JP2023044814A - Control device - Google Patents

Abstract

To suppress an abrupt rise of a rotation number of a rotating machine at the motoring of an internal combustion engine, and that of the internal combustion engine, and to avoid the lowering of the NV-performance of a vehicle.SOLUTION: In a control device for controlling an internal combustion engine and a rotating machine which is mechanically connected to the internal combustion engine, the control device performs an operation for expanding an opening of a throttle valve installed on an intake passage of the internal combustion engine when performing motoring for rotationally driving the internal combustion engine which does not perform firing for combusting fuel by using the rotation machine, along with this, actually measures the intake pressure of a point continuing to a cylinder at a downstream side of the throttle valve in the intake passage of the internal combustion engine, and increasingly and decreasingly adjusts torque outputted by the rotating machine according to current intake pressure and a rotation number of the internal combustion engine.SELECTED DRAWING: Figure 4

Description

The present invention relates to control of an internal combustion engine mounted on a vehicle as a power source and a rotating electrical machine mechanically connected thereto, and more particularly to control at the time of starting the internal combustion engine.

2. Description of the Related Art In recent years, hybrid vehicles equipped with two types of power sources, an internal combustion engine and a rotating electric machine (electric motor), have become widespread. A series-type hybrid vehicle (see, for example, the following patent document) generates power by driving a motor generator for power generation, which is a rotating electrical machine, with an internal combustion engine. The fuel is stored in a battery such as a hydrogen secondary battery and/or a capacitor, and is supplied to a motor-generator for running, which is a rotating electric machine. Then, the driving wheels of the vehicle are rotated by the motor generator for traveling to travel.

Not only the motor-generator for power generation but also the motor-generator for traveling can generate power by regenerative braking, and the generated power can be stored in the power storage device. When electric charge is already stored up to the capacity of the power storage device, the electric power obtained by regenerative braking is intentionally supplied to the motor generator for power generation, and this is operated as an electric motor to perform motoring to rotationally drive the internal combustion engine. This consumes excess power.

In a series-type hybrid vehicle, the motor generator for power generation serves to motor (crank) the internal combustion engine in preparation for starting the stopped internal combustion engine. concurrently. At that time, power is supplied from the power storage device.

In a hybrid vehicle, the electric charge stored in the power storage device is consumed by the motor-generator for running to output rotational driving force to run the vehicle without performing firing for operating the internal combustion engine by burning fuel in the cylinder. is possible. Therefore, even during operation of the vehicle, the state in which the rotation of the internal combustion engine is stopped may continue.

When the amount of electric charge stored in the power storage device decreases, or when the required output of the traction motor-generator is large, the internal combustion engine is started, fuel is supplied to the cylinders, and the fuel is combusted, and the rotational driving force output by the internal combustion engine. to drive the power generation motor generator to generate power to charge the power storage device or increase the electric power supplied to the running motor generator.

JP 2020-156134 A

When the driver of the vehicle strongly depresses the accelerator pedal to start or accelerate the vehicle, the stopped internal combustion engine is started in order to output the driving force necessary to meet the demand.

Generally, in order to start an internal combustion engine, while motoring the internal combustion engine, the opening of the throttle valve on the intake passage is increased, and after the engine speed rises above a certain level, firing is started. This starting process can produce noise or vibration that can be perceived by vehicle occupants, including the driver.

The reason for this is the rapid increase in the rotational speed of the rotating electric machine for motoring and the internal combustion engine driven by it. In the conventional motoring control, the torque output by the rotary electric machine was adjusted based on the current engine speed and throttle valve opening. This is because the load torque of the internal combustion engine, which is a mechanical load on the rotating electrical machine, and the amount of motor torque required for accelerating the engine rotation are considered to be determined according to the engine speed and the throttle valve opening.

In practice, however, a time lag such as a first-order lag response occurs between the opening operation of the previously closed throttle valve and the change in intake pressure in the intake passage downstream of the throttle valve. Due to this time lag, a deviation occurs between the load torque estimated based on the engine speed and throttle valve opening and the true load torque. If so, the output torque of the rotating electric machine is excessively increased, and the rotational speeds of the rotating electric machine and the internal combustion engine are rapidly accelerated.

In a hybrid vehicle, the internal combustion engine is stopped regardless of the current vehicle speed, and the stopped internal combustion engine is restarted. When the internal combustion engine is started while the vehicle is already running at a vehicle speed above a certain level, abnormal noises and vibrations generated from the rotary electric machine and the internal combustion engine are masked. However, when the internal combustion engine is started from a stopped or low vehicle speed state, abnormal noise and vibration are not masked, and there is a possibility that the occupants of the vehicle may feel uncomfortable or uncomfortable.

The present invention has been made for the first time by paying attention to the above-mentioned points, and suppresses a sudden increase in the rotation speed of the rotating electric machine and the internal combustion engine during motoring of the internal combustion engine, and suppresses NV (Noise and Vibration) of the vehicle accompanying motoring. ) intended to avoid performance degradation.

In the present invention, an internal combustion engine and a rotating electrical machine mechanically connected thereto are controlled. When performing motoring in which the rotating electrical machine rotates the internal combustion engine that is not firing to burn fuel, Perform an operation to increase the opening of the throttle valve installed on the intake passage of the internal combustion engine, and measure the intake pressure at the point connected to the cylinder downstream of the throttle valve in the intake passage of the internal combustion engine. A control device is configured to increase or decrease the torque output by a rotating electrical machine in accordance with the rotational speed of an internal combustion engine.

According to the present invention, it is possible to suppress a rapid increase in the rotational speed of the rotating electric machine and the internal combustion engine during motoring of the internal combustion engine, thereby effectively avoiding deterioration of NV performance of the vehicle due to motoring.

1 is a diagram showing a schematic configuration of a series hybrid vehicle and a control device according to an embodiment of the present invention; FIG. The figure which shows the outline|summary of the internal combustion engine mounted in the hybrid vehicle of the same embodiment. FIG. 4 is a diagram showing the classification of the required output of the motor-generator for traveling mounted in the hybrid vehicle of the same embodiment; FIG. 4 is a timing chart showing the pattern of control at the time of starting the internal combustion engine, which is executed by the control device according to the program according to the embodiment;

One embodiment of the present invention will be described with reference to the drawings. FIG. 1 shows a schematic configuration of main systems of a vehicle in this embodiment. The vehicle of this embodiment is a hybrid vehicle equipped with two types of power sources. An internal combustion engine 1, a power generating motor generator 2 that is a rotating electrical machine that generates power by being driven by the internal combustion engine 1, a power storage device 3 that stores the electric power generated by the power generating motor generator 2, the power generating motor generator 2, and/or A running motor generator 4, which is a rotary electric machine that receives power supply from the power storage device 3 and drives drive wheels 62 of the vehicle, is provided.

This hybrid vehicle is a series hybrid electric vehicle that uses the internal combustion engine 1 only for power generation, and the drive wheels 62 of the vehicle are exclusively supplied with driving force for running from the motor generator 4 for running. The internal combustion engine 1 and the drive wheels 62 are mechanically separated from each other, and originally rotational driving force is not transmitted between them. Therefore, the internal combustion engine 1 can be rotated and stopped completely independently of the motor-generator 4 and the drive wheels 62 . Therefore, during operation of the vehicle with the ignition switch (power switch or ignition key) turned on, even if the vehicle is in a state where the vehicle can run by depressing the accelerator pedal, the power storage device 3 is sufficiently charged. Under the condition that the electric charge is accumulated and the brake booster 15 has accumulated a sufficient negative pressure, the operation of the internal combustion engine 1 involving fuel combustion may not be performed.

A crankshaft, which is the rotating shaft of the internal combustion engine 1, is mechanically connected to the rotating shaft of the power generation motor generator 2 via a gear mechanism or by directly connecting the shaft. By inputting the rotational driving force output by the internal combustion engine 1 to the electric power generating motor generator 2, the electric power generating motor generator 2 generates electric power. The generated electric power is charged in the power storage device 3 and/or supplied to the traveling motor generator 4 . The power generation motor generator 2 also functions as an electric motor for motoring, which itself generates rotational driving force to rotationally drive the crankshaft of the internal combustion engine 1 . For example, the electric power generation motor generator 2 performs cranking as preparation for starting the stopped internal combustion engine 1 .

The running motor generator 4 generates driving force for running the vehicle, and inputs the driving force to the drive wheels 62 via the speed reducer 61 . In addition, the running motor generator 4 rotates together with the drive wheels 62 to generate electric power, and recovers the kinetic energy of the vehicle as electrical energy. The electric power generated by this regenerative braking charges the power storage device 3 .

Of course, if electric charge is already stored up to the capacity of the power storage device 3 and further charging is difficult, the electric power regenerated by the traveling motor generator 4 is intentionally supplied to the electric power generating motor generator 2 to generate electric power. The internal combustion engine 1 is rotationally driven by operating the motor generator 2 as an electric motor. This consumes excess electric power while maintaining the braking performance of the vehicle. Further, at this time, since the rotation of the internal combustion engine 1 is maintained, fuel cut can be executed to temporarily stop the supply of fuel to the cylinders of the internal combustion engine 1 .

The power generator inverter 21 converts the AC power generated by the power generation motor generator 2 into DC power. Then, the DC power is input to power storage device 3 or drive inverter 41 . In addition, when the power generation motor generator 2 is operated as an electric motor, the power generator inverter 21 converts the DC power supplied from the power storage device 3 and/or the drive inverter 41 into AC power, and then converts the power generation motor generator 2 into AC power. to enter.

The drive inverter 41 converts the DC power supplied from the power storage device 3 and/or the generator inverter 21 into AC power and inputs the AC power to the motor generator 4 for running. In addition, the drive inverter 41 converts AC power generated by the traveling motor generator 4 when the vehicle is regeneratively braked into DC power and inputs the DC power to the power storage device 3 or the generator inverter 21 . The generator inverter 21 and the drive inverter 41 form part of a PCU (Power Control Unit) 02 .

The power storage device 3 is a battery and/or a capacitor or the like. The battery is a high-voltage secondary battery with high energy density, such as a lithium-ion secondary battery or a nickel-hydrogen secondary battery. The power storage device 3 charges and stores electric power generated by each of the motor generator 2 for power generation and the motor generator 4 for running. Power storage device 3 also discharges electric power for operating motor generator 2 for electric power generation and motor generator 4 for running as electric motors, and supplies necessary electric power to motor generators 2 and 4 .

FIG. 2 shows an outline of the internal combustion engine 1 mounted on the hybrid vehicle of this embodiment. The internal combustion engine 1 is, for example, a spark-ignited four-stroke reciprocating engine, and includes a plurality of cylinders 11 (for example, three cylinders, one of which is shown in FIG. 2). An injector 111 for injecting fuel toward the intake port is provided near the intake port of each cylinder 11 . A spark plug 112 is attached to the ceiling of the combustion chamber of each cylinder 11 . The spark plug 112 receives an induced voltage generated by the ignition coil and induces spark discharge between the center electrode and the ground electrode.

An intake passage 13 for supplying intake air takes in air from the outside and guides it to the intake port of each cylinder 11 . An air cleaner 131, an electronic throttle valve 132, a surge tank 133, and an intake manifold 134 are arranged in this order on the intake passage 13 from upstream. The air cleaner 131 is located at the most upstream intake port for taking in air in the intake passage 13 . The air intake opens to the front of the vehicle to take in cool air and increase the charging efficiency of the internal combustion engine.

An exhaust passage 14 for exhausting exhaust guides the exhaust generated as a result of burning fuel in the cylinder 11 from the exhaust port of each cylinder 11 to the outside. An exhaust manifold 142 and a three-way catalyst 141 for purifying exhaust gas are arranged on the exhaust passage 14 .

The EGR device 12 includes an external EGR passage 121 communicating between the exhaust passage 14 and the intake passage 13, an EGR cooler 122 provided on the EGR passage 121, and opening and closing the EGR passage 121 to flow the EGR gas through the EGR passage 121. and the EGR valve 123 that controls the An inlet of the EGR passage 121 is connected to a portion downstream of the catalyst 141 in the exhaust passage 14 . The outlet of the EGR passage 121 is connected to a portion of the intake passage 13 downstream of the throttle valve 132 (in particular, the surge tank 133 or the intake manifold 134).

The internal combustion engine 1 is provided with a brake booster 15 for reducing the operating force required for braking the vehicle, that is, the force applied to the brake pedal. The brake booster 15 introduces intake negative pressure from a portion (or a surge tank 133) downstream of the throttle valve 132 in the intake passage 13, and uses the negative pressure to boost the depression force of the brake pedal. It is widely known. The brake booster 15 has a constant pressure chamber (negative pressure chamber) that stores negative pressure and a variable pressure chamber (atmospheric pressure chamber) to which atmospheric pressure is applied. ing. The negative pressure line 151 guides the intake negative pressure on the downstream side of the throttle valve 132 to the constant pressure chamber. A check valve 152 is provided on the negative pressure line 151 to retain the negative pressure in the constant pressure chamber and prevent the positive pressure from being applied to the constant pressure chamber.

When the driver does not operate the brake pedal, the constant pressure chamber communicates with the variable pressure chamber, and the variable pressure chamber is isolated from the atmospheric pressure. When the brake pedal is operated, the constant pressure chamber and the variable pressure chamber are cut off, and air is introduced into the variable pressure chamber. As a result, the pressure difference between the constant pressure chamber and the variable pressure chamber becomes the control pressure that boosts the force applied to the brake pedal. The brake depression force amplified by the brake booster 15 is converted into hydraulic pressure in the master cylinder 16 . The master cylinder pressure output by the master cylinder 16 (the pressure of the brake fluid discharged by the master cylinder 16) is transmitted to a brake device such as a brake caliper or a wheel cylinder via a hydraulic circuit, and is used for braking the vehicle by the brake device. Used.

An ECU (Electronic Control Unit) 0, which is a control device for controlling the internal combustion engine 1, the motor generator 2 for power generation, the power storage device 3, the inverters 21 and 41, the motor generator 4 for running, etc., includes a processor, a memory, an input interface, and an output interface. etc. is a microcomputer system. The ECU 0 includes a plurality of ECUs, that is, an EFI (Electronic Fuel Injection) ECU 01 that controls the internal combustion engine 1, an MG (Motor Generator) ECU 02 that controls the motor generators 2 and 4 and the inverters 21 and 41, and a BMS that controls the power storage device 3. (Battery Management System) ECU 03, etc., and HV (Hybrid Vehicle) ECU 00, which is a higher-level controller for controlling them, are connected so as to be able to communicate with each other via an electric communication line such as CAN (Controller Area Network). It is a thing.

For the ECU 0, a vehicle speed signal a output from a vehicle speed sensor that detects the actual vehicle speed, a crank angle signal b output from a crank angle sensor that detects the rotation angle of the crankshaft of the internal combustion engine 1 and the engine speed , an accelerator opening signal output from a sensor that detects the amount of depression of the accelerator pedal by the driver as an accelerator opening (in other words, the driving force that the driver requests for the vehicle (the motor generator 4 for traveling)). c, an intake air temperature/intake pressure signal d output from a temperature/pressure sensor that detects the intake air temperature and pressure in the intake passage 13 (in particular, the surge tank 133 or the intake manifold 134) connected to the cylinders 11 of the internal combustion engine 1; A cooling water temperature signal e output from a water temperature sensor for detecting the temperature of the cooling water of the internal combustion engine 1, and an output from a vibrating knock sensor for detecting the magnitude of vibration of the cylinder block containing the cylinders 11 of the internal combustion engine 1. A vibration signal f to be applied, a battery SOC (State Of Charge) signal g output from a sensor (in particular, a battery current and/or battery voltage sensor) that detects the amount of charge stored in the power storage device 3, and a constant pressure of the brake booster 15 A negative pressure signal h or the like output from a negative pressure sensor that detects the negative pressure stored in the chamber is input.

The ECU 0 senses the amount of depression of the accelerator pedal operated by the driver, the current vehicle speed, the amount of charge stored in the power storage device 3, and the power generation motor generator 2, which is sensed via various sensors. The rotational driving force output by the motor generator 4 for running, the rotational driving force output by the internal combustion engine 1, and the magnitude of the electric power generated by the motor generator 2 are controlled to increase or decrease according to the generated electric power.

In principle, if the power storage device 3 is currently storing a sufficient amount of electric charge and the output required for the traction motor generator 4 is small, the supply of fuel to the internal combustion engine 1 is cut off to operate the internal combustion engine 1. do not. On the other hand, if the amount of electric charge stored in the power storage device 3 is below the lower limit value, or if the required output of the motor-generator 4 for traveling is large, the internal combustion engine 1 is started and fuel is supplied to the cylinders 11. Firing is executed to burn this, and the rotational driving force output from the internal combustion engine 1 drives the generator motor generator 2 to generate electricity to charge the power storage device 3 or supply it to the motor generator 4 for running. increase the power to run.

FIG. 3 shows the relationship between the output requested by the driver of the vehicle and whether or not the internal combustion engine 1 and the motor/generator 2 should be operated. The output required for the running motor generator 4 is determined by the amount of depression of the accelerator pedal operated by the driver and the vehicle speed. The driving force to be applied to the drive wheels 62 increases as the accelerator opening increases. The required output increases as the driving force to be applied to the drive wheels 62 increases, and increases as the vehicle speed increases. In FIG. 3, the required output increases toward the upper right.

In a low output region I where the driving force to be applied to the drive wheels 62 is relatively small and the vehicle speed is also relatively low, the ECU 0 stops the firing operation without supplying fuel to the internal combustion engine 1, and the power generation motor generator 2 Do not operate as a generator. In the low output region I, the traveling motor generator 4 receives electric power supply only from the power storage device 3 and outputs driving force for traveling the vehicle. The low output region I is typically when the accelerator opening is 0 or less than a predetermined value, or when the vehicle is decelerating.

The ECU 0 supplies fuel to the internal combustion engine 1 and performs a firing operation in medium and high output regions II and III where the driving force to be applied to the drive wheels 62 is above a certain level or the vehicle speed is above a certain level. 2 is operated as a generator. In the medium output region II where the required output is not significantly high, the motor generator 4 for traveling receives power supply mainly from the motor generator 2 for power generation, and outputs driving force for traveling the vehicle. At this time, a small amount of power is supplied from the power storage device 3, or no power is supplied at all. In the high output region III where the required output is remarkably high, the traveling motor generator 4 receives power supply from both the electric power generating motor generator 2 and the power storage device 3, and outputs driving force for traveling the vehicle.

The output required of the internal combustion engine 1 during firing operation also basically increases as the output required of the traveling motor generator 4 increases. However, it also depends on the amount of charge currently stored in the power storage device 3 . When the power storage device 3 runs out of electric charge, it must be charged as soon as possible. Even if the required output of the motor-generator 4 for traveling is small, the required output of the internal combustion engine 1 increases for power generation. Sometimes.

The internal combustion engine 1 is started while the fuel is not being supplied to the cylinders 11 of the internal combustion engine 1 and the internal combustion engine 1 is not being operated, and the drive wheels 62 are being driven by the traveling motor generator 4 to drive the vehicle. In order to execute power generation by the motor generator 2 for power generation, first, the motor generator 2 for power generation is operated as an electric motor, thereby performing motoring for starting the internal combustion engine 1 . Then, when the crankshaft of the internal combustion engine 1 rotates a predetermined number of times or more or at a predetermined angle or more, and cylinder discrimination for obtaining the current stroke or piston position of each cylinder 11 of the internal combustion engine 1 is completed, each cylinder of the internal combustion engine 1 Fuel is injected at appropriate timing in accordance with the stroke of the cylinder 11, and firing for igniting and burning the fuel is started at appropriate timing. The rotation angle and rotation speed of the crankshaft of the internal combustion engine 1, i.e., the engine speed, can be detected (in the MG ECU 02) via a resolver attached to the motor generator 2 for power generation. can also be detected (at the EFI ECU01).

If the internal combustion engine 1 can rotate independently and output the rotational driving force necessary for power generation, and the engine speed can maintain an upward trend even when the output of the motor generator 2 for power generation is reduced. For example, the output of the power generation motor generator 2 operating as an electric motor is reduced to 0 to end the motoring, and the power generation motor generator 2 is rotationally driven by the internal combustion engine 1 this time. Furthermore, the power generation motor generator 2 is operated as a power generator, and the generated power is increased from zero.

Thereafter, the intake air amount and the fuel injection amount supplied to the cylinder 1 of the internal combustion engine 1 and the electric power generated by the power generation motor generator 2 are increased or decreased so that the engine speed follows the target speed, which is increased in stages. . The final target engine speed is the engine speed at which the internal combustion engine 1 can be operated at optimum or near-optimal efficiency and which is most advantageous for the fuel consumption rate, or at which the internal combustion engine 1 produces maximum torque or maximum output or torque or output close thereto. Set the rpm that you can achieve.

An EFI ECU 01 forming a part of the ECU 0 acquires various types of information b, d, e, and f necessary for controlling the operation of the internal combustion engine 1 through an input interface, learns the engine speed, and injects the information into the cylinder 11. Estimate the amount of air. Then, the required fuel injection amount (necessary for realizing the target air-fuel ratio) matching the intake air amount, fuel injection timing (including the number of fuel injections for one combustion), fuel injection pressure, ignition timing (one time It determines operating parameters of the internal combustion engine 1 such as the number of ignitions for combustion), the required EGR rate (or EGR gas amount), and the like. The EFI ECU 01 outputs various control signals i, j, k, l corresponding to operating parameters to the igniter of the ignition plug 112, the injector 111, the throttle valve 132, the EGR valve 123, etc. via the output interface.

When the driver depresses the accelerator pedal to start the vehicle from a low vehicle speed state where the vehicle has stopped or is close to stopping, the required output for the traveling motor generator 4 changes from the low output region I to the middle and high output regions II and III. , the internal combustion engine 1, which had been stopped until then, is started. Alternatively, when the amount of charge (SOC) stored in the power storage device 3 decreases below a predetermined value, or when the negative pressure stored in the constant pressure chamber of the brake booster 15 decreases below a predetermined value, the internal combustion engine 1 will be started.

At the beginning of starting the internal combustion engine 1, the opening of the throttle valve 132 on the intake passage 13 is reduced to the minimum opening that can secure the minimum amount of intake air, for example, the so-called opener opening. As is well known, the electronic throttle valve 132 adjusts the flow rate of intake air flowing into the cylinder 11 by rotating a valve body of a butterfly valve that opens and closes the intake passage 13 by means of a throttle motor. The opener opening is the opening when the throttle motor is not energized (power is not supplied) and the throttle motor does not apply force to the valve body, and the opener is slightly open rather than fully closed. An opener spring is attached to the valve body of the throttle valve 132, and the spring elastically urges the valve body to position it at an angle (posture) that realizes the opener opening.

When starting the internal combustion engine 1, the opening of the throttle valve 132 is widened from the minimum opening, and at the same time, the motor generator 2 starts motoring. When the engine speed is accelerated to a certain level or more through motoring, firing, that is, fuel injection by the injector 111 and spark ignition by the spark plug 112 is started. Next, the intake air amount and the fuel injection amount to the cylinder 11 are increased to accelerate the increase of the engine torque and the acceleration of the engine rotation.

FIG. 4 shows the process of starting the internal combustion engine 1 described above. In FIG. 4, t ₀ is the time to start the motoring for starting the internal combustion engine 1 which has been stopped until then. t ₁ is the time when the internal combustion engine 1 starts firing and ends motoring. A period from time t ₀ to time t ₁ is a transitional period during which fuel injection and ignition combustion are not performed while the internal combustion engine 1 is being driven by the power generation motor generator 2 .

In the transitional period during which motoring is performed, the EFI ECU01, which forms part of the ECU0, which is the control device of the present embodiment, starts the motoring based on the current engine speed and the intake pressure in the intake passage 13 connected to the cylinder 1. The magnitude of the mechanical load (friction loss) torque of the internal combustion engine 1 with respect to the power generation motor generator 2, in other words, the required amount of motor torque to be output by the power generation motor generator 2 operating as an electric motor is estimated. The current engine speed can be measured by referring to the output signal b of the crank angle sensor, and the current intake pressure can be measured by referring to the output signal d of the intake pressure sensor.

The memory of the EFI ECU 01 stores in advance map data defining the relationship between the engine speed, the intake pressure, and the mechanical load torque of the internal combustion engine 1 . As a general tendency, the higher the engine speed, the larger the load torque, and the lower the intake pressure (the higher the intake negative pressure), the larger the load torque. The EFI ECU 01 searches the map using the current engine speed and intake pressure as keys to obtain the current estimated load torque. Then, the value of the load torque is transmitted from the EFI ECU 01 to the EV ECU 00 .

The EV ECU 00 that has received this command transmits a command value for the required output torque to the MG ECU 02 so that the motor generator 2 for power generation outputs a motor torque corresponding to the load torque. The output torque command value is increased as the load torque value increases. Naturally, the output torque command value exceeds the load torque value. Otherwise, the rotations of the power generation motor generator 2 and the internal combustion engine 1 cannot be accelerated.

The MG ECU 02 controls the magnitude of current and/or voltage applied to the motor generator 2 for power generation so that the motor generator 2 for power generation outputs the commanded torque.

In addition to the feedforward control described above, the EV ECU 00 sets the command value of the output torque required of the power generation motor generator 2 so that the actual measured value of the current engine speed transmitted from the EFI ECU 01 follows the target value. Feedback control is performed to adjust the increase/decrease of That is, if the measured value of the engine speed is less than the target value, the command value of the output torque is corrected to a larger value, and if the measured value exceeds the target value, the command value of the output torque is corrected to a smaller value.

In this embodiment, an internal combustion engine 1 and a rotating electric machine 2 mechanically connected thereto are controlled. is performed, an operation is performed to increase the opening of the throttle valve 132 installed on the intake passage 13 of the internal combustion engine 1. Alternatively, the control device 0 is configured to actually measure the intake pressure in the intake manifold 134 and increase or decrease the torque output by the rotary electric machine 2 according to the current intake pressure and the rotational speed of the internal combustion engine 1 .

In the conventional motoring control, the torque output by the rotary electric machine 2 is increased or decreased according to the current opening degree of the throttle valve 132 and the rotational speed of the internal combustion engine 1 . As a result, as indicated by the dashed line in FIG. 4, the rotational speed of the internal combustion engine 1 suddenly rises, causing noise or vibration that can be perceived by passengers in the vehicle.

On the other hand, according to the present embodiment, the rapid increase in the rotation speed of the internal combustion engine 1 is appropriately suppressed, as shown by the solid line in FIG. Therefore, it is possible to effectively avoid deterioration of the NV performance of the vehicle due to motoring.

The present invention is not limited to the embodiments detailed above. For example, the application of the present invention is not limited to a series hybrid vehicle.

In addition, the specific configuration of each part, the procedure of processing, and the like can be variously modified without departing from the spirit of the present invention.

0... Control unit (ECU)
DESCRIPTION OF SYMBOLS 1... Internal combustion engine 11... Cylinder 13... Intake passage 132... Throttle valve 2... Rotary electric machine (motor generator for electric power generation)
b... Crank angle signal d... Intake pressure signal

Claims (1)

It controls an internal combustion engine and a rotating electric machine mechanically connected thereto,
When performing motoring in which an internal combustion engine that is not firing to burn fuel is rotationally driven by a rotating electric machine, an operation is performed to increase the opening of a throttle valve installed on the intake passage of the internal combustion engine, and at the same time A control device that measures the intake pressure in the intake passage of an internal combustion engine downstream of the throttle valve and connects to the cylinder, and increases or decreases the torque output by the rotary electric machine according to the current intake pressure and the rotational speed of the internal combustion engine.

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