JP4135690B2 - Hybrid vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a hybrid vehicle in which decrease in engine performance can be restrained by suppressing decrease in driving torque. <P>SOLUTION: The hybrid vehicle 1 comprises an internal combustion engine 10, a MG1 (a 1st motor generator), a MG2 (a 2nd motor generator), a planetary gear 20, a control system 30. The MG1 generates electric power by the power output from the internal combustion engine 10, or starts up the internal combustion engine. The MG2 is connected to a driving shaft 26 to output power at least to the driving shaft 26. In the planetary gear 20, a crankshaft 11 of the internal combustion engine 10, a rotation shaft 61 of the MG1, and the driving shaft 26 are connected, and the power output from the internal combustion engine 10 is regulated and transmitted to the driving shaft 26. The control system 30 controls the internal combustion engine 10, the MG1, and the MG2. The hybrid vehicle 1 comprises further a flywheel, by which inertia force acted on the crankshaft 11 is varied. In the flywheel 12, the inertia mass is increased in accordance with increase in the number of revolutions Ne of the internal combustion engine 10. <P>COPYRIGHT: (C)2006,JPO&amp;NCIPI

Description

  The present invention relates to a hybrid vehicle, and more particularly to a hybrid vehicle that travels using power output from at least one of an internal combustion engine and a motor generator.

  In general, an inertial force of a moving part of an internal combustion engine acts on an output shaft of an internal combustion engine such as a gasoline engine or a diesel engine. The moving parts include, for example, a balance weight fixed to the output shaft, a flywheel, a connecting rod (piston) rotatably supported by the output shaft, and the inertial force applied to the output shaft based on these inertial masses. Works. Here, if the inertial force acting on the output shaft is large, it is possible to suppress torque fluctuations acting on the output shaft after the internal combustion engine is started, for example, when idling or during high rotation. On the other hand, if the inertial force acting on the output shaft is large, the torque required to rotate the output shaft by the starter at the start of the internal combustion engine increases, and the time required for starting the internal combustion engine becomes longer. There is. Further, if the inertial force acting on the output shaft is small, the acceleration performance at the time of high rotation can be improved. That is, it is preferable to change the inertial force acting on the output shaft by changing the inertial mass of the moving part according to the operating state of the internal combustion engine. Here, the inertial force acting on the output shaft is mainly the inertial force of the flyhole. Therefore, conventionally, a flywheel that can change the inertial mass according to the engine speed of the internal combustion engine has been proposed.

Japanese Utility Model Publication No.59-47144

  By the way, in recent years, a hybrid vehicle that travels by power output from at least one of an internal combustion engine and a motor generator has been proposed. Hybrid systems that are power output devices in hybrid vehicles include series hybrid systems, parallel hybrid systems, and parallel series hybrid systems. Among these, some hybrid vehicles equipped with a parallel series hybrid system travel by three kinds of methods using planetary gears. Specifically, the power output from the internal combustion engine is adjusted and the drive shaft (axle) is rotated by this power to travel, and the first motor generator (functions as a generator) by the power output from the internal combustion engine. ) Generates electric power, travels by rotating the drive shaft with the power output from the second motor generator (functioning as an electric motor) and the power output from the internal combustion engine, the internal combustion engine is stopped, and the second There is a method of traveling by rotating a drive shaft only by power output from a motor generator (functioning as an electric motor).

  In such a hybrid vehicle, an inertial force acts on the output shaft due to a change in the engine speed of the internal combustion engine, that is, a change in the rotational speed of the output shaft, and the inertial force acting on the output shaft via the planetary gear. Acts on the drive shaft as a resistance torque. For example, when an internal combustion engine is started, if an output shaft is rotated by a first motor generator (functioning as a starter of the internal combustion engine), an inertial force acts on the output shaft. A resistance torque that attempts to rotate in the opposite direction acts on the drive shaft. Also, when the hybrid vehicle is accelerated, that is, when the engine speed increases after the internal combustion engine is started, an inertial force acts on the output shaft, so that the drive shaft is rotated in the direction opposite to the forward direction of the vehicle. Resisting torque acts on the drive shaft. Accordingly, the driving torque that attempts to rotate the driving shaft acting on the driving shaft in the forward direction of the vehicle by the power output from at least one of the internal combustion engine and the second motor generator acts on the driving shaft. There is a problem that the power performance of the hybrid vehicle is reduced due to the resistance torque.

  This invention is made | formed in view of the above, Comprising: It aims at providing the hybrid vehicle which can suppress the fall of power performance by suppressing the reduction of a drive torque.

In order to solve the above-described problems and achieve the object, the present invention is connected to an internal combustion engine, a first motor generator that generates power using the power output from the internal combustion engine, or starts the internal combustion engine, and a drive shaft. The second motor generator that outputs power to at least the drive shaft, the output shaft of the internal combustion engine, the rotation shaft of the first motor generator, and the drive shaft are connected to each other, and the power output from the internal combustion engine is In a hybrid vehicle comprising power split means for adjusting and transmitting to a drive shaft and control means for controlling the internal combustion engine, the first motor generator, and the second motor generator, an inertial force acting on the output shaft is obtained. detecting response information responsive to changes due to changes in the inertial mass of the inertial mass varying means and said inertial mass changing means changing Further comprising a response information detecting means that said inertial mass varying means, in response to said increase engine speed of the internal combustion engine, the inertial mass is increased, the control means, based on the detected response information And determining abnormality of the inertial mass variable means .

According to the present invention, the inertial mass of the inertial mass variable means increases as the engine speed of the internal combustion engine increases. Accordingly, since the inertial mass of the inertial mass variable means when the internal combustion engine is started by the first motor generator is small, the inertial force acting on the output shaft is small. As a result, the resistance torque acting on the drive shaft at the time of starting the internal combustion engine is reduced, and it is possible to suppress a decrease in drive torque that is intended to rotate in the forward direction of the vehicle acting on the drive shaft. Further, since the inertial force acting on the output shaft when starting the internal combustion engine is small, the engine speed of the internal combustion engine can be increased in a short time, and the start time of the internal combustion engine can be shortened. Furthermore, since the inertial mass of the inertial mass variable means after the start of the internal combustion engine is large, the inertial force acting on the output shaft becomes large, and fluctuations in torque with respect to the drive shaft can be suppressed.
Further, when the inertial mass variable means is abnormal, the automatic stop of the internal combustion engine is prohibited. Thereby, it is possible to prevent the internal combustion engine from restarting during the operation of the hybrid vehicle.

  According to the present invention, in the hybrid vehicle, the inertial mass variable means increases the inertial mass when the engine speed of the internal combustion engine is equal to or higher than a predetermined speed.

  According to the present invention, the inertial mass of the inertial mass varying means does not change until the engine speed of the internal combustion engine becomes equal to or higher than the predetermined engine speed, so that the inertial mass increases from a state where the engine speed is zero. Thus, the inertial force acting on the output shaft when the internal combustion engine is started by the first motor generator can be further reduced. As a result, the resistance torque acting on the drive shaft at the start of the internal combustion engine is further reduced, and it is possible to further suppress the decrease in drive torque that is intended to rotate in the forward direction of the vehicle acting on the drive shaft.

  In the present invention, the hybrid vehicle further includes a resistance torque that calculates a resistance torque that acts on the drive shaft based on an inertial force that acts on the output shaft, and the control means adds the calculated resistance torque to the calculated resistance torque. Based on this, the required torque of the second motor generator is corrected.

  According to the present invention, the drive shaft is corrected by correcting the torque required for the second motor generator by correcting the torque that cancels the resistance torque acting on the drive shaft when the internal combustion engine is started or after the engine speed is increased. To act on. Accordingly, it is possible to suppress a decrease in drive torque that acts on the drive shaft.

  In the present invention, in the hybrid vehicle, the control means prohibits the automatic stop of the internal combustion engine during idling when it is determined that the inertial mass variable means is abnormal.

Further , according to the present invention, the automatic stop of the internal combustion engine is prohibited when the inertial mass variable means is abnormal. Thereby, it is possible to prevent the internal combustion engine from restarting during the operation of the hybrid vehicle.

  Further, according to the present invention, in the hybrid vehicle, when the control unit determines that the inertial mass variable unit is abnormal, an inertial force estimation unit that estimates an inertial force acting on the output shaft based on the responsiveness information. Further, the control means corrects a fuel supply amount to be supplied to the internal combustion engine based on an inertial force acting on the estimated output shaft.

  When the inertial mass variable means becomes abnormal, the inertial force acting on the output shaft changes, so that the speed of increase of the engine speed at the start of the internal combustion engine changes. Therefore, when the inertial mass variable means is normal and abnormal, if the fuel supply amount supplied to the internal combustion engine is the same when the internal combustion engine is started, the start time of the internal combustion engine may change. However, according to the present invention, the inertial force acting on the output shaft at the time of abnormality is estimated, and the fuel supply amount is corrected based on the estimated inertial force acting on the output shaft. Therefore, it is possible to suppress variations in the starting time of the internal combustion engine, and it is possible to suppress variations in emissions.

  Further, according to the present invention, in the hybrid vehicle, when the control unit determines that the inertial mass variable unit is abnormal, an inertial force estimation unit that estimates an inertial force acting on the output shaft based on the responsiveness information. In addition, the control means corrects the required torque of the second motor generator based on the inertial force acting on the estimated output shaft.

  According to the present invention, by estimating the inertial force acting on the output shaft when the inertial mass variable means is abnormal, it acts on the drive shaft when the internal combustion engine starts or when the engine speed increases after the internal combustion engine starts. A resistance torque can be obtained, and a torque that cancels the resistance torque acting on the drive shaft is applied to the drive shaft by correcting the required torque of the second motor generator. Therefore, even when the inertial mass variable means is abnormal, it is possible to suppress a decrease in driving torque that acts during driving.

  The hybrid vehicle according to the present invention has an effect that it is possible to suppress a decrease in power performance by suppressing a decrease in drive torque acting on the drive shaft.

  Hereinafter, the present invention will be described in detail with reference to the drawings. In addition, this invention is not limited by the following Example. In addition, constituent elements in the following embodiments include those that can be easily assumed by those skilled in the art or those that are substantially the same.

  FIG. 1 is a diagram showing a schematic configuration example of a hybrid vehicle according to the present invention. FIG. 2-1 is a diagram illustrating a configuration example of a flywheel. FIG. 2-2 is a diagram illustrating a state in which the weight has moved. FIG. 2-3 is a diagram illustrating a relationship between the engine speed and the inertial mass. As shown in FIG. 1, a hybrid system that is a power output device of the hybrid vehicle 1 includes an internal combustion engine 10, a motor generator that functions mainly as a generator (hereinafter referred to as “MG1”), and a motor that mainly functions as a motor. A functioning motor generator (hereinafter referred to as “MG2”), a planetary gear 20 as power split means, and a control system 30 as control means are configured. Reference numeral 40 denotes a battery that stores electric power generated when MG1 or MG2 functions as a generator. Reference numeral 50 denotes a converter for converting direct current to alternating current, and an inverter for exchanging electric power between the battery 40 charged and discharged with direct current and the MG1 and MG2 functioning as an electric motor or a generator with alternating current. It is.

  The internal combustion engine 10 is a gasoline engine or a diesel engine, and injects fuel from a fuel injection valve, which is a fuel supply unit (not shown), and an air-fuel mixture of the injected fuel and air taken in from an intake system (not shown) explodes. The crankshaft 11 that is the output shaft of the internal combustion engine 10 is rotated by reciprocating a piston (not shown). That is, the output torque that causes the crankshaft 11 to rotate in the forward direction of the vehicle acts on the crankshaft 11 by the power output from the internal combustion engine 10. Operation of the internal combustion engine 10 is controlled by an output signal output from an ECU (Engine Control Unit) 32 of a control unit 30 described later. A flywheel 12 is fixed to the crankshaft 11 of the internal combustion engine 10. Reference numeral 13 denotes a crank angle sensor that detects the engine speed of the internal combustion engine 10. Reference numeral 14 denotes a damper for absorbing torsional vibration generated in the crankshaft 11.

  The flywheel 12 is an inertial mass variable means, and includes a flywheel main body 12a, weights 12b and 12b, and springs 12c and 12c, as shown in FIG. The flywheel main body 12a has a disk shape, and a space 12d is formed at the center. Weights 12b and 12b and springs 12c and 12c are disposed in the space portion 12d. The weights 12b and 12b are arranged so as to face each other with a fixing portion 12e fixed to the crankshaft 11 interposed therebetween. One end of each of the springs 12c and 12c is fixed to the fixing portion 12e, and the other end is fixed to the weight 12b.

  The flywheel 12 rotates with the rotation of the crankshaft 11. As the flywheel 12 rotates, a centrifugal force acts on the weights 12b and 12b, and when the rotation increases, the centrifugal force acting on the weights 12b and 12b increases. When this increased centrifugal force overcomes the elastic force of the springs 12c, 12c, the weights 12b, 12b move outward in the radial direction of the flywheel 12, as shown in FIG. As the weights 12b and 12b move, the inertial mass I of the flywheel 12 increases. That is, the inertial mass I of the flywheel 12 that is the inertial mass variable means increases with an increase in the rotational speed of the crankshaft 11, that is, the engine rotational speed Ne of the internal combustion engine 10. Further, the inertial force I of the flywheel 12 can be changed by increasing the inertial mass I, and the inertial force acting on the crankshaft 11 can be changed.

The engine speed Ne at which the inertial mass I of the flywheel 12 starts increasing can be set by the spring constants of the springs 12c and 12c. In the present invention, the spring constants of the springs 12c and 12c are set so that the inertial mass I of the flywheel 12 does not increase until the engine speed Ne becomes equal to or higher than the predetermined speed Ne1, as shown in FIG. That is, the inertial mass I ₀ is set to remain small. Specifically, when the crankshaft 11 is rotating slower than the engine speed Ne1, the centrifugal force in which the elastic force of the springs 12c and 12c acts on the weights 12b and 12b so that the weights 12b and 12b do not move. The spring constants of the springs 12c and 12c are set so as to overcome the force. Here, the predetermined rotational speed Ne1 is the engine rotational speed Ne at which firing is started when the internal combustion engine 10 is started. That is, the engine speed Ne is, for example, 400 rpm when fuel is injected into the internal combustion engine 10 and ignition of a spark plug (not shown), that is, explosion of the air-fuel mixture is started. Increased engine speed Ne Furthermore, if a predetermined rotational speed Ne2, the inertial mass I of weights 12b, 12b are moved radially outwardly of the most flywheel 12, the flywheel 12 is the largest inertial mass I ₁ . Note that the inertial mass I of the flywheel 12, engine speed Ne does not change from the inertial mass I ₁ be higher than the prescribed engine speed Ne2. The predetermined rotational speed Ne2 is preferably lower than the engine rotational speed Ne when the internal combustion engine 10 is idling. As a result, when the internal combustion engine 10 is idling, the inertial mass of the flywheel 12 is maximized, the inertial force acting on the crankshaft 11 is increased, and torque fluctuations with respect to the drive shaft 26 can be suppressed.

  MG1 and MG2 are synchronous motor generators, and are constituted by rotating shafts 61 and 64, rotors 62 and 65, and stators 63 and 66, respectively. A plurality of rotors 62 and 65, which are permanent magnets, are fixed to the rotary shafts 61 and 64, respectively. The stators 63 and 66 are disposed at positions facing the rotors 62 and 65, respectively, and are fixed to a housing (not shown). The stators 63 and 66 are wound with a three-phase coil (not shown) that forms a rotating magnetic field. The three-phase coils (not shown) of the MG1 and MG2 are connected to the inverter 50. The inverter 50 is subjected to power running control or regenerative control so that MG1 and MG2 function as an electric motor or a generator by an output signal output from a motor control device 33 described later. Specifically, the MG1 and MG2 supply the electric power charged in the battery 40, the electric power generated by causing the MG1 or MG2 to function as a generator via the inverter 50, and thereby the rotary shafts 61, Power running is controlled as an electric motor that rotates 64. In addition, MG1 and MG2 generate electromotive force in a three-phase coil (not shown) when each of the rotary shafts 61 and 64 is rotated by an external force. Can be charged and supplied to MG1 or MG2.

  The planetary gear 20 is power split means, and the internal combustion engine 10, MG1, and MG2 are mechanically coupled. The planetary gear 20 includes a main shaft 21, a sun gear 22, a pinion 23, a carrier 24, and a ring gear 25. One end of the main shaft 21 is connected to the crankshaft 11 via the damper 14, and the other end is connected to the carrier 24. That is, the internal combustion engine 10 and the carrier 24 are connected. The sun gear 22 is connected to the rotation shaft 61 of the MG 1, and the MG 1 is connected to the sun gear 22. The pinion 23 meshes with the sun gear 22, and a plurality of (for example, three) pinions 23 are arranged around the pinion 23. Each pinion 23 is held by a carrier 24 that supports the sun gear 22 so as to be integrally revolved around the sun gear 22. The ring gear 25 meshes with each pinion 23 held by the carrier 24 and is formed on the drive shaft 26. A rotation shaft 64 of MG2 is connected to one end of the drive shaft 26, and MG2 is connected to the drive shaft 26. A chain drive sprocket 27 is fixed to the other end of the drive shaft 26, and a chain belt 70 is wound between the chain drive sprocket 27 and the speed reducer 80. The power output from at least one of the internal combustion engine 10 or MG2 is transmitted to the axles 91 and 92 via the drive shaft 26, the chain belt 70, and the speed reducer 80, and is further attached to each of the axles 91 and 92. It is transmitted to the wheels 101 and 102.

  The control system 30 is a control means, and controls the internal combustion engine 10, MG1, MG2, etc. according to the operating state of the hybrid vehicle 1. The control system 30 includes a hybrid control device 31 and a plurality of control devices (ECU 32, motor control device 33, battery control device 34, etc.) connected to the hybrid control device 31. Each of these control devices includes an input / output port (I / O) that inputs and outputs an input signal and an output signal, a processing unit, a storage unit that stores various maps, and the like.

  The hybrid control device 31 is resistance torque calculation means, responsiveness information detection means, and inertia force estimation means. The hybrid control device 31 mainly has a drive torque Tp (here, applied) to the drive shaft 26 based on the accelerator opening, the vehicle speed, and a map of the accelerator opening and the vehicle speed stored in a storage unit (not shown). Then, a torque for rotating the drive shaft 26 in the direction in which the vehicle moves forward is calculated. Based on the calculated total torque Tp, the required output Pe required for the internal combustion engine 10, the required torque Tg required for MG1, and the required torque Tm required for MG2 are calculated. Then, the required output Pe is output to the ECU 32 and the required torques Tg and Tm are output to the motor control device 33. Here, the accelerator opening is detected by an accelerator opening sensor attached to an accelerator pedal (not shown). The vehicle speed is obtained by using the rotation speed Nm of the rotation shaft 64 of the MG2 input via the motor control device 33 described later.

  The ECU 32 controls the operation of the internal combustion engine 10 based on the request output Pe output from the hybrid control device 31. Specifically, the ECU 32 outputs an injection signal, an ignition signal, an opening signal, etc. to the internal combustion engine 10 based on the required output Pe, and the fuel of the fuel supplied to the internal combustion engine 10 by these output signals Fuel injection control such as supply amount and injection timing, ignition control of a spark plug (not shown), valve opening control of a throttle valve provided in an intake system (not shown) of the internal combustion engine 10 are performed. Information based on the operating state of the internal combustion engine 10 input to the ECU 32, for example, the engine speed Ne detected by the crank angle sensor 13 attached to the crankshaft 11 is output to the hybrid control device 31.

  The motor control device 33 performs power running control or regenerative control of MG1 and MG2 via the inverter 50 based on the required torques Tg and Tm output from the hybrid control device 31. The motor control device 33 controls the MG1 and MG2 to function as an electric motor or a generator via the inverter 50 based on the required torques Tg and Tm. It should be noted that information based on the operation state of MG1 and MG2 input to the motor control device 33, for example, the rotational speeds Ng and MG2 of the rotation shaft 61 of MG1 detected by a rotation sensor (not shown) attached to each of MG1 and MG2. The rotational speed Nm of the rotating shaft 64 is output to the hybrid control device 31.

  The battery control device 34 monitors the state of charge of the battery 40. Information based on the state of charge of the battery 40 input to the battery control device 34, for example, a charge amount SOC (State of Charge), is output to the hybrid control device 31. Here, the hybrid control device 31 corrects the request output Pe output to the ECU 32 based on the state of charge of the battery 40.

  Next, the operation of the hybrid vehicle 1 will be described. Here, the operation of the hybrid vehicle 1 when the internal combustion engine 10 is started will be described. FIG. 3 is a diagram showing an operation flow at the start of the internal combustion engine. FIG. 4 is a diagram showing the relationship between the fuel injection amount and the engine speed when the internal combustion engine is started. First, the hybrid control device 31 of the control system 30 determines whether or not a condition for starting the internal combustion engine 10 is satisfied (step ST1). Here, the hybrid control device 31 starts the internal combustion engine 10 immediately after the hybrid vehicle 1 is started. In addition, when the warm-up operation of the internal combustion engine 10 is finished and the power output from the internal combustion engine 10 is not requested, the hybrid control device 31 automatically stops the internal combustion engine 10 and supplies the power output from the internal combustion engine 10. Restart when requested. Therefore, the hybrid control device 31 satisfies whether or not the hybrid vehicle 1 has been activated, or whether the conditions for restarting the internal combustion engine 10 that has been started once and automatically stopped after the hybrid vehicle 1 has started are satisfied. Judge whether or not.

  Next, when it is determined that the condition for starting the internal combustion engine 10 is satisfied, the hybrid control device 31 of the control system 30 calculates the required torque Tg of MG1 (step ST2). That is, the hybrid control device 31 controls the crankshaft 11 of the internal combustion engine 10 via the planetary gear 20 so that the engine speed Ne of the internal combustion engine 10 is equal to or higher than a predetermined engine speed Ne1 that is an engine speed necessary for starting. A required torque Tg of Mg1 to be rotated is calculated. If hybrid control device 31 determines that the condition for starting internal combustion engine 10 is not satisfied, it repeats step ST1 until the condition is satisfied.

  Next, the hybrid control device 31 of the control system 30 starts the internal combustion engine (step ST3). Specifically, the required torque Tg of MG1 is output from the hybrid control device 31 to the motor control device 33. Then, the motor control device 33 supplies power from the battery 40 to the MG1 via the inverter 50, and controls the required torque Tg to act on the rotating shaft 61 of the MG1. The crankshaft 11 of the internal combustion engine 10 starts to rotate via the planetary gear 20 by rotating with the required torque Tg on which the rotation shaft 61 of the MG 1 acts. Although not shown, the ECU 32 of the control system 30 starts firing when the engine speed Ne becomes equal to or higher than a predetermined engine speed Ne1 (for example, 400 rpm). That is, the ECU 32 starts fuel injection control, ignition control, valve opening control, etc., and starts fuel injection from a fuel injection valve (not shown) and ignition of a spark plug (not shown).

  Here, while the crankshaft 11 starts to rotate and the engine speed Ne increases, an inertial force acts on the crankshaft 11 based on the inertial masses of the moving parts of the flywheel 12 and the internal combustion engine 10. This inertial force is transmitted from the crankshaft 11 to the main shaft 21 of the planetary gear 20. The inertial force acting on the crankshaft 11 transmitted to the main shaft acts on the drive shaft 26 as a resistance torque Tr via the carrier 24, the pinion 23, and the ring gear 25. Due to the characteristics of the planetary gear 20, the resistance torque Tr tries to rotate the drive shaft 26 in the direction opposite to the forward direction of the hybrid vehicle 1 when the internal combustion engine 10 is started.

However, the inertial mass I of the flywheel 12 does not change until the engine speed Ne reaches the predetermined speed Ne1, that is, firing is started, as shown in FIG. Therefore, the inertial mass I of the flywheel 12 when starting the internal combustion engine 10 by MG1 is therefore remains minimal inertial mass I _0, remains small compared to the maximum inertial mass I ₁ of the flywheel 12 and can do. Further, the inertial mass I of the flywheel 12 when starting the internal combustion engine 10 by MG1 is therefore remains minimal inertial mass I _0, if the engine speed Ne is the inertial mass I is increased from the state of 0 and In comparison, the inertial force acting on the crankshaft 11 can be reduced. That is, the resistance torque Tr acting on the drive shaft 26 when the internal combustion engine 10 is started decreases. Therefore, for example, the motor control device 33 supplies power from the battery 40 to the MG2 via the inverter 50 by the required torque Tm calculated based on the drive torque Tp calculated by the hybrid control device 31, and the rotation of the MG2 When the required torque Tm is applied to the drive shaft 26 connected to the shaft 64, it is possible to suppress a decrease in the drive torque Tp that causes the hybrid vehicle 1 to rotate in the forward direction acting on the drive shaft 26. . Thereby, the fall of power performance can be suppressed. Further, until the start of the internal combustion engine 10 is completed, since the inertial force acting on the output shaft 10 is small, the engine speed Ne of the internal combustion engine 10 can be increased in a short time, and the start time of the internal combustion engine 10 can be reduced. Shortening can be achieved.

  Next, the hybrid control device 31 of the control system 30 detects the increasing speed V of the engine speed Ne of the internal combustion engine 10 (step ST4). Specifically, the hybrid control device 31 detects the engine speed Ne, and detects the speed V required to increase from the state where the engine speed Ne is 0 to the detected engine speed Ne. The rising speed V changes based on a change in inertial force acting on the crankshaft 11 when the required torque Tg of MG1 is constant. Therefore, the ascending speed V is responsiveness information whose responsiveness changes due to a change in the inertial mass I of the flywheel 12. That is, the hybrid control device 31 detects the increasing speed V of the engine speed Ne, which is responsiveness information, as responsiveness information detecting means. The responsiveness information may be not only the increase speed V of the engine speed Ne with respect to the required torque Tg of MG1, but also the increase speed V of the engine speed Ne with respect to the input power of MG1.

  Next, the hybrid control device 31 of the control system 30 determines whether or not the flywheel 12 is abnormal based on the required torque Tg of MG1 and the rising speed V of the engine speed Ne of the internal combustion engine 10 (step ST5). . Specifically, the rising speed V with respect to the required torque Tg when the flywheel 12 stored in advance in a storage unit (not shown) of the hybrid control device 31 is normal, and the rising speed V with respect to the actually detected required torque Tg, To determine whether or not the flywheel 12 is abnormal.

  Next, when the hybrid control device 31 of the control system 30 determines that the flywheel 12 is normal, it calculates the resistance torque Tr (step ST6). Specifically, the hybrid control device 31 calculates the angular acceleration of the crankshaft 11 from the increasing speed V of the engine speed Ne detected in step ST4. Next, the hybrid control device 31 calculates the inertial mass I of the flywheel 12 based on the engine speed Ne detected in step ST4. The inertial mass I is calculated based on the detected engine speed Ne and a map of the inertial mass I of the flywheel 12 and the engine speed Ne stored in advance in a storage unit (not shown) of the hybrid controller 31. can do. Next, the hybrid control device 31 acts on the crankshaft 11 based on the calculated sum of the inertial mass I of the flywheel and the inertial mass of the moving parts of the internal combustion engine 10 and the angular acceleration of the crankshaft 11. By calculating the inertia force, the resistance torque Tr acting on the drive shaft 26 is calculated. A storage unit (not shown) of the hybrid control device 31 may store a map of the engine speed Ne and the resistance torque Tr in advance. In this case, if the engine speed Ne is detected, the resistance torque Tr acting on the drive shaft 26 can be calculated without calculating the inertia mass of the flywheel 12.

  Next, the hybrid control device 31 of the control system 30 corrects the required torque Tm of MG2 based on the calculated resistance torque Tr (step ST7). For example, when the required torque Tm of MG2 calculated based on the drive torque Tp calculated by the hybrid control device 31 acts on the drive shaft 26 so as to rotate in the forward direction of the hybrid vehicle, the hybrid control device 31 Outputs the sum of the required torque Tm and the resistance torque Tr to the motor controller 33 as the required torque Tm of MG2. Accordingly, the torque that cancels the resistance torque Tr acting on the drive shaft 26 when the engine speed Ne increases at the time of starting the internal combustion engine 10 is applied to the drive shaft 26 by correcting the required torque Tm of the MG2. Thereby, the reduction | decrease of the drive torque Tp which acts on the drive shaft 26 can be suppressed, and the fall of power performance can be suppressed. Further, torque fluctuation due to the resistance torque Tr acting on the drive shaft 26 when the internal combustion engine 10 is started can be suppressed.

Next, the hybrid control device 31 of the control system 30 determines whether or not the start of the internal combustion engine 10 has been completed (step ST8). If the start has been completed, the start operation of the hybrid vehicle 1 is terminated. If not completed, the above steps ST4 to ST8 are repeated. Here, until the start of the internal combustion engine is completed, the inertial force acting on the output shaft 10 is small, so the engine speed Ne of the internal combustion engine 10 can be increased in a short time, and the start time of the internal combustion engine 10 is reduced. Shortening can be achieved. The engine speed Ne after starting the internal combustion engine 10 is equal to or higher than a predetermined engine speed Ne2 higher than the engine speed Ne2 when the internal combustion engine 10 is idling, and the inertial mass of the flywheel 12 is the maximum inertial mass I. since the _1, the inertial force that acts on the output shaft 26 is increased, it is possible to suppress the fluctuation of the torque to the drive shaft 26.

  Next, when the hybrid control device 31 of the control system 30 determines that the flywheel 12 is abnormal, the inertial force acting on the output shaft 26 based on the required torque Tg of MG1 and the increasing speed V of the engine speed Ne. Is estimated (step ST9). Specifically, the rising speed V with respect to the required torque Tg when the flywheel 12 stored in advance in a storage unit (not shown) of the hybrid control device 31 is normal, and the rising speed V with respect to the actually detected required torque Tg, The inertial force acting on the output shaft 26 is estimated from the difference between the two. That is, the hybrid control device 31 estimates inertial force acting on the crankshaft 11 as inertial mass estimation means.

Next, the hybrid control device 31 of the control system 30 corrects the fuel supply amount supplied to the internal combustion engine 10 and the required torque Tm of MG2 based on the estimated inertial mass acting on the output shaft 11 (step ST10). . First, the case where the fuel supply amount is corrected will be described. As shown in FIG. 4, when the flywheel 12 is normal, when starting the internal combustion engine, the ECU 32 has an initial fuel injection amount, that is, an initial fuel supply amount Q _{A that} is larger than the normal fuel supply amount. Is supplied to the internal combustion engine 10. Here, when the flywheel 12 is abnormal, the inertial force acting on the crankshaft 11 is different from the inertial force acting when normal. Accordingly, since the rising speed V of the engine speed Ne at the start of the internal combustion engine 10 is different between when the flywheel 12 is normal and when it is abnormal, when the internal combustion engine 10 is started, when the flywheel 12 is normal and when it is abnormal Then, the amount of fuel supplied to the internal combustion engine 10 is varied.

For example, when the springs 12c and 12c of the flywheel 12 fail and the weights 12b and 12b cannot move on the outermost side in the radial direction of the flywheel 12, the inertial mass I of the flywheel 12 is the maximum inertial mass. the I _1. In this case, since the inertial force acting on the flywheel 12 becomes large, it becomes a necessary amount for a long time until the engine speed Ne of the internal combustion engine reaches the predetermined engine speed Ne1. Therefore, in this case, the torque for rotating the crankshaft 11 at the time of firing of the internal combustion engine 10 is increased by supplying the internal combustion engine with a fuel supply amount Q _B that is larger than the initial fuel supply amount Q _A. The start time of the internal combustion engine 10 is shortened. Therefore, it is possible to suppress variations in the starting time of the internal combustion engine 10 between when the flywheel 12 is normal and when it is abnormal, and it is possible to suppress variations in emissions. Note that the normal fuel supply amount may be the same between the normal time and the abnormal time of the flywheel 12, and the rate of attenuation of the fuel amount supply supplied in accordance with the increase in the engine speed Ne may be changed.

  Next, a case where the required torque Tm of MG2 is corrected will be described. Specifically, the resistance torque Tr is estimated from the estimated inertial force acting on the crankshaft 11, and the required torque Tm of MG2 is corrected based on the resistance torque Tr. For example, when the required torque Tm of MG2 calculated based on the drive torque Tp calculated by the hybrid control device 31 acts on the drive shaft 26 so as to rotate in the forward direction of the hybrid vehicle, the hybrid control device 31 Outputs the sum of the required torque Tm and the estimated resistance torque Tr to the motor control device 33 as the required torque Tm of MG2. Therefore, the torque that cancels the resistance torque Tr that is expected to act on the drive shaft 26 when the engine speed Ne increases when the internal combustion engine 10 is started is applied to the drive shaft 26 by correcting the required torque Tm of MG2. Thereby, even when the flywheel 12 is abnormal, it is possible to suppress a decrease in the drive torque Tp acting on the drive shaft 26 and to suppress a decrease in power performance. Further, even when the flywheel 12 is abnormal, it is possible to suppress torque fluctuation due to the resistance torque Tr acting on the drive shaft 26 when the internal combustion engine 10 is started.

  Next, the hybrid control device 31 of the control system 30 determines whether or not the start of the internal combustion engine 10 is completed (step ST11). If the start is completed, the start operation of the hybrid vehicle 1 is terminated. If not completed, the above steps ST4 to ST10 are repeated.

  When the hybrid control device 31 determines that the flywheel 12 is abnormal, for example, when a warning light attached to the interior of the hybrid vehicle 1 is turned on, the hybrid control device 31 can be used for the driver who is on the hybrid vehicle 1. A warning may be issued. Further, the hybrid control device 31 may prohibit the automatic stop of the internal combustion engine 10 when it is determined that the flywheel 12 is abnormal. Thereby, it is possible to prevent the internal combustion engine 10 from restarting during the operation of the hybrid vehicle 1, and it is possible to suppress the adverse effects of starting the internal combustion engine 10 when the flywheel 12 is abnormal as described above.

  Further, the calculation of the resistance torque Tr performed when the flywheel 12 is normal, the correction of the required torque Tm of the MG2 based on the calculated resistance torque Tr (step ST6, step ST7), and the crankshaft performed when the flywheel 12 is abnormal 11 and the correction of the required torque Tm of MG2 based on the estimated resistance torque Tr (step ST9, step ST10) are preferably performed at times other than when the internal combustion engine 10 is started. As a result, the drive torque Tp acting on the drive shaft 26 is reduced when the engine speed increases after starting the internal combustion engine where the inertial force acts on the crankshaft 11 except when the internal combustion engine is started, that is, when the hybrid vehicle 1 is accelerated. Can be suppressed, and a decrease in power performance can be suppressed.

  In the above embodiment, the inertial mass of the flywheel 12 changes as the weights 12b and 12b move due to the difference between the elastic force of the springs 12c and 12c and the centrifugal force acting on the flywheel 12. Depending on the engine speed Ne of the engine 10, it may be moved by a weight moving means (not shown).

Moreover, in the said Example, the hybrid control apparatus 31 of the control system 30 may judge abnormality of MG2 as a generator abnormality detection means. If hybrid control unit 31 determines the abnormality of the MG2, to fix the inertia mass I of the flywheel 12 a predetermined value, for example to the minimum inertial mass I _0. By fixing the inertial mass I of the flywheel 12, the inertial force acting on the crankshaft when the engine speed Ne of the engine speed Ne of the internal combustion engine 10 is constant is constant. As a result, the hybrid control device 31 calculates the required power Pe for controlling the operation of the internal combustion engine 10 without taking into account the inertial mass I of the flywheel 12 that changes according to the increase in the engine speed Ne of the internal combustion engine 10. Therefore, even when the MG 2 is abnormal, the operation of the hybrid vehicle 1 can be continued.

Further, when MG2 abnormal, by fixing the inertial mass I of the flywheel 12 to the minimum inertial mass I _0, it is possible to suppress the reduction in the driving torque Tp acting on drive shaft 26, a reduction in power performance Can be suppressed.

  As described above, the hybrid vehicle according to the present invention is useful for a hybrid vehicle in which a resistance torque acts on the drive shaft, and in particular, the reduction of the drive torque acting on the drive shaft 26 can be suppressed, and the power performance is improved. Suitable for suppressing the decrease.

It is a figure which shows the example of schematic structure of the hybrid vehicle concerning this invention. It is a figure which shows the structural example of a flywheel. It is a figure which shows the state which the weight moved. It is a figure which shows the relationship between an engine speed and an inertial mass. It is a figure which shows the operation | movement flow at the time of starting of an internal combustion engine. It is a figure which shows the relationship between the fuel injection quantity at the time of start-up of an internal combustion engine, and an engine speed.

Explanation of symbols

1 Hybrid vehicle 10 Internal combustion engine 11 Crankshaft (output shaft)
12 Flywheel (Inertial mass variable means)
13 Crank angle sensor 20 Planetary gear (power split means)
21 Main shaft 22 Sun gear 23 Pinion 24 Carrier 25 Ring gear 26 Drive shaft 30 Control system (control means)
31 Hybrid control device (resistance torque calculation means, response information detection means, inertia force estimation means, generator abnormality detection means)
32 ECU
33 Motor control device 34 Battery control device 40 Battery 50 Inverter

Claims (6)

An internal combustion engine;
A first motor generator for generating electric power or starting the internal combustion engine with power output from the internal combustion engine;
A second motor generator connected to the drive shaft and outputting power to at least the drive shaft;
An output shaft of the internal combustion engine, a rotation shaft of the first motor generator, and the drive shaft are connected to each other, and power splitting means for adjusting the power output from the internal combustion engine and transmitting the power to the drive shaft;
Control means for controlling the internal combustion engine, the first motor generator, and the second motor generator;
In a hybrid vehicle comprising:
An inertial mass variable means for changing the inertial force acting on the output shaft; and responsiveness information detection means for detecting responsiveness information whose responsiveness changes due to a change in the inertial mass of the inertial mass variable means ,
The inertial mass variable means increases the inertial mass in response to an increase in the engine speed of the internal combustion engine ,
The hybrid vehicle characterized in that the control means determines an abnormality of the inertial mass variable means based on the detected responsiveness information .   2. The hybrid vehicle according to claim 1, wherein the inertial mass variable means increases the inertial mass when an engine speed of the internal combustion engine becomes equal to or higher than a predetermined speed. A resistance torque for calculating a resistance torque acting on the drive shaft based on an inertial force acting on the output shaft;
The hybrid vehicle according to claim 1, wherein the control unit corrects a required torque of the second motor generator based on the calculated resistance torque. The hybrid vehicle according to any one of claims 1 to 3, wherein the control means prohibits the automatic stop of the internal combustion engine during idling when the abnormality of the inertial mass variable means is determined. . An inertial force estimating unit that estimates an inertial force acting on the output shaft based on the response information when the control unit determines that the inertial mass variable unit is abnormal;
The hybrid according to any one of claims 1 to 3, wherein the control unit corrects a fuel supply amount to be supplied to the internal combustion engine based on an inertial force acting on the estimated output shaft. vehicle. An inertial force estimating unit that estimates an inertial force acting on the output shaft based on the response information when the control unit determines that the inertial mass variable unit is abnormal;
Wherein, the hybrid vehicle according to any one of claims 1 to 5, wherein the correcting the required torque of the second motor-generator based on the inertial force acting on the estimated output shaft .

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