JP2008252990A - Controller and control method of vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a controller of vehicle which can be charged externally while suppressing vibration. <P>SOLUTION: The controller of vehicle includes a charging system generating a voltage for charging an energy storage device from an external power supply by utilizing the stator coil of a motor generator MG2 for driving the wheels 2, an inverter 30 for driving the motor generator MG2, and a controller 60 for designating the inverter 30 to adjust the rotor position of the motor generator MG2 to a position suitable for the stator coil during charging in response to a parking designation of vehicle. Preferably, the parking designation is given when a shift lever 53 is set at the parking position. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a vehicle control device and a vehicle control method, and more particularly to a vehicle control device and a vehicle control method equipped with a power storage device configured to be externally chargeable.

  In recent years, electric vehicles and hybrid vehicles have attracted attention as environmentally friendly vehicles. These automobiles are equipped with a motor for driving wheels, and a battery as a power source for the motor.

  In the case of an electric vehicle, it is common to charge a battery by connecting a charging cable from the outside. However, it is considered that a battery mounted on a hybrid vehicle can be charged from the outside. When receiving AC power from the outside, it is necessary to convert AC to DC or voltage so that the battery can be charged. If a new converter that performs such conversion is installed on the vehicle side, the weight of the vehicle increases, the number of parts increases, and the cost increases.

Japanese Laid-Open Patent Publication No. 4-295202 (Patent Document 1) discloses a motor device equipped with two electric motors. In the recharge mode, the motor device converts single-phase power applied to the neutral point ports of the two motors and returns the converted power to the DC power source. The motor coil can also be used as the reactor of the converter, so that an increase in vehicle weight is suppressed and the number of parts can be reduced.
JP-A-4-295202 JP-A-8-126121 Japanese Patent No. 3218907

  As a drive motor for an electric vehicle or a hybrid vehicle, a synchronous motor having a permanent magnet embedded rotor is often used. When AC power is applied from the neutral point of the three-phase coil as in the technique disclosed in Japanese Patent Laid-Open No. 4-295202, in the case of a synchronous motor having a permanent magnet embedded rotor, depending on the rotor position, Torque is generated in the motor, which is not preferable because of rattling noise and repeated vibrations on the rotor shaft.

  An object of the present invention is to provide a vehicle control device and a control method capable of external charging in which vibration during charging is suppressed.

  In summary, the present invention is a vehicle control device that generates a charging voltage for charging a power storage device from an external power source using a stator coil of a first rotating electrical machine for driving wheels. And a first driving device that drives the first rotating electrical machine, and a rotor position of the first rotating electrical machine with respect to the first driving device in response to a parking instruction of the vehicle when charging the stator coil A control unit that gives an instruction to adjust to a suitable position.

  Preferably, the parking instruction is given in response to setting the shift lever to the parking position.

  Preferably, after the rotor position of the first rotating electrical machine is adjusted to a position suitable for charging with respect to the stator coil, the control unit performs an output for encouraging the parking brake to be applied if the parking brake is not applied.

  Preferably, the charging system further utilizes a stator coil of a second rotating electric machine that can generate electric power by receiving mechanical power from the internal combustion engine, and the vehicle control device uses a second rotating electric machine that drives the second rotating electric machine. A drive device is further provided. A control part gives the instruction | indication which adjusts the rotor position of a 2nd rotary electric machine to the position suitable at the time of charge with respect to a stator coil with respect to a 2nd drive device according to a parking instruction | indication.

  Preferably, the position suitable for charging is a position where the center of the stator coil coincides with the center of the magnetic pole of the rotor.

  According to another aspect of the present invention, a charging system for generating a charging voltage for charging a power storage device from an external power source using a stator coil of a first rotating electrical machine for driving a wheel, A method for controlling a vehicle including a first drive device for driving a rotating electrical machine, the step of detecting a parking instruction for the vehicle, and a first rotation with respect to the first drive device in response to the parking instruction. Adjusting the rotor position of the electric machine to a position suitable for charging with respect to the stator coil.

  Preferably, the detecting step detects a parking instruction in response to the shift lever being set to the parking position.

  Preferably, the control method further includes a step of performing an output for urging the parking brake to be applied if the parking brake is not applied after adjusting the rotor position of the first rotating electrical machine to a position suitable for charging with respect to the stator coil. Prepare.

  Preferably, the charging system further utilizes a stator coil of the second rotating electric machine that can generate electric power by receiving mechanical power from the internal combustion engine. The vehicle further includes a second drive device that drives the second rotating electrical machine. The control method further includes a step of adjusting the rotor position of the second rotating electrical machine to a position suitable for charging with respect to the stator coil with respect to the second drive device in response to the parking instruction.

  Preferably, the position suitable for charging is a position where the center of the stator coil coincides with the center of the magnetic pole of the rotor.

  According to the present invention, vibration during charging from the outside and noise resulting therefrom are reduced.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. In the drawings, the same or corresponding parts are denoted by the same reference numerals and description thereof will not be repeated.

[Embodiment 1]
FIG. 1 is a schematic circuit configuration diagram of an electric vehicle according to Embodiment 1 of the present invention.

  Referring to FIG. 1, vehicle 100 includes a three-phase AC permanent magnet excitation type synchronous motor 210 for driving the vehicle and a battery 212 as a driving power source. However, an induction motor may be used as the motor 210. An inverter 214 is interposed between the battery 212 and the motor 210.

  A smoothing capacitor 216 is provided between the DC side terminals of the inverter 214, and the battery 212 is connected to the DC side terminal. The transient response characteristic of the battery 212 may not be able to follow the operation of the inverter 214, and the smoothing capacitor 216 is provided to compensate for this. On the other hand, the three AC-side terminals of the inverter 214 output three-phase AC, and are connected to the windings of the respective phases (U phase, V phase, W phase) of the motor 210.

  The inverter 214 has three pairs of transistors Q31 to Q36 corresponding to each phase of the motor 210 and connected in series in the forward direction between the DC terminals, and diodes D31 to D36 connected in antiparallel to the transistors. Therefore, the control device 234 controls the switching pattern of the transistors Q31 to Q36, thereby controlling the AC output from the connection point between the transistors and controlling the output of the motor 210.

  The series connection of the diodes D37 and D38 provided in parallel with the three diode rows of the inverter 214, that is, the row of diodes D31 and D32, the row of diodes D33 and D34, and the row of diodes D35 and D36 is It is used in operation.

  Next, a circuit configuration of a charging device provided alongside the battery 212 and the motor 210 will be described. The charging device is supplied with AC power from, for example, an external power source 220 that is a commercial AC power source, and rectifies the AC power to charge the battery 212. Noise is removed from the alternating current acquired from the external power source 220 by the noise filter 222. The noise filter 222 includes an LC circuit for removing noise.

  Two terminals of the noise filter 222 opposite to the external power source 220 are connected to the battery 212 via the motor 210 and the inverter 214. One end of the reactor 224 is connected to one of the terminals, and the other end of the reactor 224 is connected to the neutral point of the winding of the motor 210. The other terminal of the noise filter 222 is connected to a connection point between the diodes D37 and D38.

  The other end of the reactor 224 is connected to the connection point between the diodes D31 and D32 via the U-phase winding U3 of the motor 210, and to the connection point between the diodes D33 and D34 via the V-phase winding V3 of the motor 210. In addition, it is connected to the connection point between the diodes D35 and D36 via the W-phase winding W3 of the motor 210. Therefore, by turning off all the transistors Q31 to Q36, a rectifier bridge circuit is formed between both terminals of the noise filter 222.

  In the charging operation, reactor 224 alternately repeats the accumulation and release of electric power according to the AC cycle from external power supply 220. In this apparatus, the reactor 224 is used for boosting the voltage. That is, the reactor 224 has a function of accumulating electric power from the external power source 220 and discharging the accumulated electric power to the battery 212 side at a voltage higher than the voltage between the terminals of the battery. A part of the winding of the motor 210 also contributes to the action of discharging the stored power. The AC power boosted through the reactor 224 (and the winding of the motor 210) is rectified using the rectifier bridge circuit configured by the diodes D31 to D38 as described above, supplied to the battery 212, and charged. .

  By configuring part or all of the reactor 224 using the stator of the motor 210, the reactor 224 can be made smaller or eliminated.

  In vehicle 100 according to the first embodiment, a reactor provided between external power supply 220 and motor 210 in order to increase (decrease) the voltage of external power supply 220 and improve the charge controllability to battery 212 is a motor stator. It is formed in the form which shares the electromagnetic steel plate. Since it is not necessary to provide a reactor separately from the motor, the effect of reducing the volume occupied by the charging device and the effect of reducing the weight are obtained because the magnetic core of the reactor is not required separately. Miniaturization and weight reduction of an automobile equipped with the device can be achieved. Further, by sharing the magnetic core with the stator of the motor, the effect of reducing the cost can be obtained.

  Unlike the case where a part of the motor winding is used as a reactance for charging control, this configuration uses the three phases of the motor winding uniformly, so that countermeasures can be taken against the generation of torque in the motor during charging. Is basically unnecessary. However, depending on the positional relationship between the rotor of the motor and the stator, a minute torque may be generated in the rotor, and the rotor may vibrate.

  When the rotor vibrates, noise may be generated due to vibration during charging, and spline gears and bearings of the rotor shaft may become fatigued, which may shorten the life of the parts.

FIG. 2 is a cross-sectional view for explaining the positions of the rotor and the stator of the motor.
Referring to FIG. 2, motor 210 includes a stator or stator 102 and a rotor or rotor 104. The rotor 104 includes a shaft 106 and a rotor core 105 provided around the shaft 106. Rotor core 105 is formed of laminated electromagnetic steel sheets. The rotor core 105 is provided with 12 holes for inserting magnets, and magnets 111 to 122 are inserted into these holes.

  Stator 102 includes a stator core and laminated coils 131 to 142 attached to the stator core.

  FIG. 2 shows a state where the rotor magnetic pole center A1 and the stator coil center A2 are exactly aligned. However, if the rotor magnetic pole center A1 and the stator coil center A2 are shifted, a minute torque is generated in the rotor 104 when AC power is applied to the coil during charging. And the minute torque repeats increase / decrease with the period of alternating current power. For this reason, there is a possibility that minute vibrations may occur in the rotor 104.

  In order to prevent such minute vibration, one solution is to make the rotor magnetic pole center A1 and the stator coil center A2 exactly match when charging from an external power source. In the case of FIG. 2, the angle from the stator coil center A <b> 2 to the adjacent stator coil center is an angle corresponding to 1/12 rotation of the rotor 104. Therefore, if the rotor 104 is rotated by 1/24, which is a half of the maximum, the rotor magnetic pole center can be aligned with the nearest stator coil center.

  When the rotor is rotated 1/24, the vehicle moves slightly, but this moving distance L is expressed by the following equation and is very small, so there is almost no problem in practical use.

L = tire radius R × 2π / motor reduction ratio FIG. 3 is a flowchart for explaining control executed by the control device 234 of FIG. 1 during charging. The process of this flowchart is called and executed from a predetermined main routine every time a predetermined time elapses or a predetermined condition is satisfied.

  Referring to FIGS. 1 and 3, when the process is started, first, in step S1, control device 234 determines whether or not shift lever 232 has moved from another position to a P (parking) position. If the shift lever does not move to the P position in step S1, charging is not started, so the process proceeds to step S6, and control is transferred to the main routine.

  If the shift lever has moved to the P position in step S1, the process proceeds to step S2. In step S <b> 2, the control device 234 detects the position θ of the stator of the motor 210 from the output of the resolver 230. In step S3, the control device 234 determines whether the stator coil center A2 and the rotor magnetic pole center A1 in FIG.

  If it is determined in step S3 that the stator coil center A2 and the rotor magnetic pole center A1 do not coincide with each other, the process proceeds to step S4, and the controller 234 causes the rotor magnetic pole center to coincide with the stator coil center. Then, the rotor position of the motor 210 is controlled, and the process returns to step S3.

  In step S3, when it is determined that the stator coil center A2 and the rotor magnetic pole center A1 coincide with each other, a charging process for the battery 212 from the external power source 220 is executed in step S5. When the charging process in step S5 is completed, the process proceeds to step S6, and control is transferred to the main routine.

  According to the first embodiment, since charging is performed after the rotor magnetic pole center and the stator coil center are aligned at the time of charging, vibration and noise generated during charging are suppressed.

[Embodiment 2]
In the first embodiment, the control when the electric vehicle is charged from the outside has been described. In the second embodiment, a case where a hybrid vehicle equipped with an engine and a motor is charged from the outside will be described.

[overall structure]
FIG. 4 is a schematic block diagram of a vehicle 100A according to the second embodiment.

  Referring to FIG. 4, vehicle 100A includes a battery unit BU, boost converter 10, inverters 20 and 30, power supply lines PL1 and PL2, ground line SL, U-phase lines UL1 and UL2, and a V-phase. Lines VL 1 and VL 2, W-phase lines WL 1 and WL 2, motor generators MG 1 and MG 2, engine 4, power split mechanism 3, and wheels 2 are included.

  This vehicle 100A is a hybrid vehicle that uses both a motor and an engine for driving wheels.

  Power split device 3 is a mechanism that is coupled to engine 4 and motor generators MG1 and MG2 and distributes power between them. For example, as the power split mechanism, a planetary gear mechanism having three rotating shafts of a sun gear, a planetary carrier, and a ring gear can be used. These three rotation shafts are connected to the rotation shafts of engine 4 and motor generators MG1, MG2, respectively. For example, engine 4 and motor generators MG1 and MG2 can be mechanically connected to power split mechanism 3 by making the rotor of motor generator MG1 hollow and passing the crankshaft of engine 4 through its center.

  The rotating shaft of motor generator MG2 is coupled to wheel 2 by a reduction gear and a differential gear (not shown). Further, a reduction gear for the rotation shaft of motor generator MG2 may be further incorporated in power split device 3.

  Motor generator MG1 operates as a generator driven by the engine and is incorporated in the hybrid vehicle as an electric motor that can start the engine, and motor generator MG2 drives the drive wheels of the hybrid vehicle. As an electric motor, it is installed in a hybrid vehicle.

  Motor generators MG1 and MG2 are, for example, three-phase AC synchronous motors. Motor generator MG1 includes a three-phase coil composed of U-phase coil U1, V-phase coil V1, and W-phase coil W1 as a stator coil. Motor generator MG2 includes a three-phase coil including U-phase coil U2, V-phase coil V2, and W-phase coil W2 as a stator coil.

  Motor generator MG <b> 1 generates a three-phase AC voltage using the engine output, and outputs the generated three-phase AC voltage to inverter 20. Motor generator MG1 generates a driving force by the three-phase AC voltage received from inverter 20, and starts the engine.

  Motor generator MG <b> 2 generates vehicle driving torque by the three-phase AC voltage received from inverter 30. Motor generator MG2 generates a three-phase AC voltage and outputs it to inverter 30 during regenerative braking of the vehicle.

  Battery unit BU includes a battery B1 that is a power storage device having a negative electrode connected to ground line SL, a voltage sensor 70 that measures voltage VB1 of battery B1, and a current sensor 84 that measures current IB1 of battery B1. Vehicle load includes motor generators MG1 and MG2, inverters 20 and 30, and boost converter 10 that supplies a boosted voltage to inverters 20 and 30.

  As the battery B1, for example, a secondary battery such as a nickel metal hydride battery, a lithium ion battery, or a lead storage battery can be used. Further, a large-capacity electric double layer capacitor can be used instead of the battery B1.

  Battery unit BU outputs a DC voltage output from battery B <b> 1 to boost converter 10. Further, the battery B1 inside the battery unit BU is charged by the DC voltage output from the boost converter 10.

  Boost converter 10 includes a reactor L, npn transistors Q1 and Q2, and diodes D1 and D2. Reactor L has one end connected to power supply line PL1, and the other end connected to the connection point of npn transistors Q1 and Q2. Npn transistors Q1 and Q2 are connected in series between power supply line PL2 and ground line SL, and receive signal PWC from control device 60 as a base. Diodes D1 and D2 are connected between the collectors and emitters of npn transistors Q1 and Q2, respectively, so that current flows from the emitter side to the collector side.

  For example, an IGBT (Insulated Gate Bipolar Transistor) can be used as the above-described npn-type transistor and the following npn-type transistor in the present specification, and a power MOSFET (Metal Oxide Semiconductor Field) can be used instead of the npn-type transistor. -Effect Transistor) and other power switching elements can be used.

  Inverter 20 includes a U-phase arm 22, a V-phase arm 24 and a W-phase arm 26. U-phase arm 22, V-phase arm 24, and W-phase arm 26 are connected in parallel between power supply line PL2 and ground line SL.

  U-phase arm 22 includes npn transistors Q11 and Q12 connected in series, V-phase arm 24 includes npn transistors Q13 and Q14 connected in series, and W-phase arm 26 is connected in series. Npn transistors Q15 and Q16. Between the collector and emitter of each of the npn transistors Q11 to Q16, diodes D11 to D16 for passing a current from the emitter side to the collector side are respectively connected. The connection point of each npn transistor in each phase arm is connected to a coil end different from neutral point N1 of each phase coil of motor generator MG1 via U, V, W phase lines UL1, VL1, WL1, respectively. Is done.

  Inverter 30 includes a U-phase arm 32, a V-phase arm 34 and a W-phase arm 36. U-phase arm 32, V-phase arm 34, and W-phase arm 36 are connected in parallel between power supply line PL2 and ground line SL.

  U-phase arm 32 includes npn-type transistors Q21 and Q22 connected in series, V-phase arm 34 includes npn-type transistors Q23 and Q24 connected in series, and W-phase arm 36 is connected in series. Npn transistors Q25 and Q26. Between the collector and emitter of each of the npn transistors Q21 to Q26, diodes D21 to D26 that flow current from the emitter side to the collector side are respectively connected. Also in inverter 30, the connection point of each npn transistor in each phase arm is different from neutral point N2 of each phase coil of motor generator MG2 via U, V, W phase lines UL2, VL2, WL2. Each is connected to the coil end.

  Vehicle 100A further includes capacitors C1 and C2, relay circuit 40, connector 50, control device 60, AC lines ACL1 and ACL2, voltage sensors 72 to 74, and current sensors 80 and 82.

  Capacitor C1 is connected between power supply line PL1 and ground line SL, and reduces the influence on battery B1 and boost converter 10 due to voltage fluctuation. Voltage VL between power supply line PL1 and ground line SL is measured by voltage sensor 73.

  Capacitor C2 is connected between power supply line PL2 and ground line SL, and reduces the influence on inverters 20 and 30 and boost converter 10 due to voltage fluctuation. Voltage VH between power supply line PL2 and ground line SL is measured by voltage sensor 72.

  Boost converter 10 boosts a DC voltage supplied from battery unit BU via power supply line PL1, and outputs the boosted voltage to power supply line PL2. More specifically, boost converter 10 allows a current to flow according to the switching operation of npn transistor Q2 based on signal PWC from control device 60. The magnetic field energy is accumulated in the reactor L by the current. Then, a boosting operation is performed by discharging the accumulated energy by flowing a current through the diode D1 to the power supply line PL2 in synchronization with the timing when the npn transistor Q2 is turned off.

  Boost converter 10 reduces the DC voltage received from one or both of inverters 20 and 30 via power supply line PL2 to the voltage level of battery unit BU based on signal PWC from control device 60. The battery inside the unit BU is charged.

  Inverter 20 converts a DC voltage supplied from power supply line PL2 into a three-phase AC voltage based on signal PWM1 from control device 60, and drives motor generator MG1.

  Thereby, motor generator MG1 is driven to generate torque specified by torque command value TR1. Inverter 20 receives the output from the engine, converts the three-phase AC voltage generated by motor generator MG1 into a DC voltage based on signal PWM1 from control device 60, and converts the converted DC voltage to power supply line PL2. Output.

  Inverter 30 converts a DC voltage supplied from power supply line PL2 into a three-phase AC voltage based on signal PWM2 from control device 60, and drives motor generator MG2.

  Thereby, motor generator MG2 is driven so as to generate torque specified by torque command value TR2. Inverter 30 generates a three-phase AC voltage generated by motor generator MG2 by receiving a rotational force from the drive shaft during regenerative braking of the hybrid vehicle on which vehicle 100A is mounted, based on signal PWM2 from control device 60. The voltage is converted to a voltage, and the converted DC voltage is output to power supply line PL2.

  Note that regenerative braking here refers to braking that involves regenerative power generation when a driver operating a hybrid vehicle performs a footbrake operation, or regenerative braking by turning off the accelerator pedal while the vehicle is running, although the footbrake is not operated. This includes decelerating (or stopping acceleration) the vehicle while generating electricity.

  Relay circuit 40 includes relays RY1 and RY2. As relays RY1 and RY2, for example, mechanical contact relays can be used, but semiconductor relays may also be used. The relay RY1 is provided between the AC line ACL1 and the connector 50, and is turned on / off according to a control signal CNTL from the control device 60. Relay RY2 is provided between AC line ACL2 and connector 50, and is turned ON / OFF in response to control signal CNTL from control device 60.

  Relay circuit 40 connects / disconnects AC lines ACL 1, ACL 2 and connector 50 in accordance with control signal CNTL from control device 60. That is, when the relay circuit 40 receives the control signal CNTL at the H (logic high) level from the control device 60, the relay circuit 40 electrically connects the AC lines ACL1 and ACL2 to the connector 50, and from the control device 60 to the L (logic low) level. When the control signal CNTL is received, the AC lines ACL1 and ACL2 are electrically disconnected from the connector 50.

  Connector 50 is a terminal for inputting an AC voltage from external commercial power supply 55 between neutral points N1 and N2 of motor generators MG1 and MG2. As this AC voltage, for example, AC 100V can be input from a commercial power line for household use. The voltage input to the connector 50 is measured by the voltage sensor 74 and the measured value is transmitted to the control device 60.

  Voltage sensor 70 detects battery voltage VB1 of battery B1, and outputs the detected battery voltage VB1 to control device 60. Voltage sensor 73 detects the voltage across capacitor C1, that is, input voltage VL of boost converter 10, and outputs the detected voltage VL to control device 60. Voltage sensor 72 detects the voltage across capacitor C2, that is, output voltage VH of boost converter 10 (corresponding to the input voltage of inverters 20 and 30; the same applies hereinafter), and the detected voltage VH is detected by control device 60. Output to.

  Current sensor 80 detects motor current MCRT1 flowing through motor generator MG1, and outputs the detected motor current MCRT1 to control device 60. Current sensor 82 detects motor current MCRT2 flowing through motor generator MG2, and outputs the detected motor current MCRT2 to control device 60.

  Control device 60 includes torque command values TR1 and TR2 and motor rotational speeds MRN1 and MRN2 of motor generators MG1 and MG2 output from an externally provided ECU (Electronic Control Unit), voltage VL from voltage sensor 73, and voltage sensor. Based on voltage VH from 72, a signal PWC for driving boost converter 10 is generated, and the generated signal PWC is output to boost converter 10.

  Control device 60 generates signal PWM1 for driving motor generator MG1 based on voltage VH, motor current MCRT1 of motor generator MG1 and torque command value TR1, and outputs the generated signal PWM1 to inverter 20. To do. Further, control device 60 generates a signal PWM2 for driving motor generator MG2 based on voltage VH, motor current MCRT2 and torque command value TR2 of motor generator MG2, and outputs the generated signal PWM2 to inverter 30. To do.

  Here, control device 60 uses a signal for commercial power supplied between neutral points N1 and N2 of motor generators MG1 and MG2 based on signal IG from ignition switch (or ignition key) and state of charge SOC of battery B1. Signals PWM1 and PWM2 for controlling inverters 20 and 30 are generated so that battery B1 is charged from the AC voltage.

  Further, control device 60 determines whether charging is possible from the outside based on the state of charge SOC of battery B1, and when it is determined that charging is possible, outputs control signal CNTL at H level to relay circuit 40. On the other hand, when control device 60 determines that battery B1 is almost fully charged and cannot be charged, control device 60 outputs control signal CNTL at L level to relay circuit 40, and signal IG indicates a stopped state. Inverters 20 and 30 are stopped.

  Vehicle 100A further includes an EV drive switch 52. The EV drive switch 52 is a switch for setting the EV drive mode, and operates the engine for the purpose of reducing noise in a densely populated residential area at midnight or early morning and reducing exhaust gas in an indoor parking lot or a garage. This is a switch for setting to an EV drive mode that can be reduced and run only by a motor.

  This EV drive mode is automatically set when the EV drive switch 52 is set to the OFF state, the state of charge of the battery is lower than the specified value, the vehicle speed is higher than the predetermined speed, or the accelerator opening is higher than the predetermined value. Is released.

  If the electric power charged from the external commercial power supply 55 is to be used positively, the EV drive switch 52 may be set to switch the vehicle operation mode from the normal HV mode to the EV drive mode. .

  Further, the control device 60 has a built-in memory 57 that can read and write data. The control device 60 may be realized by a plurality of computers such as an electric power steering computer, a hybrid control computer, and a parking assist computer.

  The control device 60 in FIG. 4 and the control device 234 in FIG. 1 can be realized by hardware, but can also be realized by software using a computer.

  FIG. 5 is a diagram showing a general configuration when a computer is used as the control device 60 or 234.

  Referring to FIG. 5, the computer that is control device 60 includes a CPU 90, an A / D converter 91, a ROM 92, a RAM 93, and an interface unit 94.

  The A / D converter 91 converts analog signals AIN such as outputs from various sensors into digital signals and outputs them to the CPU 90. The CPU 90 is connected to a ROM 92, a RAM 93, and an interface unit 94 through a bus 96 such as a data bus or an address bus to exchange data.

  The ROM 92 stores data such as a program executed by the CPU 90 and a map to be referred to. The RAM 93 is a work area when the CPU 90 performs data processing, for example, and temporarily stores various variables.

  The interface unit 94 communicates with other ECUs, inputs rewrite data when using an electrically rewritable flash memory or the like as the ROM 92, or a computer such as a memory card or CD-ROM. The data signal SIG is read from a readable recording medium.

  The CPU 90 transmits and receives a data input signal DIN and a data output signal DOUT from the input / output port.

  The control device 60 is not limited to such a configuration, and may be realized by including a plurality of CPUs.

  FIG. 6 is a flowchart for explaining control executed by the control device 60 of FIG. 4 during charging. The process of this flowchart is called and executed from a predetermined main routine every time a predetermined time elapses or a predetermined condition is satisfied.

  Referring to FIGS. 4 and 6, when the process is started, first, in step S11, control device 60 determines whether or not shift lever 53 has moved from another position to the P (parking) position. If the shift lever does not move to the P position in step S11, charging is not started, so the process proceeds to step S18, and control is transferred to the main routine.

  If the shift lever has moved to the P position in step S11, the process proceeds to step S12. In step S12, control device 60 adjusts the rotor position of motor generator MG2.

FIG. 7 is a flowchart showing details of the rotor position adjustment control in step S12.
Referring to FIGS. 4 and 7, in step S <b> 22, control device 60 detects the position θ <b> 2 of the stator of motor generator MG <b> 2 from the output of resolver 83. In step S23, the control device 60 determines whether or not the stator coil center A2 and the rotor magnetic pole center A1 described in FIG.

  If it is determined in step S23 that the stator coil center A2 and the rotor magnetic pole center A1 do not coincide with each other, the process proceeds to step S24, and the control device 60 causes the rotor magnetic pole center to coincide with the stator coil center. The rotor position is controlled to return to step S23.

  If it is determined in step S23 that the stator coil center A2 and the rotor magnetic pole center A1 coincide with each other, the process proceeds to step S25, and the control is moved to the flowchart of FIG.

In step S13 of FIG. 6, the control device 60 operates the parking lock mechanism.
FIG. 8 is a diagram for explaining the parking lock mechanism.

  Referring to FIG. 8, motor 169 can rotate clockwise and counterclockwise. When the motor 169 rotates in the clockwise direction R1, the parking lock is activated. When the motor 169 rotates counterclockwise, the parking lock is released.

  When the motor 169 rotates in the clockwise direction R1 during parking lock, the rod 165 moves in the direction X1, and the cam 166 pushes the parking pole 162 accordingly. When the parking pole 162 is pushed in, it engages with the parking gear 161 and fixes the parking gear 161 in the rotation stopped state.

  In this way, the parking lock at the time of stopping is not performed by mechanically transmitting the movement of the shift lever to the parking lock as in the prior art, but by moving the motor 169 by giving an electric signal. Called. With shift-by-wire, gears are not shifted by transmission of mechanical force accompanying the movement of the shift lever, but the position of the shift lever is detected as an electrical signal, and the detected electrical signal is used as a signal line (wire). This is a technique for performing a shift using a motor or the like driven by the motor.

  According to the shift-by-wire technique, the degree of freedom of arrangement of the shift lever is greatly improved, and the shape of the shift lever may be a button, for example. Thereby, it is known that the degree of freedom of arrangement of input devices such as an operation lever in the vehicle interior is improved.

  Further, in the second embodiment, when parking is instructed by the shift lever, the rotor position of motor generator MG2 is adjusted in step S12 of FIG. 6 before the parking lock mechanism is operated. This is also possible with shift-by-wire technology.

  The rotating shaft of the motor 169 is coupled to the shaft 171, and the detent plate 172 rotates as the shaft 171 rotates. A rod 165 is attached to the detent plate 172. When the shaft 171 rotates in the clockwise direction R1, the rod 165 shifts in the X1 direction. In response to this, the cam 166 moves the pawl 162 in the Y1 direction, and the pawl 162 meshes with the parking gear 161. The parking gear 161 is fixed in the rotation stopped state.

  A plurality of teeth are engraved on the outer periphery of the detent plate 172 like a gear, and the motor 169 stops energizing when the detent spring 173 fixed to the block 175 is engaged with the valley between the teeth. Even after, the rotational position of the shaft 171 is maintained.

  In addition, although the example which rotates the shaft 171 with the motor 169 was shown in FIG. 8, a drive source is not restricted to a motor. For example, it can be configured to be driven by a linear actuator.

  FIG. 9 is a diagram showing a state in which the cam 166 causes the pawl 162 to be engaged with the parking gear 161. The protrusion of the pole 162 is engaged with the valley between the teeth of the parking gear 161, so that the gear 161 is fixed in the rotation stopped state.

  However, since there is play D1 between the protrusion of the pole 162 and the teeth of the gear 161, the positional relationship may not be maintained if the motor torque is removed even if the rotor position is adjusted. For example, in the case where there is an inclination in a parking place when charging is performed, it is conceivable that the magnetic pole center of the rotor and the center of the stator coil are shifted due to the vehicle moving by the amount of play D1. Therefore, the control device 60 confirms whether or not the parking brake is in an ON state in step S14 of FIG.

  If the parking brake is not in the ON state in step S14, the process proceeds to step S15, and the control device 60 makes a voice announcement “please apply the parking brake” or displays that on the operation screen or the like. Prompt the driver to apply the parking brake. If the parking brake is activated, the vehicle does not move even if there is a play D1 in FIG. 9, so that the positional relationship between the rotor and the stator coil is maintained. Note that the position adjustment of the rotor may be executed in response to the shift lever being set at the parking position, and then the parking brake may be automatically activated.

  When it is confirmed in step S14 that the parking brake is ON, control device 60 adjusts the rotor position of motor generator MG1 in step S16. The output θ1 of the resolver 81 is used for detecting the position of the rotor. When the rotor of the motor generator MG1 is rotated with the position of the motor generator MG2 adjusted, the crankshaft of the engine is rotated and the position of the piston of the engine is slightly However, since the adjustment of the rotor position is the same as the rotor position adjustment of motor generator MG2 already described with reference to FIG. 7 in step S12, description thereof will not be repeated.

  When the rotor position adjustment in step S16 is completed, a charging process for the battery B1 from the commercial power supply 55 is executed in step S17.

[Explanation of charging from outside the vehicle]
Next, a method of generating a DC charging voltage from the AC voltage VAC of the commercial power supply 55 in the vehicle 100A executed in step S17 will be described.

  FIG. 10 is a flowchart showing a control structure of a program relating to determination of charging start by control device 60 shown in FIG. Note that the processing of this flowchart is called from the main routine and executed at regular time intervals or whenever a predetermined condition is satisfied.

  Referring to FIGS. 4 and 10, control device 60 determines whether or not the ignition key is set to the OFF position based on signal IG from the ignition key (step S <b> 31). If control device 60 determines that the ignition key is not set to the OFF position (NO in step S31), it determines that it is inappropriate to connect commercial power supply 55 to connector 50 and charge battery B1. Then, the process proceeds to step S36, and the control is returned to the main routine.

  If it is determined in step S31 that the ignition key is set to the OFF position (YES in step S31), control device 60 is connected to a charging plug based on voltage VAC from voltage sensor 74, and commercial power supply 55 is connected. It is determined whether or not AC power from is input to the connector 50 (step S32). When voltage VAC is not observed, control device 60 determines that AC power is not input to connector 50 (NO in step S32), proceeds to step S36, and returns control to the main routine.

  On the other hand, when voltage VAC is detected, control device 60 determines that AC power from commercial power supply 55 is input to connector 50 (YES in step S32). Then, control device 60 determines whether or not the SOC of battery B1 is lower than threshold value Sth (F) (step S33). Here, threshold value Sth (F) is a determination value for determining whether or not the SOC of battery B1 is sufficient.

  When control device 60 determines that the SOC of battery B1 is lower than threshold value Sth (F) (YES in step S33), it activates input permission signal EN to be output to relay circuit 40. Then, the control device 60 performs switching control considering each of the two inverters 20 and 30 as each phase arm of the single-phase PWM converter while operating each phase arm of each of the two inverters 20 and 30 in the same switching state. The battery B1 is charged (step S34). Thereafter, the process proceeds to step S36, and the control is returned to the main routine.

  On the other hand, when it is determined in step S33 that the SOC of battery B1 is equal to or greater than threshold value Sth (F) (NO in step S33), control device 60 determines that it is not necessary to charge battery B1. Then, a charge stop process is executed (step S35). Specifically, control device 60 stops inverters 20 and 30 and deactivates input permission signal EN output to relay circuit 40. Thereafter, the process proceeds to step S36, and the control is returned to the main routine.

  FIG. 11 is an equivalent circuit diagram for explaining the charging process executed in step S34 of FIG.

  Referring to FIGS. 4 and 11, control device 60, when charging from outside the vehicle, includes U-phase arm 22 (or 32), V-phase arm 24 (or 34) and W of inverter 20 (or 30). The npn transistors Q11 to Q16 (or Q21 to Q26) are turned ON / OFF so that an in-phase AC current flows through the phase arm 26 (or 36).

  When alternating current of the same phase flows through the U, V, and W phase coils, no rotational torque is generated in motor generators MG1 and MG2. The inverters 20 and 30 are coordinated to convert the AC voltage VAC into a DC charging voltage.

  In FIG. 11, the npn transistors Q11, Q13, and Q15 of the inverter 20 are collectively shown as an upper arm 20A, and the npn transistors Q12, Q14, and Q16 of the inverter 20 are collectively shown as a lower arm 20B. Similarly, npn transistors Q21, Q23, Q25 of inverter 30 are collectively shown as upper arm 30A, and npn transistors Q22, Q24, Q26 of inverter 30 are collectively shown as lower arm 30B.

  As shown in FIG. 11, this equivalent circuit has a single-phase commercial power supply 55 that is electrically connected to neutral points N1 and N2 via relay circuit 40 and connector 50 of FIG. It can be regarded as a PWM converter. Therefore, the inverters 20 and 30 are switched and controlled so as to operate as the respective phase arms of the single-phase PWM converter, whereby the single-phase AC power from the commercial power supply 55 is converted into DC power and supplied to the power supply line PL2. Can do.

  Referring to FIG. 6 again, when the charging process in step S17 is completed, the process proceeds to step S18 and the control is moved to the main routine.

FIG. 12 is a conceptual diagram for explaining a rough order of the charging operation.
Referring to FIG. 12, first, in response to a parking instruction, the vehicle control apparatus determines the position of the front wheel in order to adjust the rotor position of the motor. Second, the rear wheel is fixed by a parking brake so that the adjusted rotor position is maintained even if the rear wheel is parked on a slope. Third, charging is started. By doing so, charging is performed in a state where the center of the stator coil of the motor and the center of the rotor magnetic pole coincide with each other, so that vibration generated during charging can be reduced.

  Finally, referring to FIG. 4 again, the second embodiment will be generally described. The vehicle control device uses a stator coil of motor generator MG2 for driving wheels 2 to generate a charging voltage for charging the power storage device from an external power source, and an inverter 30 for driving motor generator MG2. And a control device 60 that gives an instruction to the inverter 30 to adjust the rotor position of the motor generator MG2 to a position suitable for charging with respect to the stator coil in response to a vehicle parking instruction.

  Preferably, the parking instruction is given in response to setting of shift lever 53 to the parking position.

  Preferably, control device 60 adjusts the rotor position of motor generator MG2 to a position suitable for charging with respect to the stator coil, and then outputs an output prompting the parking brake to be applied if the parking brake is not applied.

  Preferably, the charging system further utilizes a stator coil of motor generator MG1 that can generate electric power by receiving mechanical power from engine 4. The vehicle control device further includes an inverter 20 that drives motor generator MG1. Control device 60 instructs inverter 20 to adjust the rotor position of motor generator MG1 to a position suitable for charging with respect to the stator coil in response to the parking instruction.

  Preferably, the position suitable for charging is a position where the center A2 of the stator coil coincides with the center A1 of the magnetic pole of the rotor as shown in FIG.

  Also in the second embodiment, charging is performed in a state where the center of the stator coil of the motor and the center of the rotor magnetic pole coincide with each other, so that vibration generated during charging can be reduced. Further, since it is confirmed that the parking brake is applied, the motor torque is extracted and charging is started, so that vibration can be reliably reduced.

  The control methods disclosed in the above embodiments can be executed by software using a computer. A program for causing a computer to execute this control method is read from a recording medium (ROM, CD-ROM, memory card, etc.) recorded in a computer-readable manner into a computer in a vehicle control device, or provided through a communication line. You may do it.

  Further, the first embodiment describes an application example to an electric vehicle, and the second embodiment is applied to a series / parallel type hybrid system in which the power of an engine can be divided and transmitted to an axle and a generator by a power split mechanism. An example was given. However, the present invention can also be applied to a series hybrid vehicle in which an engine is used only for driving a generator, and an axle driving force is generated only by a motor that uses electric power generated by the generator.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

1 is a schematic circuit configuration diagram of an electric vehicle according to a first embodiment of the present invention. It is sectional drawing for demonstrating the position of the rotor and stator of a motor. It is a flowchart for demonstrating the control which the control apparatus 234 of FIG. 1 performs at the time of charge. FIG. 6 is a schematic block diagram of a vehicle 100A according to a second embodiment. It is the figure which showed the general structure at the time of using a computer as the control apparatus 60 or 234. FIG. It is a flowchart for demonstrating the control which the control apparatus 60 of FIG. 4 performs at the time of charge. It is the flowchart which showed the detail of the rotor position adjustment control of step S12. It is a figure for demonstrating a parking lock mechanism. It is the figure which showed the state which the cam 166 made the pole 162 bite into the parking gear 161. FIG. It is a flowchart which shows the control structure of the program regarding determination of the charge start by the control apparatus 60 shown in FIG. It is an equivalent circuit diagram for demonstrating the charging process performed by step S34 of FIG. It is a conceptual diagram for demonstrating the rough order of charge operation.

Explanation of symbols

  2 wheel, 3 power split mechanism, 4 engine, 10 boost converter, 20, 30, 214 inverter, 20A, 30A upper arm, 20B, 30B lower arm, 22, 32 U phase arm, 24, 34 V phase arm, 26, 36 W-phase arm, 40 relay circuit, 50 connector, 52 drive switch, 53, 232 shift lever, 55 commercial power supply, 57 memory, 60, 234 control device, 70, 72 to 74 voltage sensor, 80, 82 current sensor, 81 , 83, 230 Resolver, 84 Current sensor, 91 A / D converter, 94 interface unit, 96 bus, 100, 100A vehicle, 102 stator, 104 rotor, 105 rotor core, 106 shaft, 111-122 magnet, 131-142 lamination Coil, 161 parking gear , 162 parking pole, 162 pole, 165 rod, 166 cam, 169, 210 motor, 171 shaft, 172 detent plate, 173 detent spring, 175 block, 212, B1 battery, 216, C1, C2 capacitor, 220 external power supply, 222 Noise filter, 224, L reactor, A1 rotor magnetic pole center, A2 stator coil center, ACL1, ACL2 AC line, BU battery unit, D1, D2, D11-D16, D21-D26, D31-D38 diode, MG1, MG2 Motor generator N1, N2 Neutral point, PL1, PL2 Power line, Q1, Q2, Q11 to Q16, Q21 to Q26, Q31 to Q36 Transistor, RY1, RY2 relay, SL ground Inn, U1, U2 U-phase coil, UL1, UL2 U-phase line, V1, V2 V-phase coil, VL1, VL2 V-phase line, W1, W2 W-phase coil, WL1, WL2 W-phase line.

Claims (10)

A charging system for generating a charging voltage for charging a power storage device from an external power source using a stator coil of a first rotating electrical machine for driving a wheel;
A first driving device for driving the first rotating electrical machine;
A control unit that gives an instruction to adjust the rotor position of the first rotating electrical machine to a position suitable for charging with respect to the stator coil in response to a parking instruction of the vehicle. Control device.   The vehicle control device according to claim 1, wherein the parking instruction is given in response to setting of a shift lever to a parking position.   The control unit, after adjusting the rotor position of the first rotating electrical machine to a position suitable for charging with respect to the stator coil, performs an output for encouraging the parking brake to be applied if the parking brake is not applied. The vehicle control device according to claim 1. The charging system further uses a stator coil of a second rotating electric machine that can generate electric power by receiving mechanical power from an internal combustion engine,
The vehicle control device further includes a second drive device that drives the second rotating electrical machine,
The said control part gives the instruction | indication which adjusts the rotor position of a said 2nd rotary electric machine to the position suitable at the time of charge with respect to a stator coil with respect to the said 2nd drive device according to the said parking instruction | indication. The vehicle control device described in 1.   5. The vehicle control device according to claim 1, wherein the position suitable for charging is a position where a center of a stator coil and a center of a magnetic pole of a rotor coincide with each other. A charging system for generating a charging voltage for charging a power storage device from an external power source using a stator coil of a first rotating electrical machine for driving wheels, and a first drive for driving the first rotating electrical machine A vehicle control method including a device,
Detecting a parking instruction of the vehicle;
Adjusting the rotor position of the first rotating electrical machine to a position suitable for charging with respect to the stator coil with respect to the first driving device in response to the parking instruction.   The vehicle control method according to claim 6, wherein the detecting step detects the parking instruction in response to the shift lever being set to a parking position.   7. The method further comprises an output for urging the parking brake to be applied if the parking brake is not applied after adjusting the rotor position of the first rotating electrical machine to a position suitable for charging with respect to the stator coil. The vehicle control method described in 1. The charging system further uses a stator coil of a second rotating electric machine that can generate electric power by receiving mechanical power from an internal combustion engine,
The vehicle further includes a second driving device that drives the second rotating electric machine,
The vehicle according to claim 6, further comprising a step of adjusting a rotor position of the second rotating electric machine to a position suitable for charging with respect to the stator coil with respect to the second driving device in response to the parking instruction. Control method.   The vehicle control method according to claim 6 or 9, wherein the position suitable for charging is a position at which a center of a stator coil and a center of a magnetic pole of a rotor coincide with each other.

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