JP5104262B2 - Hybrid vehicle control method and hybrid vehicle - Google Patents

Description

  The present invention relates to a hybrid vehicle control method and a hybrid vehicle, and more particularly to a hybrid vehicle control method and a hybrid vehicle suitable for a series hybrid vehicle.

  A series hybrid vehicle is a vehicle in which a generator is driven by an internal combustion engine, electric power is supplied from the generator to a motor, and driving wheels are driven by the motor, as disclosed in Patent Document 1, for example. Since the waveform of the AC primary current generated by the generator and the current to be supplied to the motor are different, the configuration of Patent Document 1 generates a generator by connecting a converter and an inverter in series between the generator and the motor. The converted primary current is once converted into a DC current by a converter, and the converted DC current is returned to an AC secondary current by an inverter and supplied to the motor.

Patent Document 2 discloses a method of employing a diode rectifier as a converter.
JP-A-11-220806 JP 2005-204370 A

  In the configuration of Patent Document 1, since the current supplied to the motor is always converted by the converter and the inverter, the loss caused by the conversion twice is not a little, and the problem that the carry-out of power from the power supply device becomes large is avoided. I could not.

  On the other hand, in the configuration in which the generator current is rectified by the diode rectifier as in Patent Document 2, the loss of the power generation system can be significantly reduced, but the current of the power supply device cannot be passed from the diode rectifier to the generator. Disappear.

  Therefore, in order to solve these problems, a bypass path that converts the waveform of the primary current and can be connected to the motor is provided in parallel with the power supply path including the converter and inverter, and the generator to the motor passes through this bypass path. It is preferable to supply current or supply current from the power supply device to the generator.

  However, since a bypass path is provided between the downstream side of the inverter and the generator, and the current of the power supply device is controlled by the inverter to supply power to the generator, current is also supplied to the motor connected to the downstream side of the inverter. There is also a concern that the vehicle will run involuntarily and the vehicle will run involuntarily.

  The present invention has been made in view of the above problems, and in a series hybrid vehicle that rectifies a generator current generated by a diode rectifier, the hybrid vehicle can enable cranking by the generator with a relatively simple and inexpensive configuration. It is an object to provide a control method and a hybrid vehicle.

The present invention in order to solve the above problems, with the primary current of the AC is driven to the internal combustion engine can generate electric power, a motor generator and an output multiphase alternator torque by the supply of the alternating current, the primary A diode rectifier for converting a current into a direct current, an inverter capable of converting a direct current rectified by the diode rectifier into an AC secondary current, a power supply device connected between the diode rectifier and the inverter, and A first power supply path that supplies a current to a vehicle driving motor via a diode rectifier and the inverter in series, and a first power supply path that is connected in parallel to the first power supply path so that the primary current can be conducted to the motor. A control method for a hybrid vehicle comprising a second power feeding path and an AC converter provided in the second power feeding path, wherein An operation state determination step for determining a state, a cranking necessity determination step for determining whether cranking by the motor generator of the internal combustion engine is necessary, and a determination that the cranking is necessary when the vehicle is stopped A cranking control step for supplying a power of the power supply device from the inverter to the motor generator via the second power supply path while regulating a drive current from the inverter to the motor. In the cranking control step, the DC current output from the power supply device is converted into a high-frequency single-phase AC current by the inverter, and then the AC converter converts the DC current corresponding to the number of phases of the motor generator. into a current, characterized in that it is a step of supplying power to the motor generator Ha Brides is a control method for a vehicle. In this aspect, since the primary current from the motor generator is converted into a direct current using the diode rectifier, the loss of the power generation system can be greatly reduced. In addition, a second power supply path is provided in parallel with the first power supply path composed of a diode rectifier, a motor generator, etc., and the motor generator primary current is converted into a secondary current waveform from the second power supply path to the motor. Since the power can be supplied, the loss of the power generation system can be greatly reduced from this point. When a cranking request is generated by the motor generator while the vehicle is stopped, the power from the power supply device can be supplied from the inverter to the motor generator via the second power supply path. In addition, in the cranking control step, since energization from the inverter to the motor is restricted, there is no possibility that the vehicle at the time of stoppage will start traveling involuntarily. In particular, in the present invention, when a current is supplied from a power supply device to a motor generator composed of a multi-phase AC generator, a high-frequency single-phase AC current is generated by an inverter. Does not work at will. In addition, since the motor generator can be operated by the AC converter, the internal combustion engine can be safely started (cranked) by the motor generator when the vehicle is stopped.

  In a preferred aspect, prior to the cranking control step, there is further provided an energization cutoff step of interrupting the path between the first power feeding path and the motor. In this aspect, since the power supply to the motor is blocked by the energization cut-off step, it is possible to safely start (cranking) the internal combustion engine by the motor generator when the vehicle is stopped.

Another aspect of the present invention is an internal combustion engine, a motor generator that is driven by the internal combustion engine and can generate a primary current of alternating current, and a multiphase alternating current generator that can output torque by supplying alternating current; A diode rectifier for converting the primary current into a direct current; an inverter capable of converting the direct current rectified by the diode rectifier into an alternating secondary current; and a power supply device connected between the diode rectifier and the inverter. A first electric power supply path for supplying current to a motor for driving the vehicle via the diode rectifier and the inverter in series, and the primary current can be conducted to the motor. A second power supply path provided in parallel with the first power supply path, an AC converter provided in the second power supply path, and energization of each power supply path are controlled. A control device that includes a function of determining whether or not cranking by the motor generator of the internal combustion engine is necessary, and a driving state determination unit that determines a driving state of the vehicle, and the vehicle is stopped When it is determined that the cranking is necessary, the power of the power supply device is controlled from the inverter via the second power supply path while regulating the drive current from the inverter to the motor. A cranking control unit that supplies the motor generator, and the cranking control unit converts the direct current output from the power supply device into a high-frequency single-phase alternating current by the inverter, and then the alternating current converter, JP it into a polyphase alternating current corresponding to the number of phases of the motor-generator, is to power the motor-generator It is a hybrid vehicle to be. In this aspect, since the primary current from the motor generator is converted into a direct current using the diode rectifier, the loss of the power generation system can be greatly reduced. In addition, a second power supply path is provided in parallel with the first power supply path composed of a diode rectifier, a motor generator, etc., and the motor generator primary current is converted into a secondary current waveform from the second power supply path to the motor. Since the power can be supplied, the loss of the power generation system can be greatly reduced from this point. When a cranking request is generated by the motor generator while the vehicle is stopped, the power from the power supply device can be supplied from the inverter to the motor generator via the second power supply path. In addition, since the cranking control unit regulates the current from the inverter to the motor, there is no possibility that the vehicle at the time of the stop starts involuntarily. In particular, in the present invention, when a current is supplied from a power supply device to a motor generator composed of a multi-phase AC generator, a high-frequency single-phase AC current is generated by an inverter. Does not work at will. In addition, since the motor generator can be operated by the AC converter, the internal combustion engine can be safely started (cranked) by the motor generator when the vehicle is stopped.

  The hybrid vehicle of the present invention includes a switch provided between the inverter and the motor, and the cranking control unit determines that the cranking is necessary when the vehicle is stopped. Preferably, the switch is controlled to be cut off before the power supply from the power supply device to the motor generator.

  As described above, according to the present invention, since the primary current from the motor generator is converted into the direct current using the diode rectifier, the loss of the power generation system can be greatly reduced. In addition, a second power supply path is provided in parallel with the first power supply path composed of a diode rectifier, a motor generator, etc., and the motor generator primary current is converted into a secondary current waveform from the second power supply path to the motor. Since the power can be supplied, the loss of the power generation system can be greatly reduced from this point. When a cranking request is generated by the motor generator while the vehicle is stopped, the power from the power supply device can be supplied from the inverter to the motor generator via the second power supply path. In addition, in the cranking control step, since energization from the inverter to the motor is restricted, there is no possibility that the vehicle at the time of stoppage will start traveling involuntarily. Therefore, according to the present invention, in a series hybrid vehicle that rectifies the generated current of the generator by the diode rectifier, it is possible to achieve a remarkable effect that the cranking by the generator can be performed with a relatively simple and inexpensive configuration.

  Hereinafter, preferred embodiments of the present invention will be described with reference to the accompanying drawings.

  FIG. 1 is a schematic configuration diagram of a hybrid vehicle according to an embodiment of the present invention.

  With reference to FIG. 1, the hybrid vehicle according to the present embodiment is a series hybrid vehicle having an internal combustion engine 10 and a motor generator 20 as a motor generator driven by the internal combustion engine 10.

  The internal combustion engine 10 is, for example, a multi-cylinder four-cycle gasoline internal combustion engine. The main body 11 is configured by a cylinder head and a cylinder block, a plurality of rows of cylinders 12 formed in the main body 11, and each cylinder 12. And an intake manifold 14 for introducing fresh air and an exhaust manifold 15 for discharging the burned gas of each cylinder 12. A fuel injection valve 16 and a spark plug 17 provided corresponding to each cylinder 12 are attached to the main body 11. And it is comprised so that the crankshaft 10a connected to the said piston may be driven by raising / lowering the piston provided in each cylinder 12. As shown in FIG. The intake manifold 14 is provided with a throttle valve 18 for adjusting the amount of fresh air, and is driven by an actuator 19 of the throttle body.

  The motor generator 20 is, for example, a three-phase multi-phase generator connected to the crankshaft 10 a of the internal combustion engine 10. The motor generator 20 is driven by the internal combustion engine 10 to output an alternating current and be supplied with the alternating current. Thus, the motor is also configured to function as a motor for starting the internal combustion engine 10. The motor generator 20 is provided with a torque controller (not shown), and is configured to be controlled by a control unit 100 described later via this torque controller.

  The motor generator 20 is connected to a diode rectifier 21. The diode rectifier 21 has a plurality of sets of diodes corresponding to the number of phases n of the motor generator 20. The output terminal of the diode rectifier 21 is connected to the DC bus line 22. A capacitor C <b> 1 is connected to the DC bus line 22.

  In the present embodiment, an inverter 23 is connected to the DC bus line 22, and the motor generator 20, the DC bus line 22, and the inverter 23 constitute a three-phase first power supply path.

  The inverter 23 has a plurality of sets of elements corresponding to the number of phases of the multiphase motor 25 serving as a load. Each element is composed of a transistor, a diode, or the like. The inverter 23 is connected to the motor 25. The direct current output from the diode rectifier 21 is converted into an alternating current as a secondary current Di, and the motor 25 is energized.

  The motor 25 is connected to a differential mechanism 26 of the hybrid vehicle, and drives the axle 28 on the rear wheel 27 side of the hybrid vehicle via the differential mechanism 26. The motor 25 is provided with a motor torque controller (not shown), and is configured to be controlled by a control unit 100 described later via this motor torque controller.

  Further, a power supply device 30 is connected to the DC bus line 22.

  Next, a bypass circuit 40 that constitutes a second power feeding path is provided between the motor generator 20 and the motor 25 in parallel with the first power feeding path.

  The bypass circuit 40 is configured by AC bypass switches 41 to 43 provided for each phase corresponding to each phase (u phase, v phase, w phase) of the motor generator 20 and the like.

  FIG. 2 is a circuit diagram showing details of the AC bypass switches 41 to 43 of the bypass circuit 40 of FIG.

  Referring also to FIG. 2, each AC bypass switch 41 to 43 includes forward transistors 41 a to 43 a that control current in the direction flowing from motor generator 20 to motor 25, and current in the direction flowing from motor 25 to motor generator 20. This is embodied by a reverse direction transistor 41b to 43b for controlling the above and a semiconductor switch constituted by two pairs. Each transistor 41a-43a, 41b-43b is comprised so that ON / OFF operation may be controlled by the control unit 100 mentioned later in detail.

  Referring to FIG. 1, the hybrid vehicle shown in FIG. 1 is controlled by a control unit (PCM: Powertrain Control Module) 100.

  The control unit 100 is a microprocessor including a CPU, a memory, and the like. The control unit 100 reads a detection signal from an input element by a program module, executes predetermined arithmetic processing, and outputs a control signal to the output element. In the example shown in the figure, the control unit 100 is shown as one unit, but as a specific aspect, a module assembly in which a plurality of units are combined may be used.

  FIG. 3 is a block diagram showing a control unit 100 as a control device for the hybrid vehicle shown in FIG.

  Referring to FIGS. 1 and 3, input elements of control unit 100 include a vehicle speed sensor SN <b> 1, an accelerator opening sensor SN <b> 2, and a brake sensor SN <b> 3 for determining the driving state of the hybrid vehicle. Various sensors are provided to control power supply from the motor generator 20 to the motor 25.

  First, in order to detect the state of the motor generator 20, the motor generator 20 is provided with an MG current sensor SN4 for detecting the output current and an MG rotation angle sensor SN5 for detecting the rotation speed. It is connected.

  Next, the DC bus line 22 is provided with a DC bus line voltage sensor SN6 that detects the voltage of the DC bus line 22 in order to control the power feeding direction, power feeding / regeneration by the power source device 30, and the like. Is provided with a battery voltage (charged amount detection) sensor SN7, which is connected to the control unit 100, respectively.

  Further, in order to control the operating state of the motor 25 itself, the power supply method, and the like, the motor 25 is provided with a motor current sensor SN8 and a motor rotation angle sensor SN9, and is connected to the control unit 100.

  Output elements of the control unit 100 include a fuel injection valve 16, a spark plug 17, a throttle valve actuator 19, a motor generator 20, a diode rectifier 21, an inverter 23, and AC bypass switches 41 to 43.

  In the illustrated example, the control unit 100 includes an operation state determination unit 101, a primary current determination unit 102, a drive current determination unit 103, a difference value determination unit 104, a power supply control unit 110, a current adjustment unit 111, a cranking control unit 112, The regenerative operation control unit 113 and the internal combustion engine control unit 114 are logically configured.

  The driving state determination unit 101 is a logical module that determines the driving state of the hybrid vehicle based on detection of the sensors SN1 to SN9. In the present embodiment, the driving state determination unit 101 also has a function of determining the operating point of the motor generator 20 determined by the rotation speed and the output current when the hybrid vehicle is traveling. In the present embodiment, the operation state determination unit 101 also determines whether or not the motor generator 20 needs to crank the internal combustion engine 10. The memory of the control unit 100 stores in advance a data map for determining the necessity of cranking obtained through experiments or the like, and includes a vehicle speed sensor SN1, an accelerator opening sensor SN2, a brake sensor SN3, and a battery voltage sensor SN7. The necessity of cranking can be determined based on the output value.

  Primary current determination unit 102 is a logical module that determines the phase, amplitude, and frequency of an alternating current generated by operation of motor generator 20 based on the detection value of MG current sensor SN4.

  The drive current determination unit 103 is a logical module that determines the phase, amplitude, and frequency of the alternating current necessary for the motor 25 to operate based on the determination of the operation state determination unit 101, the control parameters based on the specifications of the motor 25, and the like. It is.

  The difference value determination unit 104 calculates the difference value of the absolute value of the amplitude of the drive current Di determined by the drive current determination unit 103 from the absolute value of the amplitude of the primary current Gi determined by the primary current determination unit 102 as a control parameter. This is a logical module for determination.

  The power supply control unit 110 performs power supply control for operating the motor 25, specifically, control for selectively determining whether the supply source is the motor generator 20, the power supply device 30, or both. It is a logical module that governs.

  When the power supply control unit 110 supplies power from the motor generator 20 to the motor 25, the current adjustment unit 111 calculates a difference value, and if an excess current is generated, the current adjustment unit 111 passes the power to the power supply device 30 and an insufficient current is generated. In the case where it occurs, this is a logical module that controls the current so as to make up the shortage from the power supply device 30 to the motor 25.

  The cranking control unit 112 is a logical module that controls the start of the internal combustion engine 10 using the motor generator 20. In the present embodiment, the cranking control unit 112 controls the current value when power is supplied to the motor generator 20 during the cranking operation of the internal combustion engine 10 by the motor generator 20, and the switching control by the inverter 23 and the AC bypass switches 41 to 43. As a result, the direct current output from the power supply device 30 is converted into a single-phase alternating current by the inverter 23, or the direct current is passed through the AC bypass switches 41 to 43 or the current flowing through the bypass circuit 40 is changed. The AC bypass switches 41 to 43 can be converted into a three-phase alternating current.

  The regenerative operation control unit 113 is a logical module that controls the operation of the power supply device 30 during battery regeneration.

  The internal combustion engine control unit 114 controls the rotational speed of the internal combustion engine 10 by controlling the fuel injection valve 16, the spark plug 17, the throttle valve actuator 19, etc., and controls the rotational speed of the motor generator 20. It is a module.

  FIG. 4 is a flowchart showing an example of control by each module of the control unit 100 according to the present embodiment.

  Referring to FIG. 4, the control unit 100 in the present embodiment monitors signals from each input element even when the vehicle is stopped. In this state, the output values of the vehicle speed sensor SN1, the accelerator opening sensor SN2, the brake sensor SN3, and the battery voltage sensor SN7 are read (step S1), and these output results are collated with the pre-mapped cranking conditions. Then, the necessity of cranking by the motor generator 20 is determined (step S2).

  If it is determined that the cranking operation is unnecessary, a power supply control subroutine for the motor 25 is executed (step S7), and then the process proceeds to step S1. The power supply control subroutine S7 to the motor 25 generates a secondary current Di suitable for driving the motor 25 through conversion of the primary current Gi by the diode rectifier 21 and the inverter 23 as the first power supply path, and supplies the secondary current Di to the motor 25. In this embodiment, since the bypass circuit 40 is provided as the second power feeding path, the motor using the bypass circuit 40 is used according to the driving situation. The primary current Gi from the generator 20 may be converted into the secondary current Di by the AC bypass switches 41 to 43 and supplied to the motor 25.

  On the other hand, when it is determined in step S2 that the cranking operation is necessary, the control unit 100 further determines whether or not the vehicle is stopped (step S4).

  If the vehicle is stopped, a power supply control subroutine (an example of a cranking control step) to the motor generator 20 described later in detail is executed (step S5), and the cranking of the internal combustion engine 10 is executed by this subroutine. . Next, it is determined whether or not the cranking has been completed (step S6). If it has not been completed, the process proceeds to step S4, and if it has been completed, the subroutine of step S7 is executed. In the present embodiment, the determination in step S4 or step S6 is made by detecting the rotational speed of the internal combustion engine 10 and determining whether or not this rotational speed is equal to or less than a predetermined value.

  On the other hand, in step S4, when the vehicle is traveling, the control unit 100 executes control to supply power to both the motor generator 20 and the motor 25. Specifically, a combined wave of the three-phase alternating current necessary for driving the motor generator 20 and the three-phase alternating current required for driving the motor 25 is calculated (step S8), and the calculated combined wave is output. Thus, the direct current output from the power supply device 30 is converted by the inverter 23 (step S9). Thereby, the motor 25 is driven by the alternating current component for driving the motor 25 among the synthesized waves. Furthermore, the control unit 100 controls the AC bypass switches 41 to 43 so that the combined wave is converted into a three-phase alternating current suitable for driving the motor generator 20. As a result, the motor generator 20 is also driven by a suitable current, and the internal combustion engine 10 is cranked (step S10). Thereafter, the process proceeds to step S6, and the above-described processing is repeated.

  FIGS. 5 and 6 respectively show specific examples of a subroutine for controlling power supply to the motor generator 20 in the flowchart of FIG. 4, (A) is a flowchart of the subroutine, and (B) is a case where the subroutine of (A) is executed. FIG.

  First, in the example shown in FIGS. 5A and 5B, the direct current output from the power supply device 30 is directly supplied from the inverter 23 to the AC bypass switches 41 to 43 of the bypass circuit 40 (step S51). The direct current is converted into alternating current at .about.43, and the drive torque is output by the motor generator 20 (step S52).

  Specifically, as shown in FIG. 5B, a positive voltage is supplied to one of the three phases (u phase in the illustrated example) and the other lines (v phase, w phase) are supplied. The power supply device 30 is controlled so that a negative voltage is supplied and a direct current flows as a whole. In the illustrated example, the absolute value of the voltage of the line to which the positive voltage is applied is set to double the absolute value of the voltage n (V) of the line to which the negative voltage is applied. 5B is an example, and for example, the positive voltage may be a plurality of lines.

  As described above, as the cranking control step (step S5), the step of converting the direct current supplied from the power supply device 30 into the alternating current by the AC bypass switches 41 to 43 and supplying the alternating current to the motor generator 20 is adopted. In other words, when power is transmitted from the power supply device 30 to the bypass circuit 40 via the inverter 23, a part of current flows from the inverter 23 to the motor 25. However, since the current output from the inverter 23 is a direct current, even if this current flows to the motor 25, the motor 25 does not operate involuntarily. Therefore, power can be supplied to the motor generator 20 without taking any special measures, and the internal combustion engine 10 can be safely started (cranked) by the motor generator 20. Further, since complicated conversion control in the inverter 23 is not required, the control is simplified and the reliability is increased.

  On the other hand, in the specific example of FIGS. 6A and 6B, power is supplied from the power supply device 30 to the inverter 23 (step S501), and the inverter 23, for example, as shown in FIG. Is converted into a single-phase alternating current flowing in the order of phase and w-phase (step S502), and this single-phase alternating current is converted into an alternating current suitable for driving the motor generator 20 by the AC bypass switches 41 to 43, It is made to supply (step S503). In the specific examples of FIGS. 6A and 6B, the single-phase alternating current output from the inverter 23 is also supplied to the motor 25. The motor 25 is not driven involuntarily because it is not driven by a single-phase alternating current as shown in FIG.

  As described above, after the motor generator 20 is the multiphase AC 20 and the cranking control step (step S5) converts the DC current output from the power supply device 30 into a high-frequency single-phase AC current by the inverter 23. In the AC power supply switch 30, the AC bypass switches 41 to 43 convert the current into the multi-phase alternating current corresponding to the number of phases of the motor generator 20 and supply power to the motor generator 20. In supplying, since a high-frequency single-phase alternating current is generated by the inverter 23, even if this current flows to the motor 25, the motor 25 does not operate involuntarily. In addition, since the motor generator 20 can be operated by the AC bypass switches 41 to 43, the internal combustion engine 10 can be safely started (cranked) by the motor generator 20 when the vehicle is stopped.

  As described above, the present embodiment includes the internal combustion engine 10, the motor generator 20 that is driven by the internal combustion engine 10 and can generate the AC primary current Gi, and can output torque by supplying the AC current. The diode rectifier 21 that converts the primary current Gi into a DC current, the inverter 23 that can convert the DC current rectified by the diode rectifier 21 into an AC secondary current Di, and the diode rectifier 21 and the inverter 23 are connected. A hybrid vehicle including a power supply device 30, a first power supply path for supplying a current to a vehicle driving motor 25 via a diode rectifier 21 and an inverter 23 in series, and a primary current Gi for the motor 25 A second power supply path provided in parallel with the first power supply path, and a second power supply path. AC bypass switches 41 to 43 that can change the shape and a control unit 100 that controls energization of each power supply path are provided, and the control unit 100 determines whether or not cranking by the motor generator 20 of the internal combustion engine 10 is necessary. A driving state determination unit 101 that determines the driving state of the vehicle, and when it is determined that cranking is necessary while the vehicle is stopped, while controlling the drive current from the inverter 23 to the motor 25, The hybrid vehicle includes a cranking control unit 112 that supplies electric power of the power supply device 30 from the inverter 23 to the motor generator 20 via the second power supply path.

  In such a hybrid vehicle control method, as shown in FIGS. 4 to 6, an operation state determination step (step S <b> 1) for determining the operation state of the vehicle, and cranking for determining whether or not the internal combustion engine 10 is cranked. From the inverter 23 when the necessity determination step (step S2) and when it is determined that the cranking of the internal combustion engine 10 is necessary while the vehicle is stopped (when both determinations at steps S2 and S4 are YES). A cranking control step (an energization control subroutine of step S5) that regulates the drive current to the motor 25 and supplies the electric power of the power supply device 30 from the inverter 23 to the motor generator 20 via the second power supply path. Yes. For this reason, in this embodiment, since the primary current Gi from the motor generator 20 is converted into a direct current using the diode rectifier 21, the loss of the power generation system can be greatly reduced. In addition, a bypass circuit 40 serving as a second power supply path is provided in parallel with the first power supply path including the diode rectifier 21 and the motor generator 20, and the waveform of the primary current Gi of the motor generator 20 is converted from the bypass circuit 40. Therefore, the loss of the power generation system can be greatly reduced also from this point. When a cranking request is generated by the motor generator 20 while the vehicle is stopped, the power from the power supply device 30 can be supplied from the inverter 23 to the motor generator 20 via the bypass circuit 40. Moreover, in the cranking control step (the energization control subroutine of step S5), the energization from the inverter 23 to the motor 25 is restricted, so there is no possibility that the vehicle at the time of stopping will start involuntarily.

  The above-described embodiment is merely a preferred specific example of the present invention, and the present invention is not limited to the above-described embodiment.

  FIG. 7 is a schematic configuration diagram of a hybrid vehicle according to another embodiment of the present invention.

  Referring to FIG. 7, in the embodiment shown in FIG. 7, a three-phase power supply switch 50 is provided between the inverter 23 and the motor 25, and the power supply switch 50 is configured to be open / close controlled by the control unit 100. 1 is different from the configuration of FIG.

  FIG. 8 is a flowchart showing an example of control by each module of the control unit 100 according to the embodiment of FIG.

  Referring to FIG. 8, when the hybrid vehicle of FIG. 7 is adopted, when it is determined in step S4 that the vehicle is stopped, power feeding switch 50 is cut off and it is determined that the vehicle is running. In this case, the point where the power supply switch 50 is connected is different from the flowchart of FIG.

  Since the power supply switch 50 is shut off while the vehicle is stopped, no current flows through the motor 25 even if power is supplied from the power supply device 30 to the inverter 23.

  Therefore, simple control can also be executed in the power supply control subroutine of step S5.

  FIG. 9 is a flowchart showing a specific example of the power supply control subroutine in the flowchart of FIG.

  Referring to FIG. 9, in this control example, power is supplied from power supply device 30 to inverter 23 (step S 511), and the DC current supplied from inverter 23 is converted into a three-phase AC suitable for driving motor generator 20. Conversion to current is performed (step S512). On the other hand, since the AC bypass switches 41 to 43 of the bypass circuit 40 are turned on so that the supplied AC current is supplied to the motor generator as it is, the AC current converted into the inverter 23 is supplied from the bypass circuit 40 to the motor. It is supplied to the generator 20.

  As described above, in the embodiment shown in FIGS. 7 to 8, prior to the cranking control step (the energization control subroutine of step S <b> 5), the energization cutoff step (blocking the path between the first power supply path and the motor 25) ( Step S20) is further provided. For this reason, since the power supply to the motor 25 is blocked by the energization cut-off step (step S20), the internal combustion engine 10 can be safely started (cranked) by the motor generator 20 when the vehicle is stopped.

  The bypass circuit 40 can employ various conversion circuits capable of converting the waveform of the primary current Gi. For example, the bypass circuit 40 has a bidirectional ON / OFF switch and includes a filter circuit on the input side. You may be comprised with the matrix converter.

  Furthermore, in the flowcharts of FIGS. 4 and 8, step S <b> 10 may be omitted, and the motor generator 20 may be directly energized with the combined wave of the motor generator 20 and the motor 25.

  It goes without saying that various modifications can be made within the scope of the claims of the present invention.

1 is a schematic configuration diagram of a hybrid vehicle according to an embodiment of the present invention. It is a circuit diagram which shows the detail of the semiconductor switch of the bypass circuit of FIG. It is a block diagram which shows the control unit as a control apparatus of the hybrid vehicle shown in FIG. It is a flowchart which shows the example of control which concerns on this embodiment. Specific examples of the subroutine for controlling the power supply to the motor generator in the flowchart of FIG. 4 are respectively shown, (A) is a flowchart of the subroutine, and (B) is an energization characteristic diagram when the subroutine of (A) is executed. Specific examples of the subroutine for controlling the power supply to the motor generator in the flowchart of FIG. 4 are respectively shown, (A) is a flowchart of the subroutine, and (B) is an energization characteristic diagram when the subroutine of (A) is executed. It is a schematic block diagram of the hybrid vehicle which concerns on another embodiment of this invention. It is a flowchart which shows the example of control by each module of the control unit which concerns on embodiment of FIG. It is a flowchart which shows the specific example of the electric power feeding control subroutine in the flowchart of FIG.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 Internal combustion engine 20 Motor generator 21 Diode rectifier (main part of 1st electric power feeding path)
23 Inverter (the main part of the first power supply path)
25 Multi-phase motor 30 Power supply device 40 Bypass circuit (an example of the second power supply path)
41-43 AC Bypass Switch 100 Control Unit (Example of Control Device)
101 Operating state determination unit 112 Cranking control unit 114 Internal combustion engine control unit Gi Primary current Di Secondary current SN1 Vehicle speed sensor SN2 Accelerator opening sensor SN3 Brake sensor SN4 MG current sensor SN5 MG rotation angle sensor SN6 Bus line voltage sensor SN7 Battery voltage Sensor SN8 Motor current sensor SN9 Motor rotation angle sensor

Claims (4)

With a primary current of an AC driven into the internal combustion engine can generate electric power, a motor generator and an output multiphase alternator torque by the supply of the alternating current, a diode rectifier for converting the primary current to direct current, An inverter capable of converting a DC current rectified by the diode rectifier into an AC secondary current, a power supply device connected between the diode rectifier and the inverter, and the diode rectifier and the inverter via the inverter in series. A first power supply path for supplying current to the motor for driving the vehicle, a second power supply path provided in parallel with the first power supply path so that the primary current can be conducted to the motor, and the second A control method for a hybrid vehicle including an AC converter provided in a power supply path of
A driving state determination step for determining a driving state of the vehicle;
A cranking necessity determination step for determining whether cranking by the motor generator of the internal combustion engine is necessary;
When it is determined that the cranking is necessary while the vehicle is stopped, the drive power from the inverter to the motor is regulated and the power of the power supply device is transferred from the inverter to the second power supply path. a cranking control step to be supplied to the motor generator via,
In the cranking control step, a DC current output from the power supply device is converted into a high-frequency single-phase AC current by the inverter, and then the AC converter converts a multiphase AC current corresponding to the number of phases of the motor generator. And converting the power into the motor generator
Control method for a hybrid vehicle, wherein a call. The method for controlling a hybrid vehicle according to claim 1 ,
Prior to the cranking control step, the hybrid vehicle control method further includes an energization cut-off step of cutting off the path between the first power feeding path and the motor. An internal combustion engine;
A motor generator which is driven by the internal combustion engine and can generate an alternating current of alternating current, and a multi-phase alternating current generator capable of outputting torque by supplying alternating current;
A diode rectifier for converting the primary current into a direct current;
An inverter capable of converting a DC current rectified by the diode rectifier into an AC secondary current;
A hybrid vehicle comprising: a power supply device connected between the diode rectifier and the inverter,
A first power supply path for supplying current to a motor for driving a vehicle via the diode rectifier and the inverter in series;
A second power supply path provided in parallel with the first power supply path so that the primary current can be conducted to the motor;
An AC converter provided in the second power supply path;
A control device that controls energization of each power supply path, and the control device includes:
An operation state determination unit that includes a function of determining whether cranking by the motor generator of the internal combustion engine is necessary;
When it is determined that the cranking is necessary while the vehicle is stopped, the drive power from the inverter to the motor is regulated and the power of the power supply device is transferred from the inverter to the second power supply path. A cranking control unit for supplying to the motor generator via ,
The cranking control unit converts the direct current output from the power supply device into a high-frequency single-phase alternating current by the inverter, and then the multi-phase alternating current corresponding to the number of phases of the motor generator by the alternating current converter. In order to supply power to the motor generator
Hybrid vehicle, wherein a call. The hybrid vehicle according to claim 3 ,
A switch provided between the inverter and the motor;
The cranking control unit controls the switch to be shut off before the power is supplied from the power supply device to the motor generator when it is determined that the cranking is necessary while the vehicle is stopped. A hybrid vehicle characterized by being.

Images