JP2014218197A - Hybrid vehicle controller - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a hybrid vehicle controller capable of reducing energy loss generated during operation of an internal combustion engine.SOLUTION: A controller applied to a hybrid vehicle 1 comprising a composite motor 11 in which a wiring rotor 13 is connected to an engine 2 and a magnet rotor 14 is connected to a transmission 3, controls an operation state of the engine 2 so that either the battery 7 is charged from the composite motor 11 or the composite motor 11 is discharged from the battery 7 even rotational speed of the engine 2 varies during the operation of the engine 2.

Description

  The present invention includes a first rotor having a coil, a second rotor provided on the outer periphery of the first rotor so as to be rotatable relative to the first rotor and having a magnet, and a coil provided on the outer periphery of the second rotor. The present invention relates to a control device applied to a hybrid vehicle in which a rotating electrical machine having a stator is mounted, a first rotor is connected to an internal combustion engine, and a second rotor is connected to an output unit that transmits power to drive wheels.

  A first rotor having a coil; a second rotor having a magnet provided on the outer periphery of the first rotor so as to be relatively rotatable with respect to the first rotor; and a stator having a coil provided on the outer periphery of the second rotor. A rotating electric machine provided is known. There is also known a hybrid vehicle in which such a rotating electrical machine is mounted, a first rotor is connected to an internal combustion engine, and a second rotor is connected to drive wheels so that power can be transmitted. As a control device for such a hybrid vehicle, differential rotation control is performed in which the first rotor and the second rotor are rotated at different rotational speeds while the vehicle is running and the internal combustion engine is in operation. An engine is known which has a rotational speed close to the maximum efficiency rotational speed at which the maximum efficiency is achieved (see Patent Document 1). In addition, there is Patent Document 2 as a prior art document related to the present invention.

JP 2010-208487 A JP 2010-208486 A

  As is well known, the output torque and rotation speed of an internal combustion engine periodically change during operation of the internal combustion engine. Therefore, when power is generated by causing the first rotor and the second rotor to function as a generator, the generated electric power also varies. At this time, when the second rotor and the stator are caused to function as an electric motor and constant power is output from the electric motor, the electric power generated by the first rotor exceeds or falls below the electric power used by the stator. In this case, charging from the rotating electrical machine to the battery and discharging from the battery to the rotating electrical machine are alternately performed in accordance with fluctuations in the output torque and the rotational speed of the internal combustion engine. For this reason, control for switching between charging and discharging occurs a plurality of times, and as is well known, energy loss occurs when switching such control. In the device of Patent Document 1, energy loss due to such a rotational speed fluctuation of the internal combustion engine is not taken into consideration.

  Therefore, an object of the present invention is to provide a control device for a hybrid vehicle that can reduce energy loss that occurs during operation of an internal combustion engine.

  A first control device according to the present invention includes a first rotor provided to be rotatable around a rotation axis and having a plurality of coils, an outer periphery of the first rotor arranged coaxially with the first rotor, and the first rotor. A second rotor provided to be rotatable relative to one rotor and having a magnet; a stator having a plurality of coils provided coaxially with the first rotor and the second rotor on an outer periphery of the second rotor; The first rotor and the second rotor function as a first motor generator, and the second rotor and the stator function as a second motor generator, and the first rotor and the A rotating electrical machine having a stator electrically connected to a battery, an internal combustion engine, and an output unit for transmitting power to drive wheels, wherein the internal combustion engine and the first rotor are connected In the control device applied to the hybrid vehicle in which the second rotor and the output unit are connected, even if the rotational speed of the internal combustion engine fluctuates during operation of the internal combustion engine, Engine control means is provided for controlling the operating state of the internal combustion engine so that either one of charging or discharging from the battery to the rotating electrical machine is performed.

  According to the first control device of the present invention, the operating state of the internal combustion engine is controlled so that either charging of the battery or discharging from the battery is performed even if the rotational speed of the internal combustion engine fluctuates. The frequency of switching between charging and discharging is reduced. Therefore, the energy loss resulting from this switching control is suppressed. Therefore, energy loss that occurs during operation of the internal combustion engine can be reduced.

  In one form of the first control apparatus of the present invention, the engine control means may charge the battery from the rotating electrical machine during operation of the internal combustion engine, even if the rotational speed of the internal combustion engine fluctuates. The rotational speed of the internal combustion engine may be increased so that the electric power generated by the first motor / generator exceeds the electric power consumed by the second motor / generator (Claim 2). Thus, only the battery can be charged by increasing the rotational speed of the internal combustion engine.

  In one form of the first control device of the present invention, when the engine control means performs discharge from the battery to the rotating electrical machine during operation of the internal combustion engine, even if the rotational speed of the internal combustion engine fluctuates. The rotational speed of the internal combustion engine may be reduced so that the power consumed by the second motor / generator exceeds the power generated by the first motor / generator (Claim 3). Thus, only the discharge from the battery can be performed by reducing the rotational speed of the internal combustion engine.

  In one mode of the first control device of the present invention, the engine control means is configured to charge the battery from the rotating electrical machine or from the battery to the rotating electrical machine during operation of the internal combustion engine based on the state of charge of the battery. It may be determined which of the discharges is performed. Thus, by determining whether to charge the battery or to discharge from the battery based on the state of charge of the battery, it is possible to prevent the battery from being excessively charged or the remaining amount of the battery from being greatly reduced. .

  In one form of the first control device of the present invention, the engine control means, when charging the battery from the rotating electrical machine during operation of the internal combustion engine, based on the state of charge of the battery. An initial value of power generated by the generator is set, and then the initial value and the first value are set so that the power generated by the first motor / generator exceeds the power consumed by the second motor / generator. The initial value may be corrected based on the difference from the power consumed by the two-motor generator. As described above, the initial value is set based on the state of charge of the battery, and then the initial value is corrected based on the difference between the initial value and the power consumed by the second motor / generator. Can be set.

  A second control device according to the present invention includes a first rotor that is provided to be rotatable around a rotation axis and has a plurality of coils, and is disposed on the outer periphery of the first rotor coaxially with the first rotor. A second rotor provided to be rotatable relative to one rotor and having a magnet; a stator having a plurality of coils provided coaxially with the first rotor and the second rotor on an outer periphery of the second rotor; The first rotor and the second rotor function as a first motor generator, and the second rotor and the stator function as a second motor generator, and the first rotor and the A rotating electrical machine having a stator electrically connected to a battery, an internal combustion engine, and an output unit for transmitting power to drive wheels, wherein the internal combustion engine and the first rotor are connected In the control device applied to the hybrid vehicle in which the second rotor and the output unit are connected, even if the rotational speed of the internal combustion engine fluctuates during operation of the internal combustion engine, the first motor Engine control means for increasing the rotational speed of the internal combustion engine is provided so that the electric power generated by the generator exceeds the electric power consumed by the second motor / generator (Claim 6).

  In the second control device of the present invention, only the battery is charged during operation of the internal combustion engine. In this case, since control for switching between charging and discharging does not occur, energy loss due to this switching control is eliminated. Therefore, energy loss that occurs during operation of the internal combustion engine can be reduced.

  As described above, according to the control device of the present invention, even if the rotational speed of the internal combustion engine fluctuates, either charging of the battery or discharging from the battery is performed. Decreases. As a result, the energy loss caused by the switching control is suppressed, so that the energy loss generated during the operation of the internal combustion engine can be reduced.

The figure which shows roughly the hybrid vehicle incorporating the control apparatus which concerns on the 1st form of this invention. The figure which expands and shows a composite motor. When the engine speed is increased, the engine speed, the transmission input shaft speed, the power generated by the first motor / generator, the power consumed by the second motor / generator, the battery power consumption, The figure which shows each time change of the electric power loss which generate | occur | produces in a battery, the torque of an engine, the torque of a 1st motor generator, and the torque of a 2nd motor generator. Engine speed when the engine speed is reduced, input shaft speed of transmission, power generated by first motor / generator, power consumed by second motor / generator, battery power consumption, The figure which shows each time change of the torque of an engine, the torque of a 1st motor generator, and the torque of a 2nd motor generator. The flowchart which shows the engine control parameter calculation routine which a control apparatus performs in the control apparatus which concerns on the 2nd form of this invention. The figure which shows an example of the rotation speed and torque of an engine, and the relationship between the thermal efficiency of an engine. The figure which shows an example of the rotation speed and torque of an engine, and the relationship between a rotation speed fluctuation range. The figure which shows an example of each time change of the electric power which a 1st motor generator generates, the electric power consumed by a 2nd motor generator, and the power consumption of a battery.

(First form)
FIG. 1 schematically shows a hybrid vehicle in which a control device according to a first embodiment of the present invention is incorporated. The vehicle 1 is equipped with an internal combustion engine (hereinafter also referred to as an engine) 2 as a driving power source. Since the engine 2 is a known spark ignition type internal combustion engine mounted on a vehicle such as an automobile, detailed description thereof is omitted. The vehicle 1 is equipped with a transmission 3. The transmission 3 is a known one that is configured to be able to switch the speed ratio between the input shaft 3a and the output shaft 3b to a plurality of speed ratios having different sizes. Therefore, detailed description is omitted. The output shaft 3 b of the transmission 3 is connected to the left and right drive wheels 5 via a differential mechanism 4. As shown in this figure, a power transmission device 10 is provided between the engine 2 and the transmission 3.

  The power transmission device 10 includes a composite motor 11 as a rotating electric machine. FIG. 2 shows the composite motor 11 in an enlarged manner. As shown in this figure, the composite motor 11 includes an input shaft 12, a winding rotor 13 as a first rotor, a magnet rotor 14 as a second rotor, a stator 15, and an output shaft 16. The winding rotor 13, the magnet rotor 14, and the stator 15 are accommodated in a case 17. As shown in FIG. 1, the input shaft 12 is connected to the output shaft 2 a of the engine 2. The output shaft 16 is connected to the input shaft 3 a of the transmission 3. As shown in FIG. 2, the magnet rotor 14 is supported by the case 17 via a pair of bearings B <b> 1 and B <b> 1 so as to be rotatable around the rotation axis Ax. The input shaft 12 is supported by the magnet rotor 14 via a pair of bearings B2 and B2 so as to be rotatable around the axis Ax. Therefore, the input shaft 12 and the magnet rotor 14 are provided so as to be relatively rotatable.

  The winding rotor 13 is configured in a cylindrical shape so that a space is formed on the inner periphery. The inner diameter of the winding rotor 13 is larger than the outer diameter of the input shaft 12. The winding rotor 13 is disposed on the outer periphery of the input shaft 12 so as to be coaxial with the input shaft 12. The input shaft 12 and the winding rotor 13 are connected by a connecting member 18 so as to rotate integrally. By connecting the winding rotor 13 and the input shaft 12 in this manner, the winding rotor 13 is provided to be rotatable around the axis Ax. This also allows the winding rotor 13 and the magnet rotor 14 to rotate relative to each other. The winding rotor 13 includes a plurality of coils 13a. A rotating magnetic field that rotates in the circumferential direction is generated by passing current through the plurality of coils 13a in a predetermined order.

  In the center of the input shaft 12, an oil supply passage 12a extending in the axial direction is provided. Further, the input shaft 12 is provided with a plurality of oil supply holes 12b that extend radially outward from the oil supply passage 12a and open to the outer peripheral surface. Each oil supply hole 12 b is provided so as to be located on the radially inner side of the coil end of the coil 13 a of the winding rotor 13. Oil is supplied to the oil supply passage 12a from an oil pump (not shown). The oil is discharged from each oil supply hole 12b and is applied to the coil end of the coil 13a. Thereby, the coil 13a is cooled with oil.

  The stator 15 has a cylindrical shape. The inner diameter of the stator 15 is larger than the outer diameter of the winding rotor 13 and the outer diameter of the magnet rotor 14. The stator 15 is provided outside the winding rotor 13 in the radial direction so as to be coaxial with the winding rotor 13. The stator 15 is fixed to the case 17 so as not to rotate. The stator 15 includes a plurality of coils 15a. A rotating magnetic field that rotates in the circumferential direction is generated by passing current through the coils 15a in a predetermined order.

  The magnet rotor 14 is configured such that a space is formed on the inner periphery in the same manner as the winding rotor 13. The magnet rotor 14 is provided on the outer periphery of the winding rotor 13 and the inner periphery of the stator 15 so as to be coaxial with the winding rotor 13 and the stator 15. Further, the magnet rotor 14 is provided such that a predetermined gap is generated between the magnet rotor 14 and the winding rotor 13 and between the stator 15. Therefore, the winding rotor 13, the magnet rotor 14, and the stator 15 are arranged so as to be concentric in the order of the winding rotor 13, the magnet rotor 14, and the stator 15 from the inside when viewed from the axial direction.

  The magnet rotor 14 includes an annular rotor core 19 and end plates 20 attached to both ends of the rotor core 19. The end plate 20 is fixed to the rotor core 19 with a plurality of fastening bolts 21. The rotor core 19 is provided with a plurality of permanent magnets 19a (see FIG. 1) arranged at predetermined intervals in the circumferential direction. As shown in this figure, a part of the end plate 20 is separated from the rotor core 19 in the axial direction. An oil reservoir 22 is formed in a portion where the rotor core 19 and the end plate 20 are separated from each other. The oil reservoir 22 is provided with a plurality of oil discharge holes 22 a and 22 b for discharging oil from the inside to the outside of the magnet rotor 14. In the oil reservoir 22, the oil discharged from the oil supply hole 12b of the input shaft 12 is accumulated. This oil is discharged from the oil discharge ports 22 a and 22 b and is applied to the coil 15 a of the stator 15. Thereby, the coil 15a is cooled with oil.

  As shown in FIG. 1, each coil 15 a of the stator 15 is electrically connected to the battery 7 via the inverter 6. The rotor 13 a of the winding rotor 13 is electrically connected to the battery 7 via the slip ring mechanism 8 and the inverter 6. The slip ring mechanism 8 is a well-known mechanism that transmits electricity between a slip ring provided on a rotating body and a brush that contacts the ring. Therefore, detailed description is omitted.

  In the composite motor 11, coils are provided in both the winding rotor 13 and the stator 15, and a rotating magnetic field can be generated by both of them. The magnet rotor 14 can be rotated by the generated rotating magnetic field. In other words, the composite motor 11 includes a first motor / generator MG1 including a winding rotor 13 and a magnet rotor 14, and a second motor / generator MG2 including a stator 15 and a magnet rotor 14. The composite motor 11 transmits the power of the engine 2 to the transmission 3 using these two motor generators MG1 and MG2 as appropriate. For example, when the input shaft 12 is rotationally driven by the engine 2, electricity is generated by the coil 13 a of the winding rotor 13 and magnetic force is generated. Therefore, the magnet rotor 14 rotates as the winding rotor 13 rotates. At this time, the magnet rotor 14 rotates in the same direction as the winding rotor 13. As a result, rotation is transmitted from the output shaft 16 to the transmission 3. In the composite motor 11, the electricity generated by the coil 13a at this time can be supplied to the coil 15a of the stator 15 via an inverter or the like, and a rotating magnetic field can be generated by the coil 15a. And thereby, the magnet rotor 14 can be rotationally driven. Thus, in the composite motor 11, the magnet rotor 14 can be driven using both the magnetic force and power generated in the winding rotor 13. In this case, since the driving torque of the magnet rotor 14 can be amplified, the composite motor 11 functions in the same manner as a known torque converter.

  Operations of the engine 2 and the composite motor 11 are controlled by the control device 30. The control device 30 is configured as a computer unit including a microprocessor and peripheral devices such as RAM and ROM necessary for its operation. The control device 30 holds various control programs for causing the vehicle 1 to travel appropriately. The control device 30 executes control of the control objects such as the engine 2 and the composite motor 11 by executing these programs. The control device 30 controls the first motor / generator MG <b> 1 and the second motor / generator MG <b> 2 of the composite motor 11 by controlling the inverter 6. Various sensors for acquiring information related to the vehicle 1 are connected to the control device 30. The control device 30 includes, for example, a vehicle speed sensor 31 that outputs a signal corresponding to the speed (vehicle speed) of the vehicle 1, a crank angle sensor 32 that outputs a signal corresponding to the rotational speed (rotation speed) of the output shaft 2 a of the engine 2, An accelerator opening sensor 33 that outputs a signal corresponding to the accelerator opening, an SOC sensor 34 that outputs a signal corresponding to the state of charge of the battery 7, that is, a so-called remaining amount, and the like are connected. Various other sensors are also connected, but their illustration is omitted.

  Next, control of the composite motor 11 by the control device 30 will be described with reference to FIGS. 3 and 4. As described above, when the engine 2 is in operation, the power generated by the coil 13a of the first rotor 13 is supplied to the coil 15a of the stator 15, and the second motor / generator MG2 is operated using this power. When the electric power generated by the first motor / generator MG1 is larger than the electric power consumed by the second motor / generator MG2, the surplus is charged in the battery 7. On the other hand, when the electric power generated by the first motor / generator MG1 is smaller than the electric power consumed by the second motor / generator MG2, the shortage is supplied from the battery 7. As is well known, the torque output from the engine 2 and the rotational speed of the engine 2 vary during operation of the engine 2. Therefore, the electric power generated by the first motor / generator MG1 also varies with the variation of the engine 2. On the other hand, in order for the vehicle 1 to travel stably, it is necessary to output a constant power from the second motor / generator MG2. Therefore, the electric power generated by the first motor / generator MG1 may periodically become larger or smaller than the electric power consumed by the second motor / generator MG2. In this case, charging to the battery 7 and discharging from the battery 7 need to be performed alternately, and energy loss occurs when switching between the charging and discharging.

  Therefore, in such a case, control device 30 increases or decreases the rotational speed of engine 2 according to the state of charge of battery 7. FIG. 3 shows the rotational speed of the engine 2 when the rotational speed of the engine 2 is increased, the rotational speed of the input shaft 3a of the transmission 3, the electric power generated by the first motor / generator MG1, and the second motor / generator MG2. Each time change of consumed electric power, electric power consumption of the battery 7, electric power loss generated in the battery 7, torque of the engine 2, torque of the first motor / generator MG1, and torque of the second motor / generator MG2 is shown. Yes. The solid line L1 in this figure indicates the time change of the rotational speed of the engine 2, and the solid line L2 indicates the time change of the rotational speed of the input shaft 3a of the transmission 3. A solid line L3 indicates a time change of power generated by the first motor / generator MG1, and a solid line L4 indicates a time change of power consumed by the second motor / generator MG2. A solid line L5 indicates a time change in power consumption of the battery 7, and a solid line L6 indicates a time change in power loss generated in the battery 7. The solid line L7 indicates the time change of the torque of the engine 2, the solid line L8 indicates the time change of the torque of the first motor / generator MG1, and the solid line L9 indicates the time change of the torque of the second motor / generator MG2.

  In this figure, the power consumption of the battery 7 indicates that the positive side is discharged from the battery 7, and the negative side indicates that the battery 7 is charged.

  Further, in this figure, the rotational speed of the engine 2 before increasing the rotational speed of the engine 2, the power generated by the first motor / generator MG1, and the power consumption of the battery 7 are shown as comparative examples. The broken line L1 ′ indicates the time change of the rotational speed of the engine 2 of the comparative example, the broken line L3 ′ indicates the time change of the electric power generated by the first motor / generator MG1 of the comparative example, and the broken line L5 ′ indicates the comparative example. The time change of the power consumption of the battery 7 is shown.

  The electric power generated by the first motor / generator MG1 is determined according to the torque of the engine 2 and the rotational speed of the engine 2. Therefore, the electric power generated by the first motor / generator MG1 can be increased by increasing the rotational speed of the engine 2. When increasing the rotational speed of the engine 2, as indicated by solid lines L3 and L4 in this figure, even if the output torque and rotational speed of the engine 1 fluctuate, the generated power of the first motor / generator MG1 is The rotational speed of the engine 2 is adjusted so as to be always larger than the power consumption of the second motor / generator MG2. Thereby, as shown by the solid line L5, the power consumption of the battery 7 is always negative, that is, the battery 7 is always charged. Even if the rotational speed of the engine 2 is increased as indicated by solid lines L7 to L9 in this figure, the torque of the engine 2, the torque of the first motor / generator MG1, and the torque of the second motor / generator MG2 are as follows. Let it be constant. Hereinafter, the control for increasing the rotational speed of the engine 2 in this way may be referred to as rotational speed increase control.

  On the other hand, FIG. 4 shows the rotational speed of the engine 2 when the rotational speed of the engine 2 is reduced, the rotational speed of the input shaft 3a of the transmission 3, the power generated by the first motor / generator MG1, Each time change of the power consumed by the motor / generator MG2, the power consumption of the battery 7, the torque of the engine 2, the torque of the first motor / generator MG1, and the torque of the second motor / generator MG2 is shown. 4 that are the same as those in FIG. 3 are given the same reference numerals, and descriptions thereof are omitted. Also in this figure, the power consumption of the battery 7 indicates that the positive side is discharged from the battery 7, and the negative side indicates that the battery 7 is charged.

  The solid line L11 in this figure shows the time change of the rotational speed of the engine 2. A solid line L12 indicates a time change of electric power generated by the first motor / generator MG1. A solid line L13 indicates a change over time in power consumption of the battery 7.

  Further, in this figure, the rotational speed of the engine 2 before the rotational speed of the engine 2 is reduced, the electric power generated by the first motor / generator MG1, and the power consumption of the battery 7 are shown as comparative examples. The broken line L11 ′ indicates the time change of the rotational speed of the engine 2 of the comparative example, the broken line L12 ′ indicates the time change of the electric power generated in the first motor / generator MG1 of the comparative example, and the broken line L13 ′ indicates the comparative example. The time change of the power consumption of the battery 7 is shown.

  When the rotational speed of the engine 2 is reduced, as indicated by solid lines L12 and L4 in this figure, the generated power of the first motor / generator MG1 is the second even if the output torque or rotational speed of the engine 1 fluctuates. The rotational speed of the engine 2 is adjusted so as to be always smaller than the power consumption of the motor / generator MG2. As a result, as indicated by the solid line L13, the power consumption of the battery 7 is always positive, that is, the battery 7 is always discharged. Even when the rotational speed of the engine 2 is reduced in this way, the torque of the engine 2, the torque of the first motor / generator MG1, and the torque of the second motor / generator MG2 are constant. Hereinafter, the control for reducing the rotational speed of the engine 2 in this way may be referred to as rotational speed reduction control.

  The control device 30 performs the rotation speed increase control and the rotation speed decrease control while the vehicle 1 is traveling and the engine 2 is in operation. Note that the control device 30 determines which of the rotation speed increase control and the rotation speed decrease control is to be executed based on the state of charge of the battery 7. Specifically, when the remaining amount of the battery 7 is small and the battery 7 can be charged, the rotation speed increase control is executed. On the other hand, when the battery 7 is charged to a predetermined upper limit (for example, 90%) or more and the battery 7 cannot be charged, the rotation speed reduction control is executed.

  As described above, in the first embodiment, the rotation speed increase control or the rotation speed decrease control is executed during the operation of the engine 2. Therefore, even if the rotation speed of the engine 2 fluctuates, only one of charging from the composite motor 11 to the battery 7 or discharging from the battery 7 to the composite motor 11 is performed. In this case, since control for switching between charging and discharging does not occur, energy loss due to this switching control is eliminated. Accordingly, energy loss that occurs during operation of the engine 2 can be reduced.

  Further, when the battery 7 can be charged, the rotational speed increase control is executed. When the battery 7 cannot be charged, the rotational speed decrease control is executed, so that the battery 7 is excessively charged. Or the remaining amount of the battery 7 can be prevented from greatly decreasing.

  Note that the control device 30 functions as the engine control means of the present invention by controlling the rotational speed of the engine 2 as described above. The transmission 3 corresponds to the output unit of the present invention.

(Second form)
Next, a control device according to a second embodiment of the present invention will be described with reference to FIGS. In this embodiment, FIG. 1 is referred to for the vehicle 1 and FIG. In this embodiment, the rotational speed increase control and the rotational speed decrease control are executed while the vehicle 1 is traveling and the engine 2 is in operation. However, in this embodiment, the torque of the engine 2 is changed together with the rotational speed of the engine 2 so that the engine 2 is operated in an operation state in which the fuel efficiency is improved even if the rotational speed of the engine 2 is changed.

  FIG. 5 shows an engine control parameter calculation routine executed by the control device 30 in order to set such an operating state of the engine 2. This routine is repeatedly executed at a predetermined cycle during operation of the engine 2. In addition, this routine is executed in parallel with other routines executed by the control device 30. In this routine, the torque and the rotational speed of the engine 2 when the rotational speed increase control is executed are calculated.

  In this routine, the control device 30 first acquires the state of the vehicle 1 in step S11. As the state of the vehicle 1, for example, the vehicle speed, the rotation speed of the engine 2, the accelerator opening, the state of charge of the battery 7, and the like are acquired. In this process, the driving power supplied to the vehicle 1 (hereinafter also referred to as required driving power) P0 is also calculated. The required drive power P0 may be calculated by a known calculation method based on the vehicle speed and the accelerator opening. Therefore, detailed description of the calculation method is omitted. In addition, in this process, various information regarding the vehicle 1 is acquired in addition to this, and description thereof will be omitted.

  In the next step S12, the control device 30 calculates the required charging power P '. This required charging power P ′ is power to be charged in the battery 7. The magnitude of the required charge / discharge power P ′ is set based on the state of charge of the battery 7. Specifically, the smaller the remaining amount of the battery 7, the larger the charging / discharging required power P 'is set.

  In the next step S13, the control device 30 calculates the engine required power Pe by adding the required drive power P0 and the required charge power P '. That is, Pe = P0 + P ′. In the next step S14, the control device 30 calculates the optimum operating point of the engine 2. This optimum operating point is an operating point at which the fuel efficiency of the engine 2 is improved. FIG. 6 shows an example of the relationship between the rotational speed and torque of the engine 2 and the thermal efficiency of the engine 2. And the solid line L21 in this figure has shown the optimal fuel consumption line which connected the driving point from which a fuel consumption improves. Therefore, the driving point on the line of the optimum fuel consumption line is the driving point at which the fuel consumption of the engine 2 is improved. And the broken lines L22 and L23 of this figure have shown the line which connected the operating point from which the power of the engine 2 becomes equal. Therefore, for example, when it is assumed that the broken line L22 is a line of the engine required power Pe calculated this time, the operating point P1 in this figure is the optimum operating point. When the optimum operating point is determined in this way, the rotational speed and torque of the engine 2 are determined. The relationship shown in FIG. 6 may be obtained in advance by experiments, numerical calculations, etc., and stored in the ROM of the control device 30 as a map.

  In the next step S15, the control device 30 calculates the rotation speed fluctuation range dNe. As described above, the rotational speed fluctuates during operation of the engine 2. The fluctuation range dNe at this time is related to the rotational speed and torque of the engine 2. FIG. 7 shows an example of the relationship between the rotational speed and torque of the engine 2 and the rotational speed fluctuation range dNe. Thus, the rotational speed fluctuation range becomes smaller as the rotational speed of the engine 2 is smaller and as the torque of the engine 2 is larger. The relationship shown in this figure may be obtained in advance by experiments, numerical calculations, etc. and stored in the ROM of the control device 30 as a map. Then, the rotational speed fluctuation range dNe may be calculated based on this map and the rotational speed and torque of the optimum operating point.

  In the next step S16, the control device 30 calculates the fluctuation range dP 'of the generated power of the first motor / generator MG1. As described above, the generated power can be calculated based on the torque and the rotational speed. More specifically, it can be calculated by multiplying the torque and the rotational speed. Therefore, the generated power fluctuation range dP ′ may be calculated by multiplying the torque T of the first motor / generator MG1 by the calculated rotation speed fluctuation range dNe. That is, dP ′ = T × dNe.

  In the next step S <b> 17, the control device 30 determines whether or not the generated power fluctuation range dP ′ is smaller than the charging request power P ′. FIG. 8 shows changes over time in the electric power generated by the first motor / generator MG1, the electric power consumed by the second motor / generator MG2, and the electric power consumed by the battery 7. The solid line L31 in this figure shows the time change of the electric power generated by the first motor / generator MG1, and the solid line L32 shows the time change of the electric power consumed by the second motor / generator MG2. A solid line L33 indicates a change in power consumption of the battery 7 over time. This figure shows, as a comparative example, the time change of the power generated by the first motor / generator MG1 and the time change of the power consumption of the battery 7 when the generated power fluctuation width dP ′ is equal to or greater than the charge request power P ′. It was. The broken line L31 'indicates the time change of the power generated by the first motor / generator MG1 of the comparative example, and the broken line L33' indicates the time change of the power consumption of the battery 7 of the comparative example.

  As shown in this figure, when the generated power fluctuation width dP ′ is equal to or greater than the charge request power P ′, the period during which the power consumption of the battery 7 is greater than 0, that is, the period during which power is supplied from the battery 7 to the composite motor 11 Will occur. For this reason, control for switching between charging and discharging occurs. Therefore, if it is determined that the generated power fluctuation range dP ′ is equal to or greater than the required charging power P ′, the process proceeds to step S18 to correct the required charging power P ′. Specifically, a value obtained by adding a difference ΔP ′ between the generated power fluctuation width dP ′ and the charge request power P ′ to the charge request power P ′ so far is set as a new charge request power P ′. Thereby, the charge amount to the battery 7 increases. Thereafter, the process returns to step S13. Thereafter, the processes in steps S13 to S18 are repeatedly executed until the generated power fluctuation range dP 'becomes smaller than the required charging power P'.

  On the other hand, if it is determined that the generated power fluctuation range dP ′ is smaller than the required charging power P ′, the current routine is terminated.

  The rotation speed and torque of the engine 2 calculated in this way are stored in the RAM of the control device 30. And it is used in rotation speed increase control.

  Although the case of the rotation speed increase control has been described with reference to FIG. 5, in the case of the rotation speed decrease control, the discharge request power -P 'that is a negative value is used instead of the charge request power P'. Further, when the required discharge power -P 'is corrected, the required discharge power -P' is corrected so that the discharged electric power is increased. The rest is the same as the routine of FIG.

  As described above, according to the second embodiment, the engine 2 can be operated in an operation state in which the thermal efficiency is improved while performing the rotation speed increase control or the rotation speed decrease control. Therefore, the energy loss generated during the operation of the engine 2 can be further reduced.

  This invention is not limited to each form mentioned above, It can implement with a various form. For example, the internal combustion engine of the vehicle to which the present invention is applied is not limited to a spark ignition type internal combustion engine. The present invention may be applied to a hybrid vehicle equipped with a diesel-type internal combustion engine.

DESCRIPTION OF SYMBOLS 1 Hybrid vehicle 2 Internal combustion engine 3 Transmission (output part)
5 Drive Wheel 7 Battery 11 Combined Motor (Rotating Electric Machine)
13 Winding rotor (first rotor)
13a Coil 14 Magnet rotor (second rotor)
15 Stator 15a Coil 19a Permanent magnet 30 Control device (engine control means)
MG1 1st motor generator MG2 2nd motor generator

Claims (6)

A first rotor having a plurality of coils provided so as to be rotatable around a rotation axis, and arranged on the outer periphery of the first rotor coaxially with the first rotor and provided to be rotatable relative to the first rotor. And a second rotor having a magnet, and a stator having a plurality of coils provided coaxially with the first rotor and the second rotor on an outer periphery of the second rotor, and the first rotor and the The second rotor functions as a first motor / generator, the second rotor and the stator function as a second motor / generator, and the first rotor and the stator are electrically connected to a battery. Rotating electrical machinery,
An internal combustion engine;
An output unit for transmitting power to the drive wheels,
The internal combustion engine and the first rotor are connected;
In a control device applied to a hybrid vehicle in which the second rotor and the output unit are connected,
During operation of the internal combustion engine, even if the rotational speed of the internal combustion engine fluctuates, either the charging from the rotating electrical machine to the battery or the discharging from the battery to the rotating electrical machine is performed. A control device comprising engine control means for controlling the operating state of the internal combustion engine.   When the engine control unit charges the battery from the rotating electrical machine during operation of the internal combustion engine, the electric power generated in the first motor / generator is generated even if the rotational speed of the internal combustion engine fluctuates. The control device according to claim 1, wherein the rotational speed of the internal combustion engine is increased so as to exceed the electric power consumed by the second motor / generator.   When the engine control means discharges the battery from the battery to the rotating electrical machine during operation of the internal combustion engine, even if the rotational speed of the internal combustion engine fluctuates, the power consumed by the second motor / generator 3. The control device according to claim 1, wherein the rotational speed of the internal combustion engine is reduced so as to exceed the electric power generated by the first motor / generator.   The engine control means determines whether to perform charging from the rotating electrical machine to the battery or discharging from the battery to the rotating electrical machine during operation of the internal combustion engine based on a state of charge of the battery. The control apparatus as described in any one of -3.   The engine control means sets an initial value of electric power generated by the first motor / generator based on the state of charge of the battery when charging the battery from the rotating electrical machine during operation of the internal combustion engine, Thereafter, the difference between the initial value and the power consumed by the second motor / generator is such that the power generated by the first motor / generator exceeds the power consumed by the second motor / generator. The control device according to any one of claims 1 to 4, wherein the initial value is corrected based on the value. A first rotor having a plurality of coils provided so as to be rotatable around a rotation axis, and arranged on the outer periphery of the first rotor coaxially with the first rotor and provided to be rotatable relative to the first rotor. And a second rotor having a magnet, and a stator having a plurality of coils provided coaxially with the first rotor and the second rotor on an outer periphery of the second rotor, and the first rotor and the The second rotor functions as a first motor / generator, the second rotor and the stator function as a second motor / generator, and the first rotor and the stator are electrically connected to a battery. Rotating electrical machinery,
An internal combustion engine;
An output unit for transmitting power to the drive wheels,
The internal combustion engine and the first rotor are connected;
In a control device applied to a hybrid vehicle in which the second rotor and the output unit are connected,
Even if the rotational speed of the internal combustion engine fluctuates during operation of the internal combustion engine, the power generated by the first motor / generator exceeds the power consumed by the second motor / generator. A control device comprising engine control means for increasing the rotational speed of the internal combustion engine.

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