Control device for an electric vehicle

Abstract

To set an engine rotation position at a rotation position suitable for start.SOLUTION: A control device of an electric vehicle 1 includes: an engine (rotary engine 3); a motor (power generation motor 12) for generating power; a battery (high voltage battery 23); a first controller (engine ECU 25) for operating the engine; a second controller (motor ECU 26) for operating the motor; and a sensor (motor rotation sensor SN4). The second controller acquires information on a rotation position of the engine from the first controller during running of the motor for generating power, thereby determines a relative position relation between a rotation position of the engine and a rotation position of the motor, and monitors the rotation position of the engine on the basis of the relative position relation and a signal from the sensor, and the second controller confirms an engine stop position on the basis of the monitoring of the engine rotation position when the running of the motor for generating power is ended.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The technology disclosed herein relates to a control device for an electric vehicle. [Background technology]

[0002] Patent Document 1 describes a hybrid vehicle. The hybrid vehicle is equipped with an engine and a motor for driving the vehicle. The engine and motor are each connected to drive wheels. The motor applies cranking torque to the engine to start the engine. The motor also applies torque to the engine when stopping the engine. The engine to which torque has been applied stops at a rotational position suitable for the next start. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Publication No. 2019-127108 Summary of the Invention [Problem to be solved by the invention]

[0004] When starting an engine, the engine's rotational position must be accurately determined in order to set the engine's rotational position to a rotational position suitable for starting. However, because the sampling frequency of the engine controller is low, it is difficult to accurately determine the engine's rotational position when the engine's rotational speed has dropped just before the engine stops.

[0005] The technology disclosed herein sets the rotational position of the engine to a rotational position suitable for starting. [Means for solving the problem]

[0006] The technology disclosed herein relates to a control device for an electric vehicle. The engine and A motor that is mechanically connected to the engine and generates electricity by being driven by the engine, A battery that is electrically connected to the motor and is charged by the generated power of the motor, A first controller that operates the engine, A second controller that operates the motor, A sensor that outputs an electrical signal related to the rotation of the motor to the second controller, and is provided with, The second controller, A power generation control unit that causes the motor to perform a power generation operation during operation of the engine, A stop position control unit that adjusts the stop position of the engine by causing the motor to perform a power running operation after the motor has completed the power generation operation and before the engine is started next time, and has, The second controller determines the relative positional relationship between the rotational position of the engine and the rotational position of the motor by acquiring information on the rotational position of the engine from the first controller during the power generation operation of the motor, and monitors the rotational position of the engine during the power generation operation of the motor based on the determined relative positional relationship and the signal from the sensor, The second controller also checks the stop position of the engine based on the monitoring of the rotational position of the engine when the motor finishes the power generation operation.

[0007] According to this configuration, while the motor is in the power generation operation, the second controller acquires information on the rotational position of the engine from the first controller. Since the engine and the motor are mechanically connected, the second controller can determine the relative positional relationship between the rotational position of the engine and the rotational position of the motor based on the acquired information on the rotational position of the engine. While the motor is in the power generation operation, since the engine and the motor are rotating stably, the second controller can accurately determine the relative positional relationship between the rotational position of the engine and the rotational position of the motor. As a result, the second controller can monitor the rotational position of the engine based on the information on the rotational position of the motor obtained from the sensor signal.

[0008] The second controller also checks the stop position of the engine based on the monitoring of the rotational position of the engine when the power generation operation of the motor ends. When the rotational speed of the engine decreases, the accuracy of the information on the rotational position of the engine decreases. However, in the above configuration, based on the relative positional relationship between the rotational position of the engine and the rotational position of the motor determined in advance and the information on the rotational position of the motor obtained from the sensor signal, the second controller can accurately check the stop position of the engine.

[0009] As a result, after the power generation operation ends and before the engine is started next time, the stop position control unit can use the motor to adjust the rotational position of the engine to an appropriate rotational position based on the accurate stop position of the engine.

[0010] The control device of the electric vehicle The first controller and the second controller are connected by a CAN communication line that enables mutual communication. The second controller corrects the relative positional relationship between the rotational position of the engine and the rotational position of the motor based on the communication delay time via the CAN communication line. .

[0011] By correcting the relative positional relationship between the engine rotation position and the motor rotation position in consideration of the communication delay time between the two controllers, the second controller can more accurately monitor the engine rotation position based on the sensor signal.

[0012] The second controller may correct the relative positional relationship between the engine rotation position and the motor rotation position based on the difference in sampling frequencies between the first controller and the second controller and the rotation speed of the motor.

[0013] Generally, the sampling frequency of the first controller that controls the engine is low, and the sampling frequency of the second controller that controls the motor is high. By performing correction corresponding to the rotation speed of the motor and the difference in sampling frequencies, the second controller can accurately determine the relative positional relationship between the engine rotation position and the motor rotation position.

[0014] The second controller may obtain information on the rotation position when the engine is rotating stably from the first controller.

[0015] Based on the information when the engine and the motor are rotating stably, the second controller determines the relative positional relationship between the engine rotation position and the motor rotation position. Thereby, the second controller can accurately determine the relative positional relationship.

[0016] The second controller adjusts the stop position of the engine, and the 2 controller continues to perform it on the engine After determining the stop of the rotation This may also be the case.

[0017] Adjusting the stop position of the engine consumes the power of the battery because the motor performs a power running operation. The 2 controller for the engine Determine the stop of the rotation The timing is when the charging of the battery is completed. is ongoing At this timing, in order to adjust the stop position of the engine, it is allowed to consume the power of the battery.

Advantages of the Invention

[0018] As described above, the control device of the electric vehicle can set the rotational position of the engine to a rotational position suitable for starting.

Brief Description of the Drawings

[0019]

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5

Figure 6

Figure 7

Modes for Carrying Out the Invention

[0020] Hereinafter, embodiments of the control device of the electric vehicle will be described with reference to the drawings. The control device of the electric vehicle described here is an example.

[0021] (Overall Configuration of Electric Vehicle) FIG. 1 shows a control system of an electric vehicle. The electric vehicle 1 includes a traveling motor 11 for traveling. The traveling motor 11 is mechanically connected to drive wheels 14, 14 via a speed reducer 13. The speed reducer 13 reduces the output of the traveling motor 11. When the output of the traveling motor 11 is transmitted to the drive wheels 14, 14, the electric vehicle 1 travels.

[0022] The electric vehicle 1 includes a high-voltage battery 23. The high-voltage battery 23 stores electric power for traveling. The high-voltage battery 23 is, for example, a lithium-ion battery.

[0023] The traction motor 11 is electrically connected to the high-voltage battery 23 via a first inverter 21. The traction motor 11 and the first inverter 21 are electrically connected via a harness wire shown by a dashed line in FIG. 1 , and the first inverter 21 and the high-voltage battery 23 are electrically connected via a harness wire. The traction motor 11 receives power supply from the high-voltage battery 23 to perform power running. The traction motor 11 also performs power generation operation when the electric vehicle 1 decelerates. The first inverter 21 supplies regenerative power from the traction motor 11 to the high-voltage battery 23. The high-voltage battery 23 is charged by the regenerative power from the traction motor 11.

[0024] The electric vehicle 1 is equipped with a range extender device 30. The range extender device 30 includes a generator motor 12 for generating electricity and an internal combustion engine that drives the generator motor 12. In the electric vehicle 1 illustrated here, the internal combustion engine is a rotary engine 3.

[0025] The shaft of the rotary engine 3 is mechanically connected to the generator motor 12. When the rotary engine 3 operates, the generator motor 12 operates to generate electricity. The configuration of the rotary engine 3 will be described in detail later.

[0026] The generator motor 12 is connected to the high-voltage battery 23 via a second inverter 22. The generator motor 12 and the second inverter 22 are electrically connected via a harness wire indicated by a dashed line in FIG. 1, and the second inverter 22 and the high-voltage battery 23 are electrically connected via a harness wire. The second inverter 22 supplies the power generated by the generator motor 12 to the high-voltage battery 23. The high-voltage battery 23 is charged with the power generated by the generator motor 12. As will be described later, the generator motor 12 may also be powered by receiving power from the high-voltage battery 23. The generator motor 12 also functions as a starter. The generator motor 12 applies cranking torque to the rotary engine 3 to start the rotary engine 3.

[0027] The electric vehicle 1 includes an engine ECU (Electric Control Unit) 25, a motor ECU 26, and a battery ECU 27. The engine ECU 25, the motor ECU 26, and the battery ECU 27 are each a controller based on a well-known microcomputer. Each ECU includes a central processing unit (CPU), a memory, and an I / F circuit. The CPU executes a program. The memory is configured, for example, with a RAM (Random Access Memory) or a ROM (Read Only Memory). The memory stores programs and data. The I / F circuit inputs and outputs electrical signals.

[0028] The engine ECU 25, the motor ECU 26, and the battery ECU 27 are connected to one another via a CAN (Car Area Network) communication line 28. The engine ECU 25, the motor ECU 26, and the battery ECU 27 can transmit and receive signals to and from one another via the CAN communication line 28.

[0029] The engine ECU 25 is electrically connected to the rotary engine 3 via a signal line indicated by a two-dot chain line. The engine ECU 25 controls the rotary engine 3. An eccentric angle sensor SN1 is connected to the engine ECU 25. The eccentric angle sensor SN1 outputs a signal related to the rotation of an eccentric shaft 35, which is the output shaft of the rotary engine 3. The engine ECU 25 can obtain information about the rotational position of the rotary engine 3 based on the signal from the eccentric angle sensor SN1.

[0030] The engine ECU 25 has, as functional blocks, an engine operating point setting unit 251 and an engine control unit 252. The control of the rotary engine 3 by the engine ECU 25 will be described in detail later.

[0031] The motor ECU 26 is electrically connected to the first inverter 21 and the second inverter 22 via signal lines indicated by two-dot chain lines. The motor ECU 26 controls the traction motor 11 through the first inverter 21. The motor ECU 26 controls the generator motor 12 through the second inverter 22.

[0032] An accelerator opening sensor SN2, a vehicle speed sensor SN3, and a motor rotation sensor SN4 are connected to the motor ECU 26. The accelerator opening sensor SN2 outputs a signal corresponding to the depression amount of the accelerator pedal to the motor ECU 26. The vehicle speed sensor SN3 outputs a signal corresponding to the speed of the electric vehicle 1 to the motor ECU 26.

[0033] The motor rotation sensor SN4 outputs a signal related to the rotation of the generator motor 12 to the motor ECU 26. Based on the signal from the motor rotation sensor SN4, the motor ECU 26 can determine the rotation angle of the eccentric shaft 35 of the rotary engine 3 to which the generator motor 12 is mechanically connected.

[0034] The motor rotation sensor SN4 also outputs a signal related to the rotation of the travel motor 11 to the motor ECU .

[0035] The motor ECU 26 has, as functional blocks, a generator motor control section 261 and a travel motor control section 262. The generator motor control section 261 has a start control section 263, a generator control section 264, and a stop position control section 265. Details of the control of the generator motor 12 by the generator motor control section 261 will be described later.

[0036] The traveling motor control unit 262 controls the traveling motor 11 based on signals from the accelerator opening sensor SN2, the vehicle speed sensor SN3, and the motor rotation sensor SN4, thereby causing the electric vehicle 1 to accelerate or decelerate in response to the driver's operation of the accelerator pedal.

[0037] A voltage / current sensor SN5 is connected to the battery ECU 27. The voltage / current sensor SN5 outputs signals related to the output voltage and output current of the high-voltage battery 23 to the battery ECU 27. The battery ECU 27 has, as functional blocks, an SOC calculation unit 271 and a generated power calculation unit 272. The SOC calculation unit 271 calculates the SOC (State Of Charge) of the high-voltage battery 23 based on the signal from the voltage / current sensor SN5. The generated power calculation unit 272 calculates a target amount of power generation based on the SOC of the high-voltage battery 23 when charging of the high-voltage battery 23 is required.

[0038] (Rotary engine configuration) Fig. 2 illustrates an example of the rotary engine 3. Fig. 2 illustrates an example of the internal configuration of the rotary engine 3 when viewed from the front. The front-to-rear direction of the rotary engine 3 is the axial direction of the eccentric shaft 35, and is a direction perpendicular to the plane of the paper on which Fig. 2 is drawn.

[0039] The rotary engine 3 has one rotor 34 and a rotor accommodating chamber 31. The rotor accommodating chamber 31 is formed by a rotor housing 32 and a side housing 33. The rotor housing 32 has a trochoid inner circumferential surface 321. The rotor 34 is accommodated in the rotor accommodating chamber 31. The rotor 34 has a roughly triangular shape. The rotor accommodating chamber 31 is divided by the rotor 34 into three working chambers: a first chamber 361, a second chamber 362, and a third chamber 363.

[0040] The eccentric shaft 35 is disposed to pass through the rotor accommodating chamber 31. The rotor 34 is supported so as to perform planetary rotation relative to the eccentric shaft 35. The rotor 34 rotates around the eccentric shaft 35 so that its three apexes move along the trochoid inner peripheral surface 321.

[0041] As shown enlarged in Figure 6, an apex seal 341 is attached to each apex of the rotor 34. Furthermore, substantially cylindrical corner seals 342 are provided at both front and rear ends of each apex seal 341. Furthermore, side seals 343 are provided on both front and rear side surfaces of the rotor 34. The side seals 343 connect the corner seals 342 to each other substantially parallel to the outer periphery of the rotor 34.

[0042] The apex seal 341 abuts against the trochoid inner peripheral surface 321 of the rotor housing 32. This allows the apex seal 341 to maintain airtightness in the working chamber. The side seal 343 abuts against the side housing 33. This allows the side seal 343 to maintain airtightness in the working chamber. The corner seal 342 maintains airtightness at the joint between the side seal 343 and the apex seal 341.

[0043] As the rotor 34 rotates as indicated by the arrow in Fig. 2, the first chamber 361, the second chamber 362, and the third chamber 363 shift around the eccentric shaft 35, and the intake, compression, expansion, and exhaust strokes are performed in each of the first chamber 361, the second chamber 362, and the third chamber 363. The rotational force generated thereby is output from the eccentric shaft 35.

[0044] More specifically, the rotor 34 rotates in the clockwise direction in Fig. 2. The rotor housing chamber 31 is divided into an upper left region, an upper right region, a lower right region, and a lower left region by the long axis Y and the short axis Z passing through the rotation axis center X. Each working chamber generally performs an intake stroke in the upper left region, a compression stroke in the upper right region, an expansion stroke in the lower right region, and an exhaust stroke in the lower left region.

[0045] An injector 37, a first spark plug 381, and a second spark plug 382 are attached to the rotor housing 32. The injector 37 is attached to the top of the rotor housing 32. The injector 37 injects fuel into the working chamber during the intake stroke or the compression stroke.

[0046] The first spark plug 381 is attached to the right side wall of the rotor housing 32. The second spark plug 382 is also attached to the right side wall of the rotor housing 32. The second spark plug 382 is located on the advancing side of the rotor 34 with respect to the first spark plug 381. The first spark plug 381 and the second spark plug 382 each ignite the air-fuel mixture in the working chamber during the compression stroke.

[0047] In the side housing 33, an intake port 391 and an exhaust port 392 are open. The opening of the intake port 391 is located in the upper left region of the rotor housing chamber 31. The intake port 391 extends substantially linearly in the interior of the side housing 33 from this opening horizontally to the left. The opening of the intake port 391 opens and closes as the rotor 34 rotates. The intake port 391 communicates with the working chamber during the intake stroke. The intake port 391 is connected to an intake passage. A throttle valve 394 is disposed in the intake passage. The throttle valve 394 is a throttle valve that adjusts the amount of air supplied to the rotary engine 3.

[0048] The opening of the exhaust port 392 is located in the lower left region of the rotor housing chamber 31. The opening of the exhaust port 392 is located below the opening of the intake port 391. The exhaust port 392 extends substantially linearly in the interior of the side housing 33 from this opening horizontally to the left. The opening of the exhaust port 392 opens and closes as the rotor 34 rotates. The exhaust port 392 communicates with the working chamber during the exhaust stroke.

[0049] (Power Generation Control of Electric Vehicle) Next, with reference to FIGS. 3 to 5, the power generation control of the electric vehicle 1 will be described. The flowchart of FIG. 3 shows the management procedure of the high-voltage battery 23 executed by the battery ECU 27.

[0050] First, in step S51 after starting, the SOC calculation unit 271 of the battery ECU 27 calculates the SOC of the high-voltage battery 23 based on the signal of the voltage / current sensor SN5. In the subsequent step S52, the battery ECU 27 determines whether the calculated SOC is less than the first reference SOC1. If step S52 is YES, the process proceeds to step S53. The battery ECU 27 determines that the high-voltage battery 23 needs to be charged. If step S52 is NO, the process returns to step S51.

[0051] In step S53, the battery ECU 27 calculates the rate of decrease of the SOC. In the subsequent step S54, the power generation power calculation unit 272 of the battery ECU 27 calculates the target power generation amount according to the calculated rate of decrease of the SOC. The battery ECU 27 increases the target power generation amount as the rate of decrease is higher.

[0052] Once the target power generation amount is calculated, in step S55, the battery ECU 27 outputs a power generation request to each of the engine ECU 25 and the motor ECU 26 through the CAN communication line 28.

[0053] In step S56, the battery ECU 27 determines whether the rotary engine 3 has started based on the information from the engine ECU 25. Until the start of the rotary engine 3 is completed, the process repeats step S56. If the start of the rotary engine 3 is completed, the process proceeds to step S57.

[0054] If the rotary engine 3 starts and power generation by the power generation motor 12 starts, in step S57, the SOC calculation unit 271 of the battery ECU 27 calculates the SOC of the high-voltage battery 23. In the subsequent step S58, the battery ECU 27 determines whether the calculated SOC exceeds the second reference SOC2. If step S58 is NO, the process returns to step S57 and the battery ECU 27 continues power generation. If step S58 is YES, the process proceeds to step S59. In step S59, assuming that the charging of the high-voltage battery 23 is completed, the battery ECU 27 outputs the end of power generation to each of the engine ECU 25 and the motor ECU 26 through the CAN communication line 28.

[0055] Figure 4 shows the control procedure of the rotary engine 3 executed by the engine ECU 25. First, in step S61 after starting, the engine ECU 25 determines whether there is a power generation request from the battery ECU 27. If there is no power generation request, the process repeats step S61. If there is a power generation request, the process proceeds to step S62.

[0056] In step S62, the engine ECU 25 reads the target power generation amount calculated by the battery ECU 27. In the subsequent step S63, the engine operating point setting unit 251 of the engine ECU 25 sets the operating point of the rotary engine 3 based on the target power generation amount. Also, in step S64, the engine control unit 252 of the engine ECU 25 sets the opening degree of the throttle valve 394 and the fuel injection amount so that the rotary engine 3 operates at the set operating point.

[0057] In step S65, engine start control is executed. This engine start control is executed using the power generation motor 12 as a starter. Therefore, the engine start control is executed by the cooperation of the engine ECU 25 and the motor ECU 26. The start control unit 263 of the motor ECU 26 makes the power generation motor 12 perform a power running operation. Cranking torque is applied to the rotary engine 3.

[0058] In step S66, the engine ECU 25 determines whether or not the start of the rotary engine 3 has been completed. If the start has not been completed, the process returns to step S65. If the start has been completed, the process proceeds to step S67.

[0059] In step S67, the engine control unit 252 of the engine ECU 25 operates the rotary engine 3 at the set operating point. In the subsequent step S68, the engine ECU 25 determines whether or not power generation stop has been instructed. While power generation stop is not instructed, the process returns to step S67 and the engine control unit 252 continues the operation of the rotary engine 3. If power generation stop is instructed, the process proceeds from step S68 to step S69. In step S69, the engine ECU 25 stops the rotary engine 3.

[0060] (Motor Control During Power Generation) The flowchart of FIG. 5 shows the control procedure of the power generation motor 12 during power generation, which is executed by the motor ECU 26. First, in step S41 after starting, the motor ECU 26 determines whether it is in the process of power generation due to a power generation request from the battery ECU 27. If it is not in the process of power generation, the process repeats step S41. If it is in the process of power generation, the process proceeds to step S42.

[0061] In step S42, the power generation control unit 264 of the motor ECU 26 reads the target power generation amount calculated by the battery ECU 27. In the subsequent step S43, the power generation control unit 264 sets the operating point of the power generation motor 12 based on the target power generation amount. Also, in step S44, the power generation control unit 264 controls the second inverter 22 so that the power generation motor 12 operates at the set operating point.

[0062] In step S45, the motor ECU 26 obtains the rotational position information of the rotary engine 3 from the engine ECU 25. In step S46, the motor ECU 26 determines whether the rotations of the rotary engine 3 and the power generation motor 12 are stable based on the obtained rotational position information. If the rotations are not stable, the process returns to step S45. If the rotations are stable, the process proceeds to step S47.

[0063] In step S47, the motor ECU 26 determines the relative position relationship between the rotational position of the rotary engine 3 and the rotational position of the power generation motor 12. Then, in step S48, the motor ECU 26 corrects the relative position relationship between the rotational position of the rotary engine 3 and the rotational position of the power generation motor 12 based on the difference between the sampling frequency of the engine ECU 25 and the sampling frequency of the motor ECU 26, and the rotational speed of the power generation motor 12. Generally, the sampling frequency of the engine ECU 25 is low, and the sampling frequency of the motor ECU 26 is high. By performing correction corresponding to the difference in sampling frequencies, the motor ECU 26 can accurately determine the relative position relationship between the rotational position of the rotary engine 3 and the rotational position of the power generation motor 12.

[0064] In the following step S49, the motor ECU 26 corrects the relative positional relationship between the rotational position of the rotary engine 3 and the rotational position of the generator motor 12 based on the delay time of communication via the CAN communication line 28. This allows the motor ECU 26 to determine the relative positional relationship between the rotational position of the rotary engine 3 and the rotational position of the generator motor 12 with even greater accuracy.

[0065] Then, in step S410, the motor ECU 26 monitors the rotational position of the rotary engine 3 based on the output signal of the motor rotation sensor SN4. The rotary engine 3 and the generator motor 12 are mechanically connected, and the relative positional relationship between the rotational position of the rotary engine 3 and the rotational position of the generator motor 12 has been determined in steps S47 to S49 described above. Therefore, the motor ECU 26 can accurately monitor the rotational position of the rotary engine 3 based on the output signal of the motor rotation sensor SN4.

[0066] In step S411, the power generation control unit 264 of the motor ECU 26 determines whether or not a command to stop power generation has been issued. While a command to stop power generation has not been issued, the process repeats step S411. The power generation motor 12 continues to generate power. If a command to stop power generation has been issued, the process proceeds to step S412. In step S412, the power generation control unit 264 stops inverter control.

[0067] In step S413, the motor ECU 26 determines whether or not the rotation of the rotary engine 3 and the generator motor 12 has stopped. The process repeats step S413 until the rotation of the rotary engine 3 and the generator motor 12 has stopped. If the rotation of the rotary engine 3 and the generator motor 12 has stopped, the process proceeds to step S414.

[0068] In step S414, the motor ECU 26 confirms the stop position of the rotary engine 3. At this time, the motor ECU 26 confirms the stop position of the rotary engine 3 based on the signal of the motor rotation sensor SN4 output while the rotary engine 3 and the generator motor 12 are stopped. As described above, the relative positional relationship between the rotational position of the rotary engine 3 and the generator motor 12 is determined while the rotary engine 3 and the generator motor 12 are rotating stably. Therefore, the motor ECU 26 can confirm the stop position of the rotary engine 3 based on the signal of the motor rotation sensor SN4. Immediately before the rotary engine 3 is stopped, the output of the eccentric angle sensor SN1 is unstable, and therefore the information on the engine rotational position output by the engine ECU 25 is low in accuracy. Because the relative positional relationship between the rotational position of the rotary engine 3 and the rotational position of the generator motor 12 is determined in advance, the motor ECU 26 can accurately determine the stop position of the rotary engine 3 based on the signal of the motor rotation sensor SN4.

[0069] In step S415, the stop position control unit 265 of the motor ECU 26 calculates the difference between the rotational position of the stopped rotary engine 3 and the appropriate stop position of the rotary engine 3. Here, the appropriate stop position of the rotary engine 3 means a stop position where the next time the rotary engine 3 is started, the rotary engine 3 can be started quickly with a small amount of fuel without degrading exhaust emission performance. In other words, if the rotational position of the stopped rotary engine 3 deviates from the appropriate stop position, the fuel injected into the working chambers will not burn, or will be discharged with almost no combustion, thereby degrading exhaust emission performance. Furthermore, the injected fuel that does not burn will be wasted, and the completion of starting the rotary engine 3 will be delayed.

[0070] In the subsequent step S416, the stop position control unit 265 operates the power generation motor 12 in a power running mode so that the difference between the stop position of the rotary engine 3 and the proper stop position of the rotary engine 3 disappears, thereby changing the stop position of the rotary engine 3. Since the stop position of the rotary engine 3 is changed using the power generation motor 12 at the timing when the charging of the high-voltage battery 23 is completed, it is allowable to consume the power of the high-voltage battery 23 for adjusting the stop position.

[0071] Incidentally, when there is no difference between the stop position of the rotary engine 3 and the proper stop position of the rotary engine 3, the stop position control unit 265 skips the step of changing the stop position of the rotary engine 3.

[0072] When adjusting the stop position of the rotary engine 3, the stop position control unit 265 operates the power generation motor 12 in a power running mode so that the rotary engine 3 rotates in the forward rotation direction. This is because if the rotary engine 3 is rotated in the reverse rotation direction, there is a risk that the side seal 343 may be damaged due to interference between the end of the side seal 343 and the opening of the intake port 391.

[0073] FIG. 6 illustrates the interference state between the end of the side seal 343 and the opening of the intake port 391. The side seal 343 is attached to the side surface of the rotor 34. The side seal 343 is disposed along the outer peripheral edge of the triangular rotor 34 so as to span between the tops of the triangular rotor 34.

[0074] When the rotary engine 3 is rotating in the forward direction, the trajectory of the tip of the side seal 343 does not intersect with the edge of the opening of the intake port 391, as illustrated by the dashed-dotted arrow in the upper diagram of Figure 6. When the rotary engine 3 is rotating in the forward direction, the tip of the side seal 343 does not interfere with the opening of the intake port 391. However, when the rotary engine 3 is rotating in the reverse direction, the trajectory of the tip of the side seal 343 intersects with the edge of the opening of the intake port 391, as illustrated by the dashed-dotted arrow in the upper diagram of Figure 6. Note that the tip of the side seal 343 when the rotor 34 is rotating in the reverse direction is the opposite end to the tip of the side seal 343 when the rotor 34 is rotating in the forward direction.

[0075] The lower diagram of Figure 6 is a cross-sectional view taken along line AA of the upper diagram. As illustrated in the lower diagram of Figure 6, a groove 344 is formed in the side surface of the rotor 34. A spring 345 disposed in this groove 344 presses the side seal 343 toward the side housing 33. Therefore, when the tip of the side seal 343 overlaps the opening of the intake port 391, the tip of the side seal 343 is pressed by the spring 345 and protrudes inward of the intake port 391, that is, upward in the plane of the paper in the lower diagram of Figure 6.

[0076] Therefore, if the rotor 34 rotates in the reverse direction and the trajectory of the tip of the side seal 343 crosses the edge of the opening of the intake port 391, the protruding tip of the side seal 343 may collide with the vertical wall 393 of the opening of the intake port 391, which may damage the side seal 343.

[0077] Therefore, when adjusting the stop position of the rotary engine 3, the stop position control unit 265 of the motor ECU 26 powers the generator motor 12 so that the rotor 34 rotates in the forward direction, thereby preventing damage to the side seal 343.

[0078] Even when the rotor 34 is rotating clockwise, when the rear end of the side seal 343 overlaps with the opening of the intake port 391, it is pushed by the spring 345 and protrudes inward of the intake port 391. However, in this case, since the rear end of the side seal 343 moves from left to right on the paper surface in the lower diagram of FIG. 6, the rear end of the side seal 343 does not collide with the edge of the opening of the intake port 391.

[0079] (Modification of Motor Control) In the flow of FIG. 5, the stop position of the rotary engine 3 was adjusted at the timing when the charging of the high-voltage battery 23 was completed. The adjustment of the stop position of the rotary engine 3 may be performed, for example, immediately before starting the rotary engine 3 next time. The left flow of FIG. 7 shows a part of the motor control procedure during power generation by the motor ECU 26. The right flow of FIG. 7 shows a part of the engine control procedure by the engine ECU 25.

[0080] First, the motor ECU 26 executes the control of the power generation motor 12 according to steps S41 to S410 in FIG. 5. That is, along with the operation of the rotary engine 3, the power generation motor 12 is operated for power generation, and while the rotary engine 3 and the power generation motor 12 are rotating stably, the relative positional relationship between the rotation position of the rotary engine 3 and the rotation position of the power generation motor 12 is determined in advance. The motor ECU 26 monitors the rotation position of the rotary engine 3 based on the output signal of the motor rotation sensor SN4.

[0081] In step S71, the motor ECU 26 determines whether power generation stop has been instructed. While power generation stop is not instructed, the process repeats step S71. The power generation motor 12 continues power generation operation. If power generation stop is instructed, the process proceeds to step S72. In step S72, the motor ECU 26 stops the inverter control.

[0082] In step S73, the motor ECU 26 determines whether the rotations of the rotary engine 3 and the power generation motor 12 have stopped. The process repeats step S73 until the rotations of the rotary engine 3 and the power generation motor 12 stop. If the rotations of the rotary engine 3 and the power generation motor 12 stop, the process proceeds to step S74.

[0083] In step S74, the motor ECU 26 checks the stop position of the rotary engine 3. As described above, the motor ECU 26 checks the stop position of the rotary engine 3 based on the signal of the motor rotation sensor SN4 output while the rotary engine 3 and the power generation motor 12 are coming to a stop. Based on the relative positional relationship between the rotation position of the rotary engine 3 and the rotation position of the power generation motor 12 determined in advance, the motor ECU 26 can accurately grasp the stop position of the rotary engine 3.

[0084] In step S75, the motor ECU 26 calculates the difference between the stop position of the rotary engine 3 and the proper stop position of the rotary engine 3. Then, without adjusting the stop position of the rotary engine 3, the motor ECU 26 stores the difference.

[0085] In the right flow of FIG. 7, the engine ECU 25 first determines in step S711 after startup whether there is a power generation request from the battery ECU 27. If there is no power generation request, the process repeats step S711. If there is a power generation request, the process proceeds to step S712 to start the rotary engine 3.

[0086] In step S712, the motor ECU 26 reads out the difference between the stop position of the rotary engine 3 and the proper stop position of the rotary engine 3, which was memorized in step S75. Then, in step S713, the stop position control unit 265 of the motor ECU 26 adjusts the stop position using the power generation motor 12 so that the stop position of the rotary engine 3 becomes the proper stop position. At this time, the stop position control unit 265 adjusts the stop position by rotating the rotary engine 3 in the forward rotation direction.

[0087] After the stop position of the rotary engine 3 is adjusted, in step S714, the engine ECU 25 reads the target power generation amount calculated by the battery ECU 27. Subsequently, in step S715, the engine operating point setting unit 251 of the engine ECU 25 sets the operating point of the rotary engine 3 based on the target power generation amount. Also, in step S716, the engine control unit 252 of the engine ECU 25 sets the opening degree of the throttle valve 394 and the fuel injection amount so that the rotary engine 3 operates at the set operating point.

[0088] In step S717, engine start control is executed. This engine start control is executed through the cooperation of the engine ECU 25 and the motor ECU 26 using the power generation motor 12 as a starter. After that, the flow proceeds to step S66 in FIG. 4.

[0089] Note that in step S75, the motor ECU 26 memorizes the stop position of the rotary engine 3, and in step S712, the motor ECU 26 may read out the memorized stop position of the rotary engine 3 and calculate the difference between the read stop position and the proper stop position of the rotary engine 3.

[0090] Note that the above-described each flow does not necessarily define the order of steps. Within a possible range, the order of steps can be swapped, or the processing of a plurality of steps can be executed simultaneously. Also, in each flow, some steps can be omitted, and steps can be added.

[0091] 1 is an example, and systems to which the technology disclosed herein can be applied are not limited to the system shown in Fig. 1. The technology disclosed herein can be widely applied to rotary engine control systems, and the structure of the rotary engine is not limited to the structure shown in Fig. 2.

[0092] Furthermore, the electric vehicle 1 may be equipped with a reciprocating engine as the internal combustion engine. [Explanation of symbols]

[0093] 1 Electric vehicles 12 Generator motor 23 High Voltage Battery 25 Engine ECU (first controller) 26 Motor ECU (second controller) 264 Power generation control unit 265 Stop position control unit 28 CAN communication lines 3. Rotary engine 35 eccentric shaft SN4 Motor Rotation Sensor

Claims

1. An engine, a motor mechanically connected to the engine and generating electricity by being driven by the engine, a battery electrically connected to the motor and charged by the generated power of the motor, a first controller for operating the engine, a second controller for operating the motor, a sensor for outputting an electrical signal related to the rotation of the motor to the second controller, a CAN communication line connecting the first controller and the second controller so as to be mutually communicable, and comprising: The second controller has a power generation control unit for causing the motor to perform a power generation operation during operation of the engine, and a stop position control unit for adjusting the stop position of the engine by causing the motor to perform a power running operation after the motor has finished the power generation operation and before the engine is started next time. The second controller obtains information on the rotational position of the engine from the first controller during the power generation operation of the motor, thereby determining the relative positional relationship between the rotational position of the engine and the rotational position of the motor, and monitoring the rotational position of the engine during the power generation operation of the motor based on the determined relative positional relationship and the signal from the sensor. The second controller also checks the stop position of the engine based on the monitoring of the rotational position of the engine when the motor finishes the power generation operation. The second controller corrects the relative positional relationship between the rotational position of the engine and the rotational position of the motor based on the communication delay time via the CAN communication line. A control device for an electric vehicle.

2. In the control device for an electric vehicle according to Claim 1, the second controller corrects the relative positional relationship between the rotational position of the engine and the rotational position of the motor based on the difference in sampling frequencies between the first controller and the second controller and the rotational speed of the motor. A control device for an electric vehicle.

3. In the control device for an electric vehicle according to Claim 1 or 2, the second controller obtains information on the rotational position when the engine is rotating stably from the first controller. A control device for an electric vehicle.

4. In the control device for an electric vehicle according to any one of Claims 1 to 3, The second controller continues to adjust the stop position of the engine after the second controller determines the stop of the rotation of the engine. Control device for an electric vehicle.

Images