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WO2013080746A1 - Dispositif de démarrage de moteur et procédé de démarrage de moteur - Google Patents

Dispositif de démarrage de moteur et procédé de démarrage de moteur Download PDF

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Publication number
WO2013080746A1
WO2013080746A1 PCT/JP2012/078560 JP2012078560W WO2013080746A1 WO 2013080746 A1 WO2013080746 A1 WO 2013080746A1 JP 2012078560 W JP2012078560 W JP 2012078560W WO 2013080746 A1 WO2013080746 A1 WO 2013080746A1
Authority
WO
WIPO (PCT)
Prior art keywords
motor
engine
rotational speed
current
energization
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/JP2012/078560
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English (en)
Japanese (ja)
Inventor
宏泰 城吉
西岡　明
義秋 長澤
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Hitachi Astemo Ltd
Original Assignee
Hitachi Automotive Systems Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Hitachi Automotive Systems Ltd filed Critical Hitachi Automotive Systems Ltd
Priority to CN201280057686.7A priority Critical patent/CN103946537B/zh
Publication of WO2013080746A1 publication Critical patent/WO2013080746A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/08—Circuits specially adapted for starting of engines
    • F02N11/0862—Circuits specially adapted for starting of engines characterised by the electrical power supply means, e.g. battery
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/08—Circuits specially adapted for starting of engines
    • F02N11/0814—Circuits specially adapted for starting of engines comprising means for controlling automatic idle-start-stop
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/08—Circuits specially adapted for starting of engines
    • F02N11/087—Details of the switching means in starting circuits, e.g. relays or electronic switches
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N2200/00—Parameters used for control of starting apparatus
    • F02N2200/04—Parameters used for control of starting apparatus said parameters being related to the starter motor
    • F02N2200/041—Starter speed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N2250/00—Problems related to engine starting or engine's starting apparatus
    • F02N2250/02—Battery voltage drop at start, e.g. drops causing ECU reset
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N2300/00—Control related aspects of engine starting
    • F02N2300/10—Control related aspects of engine starting characterised by the control output, i.e. means or parameters used as a control output or target
    • F02N2300/106—Control of starter current
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N2300/00—Control related aspects of engine starting
    • F02N2300/10—Control related aspects of engine starting characterised by the control output, i.e. means or parameters used as a control output or target
    • F02N2300/108—Duty cycle control or pulse width modulation [PWM]

Definitions

  • the present invention relates to an engine starting device and a starting method for starting an engine using a DC motor, and more particularly to an engine starting device and a starting method suitable for restarting an engine with an idle stop system.
  • an idle stop system that temporarily stops the engine when a predetermined condition is satisfied during operation for the purpose of saving energy resources and protecting the environment.
  • This idle stop system automatically stops the engine when the driver stops the vehicle, for example, when waiting for a signal, and then the driver needs to be restarted or the engine needs to be operated.
  • the engine is automatically restarted when When restarting the engine, a so-called pinion extrusion type starter motor is used, and at the start, the pinion is pushed out and meshed with a ring gear directly connected to the engine shaft, and the engine is started by cranking by the starter motor. .
  • Patent Document 1 and Patent Document 2 since the battery current is controlled so as to decrease with time, the output torque of the starter motor decreases, engine cranking cannot be performed sufficiently, and engine restart is not possible. It may take a long time to start.
  • An object of the present invention is to provide an engine starter and a start method that can restart an engine as quickly as possible within an allowable range of a battery voltage drop.
  • the present invention provides an engine starter for transmitting the rotational force of a direct current motor to the engine to start the engine, and a rotational speed detecting means for detecting the rotational speed of the direct current motor. And a control means for PWM-controlling energization to the DC motor, the control means preliminarily receiving a current flowing through the DC motor based on the rotational speed of the DC motor detected by the rotational speed detection means.
  • the energization ratio of the PWM control is continuously changed so that the set constant value is obtained, so that the battery current is allowed to be a substantially constant set current value from the start of motor energization to the completion of engine start. The value is kept within a range and a constant value close to the allowable value. With this configuration, the engine can be restarted as quickly as possible within the allowable range of the battery voltage drop.
  • control means energizes using the fact that the current flowing to the DC motor can be approximated to be proportional to the square of the energization ratio when the energization to the DC motor is PWM controlled. The ratio is determined.
  • the rotational speed detection means of the direct current motor detects the rotational speed of the direct current motor indirectly using the rotational speed of the engine.
  • the control means is configured such that the rotational speed of the DC motor detected by indirectly using the rotational speed of the engine deviates from the actual rotational speed of the DC motor.
  • the control means is configured to determine that the rotational speed of the DC motor detected by the determination means indirectly using the rotational speed of the engine is the actual rotational speed of the DC motor.
  • the actual rotational speed of the DC motor is estimated and used for calculation for determining the energization ratio of the PWM control.
  • the control means based on a current flowing in an electric device that uses the battery as a power source other than the DC motor, totals a current flowing in a battery serving as a power source of the vehicle.
  • the current supplied to the DC motor is changed so as to have a predetermined value, and the energization ratio of the PWM control is determined.
  • the present invention relates to an engine starting method for starting the engine by transmitting the rotational force of the DC motor to the engine, the rotation of the DC motor detected by the rotational speed detecting means. Based on the number, the energization ratio of the PWM control is continuously changed so that the current flowing through the DC motor becomes a predetermined constant value.
  • the inter-cell battery current is set to a substantially constant current value, and the battery voltage is also kept within a permissible range and to a constant value close to the permissible value. With this method, the engine can be restarted as quickly as possible within the allowable range of the battery voltage drop.
  • the engine can be restarted as quickly as possible within the allowable range of the battery voltage drop.
  • FIG. 1 is a configuration diagram of an engine starter according to an embodiment of the present invention.
  • the starter 101 is roughly composed of a magnet switch 102, a pinion gear 103, and a motor 105.
  • the motor 105 is a so-called DC motor, and a rotational driving force is generated by applying a DC voltage.
  • the pinion gear 103 moves on the motor rotation shaft when the magnet switch 102 pulls the lever when necessary, and meshes with the ring gear 104 directly connected to the engine shaft. If the pinion gear 103 and the ring gear 104 are engaged, the motor 105 is rotated by energizing the motor 105, and the rotational force of the motor 105 is transmitted to the ring gear 104 through the pinion gear 108 to rotate the engine.
  • the control device 109 controls the idle stop based on various information such as the brake pedal state and the vehicle speed in addition to the normal fuel injection, ignition and air control (electronic control throttle).
  • the motor rotation detection sensor 110 detects the rotation of the motor. Information on the detected motor rotation speed is input to the control device 109. Instead of directly detecting the rotation of the motor with a sensor, the engine rotation detection sensor 110A may be used to indirectly detect the rotation speed of the motor using the engine rotation.
  • the magnet switch 105 is controlled by the control device 109 via the switch 106.
  • a mechanical relay switch can be used as the switch 106.
  • the energization of the motor 105 is also controlled by the control device 109 via the switching element 107.
  • the switching element 107 for example, a switching element using a semiconductor such as a MOSFET can be used.
  • FIG. 2 is an explanatory diagram of energization signals for PWM control used in the engine starter according to one embodiment of the present invention.
  • the control device 109 outputs the PWM signal shown in FIG. 2 as an energization signal.
  • T shown in FIG. 2 is the length of one cycle of PWM control.
  • T is 0.1 ms.
  • the frequency of PWM control is determined so as to be sufficiently faster than the electric time constant of the motor.
  • TON shown in FIG. 2 is a section in which power is supplied to the motor in one cycle.
  • the energization ratio D is defined as the ratio of the energized section in one cycle as in the following equation (1).
  • D energization ratio in PWM control
  • TON section [s] where the motor is energized in one period
  • T period length [s].
  • the energization ratio D is a variable that can be changed between 0.0 and 1.0.
  • the control device 109 controls the energization amount to the motor by changing the energization ratio D.
  • FIG. 3 is an explanatory diagram of a method for determining the energization ratio D in the engine starter according to the embodiment of the present invention.
  • Fig. 3 shows a simple circuit diagram of the battery and starter.
  • the battery 301 has an internal resistance Rb, and assuming that the initial voltage of the battery is V0, the output voltage Vb of the battery is determined by the following equation (2).
  • Vb battery output voltage [V]
  • V0 initial voltage of the battery (voltage when no current flows) [V]
  • Ib current flowing through the battery [A]
  • Rb internal resistance of the battery [ ⁇ ].
  • the battery voltage is determined by the battery current, and if the current can be controlled to a predetermined value, the battery voltage can also be controlled to the predetermined value.
  • the battery voltage Vb can be expressed by the following expression (3) when wiring, motor internal resistance, switching element resistance, and the like are collectively set as the motor resistance Rm.
  • Vb battery output voltage [V]
  • Ib current flowing through the battery [A]
  • Rm motor resistance (including wiring resistance, internal resistance, switching element resistance) [ ⁇ ]
  • Ve motor rotation Are the counter electromotive voltage [V]
  • ke motor counter electromotive voltage coefficient [V / rpm]
  • Nm motor rotation speed [rpm].
  • the current Ib flowing through the battery in the PWM control is proportional to the square of the energization ratio D.
  • the current Im flowing through the motor is proportional to the square of the energization ratio D when the energization to the DC motor is PWM controlled. Then it can be approximated.
  • This relationship was theoretically determined through experimental observations by the inventors.
  • the equation (5) is an approximation that is established only in a range in which one cycle of PWM can be regarded as being sufficiently fast with respect to the electric time constant of the motor. Indicates that it is determined by a variable. To reversely use this relationship and determine the energization ratio D so that the predetermined battery current Ib is obtained, the equation (5) is transformed into the following equation (6).
  • the battery current Ib is set to a predetermined value, and the energization ratio D is continuously determined based on the motor rotation speed Nm.
  • the energization ratio D calculated by the equation (6) exceeds 1.0, the energization ratio is set to 1.0.
  • an allowable battery current is determined in advance using Equation (2) based on the allowable value of the battery voltage drop.
  • the allowable minimum voltage of the battery is set to 10.5V, for example.
  • a variable other than the motor rotational speed Nm in equation (6) including the battery current value is measured in advance and stored in the control device 109 in advance.
  • FIG. 4 is a flowchart showing the contents of the engine starting method in the engine starting device according to the embodiment of the present invention.
  • step 401 the control device 109 shown in FIG. 1 connects the starter and the engine.
  • the pinion 103 in FIG. 1 is pushed out and meshed with the ring gear 104 directly connected to the engine. If the starter and the engine are in the connected state during the idle stop, and the starter and the engine are already in the connected state when the restart request is generated, step 401 is not necessary.
  • step 402 the control device 109 calculates the energization ratio D of the PWM control by the equation (6) using the variable stored in advance and the rotation speed Nm of the motor, and the waveform of the PWM control. Is output. Current starts to flow to the motor by PWM control, and the torque of the motor is transmitted to the engine to start rotation.
  • the control device 109 continues the calculation in step 402 until the engine start completion condition shown in step 403 is satisfied.
  • the engine start completion condition in step 403 can be determined to be that the engine start has been completed, for example, when the engine rotation has reached a predetermined rotation speed or higher.
  • the control device 109 detects the motor speed at a constant interval (for example, 2 ms), calculates the energization ratio D, and updates the output.
  • the battery current is substantially constant from the start of motor energization to the completion of engine start, and thus the set current value. Therefore, the battery voltage is also substantially constant, and the value is within the allowable range and close to the allowable value.
  • the motor rotational speed can be indirectly obtained from the engine rotational speed.
  • step 401 in FIG. 4 that is, if the starter and the engine are in a connected state, the rotational speed of the motor can be indirectly calculated from the rotational speed of the engine.
  • an engine rotation detection sensor 110A that detects the engine speed is provided.
  • Many automobiles are equipped with an engine rotation detection sensor 110A. Therefore, the motor rotation detection sensor 110 is newly installed by calculating the rotation speed of the starter motor indirectly from the detected engine rotation speed. This is no longer necessary, leading to cost reduction.
  • the following equation (7) can be used.
  • Nm motor rotation speed [rpm]
  • Ne engine rotation speed [rpm]
  • g rotation speed conversion coefficient.
  • the rotational speed conversion coefficient g in Equation (7) can be obtained from the gear ratio between the engine and the motor. Specifically, when connected by a pinion and ring gear, in addition to the gear ratio determined by the number of teeth of the pinion and ring gear, when a reduction mechanism is provided between the motor and the pinion inside the starter, it depends on the reduction ratio of the reduction mechanism.
  • the rotation speed conversion coefficient g can be obtained.
  • the rotational speed conversion coefficient is stored in the control device 109 in advance, and is converted into the motor rotational speed Nm in the control device 109 based on the detected engine rotational speed Ne.
  • FIG. 5 is a flowchart showing the contents of the method for estimating the rotational speed of the motor in the engine starting device according to the embodiment of the present invention.
  • the energization ratio D is calculated using Nm_out, where Nm_out is the estimated rotation speed with respect to the detected rotation speed Nm of the motor. This is repeated for each control cycle, and the calculation result before one control cycle is stored in the control device as Nm_outt-1. Further, ⁇ N is set in advance as the upper limit of the increase in the motor rotation speed for each control cycle.
  • step 501 the control device 109 in FIG. 1 adds the upper limit value ⁇ N to the estimated motor rotation speed Nm_out ⁇ 1 to obtain a new estimated motor rotation speed Nm ′.
  • the newly estimated motor rotational speed Nm ′ is considered to be the maximum value that can increase within one control period with respect to the motor rotational speed Nm_outt ⁇ 1 one period before.
  • control device 109 compares the detected motor rotation speeds Nm and Nm ′ to determine whether or not a deviation from the actual motor rotation speed has occurred.
  • step 502 If it is determined in step 502 that the determination unit 109A of FIG. 1 does not satisfy Nm ⁇ Nm ′, it is determined that there is no difference between the detected value and the actual motor speed, and in step 504, the control device 109 Is used to calculate the energization ratio D by substituting the detected rotational speed Nm as it is for Nm_out.
  • Step 502 if Nm ⁇ Nm ′, it is determined that there is a difference between the detected value and the actual motor speed. In this case, in step 503, the control device 109 substitutes Nm ′ for Nm_out and uses it for calculation of the energization ratio D.
  • the energization ratio D can be calculated correctly even if a deviation from the actual motor rotational speed occurs.
  • FIG. 6 is a waveform diagram showing an example of a control state in the engine starting device according to the embodiment of the present invention.
  • FIG. 6 shows the engine speed, the energization ratio D output from the control device 109, and the changes in the battery voltage and battery current at the time when the engine starting device of the present embodiment is implemented.
  • the energization ratio is calculated using only the engine speed. Since the motor rotational speed is detected indirectly from the engine rotational speed, a section where the estimated motor rotational speed is different from the actual speed and the motor rotational speed is estimated is indicated by a dotted line 603.
  • the estimated motor rotational speed 603 indicates a value obtained by converting the rotational speed of the motor into the rotational speed on the engine shaft with the gear ratio of the motor and the engine.
  • the battery current 605 at the time of energization it is almost flat from the start of energization and is kept constant, and is almost in accordance with the set battery current. It can be seen that the battery voltage 604 at the time of energization was also leveled off and the engine was restarted without falling below the allowable minimum voltage.
  • FIG. 7 is an explanatory diagram of another method for determining the energization ratio D in the engine starting device according to the embodiment of the present invention.
  • FIG. 7 shows a simple circuit diagram in the case where there are electrical devices other than the starter. Assuming that the current flowing through the battery 301 is Ib, the current flowing through the motor of the starter 302 is Im, and the current flowing through the electric device 303 other than the motor is Ie, the relationship shown in the following equation (8) is established.
  • Ib current flowing through the battery
  • Im current flowing through the motor
  • Ie total current flowing through the electrical equipment other than the motor.
  • the current Ib flowing through the battery is the sum of the current Im flowing through the motor and the current Ie flowing through the electric device other than the motor. Therefore, from the allowable battery current, the current Ie of the electric device other than the motor.
  • the battery current is kept constant and allowed to be maintained as a total value.
  • the current Ie flowing through the electrical equipment other than the motor is configured to be recognized directly or indirectly.
  • the current Ie flowing through an electrical device other than a motor is directly measured by a current sensor, or the current normally used by each electrical device other than a motor is individually stored in advance in the control device and used by the electrical device. In the case where the stored current flows, the current flowing indirectly through the electric device other than the motor may be calculated.
  • the following equation (9) for calculating the energization ratio D to the motor is used.
  • the current Im flowing through the motor is determined using the equation (8), and the energization ratio D to the motor is calculated using the equation (9).
  • the engine can be kept constant, and the engine can be restarted as quickly as possible while keeping the voltage drop of the battery within an allowable range.
  • the battery voltage can be kept substantially constant by determining the energization ratio based on the motor speed and keeping the motor current at an almost constant arbitrary value. By doing so, the battery voltage does not fall below the allowable value when the engine is restarted, and the engine is restarted as quickly as possible.
  • the battery voltage drops even if a large current flows in equipment other than the motor. It can be suppressed within an allowable range.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Control Of Direct Current Motors (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

L'invention concerne un dispositif de démarrage de moteur et un procédé de démarrage permettant de redémarrer un moteur aussi rapidement que possible dans les limites de la plage admissible des diminutions de la tension de batterie. Un capteur de détection de rotation (110) détecte la vitesse de rotation d'un moteur à courant continu (105). Un moyen de commande (109) effectue une commande par modulation de largeur d'impulsion de l'électrification du moteur à courant continu. Le moyen de commande (109) change continuellement le rapport d'électrification (D) de la commande par modulation de largeur d'impulsion en fonction de la vitesse de rotation du moteur à courant continu détectée par le capteur de détection de rotation (110) de sorte que la circulation de l'électricité jusqu'au moteur à courant continu conserve une valeur constante prédéterminée. Par conséquent, la circulation électrique de la batterie lors de l'intervalle depuis le démarrage de l'électrification du moteur jusqu'à la fin du démarrage de moteur est maintenue à une valeur constante, ladite valeur étant une valeur de circulation électrique presque constante, se trouvant dans les limites de la plage admissible de tension de batterie et étant proche de la valeur admissible.
PCT/JP2012/078560 2011-11-29 2012-11-05 Dispositif de démarrage de moteur et procédé de démarrage de moteur Ceased WO2013080746A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN201280057686.7A CN103946537B (zh) 2011-11-29 2012-11-05 发动机起动装置和起动方法

Applications Claiming Priority (2)

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JP2011-260943 2011-11-29
JP2011260943A JP5761717B2 (ja) 2011-11-29 2011-11-29 エンジン始動装置および始動方法

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Cited By (3)

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Publication number Priority date Publication date Assignee Title
JP2014034916A (ja) * 2012-08-08 2014-02-24 Hitachi Automotive Systems Ltd エンジン始動装置
WO2014196242A1 (fr) * 2013-06-07 2014-12-11 日産自動車株式会社 Dispositif de commande de véhicule hybride
WO2014199772A1 (fr) * 2013-06-14 2014-12-18 日立オートモティブシステムズ株式会社 Dispositif de démarrage de moteur et procédé de commande de démarrage de moteur

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JP6645046B2 (ja) * 2015-07-03 2020-02-12 いすゞ自動車株式会社 スタータモータ交換判定装置

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JP2004312950A (ja) * 2003-04-10 2004-11-04 Nippon Soken Inc エンジン始動装置
JP2004308645A (ja) * 2003-03-25 2004-11-04 Denso Corp エンジン始動装置
JP2005020795A (ja) * 2003-06-23 2005-01-20 Toyota Motor Corp 内燃機関の始動制御装置および始動制御方法
JP2010106825A (ja) * 2008-10-04 2010-05-13 Denso Corp エンジン自動停止始動制御装置

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DE102004007393A1 (de) * 2003-02-28 2004-09-09 Denso Corp., Kariya Maschinenanlasser mit einem Anlassermotor
JP4545103B2 (ja) * 2006-02-24 2010-09-15 三菱重工業株式会社 単気筒シリンダから構成されたエンジンの起動装置

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JP2004308645A (ja) * 2003-03-25 2004-11-04 Denso Corp エンジン始動装置
JP2004312950A (ja) * 2003-04-10 2004-11-04 Nippon Soken Inc エンジン始動装置
JP2005020795A (ja) * 2003-06-23 2005-01-20 Toyota Motor Corp 内燃機関の始動制御装置および始動制御方法
JP2010106825A (ja) * 2008-10-04 2010-05-13 Denso Corp エンジン自動停止始動制御装置

Cited By (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2014034916A (ja) * 2012-08-08 2014-02-24 Hitachi Automotive Systems Ltd エンジン始動装置
WO2014196242A1 (fr) * 2013-06-07 2014-12-11 日産自動車株式会社 Dispositif de commande de véhicule hybride
CN105283335A (zh) * 2013-06-07 2016-01-27 日产自动车株式会社 混合动力车辆的控制装置
JPWO2014196242A1 (ja) * 2013-06-07 2017-02-23 日産自動車株式会社 ハイブリッド車両の制御装置
WO2014199772A1 (fr) * 2013-06-14 2014-12-18 日立オートモティブシステムズ株式会社 Dispositif de démarrage de moteur et procédé de commande de démarrage de moteur
JP2015001187A (ja) * 2013-06-14 2015-01-05 日立オートモティブシステムズ株式会社 エンジン始動装置およびエンジン始動制御方法
US9765745B2 (en) 2013-06-14 2017-09-19 Hitachi Automotive Systems, Ltd. Engine start-up device, and engine-start-up control method
EP3009667A4 (fr) * 2013-06-14 2017-09-20 Hitachi Automotive Systems, Ltd. Dispositif de démarrage de moteur et procédé de commande de démarrage de moteur

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CN103946537A (zh) 2014-07-23
JP2013113228A (ja) 2013-06-10
CN103946537B (zh) 2017-03-08
JP5761717B2 (ja) 2015-08-12

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