JP2015033910A - Hybrid system and control method thereof - Google Patents

Hybrid system and control method thereof Download PDF

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Publication number
JP2015033910A
JP2015033910A JP2013165684A JP2013165684A JP2015033910A JP 2015033910 A JP2015033910 A JP 2015033910A JP 2013165684 A JP2013165684 A JP 2013165684A JP 2013165684 A JP2013165684 A JP 2013165684A JP 2015033910 A JP2015033910 A JP 2015033910A
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motor generator
internal combustion
combustion engine
crankshaft
hybrid system
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JP6264775B2 (en
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憲仁 岩田
Norihito Iwata
憲仁 岩田
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Isuzu Motors Ltd
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Isuzu Motors Ltd
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Priority to JP2013165684A priority Critical patent/JP6264775B2/en
Priority to CN201480041911.7A priority patent/CN105408154A/en
Priority to PCT/JP2014/070753 priority patent/WO2015020094A1/en
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    • 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
    • F02N11/04—Starting of engines by means of electric motors the motors being associated with current generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B60K6/485—Motor-assist type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B60W10/101—Infinitely variable gearings
    • B60W10/107—Infinitely variable gearings with endless flexible members
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/40—Controlling the engagement or disengagement of prime movers, e.g. for transition between prime movers
    • 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 or control means specially adapted for starting of engines
    • F02N11/0851—Circuits or control means specially adapted for starting of engines characterised by means for controlling the engagement or disengagement between engine and starter, e.g. meshing of pinion and engine gear
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/26—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the motors or the generators
    • B60K2006/268—Electric drive motor starts the engine, i.e. used as starter motor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K25/00—Auxiliary drives
    • B60K25/02—Auxiliary drives directly from an engine shaft
    • B60K2025/022—Auxiliary drives directly from an engine shaft by a mechanical transmission
    • B60K2025/024—Auxiliary drives directly from an engine shaft by a mechanical transmission with variable ratio
    • 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 or control means specially adapted for starting of engines
    • F02N11/0862—Circuits or control means specially adapted for starting of engines characterised by the electrical power supply means, e.g. battery
    • F02N11/0866—Circuits or control means specially adapted for starting of engines characterised by the electrical power supply means, e.g. battery comprising several power sources, e.g. battery and capacitor or two batteries
    • 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
    • F02N15/00—Other power-operated starting apparatus; Component parts, details, or accessories, not provided for in, or of interest apart from groups F02N5/00 - F02N13/00
    • F02N15/02—Gearing between starting-engines and started engines; Engagement or disengagement thereof
    • F02N15/022—Gearing between starting-engines and started engines; Engagement or disengagement thereof the starter comprising an intermediate clutch
    • 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
    • F02N15/00—Other power-operated starting apparatus; Component parts, details, or accessories, not provided for in, or of interest apart from groups F02N5/00 - F02N13/00
    • F02N15/02—Gearing between starting-engines and started engines; Engagement or disengagement thereof
    • F02N15/08—Gearing between starting-engines and started engines; Engagement or disengagement thereof the gearing being of friction type
    • 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 or control means specially adapted for starting of engines
    • F02N2011/0881—Components of the circuit not provided for by previous groups
    • F02N2011/0888—DC/DC converters
    • 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 or control means specially adapted for starting of engines
    • F02N2011/0881—Components of the circuit not provided for by previous groups
    • F02N2011/0896—Inverters for electric machines, e.g. starter-generators
    • 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
    • F02N5/00—Starting apparatus having mechanical power storage
    • F02N5/04—Starting apparatus having mechanical power storage of inertia type
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

Abstract

PROBLEM TO BE SOLVED: To provide a hybrid system capable of reliably starting an internal combustion engine by a motor generator, and a control method thereof.SOLUTION: In a hybrid system 1 having an engine 10 and a motor generator 21, a crank shaft 15 and the motor generator 21 are connected through a CVT 16 that can be separated from a crank shaft 15 side by a connection/disconnection device (17) for a crank shaft. When there occurs a request for starting an engine body 11, the connection/disconnection device 17 for a crank shaft is brought into a disconnection state, and the motor generator 21 is rotationally driven. After the pulley diameter of a first pulley 16a is maximized, the motor generator 21 is stopped, and after the connection/disconnection device 17 for a crank shaft is brought into a connection state, the motor generator 21 is rotationally driven again to perform cranking of the engine body 11.

Description

本発明はハイブリッドシステム及びその制御方法に関し、更に詳しくは、内燃機関を確実に始動させることができるハイブリッドシステム及びその制御方法に関する。   The present invention relates to a hybrid system and a control method thereof, and more particularly to a hybrid system and a control method thereof that can reliably start an internal combustion engine.

近年、燃費向上と環境対策などの観点から、内燃機関と電動発電機とを備えたハイブリッドシステムが注目されている（例えば、特許文献１を参照）。   In recent years, a hybrid system including an internal combustion engine and a motor generator has attracted attention from the viewpoint of improving fuel consumption and environmental measures (see, for example, Patent Document 1).

このハイブリッドシステムにおいては、省エネルギー化及び省スペース化を目的として、従来のスターターを廃止して、無段変速機を介して内燃機関に接続された電動発電機を用いて内燃機関をクランキングすることが提案されている。   In this hybrid system, for the purpose of energy saving and space saving, the conventional starter is abolished and the internal combustion engine is cranked using a motor generator connected to the internal combustion engine via a continuously variable transmission. Has been proposed.

しかしながら、内燃機関を確実に始動させるためには、始動初期にクランク軸に対して回転開始に必要な大きさのトルクを与える必要があるが、無段変速機の状態によっては困難な場合がある。   However, in order to start the internal combustion engine with certainty, it is necessary to apply a torque of a magnitude necessary for starting rotation to the crankshaft at the initial start, but this may be difficult depending on the state of the continuously variable transmission. .

特開２００２−２３８１０５号公報JP 2002-238105 A

本発明の目的は、電動発電機で内燃機関を確実に始動させることができるハイブリッドシステム及びその制御方法を提供することにある。   An object of the present invention is to provide a hybrid system capable of reliably starting an internal combustion engine with a motor generator and a control method therefor.

上記の目的を達成する本発明のハイブリッドシステムは、内燃機関と電動発電機とを有するハイブリッドシステムにおいて、前記内燃機関のクランク軸に直結すると共に前記内燃機関の動力を前記電動発電機に伝達する無段変速機構と、前記クランク軸に設けられ、前記内燃機関と前記無段変速機構の動力伝達を断接するクランク軸用断接装置と、前記ハイブリッドシステムを制御する制御手段とを設け、前記制御手段は、前記内燃機関の始動要求が発生したときには、前記クランク軸用断接装置を断状態にし、前記電動発電機を回転駆動し、前記電動発電機から前記クランク軸への伝達トルクが大きくなるように前記無段変速機構を制御してから該電動発電機を停止し、前記クランク軸用断接装置を接状態にした後に、前記電動発電機を回転駆動して前記内燃機関をクランキングすることを特徴とするものである。   The hybrid system of the present invention that achieves the above object is a hybrid system having an internal combustion engine and a motor generator, and is a direct connection to the crankshaft of the internal combustion engine and transmitting the power of the internal combustion engine to the motor generator. A step transmission mechanism; a crankshaft connection / disconnection device provided on the crankshaft for connecting / disconnecting power transmission between the internal combustion engine and the continuously variable transmission mechanism; and a control unit for controlling the hybrid system. When a request to start the internal combustion engine occurs, the crankshaft connecting / disconnecting device is disconnected, the motor generator is driven to rotate, and the torque transmitted from the motor generator to the crankshaft increases. Then, after controlling the continuously variable transmission mechanism, the motor generator is stopped, the crankshaft connecting / disconnecting device is brought into contact, and then the motor generator is rotated. Driven to is characterized in that cranking the internal combustion engine.

上記の目的を達成する本発明のハイブリッドシステムの制御方法は、内燃機関及び電動発電機を有し、前記内燃機関のクランク軸に直結する無段変速機構を介して前記電動発電機から前記内燃機関に動力を伝達するハイブリッドシステムの制御方法において、前記内燃機関の始動要求が発生したときには、前記内燃機関と前記無段変速機構の動力伝達を断にし、前記電動発電機を回転駆動し、前記電動発電機から前記クランク軸への伝達トルクが大きくなるよう前記無段変速機構を制御してから該電動発電機を停止し、前記内燃機関と前記無段変速機構の動力伝達を接にした後に、前記電動発電機を回転駆動して前記内燃機関をクランキングすることを特徴とするものである。   The control method of the hybrid system of the present invention that achieves the above object includes an internal combustion engine and a motor generator, and the internal combustion engine is connected from the motor generator via a continuously variable transmission mechanism directly connected to a crankshaft of the internal combustion engine. In the hybrid system control method for transmitting power to the internal combustion engine, when a request to start the internal combustion engine is generated, power transmission between the internal combustion engine and the continuously variable transmission mechanism is cut off, the motor generator is rotated, and the electric motor is driven. After controlling the continuously variable transmission mechanism to increase the transmission torque from the generator to the crankshaft, the motor generator is stopped, and the power transmission between the internal combustion engine and the continuously variable transmission mechanism is brought into contact, The motor generator is rotationally driven to crank the internal combustion engine.

本発明のハイブリッドシステム及びその制御方法によれば、内燃機関のクランク軸と電動発電機とを、クランク軸と切り離し可能な無段変速機構を介して接続し、内燃機関の始動時にはクランク軸を内燃機関から切り離して、電動発電機を利用してクランク軸側が常に高トルク状態になるように無段変速機構を制御するようにしたので、内燃機関の始動時には常にクランク軸側が高トルク状態になるため、電動発電機で内燃機関を確実に始動させることができる。   According to the hybrid system and the control method thereof of the present invention, the crankshaft of the internal combustion engine and the motor generator are connected via a continuously variable transmission mechanism that can be separated from the crankshaft. Since the continuously variable transmission mechanism is controlled so that the crankshaft side is always in a high torque state using a motor generator separated from the engine, the crankshaft side is always in a high torque state when the internal combustion engine is started. The internal combustion engine can be reliably started with the motor generator.

本発明の実施の形態からなるハイブリッドシステムの構成を示す図である。It is a figure which shows the structure of the hybrid system which consists of embodiment of this invention. 本発明の実施の形態からなるハイブリッドシステムの制御方法を説明するフロー図である。It is a flowchart explaining the control method of the hybrid system which consists of embodiment of this invention.

以下に、本発明の実施の形態について、図面を参照して説明する。図１は、本発明の実施形態からなるハイブリッドシステムを示す。   Embodiments of the present invention will be described below with reference to the drawings. FIG. 1 shows a hybrid system according to an embodiment of the present invention.

この実施の形態のハイブリッドシステム２は、エンジン（内燃機関）１０と電動発電機（Ｍ/Ｇ）２１を有している。なお、ここでは、このハイブリッドシステム２はハイブリッド車両（ＨＥＶ：以下車両とする）２に搭載されているものとして説明するが、必ずしも限定されるものではない。   The hybrid system 2 of this embodiment includes an engine (internal combustion engine) 10 and a motor generator (M / G) 21. Here, although this hybrid system 2 is described as being mounted on a hybrid vehicle (HEV: hereinafter referred to as a vehicle) 2, it is not necessarily limited.

ハイブリッドシステム１は、エンジン本体（ＥＮＧ）１１と排気通路１２とターボ過給機１３と、排気通路１２に設けられた排気ガス浄化装置（後処理装置）１４を備えている。   The hybrid system 1 includes an engine body (ENG) 11, an exhaust passage 12, a turbocharger 13, and an exhaust gas purification device (post-treatment device) 14 provided in the exhaust passage 12.

エンジン本体１１のクランク軸１５にクランク軸用断接装置１７を介して連結してＣＶＴ（無段変速機構：レシオ可変機構）１６を設けるとともに、このＣＶＴ１６に電動発電機２１を連結する。つまり、エンジン１０のクランク軸１５にＣＶＴ１６の第１プーリー（第１動力伝達部）１６ａをクランク軸用断接装置１７を介して直結するとともに、電動発電機２１にＣＶＴ１６の第２プーリー（第２動力伝達部）１６ｂを設けて構成し、第１プーリー１６ａと第２プーリー１６ｂとを介してクランク軸１５と電動発電機２１との間の動力伝達を行うように構成する。   A CVT (continuously variable transmission mechanism: variable ratio mechanism) 16 is provided connected to the crankshaft 15 of the engine body 11 via a crankshaft connecting / disconnecting device 17, and a motor generator 21 is connected to the CVT 16. That is, the first pulley (first power transmission unit) 16a of the CVT 16 is directly connected to the crankshaft 15 of the engine 10 via the crankshaft connecting / disconnecting device 17, and the second pulley (second second) of the CVT 16 is connected to the motor generator 21. (Power transmission part) 16b is provided and configured to transmit power between the crankshaft 15 and the motor generator 21 via the first pulley 16a and the second pulley 16b.

これらの第１プーリー１６ａと第２プーリー１６ｂとの間には無端状のベルト又はチェーン（動力伝達部材）１６ｃが掛け回されており、クランク軸１５から第１プーリー１６ａと動力伝達部材１６ｃと第２プーリー１６ｂを経由して電動発電機２１に、また逆に、電動発電機２１から第２プーリー１６ｂと動力伝達部材１６ｃと第１プーリー１６ａを経由してクランク軸１５に、それぞれ動力が伝達される。   An endless belt or chain (power transmission member) 16c is hung between the first pulley 16a and the second pulley 16b, and the first pulley 16a, the power transmission member 16c and the first pulley 16a are connected to the first pulley 16a and the second pulley 16b. Power is transmitted to the motor generator 21 via the two pulleys 16b, and conversely, from the motor generator 21 to the crankshaft 15 via the second pulley 16b, the power transmission member 16c, and the first pulley 16a. The

このＣＶＴ１６では、第１プーリー１６ａと第２プーリー１６ｂの幅をそれぞれ変化させることにより、プーリー１６ａ、１６ｂと動力伝達部材１６ｃの接する径方向位置を変えるようにしており、動力伝達部材１６ｃの接する位置が内側になればプーリー径が小さくなり、逆に外側になればプーリー径が大きくなるように構成されている。そして、電子制御による油圧又は電動機構（図示しない）で２個のプーリー１６ａ、１６ｂの幅の拡縮が互いに逆になるように変化させる制御をすることにより、動力伝達部材１６ｃをたるませることなく、変速を連続的に行うことができる。   In this CVT 16, the widths of the first pulley 16a and the second pulley 16b are changed to change the radial position where the pulleys 16a, 16b and the power transmission member 16c are in contact, and the position where the power transmission member 16c is in contact The pulley diameter is reduced when the inner side becomes the inner side, and the pulley diameter is increased when the outer side becomes the outer side. And, by controlling the width of the two pulleys 16a and 16b to be opposite to each other by hydraulic or electric mechanism (not shown) by electronic control, the power transmission member 16c is not slackened. Shifting can be performed continuously.

クランク軸用断接装置１７はハイブリッドシステム用制御装置４１により制御される。このクランク軸用断接装置１７は、エンジン１０のクランク軸１５の動力で電動発電機２１を発電する場合や電動発電機２１の駆動力でエンジン１０の駆動力をアシストする場合には、接状態にしてクランク軸１５と電動発電機２１の間での動力の伝達を行う。一方、電動発電機２１での発電が不要な場合には、断状態にしてエンジン１０と電動発電機２１間の動力伝達を切る。   The crankshaft connecting / disconnecting device 17 is controlled by the hybrid system control device 41. The crankshaft connecting / disconnecting device 17 is in a contact state when the motor generator 21 is generated by the power of the crankshaft 15 of the engine 10 or when the driving force of the engine 10 is assisted by the driving force of the motor generator 21. Thus, power is transmitted between the crankshaft 15 and the motor generator 21. On the other hand, when power generation by the motor generator 21 is unnecessary, the power transmission between the engine 10 and the motor generator 21 is cut off in a disconnected state.

電力システム２０の一部である電動発電機２１は、発電機として、エンジン１０の駆動力を受けて発電をしたり、又は、車両２のブレーキ力等の回生力発生による回生発電をしたり、モータとして駆動して、その駆動力をエンジン１０のクランク軸１５に伝達して、エンジン１０の駆動力をアシストしたりする。   The motor generator 21 that is a part of the power system 20 generates power by receiving the driving force of the engine 10 as a generator, or generates regenerative power by generating regenerative power such as braking force of the vehicle 2, It drives as a motor, transmits the driving force to the crankshaft 15 of the engine 10, and assists the driving force of the engine 10.

なお、発電して得た電力は、配線２２を経由してインバータ（ＩＮＶ）２３で変換して第１バッテリ（充電器：Ｂ１）２４Ａに充電される。また、電動発電機２１を駆動するときは、第１バッテリ２４Ａに充電された電力をインバータ２３で変換して電動発電機２１に供給する。   The electric power generated by the power generation is converted by the inverter (INV) 23 via the wiring 22 and charged in the first battery (charger: B1) 24A. When driving the motor generator 21, the electric power charged in the first battery 24 </ b> A is converted by the inverter 23 and supplied to the motor generator 21.

図１の構成では、更に、ＤＣ−ＤＣコンバータ（ＣＯＮ）２５と第２バッテリ（Ｂ２）２４Ｂを第１バッテリ２４Ａに直列に設けて、第１バッテリ２４Ａの、例えば、一般的な１２Ｖや２４Ｖ以上の高い電圧の電力を、ＤＣ−ＤＣコンバータ２５で、例えば、１２Ｖに電圧降下させて、第２バッテリ２４Ｂに充電して、この第２バッテリ２４Ｂから補機の冷却ファン２６Ａ、冷却水ポンプ２６Ｂ、潤滑油ポンプ２６Ｃ等に電力を供給するように構成している。   In the configuration of FIG. 1, a DC-DC converter (CON) 25 and a second battery (B2) 24B are further provided in series with the first battery 24A. In the DC-DC converter 25, for example, the voltage is dropped to 12 V and charged to the second battery 24B, and the auxiliary battery cooling fan 26A, cooling water pump 26B, Electric power is supplied to the lubricating oil pump 26C and the like.

ハイブリッドシステム１を搭載した車両２においては、エンジン１０の動力は、動力伝達システム３０の変速機（トランスミッション）３１に伝達され、さらに、変速機３１より推進軸（プロペラシャフト）３２を介して作動装置（デファレンシャルギア）３３に伝達され、作動装置３３より駆動軸（ドライブシャフト）３４を介して車輪３５に伝達される。これにより、エンジン１０の動力が車輪３５に伝達され、車両２が走行する。なお、エンジン１０の搭載方式によっては、エンジン１０から車輪３５の伝達経路は異なっていてもよい。   In the vehicle 2 equipped with the hybrid system 1, the power of the engine 10 is transmitted to a transmission (transmission) 31 of the power transmission system 30, and is further actuated from the transmission 31 via a propulsion shaft (propeller shaft) 32. (Differential gear) 33, and is transmitted from the actuator 33 to the wheel 35 via a drive shaft 34. Thereby, the motive power of the engine 10 is transmitted to the wheels 35 and the vehicle 2 travels. Depending on the mounting method of the engine 10, the transmission path from the engine 10 to the wheel 35 may be different.

一方、電動発電機２１の動力に関しては、第１バッテリ２４Ａに充電された電力がインバータ２３を介して電動発電機２１に供給され、この電力により電動発電機２１が駆動され動力を発生する。この電動発電機２１の動力は、ＣＶＴ１６を介してクランク軸１５に伝達されて、エンジン１０の動力伝達経路を伝達して、車輪３５に伝達される。   On the other hand, regarding the power of the motor generator 21, the power charged in the first battery 24A is supplied to the motor generator 21 via the inverter 23, and the motor generator 21 is driven by this power to generate power. The power of the motor generator 21 is transmitted to the crankshaft 15 via the CVT 16, transmitted through the power transmission path of the engine 10, and transmitted to the wheels 35.

これにより、電動発電機２１の動力がエンジン１０の動力と共に車輪３５に伝達され、車両２が走行する。なお、回生時には、逆の経路で、車輪３５の回生力、又はエンジン１０の回生力が電動発電機２１に伝達されて、電動発電機２１での発電が可能となる。   Thereby, the power of the motor generator 21 is transmitted to the wheels 35 together with the power of the engine 10, and the vehicle 2 travels. During regeneration, the regenerative power of the wheels 35 or the regenerative power of the engine 10 is transmitted to the motor generator 21 through the reverse path, so that the motor generator 21 can generate power.

また、ハイブリッドシステム用制御装置４１が設けられ、エンジン１０の回転数Ｎｅや負荷Ｑ等の運転状態や電動発電機２１の回転数Ｎａ等の運転状態や第１バッテリ２４Ａ，第２バッテリ２４Ｂの充電容量（ＳＯＣ）の状態をモニターしながら、ＣＶＴ１６や電動発電機２１、インバータ２３、ＤＣ−ＤＣコンバータ２５等を制御する。このハイブリッドシステム用制御装置４１は、通常は、エンジン１０や車両２を制御する全体制御装置４０に組み込まれて構成される。この全体制御装置４０は、エンジン１０の制御では、シリンダ内燃焼やターボ過給器１３や排気ガス浄化装置１４や補機の冷却ファン２６Ａ、冷却水ポンプ２６Ｂ、潤滑油ポンプ２６Ｃなどを制御している。   Also, a hybrid system control device 41 is provided, and the operating state such as the rotational speed Ne and the load Q of the engine 10, the operating state such as the rotational speed Na of the motor generator 21, and the charging of the first battery 24A and the second battery 24B. The CVT 16, the motor generator 21, the inverter 23, the DC-DC converter 25, and the like are controlled while monitoring the capacity (SOC) state. The hybrid system control device 41 is usually configured to be incorporated in an overall control device 40 that controls the engine 10 and the vehicle 2. The overall control device 40 controls the combustion in the cylinder, the turbocharger 13, the exhaust gas purification device 14, the cooling fan 26A of the auxiliary machine, the cooling water pump 26B, the lubricating oil pump 26C and the like in the control of the engine 10. Yes.

このようなハイブリッドシステム１を搭載した車両２における制御方法を図２に基づいて以下に説明する。   A control method in the vehicle 2 equipped with such a hybrid system 1 will be described below with reference to FIG.

ハイブリッドシステム用制御装置４１は、エンジン本体１１の始動要求（アイドリングストップ時の再始動要求も含む）が発せられたかを判定し（Ｓ１０）、始動要求が発せられたときには、クランク軸用断接装置１７を断状態にする（Ｓ２０）ことで第１プーリー１６ａをクランク軸１５から切り離す。   The hybrid system control device 41 determines whether a start request (including a restart request at idling stop) of the engine body 11 has been issued (S10), and when the start request is issued, the crankshaft connecting / disconnecting device. The first pulley 16a is separated from the crankshaft 15 by turning 17 off (S20).

次に、第１バッテリ２４Ａに充電された電力を供給することで電動発電機２１を回転駆動し（Ｓ３０）、第１プーリー１６ａのプーリー径を最大にした（Ｓ４０）後に電動発電機２１を停止させる（Ｓ５０）。   Next, the motor generator 21 is rotated by supplying electric power charged to the first battery 24A (S30), and the motor generator 21 is stopped after the pulley diameter of the first pulley 16a is maximized (S40). (S50).

そして、クランク軸用断接装置１７を接状態する（Ｓ６０）ことで第１プーリー１６ａをクランク軸１５に直結した後に、電動発電機２１を再び回転駆動する（Ｓ７０）ことで、エンジン本体１１をクランキングする（Ｓ８０）。   Then, after connecting the first pulley 16a directly to the crankshaft 15 by connecting the crankshaft connecting / disconnecting device 17 (S60), the motor generator 21 is driven to rotate again (S70). Cranking is performed (S80).

このような制御を行うことにより、エンジン本体１１の始動開始時には、常にクランク軸１５が高トルクかつ低回転の状態になっているので、電動発電機２１によりエンジン本体１１を確実に始動させることができる。   By performing such control, since the crankshaft 15 is always in a high torque and low rotation state at the start of the engine main body 11, the engine main body 11 can be reliably started by the motor generator 21. it can.

１ ハイブリッドシステム
２ ハイブリッド車両
１０ エンジン
１１ エンジン本体
１５ クランク軸
１６ ＣＶＴ
１６ａ 第１プーリー
１６ｂ 第２プーリー
１７ クランク軸用断接装置
２１ 電動発電機
４１ ハイブリッドシステム用制御装置 1 Hybrid System 2 Hybrid Vehicle 10 Engine 11 Engine Body 15 Crankshaft 16 CVT
16a First pulley 16b Second pulley 17 Crankshaft connecting / disconnecting device 21 Motor generator 41 Control device for hybrid system

Claims (2)

内燃機関と電動発電機とを有するハイブリッドシステムにおいて、
前記内燃機関のクランク軸に直結すると共に前記内燃機関の動力を前記電動発電機に伝達する無段変速機構と、
前記クランク軸に設けられ、前記内燃機関と前記無段変速機構の動力伝達を断接するクランク軸用断接装置と、
前記ハイブリッドシステムを制御する制御手段とを設け、
前記制御手段は、前記内燃機関の始動要求が発生したときには、前記クランク軸用断接装置を断状態にし、前記電動発電機を回転駆動し、前記電動発電機から前記クランク軸への伝達トルクが大きくなるように前記無段変速機構を制御してから該電動発電機を停止し、前記クランク軸用断接装置を接状態にした後に、前記電動発電機を回転駆動して前記内燃機関をクランキングすることを特徴とするハイブリッドシステム。 In a hybrid system having an internal combustion engine and a motor generator,
A continuously variable transmission mechanism that is directly connected to the crankshaft of the internal combustion engine and transmits the power of the internal combustion engine to the motor generator;
A crankshaft connecting / disconnecting device provided on the crankshaft for connecting / disconnecting power transmission between the internal combustion engine and the continuously variable transmission mechanism;
Control means for controlling the hybrid system,
When the start request for the internal combustion engine is generated, the control means turns off the crankshaft connecting / disconnecting device, rotationally drives the motor generator, and the transmission torque from the motor generator to the crankshaft is increased. After controlling the continuously variable transmission mechanism to be increased, the motor generator is stopped, and the crankshaft connecting / disconnecting device is brought into a contact state, and then the motor generator is rotationally driven to cut the internal combustion engine. A hybrid system characterized by ranking. 内燃機関及び電動発電機を有し、前記内燃機関のクランク軸に直結する無段変速機構を介して前記電動発電機から前記内燃機関に動力を伝達するハイブリッドシステムの制御方法において、
前記内燃機関の始動要求が発生したときには、前記内燃機関と前記無段変速機構の動力伝達を断にし、前記電動発電機を回転駆動し、前記電動発電機から前記クランク軸への伝達トルクが大きくなるよう前記無段変速機構を制御してから該電動発電機を停止し、前記内燃機関と前記無段変速機構の動力伝達を接にした後に、前記電動発電機を回転駆動して前記内燃機関をクランキングすることを特徴とするハイブリッドシステムの制御方法。 In a control method of a hybrid system having an internal combustion engine and a motor generator, and transmitting power from the motor generator to the internal combustion engine via a continuously variable transmission mechanism directly connected to a crankshaft of the internal combustion engine,
When a request for starting the internal combustion engine is generated, the power transmission between the internal combustion engine and the continuously variable transmission mechanism is cut off, the motor generator is driven to rotate, and the torque transmitted from the motor generator to the crankshaft is increased. After controlling the continuously variable transmission mechanism, the motor generator is stopped, the power transmission between the internal combustion engine and the continuously variable transmission mechanism is brought into contact, and then the motor generator is rotated to drive the internal combustion engine. A control method for a hybrid system, characterized by cranking the system.
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