WO2015020061A1 - Hybrid system, hybrid vehicle, and power transmission method for hybrid system - Google Patents

Hybrid system, hybrid vehicle, and power transmission method for hybrid system Download PDF

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Publication number
WO2015020061A1
WO2015020061A1 PCT/JP2014/070642 JP2014070642W WO2015020061A1 WO 2015020061 A1 WO2015020061 A1 WO 2015020061A1 JP 2014070642 W JP2014070642 W JP 2014070642W WO 2015020061 A1 WO2015020061 A1 WO 2015020061A1
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WIPO (PCT)
Prior art keywords
internal combustion
crankshaft
combustion engine
motor generator
hybrid system
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PCT/JP2014/070642
Other languages
French (fr)
Japanese (ja)
Inventor
充宏 阿曽
Original Assignee
いすゞ自動車株式会社
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Application filed by いすゞ自動車株式会社 filed Critical いすゞ自動車株式会社
Priority to CN201480040061.9A priority Critical patent/CN105392681A/en
Publication of WO2015020061A1 publication Critical patent/WO2015020061A1/en

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/543—Transmission for changing ratio the transmission being a continuously variable transmission
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B60K6/485—Motor-assist type
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    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
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    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
    • B60L58/15—Preventing overcharging
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/18—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries of two or more battery modules
    • B60L58/20—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries of two or more battery modules having different nominal voltages
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/10—Dynamic electric regenerative braking
    • B60L7/14—Dynamic electric regenerative braking for vehicles propelled by ac motors
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B60W10/101—Infinitely variable gearings
    • B60W10/107—Infinitely variable gearings with endless flexible members
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/40—Controlling the engagement or disengagement of prime movers, e.g. for transition between prime movers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/08—Interaction between the driver and the control system
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H9/00—Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by endless flexible members
    • F16H9/02—Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by endless flexible members without members having orbital motion
    • F16H9/04—Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by endless flexible members without members having orbital motion using belts, V-belts, or ropes
    • F16H9/12—Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by endless flexible members without members having orbital motion using belts, V-belts, or ropes engaging a pulley built-up out of relatively axially-adjustable parts in which the belt engages the opposite flanges of the pulley directly without interposed belt-supporting members
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2210/00—Converter types
    • B60L2210/10—DC to DC converters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2210/00—Converter types
    • B60L2210/40—DC to AC converters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/421—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/44—Drive Train control parameters related to combustion engines
    • B60L2240/441—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2270/00—Problem solutions or means not otherwise provided for
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    • B60L2270/12—Emission reduction of exhaust
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
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    • B60W2710/00—Output or target parameters relating to a particular sub-units
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    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
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    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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Definitions

  • the present invention relates to a hybrid system, a hybrid vehicle, and a power transmission method of the hybrid system, and more particularly, a hybrid system and a hybrid capable of shortening the start time of the internal combustion engine when starting the internal combustion engine and restarting the idling stop.
  • the present invention relates to a power transmission method for a vehicle and a hybrid system.
  • the motor generator In a hybrid vehicle (HEV) equipped with both an internal combustion engine and a motor generator, the motor generator is driven by the output of the internal combustion engine to generate power, and the generated power is charged into a battery or charged into this battery.
  • the motor generator is driven by electric power to assist the output of the internal combustion engine.
  • an electric motor is provided between an engine (internal combustion engine) and a transmission.
  • a (motor generator) is provided and the electric motor is connected to an engine drive shaft (crankshaft).
  • crankshaft is rotationally driven using a starter, and the piston in the cylinder (cylinder) is moved to a position where fuel can be injected and a position where ignition is possible.
  • crankshaft rotates while moving the piston due to inertia, but stops due to the friction of the internal combustion engine. This stop is normally stopped at a crank angle position where the friction is maximum.
  • the present invention has been made in view of the above, and an object of the present invention is to reduce the start time of the internal combustion engine when starting the internal combustion engine and restarting the idling stop, and to provide a hybrid vehicle equipped with a hybrid system.
  • an object of the present invention is to reduce the start time of the internal combustion engine when starting the internal combustion engine and restarting the idling stop, and to provide a hybrid vehicle equipped with a hybrid system.
  • a hybrid system of the present invention is a hybrid system having an internal combustion engine and a motor generator, and is provided with a continuously variable transmission mechanism directly connected to the crankshaft of the internal combustion engine.
  • a hybrid control device that connects the motor generator and controls the motor generator and the continuously variable transmission mechanism is configured to reduce the rotation speed of the continuously variable transmission mechanism relative to the rotational speed of the internal combustion engine when the internal combustion engine is stopped. Stop control to reduce the rotation speed ratio, which is the ratio of the rotation speed of the motor generator, to increase the load applied to the crankshaft so that the crank angle when the crankshaft is stopped is within a preset stop range. Configured to do.
  • This pre-installed stop range is such that when starting the internal combustion engine by starting or restarting, the position of the piston in the cylinder starts from the compression stroke where the fuel can be injected immediately. It is a range, and can be set in advance from the relationship between the crank angle and each stroke of the piston.
  • the fuel injection timing in the internal combustion engine can be immediately entered, and the internal combustion engine can be operated by fuel combustion until the start of the start. You can save time.
  • the hybrid control device is configured to be able to perform the stop control when a charge amount of a battery that charges power generated by the motor generator is larger than a preset charge amount. Then, the following effects can be achieved.
  • a hybrid system power transmission method for achieving the above object is a hybrid system power transmission method including an internal combustion engine and a motor generator, and is connected directly to a crankshaft of the internal combustion engine via a continuously variable transmission mechanism. Power transmission between the crankshaft and the motor generator, and at the time of stop operation of the internal combustion engine, the ratio of the rotational speed of the motor generator to the rotational speed of the internal combustion engine of the continuously variable transmission mechanism. This is a method characterized in that a certain rotation speed ratio is reduced to increase the load applied to the crankshaft so that the crank angle when the crankshaft is stopped is within a preset stop range.
  • the fuel injection timing in the internal combustion engine can be immediately entered, and the internal combustion engine can be operated by fuel combustion until the start of the start. You can save time.
  • the hybrid system, hybrid vehicle, and hybrid system power transmission method of the present invention when the internal combustion engine is started and when the idling stop is restarted, the timing of fuel injection in the internal combustion engine can be entered immediately, and the internal combustion engine It is possible to shorten the time until the start of the engine that can be operated by fuel combustion. Therefore, a hybrid vehicle equipped with this hybrid system can quickly shift to the running state, and the running characteristics can be improved.
  • FIG. 1 is a diagram showing a configuration of a hybrid system and a hybrid vehicle according to an embodiment of the present invention.
  • FIG. 2 is a diagram illustrating a configuration of a hybrid system and a hybrid vehicle including a crankshaft connecting / disconnecting device.
  • the hybrid system 2 of this embodiment is a hybrid system having an engine (internal combustion engine) 10 and a motor generator (M / G) 21.
  • the hybrid system 2 is described as being mounted on a hybrid vehicle (HEV: hereinafter referred to as a vehicle) 1, but is not necessarily limited to that mounted on the vehicle.
  • HEV hybrid vehicle
  • the engine 10 of the hybrid system 2 includes an engine body (ENG) 11, an exhaust passage 12, a turbocharger 13, and an exhaust gas purification device (post-treatment device) provided in the exhaust passage 12. 14 is provided.
  • the exhaust gas purification device 14 purifies NOx (nitrogen oxide), PM (particulate matter), etc. in the exhaust gas discharged from the engine 10.
  • the purified exhaust gas is released into the atmosphere via a muffler (not shown) or the like.
  • a CVT (continuously variable transmission mechanism: ratio variable mechanism) 16 is provided directly connected to the crankshaft 15 of the engine 10, and the motor generator 21 is connected to the CVT 16. That is, the first pulley (first power transmission unit) 16a of the CVT 16 is provided on the crankshaft 15 of the engine 10, and the second pulley (second power transmission unit) 16b of the CVT 16 is provided on the motor generator 21. The power transmission between the crankshaft 15 and the motor generator 21 is performed via the first pulley 16a and the second pulley 16b.
  • a belt or chain (power transmission member) 16c is hung between the first pulley 16a and the second pulley 16b, and the crankshaft 15 passes through the first pulley 16a, the power transmission member 16c, and the second pulley 16b. Then, the power is transmitted to the motor generator 21, and conversely, the power is transmitted from the motor generator 21 to the crankshaft 15 via the second pulley 16b, the power transmission member 16c, and the first pulley 16a.
  • the power transmission member 16c is applied to a pair of the first pulley 16a and the second pulley 16b, and the widths of the individual pulleys 16a and 16b are changed so that the pulleys 16a and 16b and the power transmission member 16c come into contact with each other.
  • the position is changed, and if the width is expanded and the position where the power transmission member 16c contacts is inward (closer to the shaft), the diameter becomes smaller.
  • the position where the power transmission member 16c contacts with the power transmission member 16c is decreased. The diameter is increased if the outer side is moved (if the outer side is moved).
  • the power transmission member 16c is not slackened. Shifting can be performed continuously.
  • the CVT 16 When the CVT 16 is configured such that the transmission 31 is connected to one of the crankshafts 15 and the CVT 16 is connected to the other of the crankshafts 15 in the engine 10, the CVT 16 is connected to the transmission 31 with respect to the engine 10. Therefore, it is not necessary to provide the CVT 16 between the engine 10 and the transmission 31. For this reason, motor generators can be easily installed even for combinations of existing engines and transmissions (powertrains) that do not consider hybrid systems, and the types of powertrains to which hybrid systems can be applied are expanded. Can be easily done.
  • an auxiliary machine such as a cooling fan, a cooling water pump, or a lubricating oil pump that obtains driving force from the crankshaft is arranged.
  • These auxiliary machines are preferably electrified so as to be driven by the electric power generated by the motor generator without obtaining the driving force directly from the crankshaft. This increases the freedom with respect to the layout of the auxiliary machinery, and further has the advantage that the engine output without load loss due to the auxiliary machinery can be used as the driving force depending on the situation.
  • the motor generator 21 that is a part of the power system 20 generates power by receiving the driving force of the engine 10 as a generator, or generates regenerative power by generating regenerative power such as the braking force of the vehicle 1. And driving as a motor, transmitting the driving force to the crankshaft 15 of the engine 10 to assist the driving force (output: torque) of the engine 10.
  • the electric power obtained by power generation is converted by the inverter (INV) 23 via the wiring 22 and charged in the first battery (charger: B1) 24A.
  • the electric power charged in the first battery 24 ⁇ / b> A is converted by the inverter 23 and supplied to the motor generator 21.
  • a DC-DC converter (CON) 25 and a second battery (B2) 24B are further provided in series with the first battery 24A.
  • the DC-DC converter 25 drops the voltage to 12 V and charges the second battery 24B, and the auxiliary battery cooling fan 26A, cooling water pump 26B, Electric power is supplied to the lubricating oil pump 26C and the like.
  • a hybrid vehicle hereinafter referred to as a vehicle 1 equipped with the hybrid system 2
  • the power of the engine 10 is transmitted to a transmission 31 of the power transmission system 30, and further, a propulsion shaft (propeller shaft) is transmitted from the transmission 31. It is transmitted to the operating device (differential gear) 33 through 32, and transmitted to the wheel 35 from the operating device 33 through the drive shaft (drive shaft) 34. Thereby, the motive power of the engine 10 is transmitted to the wheel 35 and the vehicle 1 travels.
  • the transmission path from the engine 10 to the wheel 35 may be different depending on the mounting method of the engine 10.
  • the power charged in the first battery 24A is supplied to the motor generator 21 via the inverter 23, and the motor generator 21 is driven by this power to generate power.
  • the power of the motor generator 21 is transmitted to the crankshaft 15 via the CVT 16, transmitted through the power transmission path of the engine 10, and transmitted to the wheels 35.
  • the power of the motor generator 21 is transmitted to the wheels 35 together with the power of the engine 10, and the vehicle 1 travels.
  • the regenerative power of the wheels 35 or the regenerative power of the engine 10 is transmitted to the motor generator 21 through the reverse path, and the motor generator 21 can generate power.
  • a hybrid system control device 41 is provided, and the operating state such as the rotational speed Ne and the load Q of the engine 10, the operating state such as the rotational speed Na of the motor generator 21, and the charging of the first battery 24A and the second battery 24B. While monitoring the quantity (SOC) state, the CVT 16, the motor generator 21, the inverter 23, the DC-DC converter 25 and the like are controlled.
  • the hybrid system control device 41 is normally configured to be incorporated in an overall control device 40 that controls the engine 10 and the vehicle 1.
  • the overall control device 40 controls the combustion in the cylinder, the turbocharger 13, the exhaust gas purification device 14, the cooling fan 26A of the auxiliary machine, the cooling water pump 26B, the lubricating oil pump 26C and the like in the control of the engine 10. Yes.
  • crankshaft connecting / disconnecting device 17 when the crankshaft connecting / disconnecting device 17 is provided between the crankshaft 15 and the motor generator 21 as in the hybrid system 2A and the hybrid vehicle 1A shown in FIG. Is not used as a motor or a generator, it is more preferable because the crankshaft connecting / disconnecting device 17 can be disconnected and the engine 10 can be operated without the influence of friction on the motor generator 21 side.
  • the crankshaft connecting / disconnecting device 17 is provided between the crankshaft 15 and the first pulley 16a, the engine 10 can be operated without the influence of friction on the CVT 16 side in addition to the motor generator 21 side. it can.
  • the hybrid control device 41 that controls the motor generator 21 and the CVT 16 has a ratio of the rotational speed Na of the motor generator 21 to the rotational speed Ne of the engine 10 of the CVT 16 when the engine 10 is stopped.
  • a certain rotation speed ratio Rn Na / Ne is decreased to increase the friction applied to the crankshaft 15, and the crank angle ⁇ when the crankshaft 15 is stopped is stopped within a preset stop range ( ⁇ 1 to ⁇ 2). It is configured to perform angle control.
  • This pre-set stop range ( ⁇ 1 to ⁇ 2) is a compression stroke in which the position of the piston in the cylinder (cylinder) is a position where fuel can be injected immediately when the operation of the engine 10 is started by starting or restarting. Is a range that can be set in advance from the relationship between the crank angle ⁇ and each stroke of the piston.
  • the rotational speed ratio Rn Na / of the CVT 16
  • the driving force Tea on the engine 10 side for generating the driving force Ta is increased, and the load (friction) applied to the crankshaft 15 can be increased, whereby the stop position of the crankshaft 15 can be controlled.
  • the rotational speed ratio Rn of the CVT 16 is reduced to increase the load applied to the crankshaft 15, and the crank angle ⁇ when the crankshaft 15 is stopped is set in a predetermined stop range ( ⁇ 1 ⁇ can be within ⁇ 2).
  • the fuel injection timing in the engine 10 can be immediately entered, and the time required for starting the engine 10 that can be operated by fuel combustion can be reduced. it can.
  • This control is performed by detecting the crank angle ⁇ immediately before the stop of the engine 10 by a crank angle sensor (not shown) normally provided for controlling the engine 10 or an engine angle detection sensor (not shown) provided separately.
  • the rotation speed ratio Rn of the CVT 16 is controlled so that the crank angle ⁇ is within a preset stop range ( ⁇ 1 to ⁇ 2).
  • the pulley ratio Rd may be controlled in place of the rotation speed ratio Rn, but is substantially the same.
  • the power transmission method of the hybrid system in this embodiment is a power transmission method of the hybrid systems 2 and 2A having the engine 10 and the motor generator 21, and is directly connected to the crankshaft 15 of the engine 10 via the CVT 16.
  • the hybrid control device 41 can perform the stop control when the charge amount of the batteries 24A and 24B for charging the electric power generated by the motor generator 21 is larger than the preset charge amount, Such effects can be achieved.
  • the fuel injection timing in the engine 10 is determined when the engine 10 is started and when the idling stop is restarted. It is possible to enter immediately, and the time until the start of the engine 10 that can be operated by fuel combustion can be shortened. Therefore, the hybrid vehicles 1 and 1A equipped with the hybrid systems 2 and 2A can quickly shift to the traveling state, and the traveling characteristics can be improved.

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Abstract

　A direct coupling is established with a crankshaft (15) of an internal combustion engine (10) to transmit power between the crankshaft (15) and an electric power generator (21) via a continuously variable transmission (16); a rotational speed ratio (Rn) (=Na/Ne), which is the ratio of the rotational speed (Na) of the electric power generator (21) relative to the rotational speed (Ne) of the internal combustion engine (10) of the continuously variable transmission (16), is reduced when the internal combustion engine (10) is stopped, increasing the load exerted on the crankshaft (15); and the crank angle (θ) when the crankshaft (15) has stopped is brought within a preset stop range (θ1-θ2). The startup time of the internal combustion engine (10) is thereby shortened when the internal combustion engine (10) is started up or restarted after an idling stop, and a hybrid vehicle (1, 1A) equipped with a hybrid system (2, 2A) can be quickly transitioned to a traveling state.

Description

ハイブリッドシステム、ハイブリッド車両、及びハイブリッドシステムの動力伝達方法Hybrid system, hybrid vehicle, and power transmission method of hybrid system
　本発明は、ハイブリッドシステム、ハイブリッド車両、及びハイブリッドシステムの動力伝達方法に関し、より詳細には、内燃機関の始動時及びアイドリングストップの再始動時における内燃機関の始動時間を短縮できる、ハイブリッドシステム、ハイブリッド車両、及びハイブリッドシステムの動力伝達方法に関する。 The present invention relates to a hybrid system, a hybrid vehicle, and a power transmission method of the hybrid system, and more particularly, a hybrid system and a hybrid capable of shortening the start time of the internal combustion engine when starting the internal combustion engine and restarting the idling stop. The present invention relates to a power transmission method for a vehicle and a hybrid system.
　内燃機関と電動発電機の両方を搭載するハイブリッド車両（ＨＥＶ）では、内燃機関の出力により電動発電機を駆動して発電して、この発電した電力をバッテリに充電したり、このバッテリに充電した電力で電動発電機を駆動して内燃機関の出力をアシストしたりしている。この内燃機関で電動発電機を駆動する場合には、内燃機関の駆動力を電動発電機に伝達する必要がある。 In a hybrid vehicle (HEV) equipped with both an internal combustion engine and a motor generator, the motor generator is driven by the output of the internal combustion engine to generate power, and the generated power is charged into a battery or charged into this battery. The motor generator is driven by electric power to assist the output of the internal combustion engine. When driving a motor generator with this internal combustion engine, it is necessary to transmit the driving force of the internal combustion engine to the motor generator.
　この動力伝達に関しては、いくつかの方法が提案されており、例えば、日本出願の特開２０１３－７５５４０号公報に記載されているように、エンジン（内燃機関）と変速機との間に電動モータ（電動発電機）を設けて、この電動モータをエンジンの駆動軸（クランク軸）に連結したハイブリッド車両が提案されている。 Several methods have been proposed for this power transmission. For example, as described in Japanese Patent Application Laid-Open No. 2013-75540, an electric motor is provided between an engine (internal combustion engine) and a transmission. There has been proposed a hybrid vehicle in which a (motor generator) is provided and the electric motor is connected to an engine drive shaft (crankshaft).
　一方で、内燃機関の始動開始時には、スタータを用いてクランク軸を回転駆動して、気筒（シリンダ）内のピストンを燃料噴射可能な位置及び着火可能な位置まで移動させている。 On the other hand, when starting the internal combustion engine, the crankshaft is rotationally driven using a starter, and the piston in the cylinder (cylinder) is moved to a position where fuel can be injected and a position where ignition is possible.
　しかしながら、この始動開始前のエンジン停止時においては、燃料噴射を停止した後、クランク軸は慣性でピストンの移動を行いながら回転しているが内燃機関のフリクションにより停止する。この停止は、通常は、フリクションが最大となるクランク角の位置で停止する。 However, when the engine is stopped before the start of starting, after stopping the fuel injection, the crankshaft rotates while moving the piston due to inertia, but stops due to the friction of the internal combustion engine. This stop is normally stopped at a crank angle position where the friction is maximum.
　そのため、この停止後の始動時にはフリクションが最大のクランク角の位置にある状態からのクランキングとなり、即座に燃料噴射をできるタイミングとはならないので、内燃機関が燃料噴射による運転を開始するまでの時間が長くなるという問題がある。 Therefore, at the time of starting after this stop, the cranking is started from the state where the friction is at the maximum crank angle, and it is not the timing at which fuel injection can be performed immediately, so the time until the internal combustion engine starts operation by fuel injection There is a problem that becomes longer.
日本出願の特開２０１３－７５５４０号公報Japanese Patent Application No. 2013-75540
　本発明は、上記のことを鑑みてなされたものであり、その目的は、内燃機関の始動時及びアイドリングストップの再始動時における内燃機関の始動時間を短縮でき、ハイブリッドシステムを搭載したハイブリッド車両を迅速に走行状態に移行することができる、ハイブリッドシステム、ハイブリッド車両、及びハイブリッドシステムの動力伝達方法を提供することである。 The present invention has been made in view of the above, and an object of the present invention is to reduce the start time of the internal combustion engine when starting the internal combustion engine and restarting the idling stop, and to provide a hybrid vehicle equipped with a hybrid system. To provide a hybrid system, a hybrid vehicle, and a power transmission method of the hybrid system that can quickly shift to a running state.
　上記の目的を達成するための本発明のハイブリッドシステムは、内燃機関と電動発電機を有するハイブリッドシステムにおいて、前記内燃機関のクランク軸に直結して無段変速機構を設け、該無段変速機構に前記電動発電機を連結すると共に、前記電動発電機と前記無段変速機構を制御するハイブリッド用制御装置が、前記内燃機関の停止操作時に、前記無段変速機構の前記内燃機関の回転数に対する前記電動発電機の回転数の比である回転数比を小さくして前記クランク軸に加わる負荷を大きくして、前記クランク軸が停止したときのクランク角を予め設定した停止範囲内にする停止制御を行うように構成される。 In order to achieve the above object, a hybrid system of the present invention is a hybrid system having an internal combustion engine and a motor generator, and is provided with a continuously variable transmission mechanism directly connected to the crankshaft of the internal combustion engine. A hybrid control device that connects the motor generator and controls the motor generator and the continuously variable transmission mechanism is configured to reduce the rotation speed of the continuously variable transmission mechanism relative to the rotational speed of the internal combustion engine when the internal combustion engine is stopped. Stop control to reduce the rotation speed ratio, which is the ratio of the rotation speed of the motor generator, to increase the load applied to the crankshaft so that the crank angle when the crankshaft is stopped is within a preset stop range. Configured to do.
　この予め設置した停止範囲とは、始動又は再始動で内燃機関の運転を開始するときに、気筒内のピストンの位置が即座に燃料噴射が可能な位置になる圧縮行程から始まる位置になるような範囲であり、クランク角とピストンの各行程との関係から予め設定することができる。 This pre-installed stop range is such that when starting the internal combustion engine by starting or restarting, the position of the piston in the cylinder starts from the compression stroke where the fuel can be injected immediately. It is a range, and can be set in advance from the relationship between the crank angle and each stroke of the piston.
　この構成によれば、内燃機関の始動時及びアイドリングストップの再始動時に、内燃機関における燃料噴射のタイミングに即座に入ることができて、内燃機関の燃料燃焼による運転が可能となる始動開始までの時間を短縮できる。 According to this configuration, when the internal combustion engine is started and when the idling stop is restarted, the fuel injection timing in the internal combustion engine can be immediately entered, and the internal combustion engine can be operated by fuel combustion until the start of the start. You can save time.
　上記のハイブリッドシステムにおいて、前記ハイブリッド用制御装置が、前記停止制御を、前記電動発電機が発電する電力を充電するバッテリの充電量があらかじめ設定した充電量よりも大きい場合に行なえるように構成されると、次のような効果を奏することができる。 In the hybrid system, the hybrid control device is configured to be able to perform the stop control when a charge amount of a battery that charges power generated by the motor generator is larger than a preset charge amount. Then, the following effects can be achieved.
　従来技術においては、バッテリの充電量が多いと、それ以上バッテリに充電することができないため、電動発電機で発電してエンジン負荷を大きくすることができなくなるが、この構成では、敢えて発電効率が悪い状況、即ち、内燃機関の回転数に対する発電機の回転数の比である回転数比が小さい状況を作ることで、バッテリへの充電量となる電動発電機の発電量が小さくても内燃機関に負荷をかけることが可能となり、バッテリ充電量の上限ぎりぎりまで内燃機関にかける負荷を上げることが可能となる。 In the prior art, if the amount of charge of the battery is large, the battery cannot be charged any more, so it is impossible to generate power with the motor generator and increase the engine load. By creating a bad situation, that is, a situation where the ratio of the number of revolutions of the generator to the number of revolutions of the internal combustion engine is small, the internal combustion engine even if the power generation amount of the motor generator that is charged to the battery is small It is possible to increase the load applied to the internal combustion engine up to the limit of the battery charge amount.
　そして、上記の目的を達成するためのハイブリッド車両は、上記のハイブリッドシステムを搭載したことを特徴とすると、上記のハイブリッドシステムと同様の効果を奏することができる。 And if the hybrid vehicle for achieving the above object is equipped with the above-mentioned hybrid system, the same effect as the above-described hybrid system can be obtained.
　そして、上記の目的を達成するためのハイブリッドシステムの動力伝達方法は、内燃機関と電動発電機を有するハイブリッドシステムの動力伝達方法において、前記内燃機関のクランク軸に直結して無段変速機構を介して前記クランク軸と前記電動発電機との間の動力伝達を行うと共に、前記内燃機関の停止操作時に、前記無段変速機構の前記内燃機関の回転数に対する前記電動発電機の回転数の比である回転数比を小さくして前記クランク軸に加わる負荷を大きくして、前記クランク軸が停止したときのクランク角を予め設定した停止範囲内にすることを特徴とする方法である。 A hybrid system power transmission method for achieving the above object is a hybrid system power transmission method including an internal combustion engine and a motor generator, and is connected directly to a crankshaft of the internal combustion engine via a continuously variable transmission mechanism. Power transmission between the crankshaft and the motor generator, and at the time of stop operation of the internal combustion engine, the ratio of the rotational speed of the motor generator to the rotational speed of the internal combustion engine of the continuously variable transmission mechanism This is a method characterized in that a certain rotation speed ratio is reduced to increase the load applied to the crankshaft so that the crank angle when the crankshaft is stopped is within a preset stop range.
　この方法によれば、内燃機関の始動時及びアイドリングストップの再始動時に、内燃機関における燃料噴射のタイミングに即座に入ることができて、内燃機関の燃料燃焼による運転が可能となる始動開始までの時間を短縮できる。 According to this method, when the internal combustion engine is started and when the idling stop is restarted, the fuel injection timing in the internal combustion engine can be immediately entered, and the internal combustion engine can be operated by fuel combustion until the start of the start. You can save time.
　本発明のハイブリッドシステム、ハイブリッド車両、及びハイブリッドシステムの動力伝達方法によれば、内燃機関の始動時及びアイドリングストップの再始動時に、内燃機関における燃料噴射のタイミングに即座に入ることができて、内燃機関の燃料燃焼による運転が可能となる始動開始までの時間を短縮できる。従って、このハイブリッドシステムを搭載したハイブリッド車両は迅速に走行状態に移行できるようになり、走行特性を改善できる。 According to the hybrid system, hybrid vehicle, and hybrid system power transmission method of the present invention, when the internal combustion engine is started and when the idling stop is restarted, the timing of fuel injection in the internal combustion engine can be entered immediately, and the internal combustion engine It is possible to shorten the time until the start of the engine that can be operated by fuel combustion. Therefore, a hybrid vehicle equipped with this hybrid system can quickly shift to the running state, and the running characteristics can be improved.
図１は、本発明の実施の形態のハイブリッドシステム及びハイブリッド車両の構成を示す図である。FIG. 1 is a diagram showing a configuration of a hybrid system and a hybrid vehicle according to an embodiment of the present invention. 図２は、クランク軸用断接装置を備えたハイブリッドシステム及びハイブリッド車両の構成を示す図である。FIG. 2 is a diagram illustrating a configuration of a hybrid system and a hybrid vehicle including a crankshaft connecting / disconnecting device.
　以下、本発明に係る実施の形態のハイブリッドシステム、ハイブリッド車両、及びハイブリッドシステムの動力伝達方法について図面を参照しながら説明する。 Hereinafter, a hybrid system, a hybrid vehicle, and a power transmission method of the hybrid system according to embodiments of the present invention will be described with reference to the drawings.
　図１に示すように、この実施の形態のハイブリッドシステム２は、エンジン（内燃機関）１０と電動発電機（Ｍ/Ｇ）２１を有するハイブリッドシステムである。なお、ここでは、このハイブリッドシステム２はハイブリッド車両（ＨＥＶ：以下車両とする）１に搭載されるものとして説明するが、必ずしも、車両に搭載されるものに限定されない。 As shown in FIG. 1, the hybrid system 2 of this embodiment is a hybrid system having an engine (internal combustion engine) 10 and a motor generator (M / G) 21. Here, the hybrid system 2 is described as being mounted on a hybrid vehicle (HEV: hereinafter referred to as a vehicle) 1, but is not necessarily limited to that mounted on the vehicle.
　図１の実施例の形態のハイブリッドシステム２のエンジン１０は、エンジン本体（ＥＮＧ）１１と排気通路１２とターボ過給器１３と、排気通路１２に設けられた排気ガス浄化装置（後処理装置）１４を備えている。この排気ガス浄化装置１４により、エンジン１０から排出される排気ガス中のＮＯｘ（窒素酸化物）、ＰＭ（微粒子状物質）等を浄化処理している。この浄化処理された排気ガスは、マフラー（図示しない）等を経由して大気中に放出される。 The engine 10 of the hybrid system 2 according to the embodiment of FIG. 1 includes an engine body (ENG) 11, an exhaust passage 12, a turbocharger 13, and an exhaust gas purification device (post-treatment device) provided in the exhaust passage 12. 14 is provided. The exhaust gas purification device 14 purifies NOx (nitrogen oxide), PM (particulate matter), etc. in the exhaust gas discharged from the engine 10. The purified exhaust gas is released into the atmosphere via a muffler (not shown) or the like.
　また、エンジン１０のクランク軸１５に直結してＣＶＴ（無段変速機構：レシオ可変機構）１６を設け、このＣＶＴ１６に電動発電機２１を連結する。つまり、エンジン１０のクランク軸１５にＣＶＴ１６の第１プーリー（第１動力伝達部）１６ａを設けると共に、電動発電機２１にＣＶＴ１６の第２プーリー（第２動力伝達部）１６ｂを設けて構成し、第１プーリー１６ａと第２プーリー１６ｂを介してクランク軸１５と電動発電機２１との間の動力伝達を行うように構成する。この第１プーリー１６ａと第２プーリー１６ｂとの間にはベルト又はチェーン（動力伝達部材）１６ｃが掛けられており、クランク軸１５から第１プーリー１６ａと動力伝達部材１６ｃと第２プーリー１６ｂを経由して電動発電機２１に、また逆に、電動発電機２１から第２プーリー１６ｂと動力伝達部材１６ｃと第１プーリー１６ａを経由してクランク軸１５に、動力が伝達される。 Further, a CVT (continuously variable transmission mechanism: ratio variable mechanism) 16 is provided directly connected to the crankshaft 15 of the engine 10, and the motor generator 21 is connected to the CVT 16. That is, the first pulley (first power transmission unit) 16a of the CVT 16 is provided on the crankshaft 15 of the engine 10, and the second pulley (second power transmission unit) 16b of the CVT 16 is provided on the motor generator 21. The power transmission between the crankshaft 15 and the motor generator 21 is performed via the first pulley 16a and the second pulley 16b. A belt or chain (power transmission member) 16c is hung between the first pulley 16a and the second pulley 16b, and the crankshaft 15 passes through the first pulley 16a, the power transmission member 16c, and the second pulley 16b. Then, the power is transmitted to the motor generator 21, and conversely, the power is transmitted from the motor generator 21 to the crankshaft 15 via the second pulley 16b, the power transmission member 16c, and the first pulley 16a.
　このＣＶＴ１６では、２個一組の第１プーリー１６ａと第２プーリー１６ｂに動力伝達部材１６ｃをかけ、個々のプーリー１６ａ、１６ｂの幅を変えることにより、プーリー１６ａ、１６ｂと動力伝達部材１６ｃの接する位置を変えるようにしており、幅が拡げられて動力伝達部材１６ｃの接する位置が内側に（軸に近く）なれば直径が小さくなり、逆に幅が狭められて動力伝達部材１６ｃの接する位置が外側なれば（外周側に移動すれば）直径が大きくなるように構成されている。そして、電子制御による油圧又は電動機構（図示しない）で２個のプーリー１６ａ、１６ｂの幅の拡縮が互いに逆になるように変化させる制御を行うことにより、動力伝達部材１６ｃをたるませることなく、変速を連続的に行うことができる。 In this CVT 16, the power transmission member 16c is applied to a pair of the first pulley 16a and the second pulley 16b, and the widths of the individual pulleys 16a and 16b are changed so that the pulleys 16a and 16b and the power transmission member 16c come into contact with each other. The position is changed, and if the width is expanded and the position where the power transmission member 16c contacts is inward (closer to the shaft), the diameter becomes smaller. Conversely, the position where the power transmission member 16c contacts with the power transmission member 16c is decreased. The diameter is increased if the outer side is moved (if the outer side is moved). And by performing control to change the expansion and contraction of the widths of the two pulleys 16a and 16b to be opposite to each other by a hydraulic or electric mechanism (not shown) by electronic control, the power transmission member 16c is not slackened. Shifting can be performed continuously.
　このＣＶＴ１６を、エンジン１０において、クランク軸１５の一方に変速機３１が接続されており、クランク軸１５の他方にＣＶＴ１６が接続されているように構成すると、ＣＶＴ１６が、エンジン１０に関して、変速機３１とは反対側のクランク軸１５に設けられていることになるので、これにより、エンジン１０と変速機３１の間にＣＶＴ１６を設ける必要がなくなる。そのため、ハイブリッドシステムを考慮していない、既存のエンジンと変速機との組み合わせ（パワートレイン）に対しても、電動発電機を容易に設けることができ、ハイブリッドシステムを適用できるパワートレインの種類を拡大することが容易にできる。 When the CVT 16 is configured such that the transmission 31 is connected to one of the crankshafts 15 and the CVT 16 is connected to the other of the crankshafts 15 in the engine 10, the CVT 16 is connected to the transmission 31 with respect to the engine 10. Therefore, it is not necessary to provide the CVT 16 between the engine 10 and the transmission 31. For this reason, motor generators can be easily installed even for combinations of existing engines and transmissions (powertrains) that do not consider hybrid systems, and the types of powertrains to which hybrid systems can be applied are expanded. Can be easily done.
　なお、この場合、従来技術では、エンジンに関して、変速機とは反対側には、クランク軸から駆動力を得ている冷却ファンや冷却水ポンプや潤滑油ポンプ等の補機が配置されているので、これらの補機は電動化して、クランク軸から直接駆動力を得ることなく、電動発電機で発電した電力で駆動されるようにすることが好ましい。これにより、補機類のレイアウトに関して自由性が増し、更には状況に応じて補機による負荷損失のないエンジン出力を駆動力に活用できるというメリットが生じる。 In this case, in the prior art, on the opposite side of the transmission with respect to the engine, an auxiliary machine such as a cooling fan, a cooling water pump, or a lubricating oil pump that obtains driving force from the crankshaft is arranged. These auxiliary machines are preferably electrified so as to be driven by the electric power generated by the motor generator without obtaining the driving force directly from the crankshaft. This increases the freedom with respect to the layout of the auxiliary machinery, and further has the advantage that the engine output without load loss due to the auxiliary machinery can be used as the driving force depending on the situation.
　そして、電力システム２０の一部である電動発電機２１は、発電機として、エンジン１０の駆動力を受けて発電をしたり、又は、車両１のブレーキ力等の回生力発生による回生発電をしたりすると共に、モータとして駆動して、その駆動力をエンジン１０のクランク軸１５に伝達して、エンジン１０の駆動力（出力：トルク）をアシストしたりする。 The motor generator 21 that is a part of the power system 20 generates power by receiving the driving force of the engine 10 as a generator, or generates regenerative power by generating regenerative power such as the braking force of the vehicle 1. And driving as a motor, transmitting the driving force to the crankshaft 15 of the engine 10 to assist the driving force (output: torque) of the engine 10.
　なお、発電して得た電力は、配線２２を経由してインバータ（ＩＮＶ）２３で変換して第１バッテリ（充電器：Ｂ１）２４Ａに充電される。また、電動発電機２１を駆動するときは、第１バッテリ２４Ａに充電された電力をインバータ２３で変換して電動発電機２１に供給する。 In addition, the electric power obtained by power generation is converted by the inverter (INV) 23 via the wiring 22 and charged in the first battery (charger: B1) 24A. When driving the motor generator 21, the electric power charged in the first battery 24 </ b> A is converted by the inverter 23 and supplied to the motor generator 21.
　図１の構成では、更に、ＤＣ－ＤＣコンバータ（ＣＯＮ）２５と第２バッテリ（Ｂ２）２４Ｂを第１バッテリ２４Ａに直列に設けて、第１バッテリ２４Ａの、例えば、一般的な１２Ｖや２４Ｖ以上の高い電圧の電力を、ＤＣ－ＤＣコンバータ２５で、例えば、１２Ｖに電圧降下させて、第２バッテリ２４Ｂに充電して、この第２バッテリ２４Ｂから補機の冷却ファン２６Ａ、冷却水ポンプ２６Ｂ、潤滑油ポンプ２６Ｃ等に電力を供給するように構成している。 In the configuration shown in FIG. 1, a DC-DC converter (CON) 25 and a second battery (B2) 24B are further provided in series with the first battery 24A. In the DC-DC converter 25, for example, the DC-DC converter 25 drops the voltage to 12 V and charges the second battery 24B, and the auxiliary battery cooling fan 26A, cooling water pump 26B, Electric power is supplied to the lubricating oil pump 26C and the like.
　このハイブリッドシステム２を搭載したハイブリッド車両（以下車両）１においては、エンジン１０の動力は、動力伝達システム３０の変速機（トランスミッション）３１に伝達され、さらに、変速機３１より推進軸（プロペラシャフト）３２を介して作動装置（デファレンシャルギア）３３に伝達され、作動装置３３より駆動軸（ドライブシャフト）３４を介して車輪３５に伝達される。これにより、エンジン１０の動力が車輪３５に伝達され、車両１が走行する。 In a hybrid vehicle (hereinafter referred to as a vehicle) 1 equipped with the hybrid system 2, the power of the engine 10 is transmitted to a transmission 31 of the power transmission system 30, and further, a propulsion shaft (propeller shaft) is transmitted from the transmission 31. It is transmitted to the operating device (differential gear) 33 through 32, and transmitted to the wheel 35 from the operating device 33 through the drive shaft (drive shaft) 34. Thereby, the motive power of the engine 10 is transmitted to the wheel 35 and the vehicle 1 travels.
　尚、エンジン１０の搭載方式によっては、エンジン１０から車輪３５までの伝達経路は異なってもよい。 Note that the transmission path from the engine 10 to the wheel 35 may be different depending on the mounting method of the engine 10.
　一方、電動発電機２１の動力に関しては、第１バッテリ２４Ａに充電された電力がインバータ２３を介して電動発電機２１に供給され、この電力により電動発電機２１が駆動され動力を発生する。この電動発電機２１の動力は、ＣＶＴ１６を介してクランク軸１５に伝達されて、エンジン１０の動力伝達経路を伝達して、車輪３５に伝達される。 On the other hand, regarding the power of the motor generator 21, the power charged in the first battery 24A is supplied to the motor generator 21 via the inverter 23, and the motor generator 21 is driven by this power to generate power. The power of the motor generator 21 is transmitted to the crankshaft 15 via the CVT 16, transmitted through the power transmission path of the engine 10, and transmitted to the wheels 35.
　これにより、電動発電機２１の動力がエンジン１０の動力と共に車輪３５に伝達され、車両１が走行する。なお、回生時には、逆の経路で、車輪３５の回生力、又はエンジン１０の回生力が電動発電機２１に伝達されて、電動発電機２１で発電が可能となる。 Thereby, the power of the motor generator 21 is transmitted to the wheels 35 together with the power of the engine 10, and the vehicle 1 travels. During regeneration, the regenerative power of the wheels 35 or the regenerative power of the engine 10 is transmitted to the motor generator 21 through the reverse path, and the motor generator 21 can generate power.
　また、ハイブリッドシステム用制御装置４１が設けられ、エンジン１０の回転数Ｎｅや負荷Ｑ等の運転状態や電動発電機２１の回転数Ｎａ等の運転状態や第１バッテリ２４Ａ，第２バッテリ２４Ｂの充電量（ＳＯＣ）の状態をモニターしながら、ＣＶＴ１６、電動発電機２１、インバータ２３、ＤＣ－ＤＣコンバータ２５等を制御する。このハイブリッドシステム用制御装置４１は、通常は、エンジン１０や車両１を制御する全体制御装置４０に組み込まれて構成される。この全体制御装置４０は、エンジン１０の制御では、シリンダ内燃焼やターボ過給器１３や排気ガス浄化装置１４や補機の冷却ファン２６Ａ、冷却水ポンプ２６Ｂ、潤滑油ポンプ２６Ｃなどを制御している。 Also, a hybrid system control device 41 is provided, and the operating state such as the rotational speed Ne and the load Q of the engine 10, the operating state such as the rotational speed Na of the motor generator 21, and the charging of the first battery 24A and the second battery 24B. While monitoring the quantity (SOC) state, the CVT 16, the motor generator 21, the inverter 23, the DC-DC converter 25 and the like are controlled. The hybrid system control device 41 is normally configured to be incorporated in an overall control device 40 that controls the engine 10 and the vehicle 1. The overall control device 40 controls the combustion in the cylinder, the turbocharger 13, the exhaust gas purification device 14, the cooling fan 26A of the auxiliary machine, the cooling water pump 26B, the lubricating oil pump 26C and the like in the control of the engine 10. Yes.
　また、図２に示すハイブリッドシステム２Ａ、及びハイブリッド車両１Ａのように、クランク軸１５と電動発電機２１との間にクランク軸用断接装置１７を設けて構成すると、これにより、電動発電機２１をモータとしても発電機としても使用しないときには、クランク軸用断接装置１７を断状態にして、電動発電機２１側のフリクションの影響なしにエンジン１０を運転することができるのでより好ましい。特に、クランク軸１５と第１プーリー１６ａとの間にクランク軸用断接装置１７を設けて構成すると、電動発電機２１側に加えてＣＶＴ１６側のフリクションの影響なしにエンジン１０を運転することができる。 Further, when the crankshaft connecting / disconnecting device 17 is provided between the crankshaft 15 and the motor generator 21 as in the hybrid system 2A and the hybrid vehicle 1A shown in FIG. Is not used as a motor or a generator, it is more preferable because the crankshaft connecting / disconnecting device 17 can be disconnected and the engine 10 can be operated without the influence of friction on the motor generator 21 side. In particular, if the crankshaft connecting / disconnecting device 17 is provided between the crankshaft 15 and the first pulley 16a, the engine 10 can be operated without the influence of friction on the CVT 16 side in addition to the motor generator 21 side. it can.
　そして、本発明においては、電動発電機２１とＣＶＴ１６を制御するハイブリッド用制御装置４１は、エンジン１０の停止操作時に、ＣＶＴ１６のエンジン１０の回転数Ｎｅに対する電動発電機２１の回転数Ｎａの比である回転数比Ｒｎ＝Ｎａ／Ｎｅを小さくしてクランク軸１５に加わるフリクションを大きくして、クランク軸１５が停止したときのクランク角θを予め設定した停止範囲（θ１～θ２）内にする停止角制御を行うように構成される。 In the present invention, the hybrid control device 41 that controls the motor generator 21 and the CVT 16 has a ratio of the rotational speed Na of the motor generator 21 to the rotational speed Ne of the engine 10 of the CVT 16 when the engine 10 is stopped. A certain rotation speed ratio Rn = Na / Ne is decreased to increase the friction applied to the crankshaft 15, and the crank angle θ when the crankshaft 15 is stopped is stopped within a preset stop range (θ1 to θ2). It is configured to perform angle control.
　この予め設置した停止範囲（θ１～θ２）は、始動又は再始動でエンジン１０の運転を開始するときに、気筒（シリンダ）内のピストンの位置が即座に燃料噴射が可能な位置になる圧縮行程から始まる位置になるような範囲であり、クランク角θとピストンの各行程との関係から予め設定することができる範囲である。 This pre-set stop range (θ1 to θ2) is a compression stroke in which the position of the piston in the cylinder (cylinder) is a position where fuel can be injected immediately when the operation of the engine 10 is started by starting or restarting. Is a range that can be set in advance from the relationship between the crank angle θ and each stroke of the piston.
　つまり、エンジン１０の駆動力により電動発電機２１を駆動して発電している場合に、電動発電機２１の回転数Ｎａと駆動力Ｔａが同じあっても、ＣＶＴ１６の回転数比Ｒｎ＝Ｎａ／Ｎｅを小さくすると、ＣＶＴ１６の第１プーリー１６ａの実働直径Ｄｅに対する第２プーリー１６ｂの実働直径Ｄａとの比であるプーリー比（直径比）Ｒｄ＝Ｄａ／Ｄｅが大きくなり、電動発電機２１側の駆動力Ｔａを発生させるためのエンジン１０側の駆動力Ｔｅａが大きくなり、クランク軸１５に加わる負荷（フリクション）を大きくすることができ、これにより、クランク軸１５の停止位置を制御できる。 That is, when the motor generator 21 is driven by the driving force of the engine 10 to generate power, even if the rotational speed Na of the motor generator 21 and the driving force Ta are the same, the rotational speed ratio Rn = Na / of the CVT 16 When Ne is reduced, the pulley ratio (diameter ratio) Rd = Da / De, which is the ratio of the actual working diameter Da of the second pulley 16b to the actual working diameter De of the first pulley 16a of the CVT 16, increases. The driving force Tea on the engine 10 side for generating the driving force Ta is increased, and the load (friction) applied to the crankshaft 15 can be increased, whereby the stop position of the crankshaft 15 can be controlled.
　従って、エンジン１０の停止操作時に、ＣＶＴ１６の回転数比Ｒｎを小さくしてクランク軸１５に加わる負荷を大きくして、クランク軸１５が停止したときのクランク角θを予め設定した停止範囲（θ１～θ２）内にすることができる。 Accordingly, when the engine 10 is stopped, the rotational speed ratio Rn of the CVT 16 is reduced to increase the load applied to the crankshaft 15, and the crank angle θ when the crankshaft 15 is stopped is set in a predetermined stop range (θ1˜ can be within θ2).
　その結果、エンジン１０の始動時及びアイドリングストップの再始動時に、エンジン１０における燃料噴射のタイミングに即座に入ることができて、エンジン１０の燃料燃焼による運転が可能となる始動開始までの時間を短縮できる。 As a result, when the engine 10 is started and when the idling stop is restarted, the fuel injection timing in the engine 10 can be immediately entered, and the time required for starting the engine 10 that can be operated by fuel combustion can be reduced. it can.
　この制御は、通常エンジン１０の制御のために備えられているクランク角センサ（図示しない）や別に備えるエンジン角度検出センサ（図示しない）により、エンジン１０の停止直前のクランク角θを検出して、このクランク角θが予め設定した停止範囲（θ１～θ２）内になるようにＣＶＴ１６の回転数比Ｒｎを制御する。なお、回転数比Ｒｎの替わりにプーリー比Ｒｄを制御してもよいが、実質的には同じである。 This control is performed by detecting the crank angle θ immediately before the stop of the engine 10 by a crank angle sensor (not shown) normally provided for controlling the engine 10 or an engine angle detection sensor (not shown) provided separately. The rotation speed ratio Rn of the CVT 16 is controlled so that the crank angle θ is within a preset stop range (θ1 to θ2). The pulley ratio Rd may be controlled in place of the rotation speed ratio Rn, but is substantially the same.
　そして、この実施の形態におけるハイブリッドシステムの動力伝達方法は、エンジン１０と電動発電機２１を有するハイブリッドシステム２，２Ａの動力伝達方法であり、エンジン１０のクランク軸１５に直結してＣＶＴ１６を介してクランク軸１５と電動発電機２１との間の動力伝達を行うと共に、エンジン１０の停止操作時に、ＣＶＴ１６のエンジン１０の回転数Ｎｅに対する電動発電機２１の回転数Ｎａの比である回転数比Ｒｎ（＝Ｎａ／Ｎｅ）を小さくしてクランク軸１５に加わる負荷を大きくして、クランク軸１５が停止したときのクランク角θを予め設定した停止範囲（θ１～θ２）内にすることを特徴とする方法である。 The power transmission method of the hybrid system in this embodiment is a power transmission method of the hybrid systems 2 and 2A having the engine 10 and the motor generator 21, and is directly connected to the crankshaft 15 of the engine 10 via the CVT 16. The power transmission between the crankshaft 15 and the motor generator 21 is performed, and the rotation speed ratio Rn, which is the ratio of the rotation speed Na of the motor generator 21 to the rotation speed Ne of the engine 10 of the CVT 16 when the engine 10 is stopped. (= Na / Ne) is decreased to increase the load applied to the crankshaft 15 so that the crank angle θ when the crankshaft 15 is stopped is within a preset stop range (θ1 to θ2). It is a method to do.
　また、ハイブリッド用制御装置４１が、停止制御を、電動発電機２１が発電する電力を充電するバッテリ２４Ａ、２４Ｂの充電量があらかじめ設定した充電量よりも大きい場合に行なえるようにすると、次のような効果を奏することができる。 Further, when the hybrid control device 41 can perform the stop control when the charge amount of the batteries 24A and 24B for charging the electric power generated by the motor generator 21 is larger than the preset charge amount, Such effects can be achieved.
　従来技術においては、バッテリ２４Ａ、２４Ｂの充電量が多いと、それ以上バッテリ２４Ａ、２４Ｂに充電することができないため、電動発電機２１で発電してエンジン１０の負荷を大きくすることができなくなるが、この構成では、敢えて、発電効率が悪い状況、即ち、エンジン１０の回転数Ｎｅに対する発電機の回転数Ｎａの比である回転数比Ｒｎ（＝Ｎａ／Ｎｅ）が小さい状況を作ることで、バッテリ２４Ａ、２４Ｂへの充電量となる電動発電機２１の発電量が小さくてもエンジン１０に負荷をかけることが可能となり、バッテリ充電量の上限ぎりぎりまでエンジン１０にかける負荷を上げることが可能となる。 In the prior art, if the amount of charge of the batteries 24A, 24B is large, the batteries 24A, 24B cannot be charged any more, so that the motor generator 21 cannot generate power and increase the load on the engine 10. In this configuration, by deliberately creating a situation where the power generation efficiency is poor, that is, a situation where the rotational speed ratio Rn (= Na / Ne) which is the ratio of the rotational speed Na of the generator to the rotational speed Ne of the engine 10 is small, It is possible to apply a load to the engine 10 even if the power generation amount of the motor generator 21 that is the charge amount to the batteries 24A and 24B is small, and it is possible to increase the load applied to the engine 10 to the limit of the battery charge amount. Become.
　本発明の実施の形態のハイブリッドシステム２、２Ａ、ハイブリッド車両１、１Ａ及びハイブリッドシステムの動力伝達方法によれば、エンジン１０の始動時及びアイドリングストップの再始動時に、エンジン１０における燃料噴射のタイミングに即座に入ることができて、エンジン１０の燃料燃焼による運転が可能となる始動開始までの時間を短縮できる。従って、このハイブリッドシステム２、２Ａを搭載したハイブリッド車両１、１Ａは迅速に走行状態に移行できるようになり、走行特性を改善できる。 According to the hybrid system 2, 2A, the hybrid vehicle 1, 1A, and the hybrid system power transmission method according to the embodiment of the present invention, the fuel injection timing in the engine 10 is determined when the engine 10 is started and when the idling stop is restarted. It is possible to enter immediately, and the time until the start of the engine 10 that can be operated by fuel combustion can be shortened. Therefore, the hybrid vehicles 1 and 1A equipped with the hybrid systems 2 and 2A can quickly shift to the traveling state, and the traveling characteristics can be improved.
１、１Ａ　車両（ハイブリッド車両：ＨＥＶ）
２、２Ａ　ハイブリッドシステム
１０　エンジン（内燃機関）
１１　エンジン本体
１２　排気通路
１３　ターボ過給器
１４　排気ガス浄化装置
１５　クランク軸
１６　ＣＶＴ（無段変速機構）
１７　クランク軸用断接装置
２０　電力システム
２１　電動発電機（Ｍ/Ｇ）
２２　配線
２３　インバータ（ＩＮＶ）
２４Ａ　第１バッテリ（Ｂ１）
２４Ｂ　第２バッテリ（Ｂ２）
２５　ＤＣ－ＤＣコンバータ（ＣＯＮ）
２６Ａ　冷却ファン（補機）
２６Ｂ　冷却水ポンプ（補機）
２６Ｃ　潤滑油ポンプ（補機）
３０　動力伝達システム
３１　変速機（トランスミッション）
３２　推進軸（プロペラシャフト）
３３　差動装置（デファレンシャルギア）
３４　駆動軸（ドライブシャフト）
３５　車輪
４０　全体制御装置
４１　ハイブリッドシステム用制御装置
Ｄａ　第２プーリーの実働直径
Ｄｅ　第１プーリーの実働直径
Ｎａ　電動発電機の回転数
Ｎｅ　エンジンの回転数
Ｒｄ　ＣＶＴの直径比
Ｒｎ　ＣＶＴの回転数比
Ｔａ　電動発電機の駆動力（駆動トルク）
Ｔｅａ　クランク軸に伝達される電動発電機側の駆動力（負荷）
θ　クランク軸のクランク角
θ１～θ２　停止範囲 1, 1A vehicle (hybrid vehicle: HEV)
2, 2A Hybrid system 10 Engine (Internal combustion engine)
DESCRIPTION OF SYMBOLS 11 Engine main body 12 Exhaust passage 13 Turbo supercharger 14 Exhaust gas purification apparatus 15 Crankshaft 16 CVT (continuously variable transmission mechanism)
17 Connecting / disconnecting device 20 for crankshaft Electric power system 21 Motor generator (M / G)
22 Wiring 23 Inverter (INV)
24A First battery (B1)
24B Second battery (B2)
25 DC-DC converter (CON)
26A Cooling fan (auxiliary machine)
26B Cooling water pump (auxiliary machine)
26C Lubricating oil pump (auxiliary machine)
30 Power transmission system 31 Transmission
32 Propeller shaft
33 Differential (differential gear)
34 Drive shaft
35 Wheel 40 Overall control device 41 Hybrid system control device Da Second pulley actual working diameter De First pulley actual working diameter Na Motor generator rotational speed Ne Engine rotational speed Rd CVT diameter ratio Rn CVT rotational speed ratio Ta Motor generator drive force (drive torque)
Tea Driving force (load) on the motor generator side transmitted to the crankshaft
θ Crankshaft crank angle θ1 to θ2 Stopping range

Claims (4)

  1. 　内燃機関と電動発電機を有するハイブリッドシステムにおいて、
    　前記内燃機関のクランク軸に直結して無段変速機構を設け、該無段変速機構に前記電動発電機を連結すると共に、
    　前記電動発電機と前記無段変速機構を制御するハイブリッド用制御装置が、前記内燃機関の停止操作時に、前記無段変速機構の前記内燃機関の回転数に対する前記電動発電機の回転数の比である回転数比を小さくして前記クランク軸に加わる負荷を大きくして、前記クランク軸が停止したときのクランク角を予め設定した停止範囲内にする停止制御を行うことを特徴とするハイブリッドシステム。     In a hybrid system having an internal combustion engine and a motor generator,
    Providing a continuously variable transmission mechanism directly connected to the crankshaft of the internal combustion engine, and connecting the motor generator to the continuously variable transmission mechanism;
    The hybrid control device that controls the motor generator and the continuously variable transmission mechanism has a ratio of the rotational speed of the motor generator to the rotational speed of the internal combustion engine of the continuously variable transmission mechanism when the internal combustion engine is stopped. A hybrid system characterized by performing a stop control to reduce a certain rotation speed ratio to increase a load applied to the crankshaft so that a crank angle when the crankshaft is stopped is within a preset stop range.
  2. 　前記ハイブリッド用制御装置が、前記停止制御を、前記電動発電機が発電する電力を充電するバッテリの充電量があらかじめ設定した充電量よりも大きい場合に行なえるように構成されることを特徴とする請求項１に記載のハイブリットシステム。 The hybrid control device is configured to perform the stop control when a charge amount of a battery that charges power generated by the motor generator is larger than a preset charge amount. The hybrid system according to claim 1.
  3. 　請求項１又は２に記載のハイブリッドシステムを搭載したことを特徴とするハイブリッド車両。 A hybrid vehicle equipped with the hybrid system according to claim 1 or 2.
  4. 　内燃機関と電動発電機を有するハイブリッドシステムの動力伝達方法において、
    　前記内燃機関のクランク軸に直結して無段変速機構を介して前記クランク軸と前記電動発電機との間の動力伝達を行うと共に、
    　前記内燃機関の停止操作時に、前記無段変速機構の前記内燃機関の回転数に対する前記電動発電機の回転数の比である回転数比を小さくして前記クランク軸に加わる負荷を大きくして、前記クランク軸が停止したときのクランク角を予め設定した停止範囲内にすることを特徴とするハイブリッドシステムの動力伝達方法。     In a power transmission method of a hybrid system having an internal combustion engine and a motor generator,
    While directly connecting to the crankshaft of the internal combustion engine to transmit power between the crankshaft and the motor generator via a continuously variable transmission mechanism,
    During the stop operation of the internal combustion engine, the rotational speed ratio, which is the ratio of the rotational speed of the motor generator to the rotational speed of the internal combustion engine of the continuously variable transmission mechanism, is reduced to increase the load applied to the crankshaft, A power transmission method for a hybrid system, wherein a crank angle when the crankshaft is stopped is within a preset stop range.
PCT/JP2014/070642 2013-08-09 2014-08-05 Hybrid system, hybrid vehicle, and power transmission method for hybrid system WO2015020061A1 (en)

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