JP6207327B2 - Hybrid system - Google Patents

Description

  The present invention relates to a hybrid system that uses an integrated starter generator (ISG) for driving assistance.

  It has been proposed to install an ISG having both a starter function (motor function) for starting the engine and a generator function (alternator function) for regenerating power into electric power in a vehicle equipped with an engine. When the engine is started, the ISG is used as a motor, and the power of the ISG is transmitted to the output shaft of the engine, whereby the engine is cranked. When the ISG is used as an alternator, the power is transmitted to the ISG, the power is regenerated by the ISG, and the power output from the ISG is supplied to the auxiliary machine and the battery.

  In addition, as a relatively simple and low-cost hybrid system, development of a hybrid system that uses ISG for driving assistance is in progress.

JP 2004-124815 A JP 2011-507745 A

  In such a hybrid system, ISG control is switched between power generation control for causing ISG to perform power generation operation (regenerative operation) and power running control for causing ISG to perform power running while the vehicle is traveling. In the ISG power generation control, the field current is controlled in accordance with the engine speed and the load in order to generate the ISG with a constant voltage. On the other hand, in ISG power running control, vector control is performed according to the position of the rotor of the ISG so that the output current of the ISG becomes the target current.

  However, the switching between the power generation operation and the power running operation causes a delay corresponding to the time constant determined by the inductance of the field coil of the ISG, etc. with respect to the switching of the ISG control. If this delay time is not taken into account and the ISG control is executed, if a request for switching between the power generation operation and the power running operation occurs during the delay time, the control operation becomes impossible, and the power generation operation and the power running operation are performed. There is a risk that switching between and will not be performed smoothly. If the switching between the power generation operation and the power running operation is not performed smoothly, a sudden torque fluctuation occurs, leading to a reduction in the life of a belt or the like for transmitting ISG power and a deterioration in the riding comfort of the vehicle.

  An object of the present invention is to provide a hybrid system that can suppress a rapid torque fluctuation at the time of switching between a power generation operation and a power running operation of an integrated starter generator.

In order to achieve the above object, a hybrid system according to the present invention is applied to a vehicle equipped with an internal combustion engine and an integrated starter generator, and is a hybrid system that uses an integrated starter generator for driving assistance. A power transmission mechanism for transmitting power between the output shaft and the rotating shaft of the integrated starter generator; and a control means for controlling the integrated starter generator, wherein the control means includes power generation operation and power running operation of the integrated starter generator. in the process switching between, it provided the period of setting the target torque of the integrated starter generator to zero, to set the time corresponding to the time constant of the control system of the integrated starter generator zero period.

  According to this configuration, when the internal combustion engine is started, the integrated starter generator can be operated in a powering manner, and the torque of the integrated starter generator can be transmitted to the output shaft of the internal combustion engine, whereby the internal combustion engine can be cranked. Further, the power can be regenerated into electric power by causing the integrated starter generator to perform a power generation operation. Further, the running can be assisted by causing the integrated starter generator to perform a power running operation while the vehicle is running and transmitting the torque of the integrated starter generator to the output shaft of the internal combustion engine. The driving assist can improve fuel efficiency and driving performance.

  In the switching process between the power generation operation and the power running operation of the integrated starter generator, a zero period in which the target torque of the integrated starter generator is set to zero is provided. Since the zero period is provided, the power generation operation and the power running operation are switched during the zero period, so that it is possible to suppress the occurrence of control problems due to the delay of the control system of the integrated starter generator. Therefore, it is possible to smoothly switch between the power generation operation and the power running operation of the integrated starter generator, and it is possible to suppress a rapid torque fluctuation. As a result, it is possible to suppress a decrease in the life of the power transmission mechanism and a deterioration in the riding comfort of the vehicle.

  Since the rapid torque fluctuation of the integrated starter generator is suppressed, when the power transmission mechanism includes a belt or a chain, it is possible to prevent the belt from coming off the pulley. Further, the strength of the belt and the chain can be lowered, and the cost can be reduced. When the power transmission mechanism includes a gear train, gear rattling noise can be reduced. Further, the strength of the gear can be lowered, and the cost can be reduced.

  In addition, since sudden changes in the torque of the integrated starter generator can be suppressed, when the power transmission mechanism includes a belt and a pendulum belt tensioner, the pendulum belt is switched when the integrated starter generator is switched between power generation operation and power running operation. The tensioner can be prevented from moving greatly. Therefore, it is possible to prevent the pendulum belt tensioner from strongly colliding with the stopper for limiting the displacement of the pendulum belt tensioner. As a result, noise and vibration generated by the collision can be reduced, and deterioration of the pendulum belt tensioner can be suppressed. Further, the belt can be prevented from coming off due to a large movement of the pendulum belt tensioner. In addition, the use of a pendulum belt tensioner can maintain the belt tension properly, so that the belt tension can be lowered. As a result, drag loss due to the integrated starter generator can be reduced, and fuel consumption can be improved.

  When the integrated starter generator is switched between power generation and power running, the rate of change gradually decreases as the integrated starter generator torque approaches zero, and / or the integrated starter generator torque deviates from zero. It is preferable that the target torque of the integrated starter generator is set so that the change speed gradually increases with time.

  Thereby, the torque of the integrated starter generator can be changed more smoothly and gently at the time of transition to the zero period when the torque of the integrated starter generator becomes zero and / or at the time of transition from the zero period. As a result, effects such as suppression of a decrease in the life of the power transmission mechanism and suppression of deterioration in the riding comfort of the vehicle can be exhibited better.

  According to the present invention, a rapid torque fluctuation at the time of switching between the power generation operation and the power running operation of the integrated starter generator can be achieved while improving the fuel consumption and the travel performance by using the integrated starter generator for the travel assist. Can be suppressed.

1 is a diagram schematically illustrating a configuration of a hybrid system according to an embodiment of the present invention. It is a figure for demonstrating the function of a pendulum type belt tensioner. It is a flowchart which shows the flow of the process performed while driving | running | working of a vehicle. It is a graph which shows an example of the time change of the output torque of an engine, and the output torque of ISG.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings.

  FIG. 1 is a diagram schematically showing a configuration of a hybrid system 1 according to an embodiment of the present invention.

The hybrid system 1 is applied to a vehicle equipped with an engine 2 and is an ISG (integrated
This is a system that uses a starter generator (integrated starter generator) 3 for driving assistance.

  The ISG 3 has both a motor function that generates power by supplying power and a generator function that regenerates power to power. The ISG 3 is provided such that a rotating shaft (hereinafter referred to as “ISG rotating shaft”) 31 is parallel to an output shaft (hereinafter referred to as “E / G output shaft”) 21 of the engine 2. A crank pulley 4 and an ISG pulley 5 are held on the E / G output shaft 21 and the ISG rotating shaft 31, respectively. A belt 6 is wound around the crank pulley 4 and the ISG pulley 5.

  An inverter (INV) 7 is connected to the ISG 3. A battery (BATT) 8 mounted on the vehicle is connected to the inverter 7. When the ISG 3 is operated as a motor (power running operation), DC power is supplied from the battery 8 to the inverter 7, the DC power is converted into AC power by the inverter 7, and AC power is supplied from the inverter 7 to the ISG 3. . On the other hand, when the ISG 3 is operated as a generator (generator), AC power is output from the ISG 3, the AC power is converted into DC power by the inverter 7, and the DC power output from the inverter 7 is a battery. 8 is charged.

  In order to adjust the tension of the belt 6, a pendulum belt tensioner 9 is provided. For example, as shown in FIG. 2, the pendulum belt tensioner 9 is provided so as to be swingable about the same rotational axis as the ISG pulley 5, and extends on one side of the crank pulley 4 and the ISG pulley 5 in the belt 6. One side portion 61 and the other side portion 62 extending from the other side are pressed from the outside of the belt 6.

  The tension of the one side portion 61 or the other side portion 62 of the belt 6 fluctuates due to fluctuations in the rotational state of the crank pulley 4 and the ISG pulley 5. When the tension of the one side portion 61 increases, the pendulum belt tensioner 9 rotates, and the pressing force of the one side portion 61 by the pendulum belt tensioner 9 decreases, and the pressing force of the other side portion 62 by the pendulum belt tensioner 9 decreases. The tension of the one side portion 61 is lowered and the tension of the other side portion 62 is increased. Further, when the tension of the other side portion 62 is increased, the pendulum belt tensioner 9 is rotated, and the pressing force of the other side portion 62 by the pendulum belt tensioner 9 is lowered, and the one side portion 61 of the pendulum belt tensioner 9 is lowered. As the pressing force increases, the tension on the other side portion 62 decreases and the tension on the one side portion 61 increases. Thereby, the tension of the one side portion 61 and the other side portion 62 of the belt 6 is properly maintained. Therefore, power can be transmitted between the crank pulley 4 and the ISG pulley 5 even if the tension of the belt 6 is set lower than in the configuration in which the pendulum belt tensioner 9 is not provided.

  The hybrid system 1 also includes an ECU (electronic control unit) 10 that includes a CPU and a memory. Various sensors provided in the vehicle are connected to the ECU 10, and detection signals of the various sensors are input. The various sensors include a vehicle speed sensor that detects the vehicle speed, an engine speed sensor that detects the speed of the engine 2, a rotational position sensor that detects the position of the rotor of the ISG 3 (motor angle), and currents that are input to and output from the battery 8. A current sensor for detecting the current. The ECU 10 controls the engine 2 and the ISG 3 (inverter 7) based on detection signals input from various sensors.

  When the engine 2 is started, the ECU 10 executes power running control for causing the ISG 3 to perform a power running operation so that the ISG 3 can be used as a starter of the engine 2. In the power running control, the ECU 10 sets the target power running torque (target value of the power running torque) of the ISG 3. At this time, the power required for cranking the engine 2 from the ISG 3 is set as the target power running torque. A target current value corresponding to the target power running torque is set based on the target power running torque and the position of the rotor of the ISG 3, and the inverter 7 is controlled based on the target current value. As a result, a current having a target current value is supplied from the inverter 7 to the ISG 3, and a power running torque that matches the target power running torque is generated from the ISG 3. Then, the power running torque is transmitted to the E / G output shaft 21, whereby the engine 2 is cranked, and the engine 2 is started after the cranking.

  FIG. 3 is a flowchart showing a flow of processing executed while the vehicle is traveling. FIG. 4 is a graph showing an example of temporal changes in E / G torque (torque of engine 2) and ISG torque (torque of ISG3).

  While the vehicle is traveling, the ECU 10 repeatedly executes the process shown in FIG.

In the process shown in FIG. 3, first, an SOC (State Of
It is determined whether or not (Charge) is equal to or greater than a predetermined value (step S1).

  If the SOC is equal to or higher than a predetermined value (YES in step S1), it is next determined whether or not the vehicle speed is equal to or higher than a predetermined value (step S2). Further, if the vehicle is equipped with an automatic transmission, it is determined whether or not the lockup state is engaged with the lockup clutch of the torque converter (step S2).

  In the following description, it is assumed that an automatic transmission is mounted on the vehicle.

  When the vehicle speed is equal to or higher than the predetermined value and is in a lock-up state (YES in step S2), the engine 2 is within a range where the engine 2 can perform powering operation of ISG3 with high efficiency (high efficiency powering region). Is determined (step S3).

  When the rotational speed of the engine 2 is within the high efficiency power running region (YES in step S3), it is determined whether or not the cooperative control of the E / G torque and the power running torque of the ISG 3 is being performed (step S4).

  In the cooperative control, the sum of the E / G torque and the power running torque of the ISG 3 matches the required torque (torque required for traveling of the vehicle) set according to the operation amount and operation speed of the accelerator pedal. / G torque and ISG3 power running torque are set. Then, the ECU 10 controls the engine 2 using the set E / G torque as the target torque of the engine 2, and uses the set power running torque as the target power running torque of the ISG 3. Be controlled.

  If the cooperative control is being performed (YES in step S4), the continuation of the cooperative control is determined (step S5), and the driving assist by adding the ISG3 power running torque to the E / G torque is continued. Thereafter, the process shown in FIG. 3 is terminated.

  On the other hand, when cooperative control of E / G torque and ISG torque is not in progress (NO in step S5), cooperative control start processing is executed to start cooperative control (step S6), and the processing shown in FIG. Is terminated.

  Before the cooperative control of the E / G torque and the ISG torque is started, the ISG 3 is in a power generation operation. In the power generation control for causing the ISG 3 to perform a power generation operation, the ECU 10 sets the target regenerative torque (target value of the regenerative torque) of the ISG 3 based on the vehicle speed and the like. Then, the target regenerative torque is multiplied by the rotation speed (rotational angular velocity) of the rotor of the ISG 3 (ISG rotation shaft 31), and the multiplication value is divided by a constant voltage to set the target current value. Based on this, the inverter 7 is controlled. As a result, a current having a target current value is supplied from the inverter 7 to the ISG 3, a regenerative torque (negative torque) that matches the target regenerative torque is generated from the ISG 3, and a constant voltage is output from the ISG 3.

  In the cooperative control start process, the ECU 10 reduces the target regeneration torque of the ISG 3 toward zero as shown in FIG. 4 while continuing the power generation control of the ISG 3. At this time, the target regenerative torque is set so that the change speed decreases as the target regenerative torque approaches zero. In addition, the target torque of the engine 2 is reduced as the target regenerative torque decreases.

  And when the target regeneration torque of ISG3 falls to zero, the target power running torque and the target regeneration torque are maintained at zero for a predetermined zero period. The zero period is set to a time according to a time constant determined by the inductance of the field coil of the ISG 3 (time constant of the control system of the ISG 3). Moreover, in the zero period, the target regenerative torque is kept constant at zero, so the target torque of the engine 2 is kept constant.

  When the zero period ends, the ECU 10 starts ISG powering control. At the start of the power running control, the target power running torque of the ISG 3 is gradually increased from zero. At this time, the target power running torque is set so that the change speed increases as the target power running torque increases from zero. Further, as the target power running torque increases, the target torque of the engine 2 is gradually reduced.

  Thereafter, when the target power running torque of the ISG 3 approaches the predetermined torque, the target regenerative torque is set so that the change speed decreases as the target power running torque approaches the predetermined torque. Further, as the target power running torque increases, the target torque of the engine 2 is gradually reduced.

  When the target power running torque of the ISG 3 increases to a predetermined torque, the target regenerative torque is fixed to the predetermined torque. Further, since the target regenerative torque is maintained at a fixed predetermined torque, if the required torque is constant, the target torque of the engine 2 is maintained constant.

  When the SOC is less than a predetermined value (NO in step S1), when the vehicle speed is less than a predetermined value (NO in step S2), when not in a lock-up state (NO in step S2), or when the rotational speed of the engine 2 is high efficiency Even if it is not within the power running region (NO in step S3), it is determined whether or not the cooperative control of the E / G torque and the ISG torque is being performed (step S7).

  If the cooperative control is being performed (YES in step S7), the cooperative control end process for ending the cooperative control is executed (step S8), and the process shown in FIG. 3 is ended.

  In the cooperative control termination process, the target power running torque of the ISG 3 is gradually decreased from the predetermined torque toward zero as shown in FIG. 4 while the power running control of the ISG 3 is continued by the ECU 10. At this time, the target power running torque is set so that the rate of change increases as the target power running torque decreases from the predetermined torque. Further, the target torque of the engine 2 is increased as the target torque decreases.

  Thereafter, when the target power running torque of ISG3 approaches zero, the target power running torque is set so that the change speed decreases as the target power running torque approaches zero. Further, the target torque of the engine 2 is increased as the target power running torque decreases.

  When the target power running torque of the ISG 3 is reduced to zero, the target power running torque and the target regenerative torque are maintained at zero for a predetermined zero period. In the zero period, the target power running torque is kept constant at zero, so the target torque of the engine 2 is kept constant.

  When the zero period ends, the ECU 10 starts the power generation control of the ISG 3. At the start of power generation control, the target regeneration torque of ISG3 is gradually increased from zero. At this time, the target regenerative torque is set so that the change speed increases as the target regenerative torque increases from zero. Further, the target torque of the engine 2 is increased as the target regenerative torque increases.

  Thereafter, when the target regenerative torque of ISG3 approaches the predetermined torque, the target regenerative torque is set such that the change speed decreases as the target regenerative torque approaches the predetermined torque. Further, the target torque of the engine 2 is increased as the target regenerative torque increases.

  When the target regenerative torque of ISG3 rises to a predetermined torque, the target regenerative torque is fixed to the predetermined torque. Further, since the target regenerative torque is maintained at a fixed predetermined torque, if the required torque is constant, the target torque of the engine 2 is maintained constant.

  When the cooperative control of the E / G torque and the ISG torque is not being performed (NO in step S7), the power generation operation of the ISG 3 is continued, and the power generation control for the power generation operation is continued (step S9). The indicated process is terminated.

  As described above, when the engine 2 is started, the ISG 3 is powered and the torque of the ISG 3 is transmitted to the E / G output shaft 21 so that the engine 2 can be cranked. In addition, power can be regenerated into electric power by causing the ISG 3 to perform a power generation operation. Furthermore, the traveling can be assisted by causing the ISG 3 to perform a power running operation and transmitting the torque of the ISG 3 to the E / G output shaft 21 while the vehicle is traveling. The driving assist can improve fuel efficiency and driving performance.

  In the switching process between the power generation operation and the power running operation of the ISG 3, a zero period in which the target torque (target power running torque and target regeneration torque) of the ISG 3 is set to zero is provided. Since the zero period is provided, the power generation operation and the power running operation are switched during the zero period, so that it is possible to suppress the occurrence of control problems due to the delay of the control system of the ISG 3. Therefore, it is possible to smoothly switch between the power generation operation and the power running operation of the ISG 3, and it is possible to suppress a rapid torque fluctuation. As a result, it is possible to suppress a reduction in the life of the power transmission mechanism including the crank pulley 4, the ISG pulley 5 and the belt 6 and a deterioration in the riding comfort of the vehicle.

  Since the sudden change of the ISG torque is suppressed, it is possible to prevent the belt 6 from being detached from the crank pulley 4 and the ISG pulley 5 and the belt 6 from being deteriorated. Therefore, the strength of the belt 6 can be lowered, and the cost can be reduced.

  In addition, since the sudden change of the ISG torque near zero is suppressed, it is possible to prevent the pendulum belt tensioner 9 from moving greatly when the ISG3 power generation operation and the power running operation are switched. Therefore, it is possible to prevent the pendulum belt tensioner 9 from strongly colliding with a stopper (not shown) for limiting the displacement of the pendulum belt tensioner 9. As a result, noise and vibration generated by the collision can be reduced, and deterioration of the pendulum belt tensioner 9 can be suppressed. Further, the belt 6 can be prevented from coming off due to the large movement of the pendulum belt tensioner 9. Furthermore, since the tension of the belt 6 can be properly maintained by adopting the pendulum belt tensioner 9, the tension of the belt 6 can be lowered. As a result, drag loss due to ISG 3 can be reduced, and fuel consumption can be improved.

  As mentioned above, although one Embodiment of this invention was described, this invention can also be implemented with another form.

  For example, as an example of a mechanism for transmitting power between the E / G output shaft 21 and the ISG rotating shaft 31, a belt transmission mechanism including the crank pulley 4, the ISG pulley 5, and the belt 6 is taken up. A chain may be employed. Further, as a mechanism for transmitting power between the E / G output shaft 21 and the ISG rotation shaft 31, a gear transmission mechanism including a gear train may be employed.

  In addition, when the operation speed of the accelerator pedal of the vehicle is equal to or lower than the predetermined speed, the slower the operation speed, the longer the time spent for changing the target torque of the ISG 3 from the predetermined torque to zero, and the target torque is changed from zero to the predetermined torque. The time spent to do so may be lengthened. As a result, the ISG torque (power running torque and regenerative torque) can be varied at a speed corresponding to the operation of the accelerator pedal, and deterioration in riding comfort due to torque variation can be further suppressed. When the accelerator pedal operation speed exceeds a predetermined speed, the time spent for changing the target torque of the ISG 3 from the predetermined torque to zero and the time spent for changing the target torque from zero to the predetermined torque are constant time. It is good to fix to.

  In addition, various design changes can be made to the above-described configuration within the scope of the matters described in the claims.

1 Hybrid system 2 Engine (internal combustion engine)
3 ISG
4 Crank pulley (power transmission mechanism)
5 ISG pulley (power transmission mechanism)
6 Belt (Power transmission mechanism)
10 ECU (control means)
21 E / G output shaft (output shaft of internal combustion engine)
31 ISG rotary axis (rotary axis of integrated starter generator)

Claims (2)

A hybrid system applied to a vehicle equipped with an internal combustion engine and an integrated starter generator, wherein the integrated starter generator is used for driving assistance,
A power transmission mechanism for transmitting power between the output shaft of the internal combustion engine and the rotating shaft of the integrated starter generator;
Control means for controlling the integrated starter generator,
The control means provides a zero period in which a target torque of the integrated starter generator is set to zero in a switching process between the power generation operation and the power running operation of the integrated starter generator, and the zero period is set to be zero of the integrated starter generator. when set to the time corresponding to the time constant of the control system, a hybrid system.   In the switching process between the power generation operation and the power running operation of the integrated starter generator, the control means gradually decreases its change speed as the torque of the integrated starter generator approaches zero, and / or the integrated starter generator The hybrid system according to claim 1, wherein a target torque of the integrated starter generator is set so that a change speed thereof gradually increases as the torque of the starter generator increases from zero.

Images