle ECU 43 without passing through the PHVECU 40, but may be input to the vehicle ECU 43 via the PHVECU 40, for example. In short, when it is determined that it is not necessary to start the engine 10 based on the current operation mode of the vehicle V, the starter operation signal from the key switch 50 is blocked by the cutoff relay 53, and the signal is sent to the vehicle ECU 43. It is sufficient that the input is cut off.

  DESCRIPTION OF SYMBOLS 1 ... Engine starting device, 10 ... Engine, 11 ... Starter, 40 ... PHVECU (determination part), 43 ... Vehicle ECU (control part), 50 ... Key switch, 53 ... Disconnection relay (interruption part, relay), V ... Vehicle (hybrid vehicle).

Claims (2)

An engine starter mounted on a hybrid vehicle having a plurality of operation modes,
A starter for starting the engine;
A key switch for outputting a starter operation signal for operating the starter;
A control unit that operates the starter in response to an input of the starter operation signal output from the key switch;
A determination unit that determines whether the engine needs to be started based on a current operation mode in the hybrid vehicle;
A shut-off unit that shuts off the input of the starter operation signal to the control unit when it is determined by the determination unit that it is not necessary to start the engine;
The key switch has a key cylinder including a physical contact inside, and is operated to a predetermined operation position by being inserted and rotated.
The key cylinder has a plurality of switch states including a key switch on and a starter switch on that are switched according to the operation position of the key switch,
The key switch and the control unit are connected by an electric circuit,
When the switch state is key switch on, power supply to the determination unit is enabled,
When the switch state is a starter switch on, power supply to the determination unit is enabled and the starter operation signal is output from the key switch,
The blocking unit is a relay provided on the electric circuit between the key switch and the control unit,
If the determination unit determines that it is not necessary to start the engine based on the current operation mode, outputs a starter cut signal to the relay,
The relay, the determination portion and are electrically connected, the switch state contact of the relay is driven by the starter cut signal output from the determination unit when the key switch on or the starter switch ON Thus, when the switch state is the starter switch on, the starter operation signal output from the key switch is blocked from being input to the control unit.   2. The engine according to claim 1, wherein the determination unit determines that it is not necessary to start the engine when a current operation mode of the hybrid vehicle corresponds to any one of EV traveling, charging, and power feeding. Starter.

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