WO2015020097A1 - ハイブリッドシステム及びその制御方法 - Google Patents

ハイブリッドシステム及びその制御方法 Download PDF

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Publication number
WO2015020097A1
WO2015020097A1 PCT/JP2014/070759 JP2014070759W WO2015020097A1 WO 2015020097 A1 WO2015020097 A1 WO 2015020097A1 JP 2014070759 W JP2014070759 W JP 2014070759W WO 2015020097 A1 WO2015020097 A1 WO 2015020097A1
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WIPO (PCT)
Prior art keywords
motor generator
internal combustion
hybrid system
combustion engine
crankshaft
Prior art date
Application number
PCT/JP2014/070759
Other languages
English (en)
French (fr)
Inventor
憲仁 岩田
充宏 阿曽
Original Assignee
いすゞ自動車株式会社
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Publication date
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 CN201480039702.9A priority Critical patent/CN105377614B/zh
Publication of WO2015020097A1 publication Critical patent/WO2015020097A1/ja

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    • 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
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • 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
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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
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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    • F16H63/40—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism comprising signals other than signals for actuating the final output mechanisms
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    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/08—Circuits or control means specially adapted for starting of engines
    • F02N2011/0881—Components of the circuit not provided for by previous groups
    • F02N2011/0888—DC/DC converters
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/08—Circuits or control means specially adapted for starting of engines
    • F02N2011/0881—Components of the circuit not provided for by previous groups
    • F02N2011/0896—Inverters for electric machines, e.g. starter-generators
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N2300/00—Control related aspects of engine starting
    • F02N2300/10—Control related aspects of engine starting characterised by the control output, i.e. means or parameters used as a control output or target
    • F02N2300/104—Control of the starter motor torque
    • 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
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • 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
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility
    • 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
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • 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
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • 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
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Definitions

  • the present invention relates to a hybrid system and a control method therefor, and more particularly to a hybrid system that cranks an engine with a motor generator via a continuously variable transmission mechanism and a control method therefor.
  • the internal combustion engine is started by cranking the internal combustion engine using a starter. Since the internal combustion engine cannot expect the inertia of the flywheel when the rotational speed is zero, the lower the rotational speed of the crankshaft at the start, the larger the torque is required. Therefore, the starter motor used in this starter has a direct current with brush having a characteristic of generating a maximum torque when the rotational speed is zero, as described in Japanese Patent Application Laid-Open No. 5-71450, for example. A winding motor is preferably employed.
  • brushless induction motors and synchronous motors are used for motor generators in hybrid systems. These motors have a characteristic that a constant torque is generated from a rotational speed of zero to a predetermined value.
  • cranking an internal combustion engine using such an induction motor or the like generates a surplus torque larger than that required for a DC direct-winding motor with a brush for the torque required for cranking.
  • the battery for supplying the battery is wasted and its life is shortened.
  • An object of the present invention is to provide a hybrid system for cranking an engine with a motor generator through a continuously variable transmission mechanism and a control method therefor.
  • the hybrid system of the present invention that achieves the above object is a hybrid system having an internal combustion engine and a motor generator, and is directly connected to the crankshaft of the internal combustion engine and transmits the power of the internal combustion engine to the motor generator.
  • a continuously variable transmission mechanism and control means for controlling the hybrid system are provided, and the control means drives the motor generator to rotate when a request for starting the internal combustion engine is generated, and from the motor generator.
  • the continuously variable transmission mechanism is controlled so that the torque transmitted to the crankshaft is maximized, and then the internal combustion engine is cranked using the motor generator.
  • the control method of the hybrid system of the present invention that achieves the above object includes an internal combustion engine and a motor generator, and the internal combustion engine is connected to the internal combustion engine via a continuously variable transmission mechanism that is directly connected to a crankshaft of the internal combustion engine.
  • a control method of a hybrid system for transmitting power to an engine When a request for starting the internal combustion engine is generated, the continuously variable transmission mechanism is controlled so that the transmission torque from the motor generator to the crankshaft is maximized, and then the internal combustion engine is controlled using the motor generator. It is characterized by cranking.
  • the crankshaft of the internal combustion engine and the motor generator are connected via the continuously variable transmission mechanism so that the crankshaft side is in a high torque state when the internal combustion engine is started. Since the cranking is performed after controlling the continuously variable transmission mechanism, it is possible to provide a hybrid system in which the engine is cranked by the motor generator via the continuously variable transmission mechanism and the control method thereof.
  • the battery that supplies power to the motor generator can be extended in life.
  • FIG. 1 is a diagram showing a configuration of a hybrid system according to an embodiment of the present invention.
  • FIG. 2 is a flowchart for explaining a control method of the hybrid system according to the embodiment of the present invention.
  • FIG. 1 shows a hybrid system according to an embodiment of the present invention.
  • the hybrid system 1 of this embodiment has an engine (internal combustion engine) 10 and a motor generator (M / G) 21.
  • the hybrid system 1 is described as being mounted on a hybrid vehicle (HEV: hereinafter referred to as a vehicle) 2, but is not necessarily limited.
  • HEV hybrid vehicle
  • the hybrid system 1 includes an engine 10, an exhaust passage 12, a turbocharger 13, and an exhaust gas purification device (post-treatment device) 14 provided in the exhaust passage 12.
  • the CVT (continuously variable transmission mechanism: ratio variable mechanism) 16 is connected to the crankshaft 15 of the engine body 11 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 directly connected to the crankshaft 15 of the engine 10, and the second pulley (second power transmission unit) 16b of the CVT 16 is provided to the motor generator 21. . And it is comprised so that the power transmission between the crankshaft 15 and the motor generator 21 may be performed via the 1st pulley 16a and the 2nd pulley 16b.
  • An endless belt or chain (power transmission member) 16c is hung between the first pulley 16a and the second pulley 16b. Power is transmitted from the crankshaft 15 to the motor generator 21 via the first pulley 16a, the power transmission member 16c, and the second pulley 16b. Conversely, 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 radial positions of the pulleys 16a, 16b and the power transmission member 16c are changed by changing the widths of the first pulley 16a and the second pulley 16b, respectively.
  • the pulley diameter is reduced when the position where the power transmission member 16c contacts is inward, and conversely, the pulley diameter is increased when it is outward.
  • the power transmission member 16c is not slackened. Shifting can be performed continuously.
  • the motor generator 21 which 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 braking force of the vehicle 2. . Or it drives as a motor and transmits the driving force to the crankshaft 15 of the engine 10, and assists the driving force 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 second battery 24 ⁇ / b> B is charged by dropping the high voltage power to 12 V, for example, by the DC-DC converter 25. Electric power is supplied from the second battery 24B to the auxiliary cooling fan 26A, the cooling water pump 26B, the lubricating oil pump 26C, and the like.
  • the power of the engine 10 is transmitted to a transmission 31 of the power transmission system 30. Further, it is transmitted from the transmission 31 to an actuating device (differential gear) 33 via a propulsion shaft (propeller shaft) 32, and transmitted from the actuating device 33 to wheels 35 via a drive shaft (drive shaft) 34. Thereby, the motive power of the engine 10 is transmitted to the wheels 35 and the vehicle 2 travels.
  • the transmission path from the engine 10 to the wheel 35 may be different.
  • 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 2 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, so that 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 load Q of the engine 10 and 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 capacity (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 usually configured to be incorporated in an overall control device 40 that controls the engine 10 and the vehicle 2.
  • 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.
  • the hybrid system control device 41 determines whether a start request for the engine body 11 (including a restart request at idling stop) has been issued (S10), and when the start request is issued, the first battery 24A is charged.
  • the motor generator 21 is rotationally driven by supplying the generated electric power (S20), the pulley diameter of the first pulley 16a is maximized, and the pulley diameter of the second pulley 16b is minimized (S30). Cranking is started by starting 15 rotations (S40).
  • crankshaft 15 is in a high torque and low rotation state, so that the torque generated by the motor generator 21 can be suppressed and the life of the first battery 24A can be extended.
  • the ratio of the pulley diameter of the second pulley 16b to the pulley diameter of the first pulley 16a is continuously reduced (S50).
  • control is performed to continuously reduce the pulley diameter of the first pulley 16a and continuously increase the pulley diameter of the second pulley 16b.
  • crankshaft 15 continuously shifts to a high rotation and low torque state, the time for the crankshaft 15 to reach the rotational speed necessary for cranking the engine body 11 is shortened.
  • the engine body 11 can be started early and smoothly.
  • the electric power supplied from the first battery 24A to the motor generator 21 is controlled to control the motor generator 21.
  • the crankshaft 15 can be continuously shifted to a state of high rotation and low torque.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • General Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Sustainable Development (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Energy (AREA)
  • Automation & Control Theory (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Control Of Transmission Device (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)

Abstract

　エンジン（１０）と電動発電機（２１）とを有するハイブリッドシステム（１）において、エンジン本体（１１）のクランク軸（１５）と電動発電機（２１）とをＣＶＴ（１６）を介して接続して、エンジン（１０）の始動要求が発生したときには、電動発電機（２１）を回転駆動させるとともに、ＣＶＴ（１６）の第１プーリー（１６ａ）の径を最大にし、かつ第２プーリー（１６ｂ）の径を最小にした後に、電動発電機（２１）を回転駆動してエンジン本体（１１）をクランキングする。

Description

ハイブリッドシステム及びその制御方法
　本発明はハイブリッドシステム及びその制御方法に関し、更に詳しくは、無段変速機構を介した電動発電機でエンジンをクランキングするハイブリッドシステム及びその制御方法に関する。
　一般に、内燃機関の始動は、スターターを用いて内燃機関をクランキングすることにより行われる。内燃機関は回転数がゼロのときにはフライホイールの慣性を期待することができないため、始動時におけるクランク軸の回転数が低いほど大きなトルクが必要となる。従って、このスターターに用いられるスターターモーターには、例えば日本出願の特開平５－７１４５０号公報に記載されているように、回転数がゼロのときに最大トルクを発生する特性を有するブラシ付き直流直巻きモーターが好適に採用されている。
　ところで、ハイブリッドシステムにおける電動発電機には、ブラシレスの誘導モーターや同期モーターが採用されている。それらのモーターは、回転数がゼロから所定値までは一定のトルクを発生するという特性を有している。
　そのため、このような誘導モーター等を用いて内燃機関をクランキングすると、クランキングに必要なトルクに対して、ブラシ付き直流直巻きモーターの場合よりも大きな余剰トルクが生じるため、電動発電機に電力を供給するバッテリーが浪費されてその寿命が低下してしまうという問題がある。
日本出願の特開平５－７１４５０号公報
　本発明の目的は、無段変速機構を介した電動発電機でエンジンをクランキングするハイブリッドシステム及びその制御方法を提供することにある。
　上記の目的を達成する本発明のバイブリッドシステムは、内燃機関と電動発電機と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すると共に前記内燃機関の動力を前記電動発電機に伝達する無段変速機構と、前記ハイブリッドシステムを制御する制御手段とを設け、前記制御手段は、前記内燃機関の始動要求が発生したときには、前記電動発電機を回転駆動させるとともに、前記電動発電機から前記クランク軸への伝達トルクが最大になるように前記無段変速機構を制御した後に、前記電動発電機を用いて前記内燃機関をクランキングすることを特徴とするものである。
　上記の目的を達成する本発明のバイブリッドシステムの制御方法は、内燃機関及び電動発電機を有し、前記内燃機関のクランク軸に直結する無段変速機構を介して前記電動発電機から前記内燃機関に動力を伝達するハイブリッドシステムの制御方法において、
　前記内燃機関の始動要求が発生したときには、前記電動発電機から前記クランク軸への伝達トルクが最大になるように前記無段変速機構を制御した後に、前記電動発電機を用いて前記内燃機関をクランキングすることを特徴とするものである。
　本発明のバイブリッドシステム及びその制御方法によれば、内燃機関のクランク軸と電動発電機とを無段変速機構を介して接続し、内燃機関の始動時にはクランク軸側が高トルク状態になるように無段変速機構を制御してからクランキングするようにしたので、無段変速機構を介した電動発電機でエンジンをクランキングするハイブリッドシステム及びその制御方法を提供することができる。
　また、内燃機関をクランキングする電動発電機のトルクが抑制されるため、その電動発電機に電力を供給するバッテリを長寿命化することができる。
図１は、本発明の実施の形態からなるハイブリッドシステムの構成を示す図である。 図２は、本発明の実施の形態からなるハイブリッドシステムの制御方法を説明するフロー図である。
　以下に、本発明の実施の形態について、図面を参照して説明する。図１は、本発明の実施形態からなるハイブリッドシステムを示す。
　この実施の形態のハイブリッドシステム１は、エンジン（内燃機関）１０と電動発電機（Ｍ/Ｇ）２１を有している。なお、ここでは、このハイブリッドシステム１はハイブリッド車両（ＨＥＶ：以下車両とする）２に搭載されているものとして説明するが、必ずしも限定されるものではない。
　ハイブリッドシステム１は、エンジン１０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。
　エンジン本体１１のクランク軸１５に連結してＣＶＴ（無段変速機構：レシオ可変機構）１６を設けるとともに、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を直結するとともに、電動発電機２１にＣＶＴ１６の第２プーリー（第２動力伝達部）１６ｂを設けて構成する。そして、第１プーリー１６ａと第２プーリー１６ｂと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。
　これらの第１プーリー１６ａと第２プーリー１６ｂとの間には無端状のベルト又はチェーン（動力伝達部材）１６ｃが掛け回されている。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に動力が伝達される。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。
　このＣＶＴ１６では、第１プーリー１６ａと第２プーリー１６ｂの幅をそれぞれ変化させることにより、プーリー１６ａ、１６ｂと動力伝達部材１６ｃの接する径方向位置を変えるようにしている。動力伝達部材１６ｃの接する位置が内側になればプーリー径が小さくなり、逆に外側になればプーリー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することにより、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。
　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２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。あるいは、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の駆動力をアシストする。
　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。
　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に充電する。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。
　ハイブリッドシステム１を搭載した車両２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に伝達される。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２が走行する。なお、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の伝達経路は異なっていてもよい。
　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。
　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２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での発電が可能となる。
　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の充電容量（ＳＯＣ）の状態をモニターしながら、ＣＶＴ１６や電動発電機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２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。
　このようなハイブリッドシステム１を搭載した車両２における制御方法を図２に基づいて以下に説明する。
　ハイブリッドシステム用制御装置４１は、エンジン本体１１の始動要求（アイドリングストップ時の再始動要求も含む）が発せられたかを判定し（Ｓ１０）、始動要求が発せられたときには、第１バッテリ２４Ａに充電された電力を供給することで電動発電機２１を回転駆動させる（Ｓ２０）とともに、第１プーリー１６ａのプーリー径を最大にし、かつ第２プーリー１６ｂのプーリー径を最小にして（Ｓ３０）、クランク軸１５の回転を開始させてクランキングする（Ｓ４０）。
　このような制御を行うことにより、クランク軸１５が高トルクかつ低回転の状態になるため、電動発電機２１が発生するトルクを抑制して第１バッテリ２４Ａを長寿命化することができる。
　また、上記の制御方法においては、クランク軸１５が回転開始した（Ｓ４０）直後に、第１プーリー１６ａのプーリー径に対する第２プーリー１６ｂのプーリー径の比を連続的に減少させる（Ｓ５０）ことが望ましい。具体的には、第１プーリー１６ａのプーリー径を連続的に小さくするとともに、第２プーリー１６ｂのプーリー径を連続的に大きくする制御を行う。
　そのようにすることで、クランク軸１５が高回転かつ低トルクの状態に連続的に移行するので、クランク軸１５がエンジン本体１１のクランキングに必要な回転数に達する時間が短縮されるため、エンジン本体１１を早期かつスムーズに始動させることができる。
　なお、第１プーリー１６ａのプーリー径に対する第２プーリー１６ｂのプーリー径の比を連続的に減少させる代わりに、第１バッテリ２４Ａから電動発電機２１へ供給される電力を制御して電動発電機２１のトルクを連続的に減少させることで、クランク軸１５を高回転かつ低トルクの状態に連続的に移行させることもできる。
１　ハイブリッドシステム
２　ハイブリッド車両
１０　エンジン
１１　エンジン本体
１５　クランク軸
１６　ＣＶＴ
１６ａ　第１プーリー
１６ｂ　第２プーリー
２１　電動発電機
２４Ａ　第１バッテリ
４１　ハイブリッドシステム用制御装置

Claims (4)

  1. 　内燃機関と電動発電機と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すると共に前記内燃機関の動力を前記電動発電機に伝達する無段変速機構と、前記ハイブリッドシステムを制御する制御手段とを設け、
    　前記制御手段は、前記内燃機関の始動要求が発生したときには、前記電動発電機を回転駆動させるとともに、前記電動発電機から前記クランク軸への伝達トルクが最大になるように前記無段変速機構を制御した後に、前記電動発電機を用いて前記内燃機関をクランキングすることを特徴とするハイブリッドシステム。
  2. 　前記制御手段は、前記電動発電機から前記クランク軸への伝達トルクが最大になるように前記無段変速機構を制御した後に、前記伝達トルクが連続的に減少するように前記無段変速機構を制御する請求項１に記載のハイブリッドシステム。
  3. 　前記制御手段は、前記電動発電機から前記クランク軸への伝達トルクが最大になるように前記無段変速機構を制御した後に、前記電動発電機のトルクを連続的に減少させる請求項１に記載のハイブリッドシステム。
  4. 　内燃機関及び電動発電機を有し、前記内燃機関のクランク軸に直結する無段変速機構を介して前記電動発電機から前記内燃機関に動力を伝達するハイブリッドシステムの制御方法において、
    　前記内燃機関の始動要求が発生したときには、前記電動発電機から前記クランク軸への伝達トルクが最大になるように前記無段変速機構を制御した後に、前記電動発電機を用いて前記内燃機関をクランキングすることを特徴とするハイブリッドシステムの制御方法。
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