JP2010208487A - Control device for hybrid car - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To operate an engine 2 in as an efficient state as possible in a hybrid car 1 equipped with a first rotor 5 connected to an output shaft 3 of the engine 2 and a second rotor 6 which is connected to a driving wheel 18, and composes a motor 21 together with the first rotor 5. <P>SOLUTION: Difference rotation control to rotate a second rotor 6 with the difference of only a prescribed rotation speed to the first rotor 5 is performed, and in low speed control to rotate the second rotor 6 at a lower speed than that of the first rotor 5, when the rotational frequency of an engine becomes higher than first set rotational frequency set so as to be higher than the highest efficient rotational frequency as the highest efficiency of the engine 2, high speed control to rotate the second rotor 6 at a higher speed than that of the rotor 5 is performed, and in the high speed control, when the rotational frequency of the engine becomes lower than second set rotational frequency set so as to be set lower than the highest efficient rotational frequency, low speed control is performed. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention belongs to a technical field related to a control device for a hybrid vehicle that travels using both an engine and a motor.

  In general, there are two types of hybrid vehicles called the series method and the parallel method. In the series system, a generator is driven by an engine to generate electric power, and the electric power is stored in a battery. Then, electric power is supplied from the battery to the motor, and driving power for traveling is obtained by the motor. On the other hand, the parallel system is configured to travel using both an engine and a motor. That is, the point that the generator is driven by the engine and the battery is charged is the same as the above series method, but unlike the series method, the engine is driven not only by the motor driven by the battery power but also by the engine. In addition, the vehicle can be driven by both the motor and the motor. Normally, the vehicle travels with a motor when starting, and when the vehicle speed increases, the motor is switched from the engine to the engine. Further, when a large driving force is required such as sudden start or acceleration, the vehicle is driven by both the motor and the engine.

  In the parallel hybrid vehicle described above, for example, the motor is directly connected to the drive wheels, while the engine is connected to the drive wheels via a clutch. The clutch is disengaged when traveling with only the motor, and the clutch is engaged when traveling with only the engine or both the engine and the motor.

On the other hand, as shown in Patent Document 1, for example, in a hybrid vehicle, a first rotor connected to an output shaft of an engine, and an outer peripheral side of the first rotor and connected to driving wheels. A second rotor and a stator disposed on the outer peripheral side of the second rotor, coils are disposed on the first rotor and the stator, and magnets are disposed on the second rotor. It has been proposed that the first rotor and the second rotor constitute a first motor, and the second rotor and the stator constitute a second motor.
JP-A-9-56010

  Unlike the series system, the parallel type hybrid vehicle requires a clutch that connects and disconnects the engine and the driving wheel as described above, but the rotational difference between the driving wheel side and the engine side in the clutch is large. When the clutch is engaged, there is a problem that the clutch is damaged, and for example, when the clutch is engaged in a state where the rotation on the engine side is low, there is a problem that a shock due to deceleration occurs in the vehicle body. In the configuration in which the clutch is provided as described above, various problems occur, and it is required to eliminate the clutch even in the hybrid vehicle.

  Therefore, it is conceivable to adopt the configuration of the above-mentioned Patent Document 1, and in this configuration, the first rotor and the second rotor in the first motor can be electromagnetically connected and disconnected, so the clutch is eliminated. It becomes possible to do. And when driving a 2nd rotor with an engine, a 1st motor is controlled and it is set as the state which couple | bonded the 1st rotor and the 2nd rotor with the electromagnetic force. In addition, if the second motor is driven in this state, the second rotor can be driven by both the engine and the second motor. Further, the second rotor can be driven only by the second motor while the engine is stopped, such as when the vehicle is started (the coil of the first rotor is in an open state without being connected to the battery). ).

  By the way, when the configuration of the above-mentioned Patent Document 1 is adopted, when the vehicle is running and the engine is operating, in order to drive the second rotor by the engine, a current is passed through the coil of the first rotor. The first rotor and the second rotor are coupled by electromagnetic force. At this time, normally, the first rotor and the second rotor are rotated at the same rotational speed.

  However, when the first rotor and the second rotor are rotated at the same rotational speed, in order to couple the first rotor and the second rotor with electromagnetic force, each phase in the coil of the first rotor It is necessary to keep the same current flowing through the windings. For this reason, the coil may burn out, or a device such as a semiconductor switching element for controlling the current of the coil may be damaged.

  In order to prevent such damage to the coil or the like, the second rotor may be rotated with a difference of a predetermined rotational speed relative to the first rotor. Which of the rotors rotates at high speed becomes a problem.

  The present invention has been made in view of such a point, and the object of the present invention is to prevent damage to coils and the like in a hybrid vehicle including the first and second motors as described above. The goal is to be able to operate the engine as efficiently as possible.

  In order to achieve the above object, in the first invention, an engine, a first rotor connected to an output shaft of the engine and having a first coil, and an outer peripheral side of the first rotor are arranged. And a second rotor connected to the drive wheel and having a magnet to form a first motor together with the first rotor, a first inverter for performing current control of the first coil, Controlling the operation of the engine and the operation of the first inverter for a hybrid vehicle control device comprising a chargeable / dischargeable battery connected to the first coil via a first inverter The control means controls the operation of the first motor by controlling the operation of the engine and the first inverter when the hybrid vehicle is running and the engine is operating. The second rotor is configured to perform differential rotation control in which the second rotor is rotated with a difference from the first rotor by a predetermined rotational speed, and the differential rotation control is performed using the second rotor. Control that selectively performs either one of low speed control for rotating the rotor at a lower speed than the first rotor and high speed control for rotating the second rotor at a higher speed than the first rotor. In the low speed control, the high speed control is performed when the rotational speed of the engine becomes higher than the first set rotational speed set higher than the maximum efficiency rotational speed that is the maximum efficiency of the engine. On the other hand, in the high speed control, the low speed control is performed when the engine speed is lower than the second set speed set lower than the maximum efficiency speed.

  With the above configuration, by performing differential rotation control, the current that must be passed through the first coil in order to couple the first rotor and the second rotor with electromagnetic force changes, and as a result, Damage to the first coil, the semiconductor switching element of the first inverter, and the like can be prevented. In this differential rotation control, when the vehicle speed is low, the rotation speed of the first rotor on the engine side is increased by the low speed control, and the engine can be operated at a rotation speed close to the maximum efficiency rotation speed. As the vehicle speed increases (that is, the rotational speed of the second rotor increases), the engine speed (that is, the rotational speed of the first rotor) also increases, and the engine speed exceeds the first set rotational speed. If the rotational speed of the first rotor is still higher, the engine speed is too far from the maximum efficiency speed and the efficiency is lowered. However, in the present invention, when the engine speed exceeds the first set speed, the rotational speed of the first rotor becomes lower, so that the engine speed can be returned to a speed close to the maximum efficiency speed. Even when the vehicle speed increases, the engine can be operated at a speed close to the maximum efficiency. Further, when the vehicle speed decreases and becomes lower than the second set rotational speed, if the rotational speed of the first rotor remains lower, the engine rotational speed is too far from the maximum efficiency rotational speed, and the efficiency decreases. However, in the present invention, since the rotational speed of the first rotor is higher, the engine speed can be made close to the maximum efficiency speed. Therefore, when the engine speed increases and decreases, the engine speed passes through the range of the first to second set speeds twice, and the opportunity for operating the engine within this range can be increased. The first and second set rotational speeds may be set so that the engine rotational speed range is within a relatively good efficiency range including the highest efficiency rotational speed of the engine. Therefore, the engine can be operated in as efficient a manner as possible.

  According to a second invention, in the first invention, the hybrid vehicle is disposed on an outer peripheral side of the second rotor and has a second coil to constitute a second motor together with the second rotor. And a second inverter for performing current control of the second coil, and the battery is further connected to the second coil via the second inverter, The control means further controls the operation of the second motor by controlling the operation of the second inverter, and controls the differential rotation by controlling the operation of the engine and the first and second inverters. Assume that control is configured.

  Thus, the second rotor can be driven by both the engine and the second motor. The driving force (that is, engine torque) of the second rotor by the engine can be reduced by the amount corresponding to the driving force of the second rotor by the second motor, and the fuel efficiency of the engine can be improved. Further, the second rotor can be driven only by the second motor, and it is not necessary to use the engine at the extremely low speed (starting time) when the engine efficiency is very low. Furthermore, when the remaining capacity of the battery decreases, the second coil can generate power, and the generated power can be charged into the battery. The battery can be charged with the power generated by the first coil. However, the first coil is frequently connected to the first coil to couple the first rotor and the second rotor with electromagnetic force. Since the current flows through the second coil, the load on the first coil can be reduced by using the second coil. It is also possible to drive the second rotor by supplying power from the battery to the first coil, but by reducing the burden on the first coil by supplying power to the second coil. Can do.

  In a third invention, in the first or second invention, the control means is configured to change the first and second set rotational speeds to a high speed side when the engine is cold. .

  As a result, when the engine is cold (when the temperature of the engine coolant is below the reference temperature or when the temperature of the catalyst for purifying the engine exhaust does not reach the activation temperature) With the low speed control, the engine can be rotated as fast as possible, and thus warming up of the engine and the catalyst can be promoted.

  According to a fourth aspect, in the first or second aspect, the control means is configured to prohibit the high speed control when the engine is cold.

  By doing so, similarly to the third aspect of the invention, when the engine is cold, the engine and catalyst can be warmed up at low speed control.

  In a fifth aspect based on the second aspect, the hybrid vehicle further includes coil temperature detection means for detecting the first coil temperature, and the control means is the first detected by the coil temperature detection means. When the input temperature is equal to or higher than a predetermined temperature, the second inverter supplies power from the battery to the second coil, and the input temperature is equal to or higher than the predetermined temperature. When power is already supplied to the second coil at the time when the value becomes, the power amount is assumed to be increased at that time.

  That is, in order to supply electric power for coupling the first rotor and the second rotor with electromagnetic force from the battery to the first coil, or to charge the battery with the electric power generated by the first coil The current frequently flows through the first coil, which tends to increase the temperature of the first coil and reduce the reliability. However, in the present invention, when the first coil temperature is equal to or higher than the predetermined temperature, electric power is supplied from the battery to the second coil. Therefore, the second rotor can be connected to both the engine and the second motor, or It can be driven only by the second motor. As a result, the driving force (engine torque) of the second rotor by the engine can be reduced by the amount corresponding to the driving force of the second rotor by the second motor. Further, when power is already supplied to the second coil at the time when the first coil temperature becomes equal to or higher than the predetermined temperature, the amount of increase in the power can be increased by increasing the power at that time. Only the driving force of the second rotor by the engine can be reduced. Therefore, the amount of current flowing through the first coil can be reduced and the reliability of the first coil can be improved.

  In a sixth aspect based on the second aspect, the hybrid vehicle further includes remaining capacity detecting means for detecting the remaining capacity of the battery, and the control means is configured to detect the remaining battery capacity detected by the remaining capacity detecting means. When the capacity is input and the input remaining capacity is greater than a predetermined reference value, the second inverter supplies power from the battery to the second coil, and the input remaining capacity. When power is already supplied to the second coil when the capacity becomes larger than the reference value, it is assumed that the amount of power is increased at that time.

  That is, if the remaining capacity of the battery exceeds the reference value, it is not possible to charge the battery as it is, so it is preferable to use the battery power actively. Therefore, power is supplied from the battery to the second coil, and the second rotor is driven by both the engine and the second motor, or only by the second motor (the remaining capacity of the battery is lower than the reference value). In the case where power is already supplied to the second coil at the time when the amount increases, the amount of power can be increased at that time), so that the remaining capacity of the battery can be reduced. Similarly to the invention, the amount of current flowing in the first coil can be reduced, and the reliability of the first coil can be improved.

  In a seventh aspect based on the second aspect, the hybrid vehicle further comprises a remaining capacity detecting means for detecting the remaining capacity of the battery, and the control means is configured to detect the remaining battery capacity detected by the remaining capacity detecting means. When a capacity is input and the input remaining capacity is equal to or less than a predetermined value, the high speed control is prohibited and power is generated by the second coil.

  That is, when the remaining capacity of the battery becomes equal to or less than a predetermined value, it is not possible to use the battery power as it is, so it is preferable to charge the battery. Therefore, by prohibiting high-speed control that requires power consumption of the battery, it is possible to suppress power consumption of the battery and generate power with the second coil to charge the generated power to the battery.

  In an eighth aspect based on the second aspect, the hybrid vehicle includes a connection line that connects the first coil and the second coil without passing through the first and second inverters, A switch provided on the connection line and for connecting / disconnecting the connection line, wherein the control means further controls the operation of the switch, and the first rotor and the second rotor are controlled by the differential rotation control. When the rotational speed with the rotor is in a specific speed relationship, the generated power in the first coil is changed to the first and second by setting the connection line to the connected state by the operation control of the switch. It is assumed that the second coil is supplied without going through an inverter.

  That is, when the rotational speeds of the first rotor and the second rotor are in a specific speed relationship, the generated power in the first coil is not passed through the first and second inverters (and the battery). Even if it is supplied to the second coil as it is, the second motor can be driven. For example, when the number of poles of the first and second motors is the same, when the rotational speed of the first rotor is twice the rotational speed of the second rotor, the generated power in the first coil is used as it is. The second motor can be driven by supplying the second coil. In the case of such a specific speed relationship, the generated power in the first coil can be efficiently supplied to the second coil by setting the connection line to the connected state by the switch.

  As described above, according to the hybrid vehicle control device of the present invention, the second rotor is given a difference from the first rotor by a predetermined rotational speed when the hybrid vehicle is running and the engine is operating. The differential rotation control for rotating in the state is performed, and the differential rotation control is performed at the low speed control in which the second rotor is rotated at a lower speed than the first rotor. When the rotation speed is higher than the first set rotation speed set higher than the rotation speed, high-speed control is performed to rotate the second rotor at a higher speed than the first rotor. However, when the rotation speed is lower than the second set rotation speed set lower than the maximum efficiency rotation speed, the first coil and the first coil are controlled by performing the low speed control. It is possible to prevent damage to the semiconductor switching element or the like converter, so can be operated in good condition efficient as possible engine.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

  FIG. 1 shows a schematic configuration of a hybrid vehicle 1 (hereinafter simply referred to as a vehicle 1) equipped with a control device according to an embodiment of the present invention. The vehicle 1 includes an engine 2, a first rotor 5 connected to the output shaft 3 of the engine 2 and rotating together with the output shaft 3, and a first rotor 5 on the outer peripheral side of the first rotor 5. A second rotor 6 that is rotatably disposed on the same axis and is connected to a drive wheel 18 via a transmission mechanism 17 (gear or the like), and a stator 7 that is disposed on the outer peripheral side of the second rotor 6. And.

  As shown in FIG. 2, the first coil 11 is wound around the outer peripheral portion of the first rotor 5, and a plurality of permanent magnets 13 are provided on the inner peripheral portion of the second rotor 6. It is arranged. The first rotor 5 and the second rotor 6 (the inner peripheral side portion including the permanent magnet 13) constitute a first motor 21. The first motor 21 has the same configuration as an outer rotor type or inner rotor type three-phase AC motor if one of the first and second rotors 5 and 6 is regarded as a stator.

  In addition to the permanent magnet 13, a plurality of permanent magnets 14 are disposed on the outer peripheral portion of the second rotor 6, and the second coil 12 is wound around the inner peripheral side portion of the stator 7. It is. The second rotor 6 (the outer peripheral side portion including the permanent magnet 14) and the stator 7 constitute a second motor 22. The second motor 22 has the same configuration as an inner rotor type three-phase AC motor.

  Three slip rings 25 are provided in the axially outer portion of the second rotor 6 in the output shaft 3 of the engine 2, and the U-phase, V-phase, and W-phase of the first coil 11 are provided. Lead portions 11a of the windings are connected to the slip rings 25 through the output shaft 3, respectively. Three brushes 26 are respectively arranged on the outer peripheral sides of the three slip rings 25 so as to slide with respect to the slip ring 25. The brush 26 is connected to a first inverter 31 (more specifically, a semiconductor switching element in the first inverter 31), and a power supply line and a ground line of the first inverter 31 can be charged and discharged. Are connected to a power terminal (positive terminal) and a ground terminal. As a result, the first coil 11 and the battery 33 are connected via the first inverter 31.

  The first inverter 31 is provided to perform current control of the first coil 11, and a controller 61 (see FIG. 3) described later operates the first inverter 31 (semiconductor switching element). By controlling, the operation of the first motor 21 is controlled. Thereby, it is possible to supply electric power from the battery 33 to the first coil 11 to drive the first motor 21, or to generate electric power in the first coil 11 and charge the generated electric power to the battery 33. become.

  The power source terminal and the ground terminal of the battery 33 are further connected to the power source line and the ground line of the second inverter 32 via a boost converter 34 (in this embodiment, having a voltage doubler circuit), respectively. The inverter 32 (semiconductor switching element) is connected to the second coil 12 (U-phase, V-phase, and W-phase windings). As a result, the battery 33 is also connected to the second coil 12 via the second inverter 32. The second inverter 32 is provided to control the current of the second coil 12, and the controller 61 controls the operation of the second inverter 32 (semiconductor switching element), so that the second inverter 32 The operation of the motor 22 is controlled. Thereby, it is possible to supply electric power from the battery 33 to the second coil 12 to drive the second motor 22, or to generate electric power in the second coil 12 and charge the generated electric power to the battery 33. become. The step-up converter 34 is not always necessary, but the step-up converter 34 can drive the second motor 22 at a voltage higher than the voltage between the terminals of the battery 33, and the second motor 22 can be efficiently operated. It becomes possible to drive well.

  As shown in FIG. 3, the vehicle 1 includes a vehicle speed sensor 41 that detects the vehicle speed of the vehicle 1, and an accelerator opening sensor that detects an accelerator opening corresponding to the amount of depression of the accelerator pedal of an occupant of the vehicle 1. 42, a throttle opening sensor 43 for detecting the opening of the electric throttle of the vehicle 1, a first rotor rotational speed sensor 44 for detecting the rotational speed of the first rotor 5, and the second rotor 6 A second rotor rotational speed sensor 45 that detects the rotational speed of the engine 2, an engine rotational speed sensor 46 that detects the rotational speed of the engine 2, a cooling water temperature sensor 47 that detects the temperature of the cooling water of the engine 2, and the above A first coil temperature sensor 48 serving as a coil temperature detecting means for detecting the temperature of the first coil 11 and a voltage detecting terminal voltage of the battery 33 (hereinafter referred to as battery voltage). It is provided with Teri voltage sensor 49. The battery voltage sensor 49 constitutes a remaining capacity detecting means for detecting the remaining capacity (charged state (SOC)) of the battery 33, and indicates that the remaining capacity of the battery 33 is smaller as the battery voltage is lower. Detection information detected by these sensors 41 to 49 is input to a controller 61 as control means. The remaining capacity of the battery 33 may be detected in consideration of the integrated value of the inflow / outflow current value (detected by the current sensor) with respect to the battery 33 in addition to the battery voltage.

  The controller 61 has a general CPU, ROM, RAM, and the like, and performs operation control of the engine 2 (operation control of the fuel injection valve and spark plug) based on the input information. The operations of the first and second motors 31 and 32 are controlled by controlling the operations of the first and second inverters 31 and 32.

  When the vehicle 1 starts (moves forward) from the stopped state, in the present embodiment, the second motor 22 is driven with the engine 2 stopped. That is, power is supplied from the battery 33 to the second coil 12 via the second inverter 32. Thereby, the 2nd rotor 6 is rotationally driven and the driving wheel 18 rotates. At this time, the winding of each phase of the first coil 11 is not connected to the battery 33 and is opened, and the engine 2 and the first rotor 5 are stopped.

  When the driving torque of the second rotor 6 (drive wheel 18) is insufficient with only the second motor 22 while the vehicle 1 is traveling, or the battery voltage detected by the battery voltage sensor 49 is a predetermined voltage ( If the voltage is equal to or lower than the predetermined voltage described later, the engine 2 is started. That is, electric power is supplied from the battery 33 to the first coil 11 via the first inverter 31, and cranking torque is generated in the first rotor 5 using the second rotor 6 as a base. As a result, the engine 2 is cranked via the output shaft 3 and started. When the engine 2 is started in this way, basically, the engine 2 is connected to the second rotor 6 via the output shaft 3 and the first rotor 5 (which rotate in the same direction as the second rotor 6). Drive. The second motor 22 performs driving assist (torque assist) of the second rotor 6 driven by the engine 2. Further, the second rotor 6 may be driven only by the engine 2. When the vehicle 1 moves backward, only the second motor 22 drives the second rotor 6 so as to rotate in the direction opposite to that when moving forward.

  Here, the engine 2 may be started while the vehicle 1 is stopped, and the second rotor 6 may be driven by the engine 2 when the vehicle 1 starts. In this case, the second motor 22 may assist the driving of the second rotor 6.

  When the engine 2 drives the second rotor 6 (including the case where the assist is performed), the first rotor 5 and the second rotor 6 are electromagnetically coupled to each other from the first rotor 5 to the second rotor 6. In order to transmit torque to the rotor 6, it is necessary to pass a current through the first coil 11. In this case, electric power may be supplied from the battery 33 to the first coil 11 to allow current to flow through the first coil 11, and the first coil 11 may be used by using a part of the driving force of the engine 2. A current may be caused to flow through the first coil 11 by generating electric power. It is also possible to charge the battery 33 with surplus power in the generated power. Further, in addition to electromagnetically coupling the first rotor 5 and the second rotor 6, in order to drive the second rotor 6 with the engine 2 and the first motor 21, It is also possible to supply power to one coil 11.

  Here, when the second rotor 6 is rotationally driven at the same rotational speed as the first rotor 5 when the vehicle 1 is traveling and the engine 2 is in operation, the first rotor 5 and the second rotor 6 are connected. In order to couple with the electromagnetic force, the same current must be continuously supplied to the windings of the respective phases in the coil of the first rotor 5. In order to avoid this, in the present embodiment, the controller 61 controls the operation of the engine 2 and the first and second inverters 32 to move the second rotor 6 to the first rotor 5 by a predetermined rotational speed. Differential rotation control is performed to rotate in a state with a difference.

  The differential rotation control includes low speed control for rotating the second rotor 6 at a lower speed than the first rotor 5 and high speed for rotating the second rotor 6 at a higher speed than the first rotor 5. Control that selectively performs any one of the controls, wherein the engine speed detected by the engine speed sensor 46 at the time of the low speed control is the highest efficiency speed at which the engine 2 has the highest efficiency. When the engine speed is higher than the first set rotational speed set higher than the above, the high speed control is performed, and at the time of the high speed control, the engine rotational speed is set to be lower than the maximum efficiency rotational speed. When the rotational speed is lower than the set rotational speed, the low speed control is performed.

  The first and second set rotation speeds are set to values such that the range of the first to second set rotation speeds includes the highest efficiency rotation speed and the efficiency is relatively good. For example, the first set speed is set to 3000 to 4000 rpm, and the second set speed is set to 1500 to 2000 rpm. The predetermined rotational speed that is the rotational speed difference between the first and second rotors 5 and 6 is substantially the same as the second set rotational speed when the low speed control is switched to the high speed control. Therefore, it is preferable that the engine speed be substantially the same as the first set speed when the high speed control is switched to the low speed control. For example, when the first set rotational speed is 4000 rpm and the second set rotational speed is 2000 rpm, the predetermined rotational speed may be 1000 rpm as a value converted to the engine rotational speed.

  At the time of the high speed control, basically, power is supplied to the second coil 12 to perform the assist by the second motor 22, thereby causing the second rotor 6 to move faster than the first rotor 5. Rotate with. In order to couple the first rotor 5 and the second rotor 6 with electromagnetic force, the first coil 11 is supplied with electric power from the battery 33 to flow current, or the first coil 11 Current is passed by power generation. The power generated by the first coil 11 may be supplied to the second coil 12 via the battery 33. The degree of assist by the second motor 22 and the supply of electric power or power generation to the first coil 11 are determined in consideration of the vehicle required torque based on the vehicle speed and the accelerator opening, and the first and second rotors. The rotational speed difference of 5 and 6 is appropriately determined so as to be the predetermined rotational speed (the same applies to the low speed control).

  During the high speed control, power is not supplied from the battery 33 to the second coil 12 but power is supplied from the battery 33 to the first coil 11, so that the first rotor 5 and the second rotor 6 In addition to the coupling, the second rotor 6 can be driven by the engine 2 and the first motor 21 (the engine torque is lowered and the first motor 21 correspondingly reduces the torque assist). To do). However, since a current frequently flows through the first coil 11 in order to couple the first rotor 5 and the second rotor 6 with electromagnetic force, the temperature of the first coil 11 rises and reliability is increased. Tend to decrease. Therefore, it is preferable to reduce the burden on the first coil 11 by supplying power from the battery 33 to the second coil 12. Further, in the case where power for torque assist is supplied from the battery 33 to the first coil 11, when the temperature of the first coil 11 becomes equal to or higher than a predetermined temperature during the supply, the first coil It is preferable to stop power supply to the power supply 11 and supply power from the battery 33 to the second coil 12 to perform torque assist by the second motor 22.

  Further, when power is supplied from the battery 33 to the second coil 12 during the high speed control, the temperature of the first coil 11 detected by the first coil temperature sensor 48 is increased to a predetermined temperature (more than this). Then, it is preferable to increase the amount of electric power supplied to the second coil 12 when the temperature becomes equal to or higher than the temperature at which the reliability of the first coil 11 decreases.

  Further, when power is supplied from the battery 33 to the second coil 12 during the high-speed control, the battery voltage detected by the battery voltage sensor 49 is determined based on a predetermined reference voltage (the highest voltage of the battery 33). Also, it is preferable to increase the amount of electric power supplied to the second coil 12 when the voltage becomes higher than (a little lower voltage) (the remaining capacity of the battery 33 is larger than a predetermined reference value). .

  On the other hand, at the time of the low speed control, in order to couple the first rotor 5 and the second rotor 6 with electromagnetic force, power is supplied from the battery 33 to the first coil 11 to flow current, or the first The first inverter 31 is controlled so that a current is caused to flow by the power generation in the coil 11, and the second inverter 32 is controlled so that the windings of the respective phases of the second coil 12 are opened (second state). The coil 12 is not supplied with power and does not generate power). However, when the battery voltage is higher than the reference voltage (the remaining capacity of the battery 33 is greater than the reference value) or when the temperature of the first coil 11 is equal to or higher than a predetermined temperature, the battery 33 to the second coil. It is preferable to supply electric power to 12 and perform the assist by the second motor 22.

  Even during the low speed control, it is possible to drive the second rotor 6 by the engine 2 and the first motor 21 by supplying electric power from the battery 33 to the first coil 11 (engine 2). The torque is lowered, and the torque is assisted by the first motor 21 by that amount). Further, the assist may be performed by supplying power to the second coil 12 regardless of the battery voltage or the temperature of the first coil 11.

  Here, when the battery voltage detected by the battery voltage sensor 49 is equal to or lower than a predetermined voltage (the remaining capacity of the battery 33 is equal to or lower than a predetermined value), the high-speed control is prohibited and the second coil 12 is caused to generate power. It is preferable that the battery 33 is charged with the generated power. The predetermined voltage is set to a voltage slightly higher than the lowest voltage at which the battery 33 functions.

  When the engine 2 is cold, that is, when the temperature of the engine coolant detected by the coolant temperature sensor 47 is equal to or lower than a reference temperature (for example, 70 to 80 ° C.), the first and second set rotational speeds are set to the high speed side. Preferably, the high speed control is prohibited. When the first and second set rotational speeds are changed to the high speed side, for example, as shown in FIG. 12, the first set rotational speed NE1 and the second set speed are decreased as the temperature of the engine cooling water becomes lower than the reference temperature Tw0. Increase the rotational speed NE2. The temperature of the catalyst for purifying the exhaust of the engine is detected by a sensor, and when the temperature of the catalyst has not reached the activation temperature, it is assumed that the engine 2 is cold and the first The second set rotational speed may be changed to the high speed side, or the high speed control may be prohibited.

  The basic operation of the differential rotation control by the controller 61 will be described with reference to the flowcharts of FIGS. FIG. 4 is a flowchart of engine control, and FIG. 5 is a flowchart of inverter control (motor control) corresponding thereto. 4 and 5, torque assist by the first motor 21 is not performed during both the low speed control and the high speed control, and torque assist by the second motor 22 is performed only during the high speed control. ing.

  The engine control in FIG. 4 will be described. First, in step S1, low speed control is performed (simultaneously with step S101 in the flowchart of FIG. 5), and in next step S2, vehicle speed V, accelerator opening α, throttle opening. TVO, engine speed NE, and rotational speed NR1 of the first rotor 5 are read from the corresponding sensors.

  In the next step S3, the required vehicle torque required to drive the vehicle 1 is calculated based on at least the vehicle speed V and the accelerator opening α, and in the next step S4, it is determined whether or not the low speed control is currently being performed. judge. When the determination in step S4 is YES (when low speed control is performed), the process proceeds to step S5. When the determination in step S4 is NO (when high speed control is performed), the process proceeds to step S10.

  In step S5, the engine request torque TE1 to be output by the engine 2 is calculated on the basis of the vehicle request torque on the assumption that there is no torque assist by the first and second motors 22. In the next step S6, the engine request torque TE1 is calculated. Based on the required torque TE1, the throttle opening TVO1 is determined (including controlling the electric throttle so that the determined opening is reached. The same applies hereinafter), and in the next step S7, the engine required torque TE1 is set. Based on this, the fuel injection amount F1 by the fuel injection valve is determined (including the control of the fuel injection valve so that the determined fuel injection amount is reached. The same applies hereinafter).

  In the next step S8, it is determined whether or not the engine speed NE is higher than the first set speed NE1, and when the determination in step S8 is YES, the process proceeds to step S9 to switch to high speed control (FIG. 5) and then returns to step S2. On the other hand, when the determination in step S8 is NO, the process directly returns to step S2.

  In step S10 that proceeds when the determination in step S4 is NO, based on the vehicle required torque, the torque required by the second motor 22 (Tr1 obtained in step S108 in FIG. 5) is taken into consideration and the engine required torque. TE2 (TE2 <TE1) is calculated, and in the next step S11, the throttle opening TVO2 is determined based on the engine required torque TE2, and in the next step S12, the fuel injection valve is operated based on the engine required torque TE2. A fuel injection amount F2 is determined.

  In the next step S13, it is determined whether or not the engine speed NE is lower than the second set speed NE2. If the determination in step S13 is YES, the process proceeds to step S14 to switch to low speed control (see FIG. 5) and then returns to step S2. On the other hand, when the determination in step S14 is NO, the process directly returns to step S2.

  In the inverter control, low speed control is performed simultaneously with the above step S1 in the first step S101, and in the next step S102, the vehicle speed V, the accelerator opening α, the rotational speed NR1 of the first rotor 5, and the second The rotational speed NR2 of the rotor 6 is read from the corresponding sensor.

  In the next step S3, the vehicle required torque is calculated based on at least the vehicle speed V and the accelerator opening α (the same as step S3), and in the next step S104, it is determined whether or not the low speed control is currently being performed. When the determination in step S104 is YES (when the control is low speed), the process proceeds to step S105, while when the determination in step S104 is NO (when the control is high speed), the process proceeds to step S108.

  In step S105, the first inverter 31 is subjected to switching control to transmit the engine torque TE1 from the first rotor 5 to the second rotor 6, thereby obtaining the vehicle required torque in step S103 and the first The rotor rotational speed NR1 is set to a value obtained by adding the predetermined rotational speed NR0 to the second rotor rotational speed NR2.

  In the next step S106, it is determined whether or not the engine speed NE is higher than the first set speed NE1 (same as step S8). When the determination in step S106 is YES, the process proceeds to step S107. Switching to high-speed control (performed simultaneously with step S9), then returns to step S102. On the other hand, when the determination in step S106 is NO, the process directly returns to step S102.

  In step S108, which proceeds when the determination in step S104 is NO, the generated torque Tr1 of the second motor 22 is calculated, and in the next step S109, the first inverter 31 is subjected to switching control, and the first rotor is controlled. 5 to transmit the engine torque TE2 to the second rotor 6 and control the switching of the second inverter 32 (the second motor 22 is driven so that the generated torque becomes Tr1). The vehicle required torque is obtained (the assist torque Tr1 from the second motor 22 is added to the engine torque TE2 to obtain the vehicle required torque), and the second rotor rotational speed NR2 is set to the first rotor rotational speed NR1. The rotational speed NR0 is added.

  In the next step S110, it is determined whether or not the engine speed NE is lower than the second set speed NE2 (same as step S13). When the determination in step S110 is YES, the process proceeds to step S111. Switch to low speed control (performed simultaneously with step S14), and then return to step S102. On the other hand, when the determination in step S110 is NO, the process directly returns to step S102.

  6 and 7 are obtained by adding an operation when the temperature of the first coil 11 is equal to or higher than a predetermined temperature to the basic control of FIGS. 4 and 5.

  That is, in engine control, the same operations as steps S1 to S4 are performed in steps S21 to S24, respectively. However, in step S22, reading of the temperature Tc of the first coil 11 is added.

  When the determination in step S24 is YES (when the control is low speed), the process proceeds to step S25 to determine whether or not the temperature Tc of the first coil 11 is equal to or higher than a predetermined temperature Tc0. When the determination in step S25 is NO, the process proceeds to step S26, and in steps S26 to S28, the same operations as steps S5 to S7 are performed, and then the process proceeds to step S32.

  On the other hand, when the determination in step S25 is YES, the process proceeds to step 29, and the engine required torque TE3 (TE3 <TE1) is considered in consideration of torque assist by the second motor 22 (Tr2 obtained in step S127 of FIG. 7). ) And the throttle opening TVO3 is determined based on the engine required torque TE3 in the next step S30, and the fuel injection amount F3 by the fuel injection valve is determined based on the engine required torque TE3 in the next step S31. After that, proceed to step S32.

  In steps S32 and S33, the same operations as in steps S8 and S9 are performed. That is, when the engine speed NE is higher than the first set speed NE1, the control is switched to the high speed control, and otherwise, the low speed control is kept. Then, the process returns to step S22.

  When the determination in step S24 is NO (when high-speed control is performed), the process proceeds to step S34 to determine whether or not the temperature Tc of the first coil 11 is equal to or higher than a predetermined temperature Tc0. When the determination in step S34 is NO, the process proceeds to step S35, and in steps S35 to S37, the same operations as those in steps S10 to S12 are performed, and then the process proceeds to step S41.

  On the other hand, when the determination in step S34 is YES, the process proceeds to step 38, and the engine required torque TE4 (TE4 <TE2) is considered in consideration of torque assist by the second motor 22 (Tr3 obtained in step S136 of FIG. 7). In step S39, the throttle opening TVO4 is determined on the basis of the engine required torque TE4. In step S40, the fuel injection amount F4 by the fuel injection valve is determined on the basis of the engine required torque TE4. After that, proceed to step S41.

  In steps S41 and S42, the same operations as in steps S13 and S14 are performed. That is, when the engine rotational speed NE is lower than the second set rotational speed NE2, the control is switched to the low speed control. Otherwise, the high speed control is kept. Then, the process returns to step S22.

  The inverter control performs the same operations as steps S101 to S104 in steps S121 to S124, respectively. However, in step S122, reading of the temperature Tc of the first coil 11 is added.

  When the determination in step S124 is YES (when the control is low speed), the process proceeds to step S125, and it is determined whether or not the temperature Tc of the first coil 11 is equal to or higher than the predetermined temperature Tc0 (step S25). the same). When the determination in step S125 is NO, the process proceeds to step S126, performs the same operation as step S105, and then proceeds to step S129.

  On the other hand, when the determination in step S125 is YES, the process proceeds to step S127, the generated torque Tr2 of the second motor 22 is calculated, and in the next step S128, the first inverter 31 is subjected to switching control. By transmitting the engine torque TE3 from the first rotor 5 to the second rotor 6 and switching-controlling the second inverter 32 (driving the second motor 22 so that the generated torque becomes Tr2), The vehicle required torque in step S123 is obtained, and the first rotor rotational speed NR1 is set to a value obtained by adding the predetermined rotational speed NR0 to the second rotor rotational speed NR2. Thereafter, the process proceeds to step S129.

  In steps S129 and S130, the same operations as in steps S106 and S107 are performed. That is, when the engine speed NE is higher than the first set speed NE1, the control is switched to the high speed control, and otherwise, the low speed control is kept. Then, the process returns to step S122.

  When the determination in step S124 is NO (when high-speed control is performed), the process proceeds to step S131, and it is determined whether or not the temperature Tc of the first coil 11 is equal to or higher than a predetermined temperature Tc0. When the determination in step S131 is NO, the process proceeds to step S132. In steps S132 and S133, the same operations as those in steps S108 and S109 are performed, and then the process proceeds to step S136.

  On the other hand, when the determination in step S131 is YES, the process proceeds to step S134 to calculate the generated torque Tr3 (Tr3> Tr1) of the second motor 22, and in the next step S135, the first inverter 31 is switched. The engine torque TE4 is transmitted from the first rotor 5 to the second rotor 6 and the second inverter 32 is controlled to be switched (the second motor 22 is driven so that the generated torque becomes Tr3). Thus, the required vehicle torque in step S123 is obtained, and the second rotor rotational speed NR2 is set to a value obtained by adding the predetermined rotational speed NR0 to the first rotor rotational speed NR1. Thereafter, the process proceeds to step S136.

  In steps S136 and S137, the same operations as in steps S110 and S111 are performed. That is, when the engine rotational speed NE is lower than the second set rotational speed NE2, the control is switched to the low speed control. Otherwise, the high speed control is kept. Then, the process returns to step S122.

  As described above, when the temperature of the first coil 11 becomes equal to or higher than the predetermined temperature, the second motor 22 assists in driving the second rotor 6 driven by the engine 2 (torque assist) during the low speed control. Accordingly, the driving force (that is, engine torque) of the second rotor 6 by the engine 2 can be reduced by that amount. Further, during the high speed control, the assist torque, that is, the amount of power supplied from the battery 33 to the second motor 22 is increased. Thereby, the amount of current flowing through the first coil 11 can be reduced, and the reliability of the first coil 11 can be improved.

  When the battery voltage is higher than the reference voltage (the remaining capacity of the battery 33 is greater than the reference value), the second motor 22 assists the driving of the second rotor 6 driven by the engine 2 (torque). When performing (assist), it is the same as the flowcharts of FIGS. In this case, instead of reading the temperature Tc of the first coil 11 in steps S22 and S122, the battery voltage is read. In steps S25, S34, S125 and S131, the temperature Tc of the first coil 11 is a predetermined temperature. Instead of determining whether or not it is equal to or higher than Tc0, it may be determined whether or not the battery voltage is higher than the reference voltage.

  FIGS. 8 and 9 are obtained by adding an operation during cold operation of the engine 2 (prohibition of high-speed control) to the basic control of FIGS. 4 and 5.

  That is, in engine control, the same operations as steps S1 to S3 are performed in steps S51 to S53, respectively. However, in step S52, reading of the engine coolant temperature Tw is added.

  In the next step S54, it is determined whether or not the coolant temperature Tw is equal to or lower than the reference temperature Tw0 (whether or not the engine 2 is cold). If the determination in step S54 is NO, step S55 is performed. On the other hand, while the same determination as in step S4 is performed, when the determination in step S54 is YES, the process proceeds to step S56, which is advanced when the determination in step S55 is YES. If the determination in step S55 is no, the process proceeds to step S62.

  In steps S56 to S58, the same operations as in steps S5 to S7 are performed, and in the next step S59, it is determined whether or not the cooling water temperature Tw is equal to or lower than the reference temperature Tw0. When the determination in step S59 is YES, the process returns to step S52, while when the determination in step S59 is NO, the process proceeds to step S60.

  Steps S60 and S61 are the same as steps S8 and S9, respectively, and steps S62 to S66 are the same as steps S10 to S14, respectively.

  The inverter control performs the same operations as steps S101 to S103 in steps S151 to S153, respectively. However, in step S152, reading of the engine coolant temperature Tw is added.

  In the next step S154, it is determined whether or not the cooling water temperature Tw is equal to or lower than the reference temperature Tw0. When the determination in step S154 is NO, the process proceeds to step S155, and the same determination as in step S104 is performed. When the determination in step S154 is YES, the process proceeds to step S156 that proceeds when the determination in step S155 is YES. If the determination in step S155 is no, the process proceeds to step S160.

  In step S156, the same operation as step S105 is performed, and in the next step S157, it is determined whether or not the cooling water temperature Tw is equal to or lower than the reference temperature Tw0. When the determination at step S157 is YES, the process returns to step S152, while when the determination at step S157 is NO, the process proceeds to step S158.

  Steps S158 and S159 are the same as steps S106 and S107, respectively, and steps S160 to S163 are the same as steps S108 to S111, respectively.

  Thus, when the engine 2 is cold, high speed control is not performed, and warming up of the engine 2 and the catalyst can be promoted.

  10 and 11 are obtained by adding an operation when the battery voltage is equal to or lower than a predetermined voltage to the basic control of FIGS. 4 and 5.

  That is, in engine control, the same operations as steps S1 to S3 are performed in steps S71 to S73, respectively. However, in step S72, reading of the battery voltage Vdc is added.

  In the next step S74, it is determined whether or not the battery voltage Vdc is equal to or lower than the predetermined voltage V0. If the determination in step S74 is NO, the process proceeds to step S75. Steps S75 to S85 are the same as steps S4 to S14, respectively.

  When the determination in step S74 is YES, the process proceeds to step S86, and engine request torque TE5 (TE5> TE1) is calculated. The engine required torque TE5 is a value obtained by adding the torque corresponding to the generated power in step S183 in FIG. 11 to the engine required torque TE1.

  In the next step S87, the throttle opening TVO5 is determined based on the engine required torque TE5. In the next step S88, the fuel injection amount F5 by the fuel injection valve is determined based on the engine required torque TE5. The process returns to step S72.

  The inverter control performs the same operations as steps S101 to S103 in steps S171 to S173. However, in step S172, reading of the battery voltage Vdc is added.

  In the next step S174, it is determined whether or not the battery voltage Vdc is equal to or lower than the predetermined voltage V0. If the determination in step S174 is NO, the process proceeds to step S175. Steps S175 to S182 are the same as steps S104 to S111, respectively.

  When the determination in step S174 is YES, the process proceeds to step S183, the first inverter 31 is subjected to switching control, the engine torque TE5 is transmitted from the first rotor 5 to the second rotor 6, and the first The second inverter 32 is subjected to switching control to generate power with the second coil 12 (the torque corresponding to the generated power is subtracted from the engine torque TE5 to obtain the vehicle required torque in step S173), and the first rotor rotation The speed NR1 is set to a value obtained by adding the predetermined rotational speed NR0 to the second rotor rotational speed NR2. Then, the process returns to step S172. The power generated by the second coil 12 is charged by the battery 33.

  If the battery voltage becomes equal to or lower than the predetermined voltage, the power of the battery 33 cannot be used as it is. However, as described above, by prohibiting the high-speed control that requires the power consumption of the battery 33, the battery 33 Power consumption can be suppressed. Moreover, it can be made to generate electric power with the 2nd coil 12, the generated electric power can be charged to the battery 33, and the battery 33 can be recovered.

  Therefore, in the present embodiment, the differential rotation control is performed in which the second rotor 6 is rotated with a difference from the first rotor 5 by a predetermined rotational speed. The current that must be passed through the first coil 11 in order to couple the second rotor 6 with electromagnetic force can be changed every moment. As a result, the semiconductors of the first coil 11 and the first inverter 31 can be changed. Damage to the switching element or the like can be prevented.

  Further, when the engine speed is higher than the first set speed set higher than the maximum efficiency speed during the low speed control, the high speed control is performed, while the engine speed is set during the high speed control. When the vehicle speed is low, the first rotor on the engine 2 side is controlled by the low speed control because the low speed control is performed when the rotational speed becomes lower than the second set rotational speed set lower than the maximum efficiency rotational speed. The rotational speed of 5 is higher, and the engine 2 can be operated at a rotational speed close to the maximum efficiency rotational speed. As the vehicle speed increases (that is, the rotational speed of the second rotor 6 increases), the engine speed (that is, the rotational speed of the first rotor 5) also increases, and the engine speed becomes the first set rotational speed. Since the rotational speed of the first rotor 5 is lower than the engine speed, the engine speed decreases to or near the second set speed. Even if the vehicle speed increases from this state, the engine speed increases toward the first set speed, and the engine can be operated at a speed close to the maximum efficiency speed. Further, when the vehicle speed decreases and becomes lower than the second set rotational speed, the rotational speed of the first rotor 5 becomes higher, so the engine rotational speed is set to a rotational speed close to the maximum efficient rotational speed. Can do. Therefore, when the engine speed increases and decreases, the engine 2 passes through the first to second set speed ranges where the efficiency of the engine 2 is good, and the engine 2 is operated within this range. Opportunities can be increased. Therefore, the engine 2 can be operated in as efficient a state as possible.

  FIG. 13 shows another embodiment, and a connection line 65 that connects the first coil 11 and the second coil 12 without going through the first and second inverters 32 (in this embodiment, a U-phase). , V phase and W phase).

  Each connection line 65 is provided with a switch 66 for connecting and disconnecting the connection line 65, and the operation of each switch 66 is controlled by the controller 61. All the switches 66 are simultaneously opened or closed.

  The controller 61 basically opens the switch 66. In this open state, the state is the same as in the above embodiment, and the same operation as in the above embodiment is performed.

  On the other hand, when the rotational speeds of the first rotor 5 and the second rotor 6 by the differential rotation control are in a specific speed relationship, the switch 66 is closed and the generated power in the first coil 11 is Is supplied to the second coil 12 without passing through the first and second inverters 32 and the battery 33. The specific speed relationship is a speed relationship that can drive the second motor 22 without inverter control. For example, when the number of poles of the first and second motors 22 is the same, This is when the rotational speed of the first rotor 5 is twice the rotational speed of the second rotor 6. In such a specific speed relationship, even if the electric power generated by the first coil 11 is supplied to the second coil 12 as it is without passing through the first and second inverters 31 and 32 (and the battery 33), Two motors 22 can be driven. It should be noted that the switch 66 is preferably closed when the specific speed relationship continues as in the case where the vehicle 1 travels at a constant speed.

  In this way, the inverter control is unnecessary, the control is simplified, and the power generated by the first coil 11 can be efficiently supplied to the second coil 12.

  FIG. 14 shows a modified example of the switch 66 of FIG. 13, and the first to third switches 71 to 73 are used. The first switch 71 (which is a switch provided in the U-phase connection line 65 in FIG. 14 but may be in any phase) is the same as FIG. 13 and is in an open state or a closed state. The second switch 72 makes it possible to switch the V-phase connection line 65 on the first coil 11 side to the V-phase and W-phase connection line 65 on the second coil 12 side and connect them. The third switch 73 makes it possible to switch and connect the W-phase connection line 65 on the first coil 11 side to the V-phase and W-phase connection line 65 on the second coil 12 side. In addition, the second switch 72 can also connect the V-phase connection line 65 on the first coil 11 side to neither the V-phase or W-phase connection line 65 on the second coil 12 side. The third switch 73 may be configured to connect the W-phase connection line 65 on the first coil 11 side to neither the V-phase or W-phase connection line 65 on the second coil 12 side. Is possible.

  Basically, the controller 61 opens the first switch 71, the second and third switches 72 and 73, the V-phase and W-phase connection lines 65 on the first coil 11 side being the second coil. It is set in a state where it is not connected to any of the V-phase and W-phase connection lines 65 on the 12 side. As a result, the same operation as in the above embodiment is performed.

  Further, as described above, when the rotational speeds of the first rotor 5 and the second rotor 6 are in the specific speed relationship, the first switch 71 is closed (indicated by a solid line). The second switch 72 is brought into a state where the V-phase connection line 65 on the first coil 11 side is connected to the V-phase connection line 65 on the second coil 12 side (shown by a solid line), and the third switch 72 73 is in a state where the W-phase connection line 65 on the first coil 11 side is connected to the W-phase connection line 65 on the second coil 12 side (indicated by a solid line). In this way, the electric power generated by the first coil 11 is supplied to the second coil 12 without passing through the first and second inverters 32 and the battery 33.

  When an emergency brake needs to be applied to the vehicle 1 (for example, when the brake of the drive wheel 18 fails), the first switch 71 is closed and the second switch 72 is set to the first coil. The 11-side V-phase connection line 65 is connected to the W-phase connection line 65 on the second coil 12 side (indicated by a broken line), and the third switch 73 is connected to the W-side connection on the first coil 11 side. The phase connection line 65 is connected to the V-phase connection line 65 on the second coil 12 side (indicated by a broken line). If it does in this way, in a 2nd motor 22, since a rotating magnetic field will rotate in a reverse rotation direction, it will be in a kind of step-out state, and, thereby, the 2nd motor 22 acts as a brake. As a result, the vehicle 1 can be urgently stopped.

  In the present invention, a hybrid vehicle having only the first motor 21 without the second motor 22 (that is, the engine 2 and the output shaft 3 of the engine 2 are connected to each other and has the first coil 11). A first rotor 5, which is disposed on the outer peripheral side of the first rotor 5 and connected to the drive wheel 18, has a permanent magnet 13, and constitutes a first motor 21 together with the first rotor 5. Two rotors 6, a first inverter 31 for controlling the current of the first coil 11, and a chargeable / dischargeable battery connected to the first coil 11 via the first inverter 31. And a hybrid vehicle having the same number 33). In this case, the differential rotation control (the high speed control or the low speed control) is performed by operating control of the engine 2 and the first inverter 31 when the hybrid vehicle is running and the engine 2 is in operation. (Electric power is supplied from the battery 33 to the first coil 11 and torque assist is performed by the first motor 21, or power is generated by the first coil 11 and the generated power is charged in the battery 33). .

  The present invention relates to an engine, a first rotor connected to an output shaft of the engine, having a first coil, an outer peripheral side of the first rotor and connected to a drive wheel, and having a magnet. A second rotor constituting a first motor together with the first rotor, a first inverter for performing current control of the first coil, and the first inverter via the first inverter. The present invention is useful for a control device for a hybrid vehicle including a chargeable / dischargeable battery connected to a coil.

It is the schematic which shows the structure of the hybrid vehicle by which the control apparatus which concerns on embodiment of this invention is mounted. It is the II-II sectional view taken on the line of FIG. It is a block diagram which shows the structure of the control system of a hybrid vehicle. It is a flowchart which shows the basic operation | movement of differential rotation control (engine control) by a controller. It is a flowchart which shows the basic operation | movement of the differential rotation control (inverter control) by a controller. FIG. 5 is a flowchart corresponding to FIG. 4 in which an operation when the temperature of the first coil is equal to or higher than a predetermined temperature is added. 6 is a flowchart corresponding to FIG. 5 in which an operation when the temperature of the first coil is equal to or higher than a predetermined temperature is added. FIG. 5 is a flowchart corresponding to FIG. 4 to which an operation when the engine is cold is added. FIG. 6 is a flowchart corresponding to FIG. 5 in which an operation when the engine is cold is added. 5 is a flowchart corresponding to FIG. 4 to which an operation when the battery voltage is equal to or lower than a predetermined voltage is added. 6 is a flowchart corresponding to FIG. 5 to which an operation when the battery voltage is equal to or lower than a predetermined voltage is added. It is a graph which shows the example of the value after a change according to cooling water temperature in the case of changing the 1st and 2nd setting number of rotations. It is the FIG. 1 equivalent view which shows other embodiment. It is a figure which shows the modification of the switch of FIG.

DESCRIPTION OF SYMBOLS 1 Hybrid vehicle 2 Engine 3 Output shaft 5 1st rotor 6 2nd rotor 7 Stator 11 1st coil 12 2nd coil 13 Permanent magnet 14 Permanent magnet 18 Drive wheel 21 1st motor 22 2nd motor 31 First inverter 32 Second inverter 33 Battery 48 First coil temperature sensor (coil temperature detection means)
49 Battery voltage sensor (remaining capacity detection means)
61 Controller (control means)
65 Connection line 66 Switch

Claims (8)

An engine, a first rotor connected to the output shaft of the engine and having a first coil; a first rotor disposed on an outer peripheral side of the first rotor and connected to a drive wheel; A first rotor together with the first rotor, a first inverter for controlling the current of the first coil, and the first coil through the first inverter. A control device for a hybrid vehicle comprising a chargeable / dischargeable battery,
Control means for controlling the operation of the first motor by controlling the operation of the first inverter by controlling the operation of the engine;
The control means controls the engine and the first inverter to control the second rotor with respect to the first rotor at a predetermined rotational speed when the hybrid vehicle is running and the engine is operating. It is configured to perform differential rotation control that rotates in a state with a difference,
The differential rotation control includes low speed control for rotating the second rotor at a lower speed than the first rotor, and high speed control for rotating the second rotor at a higher speed than the first rotor. In the control to selectively perform either one of the above, at the time of the low speed control, the rotational speed of the engine is higher than a first set rotational speed that is set higher than a maximum efficiency rotational speed that is the maximum efficiency of the engine. When the engine speed becomes high, the high speed control is performed. At the time of the high speed control, the low speed control is performed when the engine speed becomes lower than the second set speed set lower than the maximum efficiency speed. A control apparatus for a hybrid vehicle, characterized in that the control is performed. In the hybrid vehicle control device according to claim 1,
The hybrid vehicle includes a stator that is disposed on the outer peripheral side of the second rotor and has a second coil and forms a second motor together with the second rotor, and current control of the second coil. And a second inverter for performing
The battery is further connected to the second coil via the second inverter,
The control means further controls the operation of the second motor by controlling the operation of the second inverter, and controls the operation of the engine and the first and second inverters to control the difference. A hybrid vehicle control device configured to perform rotation control. In the control apparatus of the hybrid vehicle according to claim 1 or 2,
The control device of the hybrid vehicle, wherein the control means is configured to change the first and second set rotational speeds to a high speed side when the engine is cold. In the control apparatus of the hybrid vehicle according to claim 1 or 2,
The control device for a hybrid vehicle, wherein the control means is configured to prohibit the high-speed control when the engine is cold. The control apparatus for a hybrid vehicle according to claim 2,
The hybrid vehicle further includes coil temperature detection means for detecting the first coil temperature,
The control means inputs the first coil temperature detected by the coil temperature detection means, and when the input temperature is equal to or higher than a predetermined temperature, the second inverter causes the second coil to be output from the battery. The power is supplied to the coil, and when power is already supplied to the second coil when the input temperature becomes equal to or higher than the predetermined temperature, the amount of power is increased at the time. A hybrid vehicle control device. The control apparatus for a hybrid vehicle according to claim 2,
The hybrid vehicle further includes remaining capacity detecting means for detecting the remaining capacity of the battery,
The control means inputs the remaining capacity of the battery detected by the remaining capacity detection means, and when the input remaining capacity is larger than a predetermined reference value, the second inverter causes the battery to If the power is already supplied to the second coil at the time when the input remaining capacity is greater than the reference value, the amount of power at that time is supplied. A control device for a hybrid vehicle, characterized by being configured to increase The control apparatus for a hybrid vehicle according to claim 2,
The hybrid vehicle further includes remaining capacity detecting means for detecting the remaining capacity of the battery,
The control means inputs the remaining capacity of the battery detected by the remaining capacity detection means, and prohibits the high speed control when the input remaining capacity is not more than a predetermined value, and at the second coil A control apparatus for a hybrid vehicle, characterized by being configured to generate electric power. The control apparatus for a hybrid vehicle according to claim 2,
The hybrid vehicle includes a connection line that connects the first coil and the second coil without passing through the first and second inverters, and a connection line that is provided on the connection line. And a switch for performing
The control means further controls the operation of the switch, and when the rotational speed between the first rotor and the second rotor by the differential rotation control is in a specific speed relationship, It is configured to supply the power generated by the first coil to the second coil without going through the first and second inverters by bringing the connection line into a connected state by operation control. A hybrid vehicle control device.

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