JP4515439B2 - Control device for hybrid vehicle - Google Patents

Description

  The present invention relates to a control device for a hybrid vehicle.

2. Description of the Related Art Conventionally, in a hybrid vehicle control device in which, for example, an internal combustion engine and a motor are mounted as drive sources, when the motor is driven or regeneratively controlled by, for example, an inverter, commutation at the inverter is performed according to the magnetic pole position of the rotor of the motor. The operation is controlled. Here, the magnetic pole position sensor for detecting the magnetic pole position of the rotor is omitted, and the magnetic pole determination of the rotor is performed by sensorless control, thereby preventing the apparatus configuration from becoming complicated. A control device for a hybrid vehicle is known (see, for example, Patent Document 1).
JP 2002-320398 A

By the way, in the control apparatus for a hybrid vehicle according to the above-described prior art, when performing magnetic pole discrimination of the rotor by sensorless control in the low rotation region of the internal combustion engine, harmonics are superimposed on the motor drive current, and the motor inductance at this time Since the magnetic pole position is determined based on the change, electromagnetic noise due to harmonic superposition and electromagnetic noise due to switching of the inverter are generated when determining the magnetic pole position at the start of an internal combustion engine, etc., ensuring the desired quietness in the passenger compartment You may not be able to.
Further, when the internal combustion engine is stopped, in order to reduce noise, if high torque braking is performed in order to pass through the resonance point between the internal combustion engine and the vehicle body on which the internal combustion engine is mounted in a short time, the change in the rotational speed increases. As a result, there arises a problem that the detection accuracy of the magnetic pole position in the sensorless control is lowered.
The present invention has been made in view of the above circumstances, and provides a control device for a hybrid vehicle capable of ensuring desired silence while improving the detection accuracy of the magnetic pole position in sensorless control of a motor. Objective.

In order to solve the above problems and achieve the object, a hybrid vehicle control device according to the present invention includes an internal combustion engine and a motor as drive sources, and at least the driving force of the internal combustion engine or the motor. A hybrid vehicle control device capable of traveling by
The motor includes a plurality of rotor members (for example, outer peripheral side rotation in the embodiment) each having a permanent magnet piece (for example, the permanent magnet 9 in the embodiment) and capable of changing a relative phase with each other. The induced voltage constant of the motor is changed by changing the relative phases of the rotor (for example, the rotor unit 3 in the embodiment) composed of the rotor 5 and the inner circumferential rotor 6) and the plurality of rotor members. A sensorless control unit for performing sensorless control for controlling the motor while detecting the position of the rotor based on the induced voltage of the motor, and an induced voltage constant changing unit for changing (for example, the phase changing unit 12 in the embodiment). From the control means (for example, the angle error calculation unit 60 and the follow-up calculation observer 61 in the embodiment) and the rotational speed of the motor from a predetermined rotational speed (for example, the rotational speed N2 in the embodiment). When the vehicle is braked, a braking means (for example, step S5 in the embodiment) that generates a braking torque (for example, the short-circuit torque SH_TRQ in the embodiment) by executing a short-circuit control for short-circuiting the plurality of phases of the motor. Step S48), braking torque changing means for changing the braking torque by the induced voltage constant changing means (for example, Step S5a in the embodiment), and starting the motor by forced commutation when the internal combustion engine is restarted Starting means (for example, step S39 and step S40 in the embodiment), and the braking torque changing means is provided when the braking torque becomes maximum when the induced voltage constant is fixed to a predetermined value. By the induced voltage constant changing means, the induced voltage constant is maximized or minimized at the number of revolutions higher than the number of revolutions. By changing the serial induced voltage constant, it changes the braking torque.

  Furthermore, the hybrid vehicle control device according to the second aspect of the present invention provides the sensorless control before the transition from the execution state of the sensorless control by the sensorless control means to the execution state of the short-circuit control by the braking means. Torque control means (for example, torque control value ESR_TRQ in the embodiment) and torque control means for setting the difference between the braking torque at the time of execution of the short-circuit control to be equal to or less than a predetermined value ( For example, it is characterized by comprising step S7) in the embodiment.

  Further, in the hybrid vehicle control device according to the third aspect of the present invention, the internal combustion engine is set in an idle state immediately after the vehicle stops, and the brake depression amount is a predetermined depression amount (for example, the predetermined value Pbks1 in the embodiment). When the above stop time exceeds a predetermined time, the idle stop control is executed, and when the rotational speed of the internal combustion engine becomes a predetermined rotational speed (for example, the rotational speed N2 in the embodiment) or less, the short-circuit control is executed. And stopping means (for example, step S35 to step S38 in the embodiment) for stopping the rotation of the motor.

  Furthermore, in the hybrid vehicle control device of the present invention as set forth in claim 4, the stop means changes the induced voltage constant according to the engine speed by the induced voltage constant changing means.

  Furthermore, in the hybrid vehicle control apparatus according to the fifth aspect of the present invention, the starter is configured such that, after the rotation of the internal combustion engine is stopped, the brake depression amount is a predetermined depression amount (for example, the depression force Pbks2 in the embodiment). In the following, the motor is started by forced commutation and ignition control of the internal combustion engine is executed.

  Furthermore, in the hybrid vehicle control device according to the sixth aspect of the present invention, the starting means is configured to change the induced voltage constant changing means when the motor is started by forced commutation when the internal combustion engine is restarted. It is characterized by changing the induced voltage constant in an increasing tendency.

According to the hybrid vehicle control apparatus of the first aspect of the present invention, for example, in a hybrid vehicle in which the internal combustion engine and the motor are directly connected, a relatively large braking torque at a speed equal to or lower than the idle speed of the internal combustion engine by short-circuit control. And the rotation of the internal combustion engine can be stopped quickly, and immediately before the rotation of the internal combustion engine stops, the braking torque becomes 0, and a smooth operation stop can be performed without the possibility of reverse rotation of the internal combustion engine. The mechanical load can be reduced.
Moreover, since the magnitude of the braking torque can be changed by changing the induced voltage constant of the motor by the induced voltage constant changing means, it is possible to prevent an excessively large braking torque from being generated by the short circuit control. In addition, the internal combustion engine can be smoothly stopped by preventing an excessively large torque fluctuation caused by the change of the braking torque according to the change of the rotational speed.
Further, when the internal combustion engine is restarted, the internal combustion engine can be restarted appropriately by forcibly commutating the motor by the starting means without having to perform magnetic pole discrimination by harmonic superposition, for example.

  Further, according to the hybrid vehicle control device of the present invention described in claim 2, when the operation of the internal combustion engine is stopped, when the state is shifted from the execution state of the sensorless control to the execution state of the short-circuit control, it is excessively large. It is possible to prevent torque fluctuations from occurring.

  Furthermore, according to the hybrid vehicle control device of the present invention, the short-circuit control is not started until the rotational speed of the internal combustion engine becomes a predetermined rotational speed or less after the hybrid vehicle stops. When the brake is released, the driving of the internal combustion engine can be resumed immediately by the driving force of the motor, and the rotation of the motor is stopped when the rotational speed of the internal combustion engine reaches a predetermined rotational speed or less. Can do.

  Furthermore, according to the control apparatus for a hybrid vehicle of the present invention as set forth in claim 4, the magnitude of the braking torque can be changed by changing the induced voltage constant of the motor by the induced voltage constant changing means. When stopping the operation of the engine, it is possible to prevent an excessively large braking torque from being generated due to the short-circuit control, and to prevent an excessively large torque fluctuation according to a change in the engine speed. be able to.

  Further, according to the hybrid vehicle control device of the present invention described in claim 5, when the brake depression amount is equal to or less than the predetermined depression amount, it is determined that the occupant intends to start, and the magnetic pole position is determined. The motor can be smoothly started by forced commutation that does not require the engine, and the internal combustion engine can be appropriately started by driving the motor.

  Furthermore, according to the hybrid vehicle control device of the present invention described in claim 6, when the internal combustion internal combustion engine is restarted, the motor is started by forced commutation in which energization is sequentially commutated regardless of the position of the rotor. At the same time, since the induced voltage constant is changed in an increasing tendency by the induced voltage constant changing means, the motor can be started smoothly and quickly, and the internal combustion engine can be appropriately started by driving the motor.

DESCRIPTION OF EMBODIMENTS Hereinafter, embodiments of a control apparatus for a hybrid vehicle of the present invention will be described with reference to the accompanying drawings.
A hybrid vehicle 100 according to this embodiment is a parallel hybrid vehicle including a motor 1 and an internal combustion engine E as drive sources, as shown in FIG. 1, for example, and includes a motor 1, an internal combustion engine E, a transmission T / M, and the like. Are directly connected in series, and at least the driving force of the motor 1 or the internal combustion engine E is transmitted to the driving wheels W of the vehicle 100 via the clutch C and the transmission T / M.

When the driving force is transmitted from the driving wheel W side to the motor 1 during deceleration of the vehicle 100, the motor 1 functions as a generator to generate a so-called regenerative braking force and convert the kinetic energy of the vehicle body into electric energy ( Recovered as regenerative energy). Also, when the output of the internal combustion engine E is transmitted to the motor 1, the motor 1 functions as a generator and generates power generation energy.
Here, the vehicle 100 provided with a hybrid vehicle control device (hereinafter simply referred to as a control device) 100a includes various sensors (not shown) such as an accelerator pedal opening sensor, a brake pedal switch sensor, and a wheel speed sensor. ) And the control device 100a outputs control commands to the control systems of the internal combustion engine E, the motor 1, the clutch C, and the transmission T / M based on the detection results of these various sensors.

As shown in FIGS. 2 to 5, for example, the motor 1 is an inner rotor type brushless motor in which a rotor unit 3 is disposed on the inner peripheral side of an annular stator 2.
The stator 2 has a multi-phase stator winding 2a, and the rotor unit 3 has a rotating shaft 4 at the shaft core. The rotational force of the motor 1 is transmitted to the drive wheels W via the clutch C and the transmission T / M.

  The rotor unit 3 includes, for example, an annular outer circumferential rotor 5 and an annular inner circumferential rotor 6 disposed coaxially inside the outer circumferential rotor 5. The circumferential rotor 6 is relatively rotatable within a predetermined set angle range.

  The outer circumferential rotor 5 and the inner circumferential rotor 6 are formed by, for example, sintered rotor cores 7 and 8 made of sintered metal, which are the main bodies of the rotors, being biased toward the outer circumferential side of the rotor cores 7 and 8. In this position, a plurality of magnet mounting slots 7a and 8a are formed at equal intervals in the circumferential direction. In each of the magnet mounting slots 7a and 8a, two flat plate-like permanent magnets 9 and 9 magnetized in the thickness direction are mounted in parallel. Two permanent magnets 9, 9 mounted in the same magnet mounting slot 7a, 8a are magnetized in the same direction, and a pair of permanent magnets 9 mounted in each adjacent magnet mounting slot 7a, 7a and 8a, 8a. The magnetic poles are set so that the directions of the magnetic poles are opposite to each other. That is, in each of the rotors 5 and 6, a pair of permanent magnets 9 whose outer peripheral side is an N pole and a pair of permanent magnets 9 that are an S pole are alternately arranged in the circumferential direction. Note that the flow of magnetic flux of the permanent magnet 9 is controlled between the adjacent magnet mounting slots 7a, 7a and 8a, 8a on the outer peripheral surfaces of the rotors 5, 6 (for example, suppression of magnetic path short-circuiting, etc.) ) Is formed along the axial direction of the rotors 5 and 6.

  The same number of magnet mounting slots 7a, 8a of the outer rotor 5 and inner rotor 6 are provided, and the permanent magnets 9,..., 9 of the rotors 5, 6 correspond to each other on a one-to-one basis. ing. Therefore, by making the pair of permanent magnets 9 in each of the magnet mounting slots 7a and 8a of the outer peripheral rotor 5 and the inner peripheral rotor 6 face each other with the same polarity (with different polar arrangement), the rotor unit 3 is capable of obtaining a field-weakening state (see, for example, FIG. 5 and FIG. 6B) in which the entire field is weakened, and mounting the outer rotor 5 and inner rotor 6 with magnets. The pair of permanent magnets 9 in the slots 7a and 8a are opposed to each other with different polarities (with the same polarity), so that the field of the entire rotor unit 3 is strengthened most strongly (for example, FIG. 3, FIG. 6 (a)) can be obtained.

The rotor unit 3 includes a rotation mechanism 11 for relatively rotating the outer peripheral rotor 5 and the inner peripheral rotor 6. The rotating mechanism 11 constitutes a part of phase changing means 12 for arbitrarily changing the relative phase of the rotors 5 and 6, and is a working fluid (for example, an incompressible working fluid) It may be operated by the pressure of transmission T / M lubricating oil, engine oil or the like.
For example, as shown in FIG. 7, the phase changing unit 12 includes a rotation mechanism 11 and a hydraulic control device 13 that controls the pressure of the hydraulic fluid supplied to the rotation mechanism 11 as main elements. Yes.

  As shown in FIGS. 2 to 5, for example, the rotating mechanism 11 is disposed on the outer periphery of the vane rotor 14 so as to be relatively rotatable on the outer periphery of the vane rotor 14. And the annular housing 15 is integrally fitted and fixed to the inner peripheral surface of the inner circumferential rotor 6, and the vane rotor 14 is disposed on both sides of the annular housing 15 and the inner circumferential rotor 6. It is integrally coupled to the outer peripheral rotor 5 via a pair of disk-shaped drive plates 16, 16 straddling the end portions. Therefore, the vane rotor 14 is integrated with the rotary shaft 4 and the outer peripheral rotor 5, and the annular housing 15 is integrated with the inner peripheral rotor 6.

In the vane rotor 14, a plurality of vanes 18 projecting radially outward are provided at equal intervals in the circumferential direction on the outer periphery of a cylindrical boss portion 17 that is spline-fitted to the rotary shaft 4. On the other hand, the annular housing 15 is provided with a plurality of concave portions 19 on the inner peripheral surface at equal intervals in the circumferential direction, and the corresponding vanes 18 of the vane rotor 14 are accommodated in the concave portions 19. Each recess 19 is constituted by a bottom wall 20 having an arc surface that substantially matches the rotational trajectory of the tip of the vane 18 and a substantially triangular partition wall 21 that separates the adjacent recesses 19, 19. The vane 18 can be displaced between the one partition wall 21 and the other partition wall 21 during relative rotation of the annular housing 15.
In this embodiment, the partition wall 21 also functions as a restricting member that restricts the relative rotation of the vane rotor 14 and the annular housing 15 by contacting the vane 18. A seal member 22 is provided along the axial direction at the tip of each vane 18 and the tip of the partition wall 21, and the vane 18, the bottom wall 20 of the recess 19, and the partition wall 21 are provided by these seal members 22. And the outer peripheral surface of the boss portion 17 are liquid-tightly sealed.

  In addition, the base portion 15a of the annular housing 15 fixed to the inner peripheral rotor 6 is formed in a cylindrical shape with a constant thickness, and for example, as shown in FIG. On the other hand, it protrudes outward in the axial direction. Each end projecting outward of the base portion 15a is slidably held in an annular guide groove 16a formed in the drive plate 16, and the annular housing 15 and the inner peripheral rotor 6 are connected to the outer peripheral rotor. 5 and the rotating shaft 4 are supported in a floating state.

The drive plates 16 and 16 on both sides connecting the outer rotor 5 and the vane rotor 14 are slidably in close contact with both side surfaces (both end surfaces in the axial direction) of the annular housing 15, and the side of each recess 19 of the annular housing 15. Respectively. Therefore, each recessed part 19 forms the independent space part by the boss | hub part 17 of the vane rotor 14, and the drive plates 16 and 16 of both sides, and this space part is the introduction space 23 into which a hydraulic fluid is introduce | transduced. Each introduction space 23 is divided into two chambers by the corresponding vanes 18 of the vane rotor 14, and one room is an advance side working chamber 24 and the other room is a retard side working chamber 25.
The advance side working chamber 24 rotates the inner circumferential side rotor 6 relative to the outer circumferential side rotor 5 in the advance direction by the pressure of the working fluid introduced inside, and the retard side working chamber 25 is The inner rotor 6 is rotated relative to the outer rotor 5 in the retard direction by the pressure of the working fluid introduced therein. In this case, “advance angle” means that the inner rotor 6 is advanced in the rotation direction of the motor 1 indicated by the arrow R in FIGS. 3 and 5 with respect to the outer rotor 5. The term “angle” refers to advancing the inner rotor 6 to the opposite side of the rotation direction R of the motor 1 with respect to the outer rotor 5.

  Further, the supply and discharge of the hydraulic fluid to and from each of the advance side working chambers 24 and the retard side working chambers 25 is performed through the rotating shaft 4. Specifically, the advance side working chamber 24 is connected to, for example, the advance side supply / discharge passage 26 of the hydraulic control device 13 shown in FIG. 7, and the retard side working chamber 25 is connected to the retard side of the hydraulic control device 13. It is connected to the supply / discharge passage 27. Furthermore, a part of the advance side supply / exhaust passage 26 and the retard side supply / exhaust passage 27 are constituted by passage holes 26a and 27a formed along the axial direction of the rotary shaft 4 as shown in FIG. Has been. The end portions of the passage holes 26a and 27a are respectively connected to an annular groove 26b and an annular groove 27b formed at two positions offset in the axial direction of the outer peripheral surface of the rotary shaft 4, and the respective annular grooves 26b and 27b. Are connected to a plurality of conduction holes 26c, ..., 26c, 27c, ..., 27c formed in the boss portion 17 of the vane rotor 14 along the substantially radial direction. Each conduction hole 26c of the advance side supply / discharge passage 26 connects the annular groove 26b and each advance side working chamber 24, and each conduction hole 27c of the retard side supply / exhaust passage 27 connects to the annular groove 27b and each retard side. The working chamber 25 is connected.

In the motor 1 of this embodiment, when the inner rotor 6 is at the most retarded position with respect to the outer rotor 5, the permanent magnets 9 of the outer rotor 5 and the inner rotor 6 are When the different poles face each other and are in a strong field state (see, for example, FIG. 3 and FIG. 6A) and the inner circumferential rotor 6 is at the most advanced angle position with respect to the outer circumferential rotor 5 In addition, the permanent magnets 9 of the outer circumferential rotor 5 and the inner circumferential rotor 6 are set so as to face each other with the same poles and to have a field weakening state (see, for example, FIGS. 5 and 6B). ing.
The motor 1 can arbitrarily change the state of the strong field and the state of the weak field by controlling the supply and discharge of the hydraulic fluid to the advance side working chamber 24 and the retard side working chamber 25. When the strength of the magnetic field is changed in this way, the induced voltage constant Ke changes accordingly, and as a result, the characteristics of the motor 1 are changed. That is, when the induced voltage constant Ke increases due to the strong field, the allowable rotational speed at which the motor 1 can be operated decreases, but the maximum torque that can be output increases, and conversely, the induced voltage constant Ke decreases due to the weak field. Then, although the maximum torque that can be output by the motor 1 decreases, the allowable rotational speed at which the motor 1 can operate increases.

For example, as shown in FIG. 7, the hydraulic control device 13 adjusts the oil pump 32 that sucks up the hydraulic fluid from an oil tank (not shown) and discharges the hydraulic fluid to the passage, and the hydraulic pressure of the hydraulic fluid discharged from the oil pump 32. And a regulator valve 35 for introducing excess hydraulic fluid into the low-pressure passage 34 for lubricating and cooling various devices, and the hydraulic fluid introduced into the line passage 33 on the advance side. There is provided a flow path switching valve 37 that distributes to the drain passage 26 and the retard side supply / discharge passage 27 and discharges unnecessary hydraulic fluid to the drain passage 36 through the advance side supply / discharge passage 26 and the retard side supply / discharge passage 27. ing.
The regulator valve 35 receives the pressure of the line passage 33 as a control pressure, and distributes the hydraulic fluid according to the balance with the reaction force spring 38.
Further, the flow path switching valve 37 has an electromagnetic solenoid 37b for moving the control spool 37a forward and backward, and the electromagnetic solenoid 37b is controlled by the control device 100a.

  As shown in FIG. 1, for example, the control device 100 a includes a motor control unit 40, a PDU (power drive unit) 41, and a battery 42.

  For example, as shown in FIG. 8, the PDU 41 includes a PWM inverter 41A that performs pulse width modulation (PWM) using a bridge circuit 41a in which transistor switching elements are bridge-connected, and a high voltage that exchanges electric energy with the motor 1. It is connected to the system battery 42.

  The PWM inverter 41A provided in the PDU 41 includes a high-side, low-side U-phase transistor UH, UL and a high-side, low-side V-phase transistors VH, VL and a high-side, low-side W-phase transistor WH that are paired for each phase. , WL and a smoothing capacitor 41b. The transistors UH, VH, and WH are connected to the positive terminal of the battery 42 to form a high side arm. UL, VL, WL are connected to the negative terminal of the battery 42 to form a low-side arm, and the transistors UH, UL, VH, VL, WH, WL that are paired for each phase are in series with the battery 42. Connected between the collector and emitter of each transistor UH, UL, VH, VL, WH, WL. As a forward direction toward the Luo collectors, each diode DUH, DUL, DVH, DVL, DWH, DWL is connected.

  For example, when the motor 1 is driven, the PWM inverter 41A is set for each phase in the PWM inverter 41A based on a gate signal (that is, a pulse width modulation signal) that is a switching command input from the motor control unit 40. The DC power supplied from the battery 42 is converted into three-phase AC power by switching the on (conductive) / off (cut) state of each of the transistors UH, UL, the transistors VH, VL, and the transistors WH, WL. Then, by sequentially commutating energization to the stator winding 2a of the motor 1, AC U-phase current Iu, V-phase current Iv and W-phase current Iw are energized to the stator winding 2a of each phase.

Further, the PWM inverter 41A, for example, at the time of execution of the three-phase short-circuit control, the transistors UH, VH, WH or UL, VL, and the transistors of the high-side arm or the low-side arm of the PWM inverter 41A by a gate signal corresponding to the short-circuit command. Set WL to ON state.
Further, the PWM inverter 41A performs pattern energization in predetermined two phases of the three phases by a gate signal corresponding to the commutation command, for example, when the forced commutation control is executed, and the rotor unit 3 of the motor 1 Is forcibly rotated to place the magnetic pole position at a specific position.

  For example, as shown in FIG. 1, the motor control unit 40 performs feedback control of current on the dq coordinates forming the rotation orthogonal coordinates. For example, an accelerator pedal opening that detects the accelerator opening degree related to the accelerator operation of the driver is performed. The d-axis current command Idc and the q-axis current command Iqc are calculated based on the torque command value Tq calculated based on the detection result of the degree sensor, and each phase output voltage is calculated based on the d-axis current command Idc and the q-axis current command Iqc. Vu, Vv, and Vw are calculated, and a PWM signal that is a gate signal is input to the PDU 41 according to each phase output voltage Vu, Vv, and Vw, and each phase current Iu, Iv that is actually supplied from the PDU 41 to the motor 1 , Iw, the d-axis current Id and the q-axis current Iq obtained by converting the two phase currents into the current on the dq coordinate, and the d-axis current command Idc and the q-axis current command Iqc. Each deviation is controlled to be zero.

The motor control unit 40 includes, for example, a torque control unit 50, a target current setting unit 51, a current deviation calculation unit 52, a field control unit 53, a power control unit 54, a current control unit 55, and a dq-3 phase. A conversion unit 56, a PWM signal generation unit 57, a filter processing unit 58, a three-phase-dq conversion unit 59, an angle error calculation unit 60, and a follow-up calculation observer 61 are configured.
Further, the angle error calculation unit 60 includes, for example, a model calculation unit 71, an angular velocity state quantity calculation unit 72, and a normalization unit 73, and the follow-up calculation observer 61 includes an angle difference correction unit 74. Has been.

  The motor control unit 40 outputs, for example, a detection signal output from an accelerator opening (ACC) sensor, a detection signal output from a brake (BRK) sensor, and an engine speed (Ne) sensor. Of the three-phase currents Iu, Iv, and Iw output from the PDU 41 to the motor 1, and output from the current sensors 81 and 81 that detect the two-phase U-phase current Iu and the W-phase current Iw. Detection signals Ius, Iws, a detection signal output from a voltage sensor 82 that detects a terminal voltage (power supply voltage) VB of the battery 42, and an inner rotor 6 that is variably controlled by the hydraulic control device 13. A detection signal output from a phase sensor (not shown) that detects a relative phase (relative phase) θ with respect to the outer rotor 5 and a rotation speed (wheel speed) of each wheel of the vehicle 100 are detected. A plurality of the detection signal and the like outputted from the wheel speed sensor (not shown) is input that.

The torque control unit 50 determines the accelerator operation amount, the brake depression amount, and the engine rotation speed related to the depression operation of the accelerator pedal output from the accelerator opening (ACC) sensor, the brake (BRK) sensor, and the engine rotation speed (Ne) sensor. Based on each detection signal, a torque value required as the output torque of the motor 1 is calculated, and a torque command QTAR for generating the torque value from the motor 1 is output to the target current setting unit 51.
Further, the torque control unit 50 outputs a short-circuit command or a commutation command to the PWM signal generation unit 57 based on the detection signals of the accelerator opening sensor, the brake sensor, and the engine speed sensor, and outputs the motor 1 to a predetermined level. An induced voltage variable command instructing setting to the field state is output to the hydraulic control device 13.

  The target current setting unit 51 calculates a current command for designating each phase current Iu, Iv, Iw supplied from the PDU 41 to the motor 1 based on the torque command QTAR input from the torque control unit 50. This current command is output to the current deviation calculation unit 52 as the d-axis target current Idc and the q-axis target current Iqc on the rotating orthogonal coordinates.

  The dq coordinate forming the rotation orthogonal coordinate is, for example, a field magnetic flux direction by the permanent magnet 9 of the outer rotor 5 of the rotor unit 3 as a d axis (field axis), and a direction orthogonal to the d axis is q. The shaft (torque shaft) is rotated in synchronization with the rotational phase of the rotor unit 3 of the motor 1. As a result, the d-axis target current Idc and the q-axis target current Iqc, which are DC signals, are given as current commands for the AC signal supplied from the PDU 41 to each phase of the motor 1.

The current deviation calculation unit 52 includes a d-axis current deviation calculation unit 52a that calculates a deviation ΔId between the d-axis target current Idc input with the d-axis correction current input from the field control unit 53 and the d-axis current Id, The q-axis target current Iqc to which the q-axis correction current input from the control unit 54 is added, and a q-axis current deviation calculation unit 52b that calculates a deviation ΔIq from the q-axis current Iq are configured.
The field control unit 53 controls the current phase so that the field amount of the rotor unit 3 is equivalently weakened in order to suppress an increase in the counter electromotive voltage accompanying an increase in the rotational speed NM of the motor 1, for example. The target value for the field weakening current of the field control is output to the d-axis current deviation calculation unit 52a as the d-axis correction current.
The power control unit 54 also outputs a q-axis correction current for correcting the q-axis target current Iqc to the q-axis current deviation calculation unit 52b according to appropriate power control according to the remaining capacity of the battery 42, for example. .

  The current control unit 55 controls and amplifies the deviation ΔId to calculate the d-axis voltage command value Vd by, for example, a PI (proportional integration) operation according to the rotation speed NM of the motor 1, and controls and amplifies the deviation ΔIq to q-axis. A voltage command value Vq is calculated.

  The dq-3 phase conversion unit 56 uses the estimated rotation angle θ ^ input from the follow-up calculation observer 61 to set the d-axis voltage command value Vd and the q-axis voltage command value Vq on the dq coordinate as stationary coordinates. The voltage is converted into a U-phase output voltage Vu, a V-phase output voltage Vv, and a W-phase output voltage Vw, which are voltage command values on the three-phase AC coordinates.

  The PWM signal generation unit 57, for example, converts each switching element of the PWM inverter 41A of the PDU 41 by pulse width modulation based on each phase output voltage Vu, Vv, Vw having a sine wave shape, a carrier signal composed of a triangular wave, and a switching frequency. A gate signal (that is, a PWM signal) that is a switching command including each pulse to be turned on / off is generated.

  The filter processing unit 58 performs filter processing such as removal of high-frequency components on the detection signals Ius and Iws for the respective phase currents detected by the respective current sensors 81 and 81 to obtain the respective phase currents Iu and Iw as physical quantities. Extract.

  The three-phase-dq conversion unit 59 uses the respective phase currents Iu and Iw extracted by the filter processing unit 58 and the estimated rotation angle θ ^ input from the follow-up calculation observer 61, that is, the rotation coordinates according to the rotation phase of the motor 1, that is, A d-axis current Id and a q-axis current Iq on the dq coordinate are calculated.

  The angle error calculation unit 60 determines the angle difference θe when the angle difference θe (= θ−θ ^) between the estimated rotation angle θ ^ and the actual rotation angle θ with respect to the rotation angle of the rotor unit 3 is a relatively small value. Can be approximated by a sine value sin θe (θe≈sin θe), for example, the angle difference θe is calculated based on the sine value sin θe and the cosine value cos θe of the angle difference θe included in the circuit equation based on the dq axis calculation model. And output to the follow-up calculation observer 61.

  The model calculation unit 71 includes a d-axis voltage command value Vd and a q-axis voltage command value Vq output from the current control unit 55, and a d-axis current Id and a q-axis current Iq output from the three-phase-dq conversion unit 59. For example, the sine component Vs and the cosine component Vc of the induced voltage composed of the sine value sin θe and the cosine value cos θe of the angle difference θe are expressed by a circuit equation on the dq coordinate described as shown in the following formula (1), Calculation is based on the rotational angular velocity ω of the rotor unit 3, the induced voltage constant Ke, the phase resistance value r, and the inductance component value L.

  The angular velocity state quantity calculating unit 72 is a state quantity proportional to the rotational angular velocity ω used in the normalization process in the normalizing unit 73 described later, for example, as shown in the following formula (2), the rotational angular velocity ω and the induced voltage constant. A value (ωKe) obtained by multiplying Ke is calculated based on the sine component Vs and cosine component Vc of the induced voltage calculated by the model calculation unit 71, and is output to the normalization unit 73.

The normalization unit 73 divides the sine component Vs of the induced voltage calculated by the model calculation unit 71 by a state quantity (for example, ω Ke) proportional to the rotational angular speed ω calculated by the angular speed state quantity calculation unit 72. Thus, an angle difference approximation value (−Vs / (Vs2 + Vc2) 1 / 2≈θe) approximated to the angle difference θe is calculated and input to the follow-up calculation observer 74.
That is, when the angle difference estimated value θes is set as a value obtained by multiplying the angle difference θe by the rotational angular velocity ω and the induced voltage constant Ke, the angle difference estimated value θes is the sine of the induced voltage in the above equation (1). In the component Vs, the sinusoidal value sin θe is approximated by the angle difference θe (θe≈sin θe), and the voltage drop due to the phase resistance value r is ignored, for example, as shown in the following formula (3).

Here, in the above equation (3), for example, if there is an error ΔL in the inductance component value L, the angle difference estimated value θes is described as shown in the following equation (4), for example, and the angle difference θe is a constant value. Even so, the error increases in proportion to the rotational angular velocity ω.
That is, in the following mathematical formula (4), the term (ωΔLIq) including the error ΔL is an error of the angle difference estimated value θes when the angle difference θe is zero, and increases in proportion to the rotational angular velocity ω. For this reason, in the relatively high rotation state of the motor 1, the error of the estimated angle difference value θes increases compared to the relatively low rotation state of the motor 1.

  Here, when the estimated angle difference value θes according to the above equation (4) is divided by a value ωK (K is an arbitrary constant) proportional to the rotational angular velocity ω, as shown in the following equation (5), the estimated angle difference value θes. The error is a value that does not depend on the rotational angular velocity ω.

  Therefore, the follow-up calculation observer 61 uses the sine component Vs of the induced voltage approximated to the angle difference estimated value θes as shown in the above formula (5), and the angular velocity state quantity calculation unit 72 as shown in the above formula (2). A value (Vs / (Vs2 + Vc2) 1/2) obtained by dividing by a state quantity (for example, ωKe) proportional to the rotational angular velocity ω calculated by the above, that is, an angle difference approximate value approximated to the angle difference θe (− Vs / (Vs2 + Vc2) 1 / 2≈θe) is set as an input value for the follow-up calculation process.

The follow-up calculation observer 61 relates to an arbitrary natural number n indicating the number of times of the follow-up calculation process executed repeatedly at a predetermined time period Δt and the estimated rotation angle θ ^, for example, as shown in the following formula (6). A control gain (feedback gain) K1, a control gain (feedback gain) K2 related to the estimated rotational angular velocity ω ^, an appropriate proportional coefficient K ~ including positive and negative signs, and a relatively low rotation state of the motor 1, for example, Or, for example, when calculating the actual rotation angle θ, the follow-up calculation process is performed such that the input value (that is, the angle difference θe) is converged to zero based on the rotor rotation angle offset that is appropriately set. Is performed while sequentially updating the estimated rotation angle θ ^, and the convergence value of the estimated rotation angle θ ^ is calculated using the dq-3 phase conversion unit 56 and three-phase control unit 15. And outputs it to the dq conversion unit 59.
Here, the follow-up calculation observer 61 includes an angle difference correction unit 74. The angle difference correction unit 74 corrects the angle difference θe when the cosine component Vc of the angle difference is a negative value, The angle difference θe is corrected according to the magnitude relationship between the absolute values of the sine component Vs and the cosine component Vc of the difference θe.

  The hybrid vehicle control device 100a according to the present embodiment has the above-described configuration. Next, the operation of the hybrid vehicle control device 100a will be described with reference to the accompanying drawings.

The motor braking control process will be described below.
First, for example, in step S1 shown in FIG. 9, it is determined whether or not the accelerator is OFF.
If this determination is “YES” (accelerator OFF), the flow proceeds to step S2.
On the other hand, when the determination result is “NO” (accelerator ON), it is determined that there is no intention of the passenger to stop, and the series of processing ends.
In step S2, it is determined whether or not the brake is on.
If the determination result is “YES” (brake ON), the process proceeds to step S3.
On the other hand, if this determination is “NO” (brake OFF), the flow proceeds to step S8 described later.

In step S3, it is determined whether or not the engine speed Ne is smaller than a predetermined speed N1 (for example, about 750 rpm).
If this determination is “YES” (Ne <N1), the flow proceeds to step S4.
On the other hand, if this determination is “NO” (Ne ≧ N1), the flow proceeds to step S8 described later.
In step S4, it is determined whether or not the engine speed Ne is smaller than a predetermined speed N2 (for example, about 400 rpm).
When the determination result is “YES” (Ne <N2), the process proceeds to Step S5.
On the other hand, if this determination is “NO” (Ne ≧ N2), the flow proceeds to step S7.
The predetermined rotational speed N1 is set to be larger than the predetermined rotational speed N2.

In step S5, as the three-phase short-circuit control, a short-circuit command is output from the torque control unit 50, a three-phase short-circuit process described later is performed, and the process proceeds to step S6.
In step S6, since the motor torque for stopping the internal combustion engine E is not required in the three-phase short-circuit control, the calculated value of the minimum motor torque necessary for stopping the internal combustion engine E, which is the stop control torque. ESR_TRQ (hereinafter simply referred to as a torque calculation value) is set to 0, which is an initial value, and a series of processing ends.

In step S7, a sensorless regeneration process, which will be described later, is executed, and the series of processes ends.
In step S8, normal regeneration control is performed.
In step S9, the torque calculation value ESR_TRQ is set to 0, and a series of processing ends. Here, the normal regenerative control in step S8 is regenerative control executed by sensorless control that determines the magnetic pole position of the rotor unit 3 based on the change in the induced voltage generated by the motor 1 when the motor 1 rotates. is there.

Below, the process of the three-phase short circuit in step S5 mentioned above is demonstrated.
First, for example, in step S5a shown in FIG. 10, an induced voltage constant command (that is, an induced voltage variable command) Ke * is calculated by map search with respect to a predetermined induced voltage constant command map based on the motor rotational speed Nm. In this embodiment, since the motor 1 and the internal combustion engine E are directly connected, the motor rotational speed Nm is equal to the engine rotational speed Ne.
In step S5b, based on the induced voltage constant command Ke *, the phase angle command θ *, which is a command for the relative phase between the outer rotor 5 and the inner rotor 6, is mapped to a predetermined phase angle command map. The calculation is made by the search, and the series of processes is completed.

Here, the predetermined induced voltage constant command map referred to in step S5a is accompanied by an increase in the motor rotation speed Nm (= engine rotation speed Ne) from zero to a predetermined rotation speed Na as shown in FIG. 11, for example. As the induced voltage constant command Ke * changes from zero to 100% (that is, a predetermined maximum value) and the motor rotation speed Nm increases from the predetermined rotation speed Na, the induced voltage constant command Ke * is It is set to change from 100% to zero. The predetermined rotational speed Na is a value different from the predetermined rotational speed when the braking torque generated when the induced voltage constant command Ke * is fixed at 100%, for example, becomes maximum, for example, from the predetermined rotational speed Is also set to a value near the resonance point between the internal combustion engine E and the vehicle body on which the internal combustion engine E is mounted.
In this case, for example, the maximum value of the generated braking torque is reduced and the motor rotational speed Nm when the braking torque is maximized is smaller than in a state where the induced voltage constant command Ke * is fixed at 100%. Change to high rotation side. Further, in the rotation region in the vicinity of the resonance point between the internal combustion engine E and the vehicle body on which the internal combustion engine E is mounted, the induced voltage constant Ke is relatively large, so that the rotation region can be quickly changed, From the rotation region to the stop of the internal combustion engine, the induced voltage constant Ke becomes relatively small, so that the transition is made gradually, and a quick and smooth braking stop can be performed.

In addition, as shown in FIG. 12, for example, the induced voltage constant command map shows that the induced voltage constant command Ke * increases as the motor rotation speed Nm (= engine rotation speed Ne) increases from zero to the predetermined rotation speed Nb. Changes from 100% (that is, a predetermined maximum value) toward a predetermined minimum value, and as the motor rotational speed Nm increases from the predetermined rotational speed Nb, the induced voltage constant command Ke * is decreased to a predetermined minimum. It is set so as to change in an increasing trend from the value toward 100%. The predetermined rotational speed Nb is a value different from the predetermined rotational speed when the braking torque generated when the induced voltage constant command Ke * is fixed at 100%, for example, becomes maximum, for example, from the predetermined rotational speed Is also set to a large value.
In this case, for example, compared to a state where the induced voltage constant command Ke * is fixed at 100%, the maximum value of the generated braking torque is reduced, and the change in the braking torque according to the motor rotational speed Nm is substantially reduced. It changes to become a constant value.

  Note that the predetermined phase angle command map referred to in step S5b indicates that the phase angle command θ * is zero as the induced voltage constant command Ke * increases from zero to a predetermined value, for example, as shown in FIG. As the induced voltage constant command Ke * increases from a predetermined value to 100% (that is, a predetermined maximum value), the phase angle command θ * is changed from zero to the maximum value (that is, 180 ° in electrical angle). It is set to change toward an increasing trend.

Below, the sensorless regeneration process in step S7 mentioned above is demonstrated.
First, for example, in step S10 shown in FIG. 14, the torque command QTAR for the output torque of the motor 1 output from the torque control unit 50 is the torque generated by the motor 1 when the three-phase short-circuit control which is a short-circuit braking torque is executed ( Hereinafter, it is simply determined whether or not it is larger than SH_TRQ.
If this determination is “YES” (QTAR> ESR_TRQ), the flow proceeds to step S11.
On the other hand, if this determination is “NO” (QTAR ≦ ESR_TRQ), the flow proceeds to step S 17 described later.

Here, as shown in FIG. 15, for example, the short-circuit torque SH_TRQ changes as the engine speed Ne (rpm: horizontal axis) decreases and the torque (Nm: vertical axis) changes from the low torque state to the high torque state. When the low torque state is reached and the engine speed finally becomes zero, the torque becomes zero.
This change in torque value is unique to each motor 1, but when the internal combustion engine E is stopped, the torque value is controlled by the short-circuit torque SH_TRQ near the resonance point of vibration between the internal combustion engine E and the vehicle body that supports the internal combustion engine E. The power is maximized. Therefore, the resonance point between the internal combustion engine E and the vehicle body can be passed in a short time.

  The short-circuit torque SH_TRQ is expressed by the following equation (7) based on the short-circuit torque T, the phase resistance R, the electrical angular velocity ω, the induced voltage constant Ke, and the inductance component values Ld and Lq of the field axis and the torque axis. Can be used to calculate.

In step S11, it is determined whether or not the command torque QTAR is larger than the torque calculation value ESR_TRQ.
If this determination is “YES” (QTAR> ESR_TRQ), the flow proceeds to step S12.
On the other hand, if this determination is “NO” (QTAR ≦ ESR_TRQ), the flow proceeds to step S13.

In step S12, the current value of the command torque QTAR is set as the value of the torque calculation value ESR_TRQ, and the process proceeds to step S16 described later.
In step S13, the torque calculation value ESR_TRQ is subtracted, and the process proceeds to step S14.
In step S14, it is determined whether or not the torque calculation value ESR_TRQ is smaller than a value obtained by subtracting a predetermined torque α (for example, 2 to 3 Nm) from the short-circuit torque SH_TRQ.
When the determination result is “YES” (ESR_TRQ <SH_TRQ−α), the process proceeds to step S15.
On the other hand, when the determination result is “NO” (ESR_TRQ ≧ SH_TRQ−α), the process proceeds to step S16.

In step S15, the torque value of the short circuit torque SH_TRQ is set as the torque value of the torque calculation value ESR_TRQ, and the process proceeds to step S16.
In step S16, the torque value of the torque calculation value ESR_TRQ is set to the motor control command torque Command_TRQ, and the series of processing ends.

Then, for example, in step S17 shown in FIG. 16, it is determined whether or not the command torque QTAR is larger than the torque calculation value ESR_TRQ.
If this determination is “YES” (QTAR> ESR_TRQ), the flow proceeds to step S18.
On the other hand, if this determination is “NO” (QTAR ≦ ESR_TRQ), the flow proceeds to step S19.
In step S18, the command torque QTAR is set to the torque calculation value ESR_TRQ, and the process returns to step S16 described above.

In step S19, it is determined whether or not the torque calculation value ESR_TRQ is smaller than the short-circuit torque SH_TRQ.
If this determination is “YES” (ESR_TRQ <SH_TRQ), the flow proceeds to step S18.
On the other hand, when the determination result is “NO” (ESR_TRQ ≧ SH_TRQ), the process proceeds to step S20.

In step S20, the torque calculation value ESR_TRQ is added, and the process proceeds to step S21.
In step S21, it is determined whether or not the torque calculation value ESR_TRQ is larger than a value obtained by adding the predetermined torque α to the short-circuit torque SH_TRQ.
When the determination result is “YES” (ESR_TRQ> SH_TRQ + α), the process proceeds to step S22.
On the other hand, when the determination result is “NO” (ESR_TRQ ≦ SH_TRQ + α), the process returns to step S16 described above.
In step S22, the short-circuit torque SH_TRQ is set in the torque calculation value ESR_TRQ, and the process returns to step S16 described above.

  That is, in the motor braking control process described above, the occupant's intention to accelerate and stop is determined according to the accelerator and brake states during vehicle travel (step S1, step S2), or the brake pedal is not depressed, or Even if the brake pedal is depressed, if the engine speed Ne is in a high speed region higher than the predetermined speed N1, regeneration control of the motor 1 is performed by normal sensorless control (step S8).

  When the brake is depressed by the occupant (YES in step S2), the engine speed Ne gradually decreases, but when the engine speed Ne enters a rotation region between the speed N1 and the speed N2. (YES in step S3 and step S4) As a process for suppressing the torque step generated when switching to the three-phase short circuit control, a process (step S7) for bringing the torque calculation value ESR_TRQ closer to the short circuit torque SH_TRQ is performed.

  Specifically, since torque calculation value ESR_TRQ is the initial value 0 as described above, when command torque QTAR is larger than short-circuit torque SH_TRQ (YES in step S10), torque calculation value is larger than command torque QTAR. Since ESR_TRQ becomes large (YES in step S11), a command torque QTAR closer to the short circuit torque is set to the torque calculation value ESR_TRQ (step S12), and the torque calculation value ESR_TRQ is brought close to the short circuit torque SH_TRQ.

  Thereafter, the torque calculation value ESR_TRQ is gradually brought closer to the short circuit torque SH_TRQ by subtraction processing (step S13), and the torque calculation value ESR_TRQ enters a lower torque range than the value obtained by subtracting the predetermined torque α from the short circuit torque SH_TRQ. (YES in step S14), the torque calculation value ESR_TRQ is completely matched with the short-circuit torque SH_TRQ (step S15).

  On the other hand, when the command torque QTAR is equal to or less than the short circuit torque SH_TRQ (NO in step S10), the command torque QTAR is smaller than the torque calculation value ESR_TRQ, and further, the short circuit torque SH_TRQ is smaller than the torque calculation value ESR_TRQ ( NO in step S17, YES in step S19). For this reason, the command torque QTAR is set as the initial torque matching with respect to the torque calculation value ESR_TRQ set to the initial value 0 (step S18). Here, since the command torque QTAR is located closer to the short circuit torque SH_TRQ than the torque calculation value ESR_TRQ, the torque calculation value ESR_TRQ approaches the short circuit torque SH_TRQ.

  Since this torque calculation value ESR_TRQ is smaller than the short-circuit torque SH_TRQ, it is increased by the addition process (step S20), and enters a torque range larger than the value obtained by adding the predetermined torque α to the short-circuit torque SH_TRQ ( In step S21, the process of adding the torque calculation value ESR_TRQ is stopped, and the short-circuit torque SH_TRQ is set to the torque calculation value ESR_TRQ (step S22) to completely match the torque calculation value ESR_TRQ and the short-circuit torque SH_TRQ. The normal regeneration control is continued until the engine speed Ne falls below the speed N2.

The idle stop determination process when the vehicle is stopped will be described below.
First, for example, in step S30 shown in FIG. 17, it is determined whether or not the accelerator is OFF.
If the determination result is “YES” (accelerator OFF), the process proceeds to step S31.
On the other hand, if this determination is “NO” (accelerator ON), the flow proceeds to step S 44 described later.
In step S31, it is determined whether or not the brake is ON.
If the determination result is “YES” (brake ON), the process proceeds to step S32.
On the other hand, if this determination is “NO” (brake OFF), the flow proceeds to step S 44 described later.

In step S32, it is determined whether or not the engine speed Ne is smaller than a predetermined speed N2.
If this determination is “YES” (Ne <N2), the flow proceeds to step S33.
On the other hand, if this determination is “NO” (Ne ≧ N2), the flow proceeds to step S42 described later.
In step S33, idle control is performed when the starting clutch is off.
In step S34, it is determined whether or not the brake pedal force is greater than a preset pedal force Pbks1.
If this determination is “YES” (brake pedal effort> Pbks1), the flow proceeds to step S35.
On the other hand, when the determination result is “NO” (brake pedaling force ≦ Pbks1), the series of processing ends. Here, the pedaling force Pbks1 is a threshold value for determining the occupant's intention to stop.

In step S35, a timer is started.
In step S36, it is determined again whether or not the brake pedal force is greater than the pedal force Pbks1.
If this determination is “YES” (brake pedal effort> Pbks1), the flow proceeds to step S37.
On the other hand, if this determination is “NO” (brake pedal effort ≦ Pbks1), the flow proceeds to step S41 described later.
In step S37, it is determined whether or not the timer has expired.
If the determination result is “YES” (timer end), the process proceeds to step S38.
On the other hand, when the determination result is “NO” (timer continuation), the process returns to step S36 described above.

In step S38, an engine stop control process described later is performed.
In step S39, it is determined whether or not the brake pedal force is equal to or less than a predetermined pedal force Pbks2.
If this determination is “YES” (brake pedal effort ≦ Pbks2), the process proceeds to step S40.
On the other hand, if the determination result is “NO” (brake pedal force> Pbks2), the process of step S39 is repeated.
In step S40, an engine start control process, which will be described later, is performed, and the series of processes ends.

In step S41, the timer is reset, and a series of processing ends.
In step S42, the fuel cut (fuel supply stop) of the internal combustion engine E is performed.
In step S43, regeneration control by the motor 1 is performed, and a series of processing ends.
In step S44, normal combustion processing control of the internal combustion engine E is performed, and a series of processing ends.

Hereinafter, the engine stop control process in step S38 described above will be described.
First, for example, in step S45 shown in FIG. 18, it is determined whether or not the drive flag of the internal combustion engine E is “1”.
If this determination is “YES” (ENG drive flag = 1), the flow proceeds to step S46.
On the other hand, if the determination result is “NO” (ENG drive flag ≠ 1), the process of step S45 is repeated.
In step S46, it is determined whether the ignition (IG) is ON.
When the determination result is “YES” (IG is ON), the process proceeds to Step S47.
On the other hand, if this determination is “NO” (IG is OFF), the flow returns to step S45 described above.

In step S47, it is determined whether the engine speed Ne is smaller than the engine speed N2.
If this determination is “YES” (Ne <N2), the flow proceeds to step S48.
On the other hand, if this determination is “NO” (Ne ≧ N2), the flow proceeds to step S51 described later.
In step S48, three-phase short-circuit control equivalent to step S5 described above is executed, and the process proceeds to step S49.
On the other hand, in step S51, fuel cut is performed. In step S52, regeneration control of the motor 1 is performed, and the process returns to step S47 described above.

In step S49, it is determined whether the engine speed Ne is substantially zero.
If this determination is “YES” (Ne≈0), the flow proceeds to step S50.
On the other hand, if the determination result is “NO” (Ne≈0 is not 0), the process returns to step S48 described above.
In step S50, the drive flag of the internal combustion engine E is set to 0, and the series of processes is terminated.

Hereinafter, the engine start control process in step S40 described above will be described.
First, for example, in step S53 shown in FIG. 19, it is determined whether or not the drive flag of the internal combustion engine E is zero.
If this determination is “YES” (ENG drive flag = 0), the flow proceeds to step S54.
On the other hand, if the determination result is “NO” (ENG drive flag ≠ 0), the process of step S53 is repeated.
In step S54, it is determined whether the ignition is ON.
When the determination result is “YES” (IG is ON), the process proceeds to Step S55.
On the other hand, if this determination is “NO” (IG is OFF), the flow returns to step S 53 described above.

In step S55, an induced voltage constant command Ke * instructing to set the motor 1 from a predetermined weak field state to a strong field state is output from the torque control unit 50 to the hydraulic control device 13, and the PWM inverter 41A is turned on. The motor 1 is started by moving the magnetic pole position of the rotor unit 3 to a predetermined position by forced commutation for energizing two phases of the three phases of the motor 1.
In step S56, it is determined whether the engine speed Ne is greater than the idle speed Nidls.
If the determination result is “YES” (Ne> Nidls), the process proceeds to step S57.
On the other hand, if this determination is “NO” (Ne ≦ Nidls), the flow returns to step S54 described above.

In step S57, ignition control of the internal combustion engine E is started.
In step S58, it is determined whether or not the internal combustion engine E has been completely exploded by ignition control.
If this determination is “YES” (complete explosion), the flow proceeds to step S59.
On the other hand, if the determination result is “NO” (not complete explosion), the process returns to step S57 described above.
In step S59, the drive flag of the internal combustion engine E is set to 1, and the series of processes is terminated.

  That is, in the idling stop determination process described above, when it is determined that the occupant intends to stop the vehicle (YES in step S30 and step S31), the engine speed Ne enters a low speed region where the engine speed Ne is lower than the predetermined speed N2. Then, the start clutch is disconnected in preparation for stopping the rotation of the internal combustion engine E (step S33). Then, when the state where the brake pedal force exceeds the predetermined value Pbks1 continues for a predetermined time, the process proceeds to the engine stop control process.

  In the engine stop control process, when the internal combustion engine E is in a driving state (YES in step S45) and the engine speed Ne is equal to or higher than the predetermined speed N2, the fuel cut and regenerative control of the internal combustion engine E, which is normal regenerative control, is performed. On the other hand, if the engine speed Ne is smaller than the predetermined speed N2, the PWM inverter 41A performs the three-phase short-circuit control of the motor 1 to stop the rotation of the internal combustion engine E. (Step S48).

  On the other hand, in the engine start control process, the motor 1 is started by forced commutation in the so-called idle stop state of the internal combustion engine E (step S55), and the engine speed Ne is idled by the increase in the speed of the motor 1. Ignition control is started and the internal combustion engine E is restarted when the rotation speed becomes equal to or higher than Nidls (YES in step S58).

  As described above, according to the hybrid vehicle control device 100a according to the present embodiment, when the engine speed Ne is in the rotational speed region below the predetermined rotational speed N2 equal to or lower than the idle rotational speed, the three phases of the motor 1 Since a relatively large braking torque can be generated by the short-circuit control, the rotation of the internal combustion engine E can be quickly stopped. Further, immediately before the rotation of the internal combustion engine E is stopped, the braking torque of the three-phase short-circuit control becomes smoothly zero, and the rotation can be stopped appropriately without causing the reverse rotation of the internal combustion engine E. As a result, it is possible to improve merchantability and reliability. In addition, since the magnitude of the generated braking torque can be changed by changing the induced voltage constant Ke of the motor 1, it is possible to prevent an excessively large braking torque from being generated by the three-phase short-circuit control. It is possible to smoothly stop the internal combustion engine E by preventing an excessively large torque fluctuation accompanying a change in braking torque in accordance with a change in the rotation speed of the motor 1 (= engine rotation speed Ne). it can.

  Further, when the internal combustion engine E is started, the internal combustion engine E can be restarted by starting the motor 1 by forced commutation without having to determine the magnetic pole position by sensorless control using harmonics, for example. In addition, electromagnetic noise due to harmonics can be prevented and the quietness of the passenger compartment can be improved. In addition, since the induced voltage constant is changed to increase with the start of forced commutation, the motor 1 can be started smoothly and quickly, and the internal combustion engine E can be appropriately started by driving the motor 1. it can.

  Then, when the engine speed Ne is in a high rotation region, the torque values ESR_TRQ and short-circuit torque SH_TRQ at the time of switching between the normal sensorless control in step S8 and the three-phase short-circuit control in step S5 are determined in step S7. Therefore, the internal combustion engine E can be smoothly stopped by reducing the torque step when the sensorless control in step S8 is shifted to the three-phase short-circuit control in step S5. Improvements can be made.

  In addition, since the fuel cut to the internal combustion engine E in step S42 does not shift to the three-phase short-circuit control until the engine speed Ne becomes equal to or lower than the speed N2, even if the brake changes to the OFF state during this time, The drive of the internal combustion engine E can be restarted by increasing the rotational speed of the motor 1. Then, the rotation of the motor 1 can be stopped by the three-phase short-circuit control when the engine speed Ne becomes equal to or lower than the speed N2 and the occupant's intention to stop is assured. Therefore, it is possible to improve the start response of the internal combustion engine E to the occupant's intention to start.

  Further, if it is determined in step S39 that the brake depression amount has become equal to or less than the predetermined depression amount Pbks2 after the rotation of the internal combustion engine E is stopped due to idling stop, it is determined that the occupant intends to leave the vehicle, and the motor is quickly driven by forced commutation. For example, the internal combustion engine E can be started by driving the motor 1 before the start clutch (not shown) is engaged. Therefore, the internal combustion engine E is reduced while reducing electromagnetic noise when the motor 1 is started. Can be started smoothly, and the merchantability can be improved.

  Then, when determining the idling stop of the internal combustion engine E, the engine pedaling force is monitored in step S36 until the engine speed Ne falls below the engine speed N2 and the timer ends in step S37. Since the timer can be reset and the idling stop of the internal combustion engine E can be stopped when the time falls below Pbks1, the responsiveness of the vehicle to the occupant's intention to start can be improved.

  In the sensorless regeneration process, the torque calculation value ESR_TRQ is processed so as to approach the short-circuit torque SH_TRQ in the rotation speed region between the rotation speed N1 and the rotation speed N2, but the command torque QTAR is calculated from the torque calculation value ESR_TRQ. Since the torque calculation value ESR_TRQ can be greatly displaced up to the value of the command torque QTAR when the torque calculation value ESR_TRQ is close to the short-circuit torque SH_TRQ, the time required to align the values of the torque calculation value ESR_TRQ and the short-circuit torque SH_TRQ can be shortened. .

Hereinafter, the operation of the hybrid vehicle control apparatus 100a according to the modification of the above-described embodiment will be described with reference to the accompanying drawings.
Here, in this modification, the motor braking control process shown in FIGS. 9 and 14 to 16 in the above-described embodiment is replaced with the motor braking control process shown in FIGS. The description overlapping with the embodiment is omitted. In this modification, the engine speed Ne is sufficiently reduced on the lower rotation side than the maximum short-circuit torque SH_TRQMAX, so that the torque step can be ignored.

Below, the motor braking control process in this modification is demonstrated.
First, for example, in step S100 shown in FIG. 20, it is determined whether or not the accelerator is OFF.
If the determination result is “YES” (accelerator OFF), the process proceeds to step S101.
On the other hand, when the determination result is “NO” (accelerator ON), it is determined that there is no intention of the passenger to stop, and the series of processing ends.

In step S101, it is determined whether or not the brake is on.
If the determination result is “YES” (brake ON), the process proceeds to step S102.
On the other hand, if this determination is “NO” (brake OFF), the flow proceeds to step S107.
In step S102, it is determined whether or not the engine speed Ne is smaller than N1.
If this determination is “YES” (Ne <N1), the flow proceeds to step S103.
On the other hand, if this determination is “NO” (Ne ≧ N1), the flow proceeds to step S107.

In step S103, it is determined whether or not the three-phase short circuit permission flag F_SHENB is 1.
If this determination is “YES” (F_SHENB = 1), the flow proceeds to step S104.
On the other hand, if this determination is “NO” (F_SHENB = 0), the flow proceeds to step S106.
In step S104, three-phase short circuit control equivalent to step S5 described above is executed, and the process proceeds to step S105.
In step S105, the torque calculation value ESR_TRQ is set to 0, and the series of processing ends.

In step S106, sensorless regeneration processing is performed, and a series of processing ends.
In step S107, normal regeneration control is performed.
In step S108, the torque calculation value ESR_TRQ is set to 0, and the series of processing ends.

Below, the sensorless regeneration process in step S106 mentioned above is demonstrated.
First, for example, in step S109 shown in FIG. 21, it is determined whether or not the command torque QTAR is larger than the maximum short-circuit torque SH_TRQMAX.
If the determination result is “YES” (QTAR> SH_TRQMAX), the process proceeds to step S111.
On the other hand, if the determination result is “NO” (QTAR ≦ SH_TRQMAX), the process proceeds to step S110.

In step S110, the maximum short-circuit torque SH_TRQMAX is set as the command torque QTAR, and the process proceeds to step S111. Here, the limit processing of the command torque QTAR is performed in step S109 and step S110. Specifically, when the command torque QTAR is smaller than the maximum short-circuit torque SH_TRQMAX, the maximum short-circuit torque SH_TRQMAX is set to the command torque QTAR. Thus, the command torque QTAR is displaced within the braking torque range of the short-circuit torque SH_TRQ.
The maximum short-circuit torque SH_TRQMAX is referred to as “maximum” in the sense that the braking torque by the short-circuit torque SH_TRQ is maximized.

In step S111, it is determined whether or not the command torque QTAR is greater than the short-circuit torque SH_TRQ.
If this determination is “YES” (QTAR> SH_TRQ), the flow proceeds to step S112.
On the other hand, if this determination is “NO” (QTAR ≦ SH_TRQ), the flow proceeds to step S120.
In step S112, it is determined whether or not the command torque QTAR is smaller than the torque calculation value ESR_TRQ.
If this determination is “YES” (QTAR <ESR_TRQ), the flow proceeds to step S113.
On the other hand, if the determination result is “NO” (QTAR ≧ ESR_TRQ), the process proceeds to step S117.

In step S113, the command torque QTAR is set to the torque calculation value ESR_TRQ.
In step S114, the three-phase short circuit permission flag F_SHENB is set to 0, and the process proceeds to step S115.
In step S115, the torque calculation value ESR_TRQ is set to the motor control command torque Command_TRQ.
In step S116, the command torque QTAR is set in the buffer Buf1, and the series of processes ends.

In step S117, the engine stop control torque ESR_TRQ is subtracted.
In step S118, it is determined whether or not the torque calculation value ESR_TRQ is smaller than the value obtained by subtracting the predetermined torque α from the short-circuit torque SH_TRQ.
When the determination result is “YES” (ESR_TRQ <SH_TRQ−α), the process proceeds to step S119.
On the other hand, when the determination result is “NO” (ESR_TRQ ≧ SH_TRQ−α), the process returns to step S115 described above.
In step S119, the short-circuit torque SH_TRQ is set to the torque calculation value ESR_TRQ, the three-phase short-circuit permission flag F_SHENB is set to 1, and the process returns to step S115 described above.

Then, for example, in step S120 shown in FIG. 22, it is determined whether or not the command torque QTAR is smaller than the torque calculation value ESR_TRQ.
If this determination is “YES” (QTAR <ESR_TRQ), the flow proceeds to step S126.
On the other hand, if the determination result is “NO” (QTAR ≧ ESR_TRQ), the process proceeds to step S121.
In step S121, it is determined whether the torque calculation value ESR_TRQ is smaller than the short-circuit torque SH_TRQ.
If the determination result is “YES” (ESR_TRQ <SH_TRQ), the process proceeds to step S122.
On the other hand, if the determination result is “NO” (ESR_TRQ ≧ SH_TRQ), the process proceeds to step S126.

In step S122, it is determined whether or not the buffer Buf1 is equal to or greater than the command torque QTAR.
When the determination result is “YES” (Buf1 ≧ QTAR), the process proceeds to step S123.
On the other hand, if this determination is “NO” (Buf1 <QTAR), the flow proceeds to step S126.
In step S123, the torque calculation value ESR_TRQ is held, and the process proceeds to step S124.
In step S126, the command torque QTAR is set to the calculated value ESR_TRQ, and the process proceeds to step S124.

In step S124, it is determined whether or not the torque calculation value ESR_TRQ is smaller than a torque value obtained by subtracting the predetermined torque α from the short-circuit torque SH_TRQ.
When this determination result is “YES” (ESR_TRQ <SH_TRQ−α), the process proceeds to Step S125.
On the other hand, when the determination result is “NO” (ESR_TRQ ≧ SH_TRQ−α), the process proceeds to step S127.
In step S125, the three-phase short circuit permission flag F_SHENB is set to 0, and the process proceeds to step S115.

In step S127, it is determined whether or not the torque calculation value ESR_TRQ is smaller than the torque value obtained by adding the predetermined torque α to the short-circuit torque SH_TRQ.
When the determination result is “YES” (ESR_TRQ <SH_TRQ + α), the process proceeds to step S128.
On the other hand, when the determination result is “NO” (ESR_TRQ ≧ SH_TRQ + α), the process proceeds to step S125 described above.
In step S128, the short-circuit torque SH_TRQ is set to ESR_TRQ and the three-phase short-circuit permission flag F_SHENB is set to 1, and the process proceeds to the above-described step S115.

  That is, in the motor braking control process of this modified example, when the occupant intends to stop while the vehicle is running, for example, as shown in FIG. 23, the engine rotational speed Ne is lower than the predetermined rotational speed N1. When entering, the process shifts from normal regeneration control to sensorless regeneration processing (YES in step S102).

  In the sensorless regeneration process, when the command torque QTAR is larger than the short-circuit torque SH_TRQ (YES in step S111) and the torque calculation value ESR_TRQ is larger than the command torque QTAR (YES in step S112), the torque calculation value ESR_TRQ is set to The command torque QTAR is set to the torque calculation value ESR_TRQ so as to approach the short-circuit torque SH_TRQ.

  Thereafter, the torque calculation value ESR_TRQ is decreased by the subtraction process (step S117), and the subtraction process is stopped when the torque calculation value ESR_TRQ is sufficiently close to the short circuit torque SH_TRQ (YES in step S118). The three-phase short-circuit control is permitted after setting and matching them completely (step S119).

Further, when the command torque QTAR is smaller than the maximum short-circuit torque SH_TRQMAX, SH_TRQMAX is set to the command torque QTAR by a limit process (step S110). That is, unless the short-circuit torque SH_TRQ is not the maximum short-circuit torque SH_TRQMAX, the command torque QTAR is smaller than the short-circuit torque SH_TRQ (NO in step S11).
That is, since the torque calculation value ESR_TRQ in the initial state is larger than the command torque QTAR (YES in step S120), the command torque QTAR is set to the torque calculation value ESR_TRQ as the initial torque adjustment, and then this torque calculation value ESR_TRQ is set. (Step S123), and the torque calculation value ESR_TRQ is relatively shifted in a direction in which the difference from the short-circuit torque SH_TRQ decreases (for example, the direction of the arrow in FIG. 23) as the short-circuit torque SH_TRQ decreases. .
When the short-circuit torque SH_TRQ is sufficiently close to the torque calculation value ESR_TRQ (NO in step S124 and YES in step S127), the torque calculation value ESR_TRQ and the short-circuit torque SH_TRQ are completely matched to allow three-phase short-circuit control. (Step S128).

  Therefore, according to this modification, even when the engine rotational speed Ne is higher than the predetermined rotational speed N2 of the above-described embodiment, the torque calculation value ESR_TRQ is sufficiently close to the short-circuit torque SH_TRQ. Since it is possible to shift to the three-phase short-circuit control, it is possible to expand a region where the three-phase short-circuit control is performed, and as a result, it is possible to reduce noise due to switching of the PWM inverter 41A.

  Further, when the engine speed Ne decreases from a high speed and the torque calculation value ESR_TRQ is smaller than the short circuit torque SH_TRQ, the short circuit torque SH_TRQ changes in the direction in which the braking torque increases, whereas the torque calculation Since the torque calculation value ESR_TRQ and the short-circuit torque SH_TRQ can be smoothly aligned without changing the value ESR_TRQ in the direction of decreasing the braking torque, the torque difference is reduced without giving the passenger a sense of incongruity. Can be improved.

  In the above-described embodiment, the case of performing the three-phase short-circuit control has been described. Instead, only two phases of the high-side arm or the low-side arm for the three phases of the PWM inverter 41A are turned on. It is good also as a structure which performs two-phase short circuit control to perform.

1 is a schematic configuration diagram of a hybrid vehicle according to an embodiment of the present invention. It is principal part sectional drawing of the motor which concerns on embodiment of this invention. It is the side view which abbreviate | omitted some components of the rotor unit currently controlled to the most retarded angle position of the motor which concerns on embodiment of this invention. It is a disassembled perspective view of the rotor unit of the motor which concerns on embodiment of this invention. It is the side view which abbreviate | omitted some components of the rotor unit currently controlled to the most advanced angle position of the motor which concerns on embodiment of this invention. The figure (a) which shows typically the strong field state in which the permanent magnet of the inner peripheral side rotor and the permanent magnet of the outer peripheral side rotor of the motor which concern on embodiment of this invention are arrange | positioned with the same polarity, It is the figure which described collectively the figure (b) which shows typically the field-weakening state by which the permanent magnet of the side rotor and the permanent magnet of the outer peripheral side rotor were arrange | positioned differently. It is a block diagram of the hydraulic control apparatus which concerns on embodiment of this invention. It is a block diagram of PDU which concerns on embodiment of this invention. It is a flowchart of the motor braking control process in the embodiment of the present invention. It is a flowchart which shows the process of the three-phase short circuit in embodiment of this invention. It is a graph which shows an example of the relationship between motor rotation speed (= engine rotation speed Ne), induced voltage constant instruction | command Ke *, and braking torque in embodiment of this invention. It is a graph which shows an example of the relationship between motor rotation speed (= engine rotation speed Ne), induced voltage constant instruction | command Ke *, and braking torque in embodiment of this invention. It is a graph which shows an example of the relationship between the induced voltage constant instruction | command Ke * and phase angle instruction | command θ * in embodiment of this invention. It is a flowchart of the sensorless regeneration process in the embodiment of the present invention. It is a graph which shows the change of the short circuit torque with respect to the engine speed in embodiment of this invention. It is a flowchart of the sensorless regeneration process in the embodiment of the present invention. It is a flowchart of the idle stop determination process in the embodiment of the present invention. It is a flowchart of the engine stop control process in the embodiment of the present invention. It is a flowchart of the engine starting control process in the embodiment of the present invention. It is a flowchart of the motor braking control process in the modification of embodiment of this invention. It is a flowchart of the sensorless regeneration process in the modification of embodiment of this invention. It is a flowchart of the sensorless regeneration process in the modification of embodiment of this invention. It is a graph which shows the change of the short circuit torque with respect to the engine speed in the modification of embodiment of this invention.

Explanation of symbols

100a Control device for hybrid vehicle 1 Motor 3 Rotor unit (rotor)
5 Outer rotor (rotor member)
6 Inner circumference rotor (rotor member)
9 Permanent magnet (permanent magnet piece)
12 Phase change means (induced voltage constant change means)
60 Angle error calculation unit (sensorless control means)
61 Follow-up calculation observer (sensorless control means)
Step S5, Step S48 Braking means Step S5a Braking torque change means Step S7 Torque control means Steps S35 to S38 Stop means Step S39, Step S40 Start means

Claims (6)

A control device for a hybrid vehicle comprising an internal combustion engine and a motor as a drive source, and capable of traveling by at least the driving force of the internal combustion engine or the motor,
The motor comprises a rotor composed of a plurality of rotor members each having a permanent magnet piece and capable of changing a relative phase of each other, and changing a relative phase of the plurality of rotor members. An induced voltage constant changing means for changing the induced voltage constant,
Sensorless control means for performing sensorless control for controlling the motor while detecting the position of the rotor based on the induced voltage of the motor;
Braking means for generating a braking torque by executing a short-circuit control for short-circuiting a plurality of phases of the motor at the time of vehicle braking where the rotational speed of the motor is lower than a predetermined rotational speed;
Braking torque changing means for changing the braking torque by the induced voltage constant changing means;
Starting means for starting the motor by forced commutation when the internal combustion engine is restarted ,
The braking torque changing means is configured such that, when the induced voltage constant is fixed to a predetermined value, the induced voltage constant becomes maximum or minimum at the rotation speed higher than the rotation speed when the braking torque becomes maximum. Thus, the braking torque is changed by changing the induced voltage constant by the induced voltage constant changing means . Before shifting from the execution state of the sensorless control by the sensorless control means to the execution state of the short-circuit control by the braking means, the torque for stop control at the time of execution of the sensorless control and the torque at the time of execution of the short-circuit control The control apparatus for a hybrid vehicle according to claim 1, further comprising torque control means for setting a difference with the braking torque to be a predetermined value or less. Immediately after the vehicle stops, the internal combustion engine is set in an idle state, and when the stopping time when the brake depression amount is equal to or greater than the predetermined depression amount exceeds a predetermined time, idle stop control is executed, and the rotation speed of the internal combustion engine is equal to or less than the predetermined rotation speed 3. The hybrid vehicle control device according to claim 1, further comprising a stopping unit that executes the short-circuit control to stop the rotation of the motor. The control device for a hybrid vehicle according to claim 3, wherein the stopping means changes the induced voltage constant according to the engine speed by the induced voltage constant changing means. The start means starts the motor by forced commutation and executes ignition control of the internal combustion engine when a brake depression amount becomes a predetermined depression amount or less after the rotation of the internal combustion engine is stopped. The control apparatus for a hybrid vehicle according to any one of claims 1 to 4. The starter means changes the induced voltage constant in an increasing tendency by the induced voltage constant changing means when the motor is started by forced commutation when the internal combustion engine is restarted. The control apparatus of the hybrid vehicle as described in any one of Claim 5.

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