JP2010070014A - Vehicle control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicle control device which can reduce the cost, in a vehicle having a drive source and two rotary electric devices, while ensuring accuracy in control of the rotary electric devices. <P>SOLUTION: The vehicle control device for controlling a vehicle, including a power transmission means 80 to be engaged each of an output shaft 3 of the drive source, a first rotating shaft 30 of a first rotary electric device MG1 and a second rotating shaft 60 of a second rotary electric device MG2 includes: a first detection means 44, which detects a first rotating position that is the rotator position of MG1; a second detection means 68, which detects a second rotating position that is the rotator position of MG2, and is higher in resolution than that of the first detection means; a third detection means 42, which detects a rotating position of the output shaft; and an estimation means 40, which calculates, based on the detection results of the second detection means and the third detection means and characteristics of the power transmission means, the change in the quantity of the first rotating position, since the first rotating position was detected last, and estimates the first rotating position based on the change quantity and the detection result of the first detection means. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a vehicle control device, and in particular, a drive source, a first rotary electric machine and a second rotary electric machine different from each other, an output shaft of the drive source, a first rotary shaft to which a rotor of the first rotary electric machine is coupled, The present invention also relates to a vehicle control device for controlling a vehicle on which a drive device having power transmission means engaged with each of second rotary shafts connected to a rotor of a second rotating electrical machine is mounted.

  2. Description of the Related Art A vehicle equipped with a drive device having a drive source such as an internal combustion engine and two motors (rotating electric machines) is known. In such a control device for controlling a vehicle, in order to control the motor with high accuracy, it is required that the rotational position of the rotor of each motor can be detected with high resolution. For example, in the power output device disclosed in Patent Document 1, a resolver (detection means) capable of detecting a rotational position with high resolution is provided on each of the rotation shafts of two motors.

Japanese Patent Laid-Open No. 11-55810

  Detection means for detecting the rotational position with high resolution such as a resolver is generally expensive. Therefore, when the detection means capable of detecting the rotational position with high resolution is provided for each of the two rotating electric machines, the resolution of the rotational position of the rotor can be increased, but the cost is increased accordingly.

  In a vehicle control apparatus that controls two rotating electrical machines, it is desired that costs can be reduced while ensuring the accuracy in controlling the rotating electrical machines.

  An object of the present invention is to provide a vehicle control device for controlling a vehicle on which a drive device having a drive source and two rotary electric machines is mounted. The vehicle control device can reduce costs while ensuring accuracy in control of the rotary electric machine. Is to provide.

  The vehicle control device of the present invention includes a drive source, a first rotary electric machine and a second rotary electric machine different from each other, an output shaft of the drive source, a first rotary shaft to which a rotor of the first rotary electric machine is coupled, and A vehicle control device for controlling a vehicle on which a drive device having a power transmission means engaged with each of second rotary shafts to which a rotor of the second rotary electric machine is coupled is provided, the first rotary electric machine A first detection means for detecting a first rotation position that is a rotation position of the rotor of the second rotor; a second rotation position that is a rotation position of the rotor of the second rotating electrical machine; and the first detection means; The second detection means having a higher resolution of the rotational position in comparison, the third detection means for detecting the rotational position of the output shaft, the detection result of the second detection means, the detection result of the third detection means, Based on the characteristics of the power transmission means, the first detection means Further, the amount of change in the first rotational position since the first rotational position is detected is calculated, and based on the calculated amount of change and the detection result of the first detection means, An estimation means for estimating the first rotational position and a control means for controlling the first rotating electrical machine based on an estimation result of the estimation means are provided.

  In the vehicle control apparatus of the present invention, the first detection means is a sensor that detects a magnetic flux, and the sensor is axially separated from an axial end of a rotor of the first rotating electrical machine. The first rotational position is detected by detecting a magnetic flux that is arranged at a position and leaks in the axial direction from the rotor of the first rotating electrical machine, and one sensor is provided for the first rotating electrical machine. It is characterized by.

  In the vehicle control device of the present invention, the estimation means includes second estimation means for estimating a transition of the data since the data was last updated based on a history of data whose values are intermittently updated. The second estimation means estimates the transition of the first rotation position using the estimated first rotation position as the data, and the control means is based on an estimation result of the second estimation means. The first rotating electrical machine is controlled.

  In the vehicle control apparatus of the present invention, the first detection means is a Hall element type magnetic sensor, and the second detection means is a resolver.

  In the vehicle control apparatus of the present invention, the drive source is an internal combustion engine, and the third detection means is a crank angle sensor that detects a rotational position of the output shaft, or a rotational position of a camshaft of the internal combustion engine. It includes at least one of cam angle sensors for detecting.

  The vehicle control device according to the present invention includes a first detection unit that detects a first rotation position that is a rotation position of the rotor of the first rotating electrical machine, and a second rotation position that is the rotation position of the rotor of the second rotating electric machine. A second detection means for detecting and detecting the rotational position of the output shaft of the drive source, and a detection result of the second detection means; , Based on the detection result of the third detection means and the characteristics of the power transmission means, calculate the amount of change in the first rotation position since the first rotation position was last detected by the first detection means, and An estimation means for estimating the first rotational position based on the calculated change amount and a detection result of the first detection means, and a control means for controlling the first rotating electrical machine based on the estimation result of the estimation means Prepare.

  Of the two detection means for detecting the rotational position of the rotor of the rotating electrical machine, the use of a detection means having a lower resolution than the second detection means as the first detection means enables cost reduction. In addition, the first rotation position from the last detection of the first rotation position by the first detection means based on the detection result of the second detection means, the detection result of the third detection means, and the characteristics of the power transmission means And ensuring accuracy in the control of the first rotating electrical machine by estimating the first rotational position based on the calculated amount of change and the detection result of the first detection means. Can do. Therefore, according to the vehicle control device of the present invention, it is possible to reduce the cost while ensuring the accuracy in controlling the rotating electrical machine.

  Hereinafter, an embodiment of a vehicle control device of the present invention will be described in detail with reference to the drawings.

(First embodiment)
The first embodiment will be described with reference to FIGS. 1 to 4. This embodiment includes a drive source, a first rotary electric machine and a second rotary electric machine different from each other, an output shaft of the drive source, a first rotary shaft to which a rotor of the first rotary electric machine is coupled, and a second rotary electric machine The present invention relates to a vehicle control device that controls a vehicle on which a drive device having a power transmission means that engages with each of second rotary shafts connected to a rotor.

  FIG. 1 is a cross-sectional view showing a structure of a vehicle drive device 1 according to the first embodiment. The vehicle drive device 1 is a drive device for a hybrid vehicle, and includes an engine (internal combustion engine) (not shown) as a drive reduction, a motor generator MG1 (first rotating electrical machine), a motor generator MG2 (second rotating electrical machine), and a composite Gear (power transmission means) 80. As the engine, an internal combustion engine, specifically, a gasoline engine, a diesel engine, an LPG engine, a methanol engine, a hydrogen engine, or the like can be used. The drive source is not limited to the engine, and another conventionally known drive source may be mounted as a vehicle drive source instead of the engine.

  Motor generator MG1 and motor generator MG2 have a function (power running function) as an electric motor driven by the supply of electric power and a function (regeneration function) as a generator that converts mechanical energy into electric energy. As motor generator MG1 and motor generator MG2, for example, a permanent magnet type AC synchronous motor generator can be used. As a power supply device that supplies power to motor generator MG1 and motor generator MG2, a power storage device such as a battery or a capacitor, a known fuel cell, or the like can be used. Motor generator MG1 uses an electric power from the power supply device to start an engine (not shown). After the engine is started, the motor generator MG1 can function as a generator by the power of the engine, and the generated power can be charged in the power supply device.

  Motor generator MG1 includes a rotor (rotor) 24 and a stator 16. The stator 16 includes a stator core 18 and a stator coil 20. The stator core 18 is fixed to the case 8 with bolts 22.

  The rotor 24 includes a hollow shaft (first rotating shaft) 30, a rotor core 26 on which electromagnetic steel plates are laminated, and a permanent magnet 28 embedded in the rotor core 26. The shaft 30 forms a part of the rotor 24 and is connected to the rotor core 26 so as to be integrally rotatable. A rotating shaft 14 that transmits the rotation of the engine is passed through the hollow shaft 30. The shaft 30 is provided so as to be rotatable relative to the rotating shaft 14. The rotation of the engine is transmitted from the engine output shaft 3 to the rotation shaft 14 via the transaxle damper 13.

  A lid 10 is attached to the case 8 with bolts 12. A seal member 32 is provided in the gap between the lid 10 and the rotary shaft 14.

  The shaft 30 is rotatably supported by the case 8 via a ball bearing 34. The space for housing motor generator MG1 and the space for housing compound gear 80 and motor generator MG2 are partitioned by partition wall 7. A ball bearing 36 is provided between the partition wall 7 and the shaft 30. The shaft 30 is rotatably supported by the partition wall 7 via a ball bearing 36.

  Motor generator MG2 operates as a motor that is driven mainly by electric power and generates driving force of wheels. However, it also operates as a generator that recovers electric power by performing regenerative braking during braking.

  Motor generator MG2 includes a rotor (rotor) 54 and a stator 46. The stator 46 includes a stator core 48 and a stator coil 50. The stator core 48 is fixed to the case 4 with bolts 52. A lid 2 is attached to the case 4 with bolts 6.

  The rotor 54 includes a hollow shaft 60, a rotor core 56 on which electromagnetic steel plates are laminated, and a permanent magnet 58 embedded in the rotor core 56. The shaft 60 forms a part of the rotor 54 and is connected to the rotor core 56 so as to be integrally rotatable. The shaft 60 is rotatably supported by a ball bearing 64 attached to the lid 2 and a ball bearing 66 attached to the partition wall. A rotating shaft 72 for transmitting the rotation of the engine to the oil pump passes through the hollow portion of the shaft 60.

  Compound gear 80 includes a planetary gear 84 that is a reduction gear that decelerates rotation of motor generator MG2, and a planetary gear 82 that operates as a power split device that splits power between an engine (not shown) and motor generators MG1 and MG2. The planetary gear 82 and the planetary gear 84 are disposed coaxially and face each other in the axial direction.

  Planetary gear 84 includes a sun gear 92 that is spline-fitted with shaft 60, a pinion gear 88 that meshes with sun gear 92, and a planetary carrier 90 that supports the rotation shaft of pinion gear 88. The sun gear 92 is spline-fitted to an end portion of the shaft 60 on the output shaft 3 side in the axial direction, and rotates integrally with the shaft 60. A plurality of pinion gears 88 are arranged along the circumferential direction on the outer peripheral side of the sun gear 92. Planetary carrier 90 is fixed to the case and cannot rotate. A ball bearing 94 is provided between the planetary carrier 90 and the rotating shaft 14.

  The planetary gear 82 includes a sun gear 96 that is spline-fitted with the shaft 30, a pinion gear 98 that meshes with the sun gear 96, and a planetary carrier 100 that supports the rotation shaft of the pinion gear 98. The sun gear 96 is spline-fitted to an end portion of the shaft 30 opposite to the output shaft 3 side in the axial direction, and rotates integrally with the shaft 30. A plurality of pinion gears 98 are arranged along the circumferential direction on the outer peripheral side of the sun gear 96. Planetary carrier 100 is fixed to rotating shaft 14 that transmits the rotation of the engine, and rotates integrally with rotating shaft 14.

  The composite gear 80 has a counter drive gear 86. The counter drive gear 86 faces the pinion gear 88 of the planetary gear 84 and the pinion gear 98 of the planetary gear 82 in the radial direction. A ring gear 91 that meshes with the pinion gear 88 and a ring gear 99 that meshes with the pinion gear 98 are engraved on the inner peripheral portion of the counter drive gear 86. Further, a gear that meshes with the counter driven gear 106 is engraved on the outer periphery of the counter drive gear 86. Thus, the planetary gear 82 and the planetary gear 84 constitute a composite gear 80 in which the ring gear 91 and the ring gear 99 rotate together. The power transmitted from each of the pinion gears 88 and 98 is transmitted to the counter driven gear 106 via the counter drive gear 86. The power transmitted to the counter driven gear 106 is transmitted to driving wheels of the vehicle via a reduction mechanism and a differential mechanism (not shown).

  In compound gear 80, sun gear 92 rotates integrally with rotor 54 of motor generator MG2, sun gear 96 rotates integrally with rotor 24 of motor generator MG1, and planetary carrier 100 rotates integrally with output shaft 3 of the engine. Further, the planetary carrier 90 is fixed so as not to rotate. Therefore, the relationship among the rotational speed of rotor 24 of motor generator MG1, the rotational speed of rotor 54 of motor generator MG2, and the rotational speed of output shaft 3 of the engine is uniquely determined. That is, if the rotational speed of rotor 54 of motor generator MG2 and the rotational speed of output shaft 3 of the engine are known, the rotational speed of rotor 24 of remaining motor generator MG1 can be uniquely determined.

  The vehicle is provided with a crank angle sensor 42 and a control unit 40. The crank angle sensor (third detection means) 42 detects the rotational position of the output shaft 3 of the engine. The control unit 40 controls the vehicle drive device 1. The control unit 40 is configured by a well-known microcomputer, and includes a CPU, RAM, ROM, input port, output port, common bus, and the like (not shown). The crank angle sensor 42 is connected to the control unit 40, and a signal indicating the detection result of the crank angle sensor 42 is output to the control unit 40. Motor generator MG1 is connected to control unit 40 and controlled by control unit 40. The vehicle control device according to the present embodiment controls the vehicle drive device 1 and includes a control unit 40, a crank angle sensor 42, a resolver 68 described later, a hall element 44, and the like.

  Next, a method for detecting the rotational position of motor generators MG1, MG2 in the present embodiment will be described.

  A resolver (second detection means) 68 is provided for motor generator MG2. Resolver 68 can detect the rotational position (second rotational position) of rotor 54 of motor generator MG2 with high accuracy and high resolution. Here, in order to detect the rotational position (first rotational position) of the rotor 24 of the motor generator MG1 with high accuracy and high resolution, it is possible to provide a resolver similar to the resolver 68 for the motor generator MG1. When the resolver is provided in both of the motor generators MG1 and MG2, the shaft length of the vehicle drive device 1 becomes long. The resolver has a relatively large space for mounting and needs to be arranged coaxially with motor generators MG1 and MG2. For this reason, if the resolver is provided in both of the motor generators MG1 and MG2, the axial length is increased. Further, the resolver requires a substrate such as an RD converter IC for determining the magnetic pole position and a resolver excitation oscillation circuit. For this reason, when the resolver is provided in each of the motor generators MG1 and MG2, the cost on the substrate side is increased and the cost is increased.

  On the other hand, in the present embodiment, a hall element (first detection means) 44 is provided as a sensor for detecting the rotational position of the rotor 24 of the motor generator MG1. The Hall element 44 has a small mounting space and is cheaper than a resolver. However, only the detection by the Hall element 44 has a lower resolution of the rotational position than the detection method by the resolver. For example, in the case where three Hall elements 44 are arranged at equal intervals in the circumferential direction of the rotor 24 of the motor generator MG1 to detect the rotational position of the rotor 24, angle detection is performed every 60 degrees (60 degree resolution). For this reason, when the motor generator MG1 is controlled based only on the detection result by the Hall element 44, it is difficult to efficiently perform motor control with smooth torque at a low speed.

  In the present embodiment, the rotational position of the rotor 24 of the motor generator MG1 is estimated based on not only the detection result of the Hall element 44 but also the calculated value of the amount of change in the rotational position of the rotor 24 of the motor generator MG1. The amount of change in the rotational position of rotor 24 of motor generator MG1 is calculated based on the characteristics of compound gear 80, specifically, the gear ratio of compound gear 80. In the vehicle drive device 1, the rotor 24 of the motor generator MG 1, the rotor 54 of the motor generator MG 2, and the output shaft 3 of the engine are connected via a composite gear 80. Therefore, based on the rotation amount of the rotor 54 of the motor generator MG2, the rotation amount of the engine output shaft 3, and the ratio (gear ratio) of the rotation speed of each gear in the composite gear 80, the rotor 24 of the motor generator MG1. A rotation amount (a change amount of the rotation position) can be calculated.

  Based on the calculated rotation amount of the rotor 24 of the motor generator MG1 and the detection result of the Hall element 44, the rotation position of the rotor 24 of the motor generator MG1 is estimated, so that only the detection result of the Hall element 44 is obtained. Compared with the case where the rotational position of the rotor 24 is calculated based on the above, the resolution of the rotational position of the rotor 24 of the motor generator MG1 can be improved.

  First, a sensor that detects the rotational position of motor generators MG1 and MG2 will be described.

  The vehicle drive device 1 is provided with a resolver 68 that detects the rotational position of the rotor 54 of the motor generator MG2. Resolver 68 is arranged on the side opposite to the engine side with respect to motor generator MG2 in the axial direction. Resolver 68 is formed of a well-known resolver, and can detect the magnet position of rotor 54 of motor generator MG2 with high accuracy. Resolver 68 is arranged coaxially with motor generator MG 2, and has a stator 68 a attached to lid 2 by bolt 70 and a rotor 68 b connected to shaft 60. The stator 68a is configured with a detection circuit that detects the rotational position of the rotor 68b. Based on the output of the detection circuit that changes in accordance with the rotational position of the rotor 68b, the rotational position of the shaft 60, that is, the rotational position of the rotor 54 of the motor generator MG2 is detected. The resolver 68 is connected to the control unit 40, and a signal indicating the detection result of the resolver 68 is output to the control unit 40.

  The vehicle drive device 1 is provided with a hall element 44 that detects the rotational position of the rotor 24 of the motor generator MG1. The Hall element 44 is a known magnetic sensor using the Hall effect, and converts the magnetic field generated by the magnet into an electrical signal and outputs it. Hall element 44 is arranged on the radially outer side of rotor 24 of motor generator MG1. Specifically, the hall element 44 is assembled to the stator 16 and faces the outer peripheral portion of the rotor 24 in the radial direction. The hall element 44 is connected to the control unit 40, and a signal indicating the detection result of the hall element 44 is output to the control unit 40.

  In the present embodiment, a plurality of Hall elements 44 are arranged in the circumferential direction with respect to motor generator MG1. Specifically, three Hall elements 44 are arranged at equal intervals in the circumferential direction with respect to motor generator MG1.

  FIG. 2 is a diagram illustrating an example of an output signal of the Hall element 44. FIG. 2 shows the relationship between the rotational position of rotor 24 of motor generator MG1 (rotational angle from 0 ° of the origin) and the output signal of each Hall element 44. Each Hall element 44 outputs an output signal of either a high level signal or a low level signal in accordance with the rotational position of rotor 24 of motor generator MG1. When the rotational position of the rotor 24 belongs to a 180 ° range determined according to the circumferential installation position of the Hall element 44, the Hall element 44 outputs a high level signal. On the other hand, when the rotational position of the rotor 24 does not belong to the 180 ° range, the Hall element 44 outputs a low level signal.

  Since the three Hall elements 44 are arranged at equal intervals in the circumferential direction, as shown in FIG. 2, there are 120 output signals (U phase, V phase, W phase) between the three Hall elements 44. A phase difference of degrees occurs. The rotational position of the rotor 24 is calculated based on a combination of three output signals of U phase, V phase, and W phase. Since there are six combinations of output signals, angle detection is performed every 60 degrees (60 degree resolution).

  Next, a method for calculating the amount of rotation of the rotor 24 of the motor generator MG1 will be described. FIG. 3 is a collinear diagram of the planetary gear 82. The vertical axis | shaft of FIG. 3 has shown the rotation speed of each axis | shaft (each gear).

  In FIG. 3, symbols S, C, and R indicate the sun gear 98, the planetary carrier 100, and the ring gear 99 of the planetary gear 82, respectively. Reference numeral N1 indicates the rotational speed of the sun gear 98, that is, the rotational speed of the rotor 24 of the motor generator MG1. Reference numeral N2 indicates the rotational speed of the planetary carrier 100, that is, the rotational speed of the output shaft 3 of the engine. Reference numeral N <b> 3 is the rotational speed of the ring gear 99 and is equal to the rotational speed of the ring gear 91 of the planetary gear 84. The relationship among the rotational speed N1 of the rotor 24 of the motor generator MG1, the rotational speed N2 of the engine output shaft 3, and the rotational speed N3 of the ring gears 91 and 99 is uniquely determined by the gear ratio of the planetary gear 82. . That is, based on the rotational speed N2 of the engine output shaft 3 and the rotational speed N3 of the ring gears 91 and 99, the rotational speed N1 of the rotor 24 of the motor generator MG1 can be calculated.

  Reference numeral N4 indicates the rotational speed of the sun gear 92 of the planetary gear 84, that is, the rotational speed of the rotor 54 of the motor generator MG2. The relationship between the rotational speed N4 of the rotor 54 of the motor generator MG2 and the rotational speed N3 of the ring gears 91 and 99 is uniquely determined by the gear ratio of the planetary gear 84. In other words, the rotational speed N3 of the ring gears 91 and 99 can be obtained based on the rotational speed N4 of the rotor 54 of the motor generator MG2 and the gear ratio of the planetary gear 84. As described above, the rotational speed N1 of the rotor 24 of the motor generator MG1 is calculated based on the detected value of the rotational speed N4 of the rotor 54 of the motor generator MG2 and the detected value of the rotational speed N3 of the output shaft 3 of the engine.

  FIG. 4 is a diagram for describing a method of controlling motor generator MG1 by control unit 40.

  As shown in FIG. 4, the control unit 40 includes an MG1 magnetic pole position detection device 40a, an MG1 magnetic pole position interpolation device 40b, and an MG1 control device 40c.

  MG1 magnetic pole position detection device 40a detects the rotational position (magnetic pole position) of rotor 24 of motor generator MG1. The MG1 magnetic pole position detection device 40a detects the rotational position of the rotor 24 of the motor generator MG1 based on the detection signal of each Hall element 44 by the method described with reference to FIG. The rotational position of the rotor 24 of the motor generator MG1 detected by the MG1 magnetic pole position detection device 40a is output to the MG1 magnetic pole position interpolation device 40b.

  The MG1 magnetic pole position interpolating device 40b is based on the rotational position of the rotor 24 of the motor generator MG1 detected by the MG1 magnetic pole position detecting device 40a and the calculated value of the rotation amount of the rotor 24 of the motor generator MG1. The rotational position of the rotor 24 is estimated (interpolated). The MG1 magnetic pole position interpolating device 40b uses the method described with reference to FIG. 3 to detect the detected value of the rotational speed N4 of the rotor 54 of the motor generator MG2, the detected value of the rotational speed N3 of the output shaft 3 of the engine, and the planetary gear 82. , 84, the rotational speed N1 of the rotor 24 of the motor generator MG1 is calculated. Here, MG1 magnetic pole position interpolation device 40b detects the rotational speed N4 of rotor 54 of motor generator MG2 based on the signal input from resolver 68. The MG1 magnetic pole position interpolation device 40b detects the rotational speed N3 of the engine output shaft 3 based on the signal input from the crank angle sensor 42. In the present embodiment, the resolution of the rotational position of the output shaft 3 by the crank angle sensor 42 is higher than the resolution of the rotational position of the rotor 24 by the Hall element 44.

  MG1 magnetic pole position interpolation device 40b estimates the rotational position of rotor 24 of motor generator MG1 based on the calculated rotational speed N1 of rotor 24 of motor generator MG1. Specifically, in the MG1 magnetic pole position interpolation device 40b, after the output signal of the Hall element 44 is changed and the rotational position of the rotor 24 is detected, the output signal of the Hall element 44 is changed and the rotor 24 is rotated. The rotational position of the rotor 24 in the region until the position is detected is estimated (interpolated). The MG1 magnetic pole position interpolation device 40b calculates the amount of change in the rotational position of the rotor 24 since the rotational position of the rotor 24 was last detected based on the rotational speed N1 of the rotor 24 of the motor generator MG1. Based on the calculated amount of change in the rotational position of the rotor 24 and the last detected rotational position of the rotor 24, the current rotational position of the rotor 24 is estimated. The estimated rotational position (magnetic pole position) of the rotor 24 of the motor generator MG1 is output to the MG1 control device 40c. The estimation means of this embodiment includes an MG1 magnetic pole position detection device 40a and an MG1 magnetic pole position interpolation device 40b.

  The MG1 control device (control means) 40c performs rotation control of the motor generator MG1. MG1 control device 40c controls motor generator MG1 based on the rotational position of rotor 24 of motor generator MG1 input from MG1 magnetic pole position interpolation device 40b. Thereby, compared with the case where motor generator MG1 is controlled based only on the detection result of Hall element 44, motor control with smooth torque can be performed efficiently. For example, after the output signal of the Hall element 44 is changed and the rotational position of the rotor 24 is detected, the next time the output signal of the Hall element 44 is changed and the rotational position of the rotor 24 is detected, the vehicle Even when the rotational speed (rotational speed) of the rotor 24 of the motor generator MG1 changes due to a change in the operating state of the motor generator MG1, the control unit 40 of the present embodiment further responds to the change. Motor generator MG1 can be appropriately controlled.

  The Hall element 44 is generally less expensive than a resolver. Further, in the present embodiment, since the detection value of the existing crank angle sensor 42 is used to compensate the sensor accuracy of the Hall element 44, it is necessary to increase the number of new facilities for interpolating the detection result of the Hall element 44. Absent. Therefore, according to the present embodiment, it is possible to reduce the cost of the system that detects the rotational position while detecting the rotational position of the rotor 24 of the motor generator MG1 with high resolution.

  Further, since the hall element 44 does not take up a volume as compared with the resolver, the overall length of the vehicle drive device 1 is shortened compared to the case where a resolver is provided as a device for detecting the rotational position of the rotor 24 of the motor generator MG1. Is possible. As a result, the vehicle drive device 1 having the two motor generators MG1 and MG2 can be mounted on a smaller platform vehicle.

  In the present embodiment, the case where the Hall element 44 is used as the sensor that detects the rotational position of the rotor 24 of the motor generator MG1 has been described as an example. However, the sensor that detects the rotational position of the rotor 24 includes It is not limited. Other known sensors that can detect the rotational position of the rotor 24 may be used. That is, although the resolution of the rotational position is low, any sensor that is less expensive than the resolver 68 is applicable as a sensor that detects the rotational position of the rotor 24.

  In the present embodiment, the case where the resolver 68 is used as the sensor for detecting the rotational position of the rotor 54 of the motor generator MG2 has been described as an example. However, the sensor for detecting the rotational position of the rotor 54 is limited to this. Not. Other known sensors that can detect the rotational position of the rotor 54 with high resolution may be used.

(First modification of the first embodiment)
A first modification of the first embodiment will be described with reference to FIG.

  In the first embodiment, the rotational position of the output shaft 3 of the engine is detected by the crank angle sensor 42. Alternatively, the rotational position of the output shaft 3 may be detected by a cam angle sensor. FIG. 5 is a diagram for describing a method of controlling motor generator MG1 by control unit 40 of the present modification.

  As shown in FIG. 5, in this modification, instead of the crank angle sensor 42, the detection result of the cam angle sensor 43 that detects the rotational position of the camshaft of the engine (not shown) is input to the MG1 magnetic pole position interpolation device 40b. The An endless timing chain (not shown) is wound around the camshaft and the output shaft 3, and the camshaft rotates in conjunction with the output shaft 3. For this reason, it is possible to calculate the rotational position (rotational speed N3) of the output shaft 3 based on the rotational position (rotational speed) of the camshaft detected by the cam angle sensor 43. The MG1 magnetic pole position interpolation device 40b is configured to calculate the rotational speed N3 of the engine output shaft 3 calculated based on the detection result of the cam angle sensor 43, the detected value of the rotational speed N4 of the rotor 54 of the motor generator MG2, the planetary gear 82, Based on the respective gear ratios 84, the rotational speed N1 of the rotor 24 of the motor generator MG1 is calculated.

  Since the existing cam angle sensor 43 similar to the crank angle sensor 42 is used, the cost of the system can be reduced as in the first embodiment.

(Second modification of the first embodiment)
A second modification of the first embodiment will be described with reference to FIG.

  In the first embodiment, there is one sensor that detects the rotational position of the output shaft 3 of the engine. However, the detection accuracy and resolution of the rotational position can be increased by using a plurality of sensors. For example, even if the resolution of the rotational position by each sensor is less than or equal to the resolution of the rotational position by the Hall element 44, the third detection means is configured to detect the rotational position of the output shaft 3 by combining a plurality of sensors. The resolution of the rotational position can be made higher than that of the Hall element 44. FIG. 6 is a diagram for describing a control method of motor generator MG1 by control unit 40 of the present modification.

  In this modification, the MG1 magnetic pole position interpolation device 40b calculates the rotational position (rotation speed N3) of the output shaft 3 of the engine based on the detection result of the crank angle sensor 42 and the detection result of the cam angle sensor 43. That is, the third detection means of this modification is configured by the crank angle sensor 42 and the cam angle sensor 43. Thereby, the detection accuracy and resolution of the rotational speed N3 of the output shaft 3 are improved. As a result, the detection accuracy and resolution of the rotational position of the rotor 24 of the motor generator MG1 can be improved.

  As shown in FIG. 6, the detection result of the crank angle sensor 42 and the detection result of the cam angle sensor 43 are input to the MG1 magnetic pole position interpolation device 40b. The MG1 magnetic pole position interpolation device 40b calculates the rotation speed N3 of the output shaft 3 based on the detection result of the crank angle sensor 42 and the detection result of the cam angle sensor 43. The rotation speed N1 of the rotor 24 of the motor generator MG1 is calculated from the detected rotation speed N3 of the output shaft 3 of the engine, the detected value of the rotation speed N4 of the rotor 54 of the motor generator MG2, and the respective gear ratios of the planetary gears 82 and 84. Based on the above. Since the rotation speed N3 of the output shaft 3 is calculated based on the detection results of two different sensors, the detection accuracy and resolution of the rotation speed N3 of the output shaft 3 are improved. As a result, the detection accuracy and resolution of the rotational position of the rotor 24 of the motor generator MG1 can be improved. Although two sensors 42 and 43 are used, since both are existing sensors, there is no need to increase the number of facilities. Therefore, according to this modification, it is possible to reduce the cost of the system that detects the rotational position while detecting the rotational position of the rotor 24 of the motor generator MG1 with high resolution.

(Second Embodiment)
The second embodiment will be described with reference to FIGS. In the second embodiment, only differences from the first embodiment will be described.

  In the first embodiment, a plurality (three) of the hall elements 44 are arranged. Instead, only one hall element 144 is provided in the present embodiment. FIG. 7 is a cross-sectional view showing the structure of the vehicle drive device 1 according to this embodiment.

  Hall element 144 of the present embodiment is configured by a Hall IC that not only detects the phase (rotational position) of rotor 24 of motor generator MG1, but also has a function of determining the rotational direction of rotor 24. Hall element 144 is disposed at a position spaced axially from the axial end of rotor 24 of motor generator MG1. Specifically, Hall element 144 is opposed to the engine-side end of rotor 24 of motor generator MG1 in the axial direction. In other words, the hall element 144 is provided on the extension line in the axial direction of the rotor 24 and at a position closer to the engine than the rotor 24. One Hall element 144 is arranged for motor generator MG1. The hall element 144 is connected to the control unit 40, and the detection result of the hall element 144 is output to the control unit 40.

  FIG. 8 is a diagram for describing a method of controlling motor generator MG1 by control unit 40.

  The MG1 magnetic pole position detection device 40a detects the rotational position of the rotor 24 based on a signal indicating the phase (rotational position) and rotational direction of the rotor 24 detected by the Hall element 144. The MG1 magnetic pole position detection device 40a outputs the detected rotation position and rotation direction of the rotor 24 to the MG1 magnetic pole position interpolation device 40b.

  The MG1 magnetic pole position interpolation device 40b is based on the rotation position and direction of the rotor 24 of the motor generator MG1 detected by the MG1 magnetic pole position detection device 40a and the calculated value of the rotation amount of the rotor 24 of the motor generator MG1. The rotational position of the rotor 24 of the generator MG1 is estimated (interpolated). FIG. 9 is a timing chart when the control of this embodiment is performed.

  9, reference numeral 201 indicates an output signal of the crank angle sensor 42, that is, a rotation signal of the output shaft 3 of the engine. As shown in FIG. 9, the rotation signal of the output shaft 3 output from the crank angle sensor 42 is a pulse signal. Reference numeral 202 indicates an output signal of the resolver 68, that is, a magnetic pole position signal (rotational position signal of the rotor 54) of the motor generator MG2. Reference numeral 203 indicates an estimated phase of the motor generator MG1, that is, an estimated value of the rotational position of the rotor 24 estimated by the MG1 magnetic pole position interpolation device 40b. This estimated value 203 is a value calculated based on the rotation signal 201 of the output shaft 3 and the rotation position signal 202 of the rotor 54. The estimated value 203 of the rotational position of the rotor 24 is calculated based on the rotational position of the rotor 24 detected last, and the amount and direction of rotation of the rotor 24 since the last rotational position of the rotor 24 was detected. The

Reference numeral 204 denotes an output signal of the Hall element 144, that is, a magnetic pole position signal (rotational position signal of the rotor 24) of the motor generator MG1. Reference numeral 205 indicates an estimated value of the rotational position of the rotor 24 corrected based on the rotational position signal 204 of the rotor 24. When the rotational position signal 204 of the rotor 24 changes and the rotational position of the rotor 24 is detected, the estimated value 203 of the rotational position of the rotor 24 is corrected in synchronization with the detection timing. For example, the hall element 144 is arranged so that the detection signal changes with the reference rotation position of the rotor 24 as a boundary. In other words, the installation position of the hall element 144 is set so that the change of the rotation position signal 204 of the rotor 24 (rising or falling) can detect that the rotation position of the rotor 24 at that time is the reference rotation position. ing. At time T1, when it is detected that the rotational position of the rotor 24 is the reference rotational position due to the change (rise) of the rotational position signal 204 of the rotor 24, the MG1 magnetic pole position interpolation device 40b detects the rotational position of the rotor 24. Error correction of the estimated value 203 is performed. Having been subjected to the error correction for correcting the value at time T1 estimate 203 of the rotational position of the rotor 24 to the reference rotational position theta ₀ is an estimate 205 of the rotational position of the rotor 24.

  The MG1 magnetic pole position interpolation device 40b outputs the estimated value 203 of the rotational position of the rotor 24 to the MG1 control device 40c until time T1, and performs MG1 control of the corrected estimated value 205 of the rotational position of the rotor 24 after time T1. Output to device 40c.

  In the present embodiment, the hall element 144 is disposed at a position spaced apart from the axial end of the rotor 24 in the axial direction. Therefore, as compared with the case where the Hall element 144 is assembled to the stator 16, the assembling work is facilitated, and the cost is reduced. According to the arrangement of the Hall element 144 of the present embodiment, the Hall element 144 is physically moved away from the stator 16 as compared with the case where the Hall element 144 is assembled to the stator 16, so that the Hall element 144 is affected by the excitation magnetic field of the stator 16. It becomes difficult. Therefore, robustness against noise due to the excitation magnetic field of the stator 16 is increased.

  Although hall element 144 is arranged on the extension line of rotor 24 in the axial direction, it does not take up a volume as compared with the resolver. Therefore, vehicle drive apparatus 1 is compared with the case where a resolver is provided for motor generator MG1. Is shortened. In particular, in the present embodiment, since the number of hall elements 144 installed is only one, it is effective for shortening the overall length of the vehicle drive device 1.

  In the present embodiment, since the number of hall elements 144 is only one, the mounting is easier than in the case where a plurality of hall elements 144 are arranged. In general, in the detection by the Hall element, the mounting error becomes a magnetic pole position detection error. Therefore, when using a plurality of Hall elements, it is necessary to accurately arrange the Hall elements at equal intervals in the circumferential direction. For example, when three Hall elements are arranged, it is necessary to arrange the three Hall elements on the stator or the like in exactly three equal parts, but such attachment is extremely difficult. In the present embodiment, there is no such difficulty in attachment, and the Hall element 144 can be attached relatively easily.

(Third embodiment)
A third embodiment will be described with reference to FIGS. 10 to 12. In the third embodiment, only differences from the above embodiments will be described.

  In each of the above embodiments, the rotor 24 of the motor generator MG1 is based on the detection result of the resolver 68 and the detection result of a sensor that detects the rotational position of the output shaft 3 of the engine such as the crank angle sensor 42 and the cam angle sensor 43. Was estimated (interpolated). Thereby, although the resolution of the rotational position detection of the rotor 24 is enhanced, the resolution depends on the resolution of the sensor used for estimation. When the resolution of the crank angle sensor 42 and the cam angle sensor 43 is lower than the resolution of the resolver 68, the resolution of the rotational position of the rotor 24 depends on the resolution of the crank angle sensor 42 and the cam angle sensor 43. .

  In this embodiment, the rotational position of the rotor 24 is interpolated by a self-oscillation type correction method (PLL method). By interpolating the rotational position of the rotor 24 between the pulse signals of the engine rotation signal, the motor generator MG1 can be operated more smoothly.

  FIG. 10 is a diagram for describing a method of controlling motor generator MG1 by control unit 140 of the present embodiment.

  In the MG1 magnetic pole position interpolation device 140b of the control unit 140 of this embodiment, a self-oscillation type (PLL method) is further added to the estimated value of the rotational position of the rotor 24 whose value is updated according to the pulse signal of the engine rotational signal. ) Is interpolated. A self-oscillation type interpolation method will be described with reference to FIG. FIG. 11 is a diagram illustrating an example of a signal interpolation method using the self-oscillation method.

  In FIG. 11, symbol Q1 indicates input data before interpolation, and symbol Q2 indicates an estimated value on which self-oscillation type interpolation has been performed. The input data Q1 has a stepped waveform whose value is intermittently updated according to a pulse signal or the like. In the self-oscillation type interpolation method, the change rate (change rate) of the input data Q1 is calculated based on the input data Q1, and the estimated value Q2 is calculated based on the calculated change rate. That is, the estimated value Q2 is obtained by interpolating the transition of data from the update of the input data Q1 to the next update of the input data Q1 based on the change rate. When the input data Q1 is updated, the rate of change is such that the difference ΔQ is reduced (for example, the difference ΔQ converges to 0) based on the difference ΔQ between the estimated value Q2 and the input data Q1 at that time. Updated. In this embodiment, the estimated value of the rotational position of the rotor 24 is interpolated by such a self-oscillation type interpolation method. That is, in the self-oscillation type interpolation, the transition of data since the last data update is estimated based on the history of data whose values are updated intermittently.

  FIG. 12 is a timing chart when the control of this embodiment is performed.

  The method for calculating the estimated value 203 of the rotational position of the rotor 24 can be the same as in the second embodiment. The MG1 magnetic pole position interpolation device 140b calculates an estimated value 203 of the rotational position of the rotor 24 based on the rotational signal 201 of the output shaft 3 output as a pulse signal and the rotational position signal 202 of the rotor 54 of the motor generator MG2. To do. The estimated value 203 of the rotational position of the rotor 24 has a stepped waveform corresponding to the rotation signal 201 of the output shaft 3 being a pulse signal. The MG1 magnetic pole position interpolation device 140b of this embodiment calculates an estimated value 206 of the rotational position of the rotor 24 after interpolation from the estimated value 203 of the rotational position of the rotor 24 by self-oscillation type interpolation. That is, the MG1 magnetic pole position interpolation device 140b of this embodiment has a function as a second estimation unit.

Further, the MG1 magnetic pole position interpolation device 140b performs error correction (reference rotation position correction) of the estimated value 206 of the rotation position of the rotor 24 based on the rotation position signal 204 of the rotor 24, as in the second embodiment. . At time T2, it is detected that the rotational position of the rotor 24 is the reference rotational position from the change (rise) of the rotational position signal 204 of the rotor 24. In this case, MG1 pole position interpolator 140b performs error correction for correcting the estimated value 206 of the rotational position of the rotor 24 at the time T2 to the reference rotational position theta _0. The MG1 magnetic pole position interpolation device 140b outputs the calculated estimated value 206 of the rotational position of the rotor 24 after interpolation to the MG1 control device 140c.

  According to this embodiment, the estimated value of the rotational position of the rotor 24 is interpolated by self-oscillation type interpolation. Thereby, the magnetic pole position (rotational position of rotor 24) information of motor generator MG1 between the pulse signals in the rotational signal of output shaft 3 of the engine is interpolated. Therefore, the resolution of the rotational position of the rotor 24 is improved, and smooth operation control of the motor generator MG1 becomes possible.

  When the rotational position 206 of the rotor 24 after interpolation is calculated using self-oscillation type interpolation, instead of interpolating the estimated value 203 of the rotational position of the rotor 24 (before interpolation), other data It may be interpolated. For example, the integrated value of the rotation signal 201 of the output shaft 3 is calculated, the integrated value is interpolated by a self-oscillation type interpolation method, and the rotational position 206 of the rotor 24 is calculated based on the interpolated integrated value. Even if it does, it is possible to obtain the same result.

It is sectional drawing which shows the structure of the apparatus concerning 1st Embodiment of the vehicle control apparatus of this invention. It is a figure which shows an example of the output signal of the Hall element of 1st Embodiment of the vehicle control apparatus of this invention. It is a collinear diagram of the planetary gear of 1st Embodiment of the vehicle control apparatus of this invention. It is a figure for demonstrating the control method of the motor generator by the control part of 1st Embodiment of the vehicle control apparatus of this invention. It is a figure for demonstrating the control method of the motor generator by the control part of the 1st modification of 1st Embodiment of the vehicle control apparatus of this invention. It is a figure for demonstrating the control method of the motor generator by the control part of the 2nd modification of 1st Embodiment of the vehicle control apparatus of this invention. It is sectional drawing which shows the structure of the apparatus concerning 2nd Embodiment of the vehicle control apparatus of this invention. It is a figure for demonstrating the control method of the motor generator by the control part of 2nd Embodiment of the vehicle control apparatus of this invention. It is a timing chart in case control of 2nd Embodiment of the vehicle control apparatus of this invention is performed. It is a figure for demonstrating the control method of the motor generator by the control part of 3rd Embodiment of the vehicle control apparatus of this invention. It is a figure which shows an example of the signal interpolation method by the self oscillation system of 3rd Embodiment of the vehicle control apparatus of this invention. It is a timing chart in case control of 3rd Embodiment of the vehicle control apparatus of this invention is performed.

Explanation of symbols

MG1 Motor generator MG2 Motor generator 1 Vehicle drive device 3 Output shaft 4 Case 7 Partition wall 8 Case 14 Rotating shaft 16 Stator 18 Stator core 20 Stator coil 24 Rotor 26 Rotor core 28 Permanent magnet 30 Shaft 40, 140 Controller 40a, 140a MG1 magnetic pole position Detection device 40b, 140b MG1 magnetic pole position interpolation device 40c, 140c MG1 control device 42 Crank angle sensor 43 Cam angle sensor 44 Hall element 46 Stator 48 Stator core 50 Stator coil 54 Rotor 56 Rotor core 58 Permanent magnet 60 Shaft 68 Resolver 72 Rotating shaft 80 Composite Gear 82, 84 Planetary gear 86 Counter drive gear 88 Pinion gear 90 Planetary carrier 91 Ring gear 92 Sun gear 96 Sun gear 98 Pinion gear 99 Ring gear 100 Planetary carrier 106 Counter driven gear

Claims (5)

A driving source;
A first rotating electric machine and a second rotating electric machine different from each other;
Power transmission means that engages with each of the output shaft of the drive source, the first rotating shaft connected to the rotor of the first rotating electrical machine, and the second rotating shaft connected to the rotor of the second rotating electrical machine. A vehicle control device for controlling a vehicle equipped with a drive device having:
First detection means for detecting a first rotational position which is a rotational position of the rotor of the first rotating electrical machine;
A second detection means for detecting a second rotation position which is a rotation position of the rotor of the second rotating electrical machine, and having a higher resolution of the rotation position as compared with the first detection means;
Third detection means for detecting the rotational position of the output shaft;
Based on the detection result of the second detection means, the detection result of the third detection means, and the characteristics of the power transmission means, since the first rotation position was last detected by the first detection means. An estimation unit that calculates a change amount of the first rotation position and estimates the first rotation position based on the calculated change amount and a detection result of the first detection unit;
A vehicle control device comprising: control means for controlling the first rotating electrical machine based on an estimation result of the estimation means. The vehicle control device according to claim 1,
The first detection means is a sensor for detecting magnet magnetic flux,
The sensor is disposed at a position axially separated from an axial end of the rotor of the first rotating electrical machine, and detects the magnetic flux leaking in the axial direction from the rotor of the first rotating electrical machine. Detect the first rotation position,
One said sensor is provided with respect to said 1st rotary electric machine. The vehicle control apparatus characterized by the above-mentioned. The vehicle control device according to claim 1 or 2,
The estimation means includes second estimation means for estimating a transition of the data since the data was last updated based on a history of data whose values are intermittently updated.
The second estimating means estimates the transition of the first rotational position using the estimated first rotational position as the data,
The control unit controls the first rotating electrical machine based on an estimation result of the second estimation unit. In the vehicle control device according to any one of claims 1 to 3,
The first detection means is a Hall element type magnetic sensor,
Said 2nd detection means is a resolver. The vehicle control apparatus characterized by the above-mentioned. In the vehicle control device according to any one of claims 1 to 4,
The drive source is an internal combustion engine,
The third detection means includes at least one of a crank angle sensor that detects a rotational position of the output shaft and a cam angle sensor that detects a rotational position of a cam shaft of the internal combustion engine. Control device.

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