JP2008259328A - Vehicle and control method therefor - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To more appropriately switch motor control between rotating magnetic field control in which a rotor is rotationally driven by a rotating magnetic field and fixed magnetic field control in which the rotation of the rotor is limited by a fixed magnetic field. <P>SOLUTION: When motor control is switched from rotating magnetic field control to fixed magnetic field control in a vehicle, the following steps are carried out to control the motor. Using the phase currents Id2t, Iq2t of the rotating d axis and the rotating q axis in rotating magnetic field control, current commands Id2t*, Iq2t* and voltage commands Vd2t*, Vq2t* are set (S510, S520). The set current commands Id2t*, Iq2t* of the rotating d axis and the rotating q axis are replaced with the current commands Id2lo*, Iq2lo* of the fixed d axis and the fixed q axis in fixed magnetic field control (S540). The voltage commands Vd2t*, Vq2t* of the rotating d axis and the rotating q axis are replaced with the voltage commands Vd2lo*, Vq2lo* of the fixed d axis and the fixed q axis (S550, S560). <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a vehicle and a control method thereof.

  Conventionally, this type of vehicle includes an engine, a planetary gear mechanism having a carrier connected to the engine, a first motor (motor MG1) connected to a sun gear of the planetary gear mechanism, a ring gear and a drive wheel of the planetary gear mechanism. And a second motor (motor MG2) in which a rotor is connected to a ring gear shaft connected to each other (see, for example, Patent Document 1). In this device, when the engine is requested to start while the vehicle is stopped, the lock position (for example, one is selected from six locations) is set based on the rotational position of the rotor of the motor MG2, and the three-phase coil is set. By applying a direct current to the two phases corresponding to the locked position to form a fixed magnetic field in the stator of the second motor to lock the ring gear shaft, and after locking, the engine is motored by the first motor and started. In addition, when starting the engine, it is possible to suppress the occurrence of shock or shaking in the vehicle.

  In addition to the above-described hardware configuration, there has been proposed one including an automatic transmission between a ring gear and a drive wheel of a planetary gear mechanism (see, for example, Patent Document 2). In this vehicle, the power from the motor MG2 is converted into power corresponding to the vehicle speed and output to the drive shaft by switching the gear position of the automatic transmission according to the vehicle speed.

JP 2006-103471 A JP 2006-81324 A

  By the way, in a vehicle equipped with a motor, the first control for rotating the rotor by the rotating magnetic field of the stator and the second control for limiting the rotation of the rotor by fixing the direction of the magnetic field of the stator according to the state of the vehicle. In some cases, switching between the first control and the second control more appropriately is considered as one of the problems.

  The vehicle and the control method thereof according to the present invention are directed to the direction of the magnetic field of the stator from the rotating magnetic field control for controlling the electric motor so that the rotor connected to the power shaft coupled to the driving wheel is rotated by the rotating magnetic field of the stator. When switching the motor control to fixed magnetic field control that controls the motor so that the rotation of the rotor is restricted by fixing the motor, or when switching the motor control from fixed magnetic field control to rotating magnetic field control, the switching is more appropriate For example, the main purpose is to suppress a sudden change in the driving force acting on the power shaft from the electric motor.

  The vehicle, the control method thereof, and the drive device of the present invention employ the following means in order to achieve the above-described main object.

The vehicle of the present invention
An electric motor having a rotor connected to a power shaft coupled to a drive wheel, and capable of rotating and driving the rotor by a rotating magnetic field of a stator to input / output power to the power shaft;
The rotation of the rotor is restricted by fixing the direction of the magnetic field of the stator by rotating magnetic field control for controlling the electric motor so that the rotor is driven to rotate by the rotating magnetic field of the stator when the vehicle stops. Performing a first switching for switching the control of the motor to a fixed magnetic field control for controlling the motor and / or performing a second switching for switching the control of the motor from the fixed magnetic field control to the rotating magnetic field control. At the time of two switching, control means for controlling the electric motor so that the driving force acting on the power shaft from the electric motor continues,
It is a summary to provide.

  In the vehicle of the present invention, when the vehicle is stopped, the direction of the magnetic field of the stator is fixed by rotating magnetic field control for controlling the electric motor so that the rotor connected to the driving wheel is rotationally driven by the rotating magnetic field of the stator. When the first switching is performed to switch the motor control to the fixed magnetic field control for controlling the motor so that the rotation of the motor is restricted, or the second switching to switch the motor control from the fixed magnetic field control to the rotating magnetic field control is performed. During the second switching, the electric motor is controlled so that the driving force acting on the power shaft from the electric motor continues. Thereby, at the time of the 1st change and the 2nd change, it can control that the driving force which acts on a power shaft from an electric motor changes suddenly, and can perform the 1st change and the 2nd change more appropriately.

  In the vehicle according to the present invention, the power source includes a power source capable of outputting power to the power shaft, and the control unit outputs a driving force from the power source when the vehicle is stopped and acts on the power shaft. It may be a means for controlling the electric motor so that the driving force applied to the power shaft from the electric motor is continuous during the first switching and / or the second switching. In this case, as the rotating magnetic field control when the vehicle is stopped, the driving force for canceling the driving force output from the power source and acting on the power shaft is applied to the power shaft from the electric motor. By continuing the driving force acting on the power shaft from the electric motor, the rotation of the rotor connected to the power shaft can be suppressed at the time of the first switching or the second switching, and the vehicle is not shocked or shaken. It can be suppressed from occurring.

  In the vehicle of the present invention, the driving force acting on the power shaft from the electric motor at the time of the first switching or the second switching when the power is acting on the power shaft from the power source at the time of the stop is the first vehicle. At the time of switching and / or at the time of the second switching, it may be a means for controlling the electric motor so that the magnetic field of the stator is continuous by continuing the current supplied to the electric motor.

  In the vehicle of the present invention in which the current to be supplied to the motor at the time of the first switching or the second switching is continued, the vehicle includes an electrical angle calculating means for calculating the electrical angle based on the rotational position of the rotor of the motor, The electric motor is a synchronous generator motor that performs drive control using three-phase to two-phase conversion and two-phase to three-phase conversion, and the control unit performs the fixed magnetic field control after the first switching time, The motor may be controlled by holding the d-axis and q-axis target currents in the three-phase to two-phase conversion using the calculated electrical angle at the time of the first switching. As a result, if the driving force acting on the power shaft from the power source is constant and the rotor has stopped rotating when the rotating magnetic field control was executed before the first switching, after the first switching, It is possible to prevent the rotor from rotating when executing the fixed magnetic field control.

  Further, in the vehicle of the present invention in which the current supplied to the electric motor is continued at the time of the first switching or the second switching, an electric angle calculating means for calculating an electric angle based on the rotational position of the rotor of the electric motor. And the electric motor is a synchronous generator motor that performs drive control using three-phase to two-phase conversion and two-phase to three-phase conversion, and the rotating magnetic field control is performed using three-phase-2 using the calculated electrical angle. The control is to control the electric motor using the rotation d-axis and the rotation q-axis which are the d-axis and the q-axis in the phase conversion, and the fixed magnetic field control is the d-axis in the three-phase to two-phase conversion using a predetermined electrical angle. In addition, the motor may be controlled using the fixed d-axis and the fixed q-axis that are the q-axis.

  In the vehicle of the present invention in which the rotating magnetic field control is control using the rotating d-axis and the rotating q-axis, and the fixed magnetic field control is control using the fixed d-axis and the fixed q-axis, the predetermined electrical angle is the first electric angle. The electrical angle may be set based on the calculated electrical angle at the time of one switching and the currents of the rotation d-axis and the rotation q-axis at the time of the first switching. In this way, the predetermined electrical angle can be set based on the electrical angle at the time of the first switching and the currents on the rotation d-axis and the rotation q-axis. The predetermined electrical angle is based on the calculated electrical angle at the time of the first switching and target currents of the rotation d-axis and the rotation q-axis at the time of the first switching at the first switching. It can also be set, or it can be the direction of the magnetic field of the stator at the time of the first switching.

  In the vehicle of the present invention in which the rotating magnetic field control is control using the rotating d-axis and the rotating q-axis and the fixed magnetic field control is control using the fixed d-axis and the fixed q-axis, the control means includes the first At the time of 1 switching, the target currents of the rotation d-axis and the rotation q-axis are set, the set target currents of the rotation d-axis and the rotation q-axis are replaced with the target currents of the fixed d-axis and the fixed q-axis, It may be a means for controlling the electric motor using the replaced target currents of the fixed d-axis and fixed q-axis. The control means sets the target voltage for the rotation d-axis and the rotation q-axis at the time of the first switching, and sets the set target voltage for the rotation d-axis and the rotation q-axis to the fixed d-axis and the fixed It may be replaced with a q-axis target voltage, and the motor may be controlled by using the replaced fixed d-axis and fixed q-axis target voltages.

  Further, in the vehicle of the present invention in which the rotating magnetic field control is control using the rotating d-axis and the rotating q-axis and the fixed magnetic field control is control using the fixed d-axis and the fixed q-axis, the control means includes the fixed When the magnetic field control is executed, a fixed magnetic field control driving force that is a driving force for use in the fixed magnetic field control based on a power source shaft driving force that is output from the power source and that acts on the power shaft. The fixed d-axis and fixed q-axis target currents are set based on the set fixed magnetic field control driving force, and the electric motor is set using the set fixed d-axis and fixed q-axis target currents. It can also be a means for controlling. In this case, the control means may be means for setting a driving force larger than the power source shaft driving force to the fixed magnetic field control driving force when the fixed magnetic field control is executed. In this way, it is possible to prevent the rotation of the rotor from being sufficiently restricted when the driving force acting on the power shaft from the power source becomes slightly larger during execution of the fixed magnetic field control.

  Alternatively, in the vehicle of the present invention in which the rotating magnetic field control is control using the rotating d-axis and the rotating q-axis and the fixed magnetic field control is control using the fixed d-axis and the fixed q-axis, the control means includes the fixed When the magnetic field control is executed, the electric motor may be controlled to increase the magnitude of the magnetic field formed in the stator as compared with the first switching. In this way, it is possible to prevent the rotation of the rotor from being sufficiently restricted when the driving force acting on the power shaft from the power source becomes slightly larger during execution of the fixed magnetic field control.

  In addition, in the vehicle of the present invention in which the rotating magnetic field control is control using the rotating d-axis and the rotating q-axis and the fixed magnetic field control is control using the fixed d-axis and the fixed q-axis, the control means includes the control unit At the time of the second switching, target currents for the fixed d-axis and the fixed q-axis are set, and the set target currents for the fixed d-axis and the fixed q-axis are replaced with target currents for the rotation d-axis and the rotation q-axis, It may be a means for controlling the electric motor using the target currents of the replaced rotation d-axis and rotation q-axis. Further, the control means sets the target voltage of the fixed d-axis and the fixed q-axis at the time of the second switching, and sets the set target voltage of the fixed d-axis and the fixed q-axis to the rotation d-axis and the rotation. It can be replaced with a q-axis target voltage, and the motor can be controlled by using the replaced target voltage of the rotation d-axis and rotation q-axis. In the former case, the control means performs the second switching after executing the second switching based on a second switching motor shaft action driving force that is a driving force acting on the driving shaft from the motor at the second switching time. After setting the target current of the rotation d-axis and the rotation q-axis as the target values when shifting the target current of the rotation d-axis and the rotation q-axis and executing the second switching, the rotation d The rotation d so that the target current of the rotation axis and the rotation q-axis shifts from the rotation d-axis and rotation q-axis target current at the time of the second switching to the set rotation target rotation d-axis and rotation q-axis target currents. It is also possible to set a target current for the shaft and the rotation q-axis and to control the second electric motor using the set target current for the rotation d-axis and the rotation q-axis. By doing so, it is possible to smoothly perform a series of operations in which the second switching is performed from the state in which the fixed magnetic field control is performed and then the rotating magnetic field control is performed.

  Further, in the vehicle of the present invention in which the rotating magnetic field control is control using the rotating d-axis and the rotating q-axis, and the fixed magnetic field control is control using the fixed d-axis and the fixed q-axis, the vehicle is connected to the drive wheel. Connection release means capable of connecting and releasing the connection between the drive shaft and the power shaft can also be provided. In this case, when the shift position is changed from the travel position to the non-travel position, the control means is configured to release the connection between the power shaft and the drive shaft by the connection release control means. When the first switching is performed and the power shaft and the drive shaft are connected by the connection release control means as the shift position is changed from the non-travel position to the travel position, It may be a means for executing the second switching. In this case, when the control means executes the second switching before connecting the power shaft and the drive shaft, the motor shaft acting drive force that is a drive force acting on the drive shaft from the motor. Based on the rotation d-axis and the rotation q-axis as the target current of the rotation d-axis and the rotation q-axis at the time of the second switching, and sets the rotation d-axis and rotation of the set switching target A target relative angle is set as a target value of a relative angle that is an angle of the predetermined electrical angle with respect to the calculated electrical angle based on a q-axis target current, and the relative angle is set when the relative angle is not equal to the target angle. The target current of the rotation d axis and the rotation q axis is set so that the angle becomes equal to the target relative angle, and the electric motor is controlled using the set target current of the rotation d axis and the rotation q axis, It may be assumed to be a means for performing the second switching when the pair angle becomes equal to the target angle. By doing so, it is possible to smoothly perform a series of operations in which the second switching is performed from the state in which the fixed magnetic field control is performed and then the rotating magnetic field control is performed.

  The vehicle according to the present invention may further include a connection release means capable of connecting and releasing the connection between the drive shaft connected to the drive wheel and the power shaft.

  In a vehicle provided with a connection release means, the connection release means may be a transmission means capable of transmitting and releasing power accompanied by a change in gear position between the power shaft and the drive shaft. it can.

  In the vehicle of the present invention having a power source, the power source is connected to the internal combustion engine and the power shaft, and is connected to the output shaft of the internal combustion engine so as to be rotatable independently of the power shaft. Power input / output means capable of inputting / outputting power to / from the power shaft and the output shaft together with power input / output may be provided. In this case, the power power input / output means is connected to three axes of a generator for inputting / outputting power, the drive shaft, the output shaft, and the rotating shaft of the generator, and any one of the three axes. It can also be a means provided with a three-axis power input / output means for inputting / outputting power to / from the remaining shaft based on power input / output to / from the shaft.

The vehicle control method of the present invention includes:
A control method for a vehicle including an electric motor, wherein a rotor is connected to a power shaft connected to a drive wheel, and the rotor is rotationally driven by a rotating magnetic field of a stator to input / output power to the power shaft,
The rotation of the rotor is restricted by fixing the direction of the magnetic field of the stator by rotating magnetic field control for controlling the electric motor so that the rotor is driven to rotate by the rotating magnetic field of the stator when the vehicle stops. Performing a first switching for switching the control of the motor to a fixed magnetic field control for controlling the motor and / or performing a second switching for switching the control of the motor from the fixed magnetic field control to the rotating magnetic field control. At the time of two switching, the electric motor is controlled so that the driving force acting on the power shaft from the electric motor is continuous.
It is characterized by that.

  In the vehicle control method of the present invention, the direction of the stator magnetic field is fixed from the rotating magnetic field control for controlling the electric motor so that the rotor connected to the driving wheel is rotated by the rotating magnetic field of the stator when the vehicle is stopped. In the first switching for executing the first switching for switching the motor control to the fixed magnetic field control for controlling the electric motor so that the rotation of the rotor is restricted, or for the second switching the motor control from the fixed magnetic field control to the rotating magnetic field control. At the time of the second switching for executing the switching, the electric motor is controlled so that the driving force acting on the power shaft from the electric motor continues. Thereby, at the time of the 1st change and the 2nd change, it can control that the driving force which acts on a power shaft from an electric motor changes suddenly, and can perform the 1st change and the 2nd change more appropriately.

  Next, the best mode for carrying out the present invention will be described using examples.

  FIG. 1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 as a first embodiment of the present invention. The hybrid vehicle 20 of the first embodiment includes an engine 22, a three-shaft power distribution and integration mechanism 30 connected to a crankshaft 26 as an output shaft of the engine 22 via a damper 28, The motor MG1 capable of generating electricity connected to the distribution integration mechanism 30, the motor MG2 connected to the ring gear shaft 32a connected to the power distribution integration mechanism 30, and the power of the ring gear shaft 32a are shifted to drive wheels 39a, 39b. A transmission 60 that outputs to the connected drive shaft 36, a parking lock mechanism 90 that locks the drive wheels 39a and 39b, and a hybrid electronic control unit 70 that controls the entire vehicle are provided. In the embodiment, the engine 22, the power distribution and integration mechanism 30, and the motor MG1 correspond to a power source.

  The engine 22 is an internal combustion engine that outputs power using a hydrocarbon-based fuel such as gasoline or light oil. The engine electronic control unit (hereinafter referred to as engine ECU) 24 performs fuel injection control, ignition control, and intake air amount adjustment control. Are under operation control. The engine ECU 24 receives signals from various sensors that detect the operating state of the engine 22, for example, a crank position from a crank position sensor (not shown) that detects the crank angle of the crankshaft 26 of the engine 22. The engine ECU 24 is in communication with the hybrid electronic control unit 70, controls the operation of the engine 22 by a control signal from the hybrid electronic control unit 70, and, if necessary, transmits data related to the operating state of the engine 22 to the hybrid electronic control. Output to unit 70. The engine ECU 24 also calculates the rotational speed of the crankshaft 26, that is, the rotational speed Ne of the engine 22 based on the crank position from the crank position sensor.

  The power distribution and integration mechanism 30 includes an external gear sun gear 31, an internal gear ring gear 32 disposed concentrically with the sun gear 31, a plurality of pinion gears 33 that mesh with the sun gear 31 and mesh with the ring gear 32, A planetary gear mechanism is provided that includes a carrier 34 that holds a plurality of pinion gears 33 so as to rotate and revolve, and that performs differential action using the sun gear 31, the ring gear 32, and the carrier 34 as rotational elements. In the power distribution and integration mechanism 30, a crankshaft 26 of the engine 22 is connected to the carrier 34, a motor MG1 is connected to the sun gear 31, and a ring gear shaft 32a as an input shaft of the transmission 60 is connected to the ring gear 32. When MG1 functions as a generator, the power from the engine 22 input from the carrier 34 is distributed to the sun gear 31 side and the ring gear 32 side according to the gear ratio, and when the motor MG1 functions as an electric motor, it is input from the carrier 34. The power from the engine 22 and the power from the motor MG1 input from the sun gear 31 are integrated and output to the ring gear 32 side. The power output to the ring gear 32 is finally output from the ring gear shaft 32a to the drive wheels 39a and 39b of the vehicle via the transmission 60, the drive shaft 36, and the differential gear 38.

  FIG. 2 is a configuration diagram showing an outline of the configuration of the electric drive system centered on the motors MG1 and MG2 and the battery 50. As shown in FIGS. 1 and 2, each of motors MG1 and MG2 has rotors 45a and 46a embedded with permanent magnets and stators 45b and 46b wound with three-phase coils, and is driven as a generator. In addition, it is configured as a well-known synchronous generator motor that can be driven as an electric motor, and exchanges electric power with the battery 50 via inverters 41 and 42. Each of the inverters 41 and 42 includes six transistors T1 to T6 and T7 to T12 and six diodes D1 to D6 and D7 to D12 connected in reverse parallel to the transistors T1 to T6 and T7 to T12. Yes. Each of the six transistors T1 to T6 and T7 to T12 has two such that they are on the source side and the sink side with respect to the positive electrode bus connected to the positive electrode of the battery 50 and the negative electrode bus connected to the negative electrode of the battery 50. Each of the three-phase coils (U phase, V phase, W phase) of the motors MG1, MG2 is connected to the connection point. Therefore, a rotating magnetic field can be formed in the stators 45b and 46b around which the three-phase coils are wound by adjusting the ratio of the on-time of the paired transistors T1 to T6 and T7 to T12, and the motors MG1 and MG2 are driven to rotate. be able to. The power line 54 that connects the inverters 41 and 42 and the battery 50 is composed of a positive electrode bus and a negative electrode bus shared by the inverters 41 and 42. The electric power generated by one of the motors MG1 and MG2 It can be consumed by a motor. Therefore, battery 50 is charged / discharged by electric power generated from one of motors MG1 and MG2 or insufficient electric power. If the balance of electric power is balanced by the motors MG1 and MG2, the battery 50 is not charged / discharged. The motors MG1 and MG2 are both driven and controlled by a motor electronic control unit (hereinafter referred to as a motor ECU) 40. The motor ECU 40 is configured as a microprocessor centered on the CPU 40a, and includes a ROM 40b for storing a processing program, a RAM 40c for temporarily storing data, an input / output port and a communication port (not shown), in addition to the CPU 40a. . The motor ECU 40 receives signals necessary for driving and controlling the motors MG1 and MG2, for example, the rotors of the motors MG1 and MG2 from the rotational position detection sensors 43 and 44 that detect the rotational positions of the rotors 45a and 46a of the motors MG1 and MG2. Phase currents Iu1, Iv1, and Iu2 from current sensors 45U, 45V, 46U, and 46V that detect rotational positions θm1 and θm2 of 45a and 46a and phase currents that flow in the U-phase and V-phase of the three-phase coils of the motors MG1 and MG2. , Iv2 and the like are input, and the motor ECU 40 outputs switching control signals to the transistors T1 to T6 and T7 to T12 of the inverters 41 and 42. The motor ECU 40 is in communication with the hybrid electronic control unit 70, controls the driving of the motors MG1 and MG2 by a control signal from the hybrid electronic control unit 70, and, if necessary, data on the operating state of the motors MG1 and MG2. Output to the hybrid electronic control unit 70. The motor ECU 40 also calculates the rotational speeds Nm1, Nm2 of the motors MG1, MG2 based on the rotational positions θm1, θm2 of the rotors 45a, 46a from the rotational position detection sensors 43, 44.

  The transmission 60 is configured to be able to transmit power accompanying a change in gear position between the ring gear shaft 32a as the power shaft and the drive shaft 36 and to release the connection between the ring gear shaft 32a and the drive shaft 36. Has been. An example of the configuration of the transmission 60 is shown in FIG. As shown in the figure, the transmission 60 includes a single-pinion planetary gear mechanism 62, 64, 66, two clutches C1, C2, and three brakes B1, B2, B3. The planetary gear mechanism 62 includes an external gear sun gear 62s, an internal gear ring gear 62r arranged concentrically with the sun gear 62s, a plurality of pinion gears 62p that mesh with the sun gear 62s and mesh with the ring gear 62r, and a plurality of pinion gears 62p. The pinion gear 62p rotates and revolves, and the sun gear 62s can be connected to or disconnected from the ring gear shaft 32a by turning on and off the clutch C2, and the brake B1 can be turned on and off. The rotation can be stopped or made free, and the carrier 62c can be stopped or made free by turning on and off the brake B2. The planetary gear mechanism 64 includes an external gear sun gear 64s, an internal gear ring gear 64r disposed concentrically with the sun gear 64s, a plurality of pinion gears 64p that mesh with the sun gear 64s and mesh with the ring gear 64r, and a plurality of pinion gears 64p. And a carrier 64c that holds the pinion gear 64p in a rotatable and revolving manner. The sun gear 64s is connected to the sun gear 62s of the planetary gear mechanism 62, and the ring gear 64r is connected to or released from the ring gear shaft 32a by turning on and off the clutch C1. The carrier 64c is connected to the ring gear 62r of the planetary gear mechanism 62. The planetary gear mechanism 66 includes an external gear sun gear 66s, an internal gear ring gear 66r arranged concentrically with the sun gear 66s, a plurality of pinion gears 66p that mesh with the sun gear 66s and mesh with the ring gear 66r, and a plurality of pinion gears 66p. And a carrier 66c that holds the pinion gear 66p in a rotatable and revolving manner. The sun gear 66s is connected to the ring gear 64r of the planetary gear mechanism 64, and the ring gear 66r can stop or freely rotate by turning on and off the brake B3. The carrier 66c is connected to the ring gear 62r of the planetary gear mechanism 62, the carrier 64c of the planetary gear mechanism 64, and the drive shaft 36. The transmission 60 can disconnect the ring gear shaft 32a and the drive shaft 36 by turning off all of the clutches C1, C2 and the brakes B1, B2, B3, and can turn on the clutch C1 and the brake B3 as well as the clutch. By turning off C2 and brakes B1 and B2, the rotation of the ring gear shaft 32a is decelerated with a relatively large reduction ratio and transmitted to the drive shaft 36 (hereinafter this state is referred to as the first speed state), and the clutch C1 and By turning on the brake B2 and turning off the clutch C2 and the brakes B1 and B3, the rotation of the ring gear shaft 32a is decelerated at a reduction ratio smaller than the first speed and transmitted to the drive shaft 36 (hereinafter, this state is referred to as “the state”). 2nd speed state), by turning on the clutch C1 and the clutch B1 and turning off the clutch C2 and the brakes B2 and B3. The rotation of the ring gear shaft 32a is decelerated at a reduction ratio smaller than the second speed and transmitted to the drive shaft 36 (hereinafter this state is referred to as the third speed state), the clutches C1, C2 are turned on, and the clutches B1, B2, B3 Is turned off, the rotation of the ring gear shaft 32a is transmitted to the drive shaft 36 as it is (hereinafter this state is referred to as the fourth speed state). Further, the transmission 60 turns the clutch C2 and the brake B3 on and turns off the clutch C1 and the brakes B1 and B2, thereby reversing and decelerating the rotation of the ring gear shaft 32a and transmitting it to the drive shaft 36. (Hereafter, this state is called a reverse state). The clutches C1, C2, C3 and the brakes B1, B2 are turned on and off by adjusting the hydraulic pressure applied to the clutches C1, C2, C3 brakes B1, B2 by driving a hydraulic actuator 100 (not shown). .

  The parking lock mechanism 90 includes a parking gear 92 attached to the drive shaft 36, and a parking lock pole 94 that engages with the parking gear 92 and locks in a state in which the rotational drive is stopped. In the parking lock pole 94, an actuator (not shown) is driven and controlled by the hybrid electronic control unit 70 that receives an operation signal from another position to the parking position (P position) or an operation signal from the parking position to another position. The parking lock and the release thereof are performed by meshing with the parking gear 92 and releasing it. Since the drive shaft 36 is mechanically connected to the drive wheels 39a and 39b, the parking lock mechanism 90 indirectly locks the drive wheels 39a and 39b.

  The battery 50 is managed by a battery electronic control unit (hereinafter referred to as a battery ECU) 52. The battery ECU 52 is attached to a signal necessary for managing the battery 50, for example, a battery voltage from a voltage sensor (not shown) installed between the terminals of the battery 50, and a power line 54 connected to the output terminal of the battery 50. The charging / discharging current from the current sensor (not shown), the battery temperature Tb from the temperature sensor 51 attached to the battery 50, and the like are input, and the data on the state of the battery 50 is electronically controlled by communication as necessary. Output to unit 70. Further, the battery ECU 52 calculates the remaining capacity (SOC) based on the integrated value of the charging / discharging current detected by the current sensor in order to manage the battery 50, and calculates the remaining capacity (SOC) and the battery temperature Tb. The input / output limits Win and Wout, which are the maximum allowable power that may charge / discharge the battery 50, are calculated based on the above.

  The hybrid electronic control unit 70 is configured as a microprocessor centered on the CPU 72, and in addition to the CPU 72, a ROM 74 for storing processing programs, a RAM 76 for temporarily storing data, an input / output port and communication not shown. And a port. The hybrid electronic control unit 70 includes an ignition signal from an ignition switch 80, a shift position SP from a shift position sensor 82 that detects the operation position of the shift lever 81, and an accelerator pedal position sensor 84 that detects the amount of depression of the accelerator pedal 83. The accelerator pedal opening Acc from the vehicle, the brake pedal position BP from the brake pedal position sensor 86 for detecting the depression amount of the brake pedal 85, the vehicle speed V from the vehicle speed sensor 88, and the like are input via the input port. The hybrid electronic control unit 70 outputs a drive signal to an actuator (not shown) for turning on and off the clutches C1, C2, C3 and brakes B1, B2 of the transmission 60, a drive signal to an actuator (not shown) of the parking lock mechanism 90, and the like. It is output through the port. As described above, the hybrid electronic control unit 70 is connected to the engine ECU 24, the motor ECU 40, and the battery ECU 52 via the communication port, and exchanges various control signals and data with the engine ECU 24, the motor ECU 40, and the battery ECU 52. ing.

  In the hybrid vehicle 20 of the first embodiment, the position of the shift lever 81 detected by the shift position sensor 82 includes a parking position (P position), a neutral position (N position), a drive position (D position), and a reverse position. (R position). When the shift position SP is the D position or the R position, the transmission 60 is in the 1st to 4th speeds of the clutches C1, C2 and the brakes B1, B2, B3 so as to be in the reverse state. It is assumed that the clutch and brake corresponding to the state and the reverse state are engaged, and when the shift position SP is the N position or the P position, the clutches C1, C2 and the brakes B1, B2, B3 of the transmission 60 are all released. It was. When the shift position SP is the P position, the driving wheels 39a and 39b are locked by the parking lock mechanism 90.

  The hybrid vehicle 20 of the first embodiment configured as described above is powered based on the accelerator opening Acc and the vehicle speed V corresponding to the depression amount of the accelerator pedal 83 by the driver when the shift position SP is the D position or the R position. The engine 22, the motor MG <b> 1, and the motor MG <b> 2 are controlled to calculate the required torque to be output to the ring gear shaft 32 a serving as the shaft and output the required power corresponding to the required torque to the ring gear shaft 32 a. As operation control of the engine 22, the motor MG1, and the motor MG2, the operation of the engine 22 is controlled so that power corresponding to the required power is output from the engine 22, and all of the power output from the engine 22 is the power distribution and integration mechanism 30. Torque conversion operation mode for driving and controlling the motor MG1 and the motor MG2 so that the torque is converted by the motor MG1 and the motor MG2 and output to the ring gear shaft 32a, and the required power and the power required for charging and discharging the battery 50. The engine 22 is operated and controlled so that suitable power is output from the engine 22, and all or part of the power output from the engine 22 with charging / discharging of the battery 50 is the power distribution and integration mechanism 30, the motor MG1, and the motor. The required power is converted to the ring gear shaft 32 with torque conversion by MG2. Charge / discharge operation mode in which the motor MG1 and the motor MG2 are driven and controlled to be output to each other, and a motor operation mode in which the operation of the engine 22 is stopped and the power corresponding to the required power from the motor MG2 is output to the ring gear shaft 32a. and so on. At this time, the motor MG2 is rotationally driven by a rotating magnetic field formed in the stator 46b around which the three-phase coil is wound. Hereinafter, the control of the motor MG2 is referred to as rotating magnetic field control.

  Further, when the shift position SP is the P position or the N position, the engine 22 is subjected to a load operation due to a charging request from the battery 50, and the torque acts on the ring gear shaft 32a from the engine 22 via the power distribution integration mechanism 30. In some cases, the control of limiting the rotation of the rotor 46a (ring gear shaft 32a) is executed by fixing the direction of the magnetic field formed in the stator 46b of the motor MG2 (hereinafter, this magnetic field is referred to as a fixed magnetic field). Hereinafter, the control of the motor MG2 is referred to as fixed magnetic field control. FIG. 4 is an explanatory diagram used for explaining the control of the motor MG2. When the motor MG2 is controlled, as shown in the figure, the stator 46b of the motor MG2 has a combined magnetic field (solid line in the figure) obtained by synthesizing the magnetic fields formed by the U phase, V phase, and W phase that are energized. A thick arrow) is formed. In the above-described rotating magnetic field control, the motor MG2 is controlled so that the rotor 46a rotates by rotating the direction of the combined magnetic field. On the other hand, in the fixed magnetic field control, the rotation of the rotor 46a is limited by fixing the direction of the combined magnetic field. In the fixed magnetic field control, when the direction of the fixed magnetic field matches the direction of the magnetic flux formed by the permanent magnet of the rotor 46a of the motor MG2, no torque acts on the ring gear shaft 32a as the power shaft from the motor MG2, but as shown in the figure. In addition, when the direction of the fixed magnetic field and the current direction of the magnetic flux of the rotor 46a are misaligned, the direction of the fixed magnetic field formed in the stator 46b and the direction of the current magnetic flux of the rotor 46a are misaligned. Accordingly, torque acts on ring gear shaft 32a from motor MG2 (hereinafter, this torque is referred to as suction torque Tm2at), and torque (hereinafter referred to as power source shaft acting torque) acts on ring gear shaft 32a from a power source including engine 22 and motor MG1. The ring gear shaft 32a (robot) is at a position where the suction torque Tm2at and the suction torque Tm2at are balanced. Data 46a) is stopped. Here, the attraction torque Tm2at changes according to the deviation between the direction of the fixed magnetic field and the current direction of the magnetic flux of the rotor 46a, and energizes the three-phase coil of the stator 46b to form the fixed magnetic field in the stator 46b. The larger the magnitude of the current to be generated, the larger the current. In the example of FIG. 4, the rotor 46a rotates counterclockwise when the motor MG2 rotates forward, and the rotor 46a rotates clockwise when the motor MG2 rotates negatively.

  Next, the operation of the hybrid vehicle 20 of the first embodiment configured as described above, particularly the control when switching the control of the motor MG2 between the rotating magnetic field control and the fixed magnetic field control will be described. FIG. 5 is a flowchart illustrating an example of a control routine during the stop-time load operation executed by the hybrid electronic control unit 70. This routine is repeatedly executed at predetermined time intervals (for example, every several msec) when the vehicle is stopped and the engine 22 is under load operation. Whether or not the vehicle is stopped can be determined, for example, based on whether or not the vehicle speed V is approximately 0 and the amount of depression of the brake pedal 85 is greater than or equal to a predetermined amount. In the first embodiment, when the shift position SP is changed from the D position or the R position to the P position, the transmission is performed after performing the first switching for switching the control of the motor MG2 from the rotating magnetic field control to the fixed magnetic field control. All the 60 clutches C1, C2 and brakes B1, B2, B3 are released to release the connection between the ring gear shaft 32a and the drive shaft 36, and the shift position SP is changed from the P position to the D position or the R position. Occasionally, the clutch or brake corresponding to the 1st to 4th speed state or the reverse state of the clutches C1, C2 and the brakes B1, B2, and B3 so that the transmission 60 is in the 1st to 4th speed state or the reverse state. And the ring gear shaft 32a and the drive shaft 36 are connected, and then the motor MG2 is controlled from the fixed magnetic field control to the rotating magnetism. And it shall perform the second switching switch to control.

  When the control routine during the stop load operation is executed, the CPU 72 of the hybrid electronic control unit 70 first requests the shift position SP from the shift position sensor 82, the rotational speeds Nm1, Nm2, and the battery 50 of the motors MG1, MG2. Data necessary for control, such as charge / discharge required power Pb *, transmission state flag F0, and rotating magnetic field control execution flag F1, are input (step S100). Here, the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 are calculated based on the rotational positions θm1 and θm2 of the rotors 45a and 46a of the motors MG1 and MG2 detected by the rotational position detection sensors 43 and 44, respectively. Input from the ECU 40 by communication. The charge / discharge required power Pb * is set based on the remaining capacity SOC and is input from the battery ECU 52 by communication. Further, the transmission state flag F0 is set to 1 when the ring gear shaft 32a and the drive shaft 36 are connected by the transmission 60, and when the connection between the ring gear shaft 32a and the drive shaft 36 is released. It is assumed that the value is set to 0 and the data written in the predetermined area of the RAM 76 is read and input. The rotating magnetic field control execution flag F1 is set to a value of 1 when the rotating magnetic field control is executed as the control of the motor MG2 by a motor control routine described later, and is set to a value of 0 when the fixed magnetic field control is executed. The input was input from the motor ECU 40 by communication.

  When the data is input in this way, the input charge / discharge request power Pb * of the battery 50 is set to the request power Pe * to be output from the engine 22 (step S110), and the engine 22 is efficiently operated based on the set request power Pe *. The target rotational speed Ne * and the target torque Te * are set as target operating points that can be operated, and the set target rotational speed Ne * and target torque Te * are transmitted to the engine ECU 24 (step S120). The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te * performs control of the intake air amount in the engine 22 so that the engine 22 is operated at the operating point indicated by the target rotational speed Ne * and the target torque Te *. Controls such as fuel injection control and ignition control are performed. For example, when the remaining capacity SOC is less than the threshold value S1 (for example, 55%), a positive value is set for the charge / discharge required power Pb *, and the remaining capacity SOC is changed from the threshold value S1 to the threshold value S2 (for example, 65%). If the charge / discharge required power Pb * is within the range of 0, a value 0 is set, and if the remaining capacity SOC is greater than the threshold value S2, the charge / discharge required power Pb * is set to a negative value. Therefore, the case where a positive value is set for the charge / discharge required power Pb * is considered. Hereinafter, for the sake of simplicity, it is assumed that a predetermined positive value is set for the charge / discharge required power Pb *, the required power Pe * is constant, and the engine 22 is in steady operation.

  Subsequently, the target rotational speed Nem * of the motor MG1 is calculated by the following equation (1) using the target rotational speed Ne * of the engine 22, the rotational speed Nm2 of the motor MG2, and the gear ratio ρ of the power distribution and integration mechanism 30. Based on the calculated target rotational speed Nm1 *, the input rotational speed Nm1 of the motor MG1, the target torque Te * of the engine 22, and the gear ratio ρ of the power distribution and integration mechanism 30, the torque to be output from the motor MG1 according to the equation (2) The torque command Tm1 * is calculated and transmitted to the motor ECU 40 (step S130). Next, the calculated torque command Tm1 * of the motor MG1 and the gear ratio ρ of the power distribution and integration mechanism 30 are used. Power source shaft work which is a torque acting on the ring gear shaft 32a as the power shaft from the power source including the engine 22 and the motor MG1 according to the equation (3) Calculating a torque TRPO (step S140). Here, Expression (1) is a dynamic relational expression for the rotating element of the power distribution and integration mechanism 30. FIG. 6 is a collinear diagram showing an example of a dynamic relationship between the rotation speed and torque in the rotating elements of the power distribution and integration mechanism 30 when the engine 22 is under load operation. In the figure, the left S-axis indicates the rotation speed of the sun gear 31 that is the rotation speed Nm1 of the motor MG1, the C-axis indicates the rotation speed of the carrier 34 that is the rotation speed Ne of the engine 22, and the R-axis indicates the rotation speed of the motor MG2. The rotation speed Nr of the ring gear 32, which is a number Nm2, is shown. Expressions (1) and (3) can be easily derived by using this alignment chart. Expression (2) is a relational expression in feedback control for rotating the motor MG1 at the target rotational speed Nm1 *. In Expression (2), “k1” in the second term on the right side is a gain of a proportional term. “K2” in the third term on the right side is the gain of the integral term. The motor ECU 40 that has received the torque command Tm1 * performs switching control of the switching element of the inverter 41 so that the motor MG1 is driven by the torque command Tm1 *.

  Next, the value of the rotating magnetic field control execution flag F1 is checked (step S150). When the rotating magnetic field control execution flag F1 is 1, that is, when the rotating magnetic field control is executed as the control of the motor MG2 by the motor ECU 40, A torque (-Trpo) for canceling the power source shaft acting torque Trpo is set in the torque command Tm2 * as a torque to be output from the motor MG2 (step S160), and when the rotating magnetic field control execution flag F1 is 0, that is, When fixed magnetic field control is being executed as control of motor MG2 by motor ECU 40, the absolute value of power source shaft action torque Trpo is set and set to locking torque Tm2lo (step S170).

  Subsequently, the shift position SP is checked (step S180), and when the shift position SP is the D position or the R position, the value of the transmission state flag F0 is checked (step S190), and the shift position SP is the D position or the R position. When the transmission state flag F0 is the value 1, that is, when the ring gear 32a and the drive shaft 36 are connected, the value 1 is set in the rotating magnetic field control request flag F2 (step S200), and the shift position is set. Even when the SP is in the P position, or when the shift position SP is in the D position or the R position, when the transmission state flag F0 is 1, that is, when the connection between the ring gear shaft 32a and the drive shaft 36 is released. A value 0 is set in the rotating magnetic field control request flag F2 (step S210), A torque command Tm2 * or locking torque Tm2lo, a rotating magnetic field control request flag F2, the sending to the motor ECU 40 (step S220), and ends the vehicle stop during load operation in the control routine. The motor ECU 40 that receives the torque command Tm2 * or the locking torque Tm2lo and the rotating magnetic field control request flag F2 controls the motor MG2 by using the motor control routine illustrated in FIG. Although the details will be described later by the motor control routine of FIG. 7, when the rotating magnetic field control is executed, torque corresponding to the torque command Tm2 * (hereinafter referred to as command-corresponding torque) acts on the ring gear shaft 32a as the power shaft. When the fixed magnetic field control is executed, the aforementioned attraction torque according to the locking torque Tm2lo and the deviation between the direction of the fixed magnetic field formed in the stator 46b and the direction of the magnetic flux of the permanent magnet embedded in the rotor 46a. Tm2at acts on the ring gear shaft 32a from the motor MG2. Therefore, hereinafter, as the torque acting on the ring gear shaft 32a from the motor MG2, the command corresponding torque and the suction torque Tm2at may be collectively referred to as a motor shaft acting torque Trm. As described above, since it is assumed that the engine 22 is in a steady operation, the power source shaft acting torque Trpo is constant.

  Next, the motor control routine of FIG. 7 will be described. This routine is repeatedly executed every predetermined time (for example, every several msec), similarly to the control routine during load stop operation in FIG. When the motor control routine is executed, first, the CPU 40a of the motor ECU 40 first sets the phase currents Iu2 and Iv2 flowing in the U-phase and V-phase of the three-phase coils from the current sensors 46U and 46V and the motor MG2 from the rotational position detection sensor 44. Rotation position θm of the rotor 46a, torque command Tm2 * of the motor MG2, torque Tm2lo for locking, rotation magnetic field control request flag F2, and other data necessary for control are executed (step S300), and the input motor MG2 The electrical angle θe2 is calculated by multiplying the rotational position θm2 of the rotor 46a by the number of pole pairs p (step S310). Here, the torque command Tm2 * of the motor MG2 or the torque Tm2lo for locking and the rotating magnetic field control request flag F2 are set by the electronic control unit for hybrid 70 through communication from those set by the control routine during the stationary load operation of FIG. It was supposed to be entered.

  Subsequently, the values of the rotating magnetic field control execution flag F1 and the rotating magnetic field control request flag F2 are examined (step S320). As described above, the rotating magnetic field control execution flag F1 is set to a value of 1 when the rotating magnetic field control is executed as the control of the motor MG2, and is set to a value of 0 when the fixed magnetic field control is executed. Flag to be When both the rotating magnetic field control execution flag F1 and the rotating magnetic field control request flag F2 are 1, that is, when the rotating magnetic field control is executed as the control of the motor MG2, and the rotating magnetic field control is requested from the hybrid electronic control unit 70. Then, the rotating magnetic field control is executed (step S330), and when the rotating magnetic field control execution flag F1 is 1 and the rotating magnetic field control request flag F2 is 0, that is, the rotating magnetic field control is executed as the control of the motor MG2. When the fixed magnetic field control is requested from the electronic control unit 70, the first switching time control that is the control for executing the first switching for switching the control of the motor MG2 from the rotating magnetic field control to the fixed magnetic field control is executed (step S340). ), When the rotating magnetic field control execution flag F1 and the rotating magnetic field control request flag F2 are both 0, that is, When fixed magnetic field control is requested from the hybrid electronic control unit 70 as fixed magnetic field control as control of the magnetic field MG2, the fixed magnetic field control is executed (step S350), and the rotating magnetic field control execution flag F1 is 0 and the rotating magnetic field control request is made. When the flag F2 is 1, that is, when the fixed magnetic field control is executed as the control of the motor MG2 and the rotating magnetic field control is requested from the hybrid electronic control unit 70, the control of the motor MG2 is changed from the fixed magnetic field control to the rotating magnetic field control. Control at the time of second switching, which is control when executing the second switching to be switched to control, is executed (step S360), and the motor control routine is ended. Here, in the embodiment, the rotating magnetic field control and the fixed magnetic field control are executed using three-phase to two-phase conversion and two-phase to three-phase conversion. Hereinafter, the d-axis and the q-axis in the three-phase to two-phase conversion of the rotating magnetic field control are referred to as the rotating d-axis and the rotating q-axis, and the d-axis and the q-axis in the three-phase to two-phase conversion of the fixed magnetic field control are the fixed d-axis and This is called the fixed q axis. Here, the rotation d-axis is the direction of the magnetic flux formed by the permanent magnet affixed to the rotor 46a (the direction corresponding to the electrical angle θe2 and rotates with the rotation of the rotor 46a), and the rotation q-axis is The motor MG2 has a direction that is advanced by π / 2 with respect to the rotation d-axis in a direction in which the motor MG2 is rotated forward (counterclockwise in FIG. 4). The fixed d-axis is in a direction corresponding to a locking electrical angle θe2set described later (constant regardless of the electrical angle θe2), and the fixed q-axis is π with respect to the fixed d-axis in the direction in which the motor MG2 is rotated forward. The direction was advanced by / 2.

  Hereinafter, when the shift position SP is changed from the D position or the R position to the P position while the vehicle is stopped and then changed from the P position to the D position or the R position, that is, for the control of the motor MG2, the rotating magnetic field control is performed. Consider a case in which the first switching is performed to switch to fixed magnetic field control from the current state, and then the second switching is performed to switch to rotating magnetic field control from the state in which the fixed magnetic field control is performed.

  First, when the shift position SP is at the D position or the R position, that is, in the motor control routine of FIG. 7, both the rotating magnetic field control execution flag F1 and the rotating magnetic field control request flag F2 are 1 in step S320. Consider the case of executing the rotating magnetic field control. FIG. 8 is a flowchart showing an example of rotating magnetic field control. In the rotating magnetic field control, first, the phase currents Iu2, Iv2 are rotated by using the electrical angle θe2 with the sum of the phase currents Iu2, Iv2, Iw2 flowing in the U phase, V phase, W phase of the three-phase coil of the motor MG2 as 0. The d-axis and rotation q-axis currents Id2t and Iq2t are subjected to coordinate conversion (three-phase to two-phase conversion) by the following equation (4) (step S400).

  Subsequently, current commands Id2t * and Iqt2 * for the rotation d axis and the rotation q axis are set based on the torque command Tm2 * of the motor MG2 (step S410). Here, in the first embodiment, the current commands Id2t * and Iq2t * are the relationship between the torque command Tm2 * and the current commands Id2t * and Iqt2 *, for example, the square of the current command Id2t * and the square of the current command Iq2t * The relationship between the square root of the sum (hereinafter referred to as current command value Im2t * for torque output) being relatively small and the motor MG2 being driven by the torque command Tm2 * is determined in advance in the ROM 40b as a current command setting map for rotating magnetic field control. When the torque command Tm2 * is given, the corresponding current commands Id2t * and Iq2t * are derived and set from the stored map. An example of the current command setting map for rotating magnetic field control is shown in FIG. FIG. 9 shows a state where the current commands Id2t * and Iq2t * for the rotation d axis and the rotation q axis are set when the torque command Tm2 * is the torque T6. In addition to the torque command Tm2 * and the current commands Id2t * and Iq2t *, FIG. 9 shows the torque output current command value Im2t * and the angle of the torque output current command value Im2t * with respect to the rotation d axis ( The relative angle θre as the direction of the magnetic field formed in the stator 46b with respect to the direction of the magnetic flux of the permanent magnet embedded in the rotor 46a is shown as the torque output angle θt. Hereinafter, the torque output angle θt refers to the relative angle θre when the current commands Id2t * and Iq2t * are set using the relationship shown in FIG. 9 or the relationship similar to FIG. In the first embodiment, since the motor MG2 including the rotor 46a in which the permanent magnet is embedded is used, reluctance torque is generated in addition to the torque by the permanent magnet. Therefore, the possible range of the torque output angle θt when setting the current commands Id2 * and Iq2 * so that the torque output current command value Im2t * is relatively small is the direction in which the motor MG2 is rotated forward (in FIG. 6). When the torque is output from the motor MG2 in the upward direction, π / 2 to π, and when the torque is output from the motor MG2 in the direction of rotating the motor MG2 in the negative direction (downward in FIG. 6), −π / 2 to −π. Become. In the process of step S410, since it is considered that the engine 22 is now under load operation, in order to cancel the power source shaft acting torque Trpo, the torque command Tm2 * is a downward torque (ring gear shaft 32a in FIG. 6). (Torque for negative rotation). Therefore, negative values are set for both current commands Id2t * and Iq2t *. When the motor MG2 having a permanent magnet attached to the surface of the rotor is used, reluctance torque is not generated, and the torque output angle θt may be set to π / 2 or −π / 2.

  When the rotation d-axis and rotation q-axis current commands Id2t * and Iq2t * are thus set, the set rotation d-axis and rotation q-axis current commands Id2t * and Iq2t * and the rotation d-axis and rotation q-axis currents Id2t and Iq2t Are used to calculate voltage commands Vd2t * and Vq2t * for the rotation d-axis and the rotation q-axis by the following equations (5) and (6) (step S420). The voltage commands Vu2 * and Vv2 * to be applied to the U-phase, V-phase, and W-phase of the three-phase coil of the motor MG2 by using the electrical angle θe2 and the voltage commands Vd2t * and Vq2t * for the rotation d-axis and the rotation q-axis. , Vw2 * are subjected to coordinate transformation (two-phase to three-phase transformation) according to equations (7) and (8) (step S430), and the coordinate-converted voltage commands Vu2 *, Vv2 *, Vw2 * are converted into transistors T7 to T7 of the inverter 42. The motor MG2 is driven and controlled by converting T12 into a PWM signal for switching and outputting it to the transistors T7 to T12 of the inverter 42 (step S440), and a value 1 is set to the rotating magnetic field control execution flag F1 (step S440). S450), the motor control routine is terminated. Here, in Expression (5) and Expression (6), “Kp1” and “Kp2” are proportional coefficients, and “Ki1” and “Ki2” are integration coefficients. Hereinafter, in the formulas (5) and (6), the first term is referred to as a proportional term and the second term is referred to as an integral term. In this case, the rotor 46a stops rotating due to the power source shaft operating torque Trpo and the motor shaft operating torque Trm (command-corresponding torque).

  Next, when the shift position SP is changed from the D position or the R position to the P position, that is, in the motor control routine of FIG. 7, in step S320, the rotating magnetic field control execution flag F1 is 1 and the rotating magnetic field control request flag F2 is set. Is a value of 0, and considers the time of executing the first switching control in step S340. FIG. 10 is a flowchart illustrating an example of the first switching control. In the first switching control, first, similarly to the processing in steps S400 to S420 of the rotating magnetic field control in FIG. 8, the phase currents Iu2 and Iv2 of the motor MG2 are converted to the currents of the rotating d axis and the rotating q axis using the electrical angle θe2. Coordinates are converted to Id2t and Iq2t (three-phase to two-phase conversion) (step S500), and current commands Id2t * and Iqt2 * for the rotation d-axis and rotation q-axis are set based on the torque command Tm2 * of the motor MG2 (step S500). S510), using the set rotation d-axis and rotation q-axis current commands Id2t * and Iq2t * and the currents Id2t and Iq2t, the rotation d-axis and rotation q-axis voltage commands Vd2t * and Vq2t * are calculated (step S520). ).

  Subsequently, by using the electrical angle θe2 of the motor MG2 and the currents Id2t and Iq2t of the rotating d-axis and the rotating q-axis, a locking electrical angle θe2set for use in fixed magnetic field control is calculated by the following equation (9) (step) S530). FIG. 11 is an explanatory diagram used for explaining the electrical angle θe2set for locking. When executing the rotating magnetic field control, as shown in the figure, the rotation d-axis and rotation q-axis current commands Id2t * and Iq2t * are set based on the torque command Tm2 * and the set current commands Id2t * and Iq2t * are supported. The motor MG2 is controlled such that the currents Id2t and Iq2t to be supplied to the motor MG2. In the first embodiment, the direction corresponding to the currents Id2t and Iq2t of the rotation d axis and the rotation q axis (the direction of the torque output current command value Im2t * in FIG. 11) is set to the fixed d axis. The electrical angle θe2set is set. The second term in equation (9) corresponds to the aforementioned torque output angle θt, and the possible range is −π to −π / 2, π / 2 to π.

  Next, the square root of the sum of the square of the rotation d-axis current command Id2t * set in step S510 and the square of the rotation q-axis current command Iq2t * (torque output current command value Im2t *) is used as the fixed d-axis current. The command Id2lo * is set and a value 0 is set to the fixed q-axis current command Iq2lo * (step S540). This process is a process of replacing the current commands Id2t * and Iq2t * for the rotation d-axis and the rotation q-axis with the current commands Id2lo * and Iq2lo * for the fixed d-axis and fixed q-axis.

  Subsequently, the value 0 is set to the proportional term (first term) in the following equations (10) and (11), and the square of the rotation d-axis voltage command Vd2t * calculated in step S520 and the rotation q-axis voltage command are calculated. The square root of the sum of Vq2t * and the square (hereinafter referred to as the torque output voltage value Vmt) is set in the integral term (second term) in Equation (10) and the value 0 is set in the integral term (second term in Equation (11)). (Step S550), and using the proportional and integral terms in the set equations (10) and (11), the voltage commands for the fixed d-axis and fixed q-axis are obtained by equations (10) and (11). Vd2lo * and Vq2lo * are calculated (step S560). Here, in the equations (10) and (11), “Vd2t *” in the equations (5) and (6) is changed to “Vd2lo *”, “Vq2t *” is changed to “Vq2lo *”, and “Id2t *” is changed to “Id2t *”. “Id2lo *” is replaced with “Id2t” by “Id2lo”, “Iq2t *” by “Iq2lo *”, and “Iq2t” by “Iq2lo”. The processing in steps S550 and S560 is processing for replacing the voltage commands Vd2t * and Vq2t * for the rotation d-axis and the rotation q-axis with the voltage commands Vd2lo * and Vq2lo * for the fixed d-axis and fixed q-axis.

  When the fixed d-axis and fixed q-axis voltage commands Vd2lo * and Vq2lo * are set in this way, the fixed d-axis and fixed q-axis voltage commands Vd2lo * and Vq2lo * are converted into voltage commands Vu2 * and Vv2 using the electrical angle θe2set for locking. *, Vw2 * is converted to a coordinate (2 phase −) by replacing “θe2” with “θe2set”, “Vd2t *” with “Vd2lo *”, and “Vq2t *” with “Vq2lo *” in equation (7). (Three-phase conversion) (step S570), the voltage commands Vu2 *, Vv2 *, and Vw2 * that have undergone coordinate conversion are converted into PWM signals, and the motor MG2 is driven and controlled using this (step S580), and the rotating magnetic field control execution flag is set. A value 0 is set in F1 (step S590), and the motor control routine is terminated. By controlling the motor MG2 in this way, the phase and magnitude of the current supplied to the three-phase coil wound around the stator 46b of the motor MG2 at the phase corresponding to the electrical angle for locking θe2set at the time of the first switching. Will continue, and the direction and magnitude of the magnetic field formed in the stator 46b will be continuous. As a result, the motor shaft acting torque Trm continues during the first switching. As described above, in the first embodiment, when the shift position SP is changed from the D position or the R position to the P position, the first changeover is performed and then the transmission 60 connects the ring gear shaft 32a and the drive shaft 36. Since the connection is to be released, the motor shaft acting torque Trm is made continuous at the time of the first switching, so that a sudden change in the motor shaft acting torque Trm causes the gears of the transmission 60 to rattle or the vehicle is shocked or shaken. Can be prevented from occurring. Thus, when the first switching control is completed and the value 0 is set in the rotating magnetic field control execution flag F1, the transmission 60 releases the connection between the ring gear shaft 32a and the drive shaft 36. Further, since the value 0 is set in the rotating magnetic field control execution flag F1, when the motor control routine of FIG. 7 is executed after the next time, both the rotating magnetic field control execution flag F1 and the rotating magnetic field control request flag F2 are set in step S320. The value becomes 0, and the fixed magnetic field control in step S350 is executed.

  FIG. 12 is a flowchart illustrating an example of fixed magnetic field control. In the fixed magnetic field control, first, the phase currents Iu2 and Iv2 of the motor MG2 are converted into the fixed d-axis and fixed q-axis currents Id2lo and Iq2lo using the locking electrical angle θe2set set in the first switching control of FIG. In 4), coordinate conversion (three-phase to two-phase conversion) is performed by replacing “θe2” with “θe2set”, “Id2t” with “Id2lo”, and “Iq2t” with “Iq2lo” (step S600), and locking. A fixed d-axis current command Id2lo * is set based on the torque Tm2lo for use, and a value 0 is set to the fixed q-axis current command Iq2lo * (step S610). Here, in the first embodiment, the current command Id2lo * is determined in advance by storing the relationship between the locking torque Tm2lo and the fixed d-axis current command Id2lo * in the ROM 40b, and is given the locking torque Tm2lo. The corresponding current command Id2 * is derived from the stored map and set. In the first embodiment, this map shows that when the absolute value of the torque command Tm2 * and the locking torque Tm2lo are equal, the torque output current command value Im2t * (the square of the rotation d-axis current command Id2t * and the rotation q It is assumed that there is a relationship in which the square root of the sum of the squares of the current command Iq2t * of the axis and the current command Id2lo * of the fixed d-axis are equal. In the first embodiment, since it is assumed that the power source shaft acting torque Trpo is constant, the absolute value of the torque command Tm2 * when the rotating magnetic field control is executed and the current locking torque Tm2lo Are set to the same value. Accordingly, with respect to the control of the motor MG2, the torque output current command value Im2t * and the current of the fixed d-axis from the state in which the rotating magnetic field control is executed to the time when the first switching is executed and then the fixed magnetic field control is executed. The command Id2lo * has a constant phase and magnitude continuously.

  Thus, when the fixed d-axis and fixed q-axis current commands Id2lo * and Iq2lo * are set, the fixed d-axis and the fixed q-axis current commands Id2lo * and Iq2lo * and the currents Id2lo and Iq2lo are set to The fixed q-axis voltage commands Vd2lo * and Vqlo2 * are calculated by the equations (10) and (11) (step S620), and the locking is performed in the same manner as the processing of steps S570 to S590 in the first switching control of FIG. Using the electrical angle θe2set, the fixed d-axis and fixed q-axis voltage commands Vd2lo * and Vq2lo * are coordinate-converted into voltage commands Vu2 *, Vv2 * and Vw2 * (two-phase to three-phase conversion) (step S630), The converted voltage commands Vu2 *, Vv2 *, Vw2 * are converted into PWM signals, and the motor MG2 is driven and controlled using this. -Up S640), the rotating magnetic field control execution flag F1 set the value 0 (step S650), and ends the motor control routine. By controlling the motor MG2 in this way, the torque corresponding to the torque output current command value Im2t * based on the torque command Tm2 * and the fixed magnetic field control when executing the rotating magnetic field control. Since the suction torque Tm2at corresponding to the fixed d-axis current command Id2lo * based on the locking torque Tm2lo is continuously constant, the power source shaft acting torque Trpo and the motor shaft acting torque Trm are balanced with each other. Even when the connected state is maintained and the connection between the ring gear shaft 32a and the drive shaft 36 is released, the rotation of the rotor 46a is maintained.

  Next, when the shift position SP is changed from the P position to the D position or the R position and the ring gear shaft 32a and the drive shaft 36 are connected by the transmission 60, that is, in the motor control routine of FIG. Consider the case where the rotating magnetic field control execution flag F1 is 0 and the rotating magnetic field control request flag F2 is 1 and the second switching control in step S360 is executed. FIG. 13 is a flowchart illustrating an example of the second switching control. As described above, at this time, the ring gear shaft 32 a and the drive shaft 36 are connected by the transmission 60. In the second switching control, first, the phase currents Iu2 and Iv2 of the motor MG2 are set to the fixed d-axis and the fixed q-axis using the electrical angle θe2set for locking, similarly to the processing of steps S600 to S620 of the fixed magnetic field control in FIG. Are converted to currents Id2lo and Iq2lo (step S700), a fixed d-axis current command Id2lo * is set based on the locking torque Tm2lo, and the fixed q-axis current command Iq2lo * is set. A value 0 is set (step S710), and fixed d-axis and fixed q-axis voltage commands Vd2lo * and Vqlo2 using the set fixed d-axis and fixed q-axis current commands Id2lo * and Iq2lo * and currents Id2lo and Iq2lo. * Is calculated (step S720).

  Next, by subtracting the electrical angle θe2 from the locking electrical angle θe2set, the angle of the locking electrical angle θe2set with respect to the electrical angle θe2 when executing the second switching (with respect to the direction of the magnetic flux of the permanent magnet embedded in the rotor 46a) The relative angle θre as the direction of the magnetic field formed on the stator 46b is calculated (step S730), and using the fixed d-axis current command Id2lo * and the relative angle θre set in step S710, the following formula (12) and formula The current commands Id2t * and Iq2t * for the rotation d-axis and the rotation q-axis are calculated according to (13) (step S740). This process is a process of replacing the current commands Id2lo * and Iq2lo * for the fixed d axis and the fixed q axis with the current commands Id2t * and Iq2t * for the rotation d axis and the rotation q axis. An example of how the current commands Id2t * and Iq2t * for the rotation d-axis and the rotation q-axis are set is shown in FIG.

  Then, the value 0 is set in the proportional term in the equations (5) and (6), and the following equations (14) and (14) The integral term in the equation (5) and the equation (6) is set by the equation (15) (step S750), and using the proportional term and the integral term in the set equation (5) and the equation (6), the rotation d axis and The rotation q-axis voltage commands Vd2t * and Vq2t * are calculated by the equations (5) and (6) (step S760). The processing in steps S750 and S760 is processing for replacing the voltage commands Vd2 * and Vq2 * for the fixed d axis and the fixed q axis with the voltage commands Vd2t * and Vq2t * for the rotation d axis and the rotation q axis.

  When the voltage commands Vd2t * and Vq2t * for the rotation d axis and the rotation q axis are set in this manner, the rotation d axis and the rotation q axis using the electrical angle θe2 as in the processing of steps S430 to S450 of the rotation magnetic field control in FIG. The voltage commands Vd2t *, Vq2t * are converted to voltage commands Vu2 *, Vv2 *, Vw2 * (two-phase to three-phase conversion) (step S770), and the converted voltage commands Vu2 *, Vv2 *, Vw2 * are used. The PWM signal is converted and used to drive and control the motor MG2 (step S780), the rotating magnetic field control execution flag F1 is set to 1 (step S790), and the motor control routine is terminated. By controlling the motor MG2 in this way, the phase and magnitude of the current supplied to the three-phase coil wound around the stator 46b of the motor MG2 at the phase corresponding to the electrical angle for locking θe2set during the second switching. Will continue, and the direction and magnitude of the magnetic field formed in the stator 46b will be continuous. Thereby, at the time of the second switching, the motor shaft acting torque Trm is continuous, and the rotation of the rotor 46a can be suppressed. As described above, in the first embodiment, since the second switching is executed after the ring gear shaft 32a and the drive shaft 36 are connected, the motor shaft operating torque Trm is made continuous during the second switching, so that the motor It is possible to suppress the occurrence of rattling in the gear of the transmission 60 due to a sudden change in the shaft action torque Trm, or the occurrence of shock or shaking in the vehicle.

  Thus, when the second switching control is finished and the value 1 is set in the rotating magnetic field control execution flag F1, the rotating magnetic field control execution flag F1 and the rotating magnetic field control execution flag F1 in step S320 are executed when the motor control routine of FIG. Both of the rotating magnetic field control request flags F2 become the value 1, and the rotating magnetic field control in step S330 is executed. When the power source shaft acting torque Trpo is constant and the motor MG2 is controlled as in the first embodiment, the fixed d-axis current command Id2lo * when executing the fixed magnetic field control and the control of the motor MG2 The torque output current command value Im2t * when the rotating magnetic field control is executed before the first switching or when the rotating magnetic field control is executed after the second switching is continuously constant in phase and magnitude. At this time, when the fixed magnetic field control is executed as the control of the motor MG2 in a state where the connection between the ring gear shaft 32a and the drive shaft 36 is released by the transmission 60, the rotation of the rotor 46a of the motor MG2 is maintained. Therefore, the relative angle θre when the fixed magnetic field control is executed is equal to the torque output angle θt when the rotating magnetic field control is executed before the first switching or when the rotating magnetic field control is executed after the second switching. .

  FIG. 15 shows an example of the relationship among the shift position SP, the rotating magnetic field control request flag F2, the motor shaft operating torque Trm, and the rotating d-axis when the engine 22 is steadily operated and the power source shaft operating torque Trpo is constant. Show. In this case, as shown in the figure, when the shift position SP is changed from the D position to the P position and the first switching is executed (time t1), the motor shaft acting torque Trm is continuous. Thereafter, when the shift position SP is changed from the P position to the D position and the second switching is executed (time t2), the motor shaft acting torque Trm continues. Thereby, when the control of the motor MG2 is switched between the rotating magnetic field control and the fixed magnetic field control, it is possible to prevent the rotor 46a of the motor MG2 from rotating due to a sudden change in the motor shaft acting torque Trm. That is, as shown in the drawing, the electrical angle θe2 becomes constant at times t1 and t2.

  According to the hybrid vehicle 20 of the first embodiment described above, at the time of the first switching for executing the first switching for switching the control of the motor MG2 from the rotating magnetic field control to the fixed magnetic field control when the vehicle is stopped, the rotation d-axis and the rotation q-axis are switched. Replace the current commands Id2t * and Iq2t * with the fixed d-axis and fixed q-axis current commands Id2lo * and Iq2lo * and replace the rotating d-axis and rotating q-axis voltage commands Vd2t * and Vq2t * with the fixed d-axis and fixed q-axis. Replace with voltage commands Vd2lo * and Vq2lo * to control the motor MG2 and execute the second switching to switch the control of the motor MG2 from the fixed magnetic field control to the rotating magnetic field control. During the second switching, current commands for the fixed d axis and the fixed q axis Replace Id2lo * and Iq2lo * with current commands Id2t * and Iq2t * for the rotation d-axis and rotation q-axis and fix the d-axis Since the motor MG2 is controlled by replacing the voltage commands Vd2lo * and Vq2lo * of the fixed q axis with the voltage commands Vd2t * and Vq2t * of the rotating d axis and the rotating q axis, the motor shaft action is performed at the time of the first switching or the second switching. The torque Trm can be prevented from changing suddenly, and the control of the motor MG2 can be switched more appropriately. As a result, in the case where the ring gear shaft 32a and the drive shaft 36 are connected by the transmission 60 at the time of the first switching or the second switching, the gears of the transmission 60 are rattled due to a sudden change in the motor shaft acting torque Trm. It is possible to suppress occurrence or shock or shaking of the vehicle.

  In the hybrid vehicle 20 of the first embodiment, when the fixed magnetic field control is executed as the control of the motor MG2 by the motor ECU 40 in the control routine during the load operation at the time of stopping in FIG. Although the locking torque Tm2lo is set, a torque larger than the absolute value of the power source shaft acting torque Trpo may be set as the locking torque Tm2lo. Hereinafter, this case will be described as a second embodiment.

  The hybrid vehicle 20B of the second embodiment has the same hardware configuration as the hybrid vehicle 20 of the first embodiment illustrated in FIG. Therefore, in order to avoid redundant description, the hardware configuration of the hybrid vehicle 20B of the second embodiment is denoted by the same reference numeral as the hardware configuration of the hybrid vehicle 20 of the first embodiment, and the detailed description thereof is omitted. .

  In the hybrid vehicle 20B of the second embodiment, the hybrid electronic control unit 70 executes a stop-time load driving control routine illustrated in FIG. 16 instead of the stop-time load operation control routine of FIG. The control routine during on-load operation in FIG. 16 is the same as the control routine in on-load operation in FIG. 5 except that the processing in step S170 of the control routine in on-load operation in FIG. Are identical. Therefore, the same step number is assigned to the same process, and the detailed description thereof is omitted. In the second embodiment, similarly to the first embodiment, when the shift position SP is changed from the D position or the R position to the P position, the transmission 60 performs the first switching and then the transmission 60 is connected to the ring gear shaft 32a. When the shift position SP is changed from the P position to the D position or the R position, the ring gear shaft 32a and the drive shaft 36 are connected by the transmission 60 and then the second switching is performed. Was supposed to be executed. As in the first embodiment, for the sake of simplicity, let us consider a case where the engine 22 is in steady operation and the power source shaft operating torque Trpo is constant.

  In the control routine during load operation at stop in FIG. 16, when the rotating magnetic field control execution flag F1 is 1, that is, when the rotating magnetic field control is being executed as the control of the motor MG2 by the motor ECU 40, the power source shaft acting torque Trpo is changed. A torque (| Trpo | + ΔT) that is larger than the absolute value by a predetermined positive torque ΔT is set as the locking torque Tm2lo (step S170b). Thus, as in the first embodiment, when the absolute value of the torque command Tm2 * is equal to the locking torque Tm2lo, the torque output current command value Im2t * is equal to the fixed d-axis current command Id2lo *. When the fixed Id axis current command Id2lo * is set using the map of Fig. 4, compared to the torque output current command value Im2t * when the rotating magnetic field control is performed before the first switching is performed. The fixed d-axis current command Id2lo * when executing the fixed magnetic field control is increased. Thereby, the magnitude | size of the magnetic field formed in the stator 46b becomes large compared with the time of 1st switching. Therefore, when the connection between the ring gear shaft 32a and the drive shaft 36 is released by the transmission 60 after the first switching is performed, the angle of the locking electrical angle θe2set with respect to the electrical angle θe2 (the permanent magnet embedded in the rotor 46a). The rotor 46a rotates in a direction in which the relative angle θre as the magnetic field formed on the stator 46b with respect to the direction of the magnetic flux approaches the value 0. An example of the state of the rotor 46a at this time is shown in FIG. 17, and an example of the relationship between the relative angle θre and the magnitude of the motor shaft operating torque Trm (suction torque Tm2at) is shown in FIG. In FIG. 17, the thick arrow indicates the rotation direction of the rotor 46a. As shown in FIGS. 17 and 18, when the first switching is executed (point A in FIG. 18), the relative angle θre is equal to the torque output angle θt when the first switching is executed. Thereafter, when a torque (| Trpo | + ΔT) larger than the absolute value of the power source shaft operating torque Trpo is set in the locking torque Tm2lo, the motor shaft operating torque Trm (suction torque Tm2at) is converted into the power source shaft operating torque. When the connection between the ring gear shaft 32a and the drive shaft 36 is released by the transmission 60, the rotor 46a rotates in a direction in which the relative angle θre approaches a value of 0 when it becomes larger than Trpo (point B in FIG. 18). The rotation of the rotor 46a stops at a position where the suction torque Tm2at and the power source shaft acting torque Trpo balance (point C in FIG. 18). Therefore, even when the power source shaft operating torque Trpo is slightly increased due to disturbance or the like, if the power source shaft operating torque Trpo is smaller than the suction torque Tm2at at the point B in FIG. 18, the rotation of the ring gear shaft 32a cannot be sufficiently limited. Can be suppressed. Note that the fact that the power source shaft acting torque Trpo and the suction torque Tm2at balance at the point C in FIG. 18 and the rotor 46a stops rotating means that the locking torque Tm2lo is larger than the absolute value of the power source shaft acting torque Trpo. Even when set, it means that the suction torque Tm2at is equal to the power source shaft acting torque Tr.

  Next, regarding the control of the motor MG2, consider the case where the second switching is executed from the state in which the fixed magnetic field control is executed using the torque (| Trpo | + ΔT) and then the rotating magnetic field control is executed. As described above, the relative angle θre when the fixed magnetic field control is executed using the torque (| Trpo | + ΔT) in a state where the connection between the ring gear shaft 32a and the drive shaft 36 is released by the transmission 60 is , It becomes smaller than at the time of the first switching. Therefore, when the second switching is performed after the ring gear shaft 32a and the drive shaft 36 are connected by the transmission 60 in this state, the phase and magnitude of the current supplied to the three-phase coil of the motor MG2 at the time of the second switching. After that, there is a divergence between current commands Id2t * and Iq2t * for the rotation d axis and the rotation q axis set using the current command setting map for rotating magnetic field control in FIG. That is, a divergence occurs between the torque output angle θt and the relative angle θre. Hereinafter, the operation for eliminating this divergence will be described.

  In the second embodiment, the second switching time control illustrated in FIG. 19 is executed instead of the second switching time control of FIG. 13, and the rotating magnetic field control illustrated in FIG. 20 is performed instead of the rotating magnetic field control of FIG. 8. To be executed. Here, the second switching control in FIG. 19 is the same as the second switching control in FIG. 13 except that the processing in steps S800 to S830 is added, and the rotating magnetic field control in FIG. 20 is performed in steps S900 to S930. Except for the addition of processing, this is the same as the rotating magnetic field control of FIG. Therefore, the same process is given the same step number, and detailed description thereof is omitted. Hereinafter, first, the second switching control in FIG. 19 will be described, and then the rotating magnetic field control in FIG. 20 will be described.

  In the second switching control in FIG. 19, when the relative angle θre is calculated in step S730, the motor shaft acting torque Trm is estimated based on the fixed d-axis current command Id2lo * calculated in step S710 and the relative angle θre ( Step S800). Here, in the second embodiment, the motor shaft operating torque Trm is estimated by previously determining the relationship between the fixed d-axis current command Id2lo *, the relative angle θre, and the motor shaft operating torque Trm through experiments or the like. It is stored as an estimation map, and when a fixed d-axis current command Id2lo * and a relative angle θre are given, the corresponding motor shaft acting torque Trm is derived and set from the stored map.

  Then, the processes of steps S740 to S790 are executed, and the rotation d-axis and rotation q-axis current commands Id2t * and Iq2t * set in step S740 are replaced with the rotation d-axis and rotation q-axis current commands Id2tch *. , Iq2tch * (step S810), and after executing the second switching based on the motor shaft acting torque Trm estimated in step S800, the current commands Id2t * and Iq2t * of the rotation d axis and the rotation q axis are transferred. The current command Id2tfi *, Iq2tfi * for the rotation d axis and the rotation q axis are set as target values for the transition (step S820), and the transition of the current commands Id2t *, Iq2t * for the rotation d axis and the rotation q axis is performed. The value 0 is set to the transition completion flag G1 in which the value 1 is set when the process is completed (step S830), 2 to end the switching time control. In the second embodiment, the current command Id2tfi * and Iq2tfi * for the rotation target rotation d-axis and rotation q-axis are set to “Trm” in the current command setting map for rotating magnetic field control in FIG. , “Id2 *” is replaced with “Id2fi *” and “Iq2 *” is replaced with “Iq2fi *”, and when the motor shaft action torque Trm is applied, the corresponding rotation target rotation d axis and rotation q axis Current commands Id2tfi * and Iq2tfi * are derived and set. That is, the current commands Id2tfi * and Iq2tfi * for the rotation target rotation d-axis and rotation q-axis are set using the same relationship as the map of FIG. Now, since the power source shaft acting torque Trpo is considered to be constant, the motor MG2 is rotated by executing the first switching, the fixed magnetic field control, and the second switching from the state in which the rotating magnetic field control is performed. When executing the magnetic field control, a constant value is set in the torque command Tm2 * when the rotating magnetic field control is executed before the first switching and when the rotating magnetic field control is executed after the second switching. A fixed value is also set for the fixed d-axis and fixed q-axis current commands Id2lo * and Iq2lo * obtained from the map of FIG. 9 based on the torque command Tm2 *. Further, when the fixed magnetic field control is executed, since the connection between the ring gear shaft 32a and the drive shaft 36 is released by the transmission 60, the power source shaft operating torque Trpo and the motor shaft operating torque Trm (attraction torque Tm2at) The rotor 46a stops rotating at a position where the sizes are equal. From these, the current commands Id2tfi * and Iq2tfi * of the transition target rotation d-axis and rotation q-axis set using the same map as the map of FIG. 9 based on the motor shaft acting torque Trm execute the second switching. After that, when executing the rotating magnetic field control, it is equal to the rotation d-axis and rotation q-axis current commands Id2t * and Iq2t * obtained from the map of FIG. 9 based on the torque command Tm2 *. In the second switching control of FIG. 19 as well, the same processing as that in the first embodiment is executed in the same manner as in the first embodiment, so that the motor shaft acting torque Trm is prevented from suddenly changing during the second switching. be able to.

  Next, the rotating magnetic field control of FIG. 20 will be described. In the rotating magnetic field control of FIG. 20, when the phase angle Iu2 and Iv2 of the motor MG2 is coordinate-converted into the currents Id2t and Iq2t of the rotating d-axis and the rotating q-axis (three-phase to two-phase conversion) using the electrical angle θe2 in step S400. Then, the value of the transition completion flag G1 is checked (step S900). When the transition completion flag G1 is 0, it is determined that the transition of the current commands Id2t * and Iq2t * for the rotation d-axis and the rotation q-axis has not yet been completed. , Rotation d-axis and rotation q-axis current commands Id2t * and Iq2t * are gradually shifted from current commands Id2tch * and Iq2tch * at the time of second switching toward current commands Id2tfi * and Iq2tfi * to be shifted. The current commands Id2t * and Iq2t * for the axis and the rotation q-axis are set (step S910). In this process, for example, N (N is an integer of 0 or more) waypoints are provided from the current command Id2tch *, Iq2tch * at the time of the second switching to the target current command Id2tfi *, Iq2tfi *. Executed by setting the rotation d-axis and rotation q-axis current commands Id2t * and Iq2t * so as to approach the transition target current commands Id2tfi * and Iq2tfi * via each waypoint every time the rotating magnetic field control is executed. can do.

  Subsequently, it is determined whether or not the transition of the current commands Id2t * and Iq2t * for the rotation d-axis and the rotation q-axis is completed (step S920). If it is determined that the transition is not completed, the setting is made in step S910. The processing after step S420 is executed using the current commands Id2t * and Iq2t * for the rotation d-axis and rotation q-axis, and when it is determined that the transition is completed, the transition completion flag G1 is set to a value 1 (step S930), the processing after step S420 is executed using the current commands Id2t * and Iq2t * of the rotation d-axis and rotation q-axis set in step S910. Here, whether or not the transition is completed is determined by, for example, the rotation d-axis and rotation q-axis current commands Id2t * and Iq2t * and the transition target rotation d-axis and rotation q-axis current commands Id2tfi * and Iq2tfi *. This can be done by determining whether they are equal. When the value 1 is set in the transition completion flag G1, the transition completion flag G1 is the value 1 in step S900 when the rotating magnetic field control is executed from the next time onward, and the rotation d axis is set based on the torque command Tm2 *. The rotation q-axis current commands Id2t * and Iq2t * are set (step S410), and the processes after step S420 are executed. By controlling the motor MG2 in this way, a series of operations for performing the second magnetic field switching from the state in which the fixed magnetic field control is performed and then performing the rotating magnetic field control is performed more smoothly. be able to.

  Regarding the control of the motor MG2, FIG. 21 shows a state in which the second switching is executed from the state in which the fixed magnetic field control is executed using the torque (| Trpo | + ΔT) and then the rotating magnetic field control is executed. As shown in the figure, at the time of the second switching, the current command Id2lo * for the fixed d-axis at that time is replaced with current commands Id2t * and Iq2t * for the rotation d-axis and the rotation q-axis. Thereby, the motor shaft acting torque Trm at the time of the second switching can be made continuous. However, the current commands Id2tch * and Iq2tch * at the time of the second switching, which are the current commands Id2t * and Iq2t * of the rotating d-axis and the rotating q-axis at this time, are different from the current commands Id2tfi * and Iq2tfi * of the transition target. Yes. Then, after executing the second switching, the current commands Id2t * and Iq2t * for the rotation d-axis and the rotation q-axis are changed from the current commands Id2tch * and Iq2tch * at the time of the second switching to the current commands Id2tfi * and Iq2tfi * of the transition target. It is shifted toward (in the direction of the broken line arrow in the figure). That is, the current commands Id2t * and Iq2t * for the rotation d-axis and the rotation q-axis are obtained up to the current commands Id2tfi * and Iq2tfi * for the target rotation d-axis and rotation q-axis obtained using the same relationship as the map of FIG. It will be migrated. When the transition is completed, thereafter, current commands Id2t * and Iq2t * for the rotation d axis and the rotation q axis are set based on the torque command Tm2 *. As described above, the motor MG2 is controlled by setting the current commands Id2t * and Iq2t * for the rotation d-axis and the rotation q-axis, thereby switching the motor MG2 from the state in which the fixed magnetic field control is being executed. A series of operations that are executed and then execute the rotating magnetic field control can be performed more smoothly.

  According to the hybrid vehicle 20B of the second embodiment described above, when the fixed magnetic field control is executed as the control of the motor MG2, the torque obtained by adding the predetermined torque ΔT to the absolute value of the power source shaft acting torque Trpo is set to the locking torque Tm2lo. Since the motor MG2 is controlled using the set locking torque Tm2lo, the rotation of the rotor 46a cannot be sufficiently restricted even when the power source shaft acting torque Trpo is slightly increased.

  Further, according to the hybrid vehicle 20B of the second embodiment, when the motor MG2 is controlled, the second switching is performed from the state in which the fixed magnetic field control is performed, and then the rotating magnetic field control is performed. As in the embodiment, the second switching is performed by switching from the fixed magnetic field control to the rotating magnetic field control, and the motor shaft acting torque Trm is set and set based on the fixed d-axis current command Id2lo * and the relative angle θre. Current command Id2tfi * and Iq2tfi * for the target rotation d-axis and rotation q-axis are set using the action torque Trm, and the current command for rotation d-axis and rotation q-axis when switching from fixed magnetic field control to rotary magnetic field control From Id2tch * and Iq2tch * toward the transition target rotation d-axis and rotation q-axis current commands Id2tfi * and Iq2tfi * Since the motor MG2 is controlled while shifting the current commands Id2t * and Iq2t * of the rotating q axis, the second switching is executed from the state in which the fixed magnetic field control is executed, and then the rotating magnetic field is controlled. A series of operations for executing the control can be performed more smoothly. Of course, the same effects as the hybrid vehicle 20 of the first embodiment can be obtained.

  In the hybrid vehicles 20 and 20B of the first and second embodiments, when the shift position SP is changed from the D position or the R position to the P position, the control of the motor MG2 is switched from the rotating magnetic field control to the fixed magnetic field control. The transmission 60 is used to release the connection between the ring gear shaft 32a and the drive shaft 36. However, after the transmission 60 is released from the connection between the ring gear shaft 32a and the drive shaft 36, the motor MG2 is controlled by the rotating magnetic field control. It is good also as what switches to fixed magnetic field control. Further, when the shift position SP is changed from the P position to the D position or the R position, the control of the motor MG2 is changed from the fixed magnetic field control to the rotating magnetic field control after the transmission 60 connects the ring gear shaft 32a and the drive shaft 36. However, the ring gear shaft 32a and the drive shaft 36 may be connected by the transmission 60 after the control of the motor MG2 is switched from the fixed magnetic field control to the rotating magnetic field control. In the latter case, the torque (| Trpo | + ΔT) is used when executing the fixed magnetic field control as the control of the motor MG2, and after executing the second switching, the current commands Id2t *, The Iq2t * is shifted from the rotation d-axis and rotation q-axis current commands Id2tch * and Iq2tch * at the time of the second switching toward the target rotation d-axis and rotation q-axis current commands Id2tfi * and Iq2tfi *. Performs the second switching after the current commands Id2lo * and Iq2lo * for the fixed d-axis and the fixed q-axis correspond to the current commands Id2tfi * and Iq2tfi * for the target rotation d-axis and rotation q-axis. It is good. In this case, the second switching time control illustrated in FIG. 22 may be executed instead of the second switching time control of FIG. Hereinafter, the second switching control in FIG. 22 will be described. The second switching time control of FIG. 22 is the same as the second switching time control of FIG. 13 except that the processing of steps S1000 to S1100 is added. Therefore, the same process is given the same step number, and detailed description thereof is omitted.

  In the second switching control in FIG. 22, in step S700, the phase currents Iu2 and Iv2 of the motor MG2 are converted to the fixed d-axis and fixed q-axis currents Id2lo and Iq2lo using the electrical angle θe2set for locking (three-phase-2). When phase conversion is performed, the value 0 is set as an initial value, and the value of the flag G2 to which the value 1 is set when the processing of steps S1010 to S1030 described later is executed (step S1000). In step S710 to step S730, the motor shaft operating torque Trm is calculated based on the fixed d-axis current command Id2lo * set in step S710 and the relative angle θre in the same manner as in step S800 of FIG. In addition to the estimation (step S1010), the rotation at the second switching time based on the estimated motor shaft acting torque Trm The switch target rotation d-axis and rotation q-axis current commands Id2tch2 * and Iq2tch2 * are set as target values for the d-axis and rotation q-axis current commands Id2t * and Iq2t * (step S1020). Using the rotation d-axis and rotation q-axis current commands Id2tch2 * and Iq2tch2 *, a target relative angle θre * as a target value of the relative angle θre at the second switching is calculated by the following equation (16) (step S1030). A value 1 is set in the flag G2 (step S1040). In this modified example, the target rotation d-axis and rotation q-axis current commands Id2tch2 * and Iq2tch2 * at the time of the second switching are changed from “Tm2 *” to “Trm” in the current command setting map for rotating magnetic field control in FIG. In addition, by using “Id2 *” replaced with “Id2tch2 *” and “Iq2 *” replaced with “Iq2tch2 *”, the target rotation d at the second switching corresponding to the motor shaft acting torque Trm is given. The current commands Id2tch2 * and Iq2tch2 * for the shaft and the rotation q-axis are derived and set. That is, the current commands Id2tch2 * and Iq2tch2 * for the target rotation d-axis and rotation q-axis at the time of the second switching are set using the same relationship as the map of FIG. Therefore, the target relative angle θre * obtained by using the switching target current commands Id2tch2 * and Iq2tch2 * corresponds to the aforementioned torque output angle θt.

  Subsequently, the relative angle θre is compared with the target relative angle θre * (step S1030). When the relative angle θre is not equal to the target relative angle θre *, the processing is the same as the processing in steps S630 to S650 of the fixed magnetic field control in FIG. Then, coordinate conversion (two-phase to three-phase conversion) is performed on the voltage commands Vd2lo * and Vq2lo * for the fixed d-axis and the fixed q-axis to the voltage commands Vu2 *, Vv2 *, and Vw2 * using the electrical angle θe2set for locking (step S1080). ), The voltage commands Vu2 *, Vv2 *, and Vw2 * that have undergone coordinate conversion are converted into PWM signals, and the motor MG2 is driven and controlled using this (step S1090), and the value 0 is set in the rotating magnetic field control execution flag F1. (Step S1100), the motor control routine is terminated.

  When the second switching control is executed next time, the flag G2 has a value of 1 in step S1000, the predetermined value ΔI is subtracted from the previous fixed d-axis current command (previous Id2lo *), and the fixed d-axis control is performed. The current command Id2lo * is set, and the fixed q-axis current command Iq2lo * is set to 0 (step S1050), the same processing as steps S720 and S730 is executed (step S1060), and the relative angle θre is set to the target relative angle. Compared with θre * (step S1030), when the relative angle θre is not equal to the target relative angle θre *, the processing of steps S1080 to S1100 is executed, and the second switching control is terminated. Here, the predetermined value ΔI is a value for adjusting the speed at which the relative angle θre approaches the target relative angle θre *, and is determined by experiments or the like. Now, since it is considered that the connection between the ring gear shaft 32a and the drive shaft 36 is released by the transmission 60, if the fixed d-axis current command Id2lo * is reduced, the magnitude of the fixed magnetic field of the stator 46b is reduced. Thus, the rotor 46a rotates to a position where the power source shaft acting torque Trpo and the suction torque Tm2at are balanced, and the magnitude of the relative angle θre increases. When the relative angle θre increases in this way and the relative angle θre becomes equal to the target relative angle θre * (step S1070), the processing in steps S740 to S790 is executed, and the second switching control is terminated. When the control of the motor MG2 is switched from fixed magnetic field control to rotating magnetic field control in this way, the ring gear shaft 32a and the drive shaft 36 are connected by the transmission 60 as described above.

  Regarding the control of the motor MG2, FIG. 23 shows a state in which the second switching is executed from the state in which the fixed magnetic field control is executed and then the rotating magnetic field control is executed. When the hybrid electronic control unit 70 requests to switch the control of the motor MG2 from the fixed magnetic field control to the rotating magnetic field control, as shown in the drawing, before switching the control of the motor MG2, Make it smaller. As a result, the magnitude of the fixed magnetic field is reduced, so that the rotor 46a rotates in the direction in which the magnitude of the relative angle θre is increased. When the relative angle θre becomes equal to the target relative angle θre *, the control of the motor MG2 is switched from fixed magnetic field control to rotating magnetic field control. Thereby, with respect to the control of motor MG2, a series of operations in which the second switching is executed from the state in which the fixed magnetic field control is executed and then the rotating magnetic field control is executed can be performed more smoothly.

  According to the hybrid vehicle 20B of this modified example, when the second switching is performed from the state in which the fixed magnetic field control is performed and the rotating magnetic field control is subsequently performed, the fixed d-axis current is controlled. The motor shaft acting torque Trm is set based on the command Id2lo * and the relative angle θre, and the target relative angle θre * is set using the set motor shaft acting torque Trm. The relative angle θre is equal to the target relative angle θre *. Since the control of the motor MG2 is switched from the fixed magnetic field control to the rotating magnetic field control at this time, the second switching is executed from the state in which the fixed magnetic field control is executed, and then the rotating magnetic field control is executed. A series of operations can be performed more smoothly.

  In the hybrid vehicle 20B of this modified example, when it is requested to switch the control of the motor MG2 from the fixed magnetic field control to the rotating magnetic field control, it is executed by the motor ECU 40 until the relative angle θre becomes equal to the target relative angle θre *. The fixed d-axis current command Id2lo * is made smaller by the second switching control in FIG. 22, but the lock is performed by the control routine during the stationary load operation in FIG. 16 executed by the hybrid electronic control unit 70. The torque Tm2lo may be reduced.

  In the hybrid vehicle 20B of the second embodiment and this modified example, the motor MG2 is controlled using the torque (| Trpo | + ΔT) when the fixed magnetic field control is executed. Although a series of operations for executing the second switching from the running state and subsequently executing the rotating magnetic field control has been described, this series of operations controls the motor MG2 using the torque (| Trpo | + ΔT). However, the present invention is not limited to this, and it may be performed when the motor MG2 is controlled using the torque | Trpo | as in the first embodiment.

  In the hybrid vehicle 20B of the second embodiment or this modified example, when the fixed magnetic field control is executed, the torque (| Trpo | + ΔT) is locked in the control routine during load stop operation executed by the hybrid electronic control unit 70. However, if the magnitude of the magnetic field formed on the stator 46b is larger than when the first switching is executed, the torque is executed by the motor ECU 40 instead. In the fixed magnetic field control, a value larger than the fixed d-axis current command Id2lo * when the first switching is executed may be set in the fixed d-axis current command Id2lo *.

  In the hybrid vehicles 20 and 20B of the first and second embodiments, the motor MG2 is controlled so that the motor shaft acting torque Trm is continuous at both the first switching time and the second switching time. Alternatively, the motor MG2 may be controlled so that the motor shaft acting torque Trm continues only in one of them.

  In the hybrid vehicles 20 and 20B of the first and second embodiments, when executing the rotating magnetic field control, the relationship between the torque command Tm2 * and the fixed d-axis and fixed q-axis current commands Id2t * and Iq2t * is illustrated. The rotating d-axis and rotating q-axis current commands Id2t * and Iq2t * are set using the rotating magnetic field control current command setting map of FIG. 9, but instead, the torque command Tm2 * and the torque are set. Using a map showing the relationship between the output current command value Im2t * and the torque output angle θt, when the torque command Tm2 * is given, the corresponding torque output current command value Im2t * and the torque output angle θt are calculated from the map. It is assumed that the current commands Id2t * and Iq2t * for the rotation d axis and the rotation q axis are set using the derived torque output current command value Im2t *. Also good. In this case, in the first and second embodiments, when the first switching is executed, the electric angle θe2 of the motor MG2 and the currents Id2t and Iq2t of the rotating d-axis and the rotating q-axis are expressed by the equation (9). The locking electrical angle θe2set is calculated, but the locking electrical angle θe2set may be calculated based on the electrical angle θe2 and the torque output angle θt.

  In the hybrid vehicles 20 and 20B of the first embodiment and the second embodiment, when the first switching is executed, the electric angle θe2 of the motor MG2 and the currents Id2t and Iq2t of the rotation d-axis and the rotation q-axis are expressed by the formula ( 9), the electric angle θe2set for locking is calculated. However, the current command Id2t * and Iq2t for the rotation d-axis and the rotation q-axis set in step S510 when the first switching is performed with the electric angle θe2 of the motor MG2. The calculation may be performed by substituting “Iq2t” with “Iq2t *” and “Id2t” with “Id2t *” in Equation (9) using * and.

  In the hybrid vehicles 20 and 20B of the first embodiment and the second embodiment, when the first switching is executed, the d is fixed using the rotation d-axis and rotation q-axis current commands Id2t * and Iq2t * set in step S510. Set the shaft current command Id2lo * and set the fixed d-axis and fixed q-axis voltage commands Vd2lo * and Vq2lo * using the rotation d-axis and rotation q-axis voltage commands Vd2t * and Vq2t * set in step S520. However, the rotation d-axis and rotation q-axis current commands (previous Id2t *) and (previous Iq2t *) set in the rotating magnetic field control when the motor control routine of FIG. The fixed d-axis current command Id2lo * is set and the previous rotation d-axis and rotation q-axis voltage commands (previous Vd2t *), (previous Vq2t ) Fixed d-axis with and voltage command stationary q-axis Vd2lo *, may set the Vq2lo *. Considering that the motor MG2 is controlled based on the current command or voltage command, the previous current command (previous Id2t *), (previous Iq2t *), voltage command (previous Vd2t *), (previous Vq2t *) It is considered that this corresponds to the current that is currently applied to the motor MG2 and the voltage that is currently applied. That is, in the hybrid vehicles 20 and 20B of the first embodiment and the second embodiment, current commands Id2t * and Iq2t * and voltage commands Vd2t * and Vq2t * for the rotation d-axis and the rotation q-axis when the first switching is executed. In this modification, the first switching is performed using the currents Id2t and Iq2t and the voltages Vd2t and Vq2t of the rotation d-axis and the rotation q-axis when the first switching is performed. Is to be executed. Similarly, when executing the second switching, in the hybrid vehicles 20 and 20B of the first embodiment and the second embodiment, the fixed d-axis and fixed q-axis current commands Id2lo *, The second switching is performed using Iq2lo * and voltage commands Vd2lo * and Vq2lo *. However, the currents Id2lo and Iq2lo and the voltages Vd2lo and Vq2lo of the fixed d axis and the fixed q axis when the second switching is performed are determined. It is good also as what performs 2nd switching using.

  In the hybrid vehicles 20 and 20B of the first and second embodiments, when the fixed magnetic field control is executed after the first switching, the direction of the torque output current command value Im2t * is locked so as to be the fixed d-axis. The electric angle θe2set is set, and the current command Id2lo * is set using the fixed d-axis corresponding to the set electric angle θe2set for locking. However, the first electric angle θe2set and the fixed d-axis are not used. The motor MG2 may be controlled so that the current commands Id2t * and Iq2t * of the rotation d axis and the rotation q axis in the three-phase to two-phase conversion using the electrical angle θe2 at the time of 1 switching are held.

  In the hybrid vehicles 20 and 20B of the first and second embodiments, when the fixed magnetic field control is executed, the fixed d-axis and fixed q-axis current commands using the locking torque Tm2lo based on the power source shaft acting torque Trpo. The motor MG2 is controlled by setting Id2lo * and Iq2lo *. However, when the power source shaft acting torque Trpo is constant, the currents of the previous fixed d-axis and fixed q-axis are not used without using the locking torque Tm2lo. The command (previous Id2lo *) and (previous Iq2lo *) may be held to control the motor MG2.

  In the hybrid vehicles 20 and 20B of the first and second embodiments, for the sake of easy explanation, the case where the engine 22 is normally operated and the power source shaft acting torque Trpo is constant has been described. The power source shaft acting torque Trpo may change as the state changes.

  In the hybrid vehicles 20 and 20B of the first and second embodiments, the control of the motor MG2 is switched between the rotating magnetic field control and the fixed magnetic field control when the shift position SP is changed. If so, the control of the motor MG2 may be switched between the rotating magnetic field control and the fixed magnetic field control based on a condition other than the condition where the shift position SP is changed.

  In the hybrid vehicles 20 and 20B of the first and second embodiments, when the rotating magnetic field control is executed, the motor MG2 is operated using the rotating d-axis and the rotating q-axis in the three-phase to two-phase conversion using the electrical angle θe2. When controlling and executing the fixed magnetic field control, the motor MG2 is controlled using the fixed d-axis and the fixed q-axis in the three-phase to two-phase conversion using the electrical angle θe2set for locking. The motor MG2 may be controlled without using conversion.

  In the hybrid vehicles 20 and 20B of the first and second embodiments, the transmission 60 that can change gears with four gears is used. However, the gears are not limited to four, but two gears. Any transmission that can change gears with the above shift speeds may be used. In addition, a clutch or the like may be provided in place of the transmission as long as the ring gear shaft 32a as the power shaft and the drive shaft 36 can be connected and released. Further, a transmission or a clutch may not be provided between the ring gear shaft 32a and the drive shaft 36, and the ring gear shaft 32a as a power shaft may be always connected to the drive wheels 39a and 39b.

  In the hybrid vehicles 20 and 20B of the first and second embodiments, the engine 22 is connected to the ring gear shaft 32a as the power shaft connected to the drive shaft 36 connected to the drive wheels 39a and 39b via the transmission 60. However, as illustrated in the hybrid vehicle 120 of the modified example of FIG. 21, the inner rotor 132 and the drive wheels 39a connected to the crankshaft 26 of the engine 22 are output. , 39b and an outer rotor 134 connected to a power shaft 32b connected to a drive shaft 36 through a transmission 60 to a drive shaft 36, and a part of the power of the engine 22 is supplied to the power shaft 32b and the transmission 60 , Including a counter-rotor motor 130 that transmits to the drive wheels 39a and 39b via the drive shaft 36 and converts the remaining power into electric power. Good.

  In the hybrid vehicles 20 and 20B of the first and second embodiments, the engine 22 and the motor MG1 are provided as power sources. However, the engine may include only the engine or only the motor. Moreover, it is good also as what is applied to the motor vehicle which is not provided with a motive power source but drive | works only with the motive power from a motor.

  In the embodiment, the vehicle is used as a hybrid vehicle. However, a vehicle other than a vehicle such as a train may be used, or a vehicle control method including a vehicle may be used.

  Here, the correspondence between the main elements of the embodiments and the modified examples and the main elements of the invention described in the column of means for solving the problems will be described. In the embodiment, the motor MG2 corresponds to an “electric motor”, and when the vehicle is stopped, the current of the rotating d-axis and the rotating q-axis is changed at the time of the first switching for performing the first switching for switching the control of the motor MG2 from the rotating magnetic field control to the fixed magnetic field control. The commands Id2t * and Iq2t * are replaced with fixed d-axis and fixed q-axis current commands Id2lo * and Iq2lo *, and the rotation d-axis and rotation q-axis voltage commands Vd2t * and Vq2t * are replaced with the fixed d-axis and fixed q-axis voltages. Step S340 (control at the time of first switching in FIG. 10) of the motor control routine of FIG. 7 for controlling the motor MG2 in place of the commands Vd2lo * and Vq2lo * is executed, and the control of the motor MG2 is changed from the fixed magnetic field control to the rotating magnetic field. At the time of the second switching for executing the second switching to switch to the control, the current commands Id2lo * and Iq2lo * of the fixed d axis and the fixed q axis are rotated d. The motors are replaced with the rotation q-axis current commands Id2t * and Iq2t * and the fixed d-axis and fixed q-axis voltage commands Vd2lo * and Vq2lo * are replaced with the rotation d-axis and rotation q-axis voltage commands Vd2t * and Vq2t *. The motor ECU 40 that executes the process of step S360 (control at the time of second switching in FIG. 13) of the motor control routine of FIG. 7 for controlling the MG2 corresponds to “control means”. The engine 22, the power distribution and integration mechanism 30, and the motor MG1 correspond to a “power source”, and calculate the electrical angle θe2 based on the rotational position θm2 of the rotor 46a of the motor MG2 detected by the rotational position detection sensor 44. The motor ECU 40 that executes step S310 of the motor control routine of FIG. 7 corresponds to “electrical angle calculation means”, the transmission 60 corresponds to “connection release means”, and the engine 22 corresponds to “internal combustion engine”. The power distribution integration mechanism 30 and the motor MG1 correspond to “electric power input / output means”, the motor MG1 corresponds to “generator”, and the power distribution integration mechanism 30 corresponds to “triaxial power input / output means”. To do. The counter-rotor motor 130 also corresponds to “power power input / output means”. The “motor” is not limited to the motor MG2 configured as a synchronous generator motor, and a rotor is connected to a power shaft coupled to a drive wheel such as an induction motor, and the rotor is rotated by a rotating magnetic field of the stator. As long as it can rotate and drive power to and from the power shaft, it does not matter. As the “control means”, when the vehicle stops, the current commands Id2t * and Iq2t * for the rotation d-axis and the rotation q-axis are output at the time of the first switching for performing the first switching for switching the control of the motor MG2 from the rotating magnetic field control to the fixed magnetic field control. Replaced with the fixed d-axis and fixed q-axis current commands Id2lo * and Iq2lo * and changed the rotation d-axis and rotation q-axis voltage commands Vd2t * and Vq2t * to the fixed d-axis and fixed q-axis voltage commands Vd2lo * and Vq2lo *. The motor MG2 is replaced and the motor MG2 is controlled by rotating the current commands Id2lo * and Iq2lo * of the fixed d-axis and the fixed q-axis at the time of the second switching for executing the second switching for switching the control of the motor MG2 from the fixed magnetic field control to the rotating magnetic field control. Replaced with current commands Id2t * and Iq2t * for the shaft and rotation q-axis, and voltage commands Vd2lo for the fixed d-axis and fixed q-axis , Vq2lo * are not limited to those for controlling the motor MG2 by replacing the voltage commands Vd2t * and Vq2t * with the rotation d-axis and rotation q-axis, and the lock electrical angle θe2set for use in fixed magnetic field control is Set using electrical angle θe2 and currents Id2t and Iq2t of rotation d-axis and rotation q-axis, or set using current command Id2t * and Iq2t * of electrical angle θe2 and rotation d-axis and rotation q-axis Or set based on the electrical angle θe2, the electrical angle θe2, and the torque output angle θt, or when the fixed magnetic field control is executed after the first switching, the lock electrical angle θe2set or the fixed d-axis is used. The current commands Id2t * and Iq2t * for the rotation d-axis and the rotation q-axis in the three-phase to two-phase conversion using the electrical angle θe2 at the time of the first switching are held. The motor MG2 is controlled, for example, when the vehicle is stopped, the rotation of the rotor is performed by fixing the direction of the magnetic field of the stator from the rotating magnetic field control for controlling the electric motor so that the rotor is rotated by the rotating magnetic field of the stator. The first switching is executed to switch the motor control to the fixed magnetic field control for controlling the electric motor to be limited and / or the second switching is performed to switch the motor control from the fixed magnetic field control to the rotating magnetic field control. At the time of two switching, any device may be used as long as the motor is controlled so that the driving force acting on the power shaft from the motor is continuous. The “power source” is not limited to the engine 22, the power distribution and integration mechanism 30, and the motor MG 1, but outputs power to the power shaft, such as only the engine or only the motor. It does not matter as long as it is possible. The “electrical angle calculation means” is not limited to the one that calculates the electrical angle θe2 based on the rotational position θm2 of the rotor 46a of the motor MG2 detected by the rotational position detection sensor 44. Any method may be used as long as the electrical angle is calculated based on the rotational position. The “disconnection means” is not limited to the transmission 60 that can change gears with four speeds, but can be a transmission that can change gears with two or more speeds, or a clutch. As long as the drive shaft and the power shaft connected to the wheel can be connected and disconnected, any configuration may be used. The “internal combustion engine” is not limited to an internal combustion engine that outputs power using a hydrocarbon fuel such as gasoline or light oil, and may be any type of internal combustion engine such as a hydrogen engine. The “power / power input / output means” is not limited to the combination of the power distribution and integration mechanism 30 and the motor MG1 or the anti-rotor motor 230, and is connected to the power shaft and Any device may be used as long as it is connected to the output shaft of the internal combustion engine so as to be independently rotatable and can input / output power to / from the power shaft and the output shaft together with input / output of power and power. The “generator” is not limited to the motor MG1 configured as a synchronous generator motor, and may be any type of generator such as an induction motor that can input and output power. The “three-axis power input / output means” is not limited to the power distribution / integration mechanism 30 described above, but a mechanism using a double pinion planetary gear mechanism or a combination of a plurality of planetary gear mechanisms and four or more shafts. Connected to the three shafts, such as those connected to the shaft and those having a different operation action from the planetary gear such as a differential gear, and connected to the three shafts of the drive shaft, the output shaft, and the rotating shaft of the generator. As long as the power is input / output to / from the remaining shafts based on the power input / output to / from the power source, any method may be used. Note that the correspondence between the main elements of the embodiment and the modified example and the main elements of the invention described in the column of means for solving the problem is described in the column of means for the embodiment to solve the problem. Since this is an example for specifically describing the best mode for carrying out the invention, the elements of the invention described in the column of means for solving the problems are not limited. In other words, the interpretation of the invention described in the column of means for solving the problem should be made based on the description of the column, and the examples are those of the invention described in the column of means for solving the problem. It is only a specific example.

  The best mode for carrying out the present invention has been described with reference to the embodiments. However, the present invention is not limited to these embodiments, and various modifications can be made without departing from the gist of the present invention. Of course, it can be implemented in the form.

  The present invention can be used in the vehicle manufacturing industry.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 as an embodiment of the present invention. 2 is a configuration diagram showing an outline of a configuration of an electric drive system centered on motors MG1 and MG2 and a battery 50. FIG. FIG. 3 is a configuration diagram showing an outline of a configuration of a transmission 60. It is explanatory drawing used for description of control of motor MG2. 5 is a flowchart illustrating an example of a control routine during a stop-time load operation that is executed by the hybrid electronic control unit 70; It is a collinear diagram showing an example of a dynamic relationship between the rotation speed and torque in the rotating element of the power distribution and integration mechanism 30 when the engine 22 is under load operation. 3 is a flowchart showing an example of a motor control routine executed by a motor ECU 40. It is a flowchart which shows an example of the rotating magnetic field control of 1st Example. It is explanatory drawing which shows an example of the current command setting map at the time of a rotating magnetic field control. It is a flowchart which shows an example of the 1st switching time control of 1st Example. It is explanatory drawing used for description of electrical angle (theta) e2set for a lock | rock. It is a flowchart which shows an example of the fixed magnetic field control of 1st Example. It is a flowchart which shows an example of the 2nd switching time control of 1st Example. It is explanatory drawing which shows an example of a mode that the electric current command Id2t * and Iq2t * of a fixed d-axis and a fixed q-axis are set. It is explanatory drawing which shows an example of the relationship between shift position SP, the rotation magnetic field control request | requirement flag F2, the motor shaft action torque Trm, and the rotation d axis | shaft when the engine 22 is drive | operated normally and the power source shaft action torque Trpo is constant. . It is a flowchart which shows an example of the control routine during load driving at the time of a stop of 2nd Example. It is explanatory drawing which shows the mode of the rotor 46a when performing fixed magnetic field control. It is explanatory drawing which shows an example of the relationship between relative angle (theta) re and the magnitude | size of motor shaft action torque Trm (attraction | suction torque Tm2at). It is a flowchart which shows an example of the 2nd switching time control of 2nd Example. It is a flowchart which shows an example of the rotating magnetic field control of 2nd Example. It is explanatory drawing which shows a mode when performing 2nd switching from the state which is performing fixed magnetic field control using torque (| Trpo | + (DELTA) T), and performing rotating magnetic field control after that. It is a flowchart which shows an example of the 2nd switching time control of a modification. It is explanatory drawing which shows a mode when performing 2nd switching from the state which is performing fixed magnetic field control about control of motor MG2, and performing rotating magnetic field control after that. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification.

Explanation of symbols

  20, 20B, 20C, 120 Hybrid vehicle, 22 engine, 24 engine electronic control unit (engine ECU), 26 crankshaft, 28 damper, 30 power distribution integration mechanism, 31 sun gear, 32 ring gear, 32a ring gear shaft, 32b power shaft , 33 pinion gear, 34 carrier, 36 drive shaft, 38 differential gear, 39a, 39b drive wheel, 40 electronic control unit (motor ECU) for motor, 40a CPU, 40b ROM, 40c RAM, 41, 42 inverter, 43, 44 rotation Position detection sensor, 45a, 46a Rotor, 45b, 46b Stator, 45U, 45V, 46U, 46V Current sensor, 50 battery, 51 Temperature sensor, 52 Battery electronic control unit (battery ECU) 54 power line, 60 transmission, 70 hybrid electronic control unit, 72 CPU, 74 ROM, 76 RAM, 80 ignition switch, 81 shift lever, 82 shift position sensor, 83 accelerator pedal, 84 accelerator pedal position sensor, 85 brake pedal , 86 Brake pedal position sensor, 88 Vehicle speed sensor, 90 Parking lock mechanism, 92 Parking gear, 94 Parking lock pole, 130 Rotor motor, 132 Inner rotor, 134 Outer rotor, MG1, MG2 motor, D1-D12 diode, T1- T12 transistor.

Claims (22)

An electric motor having a rotor connected to a power shaft coupled to a drive wheel, and capable of rotating and driving the rotor by a rotating magnetic field of a stator to input / output power to the power shaft;
The rotation of the rotor is restricted by fixing the direction of the magnetic field of the stator by rotating magnetic field control for controlling the electric motor so that the rotor is driven to rotate by the rotating magnetic field of the stator when the vehicle stops. Performing a first switching for switching the control of the motor to a fixed magnetic field control for controlling the motor and / or performing a second switching for switching the control of the motor from the fixed magnetic field control to the rotating magnetic field control. At the time of two switching, control means for controlling the electric motor so that the driving force acting on the power shaft from the electric motor continues,
A vehicle comprising: The vehicle according to claim 1,
A power source capable of outputting power to the power shaft;
In the first switching and / or the second switching when the driving force is output from the power source and acting on the power shaft at the time of the stop, the control means is changed from the electric motor to the power shaft. A vehicle which is a means for controlling the electric motor so that an acting driving force is continuous.   The control means is means for controlling the electric motor so that a magnetic field of the stator is continuous by continuing a current supplied to the electric motor during the first switching and / or during the second switching. The vehicle described. The vehicle according to claim 3,
Electrical angle calculation means for calculating an electrical angle based on the rotational position of the rotor of the electric motor,
The motor is a synchronous generator motor that performs drive control using three-phase to two-phase conversion and two-phase to three-phase conversion,
The control means, when executing the fixed magnetic field control after the first switching, sets the d-axis and q-axis targets in the three-phase to two-phase conversion using the calculated electrical angle at the first switching. A vehicle that is a means for controlling the electric motor while maintaining a current. The vehicle according to claim 3,
Electrical angle calculation means for calculating an electrical angle based on the rotational position of the rotor of the electric motor,
The motor is a synchronous generator motor that performs drive control using three-phase to two-phase conversion and two-phase to three-phase conversion,
The rotating magnetic field control is a control for controlling the electric motor using a rotating d axis and a rotating q axis that are the d axis and the q axis in the three-phase to two-phase conversion using the calculated electrical angle,
The fixed magnetic field control is a control for controlling the electric motor using a fixed d-axis and a fixed q-axis which are a d-axis and a q-axis in three-phase to two-phase conversion using a predetermined electrical angle.   The predetermined electrical angle is an electrical angle set based on the calculated electrical angle at the time of the first switching and currents of the rotation d-axis and the rotation q-axis at the time of the first switching. Item 5. The vehicle according to Item 5.   The control means sets target currents for the rotation d-axis and the rotation q-axis at the time of the first switching, and sets the set target currents for the rotation d-axis and the rotation q-axis to the fixed d-axis and the fixed q-axis. The vehicle according to claim 5 or 6, wherein the vehicle is a means for controlling the electric motor by using the target current of the fixed d-axis and fixed q-axis replaced with the target current of the fixed d-axis.   The control means sets target voltages for the rotation d-axis and the rotation q-axis at the time of the first switching, and sets the set target voltages for the rotation d-axis and the rotation q-axis to the fixed d-axis and the fixed q-axis. The vehicle according to any one of claims 5 to 7, which is means for controlling the electric motor using the replaced target voltage of the fixed d-axis and fixed q-axis.   The control means is a driving force for use in the fixed magnetic field control based on a power source shaft driving force output from the power source and acting on the power shaft when executing the fixed magnetic field control. A fixed magnetic field control driving force is set, a target current of the fixed d-axis and the fixed q-axis is set based on the set fixed magnetic field control driving force, and the fixed d-axis and fixed q-axis are set. The vehicle according to any one of claims 5 to 8, which is means for controlling the electric motor using a target current.   10. The vehicle according to claim 9, wherein the control means is means for setting a driving force larger than the power source shaft driving force as the fixed magnetic field control driving force when the fixed magnetic field control is executed.   The control means is means for controlling the electric motor so as to increase the magnitude of a magnetic field formed in the stator when executing the fixed magnetic field control as compared with the time of the first switching. Any vehicle described.   The control means sets the target currents of the fixed d-axis and the fixed q-axis at the time of the second switching, and sets the set target currents of the fixed d-axis and the fixed q-axis as the rotation d-axis and the rotation q-axis. The vehicle according to any one of claims 5 to 11, which is means for controlling the electric motor using the replaced target current of the rotation d-axis and rotation q-axis.   The control means sets a target voltage for the fixed d-axis and the fixed q-axis during the second switching, and sets the set target voltage for the fixed d-axis and the fixed q-axis as the rotation d-axis and the rotation q-axis. The vehicle according to any one of claims 5 to 12, which is means for controlling the electric motor using the replaced target voltage of the rotation d-axis and the rotation q-axis.   The control means performs the second switching based on a second switching motor shaft action driving force that is a driving force acting on the drive shaft from the electric motor at the time of the second switching. After setting the transition target rotation d-axis and rotation q-axis target current as target values for shifting the rotation q-axis target current and executing the second switching, the rotation d-axis and rotation The rotation d axis and the rotation so that the q axis target current shifts from the rotation d axis and rotation q axis target currents at the time of the second switching to the set transition target rotation d axis and rotation q axis target currents. 13. The vehicle according to claim 12, wherein the vehicle is means for setting a target current for the q-axis and controlling the second electric motor using the set target current for the rotation d-axis and the rotation q-axis.   The vehicle according to any one of claims 5 to 13, further comprising connection release means capable of connecting and releasing the connection between the drive shaft connected to the drive wheel and the power shaft.   The control means is configured to switch the first switching when the connection between the power shaft and the drive shaft is released by the connection release control means when the shift position is changed from the travel position to the non-travel position. When the shift position is changed from the non-travel position to the travel position, the second switching is performed when the power shaft and the drive shaft are connected by the connection release control means. The vehicle according to claim 15, which is means for executing   When the second switching is performed before connecting the power shaft and the drive shaft, the control means is based on a motor shaft acting drive force that is a drive force acting on the drive shaft from the motor. The target rotation d-axis and rotation q-axis targets are set as target currents of the rotation d-axis and rotation q-axis at the time of the second switching, and the rotation d-axis and rotation q-axis of the set switching target are set. A target relative angle is set as a target value of a relative angle that is an angle of the predetermined electrical angle with respect to the calculated electrical angle based on a target current, and when the relative angle is not equal to the target angle, the relative angle is A target current for the rotation d-axis and the rotation q-axis is set so as to be equal to a target relative angle, and the motor is controlled using the set target current for the rotation d-axis and the rotation q-axis. Vehicle according to claim 16 wherein the means for performing the second switching when it becomes equal to the serial target angle.   The vehicle according to claim 1, further comprising connection release means capable of connecting and releasing the connection between the drive shaft coupled to the drive wheel and the power shaft.   The vehicle according to any one of claims 15 to 18, wherein the connection release means is a transmission means capable of transmitting power and releasing transmission accompanied by a change in a gear position between the power shaft and the drive shaft.   The power source is connected to the internal combustion engine and the power shaft and is connected to the output shaft of the internal combustion engine so as to be rotatable independently of the power shaft, and the power shaft and the power shaft are connected with input and output of electric power and power. The vehicle according to any one of claims 2 to 19, further comprising electric power input / output means capable of inputting / outputting power to / from the output shaft.   The power motive power input / output means is connected to three axes of a generator for inputting / outputting motive power, the drive shaft, the output shaft, and a rotating shaft of the generator, and enters any two of the three axes. 21. The vehicle according to claim 20, further comprising: a three-axis power input / output means for inputting / outputting power to / from the remaining shaft based on the output power. A control method for a vehicle including an electric motor, wherein a rotor is connected to a power shaft connected to a drive wheel, and the rotor is rotationally driven by a rotating magnetic field of a stator to input / output power to the power shaft,
The rotation of the rotor is restricted by fixing the direction of the magnetic field of the stator by rotating magnetic field control for controlling the electric motor so that the rotor is driven to rotate by the rotating magnetic field of the stator when the vehicle stops. Performing a first switching for switching the control of the motor to a fixed magnetic field control for controlling the motor and / or performing a second switching for switching the control of the motor from the fixed magnetic field control to the rotating magnetic field control. At the time of two switching, the electric motor is controlled so that the driving force acting on the power shaft from the electric motor is continuous.
A method for controlling a vehicle.

Images