JP2008114614A - Hybrid driving device, and control method therefor and control program - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a hybrid driving device configured to boost a voltage to be applied to an inverter of a rotary electrical machine, the hybrid driving device being capable of outputting necessary torque to an output shaft while suppressing the heat generation of an inverter for controlling driving of a second rotary electrical machine connected to the output shaft when the second rotary electrical machine is in a stall state. <P>SOLUTION: When an engine E is in an operational state and the second rotary electrical machine MG2 is in a stall state and when the operation point of a first rotary electrical machine MG1 determined by an operation point determination means 11 is set in a boosting region in which boosting by a boosting device Co is required for the operation of the first rotary electrical machine MG1 at the operation point, a rotational speed is decreased while the torque of the operation point is maintained to fixed torque, and the operation point of the first rotary electrical machine MG1 is changed in a normal region in which boosting by the boosting device is not required. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention provides an input shaft connected to an engine, an output shaft connected to a wheel, a first rotating electrical machine, a second rotating electrical machine connected to the output shaft, and torque of the input shaft as the output shaft. Drive device that distributes power to the first rotating electrical machine, a power storage device electrically connected to the first rotating electrical machine and the second rotating electrical machine, and a control method and control thereof Regarding the program.

  An engine, a generator, an electric motor connected to an output shaft, a planetary gear device for power distribution that distributes the torque of the engine to the output shaft connected to the generator and wheels, the generator, and the 2. Description of the Related Art A so-called two-motor split type hybrid drive device having a battery electrically connected to an electric motor has already been known (for example, see Patent Document 1 below). Further, in Patent Document 1, in such a hybrid drive device, each of an engine, a generator, and an electric motor is provided to output a rotational speed and torque necessary for the output shaft based on a driver's operation or the like. Describes a technique for determining an operating point determined by a rotational speed and a torque and controlling the engine, the generator, and the electric motor with each operating point as a control target. Here, each of the generator and the motor is provided with a drive inverter, and a voltage from the battery is supplied to each inverter. In this hybrid drive device, the voltage of the battery is supplied to the generator and the inverter of the motor without being boosted.

  On the other hand, a configuration in which the voltage of the battery is boosted by a boosting device and supplied to the inverter of the motor in order to achieve both high torque at high speed rotation of the motor and miniaturization of the battery and high efficiency of the motor is also known. (For example, see Patent Document 2 below).

JP 2002-335604 A Japanese Patent Laying-Open No. 2005-210779

  By the way, in the hybrid drive apparatus as described in the above-mentioned Patent Document 1, the motor drive control inverter is subjected to the most severe conditions thermally because the motor is stalled, that is, the rotation speed of the motor is very low. In this state, a high current is flowing to output a high torque. At this time, if the hybrid drive device is configured to supply the electric voltage to the electric motor without boosting the battery voltage, the upper limit of the voltage applied to each inverter is the battery voltage. It is never applied.

  However, as described in Patent Document 2, when the hybrid drive device has a configuration in which the voltage of the battery is boosted by the boosting device and is supplied to the inverter of the motor, A high voltage higher than the battery voltage may be applied to the drive control inverter. That is, in the configuration including such a boosting device, the boosting target voltage is determined according to the one that requires a higher voltage among the operating points of both the motor and the generator. In the stalled state of the electric motor, the operating point of the generator may be set to high torque at high speed rotation in order to set the operating point of the engine in consideration of optimum fuel consumption. For this reason, the boost target voltage becomes high, and a high voltage equal to or higher than the battery voltage may be applied to the drive control inverter of the electric motor.

  Thus, when a voltage higher than the battery voltage is applied to the drive control inverter of the electric motor, the switching loss of the drive control inverter of the electric motor becomes very large as compared with the case where the applied voltage is within the battery voltage range. . As a result, the thermal conditions of the drive control inverter of the electric motor become more severe, so that there is a problem that an increase in the size of the inverter and an improvement in the cooling capacity are required, leading to an increase in cost.

  The present invention has been made in view of the above problems, and an object of the present invention is to perform a second rotation connected to an output shaft in a hybrid drive device having a configuration capable of boosting a voltage applied to an inverter of a rotating electrical machine. An object of the present invention is to provide a hybrid drive device that can output necessary torque to an output shaft while suppressing heat generation of an inverter for drive control of a second rotating electrical machine even when the electric machine is in a stalled state.

  To achieve the above object, according to the present invention, an input shaft connected to an engine, an output shaft connected to a wheel, a first rotating electrical machine, a second rotating electrical machine connected to the output shaft, A power distribution device that distributes the torque of the input shaft to the output shaft and the first rotating electrical machine, a power storage device that is electrically connected to the first rotating electrical machine and the second rotating electrical machine, and the first rotating electrical machine The hybrid drive device comprising a first inverter for driving and controlling the second inverter and a second inverter for driving and controlling the second rotating electrical machine boosts the voltage of the power storage device and With the boosting device supplied to the inverter and the second inverter, and a predetermined operating point determined by the rotational speed and torque as control targets, the first rotating electrical machine and the second motor are connected via the first inverter and the second inverter. A control device that controls the electric machine, the control device according to the rotational speed and torque of the engine operating point determined in consideration of the vehicle required output and the optimum fuel consumption, and the first rotating electric machine and the An operating point determining means for determining an operating point of the second rotating electrical machine, and a case where the engine is in an operating state and the second rotating electrical machine is in a stalled state, wherein the second operating electrical machine is determined by the operating point determining means. When the operating point of a single rotating electrical machine is set in a boosting region that requires boosting by the boosting device for the operation of the first rotating electrical machine at the operating point, the torque at the operating point is set to a constant torque. And operating point adjusting means for changing the operating point of the first rotating electrical machine in a normal region in which the rotational speed is reduced while maintaining and the boosting by the boosting device is not required.

  According to this characteristic configuration, when the engine is in an operating state and the second rotating electrical machine is in a stalled state, the operating point of the first rotating electrical machine is a boost of the voltage of the power storage device by the boosting device. Therefore, it is possible to prevent a voltage higher than the voltage of the power storage device from being applied to the first and second inverters. Therefore, even when the second rotating electrical machine is in a stalled state, it is possible to reduce the switching loss of the inverter and suppress the heat generation of the inverter. Further, when the operating point of the first rotating electrical machine is changed, the rotational speed is reduced while maintaining the torque at the operating point at a constant torque. Therefore, it is necessary even after the operating point of the first rotating electrical machine is changed. Torque can be output to the output shaft, and the driving state of the vehicle can be stabilized. The adjustment of the operating point of the first rotating electrical machine also decreases the engine speed and the engine operating point deviates from the optimum fuel consumption line, but the second rotating electrical machine enters a stalled state. This is a limited state, such as when starting on an uphill road, and such a state can usually be removed in a short time, so that deterioration in fuel consumption can be suppressed to a very small level.

  In the present application, “connection” includes not only a structure that directly transmits rotation but also a structure that indirectly transmits rotation through one or more members. Further, in the present application, the “rotary electric machine” is used as a concept including a motor (electric motor), a generator (generator), and a motor / generator functioning as both a motor and a generator as necessary.

  Here, it is preferable that the operating point adjusting means is configured so that the highest rotational speed in the normal region at the constant torque is the rotational speed of the operating point of the first rotating electrical machine after the change.

  According to this configuration, the operating point of the first rotating electrical machine can be in the normal range, and the engine operating point can be brought into the state closest to the optimal fuel consumption line, so that deterioration of fuel consumption can be minimized. Can do.

  Further, a voltage detection device that detects a voltage value of the power storage device is further provided, and the control device is configured to determine the normal region at each time point based on a voltage value detected by the voltage detection device. Is preferred.

  The voltage value of the power storage device varies depending on the state of charge. According to this configuration, the normal region at each time point can be appropriately determined according to the voltage value of the changing power storage device. Therefore, it becomes possible to adjust the operating point so that the operating point of the first rotating electrical machine is within the range of the normal region at each time point according to the voltage value of the changing power storage device. As a result, it is possible to bring the engine operating point closest to the optimum fuel consumption line while keeping the operating point of the first rotating electrical machine within the normal region at each time point.

  The operating point determining means determines an operating point of the first rotating electrical machine based on the engine operating point and a rotational speed of a rotating member connected to the wheel side from the power distribution device, and a vehicle required torque Preferably, the operating point of the second rotating electrical machine is determined based on the engine operating point and the operating point of the first rotating electrical machine.

  According to this configuration, the operating points of the first rotating electrical machine and the second rotating electrical machine can be appropriately determined in accordance with the engine operating point determined in consideration of the vehicle required output and the optimum fuel efficiency.

  Further, according to the present invention, the input shaft connected to the engine, the output shaft connected to the wheel, the first rotating electrical machine, the second rotating electrical machine connected to the output shaft, and the torque of the input shaft. A power distribution device that distributes the output shaft and the first rotating electrical machine, a power storage device that is electrically connected to the first rotating electrical machine and the second rotating electrical machine, and drive control of the first rotating electrical machine A first inverter, a second inverter for driving and controlling the second rotating electrical machine, and a booster that boosts the voltage of the power storage device and supplies the boosted voltage to the first inverter and the second inverter. The characteristic configuration of the control method of the hybrid drive device is that the predetermined operating point determined by the rotational speed and torque is a control target, and the first rotating electrical machine and the second rotating electrical machine are connected via the first inverter and the second inverter. In performing the control, the operating points of the first rotating electrical machine and the second rotating electrical machine are determined according to the rotational speed and torque of the engine operating point determined in consideration of the vehicle required output and the optimum fuel efficiency. The engine is in an operating state and the second rotating electrical machine is in a stalled state, and the operating point of the first rotating electrical machine determined by the operating point determining means is the first operating point at the operating point. When the booster is set in a boosting region that requires boosting by the booster for the operation of a single rotating electrical machine, the rotational speed is reduced while maintaining the torque at the operating point at a constant torque, and the booster The point is that the process of changing the operating point of the first rotating electrical machine is performed in a normal region where boosting is not required.

  According to this characteristic configuration, similarly to the operational effect of the hybrid drive device, even when the second rotating electrical machine is in a stalled state, the switching loss of the inverter can be reduced and the heat generation of the inverter can be suppressed. Necessary torque can be output to the output shaft even after the operating point of the first rotating electrical machine is changed. In addition, the influence on the fuel consumption due to the adjustment of the operating point of the first rotating electrical machine can be suppressed very small.

  Here, when changing the operating point of the first rotating electrical machine, the highest rotational speed in the normal region at the constant torque is set as the rotating speed of the operating point of the first rotating electrical machine after the change. This is preferable.

  According to this configuration, the operating point of the first rotating electrical machine can be in the normal range, and the engine operating point can be brought into the state closest to the optimal fuel consumption line, so that deterioration of fuel consumption can be minimized. Can do.

  Further, it is preferable that a voltage value of the power storage device is detected and the normal region at each time point is determined based on the detected voltage value.

  The voltage value of the power storage device varies depending on the state of charge. According to this configuration, the normal region at each time point can be appropriately determined according to the voltage value of the changing power storage device. Therefore, it becomes possible to adjust the operating point so that the operating point of the first rotating electrical machine is within the range of the normal region at each time point according to the voltage value of the changing power storage device. As a result, it is possible to bring the engine operating point closest to the optimum fuel consumption line while keeping the operating point of the first rotating electrical machine within the normal region at each time point.

  Further, when determining operating points of the first rotating electrical machine and the second rotating electrical machine, the first rotating electrical machine is based on the engine operating point and the rotational speed of the rotating member connected to the wheel side from the power distribution device. Preferably, the operating point of the rotating electrical machine is determined, and the operating point of the second rotating electrical machine is determined based on the vehicle required torque, the engine operating point, and the operating point of the first rotating electrical machine.

  According to this configuration, the operating points of the first rotating electrical machine and the second rotating electrical machine can be appropriately determined in accordance with the engine operating point determined in consideration of the vehicle required output and the optimum fuel efficiency.

  Further, according to the present invention, the input shaft connected to the engine, the output shaft connected to the wheel, the first rotating electrical machine, the second rotating electrical machine connected to the output shaft, and the torque of the input shaft. A power distribution device that distributes the output shaft and the first rotating electrical machine, a power storage device that is electrically connected to the first rotating electrical machine and the second rotating electrical machine, and drive control of the first rotating electrical machine A first inverter, a second inverter for driving and controlling the second rotating electrical machine, and a booster that boosts the voltage of the power storage device and supplies the boosted voltage to the first inverter and the second inverter. The characteristic configuration of the control program of the hybrid drive device is that the predetermined operating point determined by the rotational speed and torque is set as a control target, and the first rotating electric machine and the second rotation are passed through the first inverter and the second inverter. When controlling the machine, the operating points of the first rotating electrical machine and the second rotating electrical machine are determined according to the rotational speed and torque of the engine operating point determined in consideration of the vehicle required output and the optimum fuel efficiency. An operating point determining step; and a case where the engine is in an operating state and the second rotating electrical machine is in a stalled state, and the operating point of the first rotating electrical machine determined by the operating point determining means is the operation When set in a boosting region that requires boosting by the boosting device for the operation of the first rotating electrical machine at a point, the rotational speed is reduced while maintaining the torque at the operating point at a constant torque, The operating point adjustment step of changing the operating point of the first rotating electrical machine within a normal region where boosting by the boosting device is not required is performed by the computer.

  According to the hybrid drive device that operates according to this control program, similarly to the operation and effect of the hybrid drive device, even when the second rotating electrical machine is in a stalled state, the switching loss of the inverter is reduced and the inverter generates heat. In addition to being able to suppress, the necessary torque can be output to the output shaft even after the operating point of the first rotating electrical machine is changed. In addition, the influence on the fuel consumption due to the adjustment of the operating point of the first rotating electrical machine can be suppressed very small.

1. Overall Configuration An embodiment of the present invention will be described with reference to the drawings. FIG. 1 is a conceptual diagram showing an overall configuration of a hybrid drive apparatus H according to the present embodiment. As shown in this figure, the hybrid drive device H according to the present embodiment includes a so-called two-motor including an engine E, two motor generators MG1 and MG2, and a planetary gear device PG for power distribution. It is configured as a split type driving device. The hybrid drive device H includes a boost converter Co for boosting the voltage of the battery B and supplying the boosted voltage to the inverters I1 and I2 for driving control of the two motor generators MG1 and MG2. The generators MG1 and MG2 can be driven and controlled at a high speed. In FIG. 1, the mechanical configuration of the hybrid drive device H is shown in a skeleton diagram. Further, the thick line in FIG. 1 indicates a power line, and the one-dot chain line arrow indicates the input / output relationship of signals.

  That is, the hybrid drive device H according to the present embodiment includes, as a mechanical configuration, an input shaft I connected to the engine E, a counter shaft O connected to the wheels W via the differential device D, and the first motor. A generator MG1, a second motor generator MG2 connected to the counter shaft O, a planetary gear device PG for power distribution that distributes the torque of the input shaft I to the counter shaft O and the first motor generator MG1, It has.

  The hybrid drive device H controls the drive of the battery B electrically connected to the first motor / generator MG1 and the second motor / generator MG2, and the first motor / generator MG1, as an electrical system configuration. A first inverter I1 for driving, a second inverter I2 for driving and controlling the second motor / generator MG2, and a boost converter Co that boosts the voltage of the battery B and supplies the boosted voltage to the first inverter I1 and the second inverter I2. And a control unit ECU for controlling the operation of each part of the hybrid drive device H.

  In the present embodiment, the first motor / generator MG1 corresponds to the “first rotating electrical machine” in the present invention, and the second motor / generator MG2 corresponds to the “second rotating electrical machine” in the present invention. The planetary gear device PG corresponds to the “power distribution device” in the present invention, and the counter shaft O corresponds to the “output shaft” in the present invention. Battery B corresponds to “power storage device” in the present invention, boost converter Co corresponds to “boost device” in the present invention, and control unit ECU corresponds to “control device” in the present invention. Hereinafter, the configuration of each part of the hybrid drive device H will be described in order.

2. Mechanical Configuration First, the mechanical configuration of the hybrid drive device H will be described. As shown in FIG. 1, in this hybrid drive device H, an input shaft I connected to an engine E, a first motor / generator MG1, and a planetary gear device P for power distribution are arranged coaxially. The second motor / generator MG2, the counter shaft O as an output shaft, and the differential device D are arranged on an axis parallel to the input shaft I, respectively. Here, as the engine E, various known internal combustion engines such as a gasoline engine and a diesel engine can be used. A first counter driven gear o1, a second counter driven gear o2, and a differential pinion gear o3 are fixed to the counter shaft O in order from the second motor / generator MG2 side. Here, the differential pinion gear o3 meshes with the differential ring d3 of the differential device D, and the rotation of the counter shaft O is transmitted to the wheels W via the differential device D.

  The first motor / generator MG1 includes a stator St1 fixed to a case (not shown) and a rotor Ro1 that is rotatably supported on the radially inner side of the stator St1. The rotor Ro1 of the first motor / generator MG1 is coupled to rotate integrally with the sun gear s of the planetary gear unit PG. The second motor / generator MG2 includes a stator St2 fixed to a case (not shown), and a rotor Ro2 that is rotatably supported on the radially inner side of the stator St2. The rotor Ro2 of the second motor / generator MG2 is connected to rotate integrally with the first counter drive gear d1. The first counter drive gear d1 meshes with a first counter driven gear o1 fixed to the counter shaft O, and the rotation of the second motor / generator MG2 is transmitted to the counter shaft O. In the hybrid drive device H, the first motor / generator MG1 and the second motor / generator MG2 are AC motors, and are driven and controlled by the first inverter I1 or the second inverter I2, respectively. In the description of the present application, the name of each part using the words “first motor / generator” or “second motor / generator” is appropriately abbreviated as “first MG” or “second MG”. To do.

  In this example, the first motor / generator MG1 generates electric power mainly by the driving force input via the sun gear s0, charges the battery 11, or supplies electric power for driving the second motor / generator MG2. Functions as a generator. However, the first motor / generator MG1 may function as a motor when the vehicle is traveling at high speed. On the other hand, the second motor / generator MG2 mainly functions as a motor that assists the driving force for driving the vehicle. However, when the vehicle decelerates, the second motor / generator MG2 functions as a generator, and may function as a generator that regenerates the inertial force of the vehicle as electric energy. The operations of the first motor / generator MG1 and the second motor / generator MG2 are performed in accordance with a control command from the control unit ECU.

  As shown in FIG. 1, the planetary gear device PG is configured by a single pinion type planetary gear mechanism arranged coaxially with the input shaft I. In other words, the planetary gear device PG includes a carrier ca that supports a plurality of pinion gears, and a sun gear s and a ring gear r that mesh with the pinion gears, respectively, as rotating elements. The sun gear s is connected to rotate integrally with the rotor Ro1 of the first motor / generator MG1. The carrier ca is connected to rotate integrally with the input shaft I. The ring gear r is connected to rotate integrally with the second counter drive gear d2. The second counter drive gear d2 meshes with a second counter driven gear o2 fixed to the counter shaft O, and the rotation of the ring gear r of the planetary gear device PG is transmitted to the counter shaft O.

  Here, the function of the planetary gear device PG for power distribution will be described. FIG. 2 shows (a) a speed diagram representing the rotational speed of each rotating element of the planetary gear device PG during normal travel and (b) a torque diagram representing the relationship between torques. In FIGS. 2A and 2B, the symbols “s”, “ca”, and “r” correspond to the sun gear s, the carrier ca, and the ring gear r of the planetary gear device PG, respectively. The symbols “E”, “MG1”, “MG2”, and “OUT” correspond to the engine E (input shaft I), the first motor / generator MG1, the second motor / generator MG2, and the counter shaft O, respectively. ing.

In Fig.2 (a), the vertical axis | shaft respond | corresponds to the rotational speed of each rotation element of the planetary gear apparatus PG. That is, “0” described corresponding to the vertical axis indicates that the rotational speed is zero, with the upper side being positive and the lower side being negative. Each of the plurality of vertical lines arranged in parallel corresponds to each rotation element (s, ca, r) of the planetary gear device PG. A circle on each vertical line indicates the rotational speed of each rotating element of the planetary gear device PG. Here, in the planetary gear device PG, the carrier ca is connected to rotate integrally with the engine E and the input shaft I, and the sun gear s is connected to rotate integrally with the rotor Ro1 of the first motor / generator MG1. Therefore, the rotation speed of the carrier ca coincides with the engine rotation speed NE that is the rotation speed of the engine E and the input shaft I, and the rotation speed of the sun gear s is the first MG rotation speed N1 that is the rotation speed of the first motor / generator MG1. Matches. Here, using the gear ratio ρ (the gear ratio of the ring gear r and the sun gear s = [the number of teeth of the ring gear r] / [the number of teeth of the sun gear s]) of the planetary gear device PG, The following rotational speed relational expression is established between the first MG rotational speed N1 and the ring gear rotational speed NR.
NE = (1 · N1 + ρ · NR) / (ρ + 1) (1)
FIG. 2A illustrates the relationship of the equation (1).
The ring gear r is connected to the counter shaft O via a second counter drive gear d2 and a second counter driven gear o2 that mesh with each other, and further to the second motor / generator MG2 and the differential device D via the counter shaft O. It is connected. Therefore, the ring gear rotational speed NR is proportional to the rotational speeds of the second motor / generator MG2 and the wheels W. In FIG. 2A, the interval between the vertical lines corresponds to the gear ratio ρ of the planetary gear device PG.

In FIG. 2B, the circle on the horizontal line corresponds to each rotation element of the planetary gear device PG, and the arrow directed to each circle indicates the torque acting on each rotation element. That is, the arrow “MG1” indicates the torque that the first motor / generator MG1 applies to the sun gear s, the arrow “MG2” indicates the torque that the second motor / generator MG2 applies to the ring gear r, and “E "Indicates the torque that the engine E exerts on the carrier ca. Further, an arrow “OUT” indicates torque due to running resistance acting on the ring gear r from the wheel W via the differential device D and the counter shaft O. Here, the torque applied to the sun gear s by the first motor / generator MG1 is equal to the first MG torque T1, which is the torque generated by the first motor / generator MG1, and the second motor / generator MG2 applies to the ring gear r. The torque is equal to the second MG torque T2 that is the torque generated by the second motor / generator MG2, and the torque that the engine E acts on the carrier ca is equal to the engine torque TE that is the torque generated by the engine E. Further, the torque due to running resistance and the second MG torque T2 act on the ring gear r in opposite directions, and the combined torque becomes the ring gear torque TR acting on the ring gear r. In FIG. 2B, the upward arrow indicates positive torque, and the downward arrow indicates negative torque. Since the first motor / generator MG1 mainly operates as a generator, its torque is a negative torque. Here, when the gear ratio ρ of the planetary gear device PG is used, the following torque relational expression is established among the engine torque TE, the first MG torque T1, and the ring gear torque TR.
TE: TR: T1 = (ρ + 1): ρ: 1 (2)
FIG. 2B illustrates the relationship of the equation (2).

3. Electrical system configuration Next, an electrical system configuration of the hybrid drive apparatus H will be described. As shown in FIG. 1, in this hybrid drive device H, the first inverter I1 for driving and controlling the first motor / generator MG1 is electrically connected to the coil of the stator St1 of the first motor / generator MG1, A second inverter I2 for driving and controlling the second motor / generator MG2 is electrically connected to the coil of the stator St2 of the second motor / generator MG2. Although not shown, each of the inverters I1 and I2 includes a switching element and a diode corresponding to each phase (for example, three phases of UVW) of the motor / generator MG1 and MG2. The first inverter I1 and the second inverter I2 are electrically connected to each other and are electrically connected to the battery B via the boost converter Co. The first inverter I1 receives DC power supplied from the battery B via the boost converter Co, or DC power generated by the second motor / generator MG2 and converted to DC by the second inverter I2. , Converted into AC power and supplied to the first motor / generator MG1. The first inverter I1 converts the electric power generated by the first motor / generator MG1 from alternating current to direct current and supplies it to the battery B or the second inverter I2. Similarly, the second inverter I2 is a DC power supplied from the battery B via the boost converter Co, or a DC power generated by the first motor / generator MG1 and converted into a DC by the first inverter I1. Is converted into AC power and supplied to the second motor / generator MG2. Further, the second inverter I2 converts the electric power generated by the second motor / generator MG2 from alternating current to direct current and supplies it to the battery B or the first inverter I1. Further, the first inverter I1 and the second inverter I2 also perform control of the current value supplied to the coils of the stators St1 and St2 of the motor / generators MG1 and MG2, control of the AC frequency, and the like.

  Boost converter Co is electrically connected between battery B and first inverter I1 and second inverter I2. Although not shown, the boost converter Co is configured to include a switching element, a diode, and a reactor. The boost converter Co boosts the voltage of the battery B and supplies it to the first inverter I1 and the second inverter I2. The boost target voltage by the boost converter Co at this time is determined by the boost control unit 13 described later. The battery B is electrically connected to the first inverter I1 and the second inverter I2 through the boost converter Co. The battery B is composed of, for example, a nickel hydride secondary battery or a lithium ion secondary battery. The battery B supplies DC power to the first inverter I1 and the second inverter I2 via the boost converter Co, and is charged with DC power supplied from the first inverter I1 or the second inverter I2.

  The hybrid drive device H includes a first MG rotation speed sensor Se1, a second MG rotation speed sensor Se2, an engine rotation speed sensor Se3, a vehicle speed sensor Se4, and a battery state detection sensor Se5. The first MG rotation speed sensor Se1 is a sensor that detects the first MG rotation speed N1, which is the rotation speed of the rotor Ro1 of the first motor / generator MG1. The second MG rotation speed sensor Se2 is a sensor that detects a second MG rotation speed N2 that is the rotation speed of the rotor Ro2 of the second motor / generator MG2. The engine rotation speed sensor Se3 is a sensor that detects an engine rotation speed NE that is the rotation speed of the crankshaft or the input shaft I of the engine E. The vehicle speed sensor Se4 is a sensor that detects the rotational speed of the wheels W, that is, the vehicle speed. These rotational speed sensors Se1 to Se4 are constituted by, for example, a resolver. The battery state detection sensor Se5 is a sensor that detects the state of the battery B, and specifically detects the remaining charge amount and voltage value of the battery B. In the present embodiment, this battery state detection sensor Se5 constitutes the “voltage detection device” in the present invention. The detection results by these sensors Se1 to Se5 are sent to the control unit ECU. The configuration of the control unit ECU will be described in detail below.

4). Configuration of Control Unit ECU The control unit ECU controls the operation of each part of the hybrid drive device H. In the present embodiment, the control unit ECU includes an operating point determination unit 11, an operating point adjustment unit 12, a boost control unit 13, a first MG control unit 14, a second MG control unit 15, and an engine control unit 16. Yes. This control unit ECU is configured to include one or more arithmetic processing devices, and a storage medium such as a RAM and a ROM for storing software (programs), data, and the like. Each of the units 11 to 16 of the control unit ECU is implemented with hardware and / or software or a function unit for performing various processes on input data with the arithmetic processing unit as a core member. Configured. The control unit ECU also includes an engine operating region map M1, an engine operating point map M2, and a target voltage map M3 recorded on the recording medium. Further, the control unit ECU is configured to receive information on the vehicle request torque TC and the vehicle request output PC from the vehicle side. In the present embodiment, the operating point determination unit 11 corresponds to the “operating point determination unit” in the present invention, and the operating point adjustment unit 12 corresponds to the “operating point adjustment unit” in the present invention.

  The operating point determination unit 11 is an engine operating point Pe that is an operating point of the engine E, a first MG operating point Pm1 that is an operating point of the first motor / generator MG1, and an operating point of the second motor / generator MG2. A process of determining the second MG operating point Pm2 is performed. Here, the engine operating point Pe, the first MG operating point Pm1, and the second MG operating point Pm2 are points to be controlled by the engine E, the first motor / generator MG1, or the second motor / generator MG2, respectively. It depends on the rotation speed and torque. Then, the operating point determination unit 11 uses the operating point Pe, Pm1, and Pm2 information to determine the operating point adjustment unit 12, the boost control unit 13, the first MG control unit 14, the second MG control unit 15, and the engine control unit. 16 is output.

  In order to determine the operating points Pe, Pm1, and Pm2, information on the vehicle request torque TC and the vehicle request output PC and information on detection results from the sensors Se1 to Se5 are input to the operation point determination unit 11 from the vehicle side. It has a configuration. Here, the vehicle required torque TC is a torque required to be transmitted to the wheels in order to run the vehicle. Therefore, although detailed description is omitted, the vehicle required torque TC is determined according to a predetermined map or the like according to the operation amount of the accelerator pedal and the brake pedal of the vehicle and the vehicle speed detected by the vehicle speed sensor Se4. . The vehicle request output PC is an output (power) that is required to be generated by the engine E in consideration of the state of charge of the battery B. Therefore, although detailed description is omitted, the vehicle request output PC is calculated based on the vehicle request torque TC, the vehicle speed detected by the vehicle speed sensor Se4, and the remaining charge of the battery B detected by the battery state detection sensor Se5. Accordingly, it is determined according to a predetermined map or the like. In this example, the vehicle request torque TC and the vehicle request output PC are determined as torque or output to be transmitted to the counter shaft O as the output shaft of the hybrid drive device H.

  In addition, the operating point determination unit 11 also determines whether to operate or stop the engine, that is, whether to operate or stop the engine E. The determination of the engine operation / stop is performed based on the engine operation region map M1. FIG. 3 is a diagram showing an example of the engine operation region map M1. In this map, the vertical axis represents the vehicle required torque TC, and the horizontal axis represents the vehicle speed. In this map, Ar1 is an operation region where the engine E operates, Ar2 is a stop region where the engine E stops operating, and Ar3 is a hysteresis region. Further, Le1 is an operation start line for starting the operation of the stopped engine E, and Le2 is a stop line for stopping the operating engine E. Here, the operation start line Le1 varies depending on the remaining charge of the battery B. That is, the operation start line Le1 moves to the right in FIG. 3 as the remaining charge of the battery B increases, narrowing the operation area Ar1, and moves to the left in FIG. 3 as the remaining charge of the battery B decreases. To widen the operation area Ar1. The operating point determination unit 11 determines that the engine E is to be operated when a point determined by the vehicle speed detected by the vehicle speed sensor Se4 and the input vehicle request torque TC is located in the operating region Ar1. When located at Ar2, it is determined to stop the engine E. When the point determined by the vehicle speed and the vehicle required torque TC is located in the hysteresis region Ar3, the operating point determination unit 11 determines to continue the operation or stop state of the engine E at that time. When it is determined that the engine E is to be operated, the operating point determination unit 11 determines the engine operating point Pe as will be described later. On the other hand, when it is determined to stop the engine E, the command is output to the engine control unit 16. The engine E stop command can also be a signal of the engine operating point Pe where the engine target rotational speed and the engine target torque are both zero. In addition, the operating point determination unit 11 outputs information on the determination result of engine operation / stop to the operating point adjustment unit 12. As will be described later, the operating point adjustment unit 12 determines whether the engine E is in an operating state or a stopped state based on information on the determination result of the engine operation / stop.

  The engine operating point Pe is a target point for operation control of the engine E determined in consideration of the vehicle required output PC and the optimum fuel efficiency, and is determined by the engine target rotational speed and the engine target torque. The engine operating point Pe is determined based on the engine operating point map M2. FIG. 4 is a diagram showing an example of the engine operating point map M2. In this map, the vertical axis represents the engine torque TE and the horizontal axis represents the engine speed NE. Moreover, in this map, the thin solid line represents the equal fuel consumption rate line, and represents that the fuel consumption rate increases (fuel consumption is poor) toward the outside. A broken line represents an iso-output line PCi (i = 1, 2, 3,...). The thick solid line represents the optimum fuel consumption line Le3, and is a line connecting the points where the fuel consumption rate is lowest (good fuel consumption) on the iso-output line PCi. Therefore, the operating point determination unit 11 uses the engine rotational speed NE and the engine torque TE at the intersection of the iso-output line PCi representing the same output as the vehicle required output PC and the optimum fuel consumption line Le3, and the engine target rotational speed at the engine operating point Pe. And determined as the engine target torque. In FIG. 4, only seven equal output lines PCi are shown for simplification, but a large number of equal output lines PCi are recorded at finer intervals in the actual engine operating point map M2. become.

  The first MG operating point Pm1 is determined based on the engine operating point Pe determined as described above and the rotation speed of the rotating member connected to the wheel W side from the planetary gear device PG for power distribution. This is a target point for operation control of the motor / generator MG1, and is determined by the first MG target rotation speed and the first MG target torque. In this example, the operating point determination unit 11 determines the ring gear of the planetary gear device PG based on the vehicle speed detected by the vehicle speed sensor Se4 and the gear ratio of the rotating member between the second counter drive gear d2 and the wheel W. The ring gear rotational speed NR, which is the rotational speed of r, is calculated. The operating point determination unit 11 then calculates the first MG rotational speed calculated by the above rotational speed relational expression (formula (1)) based on the ring gear rotational speed NR and the engine target rotational speed of the engine operating point Pe. N1 is determined as the first MG target rotation speed. Then, the operating point determination unit 11 determines the difference in rotational speed between the determined first MG target rotational speed and the first MG rotational speed N1 of the first motor / generator MG1 detected by the first MG rotational speed sensor Se1. Based on the above, the first MG target torque is determined by feedback control such as proportional-integral control (PI control). The first MG operation point Pm1 is determined by the first MG target rotation speed and the first MG target torque determined in this way. Hereinafter, when simply referred to as “first MG operation point Pm1”, it refers to the first MG operation point Pm1 determined by the operation point determination unit 11, but after adjustment by the operation point adjustment unit 12 described later. When it is necessary to distinguish from the adjusted first MG operating point Pm1A, it is particularly referred to as “reference first MG operating point Pm1”.

  The second MG operating point Pm2 is a target point for operation control of the second motor / generator MG2 determined based on the vehicle required torque TC, the engine operating point Pe, and the first MG operating point Pm1, It is determined by the target rotation speed and the second MG target torque. In this example, the operating point determination unit 11 first determines the above torque relational expression (formula (2)) based on the engine target torque at the engine operating point Pe and the first MG target torque at the first MG operating point Pm1. Thus, the target ring gear torque that causes the engine target torque and the first MG target torque to act on the ring gear r is calculated. Next, based on the calculated target ring gear torque and the gear ratio between the second counter drive gear d2 and the second counter driven gear o2, the operating point determination unit 11 determines the counter shaft O from the ring gear r of the planetary gear device PG. The output torque transmitted to is calculated. Then, the operating point determination unit 11 determines the result of subtracting the output torque from the vehicle request torque TC as the second MG target torque. As a result, it is possible to cause the second motor / generator MG2 to generate torque that compensates for excess or deficiency of the output torque. Further, since the second MG rotation speed N2 of the second motor / generator MG2 is always proportional to the vehicle speed, the second MG target rotation speed is automatically determined according to the vehicle speed. The second MG operation point Pm2 is determined by the second MG target rotation speed and the second MG target torque determined in this way. As described above, since the second MG target rotational speed is automatically determined according to the vehicle speed, the second motor / generator MG2 basically follows the second MG target torque at the second MG operating point Pm2. Controlled by torque control.

  Boost control unit 13 determines a boost target voltage for boost converter Co, and controls the operation of boost converter Co so as to boost the voltage of battery B to the determined boost target voltage. Specifically, the boost control unit 13 outputs a switching control signal of the switching element to the boost converter Co. The boost target voltage is determined by the boost controller 13 based on the target voltage map M3. FIG. 5 is a diagram showing an example of the target voltage map M3, where (a) is a first MG voltage map for determining the required voltage of the first motor / generator MG1, and (b) is a second motor / generator. It is a 2nd MG voltage map for determining the required voltage of MG2. In these maps, the vertical axis represents torque and the horizontal axis represents rotational speed. Here, since the first motor / generator MG1 mainly operates as a generator, (a) the first MG voltage map defines a negative torque region. Further, since the second motor / generator MG2 mainly operates as a motor, (b) the second MG voltage map defines a positive torque region. The solid line that defines the outer periphery in the map of FIG. 5A indicates the maximum output line that defines the usable range of the first motor / generator MG1. Similarly, the solid line that defines the outer periphery in the map of FIG. 5B indicates the maximum output line that defines the usable range of the second motor / generator MG2.

  In the maps of FIGS. 5A and 5B, V0 indicates the battery voltage, the region on the right side of the broken line of V0 is the boost region Ab, and the region on the left side is the normal region An. By the way, the voltage value of the battery B usually changes within a certain range according to the state of charge. Therefore, in the present embodiment, the battery voltage V0 in the target voltage map M3 is set to the lowest value within the range in which the voltage value of the battery B can change in order to cope with a state where the remaining charge of the battery B is low. is doing. In the target voltage map M3, the boosting region Ab is a region where the boosting converter Co needs to boost the battery voltage in order to operate the first motor / generator MG1 or the second motor / generator MG2 at the operating points Pm1 and Pm2. Is shown. In this step-up region Ab, the necessary voltage increases as it goes to the right side in the figure, that is, as the numbers V1, V2, V3. On the other hand, the normal region An indicates a region in which the boosting converter Co does not need to boost the battery voltage in order to operate the first motor / generator MG1 or the second motor / generator MG2 at the operating points Pm1 and Pm2. Therefore, (a) the required voltage of the first motor / generator MG1 can be determined by plotting the first MG operating point Pm1 on the first MG voltage map. Further, (b) by plotting the second MG operating point Pm2 on the second MG voltage map, the necessary voltage of the second motor / generator MG2 can be determined. Then, the boost control unit 13 determines the higher one of the necessary voltage of the first motor / generator MG1 and the necessary voltage of the second motor / generator MG2 as the boost target voltage. Here, the method for determining the boost target voltage is specifically described by taking, for example, the case where the first MG operating point Pm1 and the second MG operating point Pm2 are plotted at the positions shown in FIGS. 5 (a) and 5 (b). Explained. In this case, since the first MG operating point Pm1 plotted in FIG. 5A is in the normal region An, boosting is not necessary, and the necessary voltage of the first motor / generator MG1 is the battery voltage V0. . On the other hand, since the second MG operating point Pm2 plotted on FIG. 5B is located on the broken line V1 in the boosting region Ab, the second motor generator MG2 is connected to the second MG operating point Pm2. Therefore, it is necessary to boost the voltage to V1. Therefore, in this case, the boost control unit 13 determines the voltage V1 as the boost target voltage. In this way, by supplying the voltage boosted from the battery voltage V0 to the first inverter I1 and the second inverter I2, the hybrid drive device H increases the first motor / generator MG1 and the second motor / generator MG2. The drive can be controlled by rotation.

  The operating point adjustment unit 12 performs a process of adjusting the operating point of the first motor / generator MG1 so that boosting by the boosting converter Co is not performed when the second motor / generator MG2 is in a stalled state. More specifically, the operating point adjustment unit 12 is a reference first MG operating point determined by the operating point determination unit 11 when the engine E is in an operating state and the second motor / generator MG2 is in a stalled state. When Pm1 is set in the boost region Ab, the rotational speed is decreased while maintaining the first MG target torque at the reference first MG operating point Pm1 at a constant torque, and the first motor generator is generated in the normal region An. A process of changing the operating point of MG1 is performed. Then, the operating point adjuster 12 outputs the information to the first MG controller 14 with the operating point of the first motor / generator MG1 after the change adjustment as the adjusted first MG operating point Pm1A. On the other hand, the operating point adjustment unit 12 has the reference first MG operating point Pm1 determined by the operating point determination unit 11 when the engine E is in a stopped state, the second motor / generator MG2 is not in a stalled state, and the normal region. When any one or more of the cases set in An is satisfied, the reference first MG operation point Pm1 is not adjusted and the reference first MG operation point Pm1 determined by the operation point determination unit 11 is not adjusted. The information is output to the first MG control unit 14 as it is.

  Whether the engine E is in an operating state or a stopped state based on the information on the determination result of the engine operation / stop by the operating point determination unit 11 input from the operating point determination unit 11. Judgment is made. Further, the operating point adjustment unit 12 is based on the information on the second MG operating point Pm2 input from the operating point determination unit 11 and the second MG rotational speed N2 detected by the second MG rotational speed sensor Se2. It is determined whether or not the second motor / generator MG2 is in a stalled state. Here, the stall state of the second motor / generator MG2 refers to a state in which a high current is passed in order to output a high torque with the second MG rotation speed N2 being very low. Therefore, the operating point adjusting unit 12 a) the second MG rotational speed N2 detected by the second MG rotational speed sensor Se2 is equal to or lower than a predetermined stall determination speed (for example, 50 [rpm]), and b) the operating point. When the second MG target torque at the second MG operating point Pm2 input from the determination unit 11 is equal to or greater than a predetermined stall determination torque (for example, 100 [N · m]), the stall state is determined. Further, the operating point adjusting unit 12 is based on the information about the reference first MG operating point Pm1 input from the operating point determining unit 11 and the target voltage map M3, similarly to the step-up control unit 13, and the reference first MG operation. It is determined whether the point Pm1 is set in the boosting region Ab or in the normal region An.

  Here, the adjustment process of the operating point of the first motor / generator MG1 by the operating point adjustment unit 12 will be specifically described. FIG. 6 is a diagram plotting the reference first MG operating point Pm1 and the second MG operating point Pm2 in the stall state on the target voltage map M3 similar to FIG. As shown in FIG. 6A, the reference first MG operation point Pm1 is located in the boost region Ab on the target voltage map M3. On the other hand, since the second MG operation point Pm2 is in the stall state, the second MG target torque is almost zero as shown in FIG. 6B, but the second MG target torque is high. Therefore, the second MG operation point Pm2 is located in the normal region An on the target voltage map M3. In this case, the operating point adjustment unit 12 decreases the rotational speed of the reference first MG operating point Pm1 in the boosting region Ab while maintaining the first MG target torque that is the torque constant, and the normal region An. The operating point of the first motor / generator MG1 is changed. Then, the operating point adjuster 12 sets the operating point of the first motor / generator MG1 after the change adjustment as the adjusted first MG operating point Pm1A. At this time, the operating point adjustment unit 12 sets the highest rotation speed in the normal region An while the first MG target torque remains constant as the rotation speed of the adjusted first MG operation point Pm1A after the change adjustment. Here, the highest rotation speed in the normal area An is the rotation speed on the broken line V0 that is the boundary between the boosting area Ab and the normal area An. Therefore, specifically, as shown in FIG. 6A, the operating point adjustment unit 12 sets the reference first MG operating point Pm1 to V0 representing the battery voltage on the first MG voltage map of the target voltage map M3. The first MG rotational speed N1 and the first MG torque T1 corresponding to the position after the movement are adjusted to the upper side of the broken line, and the first MG target rotational speed and the first MG operating point Pm1A are adjusted. MG target torque.

  FIG. 7 shows (a) a velocity diagram and (b) a torque line of each rotating element of the planetary gear device PG before and after the adjustment processing of the operating point of the first motor / generator MG1 by the operating point adjusting unit 12 described above. FIG. As shown in the velocity diagram of FIG. 7A, when the reference first MG operating point Pm1 is changed to the adjusted first MG operating point Pm1A, the first MG rotational speed decreases from N1 to N1A. Become. Along with this, the engine speed NE is reduced to NEA. However, as shown in the torque diagram of FIG. 7B, the relationship between the first MG torque T1, the second MG torque T2, and the engine torque TE is the same as before and after the adjustment process of the operating point of the first motor / generator MG1. Does not change. Therefore, the engine operating point Pe decreases only in the rotational speed while keeping the torque constant, and deviates from the optimum fuel consumption line Le3 (see FIG. 4). However, normally, the second motor / generator MG2 is in a stalled state, such as when starting on an uphill road, and such state is normally removed in a short time. Therefore, the deterioration of fuel consumption can be kept very small. In addition, as described above, the highest rotation speed in the normal region An with the first MG target torque remaining constant is set as the rotation speed of the adjusted first MG operation point Pm1A after the change adjustment, whereby the first While the operating point of the motor / generator MG1 is within the normal region An, the engine operating point Pe can be brought into a state closest to the optimum fuel consumption line. Therefore, deterioration of fuel consumption can be minimized.

  The operating point adjusting process of the operating point adjusting unit 12 adjusts the operating point of the first motor / generator MG1 so that the operating point is within the normal region where boosting by the boosting converter Co is not required. It is possible to prevent a voltage higher than the battery voltage V0 from being applied to the I1 and the second inverter I2. Therefore, even when the second motor / generator MG2 is in a stalled state, it is possible to reduce the switching loss of the first inverter I1 and the second inverter I2 and to suppress the heat generation of the first inverter I1 and the second inverter I2. Further, when the operating point of the first motor / generator MG1 is changed, the rotational speed is reduced while maintaining the first MG target torque at the reference first MG operating point Pm1 at a constant torque, so the first motor / generator Even after the operating point of MG1 is changed, the necessary torque can be output to the counter shaft O and the wheels W, and the driving state of the vehicle can be stabilized.

  The first MG control unit 14 sets the reference first MG operation point Pm1 as a control target when the operation point adjustment unit 12 does not adjust the operation point of the first motor / generator MG1, and uses the operation point adjustment unit 12 to control the first motor. When the operating point of the generator MG1 is adjusted, the operation control of the first motor / generator MG1 is performed via the first inverter I1 with the adjusted first MG operating point Pm1A as a control target. Specifically, the first MG control unit 14 outputs a switching control signal for the switching element to the first inverter I1. As a result, the first inverter I1 converts DC power into AC power, performs control of the current value supplied to the coil of the stator St1 of the first motor / generator MG1, control of the AC frequency, etc. Operation control of the first motor / generator MG1 is performed with the operation point Pm1 or the adjusted first MG operation point Pm1A as a control target.

  The second MG control unit 15 controls the operation of the second motor / generator MG2 via the second inverter I2 with the second MG operation point Pm2 determined by the operation point determination unit 11 as a control target. Specifically, the second MG control unit 15 outputs a switching control signal for the switching element to the second inverter I2. As a result, the second inverter I2 converts the DC power into AC power, and controls the current value supplied to the coil of the stator St2 of the second motor / generator MG2, controls the AC frequency, etc., and performs the second MG operation. Operation control of the second motor / generator MG2 is performed with the point Pm2 as a control target. The engine control unit 16 controls the operation of the engine E by a known method using the engine operation point Pe determined by the operation point determination unit 11 as a control target.

5. Control Method of Hybrid Drive Device Next, a control method of the hybrid drive device H having the above configuration will be described with reference to the flowchart of FIG. The operation control of the hybrid drive device H is executed by one or more arithmetic processing devices and software (programs) that constitute each of the parts 11 to 16 of the control unit ECU.

  First, the operating point determination unit 11 of the control unit ECU reads information on the vehicle request torque TC and the vehicle request output PC input from the vehicle side (step # 01). Further, the operating point determination unit 11 detects the vehicle speed by the vehicle speed sensor Se4 (step # 02). Thereafter, the operating point determination unit 11 determines engine operation / stop (step # 03). As described above, this determination is made based on the position on the engine operation region map M1 shown in FIG. 3 that is determined by the vehicle required torque TC acquired in step # 01 and the vehicle speed acquired in step # 02. .

  When it is determined that the engine E is to be operated (step # 03: operation), the operating point determination unit 11 determines an engine operating point Pe determined by the engine target rotation speed and the engine target torque (step # 04). ). As described above, this determination is made based on the vehicle request output PC acquired in step # 01 and the engine operating point map M2 shown in FIG. Next, the operating point determination unit 11 determines a first MG operating point (reference first MG operating point) Pm1 determined by the first MG target rotation speed and the first MG target torque (step # 05). As described above, this determination is performed using the rotational speed relational expression (formula (1)) based on the engine target rotational speed of the engine operating point Pe determined in step # 04 and the vehicle speed acquired in step # 02. The first MG target rotational speed is determined, and the first MG target torque is determined by feedback control using the first MG target rotational speed as a control target. Thereafter, the operating point determination unit 11 determines a second MG operating point Pm2 determined by the second MG target rotation speed and the second MG target torque (step # 06). As described above, this determination is based on the target ring gear calculated using the torque relational expression (formula (2)) based on the engine target torque at the engine operating point Pe and the first MG target torque at the first MG operating point Pm1. The determination is made by determining the second MG target torque from the torque and the vehicle request torque TC acquired in step # 01. The second MG target rotation speed is automatically determined according to the vehicle speed.

  Next, the operating point adjustment unit 12 determines whether or not the second motor / generator MG2 is in a stalled state (step # 07). As described above, this stall state determination is performed by a) the second MG rotation speed N2 detected by the second MG rotation speed sensor Se2 being equal to or lower than a predetermined stall determination speed (for example, 50 [rpm]), and b). The stall occurs when the second MG target torque at the second MG operating point Pm2 input from the operating point determination unit 11 satisfies a predetermined stall determination torque (for example, 100 [N · m]) or more. This is done by determining the state. If the second motor / generator MG2 is in a stalled state (step # 07: Yes), an operating point adjustment process is performed (step # 08). This operating point adjustment process will be described in detail later based on the flowchart of FIG. If the second motor / generator MG2 is not in a stalled state (step # 07: No), the process proceeds to the next process without performing the operating point adjustment process.

  Next, the boost control unit 13 determines a boost target voltage and performs boosting by the boost converter Co (step # 09). As described above, the boost target voltage is determined based on the first MG operating point Pm1 and the second MG operating point Pm2 and the target voltage map M3 shown in FIG. Thereafter, the engine operating point Pe, the first MG operating point Pm1, and the second MG operation determined in steps # 04 to # 06 by the first MG control unit 14, the second MG control unit 15, and the engine control unit 16. According to the point Pm2, the operation control of the engine E, the first motor / generator MG1, and the second motor / generator MG2 is performed (step # 10). However, at this time, if the operating point of the first motor / generator MG1 is adjusted in step # 08, the operation control of the first motor / generator MG1 is performed in accordance with the adjusted first MG operating point Pm1A. . In this case, the engine operating point Pe is changed for the engine E as described above.

  On the other hand, when it is determined to stop the engine E (step # 03: stop), the operating point determination unit 11 outputs an engine stop command to the engine control unit 16 (step # 11). Thereby, the engine E is stopped when the engine E is operating, and the stopped state is maintained as it is when the engine E is stopped. Next, the operating point determination unit 11 determines the second MG operating point Pm2 determined by the second MG target rotation speed and the second MG target torque by the same process as in Step # 06 (Step # 12). Next, the boost control unit 13 determines a boost target voltage and performs boosting by the boost converter Co (step # 13). In this case, since only the second motor / generator MG2 operates, the boost target voltage is determined based on the second MG operating point Pm2 and the second MG voltage map shown in FIG. Thereafter, the second MG control unit 15 controls the operation of the second motor / generator MG2 in accordance with the second MG operation point Pm2 determined in Step # 12 (Step # 14). Thus, the operation control of the hybrid drive device H is finished.

  Next, the operating point adjustment process in step # 08 in FIG. 8 will be described with reference to the flowchart in FIG. The operating point adjustment unit 12 of the control unit ECU first determines whether or not the reference first MG operating point Pm1 determined in step # 05 is set in the boosting region Ab (step # 21). This determination is performed by the same method as the determination of the boost target voltage by the boost control unit 13 in step # 09. That is, the reference first MG operating point Pm1 is plotted on the (a) first MG voltage map of the target voltage map M3 in FIG. 5 and depends on whether it is located in the boosting region Ab or the normal region An. Make a decision. Here, in the operating point adjustment process of step # 08, the second motor / generator MG2 is in the stalled state and the rotational speed is very low. Therefore, as shown in FIG. The point Pm2 is not set in the boost region Ab. Accordingly, in the process of step # 21, it is determined whether or not the boosting region Ab is set in consideration of only the reference first MG operating point Pm1 of the first motor / generator MG1. If the reference first MG operating point Pm1 is set in the normal area An (step # 21: No), it is not necessary to adjust the operating point of the first motor / generator MG1, and the process is terminated. In this case, in step # 10, the operation control of the first motor / generator MG1 is performed based on the reference first MG operation point Pm1.

  On the other hand, when the reference first MG operation point Pm1 is set in the boost region Ab (step # 21: Yes), the operation point adjustment unit 12 performs the reference first MG operation as shown in FIG. The rotational speed is lowered while maintaining the first MG target torque at the operating point Pm1 at a constant torque, and the rotational speed at which the operating point is within the normal region An is determined (step # 22). At this time, the operating point adjustment unit 12 determines the highest rotational speed in the normal region An while the first MG target torque remains constant. Next, an adjusted first MG operating point Pm1A is determined based on the rotational speed determined in step # 22 (step # 23). Specifically, the adjusted first MG operation point Pm1A uses the rotation speed determined in step # 22 as the first MG target rotation speed, and uses the first MG target torque at the reference first MG operation point Pm1 as it is as the first MG. Use target torque. Then, the adjusted first MG operating point Pm1A determined in step # 23 is changed to the reference first MG operating point Pm1 to be the operating point of the first motor / generator MG1 (step # 24). Thus, the operating point adjustment process is completed.

6). Second Embodiment Next, a second embodiment of the present invention will be described. In the hybrid drive apparatus H according to the present embodiment, the control unit ECU makes the boundary between the boost region Ab and the normal region An of the target voltage map M3 variable according to the voltage value at each time point of the battery B. 5 is different from the first embodiment in which the target voltage map M3 shown in FIG. 5 is fixed to a predetermined value. That is, in the present embodiment, the control unit ECU is configured to determine the normal region An at each time point based on the voltage value of the battery B detected by the battery state detection sensor Se5. Other configurations can be the same as those in the first embodiment.

  FIG. 10 is a diagram illustrating an example of a target voltage map M3 used by the control unit ECU according to the present embodiment. As shown in this figure, in this embodiment, the control unit ECU detects each battery voltage V0 that is a boundary between the boosted region Ab and the normal region An of the target voltage map M3 by the battery state detection sensor Se5. The voltage is changed from V0min to V0max according to the actual voltage value of the battery B at the time. Thereby, the boost region Ab and the normal region An of the target voltage map M3 are variably set. Here, V0min is the lowest value within the range in which the voltage value of battery B can change, and V0max is the highest value.

  By using such a target voltage map M3, the boosting region Ab and the normal region An at each time point can be appropriately determined according to the voltage value of the battery B that varies. Therefore, the operating point adjustment unit 12 adjusts the operating point so that the operating point of the first motor / generator MG1 is within the normal region An at each time point according to the voltage value of the changing battery B. It becomes possible to do. Thus, it is possible to bring the engine operating point Pe closest to the optimal fuel consumption line while keeping the operating point of the first motor / generator MG1 within the normal region An at each time point. Accordingly, it is possible to reduce the heat loss of the first inverter I1 and the second inverter I2 by reducing the switching loss of the first inverter I1 and the second inverter I2 while minimizing the deterioration of fuel consumption.

7). Other Embodiments (1) In the above embodiment, a) the second MG rotation speed N2 detected by the second MG rotation speed sensor Se2 is equal to or lower than a predetermined stall determination speed (for example, 50 [rpm]), and b) A case where the stall state is determined when the second MG target torque of the second MG operation point Pm2 input from the operation point determination unit 11 is equal to or greater than a predetermined stall determination torque (for example, 100 [N · m]). Was described as an example. However, the stall state determination method in the present invention is not limited to such a condition determination. Therefore, various methods other than the above are used as long as the method can determine a state in which a high current is flowing in order to output a high torque with the rotation speed of the second motor / generator MG2 being very low. be able to.

(2) In the above-described embodiment, the hybrid drive apparatus H having a configuration in which the operating point determination unit 11 determines whether to operate / stop the engine and can stop the engine E as necessary has been described as an example. However, the present invention is not limited to the hybrid drive device H having such an engine stop mode (electric motor travel mode), and can be applied to the hybrid drive device H having no engine stop mode. it can.

(3) In the above embodiment, the case where the vehicle speed detected by the vehicle speed sensor Se4 is detected has been described as an example. However, the method for detecting the vehicle speed is not limited to this. For example, the vehicle speed is calculated based on the rotation speed of the rotor Ro2 of the second motor / generator MG2 detected by the second MG rotation speed sensor Se2 and the gear ratio (including the wheel diameter) from the rotor Ro2 to the wheels. This is also a preferred embodiment of the present invention.

(4) In the above embodiment, the vehicle speed sensor Se4 detects the “rotational speed of the rotating member connected to the wheel W side from the power distribution planetary gear unit PG” used when determining the first MG operating point Pm1. The case where the vehicle speed is used is described as an example. However, as the “rotational speed of the rotating member”, for example, the ring gear r of the planetary gear device PG, the counter shaft O, the rotor Ro2 of the second motor / generator MG2, the differential device D, etc. Any rotational speed of the rotating member connected to the wheel W side from the gear device PG can be used. Therefore, for example, the rotational speed of the rotor Ro2 of the second motor / generator MG2 detected by the second MG rotational speed sensor Se2 and the gear ratio from the second counter drive gear d2 to the rotor Ro2 of the second motor / generator MG2 It is also one preferred embodiment of the present invention that the ring gear rotational speed NR is calculated based on the above and the first MG operating point Pm1 is determined based on the calculated ring operating speed Pe.

(5) In the above embodiment, as illustrated in FIG. 1, the hybrid drive device H having a mechanical configuration including the counter shaft O as the output shaft has been described as an example. Such a mechanical configuration of the hybrid drive device H is a configuration suitably used for FF vehicles, MR vehicles, RR vehicles and the like. However, the mechanical configuration of the hybrid drive apparatus H according to the above embodiment is merely an example, and the present invention can be applied to the hybrid drive apparatus H having other mechanical configurations. Therefore, for example, an FR in which the input shaft I connected to the engine E, the first motor / generator MG1, the planetary gear device P for power distribution, the second motor / generator MG2, and the output shaft are arranged coaxially. The present invention can also be applied to a configuration suitably used for a vehicle.

  The present invention provides an input shaft connected to an engine, an output shaft connected to a wheel, a first rotating electrical machine, a second rotating electrical machine connected to the output shaft, and torque of the input shaft as the output shaft. And the first rotating electrical machine, and a power storage device electrically connected to the first rotating electrical machine and the second rotating electrical machine.

The conceptual diagram which shows the whole structure of the hybrid drive device which concerns on 1st embodiment of this invention. Speed diagram and torque diagram of each rotating element of planetary gear device during normal running Figure showing an example of the engine operating area map An example of an engine operating point map Figure showing an example of the target voltage map A diagram showing the reference first MG operating point and the second MG operating point in the stall state plotted on the target voltage map. Speed diagram and torque diagram of each rotating element of planetary gear set before and after adjustment of operating point of first motor / generator Flow chart showing control method of hybrid drive device The flowchart which shows the operating point adjustment processing of step # 08 of FIG. The figure which shows the example of the target voltage map which concerns on 2nd embodiment of this invention.

Explanation of symbols

H: Hybrid drive device E: Engine I: Input shaft W: Wheel O: Counter shaft (output shaft)
MG1: First motor / generator (first rotating electrical machine)
MG2: Second motor / generator (second rotating electrical machine)
PG: Planetary gear device (power distribution device)
B: Battery (power storage device)
I1: first inverter I2: second inverter Co: boost converter (boost device)
ECU: Control unit (control device)
11: Operating point determination unit 12: Operating point adjustment unit PC: Required vehicle output Pe: Engine operating point Pm1: (reference) first MG operating point (operating point of the first rotating electrical machine)
Pm1A: Adjustment first MG operating point (operating point of the first rotating electrical machine after the change)
Pm2: Second MG operating point (operating point of the second rotating electrical machine)
Ab: Boosting region An: Normal region Se5: Battery state detection sensor (voltage detection device)

Claims (9)

An input shaft connected to the engine, an output shaft connected to the wheels, a first rotating electrical machine, a second rotating electrical machine connected to the output shaft, and torque of the input shaft to the output shaft and the first A power distribution device that distributes to the rotating electrical machine, a power storage device that is electrically connected to the first rotating electrical machine and the second rotating electrical machine, a first inverter for driving and controlling the first rotating electrical machine, and A second drive for driving and controlling the second rotating electrical machine, and a hybrid drive device comprising:
With the boosting device that boosts the voltage of the power storage device and supplies the boosted voltage to the first and second inverters, and the predetermined operating point determined by the rotational speed and torque, the first inverter and the second inverter are A control device for controlling the first rotating electrical machine and the second rotating electrical machine via,
The controller is
Operating point determination means for determining operating points of the first rotating electrical machine and the second rotating electrical machine according to the rotational speed and torque of the engine operating point determined in consideration of the vehicle required output and the optimum fuel efficiency;
When the engine is in an operating state and the second rotating electrical machine is in a stalled state, the operating point of the first rotating electrical machine determined by the operating point determining means is the first operating point at the operating point. When set in a boosting region that requires boosting by the booster for the operation of the rotating electrical machine, the rotational speed is reduced while maintaining the torque at the operating point at a constant torque, and boosting by the booster is performed. An operating point adjusting means for changing the operating point of the first rotating electrical machine in a normal region that is not required;
A hybrid drive device comprising:   2. The hybrid drive device according to claim 1, wherein the operating point adjustment unit sets the highest rotational speed in the normal region at the constant torque as the rotational speed of the operating point of the first rotating electrical machine after the change. A voltage detection device for detecting a voltage value of the power storage device;
The hybrid drive device according to claim 1, wherein the control device determines the normal region at each time point based on a voltage value detected by the voltage detection device.   The operating point determining means determines an operating point of the first rotating electrical machine based on the engine operating point and the rotational speed of a rotating member connected to the wheel side from the power distribution device, and the vehicle required torque and the The hybrid drive device according to any one of claims 1 to 3, wherein an operating point of the second rotating electrical machine is determined based on an engine operating point and an operating point of the first rotating electrical machine. An input shaft connected to the engine, an output shaft connected to the wheels, a first rotating electrical machine, a second rotating electrical machine connected to the output shaft, and torque of the input shaft to the output shaft and the first A power distribution device that distributes to the rotating electrical machine, a power storage device that is electrically connected to the first rotating electrical machine and the second rotating electrical machine, a first inverter for driving and controlling the first rotating electrical machine, and A control method of a hybrid drive device comprising: a second inverter for driving and controlling a second rotating electrical machine; and a booster device that boosts the voltage of the power storage device and supplies the boosted voltage to the first inverter and the second inverter. There,
When controlling the first rotating electrical machine and the second rotating electrical machine via the first inverter and the second inverter, with a predetermined operating point determined by the rotational speed and torque as a control target,
According to the rotational speed and torque of the engine operating point determined in consideration of the vehicle required output and the optimum fuel consumption, determine the operating point of the first rotating electrical machine and the second rotating electrical machine,
Further, when the engine is in an operating state and the second rotating electrical machine is in a stalled state, the operating point of the first rotating electrical machine determined by the operating point determining means is the operating point at the operating point. When the booster is set in a boosting region that requires boosting by the booster for the operation of the first rotating electrical machine, the rotational speed is reduced while maintaining the torque at the operating point at a constant torque, and the booster A control method for a hybrid drive apparatus that performs a process of changing the operating point of the first rotating electrical machine in a normal region that does not require boosting due to the above.   6. When changing the operating point of the first rotating electrical machine, the highest rotational speed in the normal region at the constant torque is set as the rotating speed of the operating point of the first rotating electrical machine after the change. A control method of the described hybrid drive apparatus.   The method for controlling a hybrid drive device according to claim 5 or 6, wherein a voltage value of the power storage device is detected, and the normal region at each time point is determined based on the detected voltage value.   In determining the operating points of the first rotating electrical machine and the second rotating electrical machine, the first rotating electrical machine is based on the engine operating point and the rotational speed of the rotating member connected to the wheel side from the power distribution device. The operating point of the second rotating electrical machine is determined based on the vehicle required torque, the engine operating point, and the operating point of the first rotating electrical machine. A control method of the described hybrid drive apparatus. An input shaft connected to the engine, an output shaft connected to the wheels, a first rotating electrical machine, a second rotating electrical machine connected to the output shaft, and torque of the input shaft to the output shaft and the first A power distribution device that distributes to the rotating electrical machine, a power storage device that is electrically connected to the first rotating electrical machine and the second rotating electrical machine, a first inverter for driving and controlling the first rotating electrical machine, and A control program for a hybrid drive device comprising: a second inverter for driving and controlling a second rotating electrical machine; and a booster that boosts the voltage of the power storage device and supplies the boosted voltage to the first inverter and the second inverter. There,
When controlling the first rotating electrical machine and the second rotating electrical machine via the first inverter and the second inverter, with a predetermined operating point determined by the rotational speed and torque as a control target,
An operating point determination step for determining operating points of the first rotating electrical machine and the second rotating electrical machine according to the rotational speed and torque of the engine operating point determined in consideration of the vehicle required output and the optimum fuel efficiency;
When the engine is in an operating state and the second rotating electrical machine is in a stalled state, the operating point of the first rotating electrical machine determined by the operating point determining means is the first operating point at the operating point. When set in a boosting region that requires boosting by the booster for the operation of the rotating electrical machine, the rotational speed is reduced while maintaining the torque at the operating point at a constant torque, and boosting by the booster is performed. An operating point adjustment step of changing the operating point of the first rotating electrical machine in a normal region that is not required;
A control program for a hybrid drive apparatus that causes a computer to execute the program.

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