JP2015033912A - Hybrid system and control method thereof - Google Patents

Hybrid system and control method thereof Download PDF

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Publication number
JP2015033912A
JP2015033912A JP2013165687A JP2013165687A JP2015033912A JP 2015033912 A JP2015033912 A JP 2015033912A JP 2013165687 A JP2013165687 A JP 2013165687A JP 2013165687 A JP2013165687 A JP 2013165687A JP 2015033912 A JP2015033912 A JP 2015033912A
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Japan
Prior art keywords
motor generator
internal combustion
combustion engine
hybrid system
motor
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Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
JP2013165687A
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Japanese (ja)
Inventor
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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Publication date
Application filed by Isuzu Motors Ltd filed Critical Isuzu Motors Ltd
Priority to JP2013165687A priority Critical patent/JP2015033912A/en
Priority to CN201480039700.XA priority patent/CN105377653A/en
Priority to PCT/JP2014/070758 priority patent/WO2015020096A1/en
Publication of JP2015033912A publication Critical patent/JP2015033912A/en
Pending legal-status Critical Current

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    • 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
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    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K1/02—Arrangement or mounting of electrical propulsion units comprising more than one electric motor
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    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility
    • 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
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • 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
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • 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
    • Y02T10/72—Electric energy management in electromobility

Abstract

PROBLEM TO BE SOLVED: To provide a hybrid system capable of easily starting an internal combustion engine and a control method thereof.SOLUTION: In a hybrid system 1 having an engine 10 and a motor generator 21A, a CVT 16 is provided directly connected to a crank shaft 15 of an engine body 11, the motor generator 21A is connected to the CVT 16, and another motor generator 21B is connected to the motor generator 21A in series through a clutch 27 for a motor. When a measured value of a temperature meter 42 is over a threshold, the clutch 27 for the motor is brought into a disengagement state, and when it is the threshold or less, the clutch 27 for the motor is brought into an engagement state, and then cranking of the engine body 11 is performed using at least the motor generator 21A.

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、内燃機関を容易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 easily start an internal combustion engine.

近年、燃費向上と環境対策などの観点から、バッテリに接続する電動発電機により、エンジンの駆動力をアシストするとともに車両のエネルギー回生を行うハイブリッド車両が注目されている（例えば、特許文献１を参照）。   In recent years, a hybrid vehicle that assists the driving force of an engine and regenerates the energy of the vehicle by a motor generator connected to a battery has been attracting attention from the viewpoint of improving fuel efficiency and environmental measures (see, for example, Patent Document 1). ).

このハイブリッド車両においては、省エネルギー及び省スペースを目的として、従来のスターターを廃止して、電動発電機機を用いてエンジンをクランキングすることが提案されている。   In this hybrid vehicle, for the purpose of energy saving and space saving, it has been proposed to abandon the conventional starter and crank the engine using a motor generator.

しかしながら、極低温時などでエンジン本体のフリクションが増大している場合においてエンジンを確実に始動させるためには、クランク軸に対してクランキングに必要な大きさのトルクを与える必要がある。   However, in order to start the engine reliably when the friction of the engine main body is increasing, for example, at a very low temperature, it is necessary to give the crankshaft a torque necessary for cranking.

このようなことから、極低温時においてもハイブリッドシステムの内燃機関を容易に始動できるようにすることが求められている。   For this reason, it is required to easily start the internal combustion engine of the hybrid system even at extremely low temperatures.

特開２００２−２３８１０５号公報JP 2002-238105 A

本発明の目的は、内燃機関を容易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 easily starting an internal combustion engine 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して無段変速機構を設けて該無段変速機構に第１の電動発電機を連結するとともに、前記第１の電動発電機に第２の電動発電機を電動機用断接装置を介して直列に連結し、前記内燃機関の温度を測定する温度計と、前記ハイブリッドシステム及び前記電動機用断接装置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、前記温度計の測定値が予め設定されたしきい値以下の場合には前記電動機用断接装置を接状態にして、前記第１の電動発電機及び前記第２の電動発電機を用い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 provided with a continuously variable transmission mechanism that is directly connected to the crankshaft of the internal combustion engine. A thermometer for connecting a first motor generator, connecting a second motor generator in series to the first motor generator via a motor connecting / disconnecting device, and measuring the temperature of the internal combustion engine; And a control means for controlling the hybrid system and the motor connecting / disconnecting device, wherein the control means has a measured value of the thermometer equal to or lower than a preset threshold value when a request for starting the internal combustion engine is generated. In this case, the internal combustion engine is cranked using the first motor generator and the second motor generator with the motor connecting / disconnecting device in a contact state. .

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、内燃機関と電動発電機とを有するハイブリッドシステムの制御方法において、前記内燃機関のクランク軸に直結して無段変速機構を設けて該無段変速機構に第１の電動発電機を連結するとともに、前記第１の電動発電機に第２の電動発電機を直列に連結し、前記内燃機関の始動要求が発生したときには、前記内燃機関の温度が予め設定されたしきい値以下である場合には前記第１の電動発電機と前記第２の電動発電機の動力伝達を可能に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 control method of the present invention that achieves the above object is a hybrid system control method having an internal combustion engine and a motor generator, wherein a continuously variable transmission mechanism is provided directly connected to the crankshaft of the internal combustion engine. A first motor generator is connected to the continuously variable transmission mechanism, and a second motor generator is connected in series to the first motor generator. When a request for starting the internal combustion engine occurs, the internal combustion engine When the temperature of the engine is equal to or lower than a preset threshold value, the internal combustion engine is cranked by enabling power transmission between the first motor generator and the second motor generator. Is.

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、電動発電機に別の電動発電機を電動機用断接装置を介して直列に連結して、内燃機関の始動時において内燃機関の状態に応じて１台又は２台の電動発電機によりクランキングするようにしたので、内燃機関を容易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, another motor generator is connected to the motor generator in series via the motor connecting / disconnecting device, and the internal combustion engine is started according to the state of the internal combustion engine. Since the cranking is performed by one or two motor generators, the internal combustion engine can be easily started.

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１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１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 1 of this embodiment includes an engine (internal combustion engine) 10 and a motor generator (M / G) 21. Here, the hybrid system 1 is described as being mounted on a hybrid vehicle (HEV: hereinafter referred to as a vehicle) 2, but is not necessarily limited.

ハイブリッドシステム１は、エンジン１０と排気通路１２とターボ過給器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 10, 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に第１電動発電機２１Ａ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１６ａを直結するとともに、第１電動発電機２１ＡにＣＶＴ１６の第２プーリー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と第１電動発電機２１Ａとの間の動力伝達を行うように構成する。   A CVT (continuously variable transmission mechanism: ratio variable mechanism) 16 is provided connected to the crankshaft 15 of the engine body 11, and the first motor generator 21 </ b> A is connected to the CVT 16. That is, the first pulley 16a of the CVT 16 is directly connected to the crankshaft 15 of the engine 10, and the second pulley 16b of the CVT 16 is provided to the first motor generator 21A, and the first pulley 16a and the second pulley 16b are configured. The power transmission between the crankshaft 15 and the first motor generator 21A is performed.

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を経由して第１電動発電機２１Ａに、また逆に、第１電動発電機２１Ａ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. 2 to the first motor generator 21A via the pulley 16b, and conversely, from the first motor generator 21A to the crankshaft 15 via the second pulley 16b, the power transmission member 16c and the first pulley 16a, respectively. Power is transmitted.

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.

電力システム２０の一部である第１電動発電機２１Ａには、電動発電機用クラッチ２７を介して第２電動発電機２１Ｂが直列に接続している。これらのうち第１電動発電機は常に、第２電動発電機は電動発電機用クラッチ２７が接状態のときに、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。   A second motor generator 21B is connected in series to the first motor generator 21A, which is a part of the power system 20, via a motor generator clutch 27. Of these, the first motor generator is always the second motor generator, when the motor generator clutch 27 is in the engaged state, as a generator, receives the driving force of the engine 10, or generates power. 2 to generate regenerative power by generating regenerative power such as 2 or to drive the motor as a motor and to transmit the driving power to the crankshaft 15 of the engine 10 to assist the driving power 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、第１電動発電機２１Ａ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で変換して第１電動発電機２１Ａ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. Further, when driving the first motor generator 21A, the electric power charged in the first battery 24A is converted by the inverter 23 and supplied to the first motor generator 21A.

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、動力伝達システムの伝達経路は異なってもよい。   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. Note that the transmission path of the power transmission system may be different depending on the mounting method of the engine 10.

一方、第１電動発電機２１Ａ及び第２電動発電機２１Ｂ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を介して第１電動発電機２１Ａ及び第２電動発電機２１Ｂに供給され、この電力により第１電動発電機２１Ａ及び第２電動発電機２１Ｂが駆動され動力を発生する。この第１電動発電機２１Ａ及び第２電動発電機２１Ｂ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 first motor generator 21A and the second motor generator 21B, the power charged in the first battery 24A is supplied to the first motor generator 21A and the second motor generator 21B via the inverter 23. The first motor generator 21A and the second motor generator 21B are driven by this electric power to generate power. The power of the first motor generator 21 </ b> A and the second motor generator 21 </ b> B 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、第１電動発電機２１Ａ及び第２電動発電機２１Ｂ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の回生力が第１電動発電機２１Ａ及び第２電動発電機２１Ｂに伝達されて、第１電動発電機２１Ａ及び第２電動発電機２１Ｂでの発電が可能となる。   Thus, the power of the first motor generator 21A and the second motor generator 21B 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 first motor generator 21A and the second motor generator 21B through the reverse path, and the first motor generator 21A and the second motor generator 21B are transmitted. Electric power can be generated by the motor generator 21B.

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等の運転状態や第１電動発電機２１Ａ及び第２電動発電機２１Ｂ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や第１電動発電機２１Ａ及び第２電動発電機２１Ｂ、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 of the engine 10 such as the rotational speed Ne and the load Q, the operating state such as the rotational speed Na of the first motor generator 21A and the second motor generator 21B, and the first While monitoring the state of the charge capacity (SOC) of the battery 24A and the second battery 24B, the CVT 16, the first motor generator 21A and the second motor generator 21B, the inverter 23, the DC-DC converter 25, and the like are controlled. 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.

更に、車両２には、エンジン本体１１の温度を測定する温度計４２が設置されている。この温度計４２が測定するエンジン本体１１の温度としては、エンジン用冷却水の水温などが例示される。   Further, the vehicle 2 is provided with a thermometer 42 that measures the temperature of the engine body 11. Examples of the temperature of the engine body 11 measured by the thermometer 42 include the coolant temperature of engine cooling water.

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、温度計４２の測定値Ｔを入力し（Ｓ２０）、測定値Ｔがあらかじめ設定されたしきい値超であるかを判定する（Ｓ３０）。このしきい値としては、−２０〜１０℃の範囲の温度値、好ましくは０℃が例示される。   The hybrid system control device 41 determines whether a start request for the engine body 11 (including a restart request at idling stop) has been issued (S10), and when the start request is issued, the measured value of the thermometer 42 is measured. T is input (S20), and it is determined whether the measured value T exceeds a preset threshold value (S30). As this threshold value, a temperature value in the range of −20 to 10 ° C., preferably 0 ° C. is exemplified.

そして、測定値Ｔがしきい値超である場合には、電動発電機用クラッチ２７を断状態にして（Ｓ４０）、第１バッテリ２４Ａから第１電動発電機２１Ａのみに電力を供給することで回転駆動させて（Ｓ５０）、ＣＶＴ１６を通じてクランク軸１５を強制回転させてエンジン本体１１をクランキングする（Ｓ６０）。   If the measured value T exceeds the threshold value, the motor generator clutch 27 is disengaged (S40), and power is supplied only from the first battery 24A to the first motor generator 21A. The engine body 11 is cranked by rotating the crankshaft 15 through the CVT 16 (S60).

一方、測定値Ｔがしきい値以下である場合には、電動発電機用クラッチ２７を接状態にして（Ｓ７０）、第１バッテリ２４Ａから第１電動発電機２１Ａ及び第２電動発電機２１Ｂに電力を供給することで両者を回転駆動させて（Ｓ８０）、ＣＶＴ１６を通じてクランク軸１５を強制回転させてエンジン本体１１をクランキングする（Ｓ６０）。   On the other hand, when the measured value T is less than or equal to the threshold value, the motor generator clutch 27 is brought into the engaged state (S70), and the first battery 24A is changed to the first motor generator 21A and the second motor generator 21B. Both are rotated by supplying electric power (S80), and the crankshaft 15 is forcibly rotated through the CVT 16 to crank the engine body 11 (S60).

このような制御を行うことにより、極低温時などでエンジン本体１１のフリクションが増大している場合には、２台の電動発電機２１Ａ、２１Ｂによりクランク軸１５を回転させてクランキングするので、エンジン本体１１を容易に始動させることができる。   By performing such control, when the friction of the engine body 11 is increased at a very low temperature or the like, the crankshaft 15 is rotated and cranked by the two motor generators 21A and 21B. The engine body 11 can be easily started.

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
２１Ａ 第１電動発電機
２１Ｂ 第２電動発電機
２７ 電動発電機用クラッチ
４１ ハイブリッドシステム用制御装置
４２ 温度計 DESCRIPTION OF SYMBOLS 1 Hybrid system 2 Hybrid vehicle 10 Engine 11 Engine main body 15 Crankshaft 16 CVT
16a First pulley 16b Second pulley 17 Crankshaft connecting / disconnecting device 21A First motor generator 21B Second motor generator 27 Motor generator clutch 41 Hybrid system control device 42 Thermometer

Claims (4)

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して無段変速機構を設けて該無段変速機構に第１の電動発電機を連結するとともに、前記第１の電動発電機に第２の電動発電機を電動機用断接装置を介して直列に連結し、
前記内燃機関の温度を測定する温度計と、前記ハイブリッドシステム及び前記電動機用断接装置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、前記温度計の測定値が予め設定されたしきい値以下の場合には前記電動機用断接装置を接状態にして、前記第１の電動発電機及び前記第２の電動発電機を用い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 is provided directly connected to the crankshaft of the internal combustion engine, a first motor generator is connected to the continuously variable transmission mechanism, and a second motor generator is connected to the first motor generator. Connected in series via a connecting / disconnecting device,
A thermometer for measuring the temperature of the internal combustion engine, and a control means for controlling the hybrid system and the motor connecting / disconnecting device;
When a request for starting the internal combustion engine is generated, the control means sets the motor connecting / disconnecting device in a contact state when the measured value of the thermometer is equal to or less than a preset threshold value. A hybrid system characterized in that the internal combustion engine is cranked using the motor generator and the second motor generator. 前記制御装置は、前記内燃機関の始動要求が発生したときには、前記温度計の測定値が前記しきい値超の場合には前記電動機用断接装置を断状態にする請求項１に記載のハイブリッドシステム。   2. The hybrid according to claim 1, wherein when the start request of the internal combustion engine is generated, the control device causes the motor connecting / disconnecting device to be disconnected when a measured value of the thermometer exceeds the threshold value. system. 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の制御方法において、
前記内燃機関のクランク軸に直結して無段変速機構を設けて該無段変速機構に第１の電動発電機を連結するとともに、前記第１の電動発電機に第２の電動発電機を直列に連結し、
前記内燃機関の始動要求が発生したときには、前記内燃機関の温度が予め設定されたしきい値以下である場合には前記第１の電動発電機と前記第２の電動発電機の動力伝達を可能に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,
A continuously variable transmission mechanism is provided directly connected to the crankshaft of the internal combustion engine, a first motor generator is connected to the continuously variable transmission mechanism, and a second motor generator is connected in series to the first motor generator. Connected to
When a request for starting the internal combustion engine is generated, power can be transmitted between the first motor generator and the second motor generator if the temperature of the internal combustion engine is equal to or lower than a preset threshold value. A control method for a hybrid system, wherein the internal combustion engine is cranked. 前記内燃機関の温度が前記しきい値超である場合には前記第１の電動発電機と前記第２の電動発電機の動力を切断し前記内燃機関をクランキングする請求項３に記載のハイブリッドシステムの制御方法。   4. The hybrid according to claim 3, wherein when the temperature of the internal combustion engine exceeds the threshold value, the power of the first motor generator and the second motor generator is cut off to crank the internal combustion engine. How to control the system.
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