JPH09238403A - Hybrid engine - Google Patents

Abstract

(57) [Abstract] [PROBLEMS] Attaching a generator to an engine composed of an internal combustion engine,
In a hybrid engine in which power is generated by this power generator and the engine is assisted by using the power generator as a motor during acceleration, torque shortage due to power generation does not occur even if power is generated during normal traveling. SOLUTION: When generating electric power during normal traveling, a drive torque for driving a generator is controlled by a control means.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a hybrid engine, and in particular, an engine including an internal combustion engine is provided with a generator, the generator generates power during braking and during normal traveling, and the generated output is utilized. The present invention relates to a hybrid engine that drives the generator as a motor to assist the engine.

[0002]

2. Description of the Related Art A hybrid engine has been proposed for the purpose of measures against exhaust gas and improvement of fuel consumption of an engine composed of an internal combustion engine. A hybrid engine has a generator attached to, for example, a flywheel housing of an engine composed of an internal combustion engine, and uses the kinetic energy of the vehicle during braking and drives the generator using the surplus torque of the engine during normal driving. Then, power is generated by this, and this power generation output is stored in a battery or a capacitor. The power generation output stored at the time of acceleration drives the generator as a motor, and the output torque assists the engine. There is.

In such a hybrid engine, the load torque of the engine at the time of acceleration can be suppressed to a small value, which reduces the emission amount of black smoke and
It is possible to prevent the temperature in the cylinder from rising and to reduce nitrogen oxides in particular. Therefore, the engine becomes advantageous in terms of exhaust gas measures. Moreover, since the inertial energy of the vehicle is regenerated by the generator during braking and this energy is effectively utilized during acceleration, fuel consumption is improved.

[0004]

When the generator attached to the engine is used as a motor in this way to assist the output during acceleration, under the operating conditions where the assist is often continuous, regeneration is performed during braking. There is a case where electric power is insufficient only with the energy used. Therefore, when the vehicle is running normally and the engine torque has a margin, power is generated by the generator, the generated output is stored in the battery or the capacitor, and this power is used to assist acceleration.

Charging of the battery by the generator during normal traveling has been performed according to the remaining capacity of the battery. Therefore, when the remaining capacity of the battery is small, the amount of power generation becomes large, which causes the output torque of the engine to exceed the torque required for the vehicle to run, and the accelerator pedal must be stepped up accordingly, and drivability I had a problem with.

That is, conventionally, the maximum torque of the engine is set for each accelerator opening and the number of revolutions of the engine, and when the torque is higher than the maximum torque of the engine, torque assist is performed by the motor. On the other hand, when the value falls below the set value, power is generated. When generating power in the power generation area, the torque for power generation is required in addition to the torque for running resistance of the vehicle, so the driver has to step on the accelerator pedal, which reduces drivability. There was a problem.

Explaining this in more detail, the output torque T ₁ is used for the running resistance of the vehicle when the vehicle is running steadily at an engine speed N ₁ and an accelerator opening of 30% in FIG. That is, the torque T ₁ and the running resistance of the vehicle are in balance.

At this point, power generation starts and the torque of T _g1 is required. When this happens, the engine
Since only the torque of T ₁ is produced, the rotation gradually decreases.

In such a case, in order to continue the running of the vehicle, the driver has to step on the accelerator pedal by a torque corresponding to T _g1 , which causes a problem in drivability as compared with a normal vehicle. It was

The present invention has been made in view of the above problems, and prevents deterioration of drivability in an engine including an internal combustion engine provided with a generator by controlling power generation of the generator. The purpose of the invention is to provide a hybrid engine.

[0011]

According to the present invention, a generator is attached to an engine which is an internal combustion engine, and the kinetic energy of the vehicle drives the generator to generate electric power during braking, and the surplus torque of the engine during normal traveling. In the hybrid engine configured to drive the generator to generate electric power, store the generated output, and drive the generator as a motor during acceleration to assist the engine, drive the generator during normal traveling. The present invention relates to a hybrid engine having a control means for controlling drive torque.

[0012]

DESCRIPTION OF THE PREFERRED EMBODIMENTS FIG. 1 shows a hybrid engine according to an embodiment of the present invention, the engine body of which is a diesel engine 10. The diesel engine 10 is provided with a fuel injection pump 11 on the side surface side of its cylinder block. The fuel injection pump 11 pressurizes fuel, and the fuel injection nozzles provided in each cylinder inject fuel. There is. An electronic governor 12 is provided to control the amount of fuel injected by the fuel injection pump 11, and the actuator of the electronic governor 12 moves the control rack 13 to adjust the amount of injection.

An electronic governor 12 for moving and adjusting the control rack 13 of the fuel injection pump 11 is controlled by a control computer 14. A rotation detection sensor 15 that detects the number of revolutions of the engine 10 and an accelerator sensor 17 that detects the amount of depression of an accelerator pedal 16 are connected to the control computer 14.

Inside the flywheel housing 20 provided on the back side of the engine 10, a generator 21 composed of a three-phase induction machine is housed. The generator 21 has its rotor also used as a flywheel,
An armature coil is arranged on the outer peripheral side, and a rotating magnetic field is formed by this armature coil. An inverter 22 is provided to supply a three-phase alternating current to the armature coil of the three-phase induction machine 21. A battery 23 is connected to the inverter 22. The inverter 22 supplies a three-phase alternating current for forming a rotating magnetic field by the armature coil of the generator 21 to the armature coil, and rectifies the power generation output obtained by the armature coil to charge the battery 23. Is also used.

In the above structure, the battery 23 is operated when the operating point determined by the engine speed and the output torque at that time is less than the maximum torque of the engine.
When it is necessary to charge the battery, the generator 21 generates power. On the other hand, when the operating point determined by the engine speed and the output torque of the engine exceeds the maximum torque of the engine, the engine 10 is assisted by the three-phase induction machine 21. That is, this three-phase induction machine 2
1 is driven as an induction motor to assist the output of the engine 10.

Particularly in power generation control, when the vehicle travels at a predetermined accelerator position and the vehicle accelerates, the engine speed increases and the operating point becomes less than the maximum engine torque as shown in FIG. Then, it shifts to the power generation mode. At this time, power is generated by the margin of the running torque with respect to the maximum torque. Here, since the torque that can be used for power generation changes according to the engine speed, the computer 14 controls the torque based on the flowchart shown in FIG.

The operation of power generation control by the control computer 14 will be described in more detail. As shown in FIG. 2, the torque available for power generation is calculated and the battery 2 is used.
The amount of electric power generated from the state of charge of No. 3 is calculated. Then, the torque corresponding to the power generation amount is calculated. Next, it is determined whether or not power generation is already being performed at that time, and if power generation is not being performed, the timing of power generation start is calculated.
2 sends a control signal. Then the inverter 22
Is applied to the armature coil of the three-phase induction machine 21 to cause the generator 21 to generate electricity. Further, the control computer 14 sends a signal for changing the fuel injection amount to the electronic governor 12 of the fuel injection pump 11 at the timing of starting power generation, and changes the engine torque. On the other hand, when power is already being generated, the timing for changing the power generation amount is determined by calculation, and
The control signal for changing the above-mentioned power generation amount is sent out by the inverter 22, and the power generation amount generated by the power generator 21 is changed. Further, the control computer 14 sends a signal for changing the fuel injection amount to the electronic governor 12 at the timing of power generation start, and changes the engine torque.

The operation of power generation control will be described more specifically with reference to FIGS. In FIG. 3, the engine speed is N ₁
In addition, the output torque T _{1 of the} engine is used for the running resistance of the vehicle during the steady running with the accelerator opening of 30%. At this time, since the operating point of the engine is below the maximum torque of the engine, power generation is started according to the flowchart shown in FIG.

When the generator 21 generates electricity as shown in FIG. 4, the output torque of the engine 10 becomes T ₃ .
Therefore, the rotation speed of the engine 10 does not change. However, the accelerator opening is maintained at 30%.

When the running resistance changes due to the slope of the road surface or some other reason, the operating point shifts from a to b along the governor characteristics as shown in FIG. At this time, the torque that can be used for power generation is reviewed according to the flowchart shown in FIG. 2, and the torque used for power generation changes from T _g1 to T _g2 to prevent deceleration beyond the governor characteristics.

When the accelerator pedal 16 is depressed so that the accelerator opening becomes 40% during power generation in the state shown in FIG. 4, it becomes as shown in FIG. This means that the driver is requesting a torque of T ₄ . Therefore, the torque that can be used for power generation is reviewed according to the flowchart shown in FIG. 2, and power generation is performed with the torque of T _g3 . This allows the driver to drive without being aware of power generation.

As described above, in the hybrid engine according to the present embodiment, the control computer 14 calculates the torque that can be used for power generation in accordance with the change in the engine speed, and the power is generated with an appropriate torque. Therefore, even if power is generated during traveling, insufficient torque due to power generation can be prevented, operation can be performed by the same operation as normal operation, and drivability is improved.

[0023]

As described above, the present invention is provided with the control means for controlling the driving torque for driving the generator during normal traveling,
The power generation control is performed by such control means.

Therefore, even if power is generated during normal traveling, insufficient torque due to power generation can be prevented, and deterioration of drivability can be prevented.

[Brief description of drawings]

FIG. 1 is a side view of a hybrid engine.

FIG. 2 is a flowchart showing power generation control.

FIG. 3 is a graph showing a change in torque with respect to an engine speed, showing an operation of power generation control.

FIG. 4 is a graph showing a change in torque with respect to an engine speed, showing an operation of power generation control.

FIG. 5 is a graph showing a change in torque with respect to an engine speed, showing an operation of power generation control.

FIG. 6 is a graph showing a change in torque with respect to an engine speed, showing an operation of power generation control.

FIG. 7 is a graph showing a change in torque with respect to an engine speed, showing conventional power generation control.

[Explanation of symbols]

 10 Diesel Engine 11 Fuel Injection Pump 12 Electronic Governor 13 Control Rack 14 Control Computer 15 Rotation Detection Sensor 16 Accelerator Pedal 17 Accelerator Sensor 20 Flywheel Housing 21 Generator (Three-Phase Induction Machine) 22 Inverter 23 Battery

Claims (1)

[Claims] 1. An engine comprising an internal combustion engine is provided with a generator, the kinetic energy of the vehicle drives the generator to generate electric power during braking, and the surplus torque of the engine drives the generator during normal traveling. In a hybrid engine configured to generate electric power, store a generated electric power output, drive the generator as a motor during acceleration, and assist the engine, control means for controlling a drive torque for driving the generator during normal traveling is provided. A hybrid engine characterized by being installed.