JP2005207367A - Hybrid automobile - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To effectively ventilate blow-by gas accumulated in a crank case of an engine at appropriate timing. <P>SOLUTION: In an automobile having a first motor connected to a sun gear of a planetary gear mechanism, an engine connected to a carrier, a drive shaft and a second motor connected to a ring gear, blow-by gas variation quantity α per unit time is estimated based on engine rotation speed Ne and intake air quantity Qair, execution of ventilation is started at timing when accumulated blow-by gas content C which is accumulation of blow-by gas variation quantity Qair becomes a threshold C1ref or greater (S200-S250). Ventilation is executed at an operation point on high rotation speed low torque side of the most efficient operation point of engine operation points (rotation speed, torque) where engine target power for outputting demand power to the drive shaft can be output. Consequently, ventilation can be effectively executed at appropriate timing while coping with demand power. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

  The present invention relates to a hybrid vehicle, and more particularly, to a hybrid vehicle that includes an internal combustion engine and an electric motor and that can travel by power from the electric motor using at least a part of energy from the internal combustion engine.

Conventionally, this type of automobile has been proposed with a system that ventilates the crankcase by reducing unburned gas (blow-by gas) that escapes from the gap between the piston and cylinder of the engine into the crankcase to the intake system. (For example, refer to Patent Document 1). In this system, the blow-by gas in the crankcase is sucked into the intake system by using the negative pressure of the intake system of the engine and recombusted, and air is introduced into the crankcase to ventilate the crankcase.
JP-A-7-63036 (FIG. 1)

  However, in such a system, a normal vehicle equipped with only an engine can function sufficiently, but a hybrid vehicle including an engine and a motor may not function sufficiently. This is because, in a hybrid vehicle, the engine can be operated by driving only the motor while the engine is stopped in a low load operation region where the engine efficiency is low. Therefore, the engine is always operated in a high load region where the efficiency is high. This is based on the fact that the negative pressure of the intake system does not rise sufficiently.

  One object of the hybrid vehicle of the present invention is to solve these problems and to sufficiently ventilate the internal combustion engine mounted in the hybrid vehicle. Another object of the hybrid vehicle of the present invention is to execute internal ventilation of the internal combustion engine mounted on the hybrid vehicle by controlling the internal combustion engine and the electric motor without changing the ventilation system. Another object of the hybrid vehicle of the present invention is to ventilate the internal combustion engine at a more appropriate timing.

  The hybrid vehicle of the present invention employs the following means in order to achieve at least a part of the above object.

The first hybrid vehicle of the present invention is
A hybrid vehicle comprising an internal combustion engine and an electric motor, and capable of traveling by power from the electric motor using at least a part of energy from the internal combustion engine,
Ventilation means for ventilating the interior of the internal combustion engine using the negative pressure of the intake system of the internal combustion engine;
Blowby gas content detection estimation means for detecting or estimating the content of blowby gas contained in the internal combustion engine;
Ventilation necessity determination means for determining necessity of ventilation inside the internal combustion engine based on the detected or estimated blowby gas content;
When the ventilation necessity determination means determines that ventilation inside the internal combustion engine is unnecessary, normal operation control is performed to control the internal combustion engine and the electric motor so that the required power required for the automobile is output, Ventilation for controlling the internal combustion engine and the electric motor so that the required power is output and the ventilation by the ventilation means is promoted when the ventilation necessity determination means determines that the internal ventilation of the internal combustion engine is necessary. Control means for performing hourly operation control;
It is a summary to provide.

  In the first hybrid vehicle of the present invention, the content of blow-by gas contained in the internal combustion engine is detected or estimated, and the necessity of ventilation inside the internal combustion engine is determined based on the detected or estimated blow-by gas content. When the internal ventilation of the internal combustion engine is determined to be unnecessary, normal operation control is performed to control the internal combustion engine and the electric motor so that the required power required by the automobile is output. When it is determined that the engine is required, the engine is controlled during ventilation to control the internal combustion engine and the electric motor so that the required power is output and ventilation of the internal combustion engine is promoted. Therefore, the internal ventilation of the internal combustion engine can be performed at a more appropriate timing. Of course, it is possible to cope with the required power.

  In the first hybrid vehicle of the present invention, the blow-by gas content detection estimation means may be a means for estimating the blow-by gas content based on the operating state of the internal combustion engine. In this way, it is not necessary to use a sensor that directly detects the content of blowby gas. In the first hybrid vehicle of the present invention according to this aspect, the blow-by gas content detection estimation means is configured to determine the blow-by gas content based on at least one of a rotational speed, a suction load, and an operation time as an operation state of the internal combustion engine. It may be a means for estimating the content. Furthermore, in the first hybrid vehicle of the present invention of this aspect, the blow-by gas content detection estimating means estimates the amount of change in blow-by gas per unit time based on the rotational speed and load of the internal combustion engine, It can also be a means for estimating the content of the blow-by gas with the integrated value of the estimated amount of change. If it carries out like this, content of blowby gas can be estimated more correctly.

  In the first hybrid vehicle of the present invention, the blow-by gas content detection estimation unit may be a NOx detection unit that is attached to the internal combustion engine and detects the amount of NOx contained in the blow-by gas. it can. In this way, the blowby gas content can be detected more accurately.

  Further, in the first hybrid vehicle of the present invention, the ventilation necessity determination means needs to ventilate the internal combustion engine when the detected or estimated blowby gas content exceeds a first predetermined amount. It can also be a means for determining. In the first hybrid vehicle of the present invention according to this aspect, the control means controls the ventilation operation until the detected or estimated blowby gas content becomes a second predetermined amount smaller than the first predetermined amount. The control means may be a means for performing the ventilation operation control over a predetermined time. If it carries out like this, ventilation inside an internal combustion engine can fully be performed.

  Alternatively, in the first hybrid vehicle of the present invention, when a predetermined condition is imposed on the internal combustion engine, the first operating line as a relationship between the power of the internal combustion engine and the operating point consisting of the rotational speed and the torque, and the An operation line storage unit that stores a plurality of operation lines including a second operation line that outputs torque lower than the first operation line is provided, and the control unit outputs from the internal combustion engine based on the required power A target power to be set is set, and when the ventilation necessity determination means determines that ventilation inside the internal combustion engine is unnecessary, the set target power and the first operation line stored in the operation line storage means And setting the operating point of the internal combustion engine on the basis of the above and operating the internal combustion engine at the set operating point and outputting the required power and the electric motor And when the ventilation necessity determination means determines that the internal ventilation of the internal combustion engine is necessary, based on the set target power and the second operation line stored in the operation line storage means The operating point of the internal combustion engine is set, and the internal combustion engine is operated at the set operating point and the required power is output and the internal combustion engine and the electric motor are controlled. You can also. In this way, by selecting the operation line, the internal combustion engine can be operated under a predetermined condition or can be operated under a condition that promotes ventilation inside the internal combustion engine.

The second hybrid vehicle of the present invention is
A hybrid vehicle comprising an internal combustion engine and an electric motor, and capable of traveling by power from the electric motor using at least a part of energy from the internal combustion engine,
Ventilation means for ventilating the interior of the internal combustion engine using the negative pressure of the intake system of the internal combustion engine;
A first operating line as a relationship between the power of the internal combustion engine and an operating point consisting of the rotational speed and torque when a predetermined condition is imposed on the internal combustion engine, and lower torque than the first operating line are output. Action line storage means for storing a plurality of action lines including a second action line;
The target power to be output from the internal combustion engine is set based on the required power required for the automobile, and when the predetermined ventilation condition is not satisfied, the set target power and the operation line storage means store the first power. The operation point of the internal combustion engine is set based on the operation line of 1, and the internal combustion engine and the electric motor are controlled so that the internal combustion engine is operated at the set operation point and the required power is output. The operating point of the internal combustion engine is set by setting the operating point of the internal combustion engine based on the set target power and the second operating line stored in the operating line storage means when the predetermined ventilation condition is established. And a control means for controlling the internal combustion engine and the electric motor so that the required power is output while the internal combustion engine is operated.

  In the second hybrid vehicle of the present invention, the first operation line and the first operation are related to the relationship between the power of the internal combustion engine and the operating point consisting of the rotational speed and torque when a predetermined condition is imposed on the internal combustion engine. A plurality of operation lines including a second operation line that outputs torque lower than the line, a target power to be output from the internal combustion engine based on a required power required for the automobile, When the ventilation condition is not satisfied, the operating point of the internal combustion engine is set based on the target power and the first operating line, and the internal combustion engine is operated at this operating point and the required power is output. When the predetermined ventilation condition is established, the operating point of the internal combustion engine is set based on the target power and the second operation line, and the internal combustion engine is operated at this operating point. Controlling an internal combustion engine and an electric motor to Rutotomoni required power is output. Therefore, by selecting the operation line, the internal combustion engine can be operated under a predetermined condition or can be operated under a condition that promotes ventilation inside the internal combustion engine.

  In the first or second hybrid vehicle of the present invention having the operation line storage means, the predetermined condition may be a condition that the fuel consumption of the internal combustion engine is good. In this way, the internal combustion engine can be operated efficiently.

  In the first or second hybrid vehicle of the present invention, at least part of the power from the internal combustion engine is connected to the output shaft of the internal combustion engine and a drive shaft connected to the drive wheels, and input and output of electric power and power. Power transmission means for transmitting the power to the drive shaft, wherein the electric motor is an electric motor capable of inputting and outputting power to the drive shaft, and the control means controls the internal combustion engine, the electric motor, and the power transmission means. It can also be a means to do. In this aspect of the hybrid vehicle of the present invention, the power transmission means is connected to three axes of the output shaft of the internal combustion engine, the drive shaft, and the rotation shaft, and is input / output to any two of the three shafts. Means comprising: a three-axis power input / output means for determining the power input / output to / from the remaining one shaft when the power to be generated is determined; and a motor for a rotary shaft capable of generating electricity connected to the rotary shaft The power transmission means may include a first rotor connected to the output shaft of the internal combustion engine and a second rotor connected to the drive shaft. A counter-rotor motor capable of transmitting at least part of the power from the internal combustion engine to the drive shaft with input and output of electric power and power by the action can be provided.

  Next, the best mode for carrying out the present invention will be described using examples.

  FIG. 1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 as an embodiment of the present invention, and FIG. 2 is a configuration diagram showing an overview of the configuration of an engine 22 mounted on the hybrid vehicle 20. As shown in the figure, the hybrid vehicle 20 of the embodiment includes an engine 22, a three-shaft power distribution / integration mechanism 30 connected to a crankshaft 26 as an output shaft of the engine 22 via a damper 28, and power distribution / integration. A motor MG1 capable of generating electricity connected to the mechanism 30, a reduction gear 35 attached to a ring gear shaft 32a as a drive shaft connected to the power distribution and integration mechanism 30, a motor MG2 connected to the reduction gear 35, a vehicle And a hybrid electronic control unit 70 for overall control.

  The engine 22 is configured as an internal combustion engine that outputs power using a hydrocarbon-based fuel such as gasoline or light oil. As shown in FIG. 2, the air purified by an air cleaner 122 is supplied to an intake pipe via a throttle valve 124. The air sucked into 126 and the gasoline sucked from the injector 128 are mixed, and the mixture is sucked into the combustion chamber through the intake valve 130 and explosively burned by an electric spark from the spark plug. The reciprocating motion of the piston 132 that is pushed down by this is converted into the rotational motion of the crankshaft 26. The engine 22 includes a blow-by gas reduction system 90 that causes blow-by gas (HC, CO, NOx, CO 2, H 2 O, etc.) that escapes into the crankcase 136 from the gap between the piston 132 and the cylinder 134 to return to the intake pipe 126 for processing. ing. The blow-by gas reduction system 90 includes a communication passage 92 that connects the space in the crankcase 136 and the space in the cylinder head cover 138, and an air passage 94 that introduces air into the cylinder head cover 138 mainly from the upstream side of the throttle valve 124. A blow-by gas passage 96 for leading the blow-by gas in the cylinder head cover 138 to the downstream side (intake pipe 126) of the throttle valve 124 mainly through the flow rate adjusting valve 98. The blow-by gas in the crankcase 136 is reduced to the intake pipe 126 through the communication passage 92 and the blow-by gas passage 96 by adjusting the opening of the flow rate adjusting valve 98 according to the pressure. In particular, during low load operation of the engine 22 where the downstream side of the throttle valve 124 (intake pipe 126) is at a high negative pressure, air (fresh air) is introduced into the crankcase 136 via the air passage 94 due to the negative pressure. The crankcase 136 can be ventilated (purified). Thereby, inconvenience (for example, corrosion in the engine 22 and deterioration of the engine oil) due to accumulation of blow-by gas in the crankcase 136 can be avoided.

  The engine 22 is controlled by an engine electronic control unit (hereinafter referred to as engine ECU) 24 (for example, fuel injection control, ignition control, intake air amount adjustment control, blow-by gas ventilation control, etc.). The engine ECU 24 receives signals necessary for controlling the operation of the engine 22, for example, the crank position and the rotational speed Ne from the crank position sensor 140 (see FIG. 1) for detecting the rotational position and the rotational speed of the crankshaft 26, A cooling water temperature from a water temperature sensor (not shown) that detects the temperature of the cooling water of the engine 22, an intake valve 130 that performs intake and exhaust to the combustion chamber, and a rotational position of a camshaft that opens and closes the exhaust valve are detected A cam position, a throttle position from a throttle valve position sensor (not shown) that detects the position of the throttle valve 124, an intake air amount Qair from a vacuum sensor 148 (see FIG. 1) that detects an intake air amount as a load of the engine 22, a crank Case 13 Such as NOx content of the NOx sensor 142 for detecting the amount of NOx of the inner (see FIG. 1) is input via the input port. Further, the engine ECU 24 provides various control signals for operating the engine 22, for example, a drive signal to the injector, a drive signal to the throttle motor that adjusts the position of the throttle valve 124, a control signal to the ignition coil, A drive signal to the flow rate adjusting valve 98 is output via the output port. Further, the engine ECU 24 communicates with the hybrid electronic control unit 70, controls the operation of the engine 22 by a control signal from the hybrid electronic control unit 70, and transmits data on the operation state of the engine 22 as necessary for the hybrid. Output to the electronic control unit 70.

  The power distribution and integration mechanism 30 includes an external gear sun gear 31, an internal gear ring gear 32 arranged concentrically with the sun gear 31, a plurality of pinion gears 33 that mesh with the sun gear 31 and mesh with the ring gear 32, A planetary gear mechanism is provided that includes a carrier 34 that holds a plurality of pinion gears 33 so as to rotate and revolve, and that performs differential action using the sun gear 31, the ring gear 32, and the carrier 34 as rotational elements. In the power distribution and integration mechanism 30, the crankshaft 26 of the engine 22 is connected to the carrier 34, the motor MG1 is connected to the sun gear 31, and the reduction gear 35 is connected to the ring gear 32 via the ring gear shaft 32a. When functioning as a generator, power from the engine 22 input from the carrier 34 is distributed according to the gear ratio between the sun gear 31 side and the ring gear 32 side, and when the motor MG1 functions as an electric motor, the engine input from the carrier 34 The power from 22 and the power from the motor MG1 input from the sun gear 31 are integrated and output to the ring gear 32 side. The power output to the ring gear 32 is output from the ring gear shaft 32a to the drive wheels 63a and 63b via the gear mechanism 60 and the differential gear 62.

  The motor MG1 and the motor MG2 are both configured as well-known synchronous generator motors that can be driven as generators and can be driven as motors, and exchange power with the battery 50 via inverters 41 and 42. The power line 54 connecting the inverters 41 and 42 and the battery 50 is configured as a positive and negative bus shared by the inverters 41 and 42, and the electric power generated by one of the motors MG 1 and MG 2 is supplied to another motor. It can be consumed at. Therefore, battery 50 is charged / discharged by electric power generated from one of motors MG1 and MG2 or insufficient electric power. If the balance of electric power is balanced by the motors MG1 and MG2, the battery 50 is not charged / discharged. The motors MG1 and MG2 are both driven and controlled by a motor electronic control unit (hereinafter referred to as a motor ECU) 40. The motor ECU 40 detects signals necessary for driving and controlling the motors MG1 and MG2, such as signals from rotational position detection sensors 43 and 44 that detect the rotational positions of the rotors of the motors MG1 and MG2, and current sensors (not shown). The phase current applied to the motors MG1 and MG2 to be applied is input, and a switching control signal to the inverters 41 and 42 is output from the motor ECU 40. The motor ECU 40 calculates the rotational speeds Nm1 and Nm2 of the rotors of the motors MG1 and MG2 by a rotational speed calculation routine (not shown) based on signals input from the rotational position detection sensors 43 and 44. The motor ECU 40 is in communication with the hybrid electronic control unit 70, controls the driving of the motors MG1 and MG2 by a control signal from the hybrid electronic control unit 70, and, if necessary, data on the operating state of the motors MG1 and MG2. Output to the hybrid electronic control unit 70.

  The battery 50 is managed by a battery electronic control unit (hereinafter referred to as a battery ECU) 52. The battery ECU 52 receives signals necessary for managing the battery 50, such as a voltage between terminals from a voltage sensor (not shown) installed between the terminals of the battery 50 and a power line 54 connected to the output terminal of the battery 50. The charging / discharging current from the attached current sensor (not shown), the battery temperature from the temperature sensor (not shown) attached to the battery 50, and the like are input. Output to the control unit 70. The battery ECU 52 also calculates the remaining capacity (SOC) based on the integrated value of the charge / discharge current detected by the current sensor in order to manage the battery 50.

  The hybrid electronic control unit 70 is configured as a microprocessor centered on the CPU 72, and in addition to the CPU 72, a ROM 74 for storing processing programs, a RAM 76 for temporarily storing data, an input / output port and communication not shown. And a port. The hybrid electronic control unit 70 detects an ignition signal from the ignition switch 80, a shift position from the shift position sensor 82 that detects the operation position of the shift lever 81, and an accelerator opening Acc corresponding to the depression amount of the accelerator pedal 83. The accelerator opening position Acc from the accelerator pedal position sensor 84, the brake pedal position BP from the brake pedal position sensor 86 for detecting the depression amount of the brake pedal 85, the vehicle speed V from the vehicle speed sensor 88, etc. are input via the input port. ing. As described above, the hybrid electronic control unit 70 is connected to the engine ECU 24, the motor ECU 40, and the battery ECU 52 via communication ports, and exchanges various control signals and data with the engine ECU 24, the motor ECU 40, and the battery ECU 52. Is doing.

  The hybrid vehicle 20 of the embodiment thus configured calculates the required torque to be output to the ring gear shaft 32a as the drive shaft based on the accelerator opening Acc and the vehicle speed V corresponding to the depression amount of the accelerator pedal 83 by the driver. Then, the operation of the engine 22, the motor MG1, and the motor MG2 is controlled so that the required power corresponding to the required torque is output to the ring gear shaft 32a. As operation control of the engine 22, the motor MG1, and the motor MG2, the operation of the engine 22 is controlled so that power corresponding to the required power is output from the engine 22, and all of the power output from the engine 22 is the power distribution and integration mechanism 30. Torque conversion operation mode for driving and controlling the motor MG1 and the motor MG2 so that the torque is converted by the motor MG1 and the motor MG2 and output to the ring gear shaft 32a, and the required power and the power required for charging and discharging the battery 50. The engine 22 is operated and controlled so that suitable power is output from the engine 22, and all or part of the power output from the engine 22 with charging / discharging of the battery 50 is the power distribution and integration mechanism 30, the motor MG1, and the motor. The required power is converted to the ring gear shaft 32 with torque conversion by MG2. Charge / discharge operation mode in which the motor MG1 and the motor MG2 are driven and controlled so that the engine 22 is stopped when the vehicle speed V is lower than the predetermined vehicle speed, and the power corresponding to the required power is output from the motor MG2 to the ring gear shaft 32a. There is a motor operation mode for controlling the operation.

  Next, the operation of the hybrid vehicle 20 of the embodiment will be described. FIG. 3 is a flowchart illustrating an example of an operation control routine executed by the hybrid electronic control unit 70 of the hybrid vehicle 20 according to the embodiment. This routine is repeatedly executed at predetermined time intervals (for example, every 8 msec) when operating in one of the torque conversion operation mode and the charge / discharge operation mode.

  When the operation control routine is executed, first, the CPU 72 of the hybrid electronic control unit 70 first determines the accelerator opening Acc from the accelerator pedal position sensor 84, the vehicle speed V from the vehicle speed sensor 88, the rotational speed Nm1, of the motors MG1, MG2. A process of inputting Nm2 is executed (step S100). Here, the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 are input from the motor ECU 40 by communication from those calculated based on the rotational positions of the rotors of the motors MG1 and MG2 detected by the rotational speed sensors 43 and 44. It was supposed to be.

  Subsequently, the required torque Tr * to be output to the ring gear shaft 32a as the drive shaft and the target power Pe * to be output from the engine 22 are set based on the input accelerator opening Acc and the vehicle speed V (step S110). . In the embodiment, the required torque Tr * is determined in advance by storing the relationship between the accelerator opening Acc, the vehicle speed V, and the required torque Tr * in the ROM 74 as a required torque setting map, and the accelerator opening Acc, the vehicle speed V, , The corresponding required torque Tr * is derived and set from the stored map. FIG. 4 shows an example of the required torque setting map. The target power Pe * can be calculated as the sum of the set required torque Tr * multiplied by the rotational speed Nr of the ring gear shaft 32a and the charge / discharge required power Pb * of the battery 50 and the loss Loss. The rotational speed Nr of the ring gear shaft 32a is obtained by multiplying the vehicle speed V by the conversion factor k, or is obtained by dividing the rotational speed Nm2 of the motor MG2 by the reduction ratio Gr (Nm2 / Nr) of the reduction gear 35. can do. Further, the required charge / discharge amount Pb * can be set by the remaining capacity (SOC) of the battery 50, the accelerator opening Acc, and the like.

  Then, the ventilation execution request flag F is input (step S120), and the value of the input ventilation execution request flag F is checked (step S130). Here, the ventilation execution request flag F is a flag indicating whether or not execution of ventilation in the crankcase 136 is requested. The ventilation execution request flag F is set by execution of the flag setting processing routine illustrated in FIG. Input was made by reading what was written at the address. Hereinafter, the description of the operation control routine of FIG. 3 will be temporarily interrupted, and the flag setting processing routine of FIG. 5 will be described. This routine is repeatedly executed every predetermined time (for example, every 8 msec).

  When the flag setting process routine is executed, the CPU 72 of the hybrid electronic control unit 70 first inputs the engine speed Ne and the intake air amount Qair (step S200). Here, the rotation speed Ne of the engine 22 is detected by the crank position sensor 140 functioning as a rotation speed sensor, and is input from the engine ECU 24 by communication. The intake air amount Qair is detected by the vacuum sensor 148 and input from the engine ECU 24 by communication.

  Subsequently, the blowby gas change amount α per unit time is set based on the input engine speed Ne and the intake air amount Qair (step S210), and the set blowby gas change amount α per unit time is integrated. In other words, the cumulative blowby gas content C is set by adding the blowby gas change amount α per unit time to the previous cumulative blowby gas content (previous C) (step S220). Here, in the embodiment, the blow-by gas change amount α is determined by experimentally determining in advance the relationship among the rotational speed Ne of the engine 22, the intake air amount Qair, and the blow-by gas change amount α, and the ROM 74 as a blow-by gas change amount setting map. When the rotational speed Ne and the intake air amount Qair are given, the corresponding blowby gas change amount α is derived and set from the map. FIG. 6 shows an example of a blowby gas change amount setting map. In the embodiment, the integrated blow-by gas content C is set to 0 as an initial value by an initialization routine (not shown) when the ignition signal from the ignition switch 80 is turned on.

  Then, it is determined whether or not the ventilation execution request flag F set when the routine was executed last time is a value 1, that is, whether or not the execution of ventilation has already been requested (step S230). When it is determined that the ventilation execution request flag F is not 1 (value 0), the integrated blow-by gas content C is compared with a threshold C1ref for determining whether ventilation is necessary (step S240). Here, the threshold value C1ref is a threshold value set as a value corresponding to the content of blowby gas that may affect the corrosion in the crankcase 136 or the deterioration of the engine oil. It is determined by. When the integrated blowby gas content C is equal to or greater than the threshold value C1ref, it is determined that ventilation in the crankcase 136 is necessary, the ventilation execution request flag F is set to a value 1 (step S250), and this routine is terminated. On the other hand, when the integrated blow-by gas content C is less than the threshold value C1ref, it is determined that ventilation in the crankcase 136 is unnecessary, and this routine is immediately terminated.

  On the other hand, when the ventilation execution request flag F is determined to be 1 in step S230, it is determined that ventilation is being performed, and it is determined whether or not the integrated blow-by gas content C and ventilation can be terminated. Is compared with the threshold value C2ref (step S260). Here, the threshold value C2ref is a value corresponding to the content of blow-by gas considered to have been blown-off gas in the crankcase 136 to the extent that there is no risk of corrosion or deterioration of the engine oil in the crankcase 136. Set as When the integrated blow-by gas content C is less than the threshold value C2ref, it is determined that ventilation in the crankcase 136 may be terminated, a value 0 is set in the ventilation execution request flag F (step S270), and this routine is terminated. . On the other hand, when the cumulative blowby gas content C is equal to or greater than the threshold value C2ref, it is determined that the ventilation in the crankcase 136 should be continued, and this routine is immediately terminated. The above is the flag setting process.

  Returning to the processing of step S130 of the operation control routine of FIG. 3, when the ventilation execution request flag F is 0, it is determined that the execution of ventilation in the crankcase 136 is not requested, and the target power Pe * and fuel consumption are prioritized. The target rotational speed Ne * and the target torque Te * are set based on the fuel efficiency operation line (step S140). When the ventilation execution request flag F is 1, the execution of ventilation in the crankcase 136 is requested. The target rotational speed Ne * and the target torque Te * are set based on the target power Pe * and the ventilation operation line that outputs lower torque than the fuel efficiency operation line (step S150). FIG. 7 shows how the target rotational speed Ne * and the target torque Te * are set using each operation line of the engine 22. In the figure, the solid line is the fuel consumption operation line, and the alternate long and short dash line is the ventilation operation line. As shown in the figure, when the ventilation execution request flag F is 0, the fuel consumption operation line is selected, and this fuel consumption operation line is the intersection of the target power Pe * (Ne * × Te *) with a constant curve. When the rotation speed Ne0 and the torque Te0 at the point P0 are set as the target rotation speed Ne * and the target torque Te * and the ventilation execution request flag F is 1, the ventilation operation line is selected and the ventilation operation line The rotational speed Ne1 and the torque Te1 at the point P1 where the target power Pe * is an intersection with a constant curve are set as the target rotational speed Ne * and the target torque Te *. Since the engine 22 is more efficient when operated at a relatively high load, the hybrid vehicle 20 according to the embodiment in which the operation point of the engine 22 can be freely set is usually on the fuel consumption operation line that outputs a relatively high torque. The engine 22 is operated at the operating point. At this time, since the negative pressure in the intake pipe 126 is reduced, the blow-by gas contained in the crankcase 136 is not sufficiently ventilated and stays in the crankcase 136 for a long time, causing corrosion in the engine 22 and deterioration of engine oil. Invite them. If the engine 22 is operated at the operating point on the ventilation operation line that outputs a lower torque than the fuel consumption operation line, the negative pressure in the intake pipe 126 can be increased although the efficiency is slightly inferior. It can be introduced into the crankcase 136 and the inside of the crankcase 136 can be effectively ventilated. This is the reason why the operating point of the engine 22 is set using the ventilation operation line when ventilation is required. The operation line is stored in the ROM 74 as the relationship between the target power Pe * and the rotation speed and torque.

  Subsequently, the target rotational speed Nm1 * of the motor MG1 is calculated and calculated based on the set target rotational speed Ne *, the rotational speed Nr (Nm2 / Gr) of the ring gear shaft 32a, and the gear ratio ρ of the power distribution and integration mechanism 30. Based on the target rotational speed Nm1 * and the current rotational speed Nm1, a torque command Tm1 * for the motor MG1 is calculated (step S160). FIG. 8 is a collinear diagram showing the dynamic relationship between the rotational speed and torque in the rotating elements of the power distribution and integration mechanism 30. In the figure, the left S-axis indicates the rotational speed of the sun gear 31, the C-axis indicates the rotational speed of the carrier 34, and the R-axis indicates the rotational speed Nr of the ring gear 32. Further, two thick arrows on the R axis indicate that torque Te * output from the engine 22 when the engine 22 is operated at the operation point of the target rotational speed Ne * and the target torque Te * is transmitted to the ring gear shaft 32a. Torque and torque Tm2 * output from the motor MG2 acts on the ring gear shaft 32a via the reduction gear 35. Since the rotational speed of the sun gear 31 in the figure is the rotational speed Nm1 of the motor MG1 and the rotational speed of the carrier 34 is the rotational speed Ne of the engine 22, the target rotational speed Nm1 * of the motor MG1 is the rotational speed Nr of the ring gear shaft 32a. Based on (Nm2 / Gr), the target rotational speed Ne *, and the gear ratio ρ of the power distribution and integration mechanism 30, it can be calculated by the following equation (1). Therefore, the engine 22 can be rotated at the target rotational speed Ne * by setting the torque command Tm1 * so as to rotate at the calculated target rotational speed Nm1 * and driving and controlling the motor MG1. In the embodiment, the torque command Tm1 * of the motor MG1 is set by the relational expression (2) in the feedback control using the target rotation speed Nm1 * and the current rotation speed Nm1. Here, “k1” in the second term on the right side in Equation (2) indicates the gain of the proportional term, and “k2” in the third term on the right side indicates the gain of the integral term.

Nm1 * ＝ Ne * ・ (1 + ρ) / ρ−Nm2 / (Gr ・ ρ) (1)
Tm1 * = previous Tm1 * + k1 (Nm1 * −Nm1) + k2∫ (Nm1 * −Nm1) dt (2)

  When the target rotational speed Nm1 * and the torque command Tm1 * of the motor MG1 are thus calculated, the torque command Tm2 * of the motor MG2 is calculated using the required torque Tr *, the torque command Tm1 *, and the gear ratio ρ of the power distribution and integration mechanism 30. Calculate according to (3) (step S170). As shown in FIG. 8, the torque command Tm2 * of the motor MG2 has a deviation between the torque Tr * required for the ring gear shaft 32a and the torque (−Tm1 * / ρ) directly transmitted from the engine 22 to the ring gear shaft 32a. It can be obtained by dividing by the gear ratio Gr of the reduction gear 35.

    Tm2 * = (Tr * + Tm1 * / ρ) / Gr (3)

  When the target rotational speed Ne * of the engine 22 and the target torque Te * and the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are set in this way, the target rotational speed Ne * and the target torque Te * of the engine 22 are transmitted to the engine ECU 24. The torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are transmitted to the motor ECU 40 (step S180), and this routine ends. The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te * performs fuel injection control and ignition in the engine 22 so that the engine 22 is operated at the operating point indicated by the target rotational speed Ne * and the target torque Te *. Control such as control. The motor ECU 40 that has received the torque commands Tm1 * and Tm2 * controls the switching elements of the inverters 41 and 42 so that the motor MG1 is driven by the torque command Tm1 * and the motor MG2 is driven by the torque command Tm2 *. To do.

  According to the hybrid vehicle 20 of the embodiment described above, when the execution of ventilation is required, the low load region, that is, the intake pipe is used by using the ventilation operation line that outputs lower torque than the efficient fuel consumption operation line. Since the engine 22 is operated in a region where the negative pressure in the 126 is high, the engine 22 is operated in a high load region, that is, a region where the negative pressure in the intake pipe 126 is low, using a highly efficient fuel efficiency operation line during normal operation. Thus, the blow-by gas accumulated in the crankcase 136 can be effectively ventilated. Moreover, since the ventilation is performed using the negative pressure in the intake pipe 126 by operating the engine 22 in a low load region, the ventilation can be executed without changing the ventilation system. Of course, the required torque Tr * can be output to the ring gear shaft 32a.

  Further, according to the hybrid vehicle 20 of the embodiment, since the start and end of ventilation are determined based on the content of blow-by gas, ventilation can be executed at an appropriate timing. Thereby, it can suppress that the efficiency of the engine 22 falls by execution of useless ventilation. Moreover, since the blowby gas content in the crankcase 136 is estimated based on the rotational speed Ne of the engine 22 and the intake air amount Qair, it is not necessary to provide a new sensor for directly detecting the blowby gas content.

  In the hybrid vehicle 20 of the embodiment, the ventilation process in the engine 22 while the operation mode of either the torque conversion operation mode or the charge / discharge operation mode is set has been described. When the motor stop mode is satisfied, that is, when the motor operation mode is set, the negative pressure in the intake pipe 126 is determined until it is determined that the ventilation can be terminated (until the integrated blowby gas content C becomes less than the threshold value C2ref). The operation of the engine 22 may be stopped after the engine 22 is operated (for example, idling operation) in a region where the engine speed is high.

  In the hybrid vehicle 20 of the embodiment, the blow-by gas content in the crankcase 136 is estimated based on the operating state of the engine 22 (rotation speed Ne, intake air amount Qair). It is good also as what detects content of NOx contained in. Moreover, it is good also as what determines content of the blowby gas contained in the crankcase 136 combining these.

  In the hybrid vehicle 20 of the embodiment, the execution of ventilation is started when the content of the blowby gas in the crankcase 136 is equal to or higher than the threshold value C1ref, and when the content of the blowby gas is less than the threshold value C2ref, the ventilation of the ventilation is started. The execution is to be terminated, but the ventilation is started when the engine 22 is continuously operated for a predetermined time (for example, 5 minutes) without detecting or estimating the content of blow-by gas. Alternatively, the ventilation may be terminated when ventilation is performed for a predetermined time (for example, 60 seconds).

  In the hybrid vehicle 20 of the embodiment, when the ventilation of the engine 22 is requested, the target rotational speed Ne and the target torque Te * of the engine 22 are set using the ventilation operation line. The target rotational speed Ne * and the target torque Te * may be set by shifting the operation point of the engine 22 set using the fuel consumption operation line to the high rotation low torque side without using the operation line for fuel. For example, the torque obtained by subtracting a predetermined value from the torque at the operating point (rotation speed, torque) of the engine 22 obtained using the target power Pe * and the fuel consumption operation line is divided by the torque. The rotation speed obtained in this way may be set as the target rotation speed Ne * and the target torque Te *.

  In the hybrid vehicle 20 of the embodiment, the fuel consumption operation line and the ventilation operation line are stored in the ROM 74 as operation lines used for setting the target rotational speed Ne * and the target torque Te *. In addition, other operation lines such as a high torque operation line that outputs higher torque than the fuel consumption operation line may be stored. In this way, it is possible to cope with a case where a relatively large torque is required for the ring gear shaft 32a as the drive shaft.

  In the hybrid vehicle 20 of the embodiment, the power of the motor MG2 is decelerated by the reduction gear 35 and output to the ring gear shaft 32a. However, as illustrated in the hybrid vehicle 120 of the modified example of FIG. May be output to an axle (an axle to which the wheels 64a and 64b in FIG. 9 are connected) different from an axle to which the ring gear shaft 32a is connected (an axle to which the drive wheels 63a and 63b are connected).

  In the hybrid vehicle 20 of the embodiment, the power of the engine 22 is output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 63a and 63b via the power distribution and integration mechanism 30, but the modified example of FIG. The hybrid vehicle 220 includes an inner rotor 232 connected to the crankshaft 26 of the engine 22 and an outer rotor 234 connected to a drive shaft that outputs power to the drive wheels 63a and 63b. A counter-rotor motor 230 that transmits a part of the power to the drive shaft and converts the remaining power into electric power may be provided.

  If the operating point of the engine 22 can be set relatively freely, in addition to the hybrid vehicle 20 of the embodiment and the hybrid vehicles 120 and 220 of the modified example, a generator connected to the engine and the output shaft of the engine. And a so-called series-type hybrid vehicle including a motor that outputs power to the drive shaft connected to the drive wheels using the generated electric power of the generator, or a drive shaft connected to the drive wheels via a transmission The present invention can be applied to various hybrid vehicles such as a so-called parallel hybrid vehicle including an engine and a generator motor that can input and output power to a drive shaft.

  The best mode for carrying out the present invention has been described with reference to the embodiments. However, the present invention is not limited to these embodiments, and various modifications can be made without departing from the gist of the present invention. Of course, it can be implemented in the form.

  The present invention is applicable to the automobile industry.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 according to an embodiment of the present invention. 2 is a configuration diagram showing an outline of the configuration of an engine 22. FIG. It is a flowchart which shows an example of the operation control routine performed by the hybrid electronic control unit 70 of the hybrid vehicle 20 of an Example. It is explanatory drawing which shows an example of the map for request | requirement torque setting. It is a flowchart which shows an example of the flag setting process routine performed by the hybrid electronic control unit 70 of the hybrid vehicle 20 of an Example. It is explanatory drawing which shows an example of the map for a variation | change_quantity setting. FIG. 6 is an explanatory diagram showing how a target rotational speed Ne * and a target torque Te * are set using each operation line of the engine 22. 3 is a collinear diagram showing a mechanical relationship between the rotational speed and torque of each rotary element of the power distribution and integration mechanism 30. FIG. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 220 of a modified example.

Explanation of symbols

  20, 120, 220 Hybrid vehicle, 22 engine, 24 engine electronic control unit (engine ECU), 26 crankshaft, 28 damper, 30 power distribution integration mechanism, 31 sun gear, 32 ring gear, 32a ring gear shaft, 33 pinion gear, 34 carrier , 35 reduction gear, 37 gear mechanism, 40 motor electronic control unit (motor ECU), 41, 42 inverter, 43, 44 rotational position detection sensor, 50 battery, 52 battery electronic control unit (battery ECU), 54 power line 62 differential gear, 63a, 63b, 64a, 64b drive wheel, 70 hybrid electronic control unit, 72 CPU, 74 ROM, 76 RAM, 80 ignition switch, 81 shift lever, 2 shift position sensor, 83 accelerator pedal, 84 accelerator pedal position sensor, 85 brake pedal, 86 brake pedal position sensor, 88 vehicle speed sensor, 90 blow-by gas reduction system, 92 communication passage, 94 air passage, 96 blow-by gas passage, 98 flow rate Regulating valve, 122 Air cleaner, 124 Throttle valve, 126 Intake pipe, 128 Injector, 130 Intake valve, 132 Piston, 134 cylinder, 136 Crankcase, 138 Cylinder head cover, 140 Crank position sensor, 142 NOx sensor, 148 Vacuum sensor, 230 pairs Rotor motor, 232 inner rotor 234 outer rotor, MG1, MG2 motor.

Claims (14)

A hybrid vehicle comprising an internal combustion engine and an electric motor, and capable of traveling by power from the electric motor using at least a part of energy from the internal combustion engine,
Ventilation means for ventilating the interior of the internal combustion engine using the negative pressure of the intake system of the internal combustion engine;
Blowby gas content detection estimation means for detecting or estimating the content of blowby gas contained in the internal combustion engine;
Ventilation necessity determination means for determining necessity of ventilation inside the internal combustion engine based on the detected or estimated blowby gas content;
When it is determined that ventilation inside the internal combustion engine is unnecessary by the ventilation necessity determination means, normal operation control is performed to control the internal combustion engine and the electric motor so that the required power required for the automobile is output, Ventilation for controlling the internal combustion engine and the electric motor so that the required power is output and the ventilation by the ventilation means is promoted when the ventilation necessity determination means determines that the internal ventilation of the internal combustion engine is necessary. Control means for performing hourly operation control;
A hybrid car with   2. The hybrid vehicle according to claim 1, wherein the blow-by gas content detection estimation means is means for estimating the blow-by gas content based on an operating state of the internal combustion engine.   The blowby gas content detection estimating means is means for estimating the blowby gas content based on at least one of a rotational speed, a suction load, and an operating time as an operating state of the internal combustion engine. Hybrid car.   The blow-by gas content detection estimating means estimates the amount of change in blow-by gas per unit time based on the rotational speed and load of the internal combustion engine, and uses the integrated value of the estimated amount of change to determine the content of the blow-by gas The hybrid vehicle according to claim 3, which is means for estimating   5. The hybrid vehicle according to claim 1, wherein the blow-by gas content detection estimation unit is a NOx detection unit that is attached to the internal combustion engine and detects the amount of NOx contained in the blow-by gas.   6. The ventilation necessity determination unit is a unit that determines that ventilation inside the internal combustion engine is necessary when the detected or estimated blowby gas content exceeds a first predetermined amount. Or a hybrid vehicle.   The hybrid vehicle according to claim 6, wherein the control means is means for performing the ventilation operation control until the detected or estimated blowby gas content becomes a second predetermined amount smaller than the first predetermined amount.   The hybrid vehicle according to claim 6, wherein the control means is means for performing the ventilation operation control over a predetermined time. A hybrid vehicle according to any one of claims 1 to 8,
A first operating line as a relationship between the power of the internal combustion engine and an operating point consisting of the rotational speed and torque when a predetermined condition is imposed on the internal combustion engine, and lower torque than the first operating line are output. An operation line storage means for storing a plurality of operation lines including the second operation line;
The control means sets a target power to be output from the internal combustion engine based on the required power, and when the ventilation necessity determination means determines that ventilation inside the internal combustion engine is unnecessary, the set target power And an operating point of the internal combustion engine is set based on the first operating line stored in the operating line storage means and the internal combustion engine is operated at the set operating point and the requested power is output. The internal combustion engine and the electric motor are controlled so that when the ventilation necessity determination means determines that ventilation inside the internal combustion engine is necessary, the set target power and the operation line storage means store the The operation point of the internal combustion engine is set based on the second operation line, the internal combustion engine is operated at the set operation point, and the required power is output. The hybrid vehicle is a means for controlling an internal combustion engine and the electric motor as. A hybrid vehicle comprising an internal combustion engine and an electric motor, and capable of traveling by power from the electric motor using at least a part of energy from the internal combustion engine,
Ventilation means for ventilating the interior of the internal combustion engine using the negative pressure of the intake system of the internal combustion engine;
A first operating line as a relationship between the power of the internal combustion engine and an operating point consisting of the rotational speed and torque when a predetermined condition is imposed on the internal combustion engine, and lower torque than the first operating line are output. Action line storage means for storing a plurality of action lines including a second action line;
The target power to be output from the internal combustion engine is set based on the required power required for the automobile, and when the predetermined ventilation condition is not satisfied, the set target power and the operation line storage means store the first power. The operation point of the internal combustion engine is set based on the operation line of 1, and the internal combustion engine and the electric motor are controlled so that the internal combustion engine is operated at the set operation point and the required power is output. The operating point of the internal combustion engine is set by setting the operating point of the internal combustion engine based on the set target power and the second operating line stored in the operating line storage means when the predetermined ventilation condition is established. And a control means for controlling the internal combustion engine and the electric motor so that the required power is output while the internal combustion engine is operated.   The hybrid vehicle according to claim 9 or 10, wherein the predetermined condition is a condition for improving fuel consumption of the internal combustion engine. A hybrid vehicle according to any one of claims 1 to 11,
Power transmission means connected to the output shaft of the internal combustion engine and a drive shaft connected to the drive wheels, and transmitting at least part of the power from the internal combustion engine to the drive shaft by input and output of electric power and power,
The electric motor is an electric motor capable of inputting and outputting power to the drive shaft,
The control means is means for controlling the internal combustion engine, the electric motor, and the power transmission means.   The power transmission means is connected to three shafts of the output shaft of the internal combustion engine, the drive shaft, and the rotation shaft, and the remaining power is determined when power input to and output from any two of the three shafts is determined. The hybrid vehicle according to claim 12, comprising: a three-shaft power input / output means for determining power input / output to / from one shaft; and a rotating shaft motor connected to the rotating shaft and capable of generating electric power.   The power transmission means has a first rotor connected to the output shaft of the internal combustion engine and a second rotor connected to the drive shaft, and inputs and outputs power and power by electromagnetic action. The hybrid vehicle according to claim 12, further comprising a counter-rotor motor capable of transmitting at least part of the power from the internal combustion engine to the drive shaft.

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