JP4946854B2 - Control device and control method for hybrid vehicle - Google Patents

Description

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

  A series hybrid vehicle is a vehicle in which a generator is driven by an internal combustion engine, electric power is supplied from the generator to a motor, and driving wheels are driven by the motor, as disclosed in Patent Document 1, for example. Unlike a parallel hybrid vehicle, in a series hybrid vehicle, the internal combustion engine is used exclusively for power generation, and the power generated by the internal combustion engine is not mechanically transmitted to the drive wheels.

By the way, in order to improve the efficiency of such a hybrid vehicle, the configuration of Patent Document 1 rectifies the power generation current of the generator driven by the internal combustion engine by a diode rectifier, thereby reducing the loss of the power generation system and A configuration for driving a motor connected to the system is disclosed. In the configuration of Patent Document 1, an inverter is provided between the diode rectifier and the motor, and the motor is driven by converting the rectified DC current into AC current by the inverter.
JP 2005-204370 A

  By the way, in order to increase the efficiency and the life of the hybrid vehicle, it is preferable to set a plurality of power supply paths in the motor and use each power supply path properly according to the driving situation.

  However, the configuration described in Patent Document 1 does not employ a configuration in which a plurality of power supply paths are provided for one motor, or a plurality of power supply paths are selectively used in accordance with an operation situation. For this reason, it has been impossible to avoid problems such as a decrease in operating efficiency and deterioration of elements connected to the power feeding path.

  The present invention has been made in view of the above problems, and by providing a plurality of power supply paths in a hybrid vehicle and using the plurality of power supply systems properly in accordance with driving conditions, it is possible to improve the efficiency and life of the hybrid vehicle. It is an object of the present invention to provide a control device and a control method for a hybrid vehicle that can be achieved.

  In order to solve the above problems, the present invention provides a generator driven by an engine to generate an alternating current, a motor that drives the vehicle, a rectifier that rectifies the alternating current generated by the generator, the rectifier, and the motor. An inverter that converts a direct current in the power supply path into an alternating current, a power supply device that is connected between the rectifier and the inverter, and a current that passes through the inverter. A first power supply path for supplying the motor for driving; a second power supply path for supplying current to the motor for driving the vehicle by bypassing at least the inverter; and the second power supply path. A control device for a hybrid vehicle that controls a hybrid vehicle including an AC converter, the current calculating a current necessary for driving the motor Based on the current calculated by the calculation means and the current calculation means, when the calculated current is smaller than the predetermined reference current, at least one of the first and second feeding paths is operated and calculated. And a power supply control means for operating both when the current is larger than the reference current. In this aspect, when power is supplied to the motor, the current required for driving the motor is calculated, and the first and second power supply paths are selected based on the calculated current, so that the current depends on the driving situation. The optimum power supply path can be selected. Specifically, it becomes possible to improve the efficiency of the inverter by increasing the operation rate of the inverter. On the contrary, it is possible to suppress the operation rate of the inverter, avoid an overload of the inverter, and prevent heat generation and accompanying deterioration.

  Another aspect of the present invention includes a generator that is driven by an engine to generate alternating current, a motor that drives the vehicle and also functions as a regenerative generator when the vehicle is decelerated, and the alternating current generated by the generator A rectifier for rectifying current; an inverter connected to a power supply path between the rectifier and the motor; and a DC power source connected between the rectifier and the inverter; A first power supply path that supplies current to the motor via the inverter, a second power supply path that bypasses at least the inverter and can connect the power supply apparatus and the motor, and A hybrid vehicle control device for controlling a hybrid vehicle including an AC converter provided in a second power supply path, wherein the motor generates power Current calculation means for calculating a current, and when the calculated current is smaller than a predetermined reference current based on the current calculated by the current calculation means, at least one of the first and second power feeding paths is And a power supply control means for supplying power from the motor to the power supply device using both when the calculated current is larger than the reference current. It is a control device. In this aspect, when the motor generates power, the current generated by the motor is calculated, and the first and second power supply paths are selected based on the calculated current, so that the optimum current according to the driving situation is obtained. The power supply path can be selected. Specifically, it becomes possible to improve the efficiency of the inverter by increasing the operation rate of the inverter. On the contrary, it is possible to suppress the operation rate of the inverter, avoid an overload of the inverter, and prevent heat generation and accompanying deterioration.

  In each aspect, the generator and the motor are multiphase AC rotating machines, the rectifier is a diode rectifier, and the AC converter is a semiconductor switch provided for each phase of the generator and the motor. It is preferable. In this aspect, since the diode rectifier is employed as the rectifier, the conversion efficiency can be increased and the loss of the power generation system can be greatly reduced as compared with the case where the converter is configured by an inverter. In addition, as an AC converter, a semiconductor switch is provided for each phase of a generator or motor configured with a multi-phase AC rotating machine, so a plurality of circuits can be used with a simple circuit configuration when power is supplied by a generator and during regeneration by a motor. It is possible to control the energization by selectively using the power supply path.

  Still another aspect of the present invention includes: a generator that is driven by an engine to generate an alternating current; a motor that drives the vehicle; a rectifier that rectifies the alternating current generated by the generator; and the rectifier and the motor. A first inverter that is connected to the power supply path and converts a DC current of the power supply path into an AC current; a second inverter that is connected to the power supply path in parallel with the first inverter; and the power supply path A control device for a hybrid vehicle including a battery connected to the current calculation means, wherein current calculation means for calculating a current required to drive the motor is calculated based on the current calculated by the current calculation means When the current is smaller than the predetermined reference current, either one of the first and second inverters is operated, and when the calculated current is larger than the reference current That an inverter control unit for operating the person is a control apparatus for a hybrid vehicle according to claim. In this aspect, when power is supplied to the motor, the current required for driving the motor is calculated, and the first and second inverters are operated and controlled based on the calculated current, thereby operating the inverter. Can increase the efficiency. For example, when a predetermined reference current is set and the current required for driving the motor is equal to or lower than the reference current, control is performed such that only one inverter is operated to increase the inverter load and prevent a decrease in efficiency. Is possible.

  Still another aspect of the present invention includes a generator driven by an engine to generate an alternating current, a motor that drives the vehicle and also functions as a regenerative generator when the vehicle is decelerated, and the generator generates power A rectifier that rectifies an alternating current; a first inverter that is connected to a power supply path between the rectifier and the motor; and that converts a direct current in the power supply path into an alternating current; and the first inverter in parallel with the first inverter A control apparatus for a hybrid vehicle, comprising: a second inverter connected to a power supply path; and a battery connected to the power supply path, wherein the current calculation means calculates a current generated by the motor; and the current calculation When the calculated current is smaller than the predetermined reference current based on the current calculated by the means, either one of the first and second inverters is operated and When larger than the currents is the reference current which is a control apparatus for a hybrid vehicle, characterized by comprising an inverter control unit for operating both. In this aspect, when the motor generates power for regeneration, the current generated by the motor is calculated, and the first and second inverters are operated and controlled based on the calculated current, thereby operating the inverter. Can increase the efficiency. For example, when a predetermined reference current is set and the current generated by the motor is equal to or less than the reference current, control is performed such that only one of the inverters is operated to increase the load on the inverter and prevent a decrease in efficiency. It becomes possible.

  In the control apparatus for a hybrid vehicle including the first and second inverters, the first and second inverters are set to the same rated current, and the inverter control unit is a current calculated by the current calculation means. Is less than the rated current, it is preferable to operate only one of the inverters. In that case, the load of the inverter can be maintained at a certain level or more with reference to the rated currents of the first and second inverters, and a decrease in the efficiency of the inverter can be suppressed.

  In the control apparatus for a hybrid vehicle including the first and second inverters, the inverter control unit operates one of the first and second inverters with priority, and only one of the inverters. When the temperature of the inverter that is preferentially operated when it is determined that it is in the operating state in which the is operated exceeds the reference temperature, it is preferable to operate another inverter. In that case, since the inverter can be preferentially operated from a low temperature one, the inverter can be reliably prevented from heat loss and temperature deterioration, and the efficiency and durability of each inverter can be maintained.

  In the hybrid vehicle control apparatus including the first and second inverters, the generator functions as a starter that drives the engine when the vehicle is started, and motor power feeding connects the second inverter to the motor. Switching means that can be selectively switched between a mode and a starter power supply mode in which the battery is connected to the generator via the second inverter, and the starter power supply mode when the engine is started. It is preferable to include control means for switching the switching means. In that case, when it is necessary to drive the motor when starting the engine, the generator can be driven by the second inverter while the motor is driven by the first inverter. As an element of “switching means”, an insulated gate bipolar transistor (IGBT) or the like can be preferably used in addition to a relay switch.

  Still another aspect of the present invention includes: a generator that is driven by an engine to generate an alternating current; a motor that drives the vehicle; a rectifier that rectifies the alternating current generated by the generator; and the rectifier and the motor. An inverter that converts a direct current in the power supply path into an alternating current, a power supply device connected between the rectifier and the inverter, and a current for driving the vehicle via the inverter A first power supply path that supplies the motor, a second power supply path that bypasses at least the inverter and supplies current to the motor for driving the vehicle, and an alternating current provided in the second power supply path A hybrid vehicle control method for controlling a hybrid vehicle including a converter, wherein a current calculation step for calculating a current required to drive the motor is provided. When the calculated current is smaller than the predetermined reference current, at least one of the first and second feeding paths is operated, and when the calculated current is larger than the reference current A hybrid vehicle control method comprising: a power supply control step for operating both.

  Still another aspect of the present invention includes a generator driven by an engine to generate an alternating current, a motor that drives the vehicle and also functions as a regenerative generator when the vehicle is decelerated, and the generator generates power A rectifier for rectifying an alternating current, connected to a power supply path between the rectifier and the motor, connected to an inverter for converting a direct current in the power supply path into an alternating current, and connected between the rectifier and the inverter A power supply device, a first power supply path that supplies current to the motor via the inverter, a second power supply path that bypasses at least the inverter and can connect the power supply device and the motor, A hybrid vehicle control method for controlling a hybrid vehicle including an AC converter provided in the second power supply path, wherein the motor generates A current calculation step for calculating a current to be used, and when the calculated current is smaller than a predetermined reference current, at least one of the first and second power supply paths is used, and the calculated current is A control method for a hybrid vehicle, comprising: a power supply control step for supplying electric power from the motor to the power supply device by using both when the current is larger than the current.

  In each control method, the generator and the motor are multi-phase AC rotating machines, the rectifier is a diode rectifier, and the AC converter is a semiconductor switch provided for each phase of the generator and the motor. Preferably there is.

  Further, another aspect of the present invention includes a generator that is driven by an engine to generate an alternating current, a motor that drives the vehicle, a rectifier that rectifies the alternating current generated by the generator, the rectifier, and the motor A first inverter that converts a direct current of the power supply path into an alternating current, a second inverter connected to the power supply path in parallel with the first inverter, and A method for controlling a hybrid vehicle including a battery connected to a power supply path, wherein a current calculation step for calculating a current required to drive the motor is compared with a predetermined reference current. When the number is small, one of the first and second inverters is operated, and when the calculated current is larger than the reference current, both inverter control circuits are operated. It is a control method for a hybrid vehicle according to claim that a-up.

  Still another aspect of the present invention includes a generator driven by an engine to generate an alternating current, a motor that drives the vehicle and also functions as a regenerative generator when the vehicle is decelerated, and the generator generates power A rectifier that rectifies an alternating current; a first inverter that is connected to a power supply path between the rectifier and the motor; and that converts a direct current in the power supply path into an alternating current; and the first inverter in parallel with the first inverter A method for controlling a hybrid vehicle including a second inverter connected to a power supply path and a battery connected to the power supply path, wherein a current calculation step of calculating a current generated by the motor is calculated. When the current is smaller than the predetermined reference current, either one of the first and second inverters is operated, and the calculated current is larger than the reference current. When is a control method for a hybrid vehicle characterized in that it comprises an inverter control step of running both.

  In the hybrid vehicle control method including the first and second inverters, the first and second inverters are set to the same rated current, and the inverter control step is calculated in the current calculation step. When the current is less than or equal to the rated current, it is preferable that the procedure is to operate only one of the inverters.

  In the hybrid vehicle control method including the first and second inverters, the inverter control step is a procedure for preferentially operating one of the first and second inverters, and only one of the inverters is operated. When the temperature of the inverter that is preferentially operated when it is determined that it is in an operating state in which the inverter is operated exceeds the reference temperature, a procedure for operating another inverter is preferable.

  Furthermore, in the method for controlling a hybrid vehicle including first and second inverters, the generator functions as a starter that drives the engine when the vehicle is started, and connects the second inverter to the motor. Switching means that can be switched alternatively between a motor power supply mode and a starter power supply mode for connecting the battery to the generator via the second inverter is provided, and the starter power supply mode is set when the engine is started. It is preferable that a switching control step for switching the switching means is provided.

  As described above, in the present invention, when power is supplied to the motor or when the power supply device is regenerated by power generation of the motor, the current flowing through the energization path is calculated, and a plurality of currents are calculated based on the calculated current. By selectively energizing the power supply path, it is possible to select an optimal power supply path according to the driving situation. Therefore, improving the efficiency of the hybrid vehicle by increasing the inverter operating rate and improving the inverter efficiency or suppressing the inverter operating rate to avoid inverter overload and prevent heat generation and accompanying deterioration. There is a remarkable effect that the life can be extended.

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

  Note that, in the following embodiments, the same members are denoted by the same reference numerals, and redundant description is omitted.

  First, specific problems of the embodiment described below will be described.

  FIG. 1 is a characteristic diagram of an inverter.

  Referring to FIG. 1, a general inverter has a diode. For this reason, in the operating region where the load factor (output current) is low, the efficiency is remarkably reduced. On the other hand, the capacity required for the inverter varies greatly in the driving situation of the vehicle. Therefore, there is a problem that the inverter cannot be used efficiently because the efficiency of the inverter itself is reduced by the reduction in the load factor of the inverter in the operation region where the operation is performed at an output much smaller than the rating. . The embodiment shown in FIG. 2 to FIG. 8 is configured to focus on improving the efficiency of the inverter as much as possible by properly using a plurality of power feeding systems.

  FIG. 2 is a schematic configuration diagram of a hybrid vehicle according to an embodiment of the present invention, and FIG. 3 is a wiring diagram showing a main part of the hybrid vehicle.

  With reference to FIG. 2, the hybrid vehicle according to the present embodiment is a series hybrid vehicle having an engine 10 and a generator 20 driven by the engine 10.

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

  Referring also to FIG. 3, generator 20 is, for example, a three-phase multi-phase motor generator connected to crankshaft 10 a of engine 10, and is driven by engine 10 to supply an alternating current and an alternating current. Is configured to function also as a motor for starting the engine 10. The generator 20 is provided with a generator output current sensor SW1 that detects the output current and a generator rotation speed sensor SW2 that detects the rotation speed.

  The generator 20 is connected to a diode rectifier 21. The diode rectifier 21 has a plurality of sets of diodes D <b> 1 to D <b> 6 corresponding to the number of phases n of the generator 20. The output terminal of the diode rectifier 21 is connected to a DC bus line 22 as a power feeding path.

  A capacitor C <b> 1 is connected to the DC bus line 22. The DC bus line 22 is connected to a DC bus line voltage sensor SW3 that detects the voltage of the DC bus line 22.

  In the present embodiment, first and second inverters 23 and 24 are connected in parallel to the DC bus line 22. Each inverter 23 and 24 has a plurality of sets of elements Q11 to Q16 and Q21 to Q26 corresponding to the number of phases of the multiphase motor 25 serving as a load. Each of the elements Q11 to Q16 and Q21 to Q26 is configured by a transistor, a diode, or the like. In the present embodiment, the rated current Ir of each of the inverters 23 and 24 is set slightly larger than half of the current required for the maximum output of the motor 25.

  The first inverter 23 is connected to the motor 25. The motor 25 is connected to a differential mechanism 26 of the hybrid vehicle, and drives the axle 28 on the rear wheel 27 side of the hybrid vehicle via the differential mechanism 26. In addition, the motor 25 in the present embodiment is configured to function also as a battery regeneration generator.

  The second inverter 24 is connected to a relay switch 29 as switching means. The relay switch 29 serves as a contact point between a normal operation power supply path 29 a that connects the second inverter 24 to the generator 20 and a starter operation power supply path 29 b that connects the second inverter 24 to the motor 25. The second inverter 24 can be selectively connected to any one of the paths 29a and 29b. As a result, the second inverter 24 can supply an alternating current to the motor 25 together with the first inverter 23 or drive the engine 10 at the start by energizing the generator 20 according to the operating state. ing.

  Further, a power supply device 30 is connected to the DC bus line 22. The power supply device 30 includes a DC-DC converter 31 and a battery 32 connected to the DC-DC converter 31.

  The DC-DC converter 31 includes a step-up element Q1, a step-down element Q2, and a reactor L. Each of the elements Q1 and Q2 includes a transistor. By turning on / off the transistor of the step-up element Q1 at a predetermined timing and keeping the transistor of the step-down element Q2 off, the battery 32 stores electricity in the reactor L. By setting the side to a high voltage and allowing current to flow from the battery 32 to the DC bus line 22, the transistor of the step-down element Q2 is turned ON / OFF at a predetermined timing, and the transistor of the step-up element Q1 is maintained OFF The DC bus line 22 is set to a high voltage so that a current flows from the DC bus line 22 to the battery 32.

  The hybrid vehicle is provided with a vehicle speed sensor SW6, an accelerator opening sensor SW7, and a brake sensor SW8 in order to detect the driving state of the vehicle.

  Further, in the present embodiment, first and second inverter temperature sensors SW9 and SW10 that detect the temperatures of the inverters 23 and 24 and a motor rotation speed sensor SW11 that detects the rotation speed of the motor 25 are provided. .

  FIG. 4 is a block diagram showing the hybrid vehicle shown in FIG.

  Referring to FIG. 4, the hybrid vehicle shown in FIG. 2 is controlled by a control unit (PCM: Powertrain Control Module) 100 as control means.

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

  The input elements of the control unit 100 include a generator output current sensor SW1, a generator rotation speed sensor SW2, a DC bus line voltage sensor SW3, a battery current sensor SW4, a battery voltage sensor SW5, a vehicle speed sensor SW6, an accelerator opening sensor SW7, and a brake sensor. SW8, first and second inverter temperature sensors SW9 and SW10, and a motor rotation speed sensor SW11 are included. Although not specifically shown, various sensors (a water temperature sensor, a rotation angle sensor, a throttle opening sensor, etc.) provided in the engine 10 are also connected to control the combustion of the engine 10. .

  The output elements of the control unit 100 include a fuel injection valve 16, a spark plug 17, a throttle valve actuator 19, first and second inverters 23 and 24, a relay switch 29, and a DC-DC converter 31.

  In the illustrated example, the control unit 100 includes an operation state determination unit 101, a combustion control unit 110 that performs operation control of the engine 10, a relay control unit 111 that performs power supply control by control of the relay switch 29, and a DC− A battery control unit 112 that controls the DC converter 31 and an inverter control unit 113 are logically provided.

  The driving state determination unit 101 determines the driving state of the hybrid vehicle based on detection of the sensors SW1 to SW7. In the present embodiment, the driving state determination unit 101 also has a function of determining the presence or absence of an engine operation request for the hybrid vehicle and a function of determining the temperature state of each of the inverters 23 and 24.

  The combustion control unit 110 is configured to control the rotational speed of the engine 10 by controlling the fuel injection valve 16, the spark plug 17, the throttle valve actuator 19, and the like, thereby controlling the rotational speed of the generator 20. .

  The relay control unit 111 switches the relay switch 29 based on the determination result of the operation state determination unit 101 to connect the second inverter 24 to the motor 25 from the normal operation power supply path 29a, and the first power supply mode. The inverter 24 is connected to the generator 20 from the starter operation power supply path 29b, and the generator 20 is driven as a motor to switch to the starter power supply mode in which the engine 10 is started.

  Based on the outputs of the battery current sensor SW4 and the battery voltage sensor SW5, the battery control unit 112 normally maintains a constant supply current from the battery 32 when the power supply device 30 is used, or an overcurrent during battery regeneration. Plays a function to prevent or.

  The inverter control unit 113 controls the ON / OFF operation of the first and second inverters 23 and 24 based on the determination result of the operation state determination unit 101 to optimize the load state of each inverter 23 and 24 with respect to the power supply target. To control. In the present embodiment, the inverter control unit 113 calculates current that needs to be supplied to a target load (for example, the motor 25), or calculates current that the motor 25 generates during regenerative operation. Also plays the function.

  The control unit 100 controls the engine 10, the generator 20, the first and second inverters 23 and 24, the motor 25, the relay switch 29, the DC-DC converter 31, and the like based on the determination result of the operation state determination unit 101. . By this control, the relay switch 29 is switched to connect the second inverter 23 to the motor 25 in the driving region when the vehicle is started or at low torque, and the power of the battery 32 is supplied to the first and second inverters 23, 24 is supplied to the motor 25, and the vehicle is driven based on the power supply of the battery 32. Further, in an operation region where the required load is medium to high torque, the relay control unit 111 switches the relay switch 29 to the starter power supply mode based on a flowchart described later, thereby starting the engine 10 and using the generator 20 as a generator. After the engine 10 is started, the motor 25 is mainly driven from the first inverter 23 by the current supplied from the generator 20.

  Next, an example of control in the present embodiment will be described with reference to FIG.

  5 to 7 are flowcharts showing control examples in the embodiment of FIG.

  First, referring to FIG. 5, in the control example shown in FIG. 5, the driving state determination unit 101 detects input elements such as a battery voltage sensor SW5, a vehicle speed sensor SW6, an accelerator opening sensor SW7, and a brake sensor SW8. A request for starting the engine 10 is determined from the signal (steps S1 and S2). Specifically, it is determined that there is a request for starting the engine 10 when the vehicle is operated in a medium and high load operation region where the brake is not depressed and the accelerator is depressed. If a start request for the engine 10 is not detected, the process proceeds to step S14 described later.

  If it is determined that the engine 10 has been requested to start, the operating state determination unit 101 determines whether or not the second inverter 24 is OFF (step S3). If the second inverter 24 is ON, first, the second inverter 24 is turned OFF (step S4). When the second inverter 24 is OFF or when the second inverter 24 is switched OFF, the operation state determination unit 101 determines that the relay switch 29 is in the starter power supply mode (the second inverter 24 is connected to the generator 20). Is determined) (step S5). If the relay switch 29 is not in the starter power supply mode, that is, in the motor power supply mode (the mode in which the second inverter 24 is connected to the motor 25), the relay control unit 111 sets the relay switch 29 in the starter power supply mode. And the second inverter 24 is connected to the generator 20 (step S6). When the relay switch 29 is in the starter power supply mode or is switched to the starter power supply mode, the battery control unit 112 executes the boosting operation of the DC-DC converter 31 and the inverter control unit 113 performs the first and second operations. Both inverters 24 are turned on (step S7). Thereby, a current flows from the power supply device 30 to the first and second inverters 23 and 24 via the DC bus line 22, and a driving current for driving the motor 25 flows from the first inverter 23, and the second A driving current for driving the generator 20 flows from the inverter 24. As a result, the generator 20 functions as a motor and drives the crankshaft 10a of the engine 10 to start the engine 10, while the motor 25 is driven in parallel with the engine start to drive the vehicle. As described above, in the present embodiment, by adopting the plurality of inverters 23 and 24, the start operation of the engine 10 by the generator 20 and the drive operation of the vehicle by the motor 25 can be executed simultaneously in parallel.

  When the engine 10 is driven, it waits for the rotational speed Ne (and hence the engine rotational speed) Ne of the generator 20 to reach a predetermined starting speed N1 or higher (step S8).

  When the rotational speed Ne of the generator 20 reaches the starting speed N1, the control unit 100 controls the amount of supplied current so that the rotational speed Ne of the generator 20 is maintained at the starting speed N1 (step S9). Specifically, the supply current amount is controlled by the switching operation of the DC-DC converter 31 by the battery control unit 112 and the control of the second inverter 24 by the inverter control unit 113.

  Next, the combustion control unit 110 controls the intake pressure, fuel injection amount, fuel injection timing, and ignition timing of the engine 10 based on a well-known engine control method, and executes combustion control of the engine 10 (step S10). Next, the control unit 100 waits for the rotational speed Ne of the generator 20 to reach a predetermined start end speed N2 or more (step S11).

  When the rotational speed Ne of the generator 20 reaches the start end speed N2 or more, the inverter control unit 113 temporarily turns off the second inverter 24 (step S12) and ends the cranking operation.

  Next, as shown in FIG. 6, when the current stops, the relay control unit 111 switches to the relay switch 29 motor power supply mode (step S14), and thereafter, shifts to so-called normal operation control as shown in step S15 and thereafter. . In the present embodiment, in this normal operation control, even after the relay switch 29 is switched to the motor power supply mode, the second inverter 24 is turned on / off according to the operation state, thereby the first inverter 23 itself. It is also possible to improve the efficiency and increase the efficiency of the power feeding system as a whole.

  In the control after step S15, the driving state determination unit 101 reads the detection signals of the vehicle speed sensor SW6, the accelerator opening sensor SW7, and the brake sensor SW8 again (step S15), and based on the detection signals of these sensors SW6 to SW8. Then, it is determined whether or not it is an operation region where the drive of the motor 25 is necessary (step S16).

  If it is an operation region in which the motor 25 needs to be driven, the inverter control unit 113 as the current calculation means calculates the supply current Im required for the motor 25 (step S17). Thereafter, the operating state determination unit 101 determines whether or not the calculated supply current Im is equal to or less than a predetermined reference current Imr (step S18). Here, the reference current Imr is set equal to the rated current Ir of each of the inverters 23 and 24. Accordingly, if the calculated supply current Im is larger than the reference current Imr, the motor 25 is driven by both the inverters 23 and 24 (step S19). On the other hand, when the supply current Im is equal to or less than the reference current, the operation state determination unit 101 further reads the value of the temperature sensor SW9 of the first inverter 23 and compares the detected temperature Ti1 with the reference temperature Tst. Then, it is determined whether or not only the first inverter 23 can be operated (steps S20 and S21). Here, the reference temperature Tst is obtained by experimenting and mapping the temperature at which the efficiency decreases when the inverter is in operation. If the detected temperature Ti1 is lower than the reference temperature Tst, the current is supplied to the motor 25 only by the first inverter 23. If the detected temperature Ti1 is equal to or higher than the reference temperature Tst, the second current is supplied. The current is supplied to the motor 25 only by the inverter 24. When any one of steps S19, S22, and S23 is executed, the battery control unit 112 causes the DC-DC converter 31 to perform a boost operation, so that the first and second inverters 23, It is controlled so that a current flows to the 24 side.

  Whether or not a vehicle stop condition (condition for determining vehicle stop determined by detecting change in vehicle speed or depression of brake) is satisfied after any of steps S19, S22, and S23 is executed. Is determined (step S24). If the stop condition is satisfied, the process is terminated. If not, the process returns to step S1 to repeat the process.

  Furthermore, when it is determined in step S16 that motor driving is not necessary, the driving state determination unit 101 determines whether or not the vehicle is decelerating based on detection signals from the vehicle speed sensor SW6 and the brake sensor SW8 ( Step S25) When the vehicle is decelerating, the process proceeds to the regeneration process step shown in FIG. 7, while when the vehicle is not decelerating, the process returns to Step S15 to repeat the process.

  Next, referring to FIG. 7, when it is determined in step S25 that the vehicle is decelerating, driving state determination unit 101 reads detection signals from battery voltage sensor SW5 and motor rotation speed sensor SW11 ( Step S26). The inverter control unit 113 as current calculation means calculates the regenerative current Ire generated by the motor 25 based on the detection signals of these sensors SW5 and SW11 (step S27). Thereafter, the operating state determination unit 101 determines whether or not the calculated regenerative current Ire is equal to or less than a reference current Imr equal to the rated current Ir (step S28). If the regenerative current Ire calculated is larger than the reference current Imr, the regenerative current Ire of the motor 25 is charged to the battery 32 by both the inverters 23 and 24 (step S29). On the other hand, when the regenerative current Ire is less than or equal to the reference current, the operating state determination unit 101 further reads the value of the temperature sensor SW9 of the first inverter 23 and compares the detected temperature Ti1 with the reference temperature Tst. Then, it is determined whether or not only the first inverter 23 can be operated (steps S30 and S31). If the detected temperature Ti1 is lower than the reference temperature Tst, the regenerative current of the motor 25 is charged to the battery 32 only by the first inverter 23 (step S32), and the detected temperature Ti1 is the reference temperature. If it is equal to or greater than Tst, the battery 32 is charged with the regenerative current of the motor 25 only by the second inverter 24 (step S33). When any one of steps S29, S32, and S33 is executed, the battery control unit 112 controls the DC-DC converter 31 so that a current flows from the DC bus line 22 to the battery 32. Is done.

  After any of steps S29, S32, and S33 is executed, the control proceeds to step S24, and the above-described processing is repeated.

  As described above, in the present embodiment, the generator 20 that is driven by the engine 10 to generate alternating current, the motor 25 that drives the vehicle, the diode rectifier 21 that rectifies the alternating current generated by the generator 20, and the diode rectifier. A first inverter 23 that is connected to a power supply path between the motor 21 and the motor 25 and converts a DC current of the power supply path into an AC current; and a second inverter that is connected to the power supply path in parallel with the first inverter 23. A control device or control method for a hybrid vehicle including an inverter 24 and a battery 32 connected to a power feeding path, which calculates a current Im required to drive the motor 25 or a current Ire generated by the motor 25 Current calculation means (calculation steps S17, S27) and the calculated currents Im and Ire are compared with a predetermined reference current Imr. If it is less, either one of the first and second inverters 23 and 24 is operated, and when the calculated current is larger than the reference current Imr, inverter control means for operating both (control steps S21 to 23, S31-33).

  Therefore, in the present embodiment, when power is supplied to the motor 25, the current Im necessary for driving the motor is calculated, and the first and second inverters 23 and 24 are controlled based on the calculated current Im. As a result, the efficiency of the operated inverter 23 (or 24) can be increased. For example, as shown in FIG. 6 of the present embodiment, when a predetermined reference current Imr is determined and the current Im required for driving the motor is equal to or less than the reference current Imr, only one inverter 23 (or 24) is operated. Thus, it is possible to execute control such as increasing the load of the operating inverter and preventing reduction in efficiency.

  Similarly, when the motor 25 generates power for regeneration, the current Ire generated by the motor 25 is calculated, and the first and second inverters 23 and 24 are controlled based on the calculated current Ire. Thus, the efficiency of the operated inverter 23 (or 24) can be increased. For example, as shown in FIG. 7 of the present embodiment, when a predetermined reference current Imr is determined and the current Ire generated by the motor 25 is less than or equal to the reference current Imr, only one inverter 23 (or 24) is operated. Thus, it is possible to execute control such as increasing the load of the operating inverter and preventing reduction in efficiency.

  Further, in the present embodiment, the first and second inverters 23 and 24 are set to the same rated current Ir, and the inverter control unit 113 determines that the current calculated by the current calculation means is less than the rated current. Only one of the inverters is operated. Therefore, in the present embodiment, the inverter load can be maintained at a certain level or more with reference to the rated currents of the first and second inverters 23 and 24, and a decrease in inverter efficiency can be suppressed.

  In the present embodiment, when the temperature Ti1 of the inverter that is preferentially operated exceeds the reference temperature Tst, another inverter (in this embodiment, the second inverter 24) is operated. Therefore, in this embodiment, since the inverter can be preferentially operated from a low temperature one, the inverter can be reliably prevented from heat loss and temperature deterioration, and the efficiency and durability of each inverter can be maintained. In this embodiment, based on only the temperature Ti1 detected by the temperature sensor SW9 of the first inverter 23 that is preferentially operated, the first inverter 23 is preferentially operated when the detected temperature Ti1 is low. When the detected temperature Ti1 is high, the method of selecting the inverters 23 and 24 by the method of operating the second inverter 24 is adopted, but not limited to this embodiment, the first and second The detected values of the temperature sensors SW9 and SW10 of the inverters 23 and 24 may be compared, and based on the comparison, the inverter may be selected by a method in which only the low-temperature side inverter is operated.

  Further, in the present embodiment, the generator 20 functions as a starter that drives the engine 10 when the vehicle is started, and the battery is connected to the motor power supply mode in which the second inverter 24 is connected to the motor 25 and the second inverter. The relay switch 29 as a switching means that can be switched alternatively to any one of the starter power supply mode for connecting the motor 25 to the generator 20 and the control for switching the relay switch 29 so that the starter power supply mode is set when the engine 10 is started. And a relay control unit 111 as means. Therefore, in this embodiment, when the motor 25 needs to be driven when the engine 10 is started, the motor 25 generator 20 can be driven by the second inverter while the motor 25 is driven by the first inverter.

  In this embodiment, the relay switch 29 is employed as the switching means. For this reason, in this embodiment, a circuit with less loss can be configured as compared with the case where an insulated gate bipolar transistor or the like is employed.

  In the present embodiment, when the second inverter 24 is turned on when the relay switch 29 is switched, the second inverter 24 is turned off and then the relay switch 29 is switched. Thereafter, the second inverter 24 is turned on. Is turned on. For this reason, in this embodiment, since the switching operation is performed in a state where the relay switch 29 is not energized, the deterioration of the relay switch 29 can be suppressed and the life can be extended.

  FIG. 8 is a wiring diagram according to another embodiment of the present invention.

  As shown in FIG. 8, the rectifier that rectifies the alternating current generated by the generator 20 is not limited to the diode rectifier 21 shown in the embodiment of FIG. 2, and an AC / DC converter 60 configured by an inverter is employed. Also good.

  Although the circuit configuration employing the diode rectifier 21 can reduce the loss of the power feeding system as much as possible, it becomes difficult to control the current generated by the generator 20, but when the AC / DC converter 60 is employed. The current of the generator 20 can be controlled.

  Next, still another embodiment of the present invention will be described.

  In the embodiment shown in FIG. 9 and subsequent figures, when a plurality of power supply paths are provided in a hybrid vehicle and the plurality of power supply systems are properly used in accordance with driving conditions, the main focus is on preventing the deterioration of the inverter and extending the life. ing. That is, if the load factor of the inverter is increased, the efficiency of the inverter itself can be improved. However, if the inverter continues to be in an overloaded operation state, heat generation and accompanying deterioration are likely to occur. Therefore, in the embodiments shown in FIG. 9 and the subsequent drawings, the main purpose is to extend the life of the inverter by properly using a plurality of power feeding systems.

  FIG. 9 is a schematic configuration diagram of a hybrid vehicle according to an embodiment of the present invention.

  Referring to FIG. 9, in the hybrid vehicle according to the present embodiment, generator 20, DC bus line 22, and inverter 23 constitute a three-phase first power supply path, while generator 20 and motor 25 are connected to each other. A bypass circuit 40 that configures the second power supply path is provided in parallel with the first power supply path.

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

  FIG. 10 is a circuit diagram showing details of the AC bypass switches 41 to 43 of the bypass circuit 40 of FIG.

  Referring also to FIG. 10, each of the AC bypass switches 41 to 43 controls the forward transistors 41 a to 43 a for controlling the current in the direction flowing from the generator 20 to the motor 25 and the current in the direction flowing from the motor 25 to the generator 20. The reverse direction transistors 41b to 43b and a semiconductor switch constituted by two pairs are embodied. Each of the transistors 41 a to 43 a and 41 b to 43 b is configured such that the ON / OFF operation is controlled by the control unit 100.

  Referring to FIG. 11, in the control unit 100 of the hybrid vehicle shown in FIG. 9, the motor rotation speed provided in the motor 25 is used as an input element to control the operating state of the motor 25 itself, the power feeding method, and the like. In addition to the sensor SW11, a motor current sensor SW12 is connected.

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

  In the embodiment of FIG. 9, the operation state determination unit 101 logically configured by the control unit 100 is configured to determine whether or not the cranking of the engine 10 by the generator 20 is necessary by the operation state determination unit 101. Has been. The memory of the control unit 100 stores in advance a data map for determining the necessity of cranking obtained through experiments or the like, and includes a vehicle speed sensor SW6, an accelerator opening sensor SW7, a brake sensor SW8, and a battery voltage sensor SW5. The necessity of cranking can be determined based on the output value.

  Furthermore, in the embodiment of FIG. 9, the control unit 100 logically configures a cranking control unit 120, a power supply control unit 121, and a regeneration control unit 122.

  The cranking control unit 120 is a logical module that controls the start of the engine 10 using the generator 20. In the present embodiment, the cranking control unit 120 also controls the current value when power is supplied to the generator 20 and the switching control by the inverter 23 and the AC bypass switches 41 to 43 during the cranking operation of the engine 10 by the generator 20. Thus, the direct current supplied from the power supply device 30 is converted into a single-phase alternating current by the inverter 23, or the direct current is passed through the AC bypass switches 41 to 43, or the current flowing through the bypass circuit 40 is passed through the AC bypass switch. It is comprised so that it can convert into a three-phase alternating current by 41-43.

  The power supply control unit 121 is a logical module that controls the driving of the motor 25 using the generator 20. In the present embodiment, the power supply control unit 121 also controls the current value when power is supplied from the generator 20 to the motor 25 and the switching control by the inverter 23 and the AC bypass switches 41 to 43, and thereby the power supplied from the generator 20. The alternating current is converted into an alternating current suitable for the torque output of the motor 25 by the diode rectifier 21 and the inverter 23, or the direct current is passed through the AC bypass switches 41 to 43 as the direct current, and the current flowing through the bypass circuit 40 is converted into the AC bypass switches 41 to 43. And can be converted into a three-phase alternating current.

  The regeneration control unit 122 is a logical module that controls the regeneration of the power supply device 30 by the current generated by the motor 25 during deceleration. In the present embodiment, the regenerative control unit 122 also controls the calculation of the current value when the motor 25 generates power and the switching control by the diode rectifier 21, the inverter 23, and the AC bypass switches 41 to 43. Can be supplied to the power supply device 30 via the inverter 23, or can be supplied to the power supply device 30 via the diode rectifier 21 from the AC bypass switches 41 to 43. .

  FIG. 12 is a flowchart showing an example of control by each module of the control unit 100 according to the present embodiment.

  First, referring to FIG. 12, in the control example shown in FIG. 12, the driving state determination unit 101 detects input elements including a battery voltage sensor SW5, a vehicle speed sensor SW6, an accelerator opening sensor SW7, and a brake sensor SW8. A request for starting the engine 10 is determined from the signal (steps S40 and S41). Specifically, it is determined that there is a request for starting the engine 10 when the vehicle is operated in a medium and high load operation region where the brake is not depressed and the accelerator is depressed. If a start request for the engine 10 is not detected, the process proceeds to step S46 described later.

  When it is determined that the engine 10 has been requested to start, the cranking control unit 120 of the control unit 100 executes control to supply power to both the generator 20 and the motor 25. Specifically, a combined wave of the three-phase alternating current necessary for driving the generator 20 and the three-phase alternating current required for driving the motor 25 is calculated (step S42), and the calculated combined wave is output. The DC current supplied from the power supply device 30 is converted by the inverter 23 (step S43). Thereby, the motor 25 is driven by the alternating current component for driving the motor 25 among the synthesized waves. Further, the cranking control unit 120 of the control unit 100 controls the AC bypass switches 41 to 43 so that the combined wave is converted into a three-phase alternating current suitable for driving the generator 20. As a result, the generator 20 is also driven by a suitable current, and the engine 10 is cranked (step S44). Thereafter, the end of cranking is determined (step S45). If it is determined that cranking has not ended, the process proceeds to step S42 and the above-described processing is repeated. As in the embodiment of FIG. 1, for example, when the rotational speed Ne of the generator 20 reaches the start end speed N2 or more, the cranking operation is ended.

  Next, as shown in FIG. 13, when the cranking operation is completed, thereafter, the routine proceeds to so-called normal operation control as shown in step S46 and thereafter.

  In normal driving control after step S46, the driving state determination unit 101 reads detection signals from the vehicle speed sensor SW6, the accelerator opening sensor SW7, and the brake sensor SW8 (step S46), and based on the detection signals from these sensors SW6 to SW8. Then, it is determined whether or not it is an operation region in which the motor 25 needs to be driven (step S47).

  If it is an operation region where it is necessary to drive the motor 25, the power supply control unit 121 as the current calculation means in this embodiment calculates the supply current Im required for the motor 25 (step S48). Thereafter, the operating state determination unit 101 determines whether or not the calculated supply current Im is equal to or less than a predetermined reference current Imr (step S49). If the calculated supply current Im is larger than the reference current Imr, the motor 25 is driven by energizing the first and second power supply paths (step S50). On the other hand, when the supply current Im is equal to or less than the reference current, the inverter 23 and the AC bypass switches 41 to 43 are controlled so as to supply current to the motor 25 using only one of the power supply paths (step S51). ). In the present embodiment, the current from the generator 20 is supplied to the motor 25 by the first power supply path (the diode rectifier 21 and the inverter 23) when step S51 is executed. However, if the control unit 100 is provided with a diagnostic function for each part and it is recognized that the diode rectifier 21 and the inverter 23 constituting the first power supply path are faulty, the control unit 100 is connected via the second power supply path (bypass circuit 40). Thus, a current may be supplied from the generator 20 to the motor 25.

  After one of steps S50 and S51 is executed, it is determined whether or not a vehicle stop condition (condition for determining vehicle stop determined by detection of a change in vehicle speed or depression of a brake) is satisfied. If the stop condition is satisfied (step S52), the process ends. If not, the process returns to step S41 to repeat the process.

  Furthermore, when it is determined in step S47 that motor driving is not necessary, the driving state determination unit 101 determines whether or not the vehicle is decelerating based on detection signals from the vehicle speed sensor SW6 and the brake sensor SW8 ( In step S53), if the vehicle is decelerating, the process proceeds to the regeneration process step shown in FIG. 14, whereas if the vehicle is not decelerating, the process returns to step S46 to repeat the process.

  Next, referring to FIG. 14, when it is determined in step S25 that the vehicle is decelerating, driving state determination unit 101 reads detection signals from battery voltage sensor SW5 and motor rotation speed sensor SW11 ( Step S60). In the present embodiment, the regenerative control unit 122 as current calculating means calculates the regenerative current Ire generated by the motor 25 based on the detection signals of these sensors SW5 and SW11 (step S61). Thereafter, the operating state determination unit 101 determines whether or not the calculated regenerative current Ire is equal to or less than the reference current Imr (step S62). If the regenerative current Ire calculated is larger than the reference current Imr, the regenerative current Ire of the motor 25 is charged to the power supply device 30 by both the inverters 23 and 24 (step S63). On the other hand, when the regenerative current Ire is equal to or less than the reference current, the regenerative current of the motor 25 is charged into the power supply device 30 only by the inverter 23 (step S64). When any one of steps S63 and S64 is executed, the battery control unit 112 performs a step-down operation of a DC-DC converter (not shown) as in the embodiment of FIG. Control is performed so that a current flows to the device 30.

  When step S63 is executed and regeneration of the power supply device 30 is executed through the first and second power supply paths, a part of the current generated by the motor 25 is supplied to the power supply device 30 via the inverter 23. In addition, the remaining current is supplied from the AC bypass switches 41 to 43 to the power supply device 30 via the diode rectifier 21. Thereby, the overload of the inverter 23 can be reliably prevented, and heat generation and accompanying deterioration can be avoided.

  When one of the power supply paths is selected, it is preferable to supply the current from the motor 25 to the power supply device 30 from the inverter 23 as in the case of the power supply control of the motor 25. When it is recognized that the current is present, the current of the motor 25 may be supplied to the power supply device 30 via the diode rectifier 21 from the second power supply path (bypass circuit 40).

  After either step S63 or S64 is executed, control proceeds to step S52, and the above-described processing is repeated.

  In short, in the present invention, when power is supplied to the motor 25 or when the motor 25 generates power, the current to be conducted is calculated, and the first and second power supply paths are based on the calculated current. Is selected, it is possible to select an optimum power supply path according to the driving situation. For this reason, it becomes possible to raise the operation rate of the inverter 23 and to improve the efficiency of the inverter 23. Conversely, the operating rate of the inverter 23 can be suppressed to avoid overloading of the inverter 23, thereby preventing heat generation and accompanying deterioration.

  In the embodiment described above, the first power supply path is an energization path that passes through the inverter 23. Further, the second implementation path is an energization path that passes through the second inverter 24 in the embodiment of FIGS. 1 to 8, and is the bypass circuit 40 in the embodiment of FIG. 9.

  In the present embodiment, the generator 20 and the motor 25 are multiphase AC rotating machines, the rectifier is a diode rectifier 21, and the AC converter is a semiconductor provided for each phase of the generator 20 and the motor 25. AC bypass switches 41 to 43 as switches. Thus, in this embodiment, since the diode rectifier 21 is adopted as the rectifier, the conversion efficiency can be increased and the loss of the power generation system can be greatly reduced as compared with the case where the converter is configured by the inverter 23. . In addition, since the semiconductor switch is provided for each phase of the generator 20 and the motor 25 configured as a multi-phase AC rotating machine as an AC converter, the power supply by the generator 20 and the motor 25 are performed with a simple circuit configuration. During regeneration, energization control can be achieved by selectively using a plurality of power supply paths.

  Various modifications can be made in the embodiment including the bypass circuit 40 as described above.

  FIG. 15 is a schematic configuration diagram of a hybrid vehicle according to still another embodiment of the present invention.

  For example, as shown in FIG. 15, the structure which employ | adopted the AC-DC converter 60 comprised with the inverter as a rectifier may be sufficient.

  Further, in each embodiment, the reference current Imr may be set to have a predetermined safety factor with respect to the rated current Ir. In that case, it is possible to reliably avoid an overload of the inverter.

  As described above, the above-described embodiments are merely examples of preferred specific examples of the present invention, and the present invention is not limited to the above-described embodiments. It goes without saying that various modifications are possible within the scope of the claims of the present invention.

It is a characteristic view of an inverter. 1 is a schematic configuration diagram of a hybrid vehicle according to an embodiment of the present invention. It is a wiring diagram which shows the principal part of the hybrid vehicle. FIG. 3 is a block diagram showing the hybrid vehicle shown in FIG. 2. It is a flowchart which shows the example of control in embodiment of FIG. It is a flowchart which shows the example of control in embodiment of FIG. It is a flowchart which shows the example of control in embodiment of FIG. It is a wiring diagram concerning another embodiment of the present invention. It is a schematic block diagram of the hybrid vehicle which concerns on another embodiment of this invention. FIG. 10 is a circuit diagram showing details of a semiconductor switch of the bypass circuit of FIG. 9. It is a block diagram which shows the control unit as a control apparatus of the hybrid vehicle shown in FIG. It is a flowchart which mainly shows the example of control of cranking control which concerns on this embodiment. It is a flowchart which mainly shows the example of control of electric power feeding control which concerns on this embodiment. It is a flowchart which mainly shows the control example of regenerative control which concerns on this embodiment. It is a schematic block diagram of the hybrid vehicle which concerns on another embodiment of this invention.

Explanation of symbols

10 Engine 20 Generator 21 Diode rectifier (an example of a rectifier)
22 DC bus line 23 (first) inverter 24 second inverter 25 motor 29 relay switch (an example of switching means)
29a Power supply path for normal operation 29b Power supply path for starter operation 32 Battery 60 AC / DC converter (another example of rectifier)
DESCRIPTION OF SYMBOLS 100 Control unit 101 Operation state determination part 110 Combustion control part 111 Relay control part (an example of a control means)
112 Battery Control Unit 113 Inverter Control Unit 120 Cranking Control Unit 121 Power Supply Control Unit 122 Regeneration Control Unit Im Supply Current Imr Reference Current Ir Rated Current Ire Regenerative Current SW1 Generator Output Current Sensor SW2 Generator Rotation Speed Sensor SW3 Bus Line Voltage Sensor SW4 Battery Current sensor SW5 Battery voltage sensor SW6 Vehicle speed sensor SW7 Accelerator opening sensor SW8 Brake sensor SW9 First inverter temperature sensor SW10 Second inverter temperature sensor SW11 Motor rotation speed sensor SW12 Motor current sensor Ti1 Detection temperature Tst Reference temperature

Claims (16)

A generator driven by an engine to generate alternating current;
A motor for driving the vehicle;
A rectifier for rectifying the alternating current generated by the generator;
An inverter connected to a power supply path between the rectifier and the motor, and converting a direct current of the power supply path into an alternating current;
A power supply connected between the rectifier and the inverter;
A first power supply path for supplying current to the motor for driving the vehicle via the inverter;
A second power supply path that bypasses at least the inverter and supplies current to the motor for driving the vehicle;
A hybrid vehicle control device for controlling a hybrid vehicle comprising: an AC converter provided in the second power supply path;
Current calculating means for calculating a current required to drive the motor;
Based on the current calculated by the current calculation means, when the calculated current is smaller than a predetermined reference current, at least one of the first and second power feeding paths is operated, and the calculated current is A control apparatus for a hybrid vehicle, comprising: a power supply control means for operating both when the reference current is large. A generator driven by an engine to generate alternating current;
A motor that drives the vehicle and also functions as a generator for regeneration when the vehicle decelerates;
A rectifier for rectifying the alternating current generated by the generator;
An inverter connected to a power supply path between the rectifier and the motor, and converting a direct current of the power supply path into an alternating current;
A power supply connected between the rectifier and the inverter;
A first power supply path for supplying current to the motor via the inverter;
A second power supply path capable of conducting the power supply device and the motor at least by bypassing the inverter;
A hybrid vehicle control device for controlling a hybrid vehicle comprising: an AC converter provided in the second power supply path;
Current calculating means for calculating a current generated by the motor;
Based on the current calculated by the current calculation means, when the calculated current is smaller than a predetermined reference current, the calculated current is calculated using at least one of the first and second power supply paths. A control device for a hybrid vehicle, comprising: a power supply control means for supplying power from the motor to the power supply device using both when the reference current is larger than the reference current. In the hybrid vehicle control device according to claim 1 or 2,
The generator and the motor are multi-phase AC rotating machines,
The rectifier is a diode rectifier;
The AC converter is a semiconductor switch provided for each phase of the generator and the motor. A generator driven by an engine to generate alternating current;
A motor for driving the vehicle;
A rectifier for rectifying the alternating current generated by the generator;
A first inverter connected to a power supply path between the rectifier and the motor and converting a direct current in the power supply path into an alternating current;
A second inverter connected to the power supply path in parallel with the first inverter;
A hybrid vehicle control device comprising: a battery connected to the power supply path;
Current calculating means for calculating a current required to drive the motor;
Based on the current calculated by the current calculation means, when the calculated current is smaller than a predetermined reference current, either the first or second inverter is operated, and the calculated current is the reference current. And a control device for a hybrid vehicle, comprising: an inverter control unit that operates both when there are more. A generator driven by an engine to generate alternating current;
A motor that drives the vehicle and also functions as a generator for regeneration when the vehicle decelerates;
A rectifier for rectifying the alternating current generated by the generator;
A first inverter connected to a power supply path between the rectifier and the motor and converting a direct current in the power supply path into an alternating current;
A second inverter connected to the power supply path in parallel with the first inverter;
A hybrid vehicle control device comprising: a battery connected to the power supply path;
Current calculating means for calculating a current generated by the motor;
Based on the current calculated by the current calculation means, when the calculated current is smaller than a predetermined reference current, either the first or second inverter is operated, and the calculated current is the reference current. And a control device for a hybrid vehicle, comprising: an inverter control unit that operates both when there are more. In the hybrid vehicle control device according to claim 4 or 5,
The first and second inverters are set to the same rated current, and when the current calculated by the current calculation means is less than or equal to the rated current, the inverter control unit only has one of the inverters. A control device for a hybrid vehicle, characterized by being operated. In the hybrid vehicle control device according to any one of claims 4 to 6,
The inverter control unit operates preferentially when one of the first and second inverters is preferentially operated, and when it is determined that the operation state is such that only one of the inverters is operated. When the temperature of the inverter to be operated exceeds the reference temperature, another inverter is operated. A control device for a hybrid vehicle, characterized in that: The hybrid vehicle control device according to any one of claims 4 to 7,
The generator functions as a starter that drives the engine when the vehicle is started.
Switching means that can be selectively switched between a motor power supply mode for connecting the second inverter to the motor and a starter power supply mode for connecting the battery to the generator via the second inverter; A control device for a hybrid vehicle, comprising: control means for switching the switching means so as to be in a starter power supply mode when the engine is started. A generator driven by an engine to generate alternating current;
A motor for driving the vehicle;
A rectifier for rectifying the alternating current generated by the generator;
An inverter connected to a power supply path between the rectifier and the motor, and converting a direct current of the power supply path into an alternating current;
A power supply connected between the rectifier and the inverter;
A first power supply path for supplying current to the motor for driving the vehicle via the inverter;
A second power supply path that bypasses at least the inverter and supplies current to the motor for driving the vehicle;
A hybrid vehicle control method for controlling a hybrid vehicle comprising: an AC converter provided in the second power supply path;
A current calculation step for calculating a current required to drive the motor;
When the calculated current is smaller than the predetermined reference current, at least one of the first and second power supply paths is operated, and when the calculated current is larger than the reference current, both are operated. A control method for a hybrid vehicle, comprising: a power supply control step. A generator driven by an engine to generate alternating current;
A motor that drives the vehicle and also functions as a generator for regeneration when the vehicle decelerates;
A rectifier for rectifying the alternating current generated by the generator;
An inverter connected to a power supply path between the rectifier and the motor, and converting a direct current of the power supply path into an alternating current;
A power supply connected between the rectifier and the inverter;
A first power supply path for supplying current to the motor via the inverter;
A second power supply path capable of conducting the power supply device and the motor at least by bypassing the inverter;
A hybrid vehicle control method for controlling a hybrid vehicle comprising: an AC converter provided in the second power supply path;
A current calculation step of calculating a current generated by the motor;
When the calculated current is small compared to the predetermined reference current, use at least one of the first and second power supply paths, and when the calculated current is large compared to the reference current, use both And a power supply control step of supplying electric power from the motor to the power supply device. In the hybrid vehicle control method according to claim 9 or 10,
The generator and the motor are multi-phase AC rotating machines,
The rectifier is a diode rectifier;
The method of controlling a hybrid vehicle, wherein the AC converter is a semiconductor switch provided for each phase of the generator and the motor. A generator driven by an engine to generate alternating current;
A motor for driving the vehicle;
A rectifier for rectifying the alternating current generated by the generator;
A first inverter connected to a power supply path between the rectifier and the motor and converting a direct current in the power supply path into an alternating current;
A second inverter connected to the power supply path in parallel with the first inverter;
A control method of a hybrid vehicle comprising a battery connected to the power supply path,
A current calculation step for calculating a current required to drive the motor;
An inverter that operates one of the first and second inverters when the calculated current is smaller than a predetermined reference current, and operates both when the calculated current is larger than the reference current A control method for a hybrid vehicle, comprising: a control step. A generator driven by an engine to generate alternating current;
A motor that drives the vehicle and also functions as a generator for regeneration when the vehicle decelerates;
A rectifier for rectifying the alternating current generated by the generator;
A first inverter connected to a power supply path between the rectifier and the motor and converting a direct current in the power supply path into an alternating current;
A second inverter connected to the power supply path in parallel with the first inverter;
A control method of a hybrid vehicle comprising a battery connected to the power supply path,
A current calculation step of calculating a current generated by the motor;
An inverter that operates one of the first and second inverters when the calculated current is smaller than a predetermined reference current, and operates both when the calculated current is larger than the reference current A control method for a hybrid vehicle, comprising: a control step. The method for controlling a hybrid vehicle according to claim 12 or 13,
The first and second inverters are set to the same rated current, and the inverter control step is performed when either of the currents calculated in the current calculation step is equal to or less than the rated current. A control method for a hybrid vehicle, characterized by being a procedure for operating only the vehicle. The method for controlling a hybrid vehicle according to any one of claims 12 to 14,
The inverter control step is a procedure for preferentially operating either one of the first and second inverters, and is preferentially operated when it is determined that the operation state is such that only one of the inverters is operated. When the temperature of the inverter to be driven exceeds the reference temperature, the procedure is to operate another inverter. The method for controlling a hybrid vehicle according to any one of claims 12 to 15,
The generator functions as a starter that drives the engine when the vehicle is started.
There is provided switching means capable of switching selectively between a motor power supply mode for connecting the second inverter to the motor and a starter power supply mode for connecting the battery to the generator via the second inverter. ,
A hybrid vehicle control method comprising a switching control step of switching the switching means so that a starter power supply mode is set when the engine is started.

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