JP5669639B2 - Hybrid vehicle drive device - Google Patents

Description

  The present invention relates to a hybrid vehicle drive device that uses both an engine and a motor as a prime mover, and more particularly to control of an optimum operating point of a drive device that uses an engine and a double rotor type rotary electric machine.

  In recent years, hybrid vehicles using both an engine and a motor as a prime mover for traveling driving are rapidly spreading. In the hybrid vehicle, driving by the engine can be assisted by a motor, the motor can be driven alone, or the battery can be charged by energy regeneration during braking. Generally, a three-phase AC motor that can also operate as a generator is used as a motor, and the number of revolutions is variably controlled by energization control with an inverter device to which a battery device is connected. As a result, the fuel consumption of the hybrid vehicle is significantly reduced as compared with the conventional engine vehicle. As an example of this type of technology, the applicant of the present application discloses a power transmission device incorporating a double rotor type rotary electric machine having two rotors in Patent Document 1.

  In the power transmission device of Patent Document 1, a rotating electric machine is configured by a stator, a first rotor, and a second rotor, and power from a prime mover (engine) is transmitted to one of the first and second rotors. Power is transmitted from the other side to the load. Furthermore, the power transmission unit that extracts AC power from the rotor conductor of the rotating electrical machine, the power conversion unit that supplies AC power to the stator conductor of the rotating electrical machine, and the prime mover rotational speed substantially match the target rotational speed based on the torque of the prime mover And a control device for controlling the power conversion unit. As a result, it is possible to drive the load while controlling the operating state of the prime mover without complicating the structure of the power transmission device and increasing the cost.

JP 2009-274536 A

  By the way, in the power transmission device of Patent Document 1, the entire torque output from the prime mover (engine) is input to the rotating electrical machine, a part is directly transmitted to the load as torque by electromagnetic force, and the rest is temporarily converted into AC power. Then, it is converted into mechanical torque again and indirectly transmitted to the load. Thus, in a hybrid vehicle having a plurality of torque transmission forms and incorporating a driving device that uses both a prime mover and a rotating electric machine, an efficient control method for an optimum operating point for reducing fuel consumption has not yet been established. . Unlike the engine vehicle, the optimum operating point is not determined only by the characteristics of the prime mover (engine), and is preferably controlled in consideration of conditions of electrical components such as a rotating electrical machine, an inverter device, and a battery device.

  The present invention has been made in view of the above-described problems of the background art, and is a hybrid vehicle drive that performs drive control for optimally operating the engine and the rotating electrical machine so as to be efficient in reducing fuel consumption. Providing a device is a problem to be solved.

The invention of the hybrid vehicle drive device according to claim 1 that solves the above-described problem is a stator having a winding that generates a rotating magnetic field when AC power is input, and outputs AC power linked to the rotating magnetic field. A first rotor having a winding and supported rotatably relative to the stator, and a second torque can be generated between the first rotor and the winding of the first rotor. A rotating electrical machine having a second rotor that is capable of generating a first torque between the wires and is rotatably supported relative to the stator and the first rotor, and the first of the rotating electrical machine. An engine having an output shaft coupled to a rotor, a transmission having an input shaft coupled to the second rotor of the rotating electrical machine, and an alternating current output from a winding of the first rotor of the rotating electrical machine Power can be frequency converted and supplied A hybrid vehicle drive device comprising: a power conversion supply device that supplies the stator windings in an adjustable manner; and a control device that cooperatively controls the rotating electrical machine, the engine, the transmission, and the power conversion supply device. The control device includes information acquisition means for acquiring an engine speed of the engine, an input speed of the transmission, a transmission gear ratio of the transmission, an accelerator opening of an accelerator means, and a vehicle speed; Temporary placement of required torque calculating means for calculating required torque required for the input shaft based on the transmission gear ratio, the accelerator opening, and the vehicle speed, and engine torque that optimizes the engine efficiency at the engine speed. A direct torque transmitted directly to the input shaft as the first torque of the engine torque is calculated; Temporary operating point temporary placement means for calculating a power conversion torque that is converted into the AC power of the engine torque, the supply amount is adjusted, and is indirectly transmitted to the input shaft of the transmission as the second torque; targeted by subtracting the torque excess when judging means for judging whether the sum of the the direct torque to the power converter torque coincides with the required torque, the pre-Kiwa exceeded for the required torque A power conversion torque is obtained, and when the sum is insufficient with respect to the required torque, a torque shortage is increased to obtain a target power conversion torque, and is obtained from the target power conversion torque and the input rotation speed. Adjusted the supply amount of the AC power using the motor efficiency to be returned to the determination means, and temporarily placed when the supply amount of the AC power could not be adjusted And operating point adjustment means to return to the operating point temporary means to adjust the engine torque, if the previous Kiwa matches the required torque, the operation for executing the control for generating the feedthrough torque and the power converter torque Point execution control means .

  The invention according to claim 2 is characterized in that in claim 1, when calculating the direct torque and the power conversion torque by the operating point temporary placement means, at least one of torque transmission efficiency and power conversion efficiency is taken into consideration. And

  The invention according to claim 3 is the invention according to claim 1 or 2, wherein the power conversion supply device includes an inverter device and a battery device, and the adjustment of the supply amount of the AC power supplied to the winding of the stator is performed. It is performed by charging or discharging the battery device, and the operating point adjusting means determines whether or not the supply amount of the AC power can be adjusted based on a charging state of the battery device.

The invention according to claim 4, in claim 3, the operating point adjustment means, if the previous Kiwa is insufficient for the required torque, and beyond the first level charge state of a predetermined the battery device When the supply amount of AC power corresponding to a shortage of torque is covered by the battery device, the battery device is discharged to increase the power conversion torque, and when the state of charge of the battery device is equal to or lower than the first level and the increase the engine torque when the supply amount of the AC power corresponding to the torque shortfall is not be covered by the battery device, if the previous Kiwa exceeds to the required torque, the state of charge of the battery device The power conversion torque is decreased when the battery device is less than a second level that is different from the first level and greater than the value of the first level. Photoelectrically, the state of charge of the battery reduces the engine torque when it is the second level or higher, and wherein the.

  According to a fifth aspect of the present invention, in any one of the first to fourth aspects, the transmission is a stepped transmission having a stepped transmission gear ratio.

  In the hybrid vehicle drive device according to the first aspect, the engine torque at which the efficiency is optimized at the current engine speed is temporarily placed, and whether or not the sum of the direct torque and the power conversion torque matches the required torque. If they match, control is immediately executed. As a result, the efficiency of the engine is optimized, and the adjustment of the supply amount of AC power in the power conversion supply device is not required, and the power conversion loss is minimized. If they do not match, a trial calculation for adjusting the supply amount of AC power is performed, and the control is executed after the sum is matched with the required torque. This optimizes engine efficiency and slightly increases power conversion losses in the power conversion supply. Further, when the supply amount of AC power cannot be adjusted, a trial calculation for adjusting the temporarily placed engine torque is performed, and the control is executed after the sum is matched with the required torque. As a result, the engine deviates from the optimum operating point and the efficiency is lowered, but the demand of the driver who operates the accelerator means can be met.

In other words, in the present invention, in order to reduce the fuel consumption of the engine while satisfying the required torque based on the driver's request, priority is given to operating the engine at the optimum operating point for efficiency first, resulting in excessive or insufficient torque. In such a case, the excess / deficiency is compensated for by adjusting the supply amount of AC power, and the engine is removed from the optimum operating point only when the supply amount of AC power cannot be adjusted. Therefore, it is possible to perform drive control for comprehensively optimizing the engine and the rotating electrical machine so as to be efficient in reducing fuel consumption.
Furthermore, when the sum of the direct torque and the power conversion torque does not match the required torque, the motor efficiency obtained by the target power conversion torque obtained by subtracting the torque excess or increasing the torque shortage and the input rotational speed is obtained. Use to adjust the supply amount of AC power. Therefore, it is possible to accurately determine the amount by which AC power is reduced or increased.

  In the invention according to claim 2, when calculating the direct torque and the power conversion torque by the operating point temporary placing means, at least one of the torque transmission efficiency and the power conversion efficiency is taken into consideration. In a rotating electrical machine, a power conversion supply device, and the like, a loss is generated when torque is transmitted or AC power is converted. Therefore, calculation accuracy is improved by considering the torque transmission efficiency and the power conversion efficiency. As a result, it is possible to increase the accuracy of the drive control that makes the engine and the rotating electrical machine operate optimally so as to be efficient in reducing the fuel consumption.

In the invention according to claim 3, the power conversion supply device includes an inverter device and a battery device, adjusts the supply amount of AC power by charging or discharging the battery device, and the operating point adjusting means is a state of charge of the battery device. To determine whether or not the supply amount of AC power can be adjusted. At this time, since the amount by which AC power is reduced or increased is accurately determined, charging control and discharging control of the battery device can be properly performed. As a result, when the engine is operated at the optimum operating point and the sum of the direct torque and the power conversion torque exceeds the required torque, surplus energy corresponding to the excess torque can be stored in the battery device. Further, when the sum is insufficient with respect to the required torque, it is possible to supplement the power conversion torque corresponding to the torque shortage by consuming the energy of the battery device. Accordingly, the engine can be operated at the optimum operating point to obtain high efficiency, and the generated energy can be used effectively, and the fuel consumption can be significantly reduced.

  In the invention which concerns on Claim 4, when the said sum is insufficient or exceeds with respect to request | requirement torque, depending on the quality of the charge condition of a battery apparatus, whether adjustment by power conversion torque or adjustment by engine torque is performed select. As a result, the sum of the direct torque and the power conversion torque can be made to coincide with the required torque without any excessive burden on the battery device, and the reliability of the drive control becomes extremely high.

  In the invention according to claim 5, the transmission is a stepped transmission having a stepped transmission gear ratio. INDUSTRIAL APPLICABILITY The present invention is suitable for a drive device in which a double rotor type rotary electric machine and a stepped transmission are combined. This produces the effect of continuously changing the gear ratio.

It is a figure which illustrates typically the whole structure of the hybrid vehicle drive device of an embodiment. It is a figure explaining the arithmetic processing flow of drive control in an embodiment. It is a figure which illustrates and illustrates a three-dimensional map representing the required driving force. It is a figure which illustrates and explains the three-dimensional map showing engine efficiency. (1) is a figure of the output characteristic of the electric motor which combined the stator of the rotary electric machine, and the 2nd rotor, (2) is a figure of the three-dimensional map showing the motor efficiency of the same electric motor.

  A hybrid vehicle drive device according to an embodiment of the present invention will be described with reference to FIGS. FIG. 1 is a diagram schematically illustrating the overall configuration of a hybrid vehicle drive device 1 according to an embodiment. In FIG. 1, a solid line connecting the constituent devices indicates the flow of electric power, and a broken line indicates the flow of control. The hybrid vehicle drive device 1 includes a rotating electrical machine 2, an engine 3, a stepped transmission 4, a power conversion supply device 5, and a control device 6.

  The rotating electrical machine 2 is a double rotor type rotating electrical machine that is configured to be substantially axially symmetric by a stator 21, a first rotor 22, a second rotor 23, and the like. The stator 21 has a substantially cylindrical shape and is fixed to a casing (not shown). The stator 21 includes a substantially cylindrical stator core 211 formed by laminating electromagnetic steel plates, and a plurality of phases (for example, 3) formed by winding a conductor disposed along the circumferential direction of the stator core 211. Phase) stator winding 212. The stator winding 212 forms a rotating magnetic field when AC power is input. A second rotor 23 is disposed on the radially inner side of the stator 21, and a first rotor 22 is disposed on the radially inner side of the second rotor 23.

  The first rotor 22 is rotatably supported by a casing (not shown) and is rotatable relative to the stator 21. The first rotor 22 includes a rotor core 221 formed by laminating electromagnetic steel plates, and a plurality of phases (for example, three phases) formed by winding a conductor disposed along the circumferential direction of the rotor core 221. Rotor winding 222. The rotor winding 222 is configured to output AC power when interlinked with a relatively rotating magnetic field. An input shaft 24 penetrates the shaft of the first rotor 22 and is integrally connected. The input shaft 24 is mechanically connected to an output shaft 31 of the engine 3.

  Further, an annular slip ring 25 that goes around the outer peripheral surface of the input shaft 24 is fixed to the input shaft 24 near the engine 3. Each phase (for example, three phases) slip ring 25 is electrically connected to each phase terminal of the rotor winding 222. On the other hand, a brush 26 is fixed on the casing side. The brushes 26 of each phase (for example, three phases) are kept conductive while sliding on the slip ring 25 that rotates together with the input shaft 24, and AC power can be taken out.

  The second rotor 23 has a substantially cylindrical shape, is rotatably supported by a casing (not shown), and is rotatable relative to the stator 21 and the first rotor 22. The second rotor 23 includes a rotor core 231 formed by laminating electromagnetic steel plates, and a first permanent magnet in which N poles and S poles are alternately arranged in the circumferential direction on the inner peripheral side of the rotor core 231. 232 and second permanent magnets 233 in which N poles and S poles are alternately arranged in the circumferential direction on the outer peripheral side of the rotor core 231. Note that the first permanent magnet 232 and the second permanent magnet 233 may be integrated. An output shaft 27 is integrally coupled to one end surface (right side in the drawing) of the second rotor 23 in the axial direction of the stepped transmission 4, and the output shaft 27 is connected to the input shaft 41 of the stepped transmission 4. Mechanically linked.

  Further, a lock-up clutch 28 is provided near the stepped transmission 4 in the rotating electrical machine 2. The lock-up clutch 28 is a device that selectively performs mechanical engagement between the input shaft 24 and the output shaft 27 and release thereof. When the lockup clutch 28 is completely engaged, the input shaft 24 and the output shaft 27 rotate synchronously together. When the lock-up clutch 28 is released, a difference in rotational speed between the input shaft 24 and the output shaft 27 is allowed, and the first rotor 22 and the second rotor 23 rotate relative to each other. Further, the engagement force of the lockup clutch 28 can be adjusted. As the lock-up clutch 28, for example, a hydraulic operation type friction clutch, an electric control type electromagnetic clutch, or the like can be used.

  Normally, the lock-up clutch 28 is engaged when the output shaft 31 of the engine 3 and the input shaft 41 of the stepped transmission 4 have substantially the same rotational speed and are running in a steady state. At this time, the engine torque Te output from the engine 3 is directly transmitted from the input shaft 24 to the output shaft 27 via the lockup clutch 28. Further, the lock-up clutch 28 is released when the rotational speeds of the output shaft 31 of the engine 3 and the input shaft 41 of the stepped transmission 4 do not coincide with each other, or during the gear shifting operation.

  Here, the rotor winding 222 of the first rotor 22 and the first permanent magnet 232 on the inner peripheral side of the second rotor 23 are arranged facing the inner and outer sides of the same axis. Therefore, when both 222 and 232 rotate relative to each other, the magnetic flux of the first permanent magnet 232 interlinked with the rotor winding 222 changes, and a first torque is generated by electromagnetic interaction. At this time, an AC voltage is induced in the rotor winding 222 by electromagnetic induction action, and AC power is output from the slip ring 25 to the brush 26. That is, the combination of the first rotor 22 and the second rotor 23 has a function of a torque transmission mechanism and a function of a generator. The characteristics of the torque transmission mechanism and the generator are obtained in advance and stored in the control device 6.

  On the other hand, the stator winding 212 of the stator 21 and the second permanent magnet 232 on the outer peripheral side of the second rotor 23 are arranged facing the inside and outside of the coaxial. Therefore, when AC power is input to the stator winding 212 to form a rotating magnetic field, a second torque is generated between the second permanent magnet 232 and electromagnetic interaction. That is, the combination of the stator 21 and the second rotor 23 has a function of an electric motor. The characteristics of the electric motor are obtained in advance and stored in the control device 6.

  The engine 3 outputs an engine torque Te from the output shaft 31. There is no special restriction on the structure of the engine 3. Efficiency characteristics using the engine speed Ne and the engine torque Te at the output shaft 31 of the engine 3 as parameters are obtained in advance and stored in the control device 6.

  The stepped transmission 4 is a device that shifts the torque input to the input shaft 41 and outputs it from the output shaft 42. The output shaft 42 is connected to the left and right drive wheels 44 via a differential device 43 so as to be able to travel. The stepped transmission 4 includes, for example, a plurality of gear pairs having different transmission gear ratios G, and is configured to transmit a torque by selecting one of the gear pairs by driving a synchronization device with an actuator. (Automated manual gear transmission) can be used. The stepped transmission 4 can be an automatic transmission that is configured by combining planetary gears and selectively realizes a plurality of transmission gear ratios G by switching torque transmission paths.

  The power conversion supply device 5 supplies the AC power output from the rotor winding 222 of the first rotor 22 of the rotating electrical machine 2 to the stator winding 212 of the stator 21 so that the frequency can be converted and the supply amount can be adjusted. Device. The power conversion supply device 5 includes a first inverter device 51, a second inverter device 52, and a battery device 53. The first inverter device 51 has an AC terminal 51A and a DC terminal 51D as input / output terminals. The AC terminal 51 </ b> A is electrically connected to the brush 26, and the DC terminal 51 </ b> D is electrically connected to the terminal 53 </ b> D of the battery device 53. The second inverter device 52 also has an AC terminal 52A and a DC terminal 52D as input / output terminals. The AC terminal 52A is electrically connected to the stator winding 212 of the stator 21, and the DC terminal 52D is electrically connected to the terminal 53D of the battery device 53. Therefore, the AC terminal 52A is also connected to the DC terminal 51D of the first inverter device 51.

  Here, the operation of the power conversion supply device 5 will be described. As described above, when the engine torque Te is input to the first rotor 22 while the lockup clutch 28 of the rotating electrical machine 2 is released, the rotor winding is performed in accordance with the rotational speed difference from the second rotor 23. AC power is output from the line 222. The first inverter device 51 converts this AC power into DC power and sends it to the second inverter device 52. The second inverter device 52 generates AC power with variable frequency from the input DC power and supplies the AC power to the stator winding 212 of the stator 21. As a result, a rotating magnetic field is formed in the stator winding 212, and a second torque is generated to drive the second rotor 23 to rotate. At this time, if the supply amount of AC power supplied to the stator winding 212 is insufficient, the battery device 53 can be discharged, and if the supply amount is excessive, the battery device 53 can be charged and adjusted.

  As described above, the rotating electrical machine 2 and the power conversion supply device 5 operate in cooperation, and the first torque (direct torque) that directly transmits the engine torque Te and the second torque (power conversion) that is transmitted via power conversion. Torque) and can be transmitted to the input shaft 41 of the stepped transmission 4. In this sense, the rotating electrical machine 2 and the power conversion supply device 5 can be collectively referred to as a power transmission mechanism.

  The control device 6 is a system control that comprehensively controls the drive device 1 as a whole, and a power transmission mechanism control device 62, an engine control device 63, and a transmission control device 64 that take charge and control each part of the drive device 1, respectively. The apparatus 65 is configured by operating in cooperation with each other. The power transmission mechanism control device 62 controls the rotating electrical machine 2 and the power conversion supply device 5. Specifically, the power transmission mechanism control device 62 controls the engagement and release of the lockup clutch 28 in accordance with a command from the system control device 65, and controls the operations of the first and second inverter devices 51 and 52. To do.

  The engine control device 63 stores therein various operation characteristic maps including torque characteristics and efficiency characteristics, and controls the operation of the engine 3 based on the maps. The engine control device 63 acquires a signal of the engine rotational speed Ne from the rotational speed sensor 32 provided on the output shaft 31. The transmission control device 64 stores therein various operation characteristic maps including a shift point, and controls the change of the transmission gear ratio G of the stepped transmission 4 based on the map. The transmission control device 64 acquires a signal of the input rotational speed Ni from the rotational speed sensor 45 provided on the input shaft 41.

The system control device 65 acquires information on the engine speed Ne from the engine control device 63, acquires information on the transmission gear ratio G and the input speed Ni from the transmission control device 64, and stores the information on the state of charge SOC from the battery device 53. Get information directly. Further, the system control device 65 acquires information on the accelerator opening Acc from the accelerator opening sensor 71 and acquires information on the vehicle speed Vspd from the vehicle speed sensor 72. The software of the system controller 65 implements the functional means of the information acquisition means, required torque calculation means, operating point temporary placement means, determination means, operating point adjustment means, and operating point execution control means of the present invention. Furthermore, as described above, each functional unit is executed by the control devices 62 to 65 operating in cooperation. Hereinafter, when it is not necessary to distinguish between the individual control devices 62 to 65, the generic control device 6 will be used, and each functional unit will be described with reference to the following arithmetic processing flow.

  Next, the drive control operation of the hybrid vehicle drive device 1 of the embodiment configured as described above will be described. FIG. 2 is a diagram illustrating a calculation processing flow of drive control in the embodiment. This calculation processing flow is targeted when the lock-up clutch 28 of the rotating electrical machine 2 is released, and is targeted for drive control that is efficient in reducing fuel consumption. Note that steps S2 to S15 in the calculation process flow are trial calculation of the operating point by the internal calculation of the control device 6, and actual operating point control is performed based on the trial calculation result in step S16.

  Step S1 of the arithmetic processing flow of FIG. 2 corresponds to the information acquisition unit, and the control device 6 acquires each piece of information used for drive control. Specifically, each information of the current engine speed Ne, the input speed Ni, the transmission gear ratio G, the accelerator opening Acc, the vehicle speed Vspd, and the state of charge SOC is acquired. Following step S1, step S2 and steps S3 to S6 are performed in parallel on the flow. Actually, step S2 may be performed first, and then steps S3 to S6 may be performed.

  Step S2 corresponds to the required torque calculating means, and calculates the required torque Treq required for the input shaft 41 of the stepped transmission 4. At this time, for example, a three-dimensional map representing the required driving force is used. FIG. 3 is a diagram illustrating an example of a three-dimensional map representing the required driving force. In the figure, the horizontal axis represents the accelerator opening, the vertical axis represents the vehicle speed, and the graph shows an equal driving force line connecting equal driving force points. The required driving force Freq means the propulsive force required for the vehicle in accordance with the accelerator opening Acc and the vehicle speed V, and by fulfilling this, the request of the driver who has operated the accelerator means is met. A three-dimensional map representing the required driving force Freq is preset for each vehicle type and stored in the control device 6.

In FIG. 3, the lower right boomerang-shaped closed equal driving force line indicates a region where the driving force is large, and the driving force decreases as it moves toward the diagonally upper equal driving force line. In FIG. 3, the magnitude of the driving force at the intersection W between the accelerator opening Acc and the vehicle speed Vspd obtained in step S1 is the required driving force Freq. Since the required driving force Freq is a value in the drive wheel 44, that is, the output shaft 42 of the stepped transmission 4, the required torque Treq on the input shaft 41 side is calculated using the transmission gear ratio G by the following equation.
Required torque Treq = Freq / G

  Steps S3 to S6 correspond to the operating point temporary placing means. First, in step S3, an engine torque Te that optimizes the efficiency of the engine 3 is temporarily placed. At this time, for example, a three-dimensional map representing engine efficiency is used. FIG. 4 is a diagram illustrating an example of a three-dimensional map representing engine efficiency. In the figure, the horizontal axis represents the engine speed, the vertical axis represents the engine torque, and the graph shows an iso-efficiency line connecting points with equal engine efficiency. Moreover, the thick broken line in the figure indicates the upper limit of the operating range. A three-dimensional map representing the engine efficiency is obtained in advance for each model of the engine 3 and stored in the control device 6.

In FIG. 4, a small closed iso-efficiency line on the upper right side indicates a region where the engine efficiency is high, the maximum efficiency point Xmax is near the center of the region, and the engine efficiency decreases toward the outer iso-efficiency line. Furthermore, the optimum operating line Lmax is drawn through the maximum efficiency point Xmax and inclining to the lower left in the figure. The optimum operation line Lmax is a line connecting engine torque that optimizes the efficiency of the engine 3 when the engine speed changes. Therefore, in FIG. 4, when the engine speed Ne acquired in step S1 is extended upward, the point that intersects the optimum operating line Lmax becomes the optimum operating point Ymax, and the value of the engine torque Te at the optimum operating point Ymax is temporarily placed. To do. Further, as shown in the following equation, the engine power Pe output from the engine 3 is calculated by multiplying the engine torque Te by the engine speed Ne.
Engine power Pe = Te × Ne

Next, in step S4, direct torque T1out and direct power P1out are calculated. The direct torque T1out is an amount that is directly transmitted from the first rotor 22 of the rotating electrical machine 2 to the input shaft 41 of the stepped transmission 4 via the second rotor 23 as the first torque of the engine torque Te. is there. The direct torque T1out is calculated by the following equation using the electromagnetic coupling efficiency ηEC (corresponding to the torque transmission efficiency) of the electromagnetic interaction between the first rotor 22 and the second rotor 23.
Direct torque T1out = Te × ηEC
Further, the direct power P1in (first rotor 22 side) and P1out (second rotor 23 side) transmitted from the first rotor 22 to the second rotor 23 are calculated by the following equations.
Direct power P1in = Te × (Ne-Ni)
Direct power P1out = P1in × ηEC

Next, in step S5, the AC power P2 input to the stator winding 212 of the stator 21 is calculated by the following equation.
AC power P2 = (Pe−P1in) × ηGEN × ηINV1 × ηINV2
The above expression means that the portion of the engine power Pe that is not used for the direct power P1in is converted into AC power and input to the stator winding 212. The AC power P2 is an amount that is output from the rotor winding 222 and supplied to the stator winding 212 via the first and second inverter devices 51 and 52. In the first calculation, charging / discharging of the battery device 53 is performed. That is, there is no adjustment of the supply amount. ΗGEN in the equation is the generator efficiency (a kind of power conversion efficiency) by the combination of the first rotor 22 and the second rotor 23, and ηINV1 and ηINV2 are the electric power in the first and second inverter devices 51 and 52, respectively. Conversion efficiency.

  Next, in step S6, a power conversion torque T2out is calculated. The power conversion torque T2out is a second torque generated by the AC power P2 input to the stator winding 212, and is transmitted from the stator 21 to the input shaft 41 of the stepped transmission 4 via the second rotor 23. The amount to be transmitted. The power conversion torque T2out can be obtained by using, for example, a three-dimensional map representing the output characteristics and the motor efficiency of a motor in which the stator 21 and the second rotor 23 are combined. In FIG. 5, (1) is a diagram of output characteristics of an electric motor combining the stator 21 and the second rotor 23 of the rotating electrical machine 2, and (2) is a diagram of a three-dimensional map representing the motor efficiency of the same motor. is there. 5 (1) and (2) are shown on the same scale, the horizontal axis is the input rotational speed of the input shaft 41 of the stepped transmission 4 (= the rotational speed of the second rotor 23), and the vertical axis is the electric power. This is the conversion torque T2out (= second torque). The thick line in the figure indicates the upper limit of the rated operating range. (1) illustrates three output characteristic graphs using AC power input to the stator winding 212 as a parameter, and (2) illustrates an iso-efficiency line connecting points having equal motor efficiency. Yes. These characteristics are obtained in advance for each model of the rotating electrical machine 2 and stored in the control device 6.

  In FIG. 5A, the operating speed Z that intersects the line of the AC power P2 calculated in step S5 is obtained by extending the input rotational speed Ni acquired in step S1 upward. Then, since the rotary electric machine 2 operates at this operating point Z, the power conversion torque T2out can be obtained. Next, in FIG. 5B, the motor efficiency ηMTR (a kind of power conversion efficiency) is obtained from the operating point Z where the input rotational speed Ni and the power conversion torque T2out intersect.

  The next step S7 corresponds to determination means, and whether or not the sum Sum of the direct torque T1out calculated in step S4 and the power conversion torque T2out calculated in step S6 matches the required torque Treq calculated in step S2. Determine whether. As a result of determination, if they do not match, the process proceeds to step S8, and if they match, the process proceeds to step S16. Steps S8 to S15 performed when they do not match correspond to the operating point adjusting means.

  In step S8, it is determined whether the sum Sum is insufficient or exceeded with respect to the required torque Treq. If it exceeds, the process proceeds to step S9. In step S9, it is determined whether or not the state of charge SOC of the battery device 53 is equal to or higher than a predetermined second level Smax. For example, the second level Smax is set to a threshold level for determining whether the battery device 53 is overcharged. When the state of charge SOC is less than the second level Smax, the process proceeds to step S10, and the power conversion torque T2out is decreased. That is, a part of the DC power output from the first inverter device 51 is used for charging the battery device 53, and the power conversion torque T2out of the stator winding 212 is reduced by the excess torque. At this time, in FIG. 5 (2), an appropriate motor efficiency ηMTR can be obtained at the intersection of the target power conversion torque obtained by subtracting the excess torque and the input rotational speed Ni, and further in FIG. The appropriate AC power can be obtained from the intersection of the power conversion torque and the input rotational speed Ni. Therefore, the amount by which AC power P2 is reduced can be accurately obtained, and charging control of battery device 53 can be performed appropriately. Then, it returns to step S7.

  In step S9, when the state of charge SOC is equal to or higher than the second level Smax, the process proceeds to step S11, the engine torque Te is decreased, and the process returns to step S4.

  If the sum Sum is insufficient with respect to the required torque Treq in step S8, the process proceeds to step S12. In step S12, it is determined whether or not the state of charge SOC of the battery device 53 is equal to or lower than a predetermined first level Smin. For example, the first level Smin is set to a threshold level for determining whether the voltage of the battery device 53 is insufficient. Note that the second level Smax is different from the first level Smin and is larger than the value of the first level Smin. When the state of charge SOC exceeds the predetermined first level Smin, it is further determined in step S13 whether or not the supply amount of AC power corresponding to the torque shortage can be covered. When it is determined that it can be covered, the battery device 53 is discharged in step S14 to increase the power conversion torque T2out, and the process returns to step S7. At this time, by using FIG. 5, it is possible to accurately obtain the amount of increase in AC power P2, and the discharge control of the battery device 53 can be appropriately performed. It is the same.

  If it is determined in step S12 that the state of charge SOC is equal to or lower than the first level Smin, and if it is determined in step S13 that the torque shortage cannot be provided, the process proceeds to step S15. In step S15, the engine torque Te is increased, and the process returns to step S4.

  In the second step S7 after the power conversion torque T2out is changed in step S10 or step S14, the sum Sum usually matches the required torque Treq. Further, when the engine torque Te is changed in step S11 or step S15, the sum Sum does not necessarily match the required torque Treq in the second step S7, and steps S4 to S15 are repeated as necessary. In any case, if the sum Sum matches the required torque Treq, the process proceeds to step S16.

Step S16 corresponds to the operating point execution control means, and executes the control for generating the engine torque Te, the direct torque T1out, and the power conversion torque T2out to realize the required torque Treq. Specifically, in accordance with a command from the system control device 65, the engine control device 63 controls the fuel consumption of the engine 3 to generate a predetermined engine torque Te, and the power transmission mechanism control device 62 performs the first and first operations. 2 The operation of the inverter devices 51 and 52 is controlled to generate a predetermined power conversion torque T2out. Thus, one cycle of the drive control arithmetic processing flow is completed. Usually, this calculation processing flow is repeatedly performed at regular time intervals.

  According to the hybrid vehicle drive device 1 of the present embodiment, the engine torque Te that optimizes the efficiency at the current engine speed Ne is temporarily placed, and the sum Sum of the direct torque T1out and the power conversion torque T2out is the required torque Treq. If it matches, control is executed immediately. Thereby, the efficiency of the engine 3 is optimized, and charging / discharging of the battery device 53 in the power conversion supply device 5 is not required, and power conversion loss is minimized. On the other hand, if they do not match, a trial calculation for adjusting the supply amount of the AC power P2 is performed, and the control is executed after the sum Sum is matched with the required torque Treq. Thereby, the efficiency of the engine 3 becomes optimal, and the loss accompanying the charging / discharging of the battery device 53 in the power conversion supply device 5 slightly increases. Further, when the supply amount of the AC power P2 cannot be adjusted, a trial calculation for adjusting the temporarily placed engine torque Te is performed, and the control is executed after matching the sum Sum with the required torque. As a result, the engine 3 deviates from the optimum operating point Ymax and the efficiency is reduced, but it is possible to meet the demand of the driver who operates the accelerator means.

  In other words, in this embodiment, in order to reduce the fuel consumption of the engine 3 while satisfying the required torque Treq based on the driver's request, first, the engine 3 is prioritized to operate at the optimum operating point Ymax, and the torque is excessively exceeded. When the shortage occurs, the excess / deficiency is compensated by adjusting the supply amount of the AC power P2, and the engine 3 is operated outside the optimum operating point Ymax only when the supply amount of the AC power P2 cannot be adjusted. Therefore, it is possible to perform drive control for comprehensively optimizing the engine 3 and the rotating electrical machine 2 so as to be efficient in reducing fuel consumption. Further, since the excess / deficiency of the torque when the engine 3 is operated at the optimum operating point Ymax is adjusted by charging / discharging of the battery device 53, the fuel consumption can be significantly reduced.

  Further, when calculating the direct torque T1out and the power conversion torque T2out by the operating point temporary placing means, the electromagnetic coupling efficiency ηEC (corresponding to the torque transmission efficiency), the generator efficiency ηGEN, the power conversion efficiency ηINV1, INV2, and the electric motor Since the efficiency ηMTR is taken into account, the calculation accuracy is improved. Furthermore, it is selected whether to perform adjustment using power conversion torque T2out or adjustment using engine torque Te depending on whether the state of charge SOC of battery device 53 is good or bad. As a result, the state of charge SOC of the battery device 53 is set between the predetermined first level Smin and the second level Smax, and the sum of the direct torque T1out and the power conversion torque T2out is reliably calculated without applying an excessive burden. Therefore, the reliability of the drive control becomes extremely high.

  Note that the AC power P2 is intentionally adjusted from the state where the sum Sum of the direct torque T1out and the power conversion torque T2out coincides with the required torque Treq, so that the stepped speed is constant under a constant engine speed Ne. The input rotational speed Ni of the transmission 4 can be adjusted. That is, the stepped transmission 4 has only the stepped gear ratio G, but the speed change function of the rotating electrical machine 2 has the effect of continuously changing the gear ratio of the entire drive device 1.

  Further, the engine torque Te is intentionally increased from the state where the sum Sum of the direct torque T1out and the power conversion torque T2out coincides with the required torque Treq, thereby satisfying the required torque Treq and the input of the stepped transmission 4. The battery device 53 can be charged under conditions where the rotational speed Ni is constant. Further, if the battery device 53 is discharged while the engine 3 is stopped and AC power is input from the first inverter device 52 to the rotor winding 222 (in the opposite direction to the above description), the first rotor 22 Between the 2nd rotor 23, it functions as an electric motor, the output shaft 31 of the engine 3 can be rotationally driven, and it can be used as an engine starter.

  When the lockup clutch 28 is engaged and the engine torque Te is mechanically transmitted directly, the first rotor 22 and the second rotor 23 rotate synchronously integrally with each other. The torque transmission function and generator function do not work. Here, if the power supply conversion device 5 is stopped, the drive device 1 is in a state equivalent to a vehicle equipped with only an engine, and the conventional drive control with an emphasis on fuel consumption can be applied mutatis mutandis. Further, assist torque can be applied by discharging the battery device 53 and inputting AC power from the second inverter device 52 to the stator winding 212 while the lockup clutch 28 is engaged.

  Further, when a braking request is generated on the drive wheels 44, the battery device 53 can be charged by energy regeneration. That is, the lockup clutch 28 is released to disconnect the engine 3, and the combination of the stator 21 and the second rotor 23 has a generator function, and AC power is input from the stator winding 212 to the second inverter device 52. However, the battery device 53 can be charged (in the opposite direction to the above description). In addition, the present invention can be applied to various drive controls and can be modified in the device configuration.

1: Hybrid vehicle drive device 2: Rotating electric machine 21: Stator 211: Stator core 212: Stator winding 22: First rotor 221: Rotor core 222: Rotor winding 23: Second rotor 231 : Rotor core 232: First permanent magnet
233: Second permanent magnet 24: Input shaft 25: Slip ring 26: Brush 27: Output shaft 28: Lock-up clutch 3: Engine 31: Output shaft 32: Speed sensor 4: Stepped transmission 41: Input shaft 42 : Output shaft 43: Differential device 44: Drive wheel 45: Rotational speed sensor 5: Power conversion supply device 51: First inverter device 52: Second inverter device 53: Battery device 6: Control device 62: Power transmission mechanism control device 63: Engine control device 64: Transmission control device 65: System control device 71: Accelerator opening sensor 72: Vehicle speed sensor Ne: Engine speed Ni: Input speed G: Speed gear ratio Acc: Accelerator opening Vspd: Vehicle speed SOC : Charging state Treq: Required torque Te: Engine torque P2: AC Electric power T1out: Direct torque (first torque) T2out: Power conversion torque (second torque)
Sum: Sum of direct torque and power conversion torque

Claims (5)

A stator having a winding for generating a rotating magnetic field when AC power is input, and a stator having a winding for outputting AC power linked to the rotating magnetic field and rotatably supported relative to the stator. A second torque can be generated between the first rotor and the stator winding, and a first torque can be generated between the first rotor and the stator and the stator and the stator. A rotating electrical machine having a second rotor that is rotatably supported relative to the first rotor;
An engine having an output shaft coupled to the first rotor of the rotating electrical machine;
A transmission having an input shaft coupled to the second rotor of the rotating electrical machine;
A power conversion supply device for supplying AC power output from the winding of the first rotor of the rotating electrical machine to the winding of the stator so that the frequency can be converted and the supply amount can be adjusted;
A control device for cooperatively controlling the rotating electrical machine, the engine, the transmission, and the power conversion supply device;
The controller is
Information acquisition means for acquiring the engine speed of the engine, the input speed of the transmission, the transmission gear ratio of the transmission, the accelerator opening of the accelerator means, and the vehicle speed;
Requested torque calculating means for calculating a required torque required for the input shaft based on the transmission gear ratio, the accelerator opening, and the vehicle speed;
An engine torque that optimizes the engine efficiency at the engine speed is temporarily placed, a direct torque transmitted directly to the input shaft as the first torque of the engine torque is calculated, and further, the engine torque Among them, the operating point temporary placement means for calculating the power conversion torque that is converted into the AC power, the supply amount is adjusted, and is indirectly transmitted to the input shaft of the transmission as the second torque;
Determining means for determining whether the sum of the direct torque and the power conversion torque matches the required torque;
Before verge is determined power conversion torque as a target by subtracting the torque excess when exceeded for the required torque, the target increases the torque shortfall if said sum is insufficient for the required torque The power conversion torque is determined, and the supply amount of the AC power is adjusted using the motor efficiency determined by the target power conversion torque and the input rotational speed, and the determination unit returns to the determination unit. An operating point adjusting means for adjusting the temporarily placed engine torque and returning to the operating point temporary placing means when the supply amount cannot be adjusted;
If the previous Kiwa matches the required torque, and the operating point execution control means for executing control for generating the feedthrough torque and the power converter torque,
A drive device for a hybrid vehicle, comprising:   The hybrid vehicle drive device according to claim 1, wherein at least one of torque transmission efficiency and power conversion efficiency is taken into account when calculating the direct torque and the power conversion torque by the operating point temporary placement unit. 3. The power conversion supply device according to claim 1, wherein the power conversion supply device includes an inverter device and a battery device, and the supply amount of the AC power supplied to the winding of the stator is adjusted by charging or discharging of the battery device. ,
The operating point adjusting means determines whether or not the supply amount of the AC power can be adjusted based on a state of charge of the battery device. In Claim 3, the operating point adjusting means includes
If the previous Kiwa is insufficient for the required torque, the when the supply amount of the AC power state of charge of the battery device is equivalent to more than and torque shortfall a predetermined first level is covered by our the battery device When the battery device is discharged to increase the power conversion torque, and when the state of charge of the battery device is equal to or lower than the first level and when the supply amount of AC power corresponding to the insufficient torque is not covered by the battery device To increase the engine torque,
Before when Kiwa is exceeded with respect to the required torque, when the battery device is smaller than the second level charge state is the value greater than the value of different and the first level and the first level Reducing the power conversion torque to charge the battery device, and reducing the engine torque when a state of charge of the battery device is equal to or higher than the second level;
A drive device for a hybrid vehicle characterized by the above.   5. The hybrid vehicle drive device according to claim 1, wherein the transmission is a stepped transmission having a stepped transmission gear ratio. 6.

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