JP3931744B2 - Hybrid power output apparatus, control method therefor, and hybrid vehicle - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention is a combination of an engine and a motor generator device, and belongs to the technical field of a hybrid type power output device and a control method thereof suitably used for, for example, a hybrid vehicle, and further includes such a power output device. Belongs to the technical field of hybrid vehicles. In particular, the present invention belongs to a technical field such as a hybrid power output device using such an engine having a combustion mode switching function capable of switching between spark ignition combustion and compression auto-ignition combustion.
[0002]
[Prior art]
In this type of power output device, as disclosed in, for example, JP-A-9-47094 and JP-A-2000-324615, a motor generator device is appropriately driven according to a required operating state. The battery is charged by using a generator (generator) rotated by force or using a dedicated generator included in the motor generator device. Further, the drive shaft is rotated alone or together with the engine by using the motor generator device as a motor (electric motor) that rotates by receiving power supply from the battery or by using a dedicated motor included in the motor generator device. As a result, the engine can be continuously operated in a state where the driving efficiency is high, and the fuel consumption and the exhaust purification performance are improved.
[0003]
This type of operation output device is roughly classified into a parallel hybrid system and a serial hybrid system. In the former, the drive shaft is rotated by a part of the output of the engine and rotated by the driving force of the motor generator device. In the latter, the engine output is exclusively used for charging by the motor generator device, and the drive shaft is rotated by the driving force of the motor generator device.
[0004]
In this specification, the parallel or serial hybrid power output device is configured in this way, and includes one or a plurality of motor generators, or an entire heavy electric machine including one or a plurality of generators and motors. The connection wiring and the like are referred to as a “motor generator device”. Further, in this specification, in any type of hybrid type, supplementing the output of the engine with the driving force of the motor generator device is referred to as “assist”, and the driving force of the motor generator device at this time is expressed as “ This is called “assist power”.
[0005]
On the other hand, as disclosed in, for example, Japanese Patent Application Laid-Open No. 2000-265910 and Japanese Patent Application Laid-Open No. 10-23606, a combination of a gasoline engine such as a diesel engine that performs compression auto-ignition combustion or self-ignition combustion and a motor generator is combined. A hybrid vehicle is also proposed.
[0006]
Furthermore, as disclosed in, for example, JP 2001-3800 A, an engine having a combustion mode switching function capable of switching between a combustion mode for performing spark ignition combustion and a combustion mode for performing compression auto-ignition combustion has been developed. ing. In this engine, when the rotation speed and torque are within a specific range, compression self-ignition combustion is possible. Therefore, in such a case, switching control is performed so that compression compression self-ignition combustion is performed. The And this Unexamined-Japanese-Patent No. 2001-3800 is also proposed about the application to the hybrid vehicle of the engine which has the said combustion form switching function.
[0007]
In the specification of the present application, regarding the engine that performs the compression auto-ignition combustion or the engine having the combustion mode switching function, on the characteristic diagram in which the interrelationship between the engine speed and the torque is plotted on two-dimensional coordinates, A region where compression self-ignition combustion is performed is referred to as a “self-ignition combustible region”.
[0008]
[Problems to be solved by the invention]
However, the engine that performs compression auto-ignition combustion disclosed in the above-mentioned Japanese Patent Application Laid-Open No. 2000-265910 is difficult to put into practical use because the compression auto-ignition combustion region is small. Furthermore, since the exhaust temperature is lowered instead of reducing the exhaust loss, the catalyst temperature on the exhaust side is lowered, resulting in a reduction in exhaust gas purification performance. Therefore, even if such a gasoline engine that exclusively performs compression auto-ignition combustion is incorporated into a hybrid power output device, it is basically difficult to construct a device with excellent performance such as power performance and exhaust gas purification performance. There is a problem that there is.
[0009]
Furthermore, regarding the application of the engine having the combustion mode switching function disclosed in Japanese Patent Laid-Open No. 2001-3800 described above to a hybrid vehicle, it is considered that the following problems occur from a technical viewpoint.
[0010]
That is, when the combustion mode is switched as described above, in-cylinder combustion in the engine becomes temporarily unstable regardless of whether it is a parallel hybrid system or a serial hybrid system. More specifically, compression auto-ignition combustion is close to ideal combustion and combustion is performed at a relatively high speed, whereas spark ignition is performed far from ideal combustion and at a relatively low speed. Therefore, when continuously switching between the two in the same cylinder, the in-cylinder combustion in the engine becomes temporarily unstable. For this reason, there is a technical problem that when the combustion mode is switched, a “torque step” or “driving force step” may occur, resulting in a decrease in power performance, fuel consumption performance, exhaust gas purification performance, and the like. is there.
[0011]
The present invention has been made in view of the above-described problems, and has a combustion mode switching function in an engine, and a hybrid power output device capable of reducing a torque step generated when switching the combustion mode and control thereof It is an object of the present invention to provide a method and a hybrid vehicle including such a power output device.
[0012]
[Means for Solving the Problems]
  In order to solve the above problems, the first hybrid type power output apparatus of the present invention can generate electric power using an engine and at least a part of the output of the engine and can output driving force via a drive shaft.And the rotational shaft of the engine can be rotationally driven by at least a part of the driving force.A motor generator device, a power storage device that can be charged by the motor generator device and capable of supplying power to the motor generator device, and a combustion mode switching means for switching between spark ignition combustion and compression self-ignition combustion in the engine,Required driving force specifying means for detecting or estimating required driving force required for the drive shaft; engine output specifying means for detecting or estimating the output of the engine;When the combustion mode switching means switchesAnd ( i ) Maintaining the engine speed at a predetermined speed by rotational driving by the motor generator device, ii ) Calculating a drive force change of the drive shaft caused by a change in the output of the engine based on the detected or estimated required drive force and the output of the detected or estimated engine; iii ) The calculatedControl means for controlling the motor generator device so as to compensate for a change in driving force with the driving force output by the motor generator device.
[0013]
  According to the first hybrid type power output device of the present invention, for example, when a predetermined condition for performing compression auto-ignition combustion is satisfied under the control of a control means such as a microcomputer, the ignition of the engine is performed. The engine performs compression self-ignition combustion by means of combustion mode switching means such as a plug, a turbocharger and an exhaust gas recirculation (EGR) device, etc. . More specifically, the ignition by the ignition plug is stopped and the in-cylinder temperature and the in-cylinder pressure are increased, so that the compression ignition combustion is performed. On the other hand, when a predetermined condition for causing the compression self-ignition combustion is not satisfied, the engine is caused to perform spark ignition combustion by the combustion mode switching means. More specifically, ignition by the spark plug is performed while reducing compression self-ignition combustion by lowering the in-cylinder temperature and the in-cylinder pressure. Here, in particular, when the combustion mode is switched, in-cylinder combustion temporarily becomes unstable, so that the output of the engine changes. Therefore, if no measures are taken to prevent such a change in engine output, the driving force of the drive shaft may change due to the change in engine output. For example, if the load applied to the drive shaft is constant, a torque step can be noticeably generated. However, in the present invention, when the combustion mode is switched, the change in the driving force of the drive shaft caused by the change in the output of the engine accompanying the switching of the combustion mode is compensated by the driving force output by the motor generator device under the control of the control means. Is done. Specifically, for example, if the engine output decreases at the time of switching the combustion mode, the driving force of the motor generator device is increased at the time of this switching, thereby compensating for the engine output decrease. Alternatively, for example, if the output of the engine increases at the time of switching the combustion mode, the driving force of the motor generator device is decreased at the time of this switching, thereby absorbing the increased output of the engine. Then, it is possible to make almost no drive force change finally output from the drive shaft. In the present specification, “compensating” with the driving force output from the motor generator device is not only to completely compensate for the driving force change of the driving shaft in accordance with the change in engine output, but also to the extent of the driving shaft. This is a broad meaning including the case where the driving force change is eased.
In particular, according to the first hybrid type power output apparatus of the present invention, the required driving force required for the drive shaft is detected or estimated on the one hand by the required driving force specifying means, and the engine output specifying means on the other hand. Thus, the output of the engine is detected or estimated. Further, the control means calculates the driving force change at the time of switching the combustion mode based on the required driving force and the output of the engine. Then, under the control of the control means, the motor generator device compensates for the thus calculated driving force change. Therefore, even if the operation state of the hybrid vehicle is various, it is possible to reduce the change in driving force with high accuracy and to reduce the torque step.
Furthermore, according to the first hybrid type power output apparatus of the present invention, when the combustion mode is switched, the engine speed is maintained at a predetermined speed by the rotational drive by the motor generator device. Therefore, at the time of the switching, the output of the engine that continues to move at a constant rotation is very stable, and at the same time, the driving force control by the motor generator device is easily executed, and the driving force control on the driving shaft can be executed with high accuracy. Further, it becomes possible to increase the detection or estimation accuracy of the required driving force and the engine output related to the above-mentioned required driving force specifying means and engine output specifying means, and it is possible to compensate for the driving force change with higher accuracy.
[0014]
By the way, even if you try to compensate for the torque step based on the torque characteristics due to bench adaptation, there is a high possibility that it will not be able to compensate well in practice because the in-cylinder pressure and temperature are different from normal when switching the combustion mode . It is considered that this is because the response speed is basically slow in the control by these even if the high in-cylinder pressure or high temperature necessary for the compression ignition combustion is to be realized by the turbocharging and EGR. If the torque step is not compensated precisely, it may cause a surge or the like.
[0015]
  As described above, the first of the present invention1According to this hybrid type power output apparatus, although the in-cylinder combustion in the engine becomes temporarily unstable when the combustion mode is switched, the torque step generated at this time can be reduced. As a result, it is possible to improve the power performance, fuel consumption performance, exhaust gas purification performance, and the like while appropriately switching the combustion mode, and further improve the riding comfort and extend the engine life.
[0018]
In another aspect of the first hybrid type power output apparatus of the present invention, the control means switches the combustion mode switching means so as to temporarily interrupt the combustion of the engine when the combustion mode switching means switches. Is further controlled.
[0019]
According to this aspect, if the combustion mode is switched without interrupting the combustion of the engine, the combustion may become unstable and the output of the engine may become unstable. The engine combustion is temporarily interrupted by the combustion mode switching means under the control of the control means. For example, fuel supply such as in-cylinder injection and pot injection, spark ignition, and the like are temporarily stopped. For this reason, at the time of the switching, the output of the engine that continues to move with inertia without combustion is very stable. Therefore, the driving force control by the motor generator device is easily executed, and the driving force control on the driving shaft can be executed with high accuracy.
[0020]
  In addition, if the engine combustion is temporarily interrupted to stabilize the engine output in this way, the required driving force specifying means and the engine output specifying means described above are used.byIt is also possible to increase the detection or estimation accuracy of the required driving force and engine output, and to compensate for a driving force change with higher accuracy.
[0021]
In particular, if the output of the engine can be detected or estimated with such high accuracy, the torque step can be further reduced.
[0022]
  In order to solve the above-described problem, the second hybrid type power output apparatus of the present invention can generate electric power using the engine and at least a part of the output of the engine and can output driving force via the drive shaft.And the rotational shaft of the engine can be rotationally driven by at least a part of the driving force.A motor generator device, a power storage device that can be charged by the motor generator device and capable of supplying power to the motor generator device, and a combustion mode switching means for switching between spark ignition combustion and compression self-ignition combustion in the engine,Required driving force specifying means for detecting or estimating required driving force required for the drive shaft; engine output specifying means for detecting or estimating the output of the engine;When the combustion mode switching means switches,( i ) Temporarily interrupt the combustion of the engine, ii ) Maintaining the engine speed at a predetermined speed by rotational driving by the motor generator device, iii ) Calculating a drive force change of the drive shaft caused by a change in the output of the engine based on the detected or estimated required drive force and the output of the detected or estimated engine; iv ) The calculated driving force change is compensated by the driving force output from the motor generator device.Control means for controlling the combustion mode switching means and the motor generator device.
[0023]
According to the second hybrid type power output device of the present invention, for example, when a predetermined condition for performing the compression auto-ignition combustion is satisfied under the control of the control means such as a microcomputer, the ignition of the engine is performed. The engine is caused to perform compression auto-ignition combustion by means of combustion mode switching means such as a plug and an in-cylinder pressure or in-cylinder temperature adjusting mechanism. On the other hand, when a predetermined condition for causing the compression self-ignition combustion is not satisfied, the engine is caused to perform spark ignition combustion by the combustion mode switching means. Here, in particular, when the combustion mode is switched, in-cylinder combustion temporarily becomes unstable, so that the output of the engine changes. For example, when spark ignition combustion is performed in the next piston cycle after compression self-ignition combustion, compression auto-ignition combustion and spark ignition combustion may occur simultaneously. In this case, knocking or engine failure may occur. Alternatively, when performing compression auto-ignition combustion in the next piston cycle after spark ignition combustion, due to lack of in-cylinder pressure, etc., compression auto-ignition combustion does not actually occur, and fuel is used instead of exhaust gas. There is a possibility that the air is exhausted. In this case, the fuel consumption and the exhaust gas purification capacity are reduced. Furthermore, if any measures are taken to prevent a change in engine output during such switching, the change in engine output may change the driving force of the drive shaft. For example, if the load applied to the drive shaft is constant, a torque step can be noticeably generated.
[0024]
  However, in the present invention, when the combustion mode is switched, the combustion of the engine is temporarily interrupted by the combustion mode switching unit under the control of the control unit. For example, fuel supply such as in-cylinder injection and pot injection, spark ignition, and the like are temporarily stopped. In parallel with this, a driving force is output to the drive shaft by the motor generator device under the control of the control means. For this reason, at the time of switching, the output of the engine that continues to move with inertia without combustion is very stable, and at the same time, the driving force control by the motor generator device is easily executed, and the driving force control on the driving shaft is highly accurate. It can be executed with.
Here, in particular, in the state where combustion is temporarily interrupted in this way, in the second hybrid type power output device, the engine speed is the same as that of the first hybrid type power output device. The change in driving force is calculated based on the required driving force detected or estimated and the output of the detected or estimated engine, and the motor generator is controlled to compensate for the calculated driving force change. Is done. Therefore, it is possible to compensate for the change in driving force with high accuracy.
[0025]
By the way, even when trying to deal with unstable combustion when switching the combustion mode by supercharging or EGR, it is difficult to obtain stable combustion, and knocking may occur or fuel may be exhausted Is expensive. This is considered to be because the response speed is basically slow in the control by turbocharging or EGR.
[0026]
As described above, according to the second hybrid type power output apparatus of the present invention, the in-cylinder combustion in the engine is temporarily unstable when the combustion mode is switched, but is generated at this time. The torque step can be reduced. As a result, it is possible to improve the power performance, fuel consumption performance, exhaust gas purification performance, and the like while switching the combustion mode as appropriate, further improving the ride comfort and extending the life of the engine.
[0027]
In an aspect in which combustion of the engine in the first hybrid type power output apparatus of the present invention is temporarily stopped or in one aspect of the second hybrid type power output apparatus, the control means is provided after the combustion of the engine is interrupted. The combustion mode switching means may be controlled to start combustion after switching after a predetermined time has elapsed.
[0028]
According to this configuration, in the transition period of the combustion mode switching, a stable driving force can be obtained by the driving force of the motor generator device by the middle stage of the combustion of the engine. Can be resumed in the combustion mode after switching.
[0032]
In another aspect of the first or second hybrid type power output apparatus of the present invention, the engine further includes a turbocharger that turbocharges the engine and makes a supercharging pressure variable. The control means controls the turbocharger so as to increase the supercharging pressure when switching from the spark ignition combustion to the compression self-ignition combustion.
[0033]
According to this aspect, by increasing the supercharging pressure due to turbocharging, the transition from the in-cylinder state for spark ignition combustion to the in-cylinder state for compression self-ignition combustion can be performed quickly. Therefore, good power performance can be obtained even when the combustion mode is switched. In addition, after the spark ignition combustion is stopped, it is possible to prevent the situation where the raw gas as fuel is exhausted as it is as the exhaust gas without causing the compression self-ignition combustion due to insufficient in-cylinder pressure.
[0034]
In another aspect of the first or second hybrid type power output apparatus of the present invention, the engine further includes a waste gate capable of selectively exhausting the exhaust gas of the engine, and the control means includes the compression device. When the ignition combustion is switched to the spark ignition combustion, the waste gate is controlled so as to reduce the in-cylinder pressure of the engine.
[0035]
According to this aspect, for example, an exhaust valve for exhausting exhaust gas, a dedicated valve for including the in-cylinder pressure, etc., by operating the waste gate to lower the in-cylinder pressure, or at the same time, the temperature in the cylinder , The transition from the in-cylinder state for compression self-ignition combustion to the in-cylinder state for spark ignition combustion can be performed quickly. Therefore, good power performance can be obtained even when the combustion mode is switched. Moreover, after starting spark ignition, it is possible to prevent the occurrence of knocking due to compression self-ignition combustion due to excessive in-cylinder pressure.
[0036]
When switching from compression ignition combustion to spark ignition combustion in this way, fuel supply such as port injection, in-cylinder injection, etc. to the engine is performed at the same time as or before or after the operation of the waste gate. If it stops temporarily, knocking etc. can be prevented more reliably and the exhaust gas purification performance can be improved.
[0037]
In another aspect of the hybrid power output device of the present invention, the motor generator device includes a plurality of motor generators, and at least one of the plurality of motor generators uses at least a part of the output of the engine. The power is generated by charging the power storage device, and at least one of the plurality of motor generators is supplied with power from the power storage device and outputs the driving force.
[0038]
According to this aspect, the hybrid type power output apparatus of the present invention, regardless of whether it is a parallel hybrid type or a serial hybrid type, efficiently deals with a situation where a torque step occurs when switching the combustion mode in the engine. Can be avoided. Examples of the power storage device according to the present invention include a battery and a large-capacity capacitor.
[0039]
In order to solve the above problems, the hybrid vehicle of the present invention is equipped with the above-described first or second hybrid type power output apparatus (including various aspects thereof) of the present invention and the power output apparatus. A vehicle main body and a wheel attached to the vehicle main body and driven by the driving force output through the drive shaft are provided.
[0040]
According to the hybrid vehicle of the present invention, the first or second hybrid type power output device of the present invention described above is provided, so that the torque level difference at the time of switching can be reduced while appropriately switching the combustion mode with the engine. Excellent power performance, fuel efficiency, exhaust gas purification performance, etc. Furthermore, the ride quality can be improved and the engine life can be extended.
[0041]
  In order to solve the above-described problem, the first hybrid type power output apparatus control method of the present invention is capable of generating power using at least a part of an engine and the output of the engine and driving force via a drive shaft. Can be outputAnd the rotational shaft of the engine can be rotationally driven by at least a part of the driving force.A motor generator device, a power storage device that can be charged by the motor generator device and capable of supplying power to the motor generator device, and a combustion mode switching means for switching between spark ignition combustion and compression self-ignition combustion in the engine. A control method for controlling a power control device,A required driving force specifying step for detecting or estimating a required driving force required for the drive shaft; and an engine output specifying step for detecting or estimating an output of the engine;When the combustion mode switching means switchesAnd ( i ) Maintaining the engine speed at a predetermined speed by rotational driving by the motor generator device, ii ) Calculating a drive force change of the drive shaft caused by a change in the output of the engine based on the detected or estimated required drive force and the output of the detected or estimated engine; iii ) The calculatedAnd a control step of controlling the motor generator device so as to compensate for a change in driving force with the driving force output by the motor generator device.
[0042]
According to the control method of the first hybrid type power output apparatus of the present invention, the torque step generated at the time of switching the combustion mode is reduced as in the case of the first hybrid type power output apparatus of the present invention described above. It can be reduced. As a result, it is possible to improve the power performance, fuel consumption performance, exhaust gas purification performance, and the like while switching the combustion mode as appropriate, further improving the ride comfort and extending the life of the engine.
[0043]
  In order to solve the above-described problem, the second hybrid type power output apparatus control method of the present invention can generate electric power using at least a part of the engine and the output of the engine and drive power via the drive shaft. Can be outputAnd the rotational shaft of the engine can be rotationally driven by at least a part of the driving force.A motor generator device, a power storage device that can be charged by the motor generator device and capable of supplying power to the motor generator device, and a combustion mode switching means for switching between spark ignition combustion and compression self-ignition combustion in the engine. A control method for controlling a power output device,A required driving force specifying step for detecting or estimating a required driving force required for the drive shaft; and an engine output specifying step for detecting or estimating an output of the engine;When the combustion mode switching means switches,( i ) Temporarily interrupt the combustion of the engine, ii ) Maintaining the engine speed at a predetermined speed by rotational driving by the motor generator device, iii ) Calculating a drive force change of the drive shaft caused by a change in the output of the engine based on the detected or estimated required drive force and the output of the detected or estimated engine; iv ) The calculated driving force change is compensated by the driving force output from the motor generator device.A control step of controlling the combustion mode switching means and the motor generator device.
[0044]
According to the control method of the second hybrid type power output apparatus of the present invention, as in the case of the second hybrid type power output apparatus of the present invention described above, the torque step generated at the time of switching the combustion mode is reduced. It can be reduced. As a result, it is possible to improve the power performance, fuel consumption performance, exhaust gas purification performance, and the like while switching the combustion mode as appropriate, further improving the ride comfort and extending the life of the engine.
[0045]
Such an operation and other advantages of the present invention will become apparent from the embodiments described below.
[0046]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the following embodiments, the hybrid power output apparatus according to the present invention is applied to a parallel hybrid hybrid vehicle, and the control method for the power output apparatus according to the present invention is executed in the hybrid vehicle. It is what is done.
[0047]
(Basic configuration and operation of hybrid vehicle)
First, the structure of the hybrid vehicle of this embodiment is demonstrated using FIG. FIG. 1 is a block diagram of a power system in the hybrid vehicle of this embodiment.
[0048]
In FIG. 1, the power system of the hybrid vehicle of the present embodiment includes an engine 150, motor generators MG1 and MG2 constituting an example of a motor generator device, drive circuits 191 and 192 for driving these motor generators MG1 and MG2, respectively. And a control unit 190 for controlling the drive circuits 191 and 192, and an EFIECU (Electrical Fuel Injection Engine Control Unit) 170 for controlling the engine 150.
[0049]
Particularly in the present embodiment, the engine 150 is a gasoline engine having a combustion mode switching function capable of switching between compression self-ignition combustion and spark ignition combustion. This combustion mode switching operation will be described in detail later.
[0050]
Engine 150 rotates crankshaft 156. The operation of engine 150 is controlled by EFIECU 170. The EFIECU 170 is a one-chip microcomputer having a CPU, ROM, RAM, etc. therein, and the CPU executes control of the fuel injection amount, the rotational speed, and the like of the engine 150 in accordance with a program recorded in the ROM. Although not shown, various sensors that indicate the operation state of the engine 150 are connected to the EFIECU 170 in order to enable these controls.
[0051]
Motor generators MG1 and MG2 are configured as synchronous motor generators, and include rotors 132 and 142 having a plurality of permanent magnets on the outer peripheral surface, and stators 133 and 143 wound with a three-phase coil that forms a rotating magnetic field. Prepare. The stators 133 and 143 are fixed to the case 119. Three-phase coils wound around stators 133 and 143 of motor generators MG1 and MG2 are connected to battery 194 via drive circuits 191 and 192, respectively.
[0052]
The drive circuits 191 and 192 are transistor inverters each including two transistors as switching elements for each phase. The drive circuits 191 and 192 are connected to the control unit 190, respectively. When the transistors of drive circuits 191 and 192 are switched by a control signal from control unit 190, a current flows between battery 194 and motor generators MG1 and MG2.
[0053]
Each of motor generators MG1 and MG2 can also operate as a motor (electric motor) that rotates by receiving power supplied from battery 194 (hereinafter, this operating state is referred to as “powering” as appropriate). Alternatively, when the rotors 132 and 142 are rotated by an external force, the battery 194 can be charged by functioning as a generator (generator) that generates electromotive force at both ends of the three-phase coil (hereinafter, this operation is appropriately performed). The state is called “regeneration”).
[0054]
Engine 150 and motor generators MG1 and MG2 are mechanically coupled via planetary gear 120, respectively. Planetary gear 120 is also called a planetary gear, and has three rotating shafts coupled to the gears shown below. The gears constituting the planetary gear 120 are a sun gear 121 that rotates at the center, a planetary pinion gear 123 that revolves while rotating around the periphery of the sun gear, and a ring gear 122 that rotates at the outer periphery thereof. The planetary pinion gear 123 is pivotally supported by the planetary carrier 124. In the hybrid vehicle of this embodiment, the crankshaft 156 of the engine 150 is coupled to the planetary carrier shaft 127 via the damper 130. The damper 130 is provided to absorb torsional vibration generated in the crankshaft 156. Rotor 132 of motor generator MG1 is coupled to sun gear shaft 125. Rotor 142 of motor generator MG2 is coupled to ring gear shaft 126. The rotation of the ring gear 122 is transmitted to the drive shaft 112 and further to the wheels 116R and 116L via the chain belt 129.
[0055]
Next, the operation in the power system of the hybrid vehicle of the present embodiment configured as described above will be described.
[0056]
First, the operation of the planetary gear 120 will be described with reference to FIGS.
[0057]
In the planetary gear 120, when the rotation speed and torque of the two rotation shafts among the three rotation shafts described above are determined (hereinafter appropriately referred to as “rotation state”), the rotation state of the remaining rotation shafts is determined. It has the property of being determined. The relationship between the rotational states of the respective rotating shafts can be obtained by a calculation formula well known in mechanics, but can also be obtained geometrically by a diagram called a collinear diagram.
[0058]
FIG. 2 shows an example of an alignment chart. The vertical axis indicates the number of rotations of each rotation axis. The horizontal axis shows the gear ratio of each gear in a distance relationship. The sun gear shaft 125 (S in the figure) and the ring gear shaft 126 (R in the figure) are taken at both ends, and the position C that internally divides the position S and the position R into 1: ρ is the position of the planetary carrier shaft 127. ρ is the ratio of the number of teeth of the sun gear 121 to the number of teeth of the ring gear 122. The rotation speeds Ns, Nc and Nr of the rotation shafts of the respective gears are plotted at the positions S, C and R thus defined. The planetary gear 120 has the property that the three points plotted in this way are always aligned. This straight line is called an operation collinear line. The movement collinear line is uniquely determined if two points are determined. Therefore, by using the operation collinear line, the rotation speed of the remaining rotation shafts can be obtained from the rotation speeds of the two rotation shafts among the three rotation shafts.
[0059]
The planetary gear 120 has the property that when the torque of each rotating shaft is replaced with a force acting on the operating collinear line, the operating collinear line is maintained as a rigid body. As a specific example, a torque acting on the planetary carrier shaft 127 is assumed to be Te. At this time, as shown in FIG. 2, a force having a magnitude corresponding to the torque Te is applied to the operation collinear line from the vertical bottom to the top at the position C. The direction to be applied is determined according to the direction of the torque Te. Further, the torque Tr output from the ring gear shaft 126 is caused to act on the operation collinear line at the position R from vertically above to below. Tes and Ter in the figure are obtained by distributing the torque Te into two equivalent forces based on the distribution law of the force acting on the rigid body. There is a relationship of “Tes = ρ / (1 + ρ) × Te” and “Ter = 1 / (1 + ρ) × Te”. In consideration of the condition that the operation nomogram is balanced as a rigid body in the state where the above forces are applied, a torque Tm1 to be applied to the sun gear shaft 125 and a torque Tm2 to be applied to the ring gear shaft are obtained. be able to. The torque Tm1 is equal to the torque Tes, and the torque Tm2 is equal to the difference between the torque Tr and the torque Ter.
[0060]
When the engine 150 coupled to the planetary carrier shaft 127 is rotating, the sun gear 121 and the ring gear 122 can rotate in various rotational conditions under the conditions that satisfy the above-described conditions regarding the operation collinearity. When the sun gear 121 is rotating, electric power can be generated by the motor generator MG1 using the rotational power. When the ring gear 122 is rotating, the power output from the engine 150 can be transmitted to the drive shaft 112. In the hybrid vehicle having the configuration shown in FIG. 1, the power output from the engine 150 is distributed to the power mechanically transmitted to the drive shaft and the power regenerated as electric power, and the regenerated electric power is used. By driving the motor generator MG2 to assist the power, the vehicle can travel while outputting desired power. Such an operating state is a state that can be taken during normal traveling of the hybrid vehicle. When the load is high, such as during full-open acceleration, electric power is also supplied from the battery 194 to the motor generator MG2 to increase the power transmitted to the drive shaft 112.
[0061]
In the hybrid vehicle described above, since the power of motor generator MG1 or MG2 can be output from drive shaft 112, it is possible to travel using only the power output by these motors. Therefore, even when the vehicle is traveling, the engine 150 may be stopped or may be in a so-called idle operation. This operation state is a state that can be taken when starting or running at a low speed.
[0062]
Furthermore, in the hybrid vehicle of the present embodiment, the power output from the engine 150 can be transmitted only to the drive shaft 112 side instead of being distributed to the two paths. This is an operational state that can be taken during high-speed steady traveling, where the motor generator MG2 is driven by inertia due to high-speed traveling, and travels only with the power output from the engine 150 without assistance from the motor generator MG2.
[0063]
FIG. 3 shows a nomographic chart at the time of this high-speed steady running. In the alignment chart shown in FIG. 2, the rotational speed Ns of the sun gear shaft 125 is positive. However, the rotational speed Ns of the engine 150 and the rotational speed Nr of the ring gear shaft 126 are negative as shown in FIG. It becomes. At this time, in motor generator MG1, the direction of rotation and the direction in which torque acts are the same, so motor generator MG1 operates as an electric motor and consumes electrical energy represented by the product of torque Tm1 and rotation speed Ns. (Reverse power running state). On the other hand, in motor generator MG2, the direction of rotation and the direction in which torque acts are reversed, so that motor generator MG2 operates as a generator, and the electric energy represented by the product of torque Tm2 and rotation speed Nr is transferred to the ring gear shaft. It will regenerate from 126.
[0064]
Thus, the hybrid vehicle of this embodiment can travel in various driving states based on the action of the planetary gear 120.
[0065]
Subsequently, the control operation by the control unit 190 will be described with reference to FIG. 1 again.
[0066]
In FIG. 1, the entire operation of the power output apparatus of this embodiment is controlled by a control unit 190. The control unit 190 is a one-chip microcomputer having a CPU, a ROM, a RAM, and the like in the same manner as the EFIECU 170. The control unit 190 is connected to the EFIECU 170, and both can transmit various information. The control unit 190 is configured to be able to indirectly control the operation of the engine 150 by transmitting information such as a torque command value and a rotation speed command value necessary for controlling the engine 150 to the EFIECU 170. The control unit 190 thus controls the operation of the entire power output apparatus. In order to realize such control, the control unit 190 is provided with various sensors, for example, a sensor 144 for knowing the rotation speed of the drive shaft 112. Since ring gear shaft 126 and drive shaft 112 are mechanically coupled, in this embodiment, sensor 144 for determining the rotational speed of drive shaft 112 is provided on ring gear shaft 126 to control the rotation of motor generator MG2. It is common with the sensor for.
[0067]
(Electric circuit in power system of hybrid vehicle)
Next, with reference to FIG. 4, the electric circuit provided in the power system of the hybrid vehicle of this embodiment will be described in more detail. That is, here, details of the control unit 190, the motor generators MG1 and MG2, the drive circuits 191 and 192, and the battery 194 shown in FIG. 1 will be described.
[0068]
As shown in FIG. 4, inverter capacitor 196, drive circuit 191 connected to motor generator MG1, and drive circuit 192 connected to motor generator MG2 are connected in parallel to battery 194, respectively.
[0069]
Specifically, the battery 194 includes a battery module unit 194a, an SMR (system main relay) 194b, a voltage detection circuit 194c, a current sensor 194d, and the like. The SMR 194b connects / disconnects the power source of the high voltage circuit according to a command from the control unit 190, and is composed of two relays R1 and R2 arranged at the + and-both poles of the battery module unit 194a. The battery 194 is provided with two relays R1 and R2. When the power is connected, the relay R2 is first turned on, then the relay R1 is turned on. When the power is shut off, the relay R1 is first turned off, This is because a reliable operation can be performed by turning off the relay R2. The voltage detection circuit 194c detects the total voltage value of the battery module unit 194a. The current sensor 194d detects an output current value from the battery module unit 194a. Output signals of the voltage detection circuit 194c and the current sensor 194d are transmitted to the control unit 190.
[0070]
Drive circuits 191 and 192 are power converters that convert a high-voltage direct current of the battery and an alternating current for motor generators MG1 and MG2, and more specifically, a three-phase bridge circuit composed of six power transistors 191a and 192a are provided, respectively, and DC current and three-phase AC current are converted by the three-phase bridge circuits 191a and 192a.
[0071]
The drive circuits 191 and 192 are provided with voltage detection circuits 191b and 192b, respectively. Voltage detection circuits 191b and 192b detect back electromotive voltages of motor generators MG1 and MG2, respectively. The driving of the power transistors of the three-phase bridge circuits 191a and 192a is controlled by the control unit 190, and the voltage values detected by the voltage detection circuits 191b and 192b from the driving circuits 191 and 192 to the control unit 190 Information necessary for current control such as a current value detected by a current sensor (not shown) provided between the three-phase bridge circuits 191a and 192a and the motor generators MG1 and MG2 is transmitted.
[0072]
(Direct injection gasoline engine)
Next, with reference to FIG. 5, the direct injection engine provided in the hybrid vehicle of the present embodiment will be described in more detail. That is, the details of the engine 150 shown in FIG. 1 will be described here.
[0073]
As shown in FIG. 5, the engine 150 is a so-called direct injection gasoline engine that directly injects fuel into the fuel chamber. Engine 150 is controlled by EFIECU 170. The engine 150 includes a cylinder block 14. A cylinder 16 is formed inside the cylinder block 14. Although the engine 150 includes a plurality of cylinders, for convenience of explanation, FIG. 5 shows one cylinder 16 among the plurality of cylinders.
[0074]
A piston 18 is disposed inside the cylinder 16. The piston 18 can slide in the vertical direction in FIG. 5 inside the cylinder 16. Inside the cylinder 16, a combustion chamber 20 is formed above the piston 18. In the combustion chamber 20, the injection port of the fuel injection valve 22 is exposed. During operation of the engine 150, fuel is pumped from the fuel pump 24 to the fuel injection valve 22. The fuel injection valve 22 and the fuel pump 24 are connected to the EFIECU 170. The fuel pump 24 pumps fuel to the fuel injection valve 22 side in accordance with a control signal supplied from the EFIECU 170. The fuel injection valve 22 injects fuel into the combustion chamber 20 in accordance with a control signal supplied from the EFIECU 170.
[0075]
Further, the tip of the spark plug 26 is exposed in the combustion chamber 20. The spark plug 26 ignites the fuel in the combustion chamber 20 by receiving an ignition signal from the EFIECU 170. An exhaust pipe 30 communicates with the combustion chamber 20 via an exhaust valve 28. Each branch pipe of an intake manifold 34 communicates with the combustion chamber 20 via an intake valve 32. The intake manifold 34 communicates with the surge tank 36 on the upstream side. An intake pipe 38 communicates further upstream of the surge tank 36.
[0076]
A throttle valve 40 is disposed in the intake pipe 38. The throttle valve 40 is connected to a throttle motor 42. The throttle motor 42 is connected to the EFIECU 170. The throttle motor 42 changes the opening degree of the throttle valve 40 in accordance with a control signal supplied from the EFIECU 170. A throttle opening sensor 44 is disposed in the vicinity of the throttle valve 40. The throttle opening sensor 44 outputs an electrical signal corresponding to the opening of the throttle valve 40 (hereinafter referred to as the throttle opening SC as appropriate) to the EFIECU 170. The EFIECU 170 detects the throttle opening SC based on the output signal of the throttle opening sensor 44.
[0077]
An ignition switch 76 (hereinafter referred to as IG switch 76) is also connected to the EFIECU 170. The EFIECU 170 detects the on / off state of the IG switch 76 based on the output signal of the IG switch 76. When the IG switch 76 is changed from the on state to the off state, the fuel injection by the fuel injection valve 22, the ignition of the fuel by the ignition plug 26, and the fuel pumping by the fuel pump 24 are stopped, and the operation of the engine 150 is stopped. The
[0078]
In the vicinity of the accelerator pedal 78, an accelerator opening sensor 80 is disposed. The accelerator opening sensor 80 outputs an electric signal corresponding to the depression amount of the accelerator pedal 78 (hereinafter referred to as accelerator opening AC as appropriate) to the EFIECU 170. The EFIECU 170 detects the accelerator opening AC based on the output signal of the accelerator opening sensor.
[0079]
In the present embodiment, the intake pipe 38 is provided with a turbocharger 39. For example, the compressed air is turbocharged into the intake pipe 38 by a turbine linked to the turbine provided on the exhaust pipe 30 side. It is configured as follows. Further, the rotation shaft of the turbocharger 39 is driven by a dedicated motor generator different from the motor generators MG1 and MG2, and the boost pressure due to turbocharging is increased by increasing the number of rotations. That is, “turbo assist” is configured to be executable. The dedicated motor generator is configured such that the exhaust energy of the engine 150 on the exhaust pipe 30 side can be regenerated by power generation. Further, the turbocharger 39 may be configured to variably increase the in-cylinder pressure at a specific timing under the control of the EFIECU 170.
[0080]
In the present embodiment, the exhaust pipe 30 is provided with a three-way catalyst device 31, thereby improving the exhaust gas purification performance. Note that the purification performance of the three-way catalyst device 31 is significantly reduced unless the temperature is higher than a certain temperature. Therefore, a temperature sensor 31T is attached to the three-way catalyst device 31, and the catalyst temperature TCA is detected and input to the EFIECU 170 as catalyst temperature information. Alternatively, such catalyst temperature TCA may be estimated indirectly based on other detection information such as the engine speed in engine 150. The catalyst temperature TCA detected or estimated in this way is used for engine control so that the catalyst temperature TCA does not drop below a certain temperature.
[0081]
As described above, in the engine 150 according to the present embodiment, an example of the combustion mode switching means is provided from the adjusting mechanism of the in-cylinder temperature and the in-cylinder pressure, such as the spark plug 26, the turbocharger 39, and the EGR device not shown. Is configured. Thus, the engine 150 is configured to be able to switch between compression self-ignition combustion and spark ignition combustion under the control of the EFIECU 170, that is, to have a combustion mode switching function.
[0082]
(Combustion mode switching control)
Next, regarding the control for switching the combustion mode between spark ignition combustion and compression auto-ignition combustion in engine 150 by control unit 190 and EFIECU 170 constituting the control means according to the present invention, between power running and regeneration in motor generators MG1 and MG2. A description will be given with reference to FIGS. 6 to 9 together with control for appropriately switching the operation. FIG. 6 is a flowchart showing the operation in a specific example of the switching control, and FIG. 7 is a characteristic diagram of the rotational speed Ne and the torque Te in the engine showing the self-ignition combustible region. FIG. 8 is a flowchart showing an operation in another specific example of the switching control, and FIG. 9 is a flowchart showing an operation in still another specific example of the switching control.
[0083]
In FIG. 6, first, as an initial state, the hybrid vehicle is operating. That is, under the control of the control unit 190 and the EFIECU 170, the engine speed Ne and the engine torque Te (engine power) are set according to the current vehicle speed, the accelerator depression amount, the charging capacity SOC, and the like. The values of the engine speed Ne and the engine torque Te are selected as values on the operation curve C1 shown in FIG. 7 at the time of spark ignition combustion, for example. The operation curve C1 is a curve obtained by connecting the combinations of the engine speed Ne and the engine torque Te that improve the operation efficiency on the Ne-Pe characteristic diagram. Then, information indicating the operation point set in this way is transmitted from the control unit 190 to the EFIECU 170, and the engine 150 is controlled by the EFIECU 170. In the engine 150, the fuel injection amount or the throttle The operating state such as the opening is controlled. In parallel with this, in motor generators MG1 and MG2, their rotational speeds are controlled by collinear charts as shown in FIGS. 2 and 3 or so-called proportional integral control (PI control). More specifically, the motor generators MG1 and MG2 are controlled by setting, for example, voltages to be applied to the three-phase coils of each motor in accordance with the set engine speed Ne and engine torque Te. The transistors of the drive circuits 191 and 192 are switched according to the deviation.
[0084]
In the initial state as described above, the switching logic between the compression ignition combustion and the spark ignition combustion is repeatedly started periodically or irregularly by, for example, an interrupt process (step S10). Then, based on the vehicle speed detected by the vehicle speed sensor and the accelerator opening (throttle opening SC), the engine 150 and the motor generators MG1 and MG2 are required in the drive shaft (or ring gear shaft) for traveling the vehicle. Driving torque Tp is calculated (step S11).
[0085]
Subsequently, it is determined whether or not switching between compression self-ignition combustion and spark ignition combustion is being performed (step S12). For example, in the characteristic diagram of the engine rotational speed Ne and the engine torque Te shown in FIG. It is determined whether or not it has changed so as to enter the auto-ignition combustible region A1. As shown in FIG. 7, the autoignition combustible region A1 is generally located below the operation curve C1 and from the left, that is, on the low rotation speed side and the low torque side.
[0086]
If the result of determination in step S12 is not during switching (step S12: No), normal processing is performed (step S13). That is, since switching is not being performed, the same spark ignition combustion or compression auto-ignition combustion is performed as when the switching logic was previously interrupted. Thereafter, the switching logic by the interrupt process is terminated.
[0087]
On the other hand, if switching is being performed in step S12 (step S12: Yes), the engine 150 is rotated at a constant rotation by the motor generators MG1 and MG2 with respect to the engine 150. That is, the rotational speed of the engine 150 is maintained in a quasi-steady operation. In this quasi-steady operation state, the engine torque Te is detected by the motor generators MG1 and MG2 (step S14). By doing so, the engine torque Te can be detected with very high accuracy because the engine 150 is maintained in the quasi-steady operation.
[0088]
Subsequently, of the engine torque Te in the quasi-steady operation, a component Tep that contributes to the driving torque Tp is calculated. Further, a change ΔT = “Tp−Tep” of the engine torque to be compensated when switching the combustion mode is calculated. Then, the control unit 190 controls the motor generators MG1 and MG2 via the drive circuits 191 and 192 so that the calculated change ΔT is assisted by the motor generators MG1 and MG2 (step S15).
[0089]
Subsequently, when switching to spark ignition combustion after elapse of a predetermined time while performing such assist, an electric pulse signal is sent to the spark plug at a predetermined timing to cause the engine 150 to perform spark ignition combustion. At this time, in the engine 150, the in-cylinder pressure and the in-cylinder temperature, the air mixing ratio of the injected fuel, the degree of turbocharging, the degree of exhaust gas circulation by EGR, the intake and exhaust valve opening / closing timing, etc. Set for combustion. Alternatively, when switching to compression self-ignition combustion, the engine 150 is caused to perform compression self-ignition combustion without sending an electrical pulse signal to the spark plug. At this time, in the engine 150, the in-cylinder pressure and in-cylinder temperature, the air mixing ratio of the injected fuel, the degree of turbocharging, the degree of exhaust gas circulation by EGR, the intake and exhaust valve opening / closing timing, etc. Set for ignition and combustion.
[0090]
Thereafter, the switching logic by the interrupt process is terminated.
[0091]
As described above, according to the present embodiment, in step S15, the motor generator MG1 and MG2 assist the engine torque change ΔT to be compensated when the combustion mode is switched. Can be reduced. In particular, in step S14, the engine 150 is kept in a quasi-steady operation, so that the engine torque Te can be detected with high accuracy, and the assist in step S15 can be performed with high accuracy. Therefore, problems such as surge do not occur.
[0092]
In the above-described embodiment, in step S14, in-cylinder injection is stopped with respect to the engine 150 to stop fuel supply (and spark ignition if necessary) and temporarily stop in-cylinder combustion. You may control to do. Also in this case, the engine 150 can be rotated at a constant rotation by the motor generators MG1 and MG2. That is, the engine is maintained in a stable state in which friction torque (negative torque) is generated, and motor generators MG1 and MG2 compensate the driving torque Tp and the friction torque of engine 150 with high accuracy in step S15. In particular, if the in-cylinder combustion is temporarily stopped in this way, unstable combustion in which the generated torque varies during the switching is not generated, and the motor generators MG1 and MG2 can control the driving force with high accuracy. Yes. In addition, after switching, combustion can be started after a stable in-cylinder state is obtained. For example, when starting compression self-ignition combustion, it is possible to avoid a problem that combustion does not occur due to in-cylinder pressure shortage, temperature shortage, or the like. Or, when starting spark ignition combustion, it is possible to avoid a problem that compression self-ignition combustion occurs due to excessive in-cylinder pressure, excessive temperature, or the like.
[0093]
However, by not stopping the fuel supply as in step S14 as in the above-described embodiment, it is possible to reduce the cost of fuel consumption reduction accordingly.
[0094]
Next, another specific example of the switching control in this embodiment will be described with reference to FIG. In FIG. 8, the same steps as those in FIG. 6 are denoted by the same step numbers, and description thereof will be omitted as appropriate.
[0095]
That is, in FIG. 8, the processing from step S10 to S13 is performed in the same manner as in FIG.
[0096]
Subsequently, if the result of determination in step S12 is that the combustion mode is being switched (step S12: Yes), it is further determined whether or not switching is from spark ignition combustion to compression self-ignition combustion (step S21). .
[0097]
Here, if it is not switching from spark ignition combustion to compression self-ignition combustion (step S21: No), it progresses to step S14, and the process from step S14 to S15 is performed similarly to the case of FIG. The switching logic executed by interrupt processing or the like ends.
[0098]
On the other hand, if switching from spark ignition combustion to compression ignition combustion (step S21: Yes), turbo assist is executed by a dedicated motor generator different from motor generators MG1 and MG2 (step S22). More specifically, when the rotation shaft of the turbocharger 39 shown in FIG. 5 is driven by a dedicated motor generator, the number of rotations is increased and the supercharging pressure due to turbocharging is increased. Thereby, the transition from the in-cylinder state for spark ignition combustion to the in-cylinder state for compression self-ignition combustion can be performed quickly. In particular, after the spark ignition combustion is stopped, it is possible to prevent the situation where raw gas as fuel is exhausted as exhaust gas without causing compression self-ignition combustion due to insufficient in-cylinder pressure. Compared to this, fuel efficiency can be improved.
[0099]
Thereafter, the process proceeds to step S14, and the processes from step S14 to S15 are performed in the same manner as in FIG. 6, and the switching logic executed by the interrupt process or the like is completed.
[0100]
Next, another specific example of the switching control in this embodiment will be described with reference to FIG. In FIG. 9, the same steps as those in FIG. 6 are denoted by the same step numbers, and description thereof will be omitted as appropriate.
[0101]
That is, in FIG. 9, the processing from step S10 to S13 is performed in the same manner as in FIG.
[0102]
Subsequently, if the result of determination in step S12 is that the combustion mode is being switched (step S12: Yes), it is further determined whether or not it is switching from compression self-ignition combustion to spark ignition combustion (step S31). .
[0103]
Here, if it is not switching from compression self-ignition combustion to spark ignition combustion (step S31: No), it progresses to step S14, and the process from step S14 to S15 is performed similarly to the case of FIG. The switching logic executed by interrupt processing or the like ends.
[0104]
On the other hand, if switching from compression self-ignition combustion to spark ignition combustion (step S31: Yes), for example, an exhaust valve 28 (see FIG. 5) for exhausting exhaust gas or a dedicated valve for including the in-cylinder pressure. The waste gate composed of the above is actuated by the EFIECU 170, and the in-cylinder pressure is quickly lowered. That is, the transition from the in-cylinder state for compression self-ignition combustion to the in-cylinder state for spark ignition combustion is quickly performed. Therefore, after starting spark ignition, it is possible to prevent a situation in which compression self-ignition combustion occurs due to excessive in-cylinder pressure and knocking occurs.
[0105]
Thereafter, the process proceeds to step S14, and the processes from step S14 to S15 are performed in the same manner as in FIG. 6, and the switching logic executed by the interrupt process or the like is completed.
[0106]
(Other variations)
As the configuration of the hybrid vehicle to which the present invention is applied, various configurations are possible in addition to the configuration shown in FIG.
[0107]
In the above-described embodiment, the motor generator MG2 is coupled to the ring gear shaft 126 as shown in FIG. 1, but the motor generator MG2 is coupled to the planetary carrier shaft 127 directly coupled to the crankshaft 156 of the engine 150. You can also take Alternatively, in FIG. 1, a mechanical distribution type power adjustment device using the planetary gear 120 or the like is used as a power adjustment device for transmitting a part of the power output from the engine 150 to the drive shaft 112. As the adjusting device, it is also possible to use an electric distribution type power adjusting device using a counter rotor electric motor or the like. For example, instead of planetary gear 120 and motor generator MG1, a clutch motor CM may be provided.
[0108]
In the above-described embodiment, the motor generator device includes a plurality of motor generators composed of synchronous motors, but instead of or in addition to at least a part of them, an induction motor, a vernier motor, a DC motor, a superconducting motor, a step motor, etc. It is also possible to use.
[0109]
In the above-described embodiment, a direct-injection type gasoline engine operated by gasoline is used as the engine 150. In addition, various other types such as a traditional port-injection type gasoline engine, a diesel engine, a turbine engine, and a jet engine are used. An internal combustion engine or an external combustion engine can be used.
[0110]
In addition, the power output apparatus of the present invention is applicable not only to a parallel hybrid vehicle but also to a serial hybrid vehicle. Furthermore, the hybrid power output apparatus of the present invention can be applied not only to the hybrid vehicle but also to other various mobile objects and heavy electrical equipment.
[0111]
The present invention is not limited to the above-described embodiment, and can be appropriately changed without departing from the gist or concept of the invention that can be read from the claims and the entire specification, and is a hybrid type with such a change. The power output apparatus, the control method thereof, and the hybrid vehicle equipped with such a power output apparatus are also included in the technical scope of the present invention.
[0112]
【The invention's effect】
As described above in detail, according to the present invention, for example, in a hybrid power output apparatus suitably used for a hybrid vehicle or the like, the engine has a combustion mode switching function, and when the combustion mode is switched. The generated torque step can be reduced.
[Brief description of the drawings]
FIG. 1 is a block diagram of a power system in a hybrid vehicle according to an embodiment of the present invention.
FIG. 2 is a collinear diagram for explaining a basic operation of the hybrid vehicle according to the present embodiment.
FIG. 3 is a collinear diagram when the hybrid vehicle according to the present embodiment is traveling at a high speed in a steady state.
FIG. 4 shows a configuration of a battery and a motor drive circuit of the hybrid vehicle according to the present embodiment.
FIG. 5 is a schematic configuration diagram of a structure of an engine according to the present embodiment.
FIG. 6 is a flowchart showing an operation in a specific example of switching control between compression auto-ignition combustion and spark ignition combustion according to the present embodiment.
FIG. 7 is a characteristic diagram of a rotational speed Ne and a torque Te in an engine showing a self-ignition combustion possible region according to the present embodiment.
FIG. 8 is a flowchart showing an operation in another specific example of the switching control between the compression ignition combustion and the spark ignition combustion according to the present embodiment.
FIG. 9 is a flowchart showing an operation in still another specific example of the switching control between the compression ignition combustion and the spark ignition combustion according to the present embodiment.
[Explanation of symbols]
22 Fuel injection valve
24 Fuel pump
31 Three-way catalyst equipment
38 Intake pipe
39 Turbocharger
40 Throttle valve
44 Throttle opening sensor
76 Ignition switch
78 Accelerator pedal
80 Accelerator position sensor
120 Planetary Gear
150 engine
170 EFIECU
190 Control unit (ECU)
194 battery

Claims (10)

Engine,
A motor generator device capable of generating electric power using at least a part of the output of the engine and outputting a driving force via the driving shaft and capable of rotating the rotating shaft of the engine by at least a part of the driving force When,
A power storage device capable of being charged by the motor generator device and capable of supplying power to the motor generator device;
Combustion mode switching means for switching between spark ignition combustion and compression self-ignition combustion in the engine;
A required driving force specifying means for detecting or estimating a required driving force required for the drive shaft;
Engine output specifying means for detecting or estimating the output of the engine;
When the combustion mode switching means switches , ( i ) the engine speed is kept at a predetermined speed by rotational driving by the motor generator device, and ( ii ) the detected or estimated required driving force and the detected or A drive force change of the drive shaft caused by the engine output change is calculated based on the estimated engine output; and ( iii ) the drive force output by the motor generator device with the calculated drive force change. And a control means for controlling the motor generator device so as to compensate for the power output device. Said control means, said when switching the combustion mode switching means, the power output apparatus according to claim 1, characterized by further controlling the combustion mode switching means so as to temporarily suspend combustion of the engine . Engine,
A motor generator device capable of generating electric power using at least a part of the output of the engine and outputting a driving force via the driving shaft and capable of rotating the rotating shaft of the engine by at least a part of the driving force When,
A power storage device capable of being charged by the motor generator device and capable of supplying power to the motor generator device;
Combustion mode switching means for switching between spark ignition combustion and compression self-ignition combustion in the engine;
A required driving force specifying means for detecting or estimating a required driving force required for the drive shaft;
Engine output specifying means for detecting or estimating the output of the engine;
When the combustion mode switching means switches, ( i ) temporarily suspending combustion of the engine, ( ii ) keeping the engine speed at a predetermined speed by rotational driving by the motor generator device, ( iii) ) Calculating a driving force change of the driving shaft caused by a change in the output of the engine based on the detected or estimated required driving force and the output of the detected or estimated engine; and ( iv ) the calculated driving A power output apparatus comprising: the combustion mode switching means and a control means for controlling the motor generator apparatus so as to compensate for a force change by the driving force output from the motor generator apparatus. 4. The power output apparatus according to claim 2 , wherein the control unit controls the combustion mode switching unit to start combustion after switching after a predetermined time has elapsed after the combustion of the engine is interrupted. . A turbocharger that turbocharges the engine and makes the supercharging pressure variable;
Wherein, when switching to the compression ignition from the spark ignition combustion, the claims 1 to any one of 4, wherein the controller controls the turbo supercharger so as to increase the boost pressure The power output device according to item. A waste gate capable of selectively exhausting the exhaust gas of the engine;
Wherein, when switching to the spark ignition combustion from the compressed self-ignition combustion, any one of claims 1 to 5, characterized in that to control the waste gate to lower the cylinder pressure of the engine The power output device described in 1. The motor generator device includes a plurality of motor generators,
At least one of the plurality of motor generators generates power using at least a part of the output of the engine to charge the power storage device,
It said plurality of at least one of the motor generator, the power output apparatus according to any one of claims 1 6, characterized in that outputs the driving force is the power supplied by the energy storage device. The power output apparatus according to any one of claims 1 to 7 ,
A vehicle body on which the power output device is mounted;
A hybrid vehicle comprising: a wheel attached to the vehicle main body and driven by the driving force output via the drive shaft. Electric power can be generated using the engine and at least a part of the output of the engine, and a driving force can be output via the driving shaft, and the rotating shaft of the engine can be rotationally driven by at least a part of the driving force. Power provided with a motor generator device, a power storage device that can be charged by the motor generator device and capable of supplying power to the motor generator device, and combustion mode switching means for switching between spark ignition combustion and compression self-ignition combustion in the engine A control method for controlling a control device, comprising:
A required driving force specifying step of detecting or estimating a required driving force required for the drive shaft;
An engine output specifying step of detecting or estimating the output of the engine;
When the combustion mode switching means switches , ( i ) the engine speed is kept at a predetermined speed by rotational driving by the motor generator device, and ( ii ) the detected or estimated required driving force and the detected or A drive force change of the drive shaft caused by the engine output change is calculated based on the estimated engine output; and ( iii ) the drive force output by the motor generator device with the calculated drive force change. And a control step of controlling the motor generator device so as to compensate for the power output device. Electric power can be generated using the engine and at least a part of the output of the engine, and a driving force can be output via the driving shaft, and the rotating shaft of the engine can be rotationally driven by at least a part of the driving force. Power provided with a motor generator device, a power storage device that can be charged by the motor generator device and capable of supplying power to the motor generator device, and combustion mode switching means for switching between spark ignition combustion and compression self-ignition combustion in the engine A control method for controlling an output device, comprising:
A required driving force specifying step of detecting or estimating a required driving force required for the drive shaft;
An engine output specifying step of detecting or estimating the output of the engine;
When the combustion mode switching means switches, ( i ) temporarily suspending combustion of the engine, ( ii ) keeping the engine speed at a predetermined speed by rotational driving by the motor generator device, ( iii) ) Calculating a driving force change of the driving shaft caused by a change in the output of the engine based on the detected or estimated required driving force and the output of the detected or estimated engine ; and ( iv ) the calculated driving A control method for a power output device, comprising: a control step of controlling the combustion mode switching means and the motor generator device so as to compensate for a force change by the driving force output by the motor generator device.

Images