JP2006288051A - Control device for hybrid vehicle - Google Patents

Control device for hybrid vehicle Download PDF

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Publication number
JP2006288051A
JP2006288051A JP2005103643A JP2005103643A JP2006288051A JP 2006288051 A JP2006288051 A JP 2006288051A JP 2005103643 A JP2005103643 A JP 2005103643A JP 2005103643 A JP2005103643 A JP 2005103643A JP 2006288051 A JP2006288051 A JP 2006288051A
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Japan
Prior art keywords
control
torque
trq
circuit
motor
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JP2005103643A
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Japanese (ja)
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JP4350676B2 (en
Inventor
Hirobumi Shin
博文 新
Tomoyuki Ito
智之 伊藤
Hiroyuki Isekawa
浩行 伊勢川
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Honda Motor Co Ltd
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Honda Motor Co Ltd
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Publication of JP4350676B2 publication Critical patent/JP4350676B2/en
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/10—Dynamic electric regenerative braking
    • B60L7/14—Dynamic electric regenerative braking for vehicles propelled by ac motors
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/02—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles characterised by the form of the current used in the control circuit
    • B60L15/025—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles characterised by the form of the current used in the control circuit using field orientation; Vector control; Direct Torque Control [DTC]
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/02—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles characterised by the form of the current used in the control circuit
    • B60L15/04—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles characterised by the form of the current used in the control circuit using dc
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2009—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for braking
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    • B60L50/15—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with additional electric power supply
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    • H—ELECTRICITY
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    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
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    • H02P3/00—Arrangements for stopping or slowing electric motors, generators, or dynamo-electric converters
    • H02P3/06—Arrangements for stopping or slowing electric motors, generators, or dynamo-electric converters for stopping or slowing an individual dynamo-electric motor or dynamo-electric converter
    • H02P3/18—Arrangements for stopping or slowing electric motors, generators, or dynamo-electric converters for stopping or slowing an individual dynamo-electric motor or dynamo-electric converter for stopping or slowing an ac motor
    • H02P3/22—Arrangements for stopping or slowing electric motors, generators, or dynamo-electric converters for stopping or slowing an individual dynamo-electric motor or dynamo-electric converter for stopping or slowing an ac motor by short-circuit or resistive braking
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
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    • H02P6/00—Arrangements for controlling synchronous motors or other dynamo-electric motors using electronic commutation dependent on the rotor position; Electronic commutators therefor
    • H02P6/14—Electronic commutators
    • H02P6/16—Circuit arrangements for detecting position
    • H02P6/18—Circuit arrangements for detecting position without separate position detecting elements
    • H02P6/182—Circuit arrangements for detecting position without separate position detecting elements using back-emf in windings
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    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P6/00—Arrangements for controlling synchronous motors or other dynamo-electric motors using electronic commutation dependent on the rotor position; Electronic commutators therefor
    • H02P6/20—Arrangements for starting
    • H02P6/21—Open loop start
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    • B60L2220/00—Electrical machine types; Structures or applications thereof
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    • B60L2220/10—Electrical machine types
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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Electrical Control Of Ignition Timing (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

<P>PROBLEM TO BE SOLVED: To provide a control device for a hybrid vehicle reducing electromagnetic noise and improving reliability in sensor-less control of a brushless motor. <P>SOLUTION: This control device for the hybrid vehicle, equipped with a motor 12 assisting running driving on power supply from a battery 14 or running driving of an engine 11, includes: a sensor-less controller for performing sensor-less control by detecting a rotor position on the basis of induced voltage of the motor 12; a controller for stopping rotation of the motor by performing two-phase short-circuit control or three-phase short-circuit control of the motor 12 under a vehicle control state where the rotational speed of the motor 12 is lower than a predetermined rotational speed; and a starter for starting the motor 12 by forced commutation for engine restart. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

この発明は、ハイブリッド車両の制御装置に関するものである。   The present invention relates to a control device for a hybrid vehicle.

従来、エンジンとブラシレスモータとを有したハイブリッド車両の制御装置が知られている。このようなハイブリッド車両の制御装置ではブラシレスモータのロータの磁極位置を検出し、この検出結果に基づいてインバータのスイッチングを行い前記ブラシレスモータの駆動回生制御を行っているため、ロータの磁極位置を検出するセンサを必要とする分、部品点数が増加するという問題があった。近年、部品点数を削減するべく、磁極位置センサを必要としないセンサレス制御を行ってロータの磁極判別を行うハイブリッド車両の制御装置が提案されている（例えば、特許文献１参照）。
特開２００２−３２０３９８号公報 Conventionally, a control apparatus for a hybrid vehicle having an engine and a brushless motor is known. In such a hybrid vehicle control device, the magnetic pole position of the rotor of the brushless motor is detected, the inverter is switched based on the detection result, and the drive regeneration control of the brushless motor is performed, so the magnetic pole position of the rotor is detected. There is a problem that the number of parts increases by the amount of sensor required. In recent years, in order to reduce the number of parts, there has been proposed a hybrid vehicle control apparatus that performs sensorless control that does not require a magnetic pole position sensor to determine the magnetic pole of the rotor (see, for example, Patent Document 1).
JP 2002-320398 A

しかしながら、上述のハイブリッド車両の制御装置では、エンジンの低回転領域でセンサレス制御により高精度に磁極位置を検出しようとした場合、ブラシレスモータの駆動電流に高調波を重畳させ、この時のブラシレスモータのインダクタンス変化に基づいて磁極位置を判別する必要がある。そのため、エンジン始動時などの磁極位置判別時に高調波重畳による電磁騒音とインバータのスイッチングによる電磁騒音とが発生するという課題がある。
また、従来、エンジン停止時の騒音を低減させるためにエンジンとエンジンマウントとの共振点を短時間で抜ける制御を行うものが知られているが、前述したセンサレス制御によって磁極位置を検出しながらエンジンの高トルク制動を行うと、回転数変化が大きくなるため、磁極位置の検出精度が低下する虞があるという課題がある。 However, in the above-described hybrid vehicle control device, when the magnetic pole position is to be detected with high accuracy by sensorless control in the low rotation region of the engine, harmonics are superimposed on the driving current of the brushless motor. It is necessary to determine the magnetic pole position based on the inductance change. Therefore, there is a problem that electromagnetic noise due to harmonic superposition and electromagnetic noise due to switching of the inverter are generated when determining the magnetic pole position at the time of starting the engine.
Conventionally, in order to reduce the noise when the engine is stopped, it is known to perform control to exit the resonance point between the engine and the engine mount in a short time, but the engine is detected while detecting the magnetic pole position by the sensorless control described above. When the high torque braking is performed, since the change in the rotational speed becomes large, there is a problem that the detection accuracy of the magnetic pole position may decrease.

そこで、この発明は、ブラシレスモータのセンサレス制御において、電磁騒音を低減すると共に信頼性を向上することができるハイブリッド車両の制御装置を提供するものである。   Therefore, the present invention provides a control device for a hybrid vehicle that can reduce electromagnetic noise and improve reliability in sensorless control of a brushless motor.

上記の課題を解決するために、請求項１に記載した発明は、蓄電器（例えば、実施の形態におけるバッテリ１４）から電源供給を受け走行駆動又は内燃機関（例えば、実施の形態におけるエンジン１１）の走行駆動を補助する発電電動機（例えば、実施の形態におけるモータ１２）を備えたハイブリッド車両の制御装置において、前記発電電動機の誘起電圧に基づきロータ位置を検出してセンサレス制御を行うセンサレス制御手段（例えば、実施の形態におけるステップＳ８）と、前記発電電動機の回転数が所定回転数より低い車両制動時に前記発電電動機の２相短絡制御又は３相短絡制御を実施して前記発電電動機の回転を停止させる制動手段（例えば、実施の形態におけるステップＳ５）と、前記内燃機関の再始動時に前記発電電動機を強制転流により起動させる始動手段（例えば、実施の形態におけるステップＳ５５）とを備えたことを特徴とする。
このように構成することで、２相短絡制御又は３相短絡制御によって内燃機関のアイドル回転数以下で大きな制動トルクを発生させて早期に内燃機関の回転を停止させることができ、さらに、内燃機関の回転停止直前には前記制動トルクが０となって内燃機関の逆転の懸念が生じることなしにスムーズなエンジン停止が可能となりメカストレスを低減することができる。
さらに、始動手段によって制動時に高調波重畳による磁極判別を行わずに発電電動機を始動し内燃機関の再始動を行うことができる。 In order to solve the above-mentioned problem, the invention described in claim 1 is directed to a traveling drive or internal combustion engine (for example, the engine 11 in the embodiment) which receives power supply from a battery (for example, the battery 14 in the embodiment). In a control apparatus for a hybrid vehicle including a generator motor (for example, the motor 12 in the embodiment) that assists driving, sensorless control means (for example, sensorless control is performed by detecting a rotor position based on an induced voltage of the generator motor. In step S8), the two-phase short-circuit control or the three-phase short-circuit control of the generator motor is performed at the time of vehicle braking when the rotation speed of the generator motor is lower than a predetermined rotation speed, and the rotation of the generator motor is stopped. Braking means (for example, step S5 in the embodiment) and the generator motor when the internal combustion engine is restarted Starting means for starting the Seiten stream (e.g., step S55 in the embodiment) is characterized in that a.
With this configuration, it is possible to generate a large braking torque below the idle speed of the internal combustion engine by two-phase short-circuit control or three-phase short-circuit control, and to stop the rotation of the internal combustion engine at an early stage. Immediately before the rotation is stopped, the braking torque becomes 0, and the engine can be stopped smoothly without causing a fear of reverse rotation of the internal combustion engine, and mechanical stress can be reduced.
Furthermore, the generator motor can be started and the internal combustion engine can be restarted without performing magnetic pole discrimination by superimposing harmonics during braking by the starting means.

請求項２に記載した発明は、前記センサレス制御手段によるセンサレス制御から前記制動手段による２相短絡制御又は３相短絡制御へ移行する前に、センサレス制御時の停止制御用トルクと２相短絡制御又は３相短絡制御時の短絡制動トルクとの差分を所定値以下にすることを特徴とする。
このように構成することで、前記センサレス制御手段によるセンサレス制御と制動手段による２相短絡制御又は３相短絡制御との切替え時、停止制御用トルクと短絡制動トルクとの各トルク値を揃えることができる。 According to the second aspect of the present invention, before the transition from the sensorless control by the sensorless control means to the two-phase short circuit control or the three-phase short circuit control by the braking means, the stop control torque and the two-phase short circuit control at the time of the sensorless control or The difference from the short-circuit braking torque during the three-phase short-circuit control is set to a predetermined value or less.
With this configuration, when switching between the sensorless control by the sensorless control means and the two-phase short-circuit control or the three-phase short-circuit control by the braking means, the torque values of the stop control torque and the short-circuit braking torque can be made uniform. it can.

請求項３に記載した発明は、車両停車直後に前記内燃機関をアイドル状態とし、ブレーキ踏込み量が所定の踏込み量以上での停車時間が所定時間を超えるとアイドル停止制御を実行すると共に、前記内燃機関の回転数が所定回転数以下になると前記２相短絡制御又は３相短絡制御を実行し前記発電電動機の回転を停止する停止手段を備えることを特徴とする。
このように構成することで、車両が停車してから内燃機関の回転数が所定の回転数以下になるまで２相短絡制御又は３相短絡制御を行わないため、前記ブレーキが開放された場合には、即座に発電電動機を用いて内燃機関の駆動を再開することができ、内燃機関の回転数が所定回転数以下になって初めて発電電動機の回転を停止することができる。 According to a third aspect of the present invention, the internal combustion engine is set in an idle state immediately after the vehicle stops, and when the stop time when the brake depression amount is equal to or greater than a predetermined depression amount exceeds a predetermined time, idle stop control is executed, and The engine is characterized by comprising stop means for executing the two-phase short-circuit control or the three-phase short-circuit control and stopping the rotation of the generator motor when the engine speed becomes equal to or lower than a predetermined speed.
With this configuration, the two-phase short-circuit control or the three-phase short-circuit control is not performed until the rotational speed of the internal combustion engine becomes equal to or lower than the predetermined rotational speed after the vehicle stops, so when the brake is released. Can immediately restart the driving of the internal combustion engine using the generator motor, and the rotation of the generator motor can be stopped only when the rotational speed of the internal combustion engine becomes equal to or lower than the predetermined rotational speed.

請求項４に記載した発明は、前記始動手段は前記内燃機関の回転停止後、ブレーキ踏込み量が所定の踏込み量以下になると前記発電電動機を強制転流により起動させ、前記内燃機関の点火制御を実行することを特徴とする。
このように構成することで、ブレーキ踏込み量が所定の踏込み量以下になった場合に、乗員に発車意思があると判断して、磁極位置の判別を必要としない強制転流により発電電動機をスムーズに始動させ、この発電電動機の駆動によって内燃機関を始動させることができる。 According to a fourth aspect of the present invention, the starter controls the ignition of the internal combustion engine by starting the generator motor by forced commutation when the brake depression amount is equal to or less than a predetermined depression amount after the rotation of the internal combustion engine is stopped. It is characterized by performing.
With this configuration, when the brake depression amount is less than or equal to the predetermined depression amount, it is determined that the occupant intends to start the vehicle, and the generator motor is smoothly moved by forced commutation that does not require determination of the magnetic pole position. The internal combustion engine can be started by driving the generator motor.

請求項１に記載した発明によれば、２相短絡制御又は３相短絡制御によって内燃機関のアイドル回転数以下で大きな制動トルクを発生させて早期に内燃機関の回転を停止させることができ、さらに、内燃機関の回転停止直前には前記制動トルクが０となって内燃機関の逆転の懸念が生じることなしにスムーズな内燃機関の回転停止が可能となりメカストレスを低減することができるため、商品性の向上と信頼性の向上とを図ることができる効果がある。   According to the first aspect of the present invention, the two-phase short-circuit control or the three-phase short-circuit control can generate a large braking torque below the idling speed of the internal combustion engine to stop the rotation of the internal combustion engine at an early stage. Since the braking torque becomes 0 immediately before the rotation of the internal combustion engine is stopped, the internal combustion engine can be smoothly stopped without causing a concern about the reverse rotation of the internal combustion engine, and mechanical stress can be reduced. There is an effect that improvement of reliability and improvement of reliability can be achieved.

さらに、始動手段によって制動時に高調波重畳による磁極判別を行わずに発電電動機を始動し内燃機関の再始動を行うことができるため、高調波重畳による電磁騒音を抑制して車室内の静粛性を向上すことできる効果がある。   Furthermore, since the generator motor can be started and the internal combustion engine can be restarted without performing magnetic pole discrimination due to harmonic superposition during braking by the starting means, electromagnetic noise due to harmonic superposition can be suppressed and quietness in the vehicle interior can be reduced. There is an effect that can be improved.

請求項２に記載した発明によれば、請求項１の効果に加え、前記センサレス制御手段によって行われるセンサレス制御と制動手段によって行われる２相短絡制御又は３相短絡制御との切替え時の停止制御用トルクと短絡制動トルクとの各トルク値を揃えることができるため、切替え時のトルク段差を低減してスムーズに内燃機関を停止させることができ、したがって、更なる商品性の向上を図ることができる効果がある。   According to the second aspect of the present invention, in addition to the effect of the first aspect, stop control at the time of switching between the sensorless control performed by the sensorless control unit and the two-phase short-circuit control or the three-phase short-circuit control performed by the braking unit. Since the torque values of the engine torque and the short-circuit braking torque can be made uniform, the torque level difference at the time of switching can be reduced and the internal combustion engine can be stopped smoothly, thus further improving the merchantability. There is an effect that can be done.

請求項３に記載した発明によれば、請求項１の効果に加え、車両が停車してから内燃機関の回転数が所定の回転数以下になるまで２相短絡制御又は３相短絡制御を行わないため、前記ブレーキが開放された場合には、即座に発電電動機を用いて内燃機関の駆動を再開することができ、さらに、内燃機関の回転数が所定回転数以下になって初めて発電電動機の回転を停止することができるため、乗員の発車意思に対する内燃機関の始動応答性を向上することができる効果がある。   According to the third aspect of the invention, in addition to the effect of the first aspect, the two-phase short-circuit control or the three-phase short-circuit control is performed until the rotational speed of the internal combustion engine becomes a predetermined rotational speed or less after the vehicle stops. Therefore, when the brake is released, the driving of the internal combustion engine can be resumed immediately using the generator motor, and the generator motor is not turned on until the rotational speed of the internal combustion engine falls below a predetermined rotational speed. Since the rotation can be stopped, there is an effect that it is possible to improve the start response of the internal combustion engine with respect to the occupant's intention to start.

請求項４に記載した発明によれば、上述の効果に加え、ブレーキ踏込み量が所定の踏込み量以下になった場合に、乗員に発車意思があると判断して、磁極位置の判別を必要としない強制転流により発電電動機をスムーズに始動させ、この発電電動機の駆動によって内燃機関を始動させることができるため、発電電動機の始動時の電磁騒音を低減して商品性を向上することができる効果がある。   According to the invention described in claim 4, in addition to the above-described effect, it is necessary to determine the magnetic pole position by determining that the occupant has an intention to start when the brake depression amount is equal to or less than the predetermined depression amount. Since the generator motor can be smoothly started by the forced commutation, and the internal combustion engine can be started by driving the generator motor, the electromagnetic noise at the start of the generator motor can be reduced and the merchantability can be improved. There is.

次に、この発明の第１の実施の形態を図面に基づいて説明する。この実施の形態による３相ブラシレスＤＣモータの制御装置１０（以下、単に、モータ制御装置１０と呼ぶ）は、例えばハイブリッド車両にエンジン１１と共に駆動源として搭載される発電電動機であるブラシレスＤＣモータ１２（以下、単に、モータ１２と呼ぶ）を駆動制御するものであって、このモータ１２は、界磁に利用する永久磁石を有するロータ（図示略）と、このロータを回転させる回転磁界を発生するステータ（図示略）とを備えて構成されている。また、モータ１２はその駆動軸がエンジン（内燃機関）１１のクランク軸と直結されており、発進クラッチ７とトランスミッションＴ（例えば、ＣＶＴ：Continuously Variable Transmission）とを介して駆動輪Ｗに接続されている。前記モータ制御装置１０は、例えば図１に示すように、パワードライブユニット（ＰＤＵ）１３と、ゲート信号生成部９と、バッテリ（蓄電器）１４と、制御部１５と、角度誤差算出部１６と、オブザーバ１７とを備えて構成されている。尚、前記エンジン１１のクランク軸とモータ１２の駆動軸とは直結されているためエンジン１１とモータ１２の各回転数は同一回転数となる。   Next, a first embodiment of the present invention will be described with reference to the drawings. A control device 10 (hereinafter simply referred to as a motor control device 10) for a three-phase brushless DC motor according to this embodiment includes, for example, a brushless DC motor 12 (which is a generator motor mounted as a drive source together with an engine 11 in a hybrid vehicle). Hereinafter, the motor 12 is simply driven and controlled. The motor 12 includes a rotor (not shown) having a permanent magnet used for a field and a stator that generates a rotating magnetic field that rotates the rotor. (Not shown). The motor 12 has a drive shaft directly connected to a crankshaft of the engine (internal combustion engine) 11 and is connected to the drive wheels W via a start clutch 7 and a transmission T (for example, CVT: Continuously Variable Transmission). Yes. For example, as shown in FIG. 1, the motor control device 10 includes a power drive unit (PDU) 13, a gate signal generation unit 9, a battery (capacitor) 14, a control unit 15, an angle error calculation unit 16, and an observer. 17. Since the crankshaft of the engine 11 and the drive shaft of the motor 12 are directly connected, the rotational speeds of the engine 11 and the motor 12 are the same.

このモータ制御装置１０において、複数相（例えば、Ｕ相、Ｖ相、Ｗ相の３相）のモータ１２の駆動および回生作動は制御部１５から出力される制御指令を受けてパワードライブユニット（ＰＤＵ）１３により行われる。
ＰＤＵ１３は、例えばトランジスタのスイッチング素子を複数用いてブリッジ接続してなるブリッジ回路を具備するパルス幅変調（ＰＷＭ）によるＰＷＭインバータを備え、モータ１２と電気エネルギーの授受を行う高圧系のバッテリ１４が接続されている。
ＰＤＵ１３は、例えばモータ１２の駆動時に、ゲート信号生成部９から出力される指令値（Ｕ相交流電圧指令値Ｖｕ，Ｖ相交流電圧指令値Ｖｖ，Ｗ相交流電圧指令値Ｖｗ）に基づき、バッテリ１４から供給される直流電力を３相交流電力に変換し、３相のモータ１２のステータ巻線への通電を順次転流させることで各電圧指令値Ｖｕ，Ｖｖ，Ｖｗに応じたＵ相電流Ｉｕ及びＶ相電流Ｉｖ及びＷ相電流Ｉｗをモータ１２の各相へと出力する。 In this motor control device 10, the drive and regenerative operation of a motor 12 having a plurality of phases (for example, U-phase, V-phase, and W-phase) is received by a control command output from the control unit 15 and is a power drive unit (PDU). 13 is performed.
The PDU 13 includes, for example, a PWM inverter by pulse width modulation (PWM) having a bridge circuit formed by bridge connection using a plurality of switching elements of transistors, and is connected to a high-voltage battery 14 that exchanges electric energy with the motor 12. Has been.
The PDU 13 is a battery based on command values (U-phase AC voltage command value Vu, V-phase AC voltage command value Vv, W-phase AC voltage command value Vw) output from the gate signal generator 9 when the motor 12 is driven, for example. The U-phase current corresponding to each voltage command value Vu, Vv, and Vw is obtained by converting the DC power supplied from 14 into 3-phase AC power and sequentially commutating the energization of the stator windings of the 3-phase motor 12. Iu, V phase current Iv and W phase current Iw are output to each phase of motor 12.

ゲート信号生成部は９、制御部１５と後述するエンジン制御部（ＦＩ）８に接続されており、通常は制御部１５から出力される指令値をそのままＰＤＵ１３に出力して、エンジン制御部８からの制御指令である短絡指令と転流指令とが出力された場合に、制御部１５からのゲート信号を遮断してＰＤＵ１３に対して予め設定された３相短絡制御用又は強制転流用の指令値を出力するようになっている。ここで、前者の３相短絡制動用の指令値は、ＰＤＵ１３のＰＷＭインバータのハイサイドアーム又はローサイドアームの全てのインバータをＯＮ状態にするものである。一方、後者の強制転流用の指令値は、ＰＤＵ１３の３相の内の所定の２相にパターン通電を行いモータ１２のロータを強制的に回転させ磁極位置を特定の位置に配置させるためのものである。   The gate signal generation unit 9 is connected to the control unit 15 and an engine control unit (FI) 8 to be described later. Usually, a command value output from the control unit 15 is output to the PDU 13 as it is, and the engine control unit 8 When a short-circuit command and a commutation command are output as control commands, a command value for three-phase short-circuit control or forced commutation preset for the PDU 13 by cutting off the gate signal from the control unit 15 is output. Is output. Here, the former command value for three-phase short circuit braking is to turn on all the inverters of the high side arm or the low side arm of the PWM inverter of the PDU 13. On the other hand, the latter command value for forced commutation is for energizing a predetermined two phases of the three phases of the PDU 13 to forcibly rotate the rotor of the motor 12 to place the magnetic pole position at a specific position. It is.

制御部１５は、回転直交座標をなすｄｑ座標上で電流のフィードバック制御を行うものであり、Ｉｄ指令及びＩｑ指令に基づいて各電圧指令値Ｖｕ，Ｖｖ，Ｖｗを算出し、ＰＤＵ１３へパルス幅変調信号を入力すると共に、実際にＰＤＵ１３からモータ１２に供給される各相電流Ｉｕ，Ｉｖ，Ｉｗをｄｑ座標上に変換して得たｄ軸電流Ｉｄ及びｑ軸電流Ｉｑと、Ｉｄ指令及びＩｑ指令との各偏差がゼロとなるように制御を行う。
この制御部１５は、例えば、電流指令入力部２１と、減算器２２，２３と、電流フィードバック制御部２４と、ｄｑ−３相変換部２５と、３相−ｄｑ変換部２６とを備えて構成されている。 The control unit 15 performs current feedback control on the dq coordinate forming the rotation orthogonal coordinate, calculates each voltage command value Vu, Vv, Vw based on the Id command and the Iq command, and applies pulse width modulation to the PDU 13. While inputting a signal, the d-axis current Id and the q-axis current Iq obtained by converting the phase currents Iu, Iv, and Iw actually supplied from the PDU 13 to the motor 12 on the dq coordinate, the Id command and the Iq command Control is performed so that each deviation becomes zero.
The control unit 15 includes, for example, a current command input unit 21, subtractors 22 and 23, a current feedback control unit 24, a dq-3 phase conversion unit 25, and a three phase-dq conversion unit 26. Has been.

エンジン制御部８は、アクセル開度（ＡＣＣ）センサ、ブレーキ（ＢＲＫ）センサ、エンジン回転数（Ｎｅ）センサが接続され、例えば、アクセルペダルの踏み込み操作に関するアクセル操作量、エンジン回転数、ブレーキの踏込み量に基づいて必要とされるトルク値を演算し、この演算したトルク値のうちモータ１２に発生させる分をトルク指令として電流指令入力部２１に出力している。さらに、エンジン制御部８は、ゲート信号生成部９に接続され、アクセル開度センサ、ブレーキセンサ、エンジン回転数センサの検出結果に基づいて、制御指令としての短絡指令と転流指令とを出力している。尚、図示都合上、エンジン制御部８とエンジン１１、各種制御部との接続を省略する。   The engine control unit 8 is connected to an accelerator opening (ACC) sensor, a brake (BRK) sensor, and an engine speed (Ne) sensor. For example, an accelerator operation amount related to an accelerator pedal depression operation, an engine speed, and a brake depression A required torque value is calculated based on the amount, and a portion of the calculated torque value to be generated by the motor 12 is output to the current command input unit 21 as a torque command. Further, the engine control unit 8 is connected to the gate signal generation unit 9 and outputs a short-circuit command and a commutation command as control commands based on detection results of the accelerator opening sensor, the brake sensor, and the engine speed sensor. ing. For convenience of illustration, connection between the engine control unit 8 and the engine 11 and various control units is omitted.

電流指令入力部２１は、エンジン制御部８からのトルク指令に基づき、ＰＤＵ１３からモータ１２に供給する各相電流Ｉｕ，Ｉｖ，Ｉｗを指定するための電流指令を演算しており、この電流指令は、回転する直交座標上でのＩｄ指令及びＩｑ指令として減算器２２，２３へ出力されている。
この回転直交座標をなすｄｑ座標は、例えばロータの永久磁石による界磁極の磁束方向をｄ軸（界磁軸）とし、このｄ軸と直交する方向をｑ軸（トルク軸）としており、モータ１２のロータ（図示略）と共に同期して電気角速度ω（以下、単に、回転角速度ωと呼ぶ）で回転している。これにより、ＰＤＵ１３からモータ１２の各相に供給される交流信号に対する電流指令として、直流的な信号であるＩｄ指令及びＩｑ指令を与えるようになっている。 The current command input unit 21 calculates a current command for designating each phase current Iu, Iv, Iw to be supplied from the PDU 13 to the motor 12 based on the torque command from the engine control unit 8. The Id command and the Iq command on the rotating orthogonal coordinates are output to the subtracters 22 and 23.
The dq coordinates forming the rotation orthogonal coordinates are, for example, a field magnetic flux direction of a permanent magnet of the rotor as a d axis (field axis), and a direction orthogonal to the d axis as a q axis (torque axis). , And an electric angular velocity ω (hereinafter simply referred to as a rotational angular velocity ω). As a result, an Id command and an Iq command, which are DC signals, are given as current commands for an AC signal supplied from the PDU 13 to each phase of the motor 12.

減算器２２はＩｄ指令とｄ軸電流Ｉｄとの偏差ΔＩｄを算出し、減算器２３はＩｑ指令とｑ軸電流Ｉｑとの偏差ΔＩｑを算出する。各減算器２２，２３から出力された偏差ΔＩｄ及び偏差ΔＩｑは、電流フィードバック制御部２４に入力されている。
電流フィードバック制御部２４は、例えばＰＩ（比例積分）動作により、偏差ΔＩｄを制御増幅してｄ軸電圧指令値Ｖｄを算出し、偏差ΔＩｑを制御増幅してｑ軸電圧指令値Ｖｑを算出する。電流フィードバック制御部２４から出力されるｄ軸電圧指令値Ｖｄ及びｑ軸電圧指令値Ｖｑはｄｑ−３相変換部２５に入力されている。 The subtractor 22 calculates a deviation ΔId between the Id command and the d-axis current Id, and the subtractor 23 calculates a deviation ΔIq between the Iq command and the q-axis current Iq. The deviations ΔId and ΔIq output from the subtracters 22 and 23 are input to the current feedback control unit 24.
The current feedback control unit 24 controls and amplifies the deviation ΔId to calculate the d-axis voltage command value Vd, for example, by PI (proportional integration) operation, and controls and amplifies the deviation ΔIq to calculate the q-axis voltage command value Vq. The d-axis voltage command value Vd and the q-axis voltage command value Vq output from the current feedback control unit 24 are input to the dq-3 phase conversion unit 25.

ｄｑ−３相変換部２５は、後述するオブザーバ１７から入力されるロータの回転角度に対する推定回転角度θ＾を用いて、ｄｑ座標上でのｄ軸電圧指令値Ｖｄ及びｑ軸電圧指令値Ｖｑを、静止座標である３相交流座標上でのＵ相交流電圧指令値Ｖｕ及びＶ相交流電圧指令値Ｖｖ及びＷ相交流電圧指令値Ｖｗに変換する。
ｄｑ−３相変換部２５から出力される各電圧指令値Ｖｕ，Ｖｖ，Ｖｗは、ＰＤＵ１３のスイッチング素子をオン／オフさせるためのスイッチング指令（例えば、パルス幅変調信号）として前述したゲート信号生成部９を介してＰＤＵ１３に入力されている。 The dq-3 phase conversion unit 25 uses the estimated rotation angle θ ^ with respect to the rotor rotation angle input from the observer 17 described later, to calculate the d-axis voltage command value Vd and the q-axis voltage command value Vq on the dq coordinate. The U-phase AC voltage command value Vu, the V-phase AC voltage command value Vv, and the W-phase AC voltage command value Vw on the three-phase AC coordinates that are stationary coordinates are converted.
The voltage command values Vu, Vv, Vw output from the dq-3 phase converter 25 are the gate signal generator described above as a switching command (for example, a pulse width modulation signal) for turning on / off the switching element of the PDU 13. 9 is input to the PDU 13.

３相−ｄｑ変換部２６は、後述するオブザーバ１７から入力されるロータの回転角度に対する推定回転角度θ＾を用いて、静止座標上における電流である各相電流Ｉｕ，Ｉｖ，Ｉｗを、モータ１２の回転位相による回転座標すなわちｄｑ座標上でのｄ軸電流Ｉｄ及びｑ軸電流Ｉｑに変換する。このため、３相−ｄｑ変換部２６には、モータ１２の各相のステータ巻線に供給される各相電流Ｉｕ，Ｉｖ，Ｉｗを検出する少なくとも２つの相電流検出器２７，２７から出力される検出値（例えば、Ｕ相電流Ｉｕ，Ｗ相電流Ｉｗ）が入力されている。そして、３相−ｄｑ変換部２６から出力されるｄ軸電流Ｉｄ及びｑ軸電流Ｉｑは減算器２２，２３に出力されている。   The three-phase-dq converter 26 converts the phase currents Iu, Iv, Iw, which are currents on the stationary coordinates, to the motor 12 using the estimated rotational angle θ ^ with respect to the rotational angle of the rotor input from the observer 17 described later. Are converted into a d-axis current Id and a q-axis current Iq on a rotation coordinate, that is, a dq coordinate. For this reason, the three-phase-dq converter 26 outputs the phase currents Iu, Iv, Iw supplied to the stator windings of the respective phases of the motor 12 from at least two phase current detectors 27, 27. Detection values (for example, U-phase current Iu, W-phase current Iw) are input. The d-axis current Id and the q-axis current Iq output from the three-phase-dq conversion unit 26 are output to the subtracters 22 and 23.

角度誤差算出部１６は、ロータの回転角度に対する推定回転角度θ＾と実回転角度θとの角度差θｅ（＝θ−θ＾）が相対的に小さい値である場合に角度差θｅを正弦値ｓｉｎθｅで近似可能（θｅ≒ｓｉｎθｅ）であることを利用して、例えばｄｑ軸演算モデルによる回路方程式に含まれる角度差θｅの正弦値ｓｉｎθｅおよび余弦値ｃｏｓθｅに基づき角度差θｅを算出し、オブザーバ１７へ出力する。
この角度誤差算出部１６は、例えば、モデル演算部３１と、角速度状態量算出部３２と、正規化部３３とを備えて構成されている。 The angle error calculation unit 16 calculates the angle difference θe as a sine value when the angle difference θe (= θ−θ ^) between the estimated rotation angle θ ^ relative to the rotation angle of the rotor and the actual rotation angle θ is a relatively small value. By utilizing the fact that approximation by sin θe is possible (θe≈sin θe), for example, the angle difference θe is calculated based on the sine value sin θe and the cosine value cos θe of the angle difference θe included in the circuit equation by the dq axis calculation model, and the observer 17 Output to.
The angle error calculation unit 16 includes, for example, a model calculation unit 31, an angular velocity state quantity calculation unit 32, and a normalization unit 33.

モデル演算部３１は、電流フィードバック制御部２４から出力されるｄ軸電圧指令値Ｖｄ及びｑ軸電圧指令値Ｖｑと、３相−ｄｑ変換部２６から出力されるｄ軸電流Ｉｄ及びｑ軸電流Ｉｑとに基づき、例えば下記数式（１）に示すように記述されるｄｑ座標上での回路方程式により、角度差θｅの正弦値ｓｉｎθｅおよび余弦値ｃｏｓθｅからなる誘起電圧の正弦成分Ｖｓ及び余弦成分Ｖｃを算出する。なお、下記数式（１）において、ωはロータの回転角速度、Ｋｅは誘起電圧定数、ｒは相抵抗値、Ｌはインダクタンス成分値である。   The model calculation unit 31 includes a d-axis voltage command value Vd and a q-axis voltage command value Vq output from the current feedback control unit 24, and a d-axis current Id and a q-axis current Iq output from the three-phase-dq conversion unit 26. Based on the above, the sine component Vs and the cosine component Vc of the induced voltage composed of the sine value sin θe and the cosine value cos θe of the angle difference θe are expressed by the circuit equation on the dq coordinate described as shown in the following formula (1), for example. calculate. In Equation (1) below, ω is the rotational angular velocity of the rotor, Ke is the induced voltage constant, r is the phase resistance value, and L is the inductance component value.

Figure 2006288051
Figure 2006288051

角速度状態量算出部３２は、後述する正規化部３３での正規化処理にて用いる回転角速度ωに比例する状態量として、例えば下記数式（２）に示すように、回転角速度ωと誘起電圧定数Ｋｅとを乗算して得た値（ωＫｅ）を、モデル演算部３１にて算出される誘起電圧の正弦成分Ｖｓおよび余弦成分Ｖｃに基づき算出し、正規化部３３へ出力する。
図２に示すように、 The angular velocity state quantity calculation unit 32 uses a rotation angular velocity ω and an induced voltage constant as a state quantity proportional to the rotation angular velocity ω used in the normalization process in the normalization unit 33 described later, for example, as shown in the following formula (2). A value (ωKe) obtained by multiplying Ke is calculated based on the sine component Vs and cosine component Vc of the induced voltage calculated by the model calculation unit 31, and is output to the normalization unit 33.
As shown in FIG.

Figure 2006288051
Figure 2006288051

正規化部３３は、モデル演算部３１にて算出される誘起電圧の正弦成分Ｖｓを、角速度状態量算出部３２にて算出される回転角速度ωに比例する状態量（例えば、ωＫｅ）によって除算することで角度差θｅに近似される角度差近似値（−Ｖｓ／（Ｖｓ２＋Ｖｃ２）１／２≒θｅ）を算出し、オブザーバ１７へ入力する。
すなわち、角度差θｅに回転角速度ω及び誘起電圧定数Ｋｅを乗算して得た値として角度差推定値θｅｓを設定すると、この角度差推定値θｅｓは、上記数式（１）での誘起電圧の正弦成分Ｖｓにおいて、正弦値ｓｉｎθｅを角度差θｅで近似（θｅ≒ｓｉｎθｅ）し、さらに、相抵抗値ｒによる電圧降下を無視して、例えば下記数式（３）に示すように記述される。 The normalization unit 33 divides the sine component Vs of the induced voltage calculated by the model calculation unit 31 by a state quantity (for example, ω Ke) proportional to the rotational angular velocity ω calculated by the angular velocity state quantity calculation unit 32. Thus, an angle difference approximate value approximated to the angle difference θe (−Vs / (Vs2 + Vc2) 1 / 2≈θe) is calculated and input to the observer 17.
That is, when the angle difference estimated value θes is set as a value obtained by multiplying the angle difference θe by the rotational angular velocity ω and the induced voltage constant Ke, the angle difference estimated value θes is the sine of the induced voltage in the above equation (1). In the component Vs, the sinusoidal value sin θe is approximated by the angle difference θe (θe≈sin θe), and the voltage drop due to the phase resistance value r is ignored, for example, as shown in the following formula (3).

Figure 2006288051
Figure 2006288051

ここで、上記数式（３）において、例えばインダクタンス成分値Ｌに誤差ΔＬがあると、角度差推定値θｅｓは、例えば下記数式（４）に示すように記述され、たとえ角度差θｅが一定値であっても、回転角速度ωに比例して誤差が増大することになる。
すなわち、下記数式（４）において、誤差ΔＬを含む項（ωΔＬＩｑ）は、角度差θｅがゼロのときの角度差推定値θｅｓの誤差であって、回転角速度ωに比例して増大する。このため、モータ１２の相対的に高回転状態においては、モータ１２の相対的に低回転状態に比べて、角度差推定値θｅｓの誤差が増大する。 Here, in the above equation (3), for example, if there is an error ΔL in the inductance component value L, the angle difference estimated value θes is described as shown in the following equation (4), for example, and the angle difference θe is a constant value. Even so, the error increases in proportion to the rotational angular velocity ω.
That is, in the following mathematical formula (4), the term (ωΔLIq) including the error ΔL is an error of the angle difference estimated value θes when the angle difference θe is zero, and increases in proportion to the rotational angular velocity ω. For this reason, in the relatively high rotation state of the motor 12, the error of the estimated angle difference value θes increases compared to the relatively low rotation state of the motor 12.

Figure 2006288051
Figure 2006288051

ここで、上記数式（４）による角度差推定値θｅｓを、回転角速度ωに比例する値ωＫ（Ｋは任意の定数）で除算すると、下記数式（５）に示すように、角度差推定値θｅｓの誤差が回転角速度ωに依存しない値となる。   Here, when the estimated angle difference value θes according to the above equation (4) is divided by a value ωK (K is an arbitrary constant) proportional to the rotational angular velocity ω, as shown in the following equation (5), the estimated angle difference value θes. The error is a value that does not depend on the rotational angular velocity ω.

Figure 2006288051
Figure 2006288051

このため、オブザーバ１７は、上記数式（５）に示すように角度差推定値θｅｓに近似される誘起電圧の正弦成分Ｖｓを、上記数式（２）に示すように角速度状態量算出部３２にて算出される回転角速度ωに比例する状態量（例えば、ωＫｅ）によって除算して得た値（Ｖｓ／（Ｖｓ２＋Ｖｃ２）１／２）、つまり角度差θｅに近似される角度差近似値（−Ｖｓ／（Ｖｓ２＋Ｖｃ２）１／２≒θｅ）を追従演算処理に対する入力値とする。そして、オブザーバ１７は、例えば下記数式（６）に示すように、この入力値（つまり角度差θｅ）をゼロに収束させるようにして追従演算処理を行うことによって、推定回転角度θ＾を逐次更新しつつ算出し、推定回転角度θ＾の収束値を制御部１５のｄｑ−３相変換部２５および３相−ｄｑ変換部２６へ出力する。ここで、オブザーバ１７は、角度差補正部３４を有しており、この角度差補正部３４は角度差の余弦成分Ｖｃが負の値である時にこの角度差θｅを補正すると共に、角度差θｅの正弦成分Ｖｓ及び余弦成分Ｖｃの各絶対値の大小関係に応じて前記角度差θｅを補正する。   Therefore, the observer 17 uses the angular velocity state quantity calculation unit 32 to generate the sine component Vs of the induced voltage approximated to the estimated angle difference value θes as shown in the equation (5), as shown in the equation (2). A value (Vs / (Vs2 + Vc2) 1/2) obtained by dividing by a state quantity (for example, ωKe) proportional to the calculated rotational angular velocity ω, that is, an angle difference approximation value (−Vs / Let (Vs2 + Vc2) 1 / 2≈θe) be an input value for the follow-up calculation process. Then, the observer 17 sequentially updates the estimated rotation angle θ ^ by performing the follow-up calculation process so that the input value (that is, the angle difference θe) converges to zero, for example, as shown in the following formula (6). The convergence value of the estimated rotation angle θ ^ is output to the dq-3 phase conversion unit 25 and the 3 phase-dq conversion unit 26 of the control unit 15. Here, the observer 17 includes an angle difference correction unit 34. The angle difference correction unit 34 corrects the angle difference θe when the cosine component Vc of the angle difference is a negative value, and the angle difference θe. The angle difference θe is corrected in accordance with the magnitude relationship between the absolute values of the sine component Vs and the cosine component Vc.

下記数式（６）において、ｎは所定時間周期Δｔにて繰り返し実行される追従演算処理の実行回数を示す任意の自然数であり、Ｋ１は推定回転角度θ＾に係る制御ゲイン（フィードバックゲイン）であり、Ｋ２は回転角速度推定値ω＾に係る制御ゲイン（フィードバックゲイン）であり、Ｋ〜は正負の符号を含む適宜の比例係数である。
また、下記数式（６）において、ｏｆｆｓｅｔは、例えばモータ１２の相対的に低回転状態おいて、あるいは、例えば実回転角度θを算出する際等において適宜に設定されるロータの回転角度である。 In the following mathematical formula (6), n is an arbitrary natural number indicating the number of times of the follow-up calculation process repeatedly executed at a predetermined time period Δt, and K1 is a control gain (feedback gain) related to the estimated rotation angle θ ^. , K2 is a control gain (feedback gain) related to the estimated rotational angular velocity value ω ^, and K˜ is an appropriate proportional coefficient including a positive / negative sign.
Further, in the following mathematical formula (6), offset is a rotation angle of the rotor that is appropriately set, for example, when the motor 12 is in a relatively low rotation state or when, for example, the actual rotation angle θ is calculated.

Figure 2006288051
Figure 2006288051

第１の実施の形態によるモータ制御装置１０は上記構成を備えており、次に、このモータ制御装置１０の動作、特に、車両が停止する際のモータ制動制御処理について図２〜図４を参照しながら説明する。
まずステップＳ１ではアクセルがＯＦＦか否かを判定する。判定結果が「ＹＥＳ」（アクセルＯＦＦ）である場合はステップＳ２に進み、判定結果が「ＮＯ」（アクセルＯＮ）である場合は乗員の停止意思がないものとしてモータ制動制御処理を終了する。ステップＳ２では、ブレーキがＯＮ状態か否かを判定する。判定結果が「ＹＥＳ」（ブレーキＯＮ）である場合はステップＳ３に進み、判定結果が「ＮＯ」（ブレーキＯＦＦ）である場合はステップＳ８に進む。 The motor control device 10 according to the first embodiment has the above-described configuration. Next, refer to FIGS. 2 to 4 for the operation of the motor control device 10, particularly, the motor braking control process when the vehicle stops. While explaining.
First, in step S1, it is determined whether or not the accelerator is OFF. If the determination result is “YES” (accelerator OFF), the process proceeds to step S2, and if the determination result is “NO” (accelerator ON), the motor braking control process is terminated assuming that there is no intention of the passenger to stop. In step S2, it is determined whether or not the brake is on. If the determination result is “YES” (brake ON), the process proceeds to step S3, and if the determination result is “NO” (brake OFF), the process proceeds to step S8.

ステップＳ３では、エンジン回転数Ｎｅが所定の回転数Ｎ１（例えば、７５０ｒｐｍ程度）よりも小さいか否かを判定する。判定結果が「ＹＥＳ」（Ｎｅ＜Ｎ１）である場合はステップＳ４に進み、判定結果が「ＮＯ」（Ｎｅ≧Ｎ１）である場合はステップＳ８に進む。ステップＳ４ではエンジン回転数Ｎｅが所定の回転数Ｎ２（例えば、４００ｒｐｍ程度）よりも小さいか否かを判定する。判定結果が「ＹＥＳ」（Ｎｅ＜Ｎ２）である場合はステップＳ５に進み、判定結果が「ＮＯ」（Ｎｅ≧Ｎ２）である場合はステップＳ７に進む。ここで、前記回転数Ｎ１は回転数Ｎ２よりも大きい回転数が設定されている。   In step S3, it is determined whether or not the engine speed Ne is smaller than a predetermined speed N1 (for example, about 750 rpm). If the determination result is “YES” (Ne <N1), the process proceeds to step S4, and if the determination result is “NO” (Ne ≧ N1), the process proceeds to step S8. In step S4, it is determined whether or not the engine speed Ne is smaller than a predetermined speed N2 (for example, about 400 rpm). If the determination result is “YES” (Ne <N2), the process proceeds to step S5, and if the determination result is “NO” (Ne ≧ N2), the process proceeds to step S7. Here, the rotational speed N1 is set to be larger than the rotational speed N2.

ステップＳ５ではモータの３相短絡制御を行いステップＳ６に進む。ステップＳ６では停止制御用トルクであるエンジンを停止するために最低限必要なモータトルクの演算値（以下、単にトルク演算値と略す）ＥＳＲ＿ＴＲＱを０に設定してモータ制動制御処理を終了する。ここで、３相短絡制御ではエンジンを停止させるためのモータトルクを必要としないため、前記トルク演算値ＥＳＲ＿ＴＲＱを初期値である０に設定している。   In step S5, three-phase short circuit control of the motor is performed and the process proceeds to step S6. In step S6, a minimum motor torque calculation value (hereinafter simply abbreviated as a torque calculation value) ESR_TRQ necessary for stopping the engine, which is the stop control torque, is set to 0, and the motor braking control process is terminated. Here, since the motor torque for stopping the engine is not required in the three-phase short-circuit control, the torque calculation value ESR_TRQ is set to 0 which is an initial value.

ステップＳ７では、センサレスエンジン停止回生処理を行ってモータ制動制御処理を終了する。ステップＳ８では通常の回生制御を行い、ステップＳ９で前述したステップＳ６と同様にトルク演算値ＥＳＲ＿ＴＲＱを０に設定し、モータ制動制御処理を終了する。ここで、前記ステップＳ８の通常の回生制御は、モータ回転時にこのモータが発生する誘起電圧の変化に基づいてロータの磁極位置を判別するセンサレス制御によって行われるものである。   In step S7, a sensorless engine stop regeneration process is performed and the motor braking control process is terminated. In step S8, normal regenerative control is performed. In step S9, the torque calculation value ESR_TRQ is set to 0 in the same manner as in step S6 described above, and the motor braking control process is terminated. Here, the normal regenerative control in step S8 is performed by sensorless control that determines the magnetic pole position of the rotor based on a change in the induced voltage generated by the motor when the motor rotates.

ステップＳ１０ではエンジン制御部側からのモータへの指令トルク（以下、単に指令トルクと略す）ＱＴＡＲが、短絡制動トルクである３相短絡制御を行った時のモータの発生トルク（以下、単に短絡トルクと略す）ＳＨ＿ＴＲＱよりも大きいか否かを判定する。判定結果が「ＹＥＳ」（ＱＴＡＲ＞ＥＳＲ＿ＴＲＱ）である場合はステップＳ１１に進み、判定結果が「ＮＯ」（ＱＴＡＲ≦ＥＳＲ＿ＴＲＱ）である場合はステップＳ１７に進む。ここで、前記短絡トルクＳＨ＿ＴＲＱは、例えば図１１に示すように、エンジン回転数（ｒｐｍ：横軸）が減少するにつれて低トルク状態から高トルク状態にトルク（Ｎｍ：縦軸）が変移し、再び低トルク状態になり、最終的にエンジン回転数が０となると０トルクになる。このトルク値の変移はモータ毎の固有のものであるが、エンジンの停止時には、エンジンとこれを支持するエンジンマウントとの振動の共振点近傍で短絡トルクＳＨ＿ＴＲＱによる制動力が最大になるようになっている。よって、エンジンとエンジンマウントとの共振点を短時間で通過することができる。   In step S10, the command torque (hereinafter simply referred to as command torque) QTAR from the engine control unit side is the torque generated by the motor when the three-phase short-circuit control, which is a short-circuit braking torque, is performed (hereinafter simply referred to as short-circuit torque). It is determined whether or not it is larger than SH_TRQ. When the determination result is “YES” (QTAR> ESR_TRQ), the process proceeds to step S11, and when the determination result is “NO” (QTAR ≦ ESR_TRQ), the process proceeds to step S17. Here, as shown in FIG. 11, for example, as shown in FIG. 11, the short-circuit torque SH_TRQ causes the torque (Nm: vertical axis) to shift from the low torque state to the high torque state as the engine speed (rpm: horizontal axis) decreases. When the low torque state is reached and the engine speed finally becomes zero, the torque becomes zero. This change in torque value is unique to each motor, but when the engine is stopped, the braking force by the short-circuit torque SH_TRQ becomes maximum near the resonance point of vibration between the engine and the engine mount that supports the engine. ing. Therefore, the resonance point between the engine and the engine mount can be passed in a short time.

前記短絡トルクＳＨ＿ＴＲＱは、下記数式（７）を用いて算出することができる。尚、下記数式（７）において、Ｔは短絡トルク、Ｒは相抵抗、ωは電気角速度、Ｋｅは誘起電圧定数、ＬｄとＬｑとはそれぞれ界磁軸とトルク軸とのインダクタンス成分値である。   The short-circuit torque SH_TRQ can be calculated using the following formula (7). In the following formula (7), T is a short-circuit torque, R is a phase resistance, ω is an electrical angular velocity, Ke is an induced voltage constant, and Ld and Lq are inductance component values of the field axis and the torque axis, respectively.

Figure 2006288051
Figure 2006288051

ステップＳ１１では、指令トルクＱＴＡＲがトルク演算値ＥＳＲ＿ＴＲＱよりも大きいか否かを判定する。判定結果が「ＹＥＳ」（ＱＴＡＲ＞ＥＳＲ＿ＴＲＱ）である場合はステップＳ１２に進み、判定結果が「ＮＯ」（ＱＴＡＲ≦ＥＳＲ＿ＴＲＱ）である場合はステップＳ１３に進む。   In step S11, it is determined whether or not the command torque QTAR is larger than the torque calculation value ESR_TRQ. When the determination result is “YES” (QTAR> ESR_TRQ), the process proceeds to step S12, and when the determination result is “NO” (QTAR ≦ ESR_TRQ), the process proceeds to step S13.

ステップＳ１２では指令トルクＱＴＡＲの現在値をトルク演算値ＥＳＲ＿ＴＲＱの値として設定しステップＳ１６に進む。ステップＳ１３では、トルク演算値ＥＳＲ＿ＴＲＱの減算処理を行いステップＳ１４に進む。ステップＳ１４ではトルク演算値ＥＳＲ＿ＴＲＱが短絡トルクＳＨ＿ＴＲＱから所定トルクα（例えば、２〜３Ｎｍ）だけ減算したものよりも小さいか否かを判定する。判定結果が「ＹＥＳ」（ＥＳＲ＿ＴＲＱ＜ＳＨ＿ＴＲＱ−α）である場合はステップＳ１５に進み、判定結果が「ＮＯ」（ＥＳＲ＿ＴＲＱ≧ＳＨ＿ＴＲＱ−α）である場合はステップＳ１６に進む。   In step S12, the current value of the command torque QTAR is set as the value of the torque calculation value ESR_TRQ, and the process proceeds to step S16. In step S13, the torque calculation value ESR_TRQ is subtracted, and the process proceeds to step S14. In step S14, it is determined whether or not the torque calculation value ESR_TRQ is smaller than a value obtained by subtracting a predetermined torque α (for example, 2 to 3 Nm) from the short-circuit torque SH_TRQ. When the determination result is “YES” (ESR_TRQ <SH_TRQ−α), the process proceeds to step S15, and when the determination result is “NO” (ESR_TRQ ≧ SH_TRQ−α), the process proceeds to step S16.

ステップＳ１５では短絡トルクＳＨ＿ＴＲＱのトルク値をトルク演算値ＥＳＲ＿ＴＲＱのトルク値として設定しステップＳ１６に進む。ステップＳ１６ではトルク演算値ＥＳＲ＿ＴＲＱのトルク値をモータ制御用指令トルクＣｏｍｍａｎｄ＿ＴＲＱに設定してメインフローにリターンする。   In step S15, the torque value of the short-circuit torque SH_TRQ is set as the torque value of the torque calculation value ESR_TRQ, and the process proceeds to step S16. In step S16, the torque value of the torque calculation value ESR_TRQ is set to the motor control command torque Command_TRQ, and the process returns to the main flow.

ステップＳ１７では指令トルクＱＴＡＲがトルク演算値ＥＳＲ＿ＴＲＱよりも大きいか否かを判定する。判定結果が「ＹＥＳ」（ＱＴＡＲ＞ＥＳＲ＿ＴＲＱ）である場合はステップＳ１８に進み、判定結果が「ＮＯ」（ＱＴＡＲ≦ＥＳＲ＿ＴＲＱ）である場合はステップＳ１９に進む。ステップＳ１８では指令トルクＱＴＡＲをトルク演算値ＥＳＲ＿ＴＲＱに設定してステップＳ１６に進み前述した処理を行う。   In step S17, it is determined whether or not the command torque QTAR is larger than the torque calculation value ESR_TRQ. If the determination result is “YES” (QTAR> ESR_TRQ), the process proceeds to step S18, and if the determination result is “NO” (QTAR ≦ ESR_TRQ), the process proceeds to step S19. In step S18, the command torque QTAR is set to the torque calculation value ESR_TRQ, and the process proceeds to step S16 to perform the above-described processing.

ステップＳ１９ではトルク演算値ＥＳＲ＿ＴＲＱが短絡トルクＳＨ＿ＴＲＱよりも小さいか否かを判定する。判定結果が「ＹＥＳ」（ＥＳＲ＿ＴＲＱ＜ＳＨ＿ＴＲＱ）である場合はステップＳ１８に進み、判定結果が「ＮＯ」（ＥＳＲ＿ＴＲＱ≧ＳＨ＿ＴＲＱ）である場合はステップＳ２０に進む。   In step S19, it is determined whether or not the torque calculation value ESR_TRQ is smaller than the short circuit torque SH_TRQ. When the determination result is “YES” (ESR_TRQ <SH_TRQ), the process proceeds to step S18, and when the determination result is “NO” (ESR_TRQ ≧ SH_TRQ), the process proceeds to step S20.

ステップＳ２０ではトルク演算値ＥＳＲ＿ＴＲＱの加算処理を行いステップＳ２１に進む。ステップＳ２１ではトルク演算値ＥＳＲ＿ＴＲＱが短絡トルクＳＨ＿ＴＲＱに所定トルクαを加算したものよりも大きいか否かを判定する。判定結果が「ＹＥＳ」（ＥＳＲ＿ＴＲＱ＞ＳＨ＿ＴＲＱ＋α）である場合はステップＳ２２に進み、判定結果が「ＮＯ」（ＥＳＲ＿ＴＲＱ≦ＳＨ＿ＴＲＱ＋α）である場合はステップＳ１６に進み前述した処理を行う。ステップＳ２２ではトルク演算値ＥＳＲ＿ＴＲＱに短絡トルクＳＨ＿ＴＲＱを設定してステップＳ１６に進み前述した処理を行う。   In step S20, the torque calculation value ESR_TRQ is added, and the process proceeds to step S21. In step S21, it is determined whether or not the torque calculation value ESR_TRQ is larger than a value obtained by adding the predetermined torque α to the short-circuit torque SH_TRQ. If the determination result is “YES” (ESR_TRQ> SH_TRQ + α), the process proceeds to step S22. If the determination result is “NO” (ESR_TRQ ≦ SH_TRQ + α), the process proceeds to step S16 and the above-described processing is performed. In step S22, the short circuit torque SH_TRQ is set to the torque calculation value ESR_TRQ, and the process proceeds to step S16 to perform the above-described processing.

すなわち、上述したモータ制動制御処理においては、車両走行中にアクセル及びブレーキの状態によって乗員の加速意思、停車意思を判断し（ステップＳ１、ステップＳ２）、ブレーキペダルが踏み込まれていないか、或いは、ブレーキペダルが踏込まれていたとしてもエンジン回転数Ｎｅが所定の回転数Ｎ１よりも高い高回転領域にある場合には通常のセンサレス制御によりモータの回生制御を行う（ステップＳ８）。   That is, in the motor braking control process described above, the occupant's intention to accelerate and stop is determined according to the accelerator and brake states during vehicle travel (step S1, step S2), or the brake pedal is not depressed, or Even if the brake pedal is depressed, if the engine rotational speed Ne is in a high rotational speed region higher than the predetermined rotational speed N1, regeneration control of the motor is performed by normal sensorless control (step S8).

そして、乗員によってブレーキが踏み込まれると（ステップＳ２でＹＥＳ）、エンジン回転数Ｎｅが徐々に低下するが、このエンジン回転数Ｎｅが回転数Ｎ１から回転数Ｎ２の間の回転領域に入った時点で（ステップＳ３、ステップＳ４でＹＥＳ）、３相短絡制御への切替え時に発生するトルク段差を抑制する処理として、トルク演算値ＥＳＲ＿ＴＲＱを短絡トルクＳＨ＿ＴＲＱに近づける処理（ステップＳ７）を行う。   When the brake is depressed by the occupant (YES in step S2), the engine speed Ne gradually decreases, but when the engine speed Ne enters a rotation region between the speed N1 and the speed N2. (YES in step S3 and step S4) As a process for suppressing the torque step generated when switching to the three-phase short circuit control, a process (step S7) for bringing the torque calculation value ESR_TRQ closer to the short circuit torque SH_TRQ is performed.

具体的には、前述したようにトルク演算値ＥＳＲ＿ＴＲＱが初期値の０であるため、指令トルクＱＴＡＲが短絡トルクＳＨ＿ＴＲＱよりも大きい場合には（ステップＳ１０でＹＥＳ）、指令トルクＱＴＡＲよりもトルク演算値ＥＳＲ＿ＴＲＱが大きくなるため（ステップＳ１１でＹＥＳ）、トルク演算値ＥＳＲ＿ＴＲＱにこれよりも短絡トルクに近い指令トルクＱＴＡＲを設定して（ステップＳ１２）トルク演算値ＥＳＲ＿ＴＲＱを短絡トルクＳＨ＿ＴＲＱに近づける。   Specifically, since torque calculation value ESR_TRQ is the initial value 0 as described above, when command torque QTAR is larger than short-circuit torque SH_TRQ (YES in step S10), torque calculation value is larger than command torque QTAR. Since ESR_TRQ becomes large (YES in step S11), a command torque QTAR closer to the short circuit torque is set to the torque calculation value ESR_TRQ (step S12), and the torque calculation value ESR_TRQ is brought close to the short circuit torque SH_TRQ.

その後、トルク演算値ＥＳＲ＿ＴＲＱを減算処理によって徐々に短絡トルクＳＨ＿ＴＲＱに近づけて（ステップＳ１３）、このトルク演算値ＥＳＲ＿ＴＲＱが短絡トルクＳＨ＿ＴＲＱから所定トルクαを減算したものよりも低いトルク範囲に入った時点で（ステップＳ１４でＹＥＳ）トルク演算値ＥＳＲ＿ＴＲＱを短絡トルクＳＨ＿ＴＲＱに完全に一致させる（ステップＳ１５）。   Thereafter, the torque calculation value ESR_TRQ is gradually brought closer to the short-circuit torque SH_TRQ by subtraction processing (step S13), and when the torque calculation value ESR_TRQ enters a lower torque range than the value obtained by subtracting the predetermined torque α from the short-circuit torque SH_TRQ. (YES in step S14) The torque calculation value ESR_TRQ is completely matched with the short-circuit torque SH_TRQ (step S15).

一方、指令トルクＱＴＡＲが短絡トルクＳＨ＿ＴＲＱ以下である場合には（ステップＳ１０でＮＯ）、トルク演算値ＥＳＲ＿ＴＲＱよりも指令トルクＱＴＡＲが小さくなり、さらに、トルク演算値ＥＳＲ＿ＴＲＱよりも短絡トルクＳＨ＿ＴＲＱが小さくなる（ステップＳ１７でＮＯ、ステップＳ１９でＹＥＳ）。そのため、初期値の０に設定されたトルク演算値ＥＳＲ＿ＴＲＱに対して初期のトルク合わせとして指令トルクＱＴＡＲを設定する（ステップＳ１８）。ここで、指令トルクＱＴＡＲは、トルク演算値ＥＳＲ＿ＴＲＱよりも短絡トルクＳＨ＿ＴＲＱ寄りに位置するためトルク演算値ＥＳＲ＿ＴＲＱが短絡トルクＳＨ＿ＴＲＱに近づくこととなる。   On the other hand, when the command torque QTAR is equal to or less than the short circuit torque SH_TRQ (NO in step S10), the command torque QTAR is smaller than the torque calculation value ESR_TRQ, and further, the short circuit torque SH_TRQ is smaller than the torque calculation value ESR_TRQ ( NO in step S17, YES in step S19). Therefore, the command torque QTAR is set as the initial torque matching with respect to the torque calculation value ESR_TRQ set to the initial value 0 (step S18). Here, since the command torque QTAR is located closer to the short circuit torque SH_TRQ than the torque calculation value ESR_TRQ, the torque calculation value ESR_TRQ approaches the short circuit torque SH_TRQ.

そして、このトルク演算値ＥＳＲ＿ＴＲＱは短絡トルクＳＨ＿ＴＲＱよりも小さくなるため、加算処理で増加させて（ステップＳ２０）、短絡トルクＳＨ＿ＴＲＱに所定トルクαを加算したものよりも大きいトルク範囲に入った時点で（ステップＳ２１でＹＥＳ）トルク演算値ＥＳＲ＿ＴＲＱの加算処理を停止してトルク演算値ＥＳＲ＿ＴＲＱに短絡トルクＳＨ＿ＴＲＱを設定して（ステップＳ２２）トルク演算値ＥＳＲ＿ＴＲＱと短絡トルクＳＨ＿ＴＲＱに完全に一致させる。尚、エンジン回転数Ｎｅが回転数Ｎ２を下回るまでは通常の回生制御は継続して行われる。   Since this torque calculation value ESR_TRQ is smaller than the short-circuit torque SH_TRQ, it is increased by the addition process (step S20), and enters a torque range larger than the value obtained by adding the predetermined torque α to the short-circuit torque SH_TRQ ( In step S21, the process of adding the torque calculation value ESR_TRQ is stopped, and the short-circuit torque SH_TRQ is set to the torque calculation value ESR_TRQ (step S22) to completely match the torque calculation value ESR_TRQ and the short-circuit torque SH_TRQ. The normal regeneration control is continued until the engine speed Ne falls below the speed N2.

次に、図５〜図７に基づいて車両停車時のアイドル停止判定処理について説明する。
まず、ステップＳ３０ではアクセルがＯＦＦか否かを判定する。判定結果が「ＹＥＳ」（アクセルＯＦＦ）である場合はステップＳ３１に進み、判定結果が「ＮＯ」（アクセルＯＮ）である場合はステップＳ４４に進む。ステップＳ３１ではブレーキがＯＮか否かを判定する。判定結果が「ＹＥＳ」（ブレーキＯＮ）である場合はステップＳ３２に進み、判定結果が「ＮＯ」（ブレーキＯＦＦ）である場合はステップＳ４４に進む。 Next, an idle stop determination process when the vehicle is stopped will be described with reference to FIGS.
First, in step S30, it is determined whether or not the accelerator is OFF. When the determination result is “YES” (accelerator OFF), the process proceeds to step S31, and when the determination result is “NO” (accelerator ON), the process proceeds to step S44. In step S31, it is determined whether or not the brake is ON. If the determination result is “YES” (brake ON), the process proceeds to step S32. If the determination result is “NO” (brake OFF), the process proceeds to step S44.

ステップＳ３２ではエンジン回転数Ｎｅが予め設定された所定の回転数Ｎ２よりも小さいか否かを判定する。判定結果が「ＹＥＳ」（Ｎｅ＜Ｎ２）である場合はステップＳ３３に進み、判定結果が「ＮＯ」（Ｎｅ≧Ｎ２）である場合はステップＳ４２に進む。ステップＳ３３では発進クラッチがオフ時のアイドル制御を行う。ステップＳ３４ではブレーキ踏力が予め設定された踏力Ｐｂｋｓ１よりも大きいか否かを判定する。判定結果が「ＹＥＳ」（ブレーキ踏力＞Ｐｂｋｓ１）である場合はステップＳ３５に進み、判定結果が「ＮＯ」（ブレーキ踏力≦Ｐｂｋｓ１）である場合はアイドル停止判定処理を終了する。ここで、前記踏力Ｐｂｋｓ１は、乗員の停車意思を判定するための閾値である。   In step S32, it is determined whether or not the engine rotational speed Ne is smaller than a predetermined rotational speed N2. If the determination result is “YES” (Ne <N2), the process proceeds to step S33, and if the determination result is “NO” (Ne ≧ N2), the process proceeds to step S42. In step S33, idle control is performed when the starting clutch is off. In step S34, it is determined whether or not the brake pedal force is greater than a preset pedal force Pbks1. If the determination result is “YES” (brake pedal force> Pbks1), the process proceeds to step S35. If the determination result is “NO” (brake pedal force ≦ Pbks1), the idling stop determination process is terminated. Here, the pedaling force Pbks1 is a threshold value for determining the occupant's intention to stop.

ステップＳ３５ではタイマーをスタートさせ、ステップＳ３６では再びブレーキ踏力が踏力Ｐｂｋｓ１よりも大きいか否かを判定する。判定結果が「ＹＥＳ」（ブレーキ踏力＞Ｐｂｋｓ１）である場合はステップＳ３７に進み、判定結果が「ＮＯ」（ブレーキ踏力≦Ｐｂｋｓ１）である場合はステップＳ４１に進む。ステップＳ３７ではタイマーが終了したか否かを判定する。判定結果が「ＹＥＳ」（タイマー終了）である場合はステップＳ３８に進み、判定結果が「ＮＯ」（タイマー継続）である場合はステップＳ３６に戻り上述の処理を繰り返す。   In step S35, a timer is started. In step S36, it is determined again whether or not the brake pedal force is greater than the pedal force Pbks1. When the determination result is “YES” (brake pedal force> Pbks1), the process proceeds to step S37, and when the determination result is “NO” (brake pedal force ≦ Pbks1), the process proceeds to step S41. In step S37, it is determined whether or not the timer has expired. If the determination result is “YES” (timer end), the process proceeds to step S38. If the determination result is “NO” (timer continuation), the process returns to step S36 and the above-described processing is repeated.

ステップＳ３８では、エンジン停止制御処理を行う。ステップＳ３９ではブレーキ踏力が所定の踏力Ｐｂｋｓ２以下か否かを判定する。判定結果が「ＹＥＳ」（ブレーキ踏力≦Ｐｂｋｓ２）である場合はステップＳ４０に進み、判定結果が「ＮＯ」（ブレーキ踏力＞Ｐｂｋｓ２）である場合はステップＳ３９の処理を繰り返す。ステップＳ４０ではエンジン始動制御処理を行いアイドル停止判定処理を終了する。   In step S38, an engine stop control process is performed. In step S39, it is determined whether or not the brake pedal force is equal to or less than a predetermined pedal force Pbks2. If the determination result is “YES” (brake pedaling force ≦ Pbks2), the process proceeds to step S40. If the determination result is “NO” (brake pedaling force> Pbks2), the process of step S39 is repeated. In step S40, an engine start control process is performed and the idle stop determination process is terminated.

ステップＳ４１では、タイマーをリセットしてアイドル停止判定処理を終了する。
ステップＳ４２では、エンジンのフューエルカットを行いステップＳ４３でモータによる回生制御を行いアイドル停止判定処理を終了する。
ステップＳ４４では、エンジンの通常の燃焼処理制御を行いアイドル停止判定処理を終了する。 In step S41, the timer is reset and the idle stop determination process ends.
In step S42, fuel cut of the engine is performed, and in step S43, regeneration control by the motor is performed, and the idle stop determination process is ended.
In step S44, normal combustion process control of the engine is performed and the idle stop determination process is terminated.

ステップＳ４５ではエンジン（ＥＮＧ）の駆動フラグが１か否かを判定する。判定結果が「ＹＥＳ」（ＥＮＧ駆動フラグ＝１）である場合はステップＳ４６に進み、判定結果が「ＮＯ」（ＥＮＧ駆動フラグ≠１）である場合はステップＳ４５の処理を繰り返す。
ステップＳ４６ではイグニッション（ＩＧ）がＯＮか否かを判定する。判定結果が「ＹＥＳ」（ＩＧがＯＮ）である場合はステップＳ４７に進み、判定結果が「ＮＯ」（ＩＧがＯＦＦ）である場合はステップＳ４５に戻り上述の処理を繰り返す。 In step S45, it is determined whether the engine (ENG) drive flag is 1. If the determination result is “YES” (ENG drive flag = 1), the process proceeds to step S46, and if the determination result is “NO” (ENG drive flag ≠ 1), the process of step S45 is repeated.
In step S46, it is determined whether the ignition (IG) is ON. If the determination result is “YES” (IG is ON), the process proceeds to step S47. If the determination result is “NO” (IG is OFF), the process returns to step S45 and the above-described processing is repeated.

ステップＳ４７ではエンジン回転数Ｎｅが回転数Ｎ２よりも小さいか否かを判定する。判定結果が「ＹＥＳ」（Ｎｅ＜Ｎ２）である場合はステップＳ４８に進み、判定結果が「ＮＯ」（Ｎｅ≧Ｎ２）である場合はステップＳ５１に進む。ステップＳ４８ではＰＷＭインバータのハイサイドアーム又はローサイドアームを全てＯＮ状態にする３相短絡制御を行いステップＳ４９に進む。一方、ステップＳ５１ではフューエルカットを行うと共にステップＳ５２でモータの回生制御を行い前述したステップＳ４７の処理を再度行う。   In step S47, it is determined whether or not the engine rotational speed Ne is smaller than the rotational speed N2. If the determination result is “YES” (Ne <N2), the process proceeds to step S48, and if the determination result is “NO” (Ne ≧ N2), the process proceeds to step S51. In step S48, three-phase short-circuit control is performed to turn on all the high-side arms or low-side arms of the PWM inverter, and the process proceeds to step S49. On the other hand, in step S51, fuel cut is performed, and motor regeneration control is performed in step S52, and the above-described processing in step S47 is performed again.

ステップＳ４９ではエンジン回転数Ｎｅが略ゼロか否かを判定する。判定結果が「ＹＥＳ」（Ｎｅ≒０）である場合はステップＳ５０に進み、判定結果が「ＮＯ」（Ｎｅ≒０ではない）である場合はステップＳ４８に戻り上述の処理を繰り返す。ステップＳ５０ではエンジンの駆動フラグに０を設定しリターンする。   In step S49, it is determined whether or not the engine speed Ne is substantially zero. If the determination result is “YES” (Ne≈0), the process proceeds to step S50. If the determination result is “NO” (Ne≈0 is not 0), the process returns to step S48 and the above-described processing is repeated. In step S50, the engine drive flag is set to 0 and the process returns.

ステップＳ５３ではエンジンの駆動フラグが０か否かを判定する。判定結果が「ＹＥＳ」（ＥＮＧ駆動フラグ＝０）である場合はステップＳ５４に進み、判定結果が「ＮＯ」（ＥＮＧ駆動フラグ≠０）である場合はステップＳ５３の処理を繰り返す。
ステップＳ５４ではイグニッションがＯＮか否かを判定する。判定結果が「ＹＥＳ」（ＩＧがＯＮ）である場合はステップＳ５５に進み、判定結果が「ＮＯ」（ＩＧがＯＦＦ）である場合はステップＳ５３に戻り上述の処理を繰り返す。 In step S53, it is determined whether the engine drive flag is 0 or not. When the determination result is “YES” (ENG drive flag = 0), the process proceeds to step S54, and when the determination result is “NO” (ENG drive flag ≠ 0), the process of step S53 is repeated.
In step S54, it is determined whether the ignition is ON. If the determination result is “YES” (IG is ON), the process proceeds to step S55. If the determination result is “NO” (IG is OFF), the process returns to step S53 and the above-described processing is repeated.

ステップＳ５５ではＰＷＭインバータを用いてモータの３相のうち２相にパターン通電を行う強制転流によりロータ位置を所定位置に動かしてモータを起動する。ステップＳ５６ではエンジン回転数Ｎｅがアイドル回転数Ｎｉｄｌｓよりも大きいか否かを判定する。判定結果が「ＹＥＳ」（Ｎｅ＞Ｎｉｄｌｓ）である場合はステップＳ５７に進み、判定結果が「ＮＯ」（Ｎｅ≦Ｎｉｄｌｓ）である場合はステップＳ５４に戻り上述の処理を繰り返す。   In step S55, the motor is started by moving the rotor position to a predetermined position by forced commutation for energizing two of the three phases of the motor using a PWM inverter. In step S56, it is determined whether or not the engine speed Ne is greater than the idle speed Nidls. If the determination result is “YES” (Ne> Nidls), the process proceeds to step S57. If the determination result is “NO” (Ne ≦ Nidls), the process returns to step S54 and the above-described processing is repeated.

ステップＳ５７ではエンジンの点火制御を開始し、ステップＳ５８でエンジンが点火制御によって完爆しているか否かを判定する。判定結果が「ＹＥＳ」（完爆している）である場合はステップＳ５９に進み、判定結果が「ＮＯ」（完爆していない）である場合はステップＳ５７に戻り上述の処理を繰り返す。ステップＳ５９ではエンジンの駆動フラグを１に設定してリターンする。   In step S57, ignition control of the engine is started, and in step S58, it is determined whether or not the engine has completely exploded by ignition control. If the determination result is “YES” (complete explosion), the process proceeds to step S59. If the determination result is “NO” (not complete explosion), the process returns to step S57 and the above-described processing is repeated. In step S59, the engine drive flag is set to 1 and the routine returns.

すなわち、上述したアイドル停止判定処理においては、乗員の車両停止の意思があると判断された場合（ステップＳ３０とステップＳ３１でＹＥＳ）、エンジン回転数Ｎｅが所定回転数Ｎ２を下回る低回転領域に入ったらエンジンの回転を停止する準備として発進クラッチを切断する（ステップＳ３３）。そして、ブレーキ踏力が所定値Ｐｂｋｓ１を上回った状態が所定時間継続した場合にはエンジン停止制御処理に移行する。   That is, in the idling stop determination process described above, when it is determined that the occupant intends to stop the vehicle (YES in step S30 and step S31), the engine speed Ne enters a low speed region where the engine speed Ne is lower than the predetermined speed N2. Then, in preparation for stopping the rotation of the engine, the starting clutch is disconnected (step S33). Then, when the state where the brake pedal force exceeds the predetermined value Pbks1 continues for a predetermined time, the process proceeds to the engine stop control process.

エンジン停止処理においては、エンジンが駆動状態で（ステップＳ４５でＹＥＳ）、エンジン回転数Ｎｅが所定回転数Ｎ２以上の場合には通常の回生制御であるエンジンのフューエルカット及び回生制御を行い（ステップＳ５１、ステップＳ５２）、一方、エンジン回転数Ｎｅが所定回転数Ｎ２よりも小さい場合には、ＰＷＭインバータによってモータの３相短絡制御を行って前記エンジンの回転を停止させる（ステップＳ４８）。   In the engine stop process, when the engine is in a driving state (YES in step S45) and the engine speed Ne is equal to or higher than the predetermined speed N2, engine fuel cut and regenerative control that are normal regenerative control are performed (step S51). On the other hand, if the engine rotational speed Ne is smaller than the predetermined rotational speed N2, the motor is stopped by performing three-phase short-circuit control of the motor by the PWM inverter (step S48).

一方、エンジン始動処理においては、いわゆるエンジンのアイドル停止状態で、強制転流によりモータの起動を行い（ステップＳ５５）、そして、このモータの回転数上昇によってエンジン回転数Ｎｅがアイドル回転数Ｎｉｄｌｓ以上になった時点（ステップＳ５８でＹＥＳ）で点火制御を開始してエンジンの再始動を行う。   On the other hand, in the engine start process, the motor is started by forced commutation in a so-called engine idling stop state (step S55), and the engine speed Ne is increased to the idling speed Nidls or more by the increase in the motor speed. At that point (YES in step S58), ignition control is started and the engine is restarted.

したがって、上述の第１の実施の形態によれば、エンジン回転数Ｎｅがアイドル回転数以下の所定の回転数Ｎ２を下回る回転数領域にある場合には、モータ１２の３相短絡制御によって大きな制動トルクを発生させることができるため、早期にエンジン１１の回転を停止させることができる。さらに、エンジン１１の回転停止直前には３相短絡制御の制動トルクが自然に０となってエンジン１１の逆転の懸念が生じることなしにスムーズに回転停止に至ることができるため、メカストレスを低減することができ、その結果、商品性の向上と信頼性の向上とを図ることができる。   Therefore, according to the first embodiment described above, when the engine rotational speed Ne is in the rotational speed range lower than the predetermined rotational speed N2 equal to or lower than the idle rotational speed, large braking is performed by the three-phase short-circuit control of the motor 12. Since torque can be generated, the rotation of the engine 11 can be stopped early. Further, immediately before the engine 11 stops rotating, the braking torque of the three-phase short-circuit control naturally becomes zero, and the engine 11 can be smoothly stopped without causing the fear of reverse rotation, thereby reducing mechanical stress. As a result, it is possible to improve merchantability and reliability.

また、エンジン１１の始動時には高調波を用いるセンサレス制御で磁極位置の判別を行わずに強制転流によってモータ１２を始動して、エンジン１１の再始動を行うことができるため、高調波による電磁騒音を防止して車室内の静粛性を向上すことできる。   Further, when the engine 11 is started, the motor 12 can be started by forced commutation without determining the magnetic pole position by sensorless control using harmonics, and the engine 11 can be restarted. This can improve the quietness of the passenger compartment.

そして、エンジン回転数Ｎｅが高回転領域において、ステップＳ８の通常のセンサレス制御と、ステップＳ５の３相短絡制御との切替え時のトルク演算値ＥＳＲ＿ＴＲＱと短絡トルクＳＨ＿ＴＲＱとの各トルク値をステップＳ７で揃えることができるため、ステップＳ８のセンサレス制御からステップＳ５の３相短絡制御に移行する際のトルク段差を低減してスムーズにエンジン１１を停止させることができ、その結果、更なる商品性の向上を図ることができる。   Then, when the engine speed Ne is in a high rotation region, the torque values ESR_TRQ and short-circuit torque SH_TRQ at the time of switching between the normal sensorless control in step S8 and the three-phase short-circuit control in step S5 are determined in step S7. Therefore, the engine 11 can be stopped smoothly by reducing the torque step when shifting from the sensorless control in step S8 to the three-phase short-circuit control in step S5. As a result, further improvement in merchantability is achieved. Can be achieved.

また、ステップＳ４２でエンジン１１へのフューエルカットを行ってからエンジン回転数Ｎｅが回転数Ｎ２以下になるまで３相短絡制御に移行しないため、この間に前記ブレーキがＯＦＦ状態に変化したとしても、即座にモータ１２の回転数を上昇させてエンジン１１の駆動を再開することができる。そして、エンジン回転数Ｎｅが回転数Ｎ２以下になって乗員の停止意思が確実な状態になって初めてモータ１２の回転を３相短絡制御によって停止させることができる。よって、乗員の発車意思に対するエンジン１１の始動応答性を向上することができる。   In addition, since the fuel cut to the engine 11 is performed in step S42 and the engine speed Ne does not shift to the three-phase short-circuit control until the engine speed Ne becomes the engine speed N2 or less, even if the brake changes to the OFF state during this time, In addition, the drive of the engine 11 can be resumed by increasing the rotational speed of the motor 12. The rotation of the motor 12 can be stopped by the three-phase short-circuit control only after the engine speed Ne becomes equal to or lower than the speed N2 and the occupant's intention to stop is certain. Therefore, the start responsiveness of the engine 11 with respect to the occupant's intention to start can be improved.

さらに、アイドル停止によるエンジン１１の回転停止後にステップＳ３９でブレーキ踏込み量が所定の踏込み量Ｐｂｋｓ２以下になったと判定されると乗員に発車意思があると判断して、即座に強制転流によりモータ１２を始動させ、発進クラッチ７が係合する前にモータ１２の駆動によってエンジン１１を始動させることができるため、モータ１２の始動時の電磁騒音を低減しつつエンジン１１をスムーズに始動させることができ、商品性を向上することができる。   Furthermore, if it is determined in step S39 that the brake depression amount has become equal to or less than the predetermined depression amount Pbks2 after the engine 11 has stopped rotating due to idling stop, it is determined that the occupant intends to leave the vehicle, and the motor 12 is immediately subjected to forced commutation. Since the engine 11 can be started by driving the motor 12 before the start clutch 7 is engaged, the engine 11 can be started smoothly while reducing electromagnetic noise when the motor 12 is started. , Can improve the merchantability.

そして、エンジン１１のアイドル停止を判定する際に、エンジン回転数Ｎｅが回転数Ｎ２を下回りステップＳ３７でタイマーが終了するまでは、ステップＳ３６でブレーキ踏力を監視し、このブレーキ踏力が踏力Ｐｂｋｓ１を下回った時点でタイマーをリセットしてエンジンのアイドル停止を中止することができるため、乗員の発車意思に対する車両の応答性を向上することができる。   When the engine 11 is determined to be idle stopped, the engine pedaling force is monitored in step S36 until the engine speed Ne falls below the engine speed N2 and the timer ends in step S37. The brake pedaling force falls below the pedaling force Pbks1. At this time, the timer can be reset and the engine idle stop can be stopped, so that the responsiveness of the vehicle to the occupant's intention to start can be improved.

また、センサレス回生処理において、回転数Ｎ１から回転数Ｎ２の間の回転数領域で、トルク演算値ＥＳＲ＿ＴＲＱが０から短絡トルクＳＨ＿ＴＲＱに近づくように処理されるが、指令トルクＱＴＡＲがトルク演算値ＥＳＲ＿ＴＲＱよりも短絡トルクＳＨ＿ＴＲＱ寄りにある場合にトルク演算値ＥＳＲ＿ＴＲＱを指令トルクＱＴＡＲの値まで大きく変位させることができるため、トルク演算値ＥＳＲ＿ＴＲＱと短絡トルクＳＨ＿ＴＲＱとの値を揃える際の時間を短縮することができる。   In the sensorless regeneration process, the torque calculation value ESR_TRQ is processed so as to approach the short-circuit torque SH_TRQ in the rotation speed region between the rotation speed N1 and the rotation speed N2, but the command torque QTAR is calculated from the torque calculation value ESR_TRQ. Since the torque calculation value ESR_TRQ can be greatly displaced up to the value of the command torque QTAR when the torque calculation value ESR_TRQ is close to the short-circuit torque SH_TRQ, the time required to align the values of the torque calculation value ESR_TRQ and the short-circuit torque SH_TRQ can be shortened. .

次に図８〜図１０、図１２に基づいて第２の実施の形態を説明する。ここで、この第２の実施の形態は、前述した第１の実施の形態の図２〜図４に示すモータ制動制御処理を図８〜図１０に示すモータ制動制御処理と置き換えたものであるため、第１の実施の形態と重複する説明を省略する。尚、この第二の実施の形態では最大短絡トルクＳＨ＿ＴＲＱＭＡＸよりも低回転側においては、エンジン回転数Ｎｅが十分に低減されているためトルク段差は無視できるものとしている。   Next, a second embodiment will be described based on FIGS. 8 to 10 and FIG. Here, in the second embodiment, the motor braking control process shown in FIGS. 2 to 4 of the first embodiment described above is replaced with the motor braking control process shown in FIGS. Therefore, the description which overlaps with 1st Embodiment is abbreviate | omitted. In the second embodiment, the torque step is negligible because the engine speed Ne is sufficiently reduced on the low rotation side from the maximum short-circuit torque SH_TRQMAX.

まず、ステップＳ１００では、アクセルがＯＦＦか否かを判定する。判定結果が「ＹＥＳ」（アクセルＯＦＦ）である場合はステップＳ１０１に進み、判定結果が「ＮＯ」（アクセルＯＮ）である場合は乗員の停止意思がないものとしてモータ制動制御処理を終了する。   First, in step S100, it is determined whether or not the accelerator is OFF. If the determination result is “YES” (accelerator OFF), the process proceeds to step S101, and if the determination result is “NO” (accelerator ON), the motor braking control process is terminated assuming that there is no intention of the passenger to stop.

ステップＳ１０１では、ブレーキがＯＮ状態か否かを判定する。判定結果が「ＹＥＳ」（ブレーキＯＮ）である場合はステップＳ１０２に進み、判定結果が「ＮＯ」（ブレーキＯＦＦ）である場合はステップＳ１０７に進む。ステップＳ１０２では、エンジン回転数ＮｅがＮ１よりも小さいか否かを判定する。判定結果が「ＹＥＳ」（Ｎｅ＜Ｎ１）である場合はステップＳ１０３に進み、判定結果が「ＮＯ」（Ｎｅ≧Ｎ１）である場合はステップＳ１０７に進む。
ステップＳ１０３では３相短絡許可フラグＦ＿ＳＨＥＮＢが１か否かを判定する。判定結果が「ＹＥＳ」（Ｆ＿ＳＨＥＮＢ＝１）である場合はステップＳ１０４に進み、判定結果が「ＮＯ」（Ｆ＿ＳＨＥＮＢ＝０）である場合はステップＳ１０６に進む。ステップＳ１０４ではＰＷＭインバータのハイサイドアーム又はローサイドアームの３相全部をＯＮ状態に維持する３相短絡制御を行いステップＳ１０５に進む。ステップＳ１０５ではトルク演算値ＥＳＲ＿ＴＲＱに０を設定してこの処理を終了する。 In step S101, it is determined whether the brake is on. When the determination result is “YES” (brake ON), the process proceeds to step S102, and when the determination result is “NO” (brake OFF), the process proceeds to step S107. In step S102, it is determined whether or not the engine speed Ne is smaller than N1. If the determination result is “YES” (Ne <N1), the process proceeds to step S103, and if the determination result is “NO” (Ne ≧ N1), the process proceeds to step S107.
In step S103, it is determined whether the three-phase short circuit permission flag F_SHENB is 1. When the determination result is “YES” (F_SHENB = 1), the process proceeds to step S104, and when the determination result is “NO” (F_SHENB = 0), the process proceeds to step S106. In step S104, three-phase short-circuit control is performed to maintain all three phases of the high-side arm or low-side arm of the PWM inverter in the ON state, and the process proceeds to step S105. In step S105, the torque calculation value ESR_TRQ is set to 0, and this process ends.

一方、ステップＳ１０６ではセンサレス回生処理を行いこの処理を終了する。また、ステップＳ１０７では通常の回生制御を行いステップＳ１０８でトルク演算値ＥＳＲ＿ＴＲＱに０を設定してこの処理を終了する。   On the other hand, in step S106, a sensorless regeneration process is performed and the process ends. In step S107, normal regenerative control is performed, and in step S108, the torque calculation value ESR_TRQ is set to 0, and this process ends.

次に、ステップＳ１０９では指令トルクＱＴＡＲが最大短絡トルクＳＨ＿ＴＲＱＭＡＸよりも大きいか否かを判定する。判定結果が「ＹＥＳ」（ＱＴＡＲ＞ＳＨ＿ＴＲＱＭＡＸ）である場合はステップＳ１１１に進み、判定結果が「ＮＯ」（ＱＴＡＲ≦ＳＨ＿ＴＲＱＭＡＸ）である場合はステップＳ１１０に進む。ステップＳ１１０では指令トルクＱＴＡＲに最大短絡トルクＳＨ＿ＴＲＱＭＡＸを設定してステップＳ１１１に進む。ここで、ステップＳ１０９とステップＳ１１０とでは指令トルクＱＴＡＲのリミット処理を行っており、具体的には、指令トルクＱＴＡＲが最大短絡トルクＳＨ＿ＴＲＱＭＡＸよりも小さい場合に、指令トルクＱＴＡＲに最大短絡トルクＳＨ＿ＴＲＱＭＡＸを設定して指令トルクＱＴＡＲを短絡トルクＳＨ＿ＴＲＱの制動トルクの範囲内に変位させているのである。尚、最大短絡トルクＳＨ＿ＴＲＱＭＡＸは、短絡トルクＳＨ＿ＴＲＱによる制動トルクが最大になるという意味で「最大」と称している。   Next, in step S109, it is determined whether or not the command torque QTAR is greater than the maximum short-circuit torque SH_TRQMAX. If the determination result is “YES” (QTAR> SH_TRQMAX), the process proceeds to step S111, and if the determination result is “NO” (QTAR ≦ SH_TRQMAX), the process proceeds to step S110. In step S110, the maximum short-circuit torque SH_TRQMAX is set in the command torque QTAR, and the process proceeds to step S111. Here, in step S109 and step S110, the limit processing for the command torque QTAR is performed. Specifically, when the command torque QTAR is smaller than the maximum short-circuit torque SH_TRQMAX, the maximum short-circuit torque SH_TRQMAX is set to the command torque QTAR. Thus, the command torque QTAR is displaced within the braking torque range of the short-circuit torque SH_TRQ. The maximum short-circuit torque SH_TRQMAX is referred to as “maximum” in the sense that the braking torque by the short-circuit torque SH_TRQ is maximized.

ステップＳ１１１では指令トルクＱＴＡＲが短絡トルクＳＨ＿ＴＲＱよりも大きいか否かを判定する。判定結果が「ＹＥＳ」（ＱＴＡＲ＞ＳＨ＿ＴＲＱ）である場合はステップＳ１１２に進み、判定結果が「ＮＯ」（ＱＴＡＲ≦ＳＨ＿ＴＲＱ）である場合はステップＳ１２０に進む。ステップＳ１１２では指令トルクＱＴＡＲがトルク演算値ＥＳＲ＿ＴＲＱよりも小さいか否かを判定する。判定結果が「ＹＥＳ」（ＱＴＡＲ＜ＥＳＲ＿ＴＲＱ）である場合はステップＳ１１３に進み、判定結果が「ＮＯ」（ＱＴＡＲ≧ＥＳＲ＿ＴＲＱ）である場合はステップＳ１１７に進む。   In step S111, it is determined whether or not the command torque QTAR is greater than the short-circuit torque SH_TRQ. When the determination result is “YES” (QTAR> SH_TRQ), the process proceeds to step S112, and when the determination result is “NO” (QTAR ≦ SH_TRQ), the process proceeds to step S120. In step S112, it is determined whether or not the command torque QTAR is smaller than the torque calculation value ESR_TRQ. If the determination result is “YES” (QTAR <ESR_TRQ), the process proceeds to step S113, and if the determination result is “NO” (QTAR ≧ ESR_TRQ), the process proceeds to step S117.

ステップＳ１１３ではトルク演算値ＥＳＲ＿ＴＲＱに指令トルクＱＴＡＲを設定する。ステップＳ１１４では３相短絡許可フラグＦ＿ＳＨＥＮＢを０に設定し、ステップＳ１１５に進む。ステップＳ１１５ではトルク演算値ＥＳＲ＿ＴＲＱをモータ制御用指令トルクＣｏｍｍａｎｄ＿ＴＲＱに設定し、ステップＳ１１６で指令トルクＱＴＡＲをバッファＢｕｆ１に設定してメインフローにリターンする。   In step S113, the command torque QTAR is set to the torque calculation value ESR_TRQ. In step S114, the three-phase short circuit permission flag F_SHENB is set to 0, and the process proceeds to step S115. In step S115, the torque calculation value ESR_TRQ is set to the motor control command torque Command_TRQ. In step S116, the command torque QTAR is set in the buffer Buf1 and the process returns to the main flow.

一方、ステップＳ１１７ではエンジン停止制御用トルクＥＳＲ＿ＴＲＱを減算処理する。ステップＳ１１８ではトルク演算値ＥＳＲ＿ＴＲＱが短絡トルクＳＨ＿ＴＲＱから所定トルクαを減算したものよりも小さいか否かを判定する。判定結果が「ＹＥＳ」（ＥＳＲ＿ＴＲＱ＜ＳＨ＿ＴＲＱ−α）である場合はステップＳ１１９に進み、判定結果が「ＮＯ」（ＥＳＲ＿ＴＲＱ≧ＳＨ＿ＴＲＱ−α）である場合は前述したステップＳ１１５に進む。ステップＳ１１９では短絡トルクＳＨ＿ＴＲＱをトルク演算値ＥＳＲ＿ＴＲＱに設定すると共に、３相短絡許可フラグＦ＿ＳＨＥＮＢを１に設定して前述したステップＳ１１５に進む。   On the other hand, in step S117, the engine stop control torque ESR_TRQ is subtracted. In step S118, it is determined whether or not the torque calculation value ESR_TRQ is smaller than a value obtained by subtracting the predetermined torque α from the short-circuit torque SH_TRQ. If the determination result is “YES” (ESR_TRQ <SH_TRQ−α), the process proceeds to step S119, and if the determination result is “NO” (ESR_TRQ ≧ SH_TRQ-α), the process proceeds to step S115 described above. In step S119, the short-circuit torque SH_TRQ is set to the torque calculation value ESR_TRQ, and the three-phase short-circuit permission flag F_SHENB is set to 1, and the process proceeds to step S115 described above.

ステップＳ１２０では指令トルクＱＴＡＲがトルク演算値ＥＳＲ＿ＴＲＱよりも小さいか否かを判定する。判定結果が「ＹＥＳ」（ＱＴＡＲ＜ＥＳＲ＿ＴＲＱ）である場合はステップＳ１２６に進み、判定結果が「ＮＯ」（ＱＴＡＲ≧ＥＳＲ＿ＴＲＱ）である場合はステップＳ１２１に進む。
ステップＳ１２１ではトルク演算値ＥＳＲ＿ＴＲＱが短絡トルクＳＨ＿ＴＲＱよりも小さいか否かを判定する。判定結果が「ＹＥＳ」（ＥＳＲ＿ＴＲＱ＜ＳＨ＿ＴＲＱ）である場合はステップＳ１２２に進み、判定結果が「ＮＯ」（ＥＳＲ＿ＴＲＱ≧ＳＨ＿ＴＲＱ）である場合はステップＳ１２６に進む。ステップＳ１２２ではバッファＢｕｆ１が指令トルクＱＴＡＲ以上か否かを判定する。判定結果が「ＹＥＳ」（Ｂｕｆ１≧ＱＴＡＲ）である場合はステップＳ１２３に進み、判定結果が「ＮＯ」（Ｂｕｆ１＜ＱＴＡＲ）である場合はステップＳ１２６に進む。ステップＳ１２３ではトルク演算値ＥＳＲ＿ＴＲＱを保持してステップＳ１２４に進み、一方、ステップＳ１２６では演算値ＥＳＲ＿ＴＲＱに指令トルクＱＴＡＲを設定してステップＳ１２４に進む。 In step S120, it is determined whether or not the command torque QTAR is smaller than the torque calculation value ESR_TRQ. When the determination result is “YES” (QTAR <ESR_TRQ), the process proceeds to step S126, and when the determination result is “NO” (QTAR ≧ ESR_TRQ), the process proceeds to step S121.
In step S121, it is determined whether or not the torque calculation value ESR_TRQ is smaller than the short circuit torque SH_TRQ. When the determination result is “YES” (ESR_TRQ <SH_TRQ), the process proceeds to step S122, and when the determination result is “NO” (ESR_TRQ ≧ SH_TRQ), the process proceeds to step S126. In step S122, it is determined whether or not the buffer Buf1 is equal to or greater than the command torque QTAR. When the determination result is “YES” (Buf1 ≧ QTAR), the process proceeds to step S123, and when the determination result is “NO” (Buf1 <QTAR), the process proceeds to step S126. In step S123, the torque calculation value ESR_TRQ is held and the process proceeds to step S124. On the other hand, in step S126, the command torque QTAR is set to the calculation value ESR_TRQ and the process proceeds to step S124.

ステップＳ１２４ではトルク演算値ＥＳＲ＿ＴＲＱが短絡トルクＳＨ＿ＴＲＱから所定トルクαを減算したトルク値よりも小さいか否かを判定する。判定結果が「ＹＥＳ」（ＥＳＲ＿ＴＲＱ＜ＳＨ＿ＴＲＱ−α）である場合はステップＳ１２５に進み、判定結果が「ＮＯ」（ＥＳＲ＿ＴＲＱ≧ＳＨ＿ＴＲＱ−α）である場合はステップＳ１２７に進む。ステップＳ１２５では３相短絡許可フラグＦ＿ＳＨＥＮＢに０を設定してステップＳ１１５に進む。   In step S124, it is determined whether or not the torque calculation value ESR_TRQ is smaller than a torque value obtained by subtracting the predetermined torque α from the short circuit torque SH_TRQ. When the determination result is “YES” (ESR_TRQ <SH_TRQ−α), the process proceeds to step S125, and when the determination result is “NO” (ESR_TRQ ≧ SH_TRQ-α), the process proceeds to step S127. In step S125, the three-phase short circuit permission flag F_SHENB is set to 0, and the process proceeds to step S115.

ステップＳ１２７ではトルク演算値ＥＳＲ＿ＴＲＱが短絡トルクＳＨ＿ＴＲＱに所定トルクαを加算したトルク値よりも小さいか否かを判定する。判定結果が「ＹＥＳ」（ＥＳＲ＿ＴＲＱ＜ＳＨ＿ＴＲＱ＋α）である場合はステップＳ１２８に進み、判定結果が「ＮＯ」（ＥＳＲ＿ＴＲＱ≧ＳＨ＿ＴＲＱ＋α）である場合は前述したステップＳ１２５に進む。ステップＳ１２８では短絡トルクＳＨ＿ＴＲＱをＥＳＲ＿ＴＲＱに設定すると共に３相短絡許可フラグＦ＿ＳＨＥＮＢに１を設定して前述したステップＳ１１５に進む。   In step S127, it is determined whether or not the torque calculation value ESR_TRQ is smaller than the torque value obtained by adding the predetermined torque α to the short-circuit torque SH_TRQ. When the determination result is “YES” (ESR_TRQ <SH_TRQ + α), the process proceeds to step S128, and when the determination result is “NO” (ESR_TRQ ≧ SH_TRQ + α), the process proceeds to step S125 described above. In step S128, the short-circuit torque SH_TRQ is set to ESR_TRQ and the three-phase short-circuit permission flag F_SHENB is set to 1, and the process proceeds to the above-described step S115.

すなわち、上述した第２の実施の形態のモータ制動制御処理においては、車両走行中に乗員の停車意思がある場合には、例えば図１２に示すように、エンジン回転数Ｎｅが所定の回転数Ｎ１よりも低回転領域に入った場合に通常の回生制御からセンサレス回生処理に移行する（ステップＳ１０２でＹＥＳ）。   That is, in the motor braking control process of the second embodiment described above, when the occupant intends to stop while the vehicle is traveling, for example, as shown in FIG. 12, the engine speed Ne is set to a predetermined speed N1. If the low rotation region is entered, the normal regeneration control is shifted to the sensorless regeneration process (YES in step S102).

センサレス回生処理では、指令トルクＱＴＡＲが短絡トルクＳＨ＿ＴＲＱよりも大きく（ステップＳ１１１でＹＥＳ）、指令トルクＱＴＡＲよりもトルク演算値ＥＳＲ＿ＴＲＱが大きい場合には（ステップＳ１１２でＹＥＳ）、トルク演算値ＥＳＲ＿ＴＲＱを短絡トルクＳＨ＿ＴＲＱに近づけるべくトルク演算値ＥＳＲ＿ＴＲＱに指令トルクＱＴＡＲを設定する。   In the sensorless regeneration process, when the command torque QTAR is larger than the short-circuit torque SH_TRQ (YES in step S111) and the torque calculation value ESR_TRQ is larger than the command torque QTAR (YES in step S112), the torque calculation value ESR_TRQ is reduced to the short-circuit torque. The command torque QTAR is set to the torque calculation value ESR_TRQ so as to be close to SH_TRQ.

その後、このトルク演算値ＥＳＲ＿ＴＲＱを減算処理により減少させ（ステップＳ１１７）、短絡トルクＳＨ＿ＴＲＱに十分近づいた時点（ステップＳ１１８でＹＥＳ）で減算処理を停止して、トルク演算値ＥＳＲ＿ＴＲＱに短絡トルクＳＨ＿ＴＲＱを設定してこれらを完全に一致させてから３相短絡制御を許可する（ステップＳ１１９）。   Thereafter, the torque calculation value ESR_TRQ is decreased by subtraction processing (step S117), and when the torque calculation value ESR_TRQ is sufficiently close to the short circuit torque SH_TRQ (YES in step S118), the subtraction processing is stopped and the short circuit torque SH_TRQ is set to the torque calculation value ESR_TRQ. Then, after these are completely matched, the three-phase short-circuit control is permitted (step S119).

さらに、指令トルクＱＴＡＲが最大短絡トルクＳＨ＿ＴＲＱＭＡＸよりも小さい場合にはリミット処理によって指令トルクＱＴＡＲにＳＨ＿ＴＲＱＭＡＸが設定される（ステップＳ１１０）。つまり、短絡トルクＳＨ＿ＴＲＱが最大短絡トルクＳＨ＿ＴＲＱＭＡＸでない限り指令トルクＱＴＡＲは短絡トルクＳＨ＿ＴＲＱよりも小さくなる（ステップＳ１１でＮＯ）。すなわち、指令トルクＱＴＡＲよりも初期状態であるトルク演算値ＥＳＲ＿ＴＲＱは大きいため（ステップＳ１２０でＹＥＳ）、初期のトルク合わせとして指令トルクＱＴＡＲをトルク演算値ＥＳＲ＿ＴＲＱに設定し、その後、このトルク演算値ＥＳＲ＿ＴＲＱを保持して（ステップＳ１２３）、短絡トルクＳＨ＿ＴＲＱが減少するのに応じてトルク演算値ＥＳＲ＿ＴＲＱを短絡トルクＳＨ＿ＴＲＱとの差が減少する方向（例えば、図１２中の矢印の方向）に相対的に変移させる。そして、この短絡トルクＳＨ＿ＴＲＱがトルク演算値ＥＳＲ＿ＴＲＱに十分近づいた時点（ステップＳ１２４でＮＯ且つステップＳ１２７でＹＥＳ）でこれらトルク演算値ＥＳＲ＿ＴＲＱと短絡トルクＳＨ＿ＴＲＱとを完全に一致させて３相短絡制御を許可する（ステップＳ１２８）。   Further, when the command torque QTAR is smaller than the maximum short-circuit torque SH_TRQMAX, SH_TRQMAX is set to the command torque QTAR by a limit process (step S110). That is, unless the short-circuit torque SH_TRQ is not the maximum short-circuit torque SH_TRQMAX, the command torque QTAR is smaller than the short-circuit torque SH_TRQ (NO in step S11). That is, since the torque calculation value ESR_TRQ in the initial state is larger than the command torque QTAR (YES in step S120), the command torque QTAR is set to the torque calculation value ESR_TRQ as the initial torque adjustment, and then this torque calculation value ESR_TRQ is set. Holding (step S123), the torque calculation value ESR_TRQ is relatively shifted in a direction in which the difference from the short-circuit torque SH_TRQ decreases (for example, the direction of the arrow in FIG. 12) as the short-circuit torque SH_TRQ decreases. . When the short-circuit torque SH_TRQ is sufficiently close to the torque calculation value ESR_TRQ (NO in step S124 and YES in step S127), the torque calculation value ESR_TRQ and the short-circuit torque SH_TRQ are completely matched to allow three-phase short-circuit control. (Step S128).

したがって、上述した第２の実施の形態によれば、エンジン回転数Ｎｅが、前述した第１の実施の形態の所定回転数Ｎ２よりも高い回転数であっても、短絡トルクＳＨ＿ＴＲＱにトルク演算値ＥＳＲ＿ＴＲＱが十分に近づいた時点で３相短絡制御に移行することができるため、３相短絡制御を行う領域を拡大することができ、この結果、ＰＷＭインバータのスイッチングによる騒音を低減することができる。   Therefore, according to the above-described second embodiment, even if the engine speed Ne is higher than the predetermined speed N2 of the first embodiment described above, the torque calculation value is calculated as the short-circuit torque SH_TRQ. Since it is possible to shift to the three-phase short-circuit control when ESR_TRQ approaches sufficiently, the area for performing the three-phase short-circuit control can be expanded, and as a result, noise due to switching of the PWM inverter can be reduced.

さらに、エンジン回転数Ｎｅが高回転から低下してくる際に、トルク演算値ＥＳＲ＿ＴＲＱが短絡トルクＳＨ＿ＴＲＱよりも小さい場合、短絡トルクＳＨ＿ＴＲＱが制動トルクの増加する方向に変移するのに対して、トルク演算値ＥＳＲ＿ＴＲＱを制動トルクの減少する方向に変移させることなく、自然にトルク演算値ＥＳＲ＿ＴＲＱと短絡トルクＳＨ＿ＴＲＱとを揃えることができるため、乗員に違和感を与えることなしにトルク段差を低減して商品性を向上することができる。   Further, when the engine speed Ne decreases from a high speed and the torque calculation value ESR_TRQ is smaller than the short circuit torque SH_TRQ, the short circuit torque SH_TRQ shifts in the direction in which the braking torque increases, whereas the torque calculation The torque calculation value ESR_TRQ and the short-circuit torque SH_TRQ can be naturally aligned without shifting the value ESR_TRQ in the direction in which the braking torque decreases, so that the torque difference can be reduced without causing a sense of discomfort to the occupant. Can be improved.

尚、上記実施の形態では３相短絡制御を行う場合について説明したが、これに替えてＰＷＭインバータの３相分のハイサイドアーム又はローサイドアームのうち２相だけをＯＮ状態とする２相短絡制御を行う構成としてもよい。   In the above embodiment, the case of performing the three-phase short-circuit control has been described, but instead of this, the two-phase short-circuit control in which only two phases of the high-side arm or the low-side arm for the three phases of the PWM inverter are turned on. It is good also as composition which performs.

本発明の第１、第２の実施の形態における制御装置の構成図である。It is a block diagram of the control apparatus in the 1st, 2nd embodiment of this invention. 本発明の第１実施の形態におけるモータ制動制御処理のフローチャートである。It is a flowchart of the motor braking control process in 1st Embodiment of this invention. 本発明の第１の実施の形態におけるセンサレス回生処理のフローチャートである。It is a flowchart of the sensorless regeneration process in the 1st Embodiment of this invention. 本発明の第１の実施の形態におけるセンサレス回生処理のフローチャートである。It is a flowchart of the sensorless regeneration process in the 1st Embodiment of this invention. 本発明の第１の実施の形態におけるアイドル停止判定処理のフローチャートである。It is a flowchart of the idle stop determination process in the 1st Embodiment of this invention. 本発明の第１の実施の形態におけるエンジン停止制御処理のフローチャートである。It is a flowchart of the engine stop control process in the 1st Embodiment of this invention. 本発明の第１の実施の形態におけるエンジン始動制御処理のフローチャートである。It is a flowchart of the engine starting control process in the 1st Embodiment of this invention. 本発明の第２の実施の形態における図２に相当するフローチャートである。It is a flowchart equivalent to FIG. 2 in the 2nd Embodiment of this invention. 本発明の第２の実施の形態における図３に相当するフローチャートである。It is a flowchart equivalent to FIG. 3 in the 2nd Embodiment of this invention. 本発明の第２の実施の形態における図４に相当するフローチャートである。It is a flowchart equivalent to FIG. 4 in the 2nd Embodiment of this invention. 本発明の第１の実施の形態におけるエンジン回転数に対する短絡トルクの変化を示すグラフである。It is a graph which shows the change of the short circuit torque with respect to the engine speed in the 1st Embodiment of this invention. 本発明の第２の実施の形態における図１１に相当するグラフである。12 is a graph corresponding to FIG. 11 in the second embodiment of the present invention.

符号の説明Explanation of symbols

１１ エンジン（内燃機関）
１２ ブラシレスＤＣモータ（発電電動機）
１４ バッテリ（蓄電器）
Ｓ５ 制動手段
Ｓ８ センサレス制御手段
Ｓ５５ 始動手段
11 Engine (Internal combustion engine)
12 Brushless DC motor (generator motor)
14 Battery (capacitor)
S5 Braking means S8 Sensorless control means S55 Starting means

Claims (4)

蓄電器から電源供給を受け走行駆動又は内燃機関の走行駆動を補助する発電電動機を備えたハイブリッド車両の制御装置において、前記発電電動機の誘起電圧に基づきロータ位置を検出してセンサレス制御を行うセンサレス制御手段と、前記発電電動機の回転数が所定回転数より低い車両制動時に前記発電電動機の２相短絡制御又は３相短絡制御を実施して前記発電電動機の回転を停止させる制動手段と、前記内燃機関の再始動時に前記発電電動機を強制転流により起動させる始動手段とを備えたことを特徴とするハイブリッド車両の制御装置。   Sensorless control means for detecting the rotor position based on the induced voltage of the generator motor and performing sensorless control in a hybrid vehicle control device provided with a generator motor that receives power supply from a capacitor and assists in driving driving or driving of an internal combustion engine And a braking means for stopping the rotation of the generator motor by performing two-phase short-circuit control or three-phase short-circuit control of the generator motor at the time of vehicle braking when the rotation speed of the generator motor is lower than a predetermined number of revolutions, A hybrid vehicle control device comprising starter means for starting the generator motor by forced commutation upon restart. 前記センサレス制御手段によるセンサレス制御から前記制動手段による２相短絡制御又は３相短絡制御へ移行する前に、センサレス制御時の停止制御用トルクと２相短絡制御又は３相短絡制御時の短絡制動トルクとの差分を所定値以下にすることを特徴とする請求項１に記載のハイブリッド車両の制御装置。   Before shifting from the sensorless control by the sensorless control means to the two-phase short-circuit control or the three-phase short-circuit control by the braking means, the stop control torque at the time of sensorless control and the short-circuit braking torque at the time of two-phase short-circuit control or three-phase short-circuit control The control device for a hybrid vehicle according to claim 1, wherein a difference between the control value and the value is equal to or less than a predetermined value. 車両停車直後に前記内燃機関をアイドル状態とし、ブレーキ踏込み量が所定の踏込み量以上での停車時間が所定時間を超えるとアイドル停止制御を実行すると共に、前記内燃機関の回転数が所定回転数以下になると前記２相短絡制御又は３相短絡制御を実行し前記発電電動機の回転を停止する停止手段を備えることを特徴とする請求項１に記載のハイブリッド車両の制御装置。   Immediately after the vehicle stops, the internal combustion engine is set in an idle state, and when the stopping time when the brake depression amount is equal to or greater than the predetermined depression amount exceeds a predetermined time, idle stop control is executed, and the rotation speed of the internal combustion engine is equal to or less than the predetermined rotation speed 2. The hybrid vehicle control device according to claim 1, further comprising a stopping unit that executes the two-phase short-circuit control or the three-phase short-circuit control to stop the rotation of the generator motor. 前記始動手段は前記内燃機関の回転停止後、ブレーキ踏込み量が所定の踏込み量以下になると前記発電電動機を強制転流により起動させ、前記内燃機関の点火制御を実行することを特徴とする請求項１〜請求項３の何れか一項に記載のハイブリッド車両の制御装置。

The starter means starts the generator motor by forced commutation and executes ignition control of the internal combustion engine when a brake depression amount becomes a predetermined depression amount or less after the internal combustion engine stops rotating. The control apparatus of the hybrid vehicle as described in any one of Claims 1-3.

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