JP5515334B2 - Control device for hybrid vehicle - Google Patents

Description

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

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

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

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

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

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

  By the way, in the case of adopting the configuration of the above-mentioned Patent Document 1, in order to start the engine, the cranking torque is generated in the first rotor by supplying electric power from the battery to the coil of the first rotor. It is preferable to start the engine by cranking with the ranking torque.

  However, when the engine is started as described above when the second rotor is driven only by the second motor, the second rotor (that is, the drive wheel) is caused by the reaction of the cranking torque. As a result, a torque for decelerating the vehicle is generated, and the driving torque of the driving wheels is rapidly reduced. Such a change in driving torque during traveling of the vehicle may adversely affect the traveling of the vehicle, and may give an uncomfortable feeling to the occupant. In addition, when the engine is started while the vehicle is stopped, the second rotor (driving wheel) may rotate in the opposite direction to that when the vehicle moves forward, and the vehicle may move backward due to the reaction of the cranking torque. .

  The present invention has been made in view of such a point, and an object of the present invention is to start an engine by the first motor in the hybrid vehicle including the first and second motors as described above. In such a case, there is an attempt to eliminate a problem caused by the start-up.

In order to achieve the above object, in the first invention, an engine, a first rotor connected to an output shaft of the engine and having a first coil, and an outer peripheral side of the first rotor are arranged. And a second rotor that is connected to the drive wheel and has a magnet and constitutes the first motor together with the first rotor, and is disposed on the outer peripheral side of the second rotor and has the second coil. Then, a stator constituting a second motor together with the second rotor, a first inverter for performing current control of the first coil, and a second for performing current control of the second coil. And a battery that supplies electric power to the first coil via the first inverter and supplies electric power to the second coil via the second inverter. For the control device Control means for controlling the operation of the first and second motors by controlling the operation of the first and second inverters, and the control means for driving the hybrid vehicle. When the engine is stopped, the second inverter performs first operation control for supplying electric power from the battery to the second coil, and the engine is running while the hybrid vehicle is running. During the operation of the second rotor, the second rotor is rotated by a predetermined rotational speed with respect to the first rotor by controlling the operation of the engine and the first and second inverters. The control means is configured to perform operation control, and the control means causes the first inverter to start when the engine is started during execution of the first operation control. Electric power is supplied from the battery to the first coil to generate cranking torque in the first rotor, and the amount of electric power supplied to the second coil is reduced by the reaction of the cranking torque. When the engine is started while the hybrid vehicle is stopped, electric power is supplied from the battery to the first coil by the first inverter. For generating cranking torque in the first rotor and for canceling torque generated in the second rotor by reaction of the cranking torque from the battery to the second coil by the second inverter. The hybrid vehicle is configured to supply electric power and the brake pedal of the hybrid vehicle is depressed. Brake pedal depression amount detection means for detecting the amount of penetration is further provided, and the control means is detected by the brake pedal depression amount detection means during execution of the first operation control during travel of the hybrid vehicle. When the brake pedal depression amount is inputted, the brake pedal depression speed, which is the rate of change of the brake pedal depression amount, is determined to indicate that the brake is suddenly applied to the drive wheel. The engine is configured to start when the value is equal to or greater than the value.

  With the above configuration, when the engine is started, the amount of power supplied to the second coil is increased, so that the torque generated in the second rotor due to the reaction of the cranking torque is canceled out, and the driving torque of the driving wheels is reduced. Can be prevented. As a result, it is possible to suppress a change in the driving torque of the driving wheels accompanying the engine start, thereby preventing an adverse effect on the running of the vehicle and preventing the occupant from feeling uncomfortable. .

  Further, when the vehicle is running and the engine is operating, the second rotor is rotated with a difference of a predetermined rotational speed with respect to the first rotor, so that the first coil and the first inverter Damage to the semiconductor switching element or the like can be prevented. That is, when the first rotor and the second rotor are rotated at the same rotational speed, the windings of the respective phases in the first coil are used to couple the first rotor and the second rotor with electromagnetic force. Therefore, it is necessary to keep the same current constantly flowing. For this reason, there is a high possibility that the first coil, the semiconductor switching element of the first inverter, and the like are damaged. However, in the present invention, since the second rotor is rotated with a difference of a predetermined rotational speed with respect to the first rotor, the first rotor and the second rotor are coupled by electromagnetic force. Thus, the current that must be passed through the first coil changes every moment, thereby preventing damage to the first coil, the semiconductor switching element of the first inverter, and the like.

  Furthermore, when the engine is started while the vehicle is stopped, power is supplied to the second coil to cancel the torque generated in the second rotor due to the reaction of the cranking torque, thereby preventing the vehicle from moving backward. can do.

  Furthermore, since the engine starts when the occupant depresses the brake pedal vigorously, even if the driving torque of the drive wheels changes to some extent at that time, the occupant becomes difficult to detect that.

  According to a second aspect, in the first aspect, the hybrid vehicle further includes a turning state detection unit that detects a turning state of the hybrid vehicle, and the control unit performs the first operation control. It is assumed that the engine is not started when the turning state detected by the turning state detection means is input and the hybrid vehicle is turning.

  That is, if the driving torque of the drive wheels changes when the vehicle is turning, the behavior of the vehicle may become unstable. However, in the present invention, the engine is not started when the vehicle is turning. Thus, it is possible to reliably prevent the behavior from becoming unstable when the vehicle turns.

  As described above, according to the control apparatus for a hybrid vehicle of the present invention, the first rotor connected to the output shaft of the engine and having the first coil and the driving wheel is connected to the first rotor together with the first rotor. When the hybrid vehicle having the second rotor constituting the motor and the stator having the second coil and the second rotor together with the second rotor is running and the engine is stopped Performing an operation control for supplying electric power from the battery to the second coil, and supplying the electric power from the battery to the first coil when starting the engine during the operation control. The cranking torque is generated in one rotor, and the amount of power supplied to the second coil is set to the amount of torque generated in the second rotor due to the reaction of the cranking torque. By increasing so as to suppress a change in the driving torque of the driving wheels accompanying the engine start, it is possible to prevent an adverse effect on the running of the vehicle and to prevent the passenger from feeling uncomfortable. . In addition, when the engine is started while the vehicle is stopped, by supplying power to the second coil, the torque generated in the second rotor due to the reaction of the cranking torque is canceled out, thereby preventing the vehicle from moving backward. can do. Furthermore, since the engine starts when the occupant depresses the brake pedal vigorously, even if the driving torque of the driving wheels changes to some extent at that time, the occupant becomes difficult to detect that.

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

  FIG. 1 shows a schematic configuration of a hybrid vehicle 1 (hereinafter simply referred to as a vehicle 1) equipped with a control device according to an embodiment of the present invention. The vehicle 1 includes an engine 2, a first rotor 5 connected to the output shaft 3 of the engine 2 and rotating together with the output shaft 3, and a first rotor 5 on the outer peripheral side of the first rotor 5. A second rotor 6 that is rotatably disposed on the same axis and is connected to a drive wheel 18 via a transmission mechanism 17 (gear or the like), and a stator 7 that is disposed on the outer peripheral side of the second rotor 6. And. In FIG. 1, reference numeral 19 denotes a brake mechanism that applies a brake to the drive wheel 18 (vehicle 1).

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

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

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

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

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

  As shown in FIG. 3, the vehicle 1 includes a vehicle speed sensor 41 that detects the vehicle speed of the vehicle 1, and an accelerator opening sensor that detects an accelerator opening corresponding to the amount of depression of the accelerator pedal of an occupant of the vehicle 1. 42, a throttle opening sensor 43 for detecting the opening of the electric throttle of the vehicle 1, a first rotor rotational speed sensor 44 for detecting the rotational speed of the first rotor 5, and the second rotor 6 A second rotor rotational speed sensor 45 for detecting the rotational speed of the engine 2, an engine rotational speed sensor 46 for detecting the rotational speed of the engine 2, and a catalyst temperature sensor 47 for detecting the temperature of the catalyst for purifying the exhaust of the engine 2. A steering angle sensor 48 for detecting the steering angle of the steering of the vehicle 1, a battery voltage sensor 49 for detecting a voltage between the terminals of the battery 33 (hereinafter referred to as battery voltage), A brake pedal sensor 50 as a pedal depression amount detection means for detecting the depression amount of the brake pedal, and a brake sensor 51 as a brake detection means for detecting an operation state of the brake of the vehicle 1 (that is, an operation state of the brake mechanism 19). Is provided. Detection information detected by these sensors 41 to 51 is input to a controller 61 as control means.

  The battery voltage sensor 49 detects the remaining capacity (charged state (SOC)) of the battery 33, and indicates that the remaining capacity of the battery 33 is smaller as the battery voltage is lower. The remaining capacity of the battery 33 may be detected in consideration of the integrated value of the inflow / outflow current value (detected by the current sensor) with respect to the battery 33 in addition to the battery voltage.

  The brake mechanism 19 is configured to be able to operate independently of the depression operation of the occupant's brake pedal. When an occupant steps on the brake pedal, the controller 61 operates the brake mechanism 19 with a braking force corresponding to the amount of depression detected by the brake pedal sensor 50.

  The accelerator opening sensor 42 constitutes a pedal depression amount detecting means for detecting the depression amount of the accelerator pedal of the occupant.

  The controller 61 has a general CPU, ROM, RAM, and the like, and performs operation control of the engine 2 (operation control of the fuel injection valve and spark plug) based on the input information. The operations of the first and second inverters 31 and 32 are controlled to control the operations of the first and second motors 21 and 22, and the operation of the brake mechanism 19 is controlled.

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

  When the driving torque of the second rotor 6 (drive wheel 18) is insufficient with only the second motor 22 during traveling of the vehicle 1, the battery voltage detected by the battery voltage sensor 49 is set to a predetermined voltage (battery 33). When the engine 2 is stopped, the engine 2 is warmed to the activation temperature or higher until then until the engine 2 is stopped, when the remaining capacity of the battery 33 is equal to or less than a predetermined value. The engine 2 is started when the temperature of the catalyst (detected by the catalyst temperature sensor 47) becomes lower than the reference temperature (temperature slightly higher than the activation temperature). That is, electric power is supplied from the battery 33 to the first coil 11 via the first inverter 31, and cranking torque is generated in the first rotor 5 using the second rotor 6 as a base. As a result, the engine 2 is cranked via the output shaft 3 and started. When the engine 2 is started in this way, basically, the engine 2 is connected to the second rotor 6 via the output shaft 3 and the first rotor 5 (which rotate in the same direction as the second rotor 6). Drive. The second motor 22 performs driving assist (torque assist) of the second rotor 6 driven by the engine 2. Further, the second rotor 6 may be driven only by the engine 2. When the vehicle 1 moves backward, only the second motor 22 drives the second rotor 6 so as to rotate in the direction opposite to that when moving forward.

  When the engine 2 is started when electric power is supplied to the second coil 12 and the second rotor 6 is driven only by the second motor 22, the supply to the second coil 12 is performed. The amount of electric power is increased so as to cancel out the torque generated in the second rotor 6 due to the reaction of the cranking torque. That is, when the amount of supplied power is not increased in this way, torque that decelerates the vehicle 1 is generated in the second rotor 6 due to the reaction of the cranking torque, and the drive torque of the drive wheels 18 rapidly decreases. Resulting in. Therefore, in the present embodiment, the increase in the amount of power supplied to the second coil 12 cancels out the torque for decelerating the vehicle 1 and suppresses the change in the drive torque of the drive wheels 18. Here, even if such a change in the driving torque occurs to some extent, it is the rate of change in the depression amount of the accelerator pedal of the occupant in order to make it difficult for the occupant of the vehicle 1 to sense it. It is preferable to start the engine 2 when the accelerator pedal depression speed is equal to or higher than a predetermined value. That is, the amount of power supplied to the second coil 12 is rapidly increased by the depression, so that it is difficult for the occupant to sense the change in the driving torque. The predetermined value may be set to an accelerator pedal depression speed that makes it difficult for the occupant to sense a change in the drive torque.

  In the present embodiment, the engine 2 is started when the brake pedal depression speed, which is the rate of change of the depression amount of the occupant's brake pedal, is equal to or greater than a predetermined value. In this case, since the brake is suddenly applied by the depression, it is difficult for the occupant to detect the change in the driving torque. In this case as well, the predetermined value may be set to the brake pedal depression speed at which the brake is applied so that it becomes difficult for the occupant to sense the change in the drive torque.

  Further, it is preferable not to start the engine 2 when it is determined that the rudder angle detected by the rudder angle sensor 48 is not less than a predetermined angle and the vehicle is turning. That is, if the driving torque of the driving wheels 18 changes while the vehicle 1 is turning, the behavior of the vehicle 1 may become unstable. Therefore, in such a turning state, the engine 2 should not be started. It is good to make it. In this case, the rudder angle sensor 48 constitutes a turning state detection unit that detects the turning state of the vehicle 1.

  Here, the engine 2 may be started while the vehicle 1 is stopped, and the second rotor 6 may be driven by the engine 2 when the vehicle 1 starts. In this case, the second motor 22 may assist the driving of the second rotor 6. When the engine 2 is started while the vehicle 1 is stopped, power is supplied from the battery 33 to the first coil 11 to generate cranking torque in the first rotor 5 and the battery 1 is started. Electric power for canceling the torque generated in the second rotor 6 by the reaction of the cranking torque is supplied from 33 to the second coil 12. Thereby, it is possible to prevent the vehicle 1 from retreating from the stopped state. In order to prevent the vehicle 1 from retreating more reliably, when the brake sensor 51 determines that the brake mechanism 19 is not in operation when the engine 2 is started while the vehicle 1 is stopped, the brake 1 It is preferable to activate the mechanism 19.

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

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

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

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

  In addition, it is not restricted to the above differential rotation control, The rotation speed of the 1st and 2nd rotors 5 and 6 should just differ from each other.

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

  During the high speed control, power is not supplied from the battery 33 to the second coil 12 but power is supplied from the battery 33 to the first coil 11, so that the first rotor 5 and the second rotor 6 In addition to the coupling, the second rotor 6 can be driven by the engine 2 and the first motor 21 (the engine torque is lowered and the first motor 21 correspondingly reduces the torque assist). To do).

  On the other hand, at the time of the low speed control, in order to couple the first rotor 5 and the second rotor 6 with electromagnetic force, power is supplied from the battery 33 to the first coil 11 to flow current, or the first The first inverter 31 is controlled so that a current is caused to flow by the power generation in the coil 11, and the second inverter 32 is controlled so that the windings of the respective phases of the second coil 12 are opened (second state). The coil 12 is not supplied with power and does not generate power).

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

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

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

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

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

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

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

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

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

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

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

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

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

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

  FIG. 6 is a flowchart showing the operation of inverter control (motor control) by the controller 61 when the engine 2 is started while the second rotor 6 is being driven only by the second motor 22.

  In the first step S201, the vehicle speed, the accelerator opening, the brake pedal depression amount, the battery voltage, and the catalyst temperature are read from the corresponding sensors, respectively, and in the next step S202, based on at least the vehicle speed and the accelerator opening, Calculate the required torque.

  In the next step S203, it is determined whether or not there is an engine start request. That is, when the driving torque of the second rotor 6 is insufficient with only the second motor 22, or when the battery voltage is equal to or lower than the predetermined voltage, after the engine 2 is stopped, the activation temperature is exhausted until then by the exhaust of the engine 2. It is assumed that there is an engine start request when the temperature of the catalyst that has been warmed above becomes lower than the reference temperature.

  When the determination in step S203 is NO, the process proceeds to step S204, and the second inverter 32 is subjected to switching control so that electric power is supplied from the battery 33 to the second coil 12 so that the vehicle required torque in step S202 is generated. Then, the second rotor 6 is driven only by the second motor 22, and then the process returns.

  On the other hand, when the determination in step S203 is YES, the process proceeds to step S205 to determine whether or not the engine 2 is stopped. When the determination in step S205 is YES, the process proceeds to step S206 to determine whether or not the engine start condition is satisfied. That is, when the accelerator pedal depression speed or the brake pedal depression speed is equal to or higher than a predetermined value, or when it is determined that the steering angle detected by the steering angle sensor 48 is smaller than the predetermined angle and the vehicle is not turning, Assume that the engine start conditions are met.

  When the determination in step S206 is NO, the process proceeds to step S204. On the other hand, when the determination in step S206 is YES, the process proceeds to step S207, and the first inverter 31 is switched and controlled. In addition to supplying electric power from the battery 33 to the first coil 11 so that cranking torque is generated, the second inverter 32 is subjected to switching control, and in addition to the vehicle required torque in step S202, the cranking torque Electric power is supplied from the battery 33 to the second coil 12 so that an extra torque is generated in the second rotor 6 that cancels out the torque generated in the second rotor 6 due to the reaction, and then the process returns.

  When the determination in step S205 is NO, the process proceeds to step S208 to switch the first and second inverters 31 and 32 to perform the above-described differential rotation control, and then return.

  FIG. 7 is a flowchart showing the operation of the brake mechanism 19 by the controller 61 (including inverter control when the engine 2 is started while the vehicle 1 is stopped).

  In the first step S301, the brake pedal depression amount and the vehicle speed are read from the corresponding sensors, and in the next step S302, it is determined whether or not the brake pedal is depressed.

  When the determination in step S302 is YES, the process proceeds to step S303, where the brake force is calculated from the amount of depression of the brake pedal, and in the next step S304, the brake mechanism 19 is set so that the brake force calculated in step S303 acts. Operate and then return.

  On the other hand, when the determination in step S302 is NO, the process proceeds to step S305 to determine whether there is an engine start request. If the determination in step S305 is NO, the process returns as it is. If the determination in step S305 is YES, the process proceeds to step S306.

  In step S306, it is determined whether or not the vehicle 1 is stopped. If the determination in step S306 is NO, the process returns as it is. If the determination in step S306 is YES, the process proceeds to step S307. The brake force corresponding to the engine starting torque (cranking torque) is calculated. In the present embodiment, this braking force is a brake that can prevent the vehicle 1 from moving backward due to the reaction of cranking torque even if power is not supplied to the second coil 12 in step S308 described later. Power.

  In the next step S308, the first inverter 31 is subjected to switching control to supply electric power from the battery 33 to the first coil 11 so that cranking torque is generated in the first rotor 5, and the second inverter 32 is controlled to supply power from the battery 33 to the second coil 12 so that a torque that cancels the torque generated in the second rotor 6 due to the reaction of the cranking torque is generated in the second rotor 6. The brake mechanism 19 is operated so that the braking force calculated in step S307 is applied, and then the process returns.

  Therefore, in the present embodiment, while the vehicle 1 is running and the engine 2 is stopped, the second inverter 32 performs the first operation control for supplying power from the battery 33 to the second coil 12. When the vehicle 1 is running and the engine 2 is in operation, the second rotor 6 is driven at a predetermined rotational speed relative to the first rotor 5 by controlling the operation of the engine 2 and the first and second inverters 31 and 32. Since the second operation control (differential rotation control) is performed in which the rotation is performed with only a difference, when the second rotor 6 is driven by the engine 2 (assuming by the second motor 22) In addition, the current that must be passed through the first coil 11 in order to couple the first rotor 5 and the second rotor 6 by electromagnetic force can be changed every moment. No It is possible to prevent damage such as the semiconductor switching element of the Le 11 and the first inverter 31.

  Further, when the engine 2 is started during the execution of the first operation control, the first inverter 31 supplies power from the battery 33 to the first coil 11 and cranks the torque to the first rotor 5. And the amount of power supplied to the second coil 12 is increased so as to cancel out the torque generated in the second rotor 6 due to the reaction of the cranking torque. Accordingly, it is possible to prevent a decrease in the drive torque of the vehicle 1 and to prevent a bad influence on the traveling of the vehicle 1 due to a change in the drive torque, and it is possible to prevent the passenger from feeling uncomfortable.

  Furthermore, when starting the engine 2 while the vehicle 1 is stopped, the first inverter 31 supplies power from the battery 33 to the first coil 11 to generate cranking torque in the first rotor 5. By supplying the electric power for canceling the torque generated in the second rotor 6 by the reaction of the cranking torque from the battery 33 to the second coil 12 by the second inverter 32, the vehicle 1 It is possible to prevent retreat. If the brake mechanism 19 is operated when the engine 2 is started while the vehicle 1 is stopped, the vehicle 1 can be more reliably prevented from moving backward.

  The present invention relates to an engine, a first rotor connected to an output shaft of the engine, having a first coil, an outer peripheral side of the first rotor and connected to a drive wheel, and having a magnet. A second rotor constituting the first motor together with the first rotor, and a second coil disposed on the outer peripheral side of the second rotor and having a second coil, together with the second rotor. A stator constituting a motor; a first inverter for performing current control of the first coil; a second inverter for performing current control of the second coil; and The present invention is useful for a control apparatus for a hybrid vehicle that includes a battery that supplies electric power to the second coil via the first inverter and supplies electric power to the second coil via the second inverter.

It is the schematic which shows the structure of the hybrid vehicle by which the control apparatus which concerns on embodiment of this invention is mounted. It is the II-II sectional view taken on the line of FIG. It is a block diagram which shows the structure of the control system of a hybrid vehicle. It is a flowchart which shows the basic operation | movement of differential rotation control (engine control) by a controller. It is a flowchart which shows the basic operation | movement of the differential rotation control (inverter control) by a controller. It is a flowchart which shows the operation | movement of the inverter control by a controller at the time of starting an engine while driving a 2nd rotor only with a 2nd motor. It is a flowchart which shows operation | movement of the action | operation control of the brake by a controller (Inverter control in the case of starting an engine in a vehicle stop) is included.

DESCRIPTION OF SYMBOLS 1 Hybrid vehicle 2 Engine 3 Output shaft 5 1st rotor 6 2nd rotor 7 Stator 11 1st coil 12 2nd coil 13 Permanent magnet 14 Permanent magnet 18 Drive wheel 19 Brake mechanism 21 1st motor 22 2nd Motor 31 first inverter 32 second inverter 33 battery 42 accelerator opening sensor (pedal depression amount detecting means)
48 Rudder angle sensor (turning state detection means)
50 Brake pedal sensor (pedal depression amount detection means)
51 Brake sensor (brake detection means)
61 Controller (control means)

Claims (2)

An engine, a first rotor connected to the output shaft of the engine and having a first coil; a first rotor disposed on an outer peripheral side of the first rotor and connected to a drive wheel; A second rotor constituting a first motor together with the second rotor, and a second motor disposed on the outer peripheral side of the second rotor and having a second coil together with the second rotor. A stator, a first inverter for performing current control of the first coil, a second inverter for performing current control of the second coil, and the first inverter to the first coil And a battery for supplying electric power to the second coil via the second inverter, and a control device for a hybrid vehicle comprising:
Control means for controlling the operation of the first and second motors by controlling the operation of the first and second inverters while controlling the operation of the engine;
The control means performs first operation control for supplying electric power from the battery to the second coil by the second inverter while the hybrid vehicle is running and the engine is stopped. When the hybrid vehicle is running and the engine is in operation, the second rotor is made to differ from the first rotor by a predetermined rotational speed by controlling the operation of the engine and the first and second inverters. It is configured to perform the second operation control to rotate in the state of holding,
Further, when the engine is started during the execution of the first operation control, the control means supplies power from the battery to the first coil by the first inverter. The cranking torque is generated in the rotor, and the amount of electric power supplied to the second coil is increased so as to cancel the torque generated in the second rotor due to the reaction of the cranking torque, and the hybrid vehicle is stopped. When starting the engine, the first inverter supplies electric power from the battery to the first coil to generate cranking torque in the first rotor, and the second inverter Torque generated in the second rotor by the reaction of the cranking torque from the battery to the second coil by the inverter It is configured to supply power to counteract,
The hybrid vehicle further includes brake pedal depression amount detection means for detecting the depression amount of the brake pedal of the hybrid vehicle,
Further, the control means inputs the brake pedal depression amount detected by the brake pedal depression amount detection means during execution of the first driving control during the traveling of the hybrid vehicle, and requests for starting the engine. And the engine is started when the brake pedal depression speed, which is the rate of change of the brake pedal depression amount, is equal to or greater than a predetermined value indicating that the brake is suddenly applied to the drive wheel. A hybrid vehicle control device. In the hybrid vehicle control device according to claim 1,
The hybrid vehicle further includes a turning state detection means for detecting a turning state of the hybrid vehicle,
The control means is configured to input the turning state detected by the turning state detection means during execution of the first operation control so that the engine is not started when the hybrid vehicle is turning. The control apparatus of the hybrid vehicle characterized by the above-mentioned.

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