JP2001103610A - Hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To solve the problems for a hybrid car on which a battery is mounted, i.e., if a motor-generator is used as a permanent magnet type generator, the efficiency declines due to weakened field control in a high revolution region and if it is used as an induction motor-generator, a power generating performance declines in a high revolution region. SOLUTION: The rotor of the motor-generator of a hybrid car comprises a plurality of secondary conductors and a plurality of permanent magnets, arranged on the inner circumference side of the secondary conductors. The operation of a rotary magnetic field relative to the rotation of the rotor is switched between asynchronous operation and synchronous operation.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a motor generator for driving and generating electric power of a hybrid vehicle and a control method thereof.
Among them, the present invention relates to a permanent magnet type induction-synchronous motor generator having a secondary conductor and a permanent magnet arranged in a rotor in order to generate a field magnetic flux, and a control method thereof.

[0002]

2. Description of the Related Art Conventionally, as a hybrid vehicle, (1)
A series hybrid system in which a generator is driven by the rotational force of an engine that is an internal combustion engine to obtain electric power, a motor connected to an axle is driven by the electric power, and the vehicle is driven by a driving force generated by the motor; A part of the rotational force is converted to electric power, but the other rotational force is transmitted to the axle as a driving force, and the vehicle runs with both the motor driving force using the generated electric power and the engine axle driving force. There is a parallel hybrid.

In recent trends, parallel hybrid vehicles of the type (2) have attracted attention in view of the size of motors and batteries to be mounted, and the cost. For example, engines such as those described in Japanese Patent Application Laid-Open No. Hei. A parallel hybrid vehicle of a type in which two motors are connected to each shaft of a planetary gear mechanism and the power is distributed according to the load and the number of revolutions of the engine and each rotating electric machine (hereinafter, this system is referred to as a two-motor system) has already been commercialized. Have been.

However, this prior art requires two motors and two inverter circuits for driving the motors, and a new planetary gear mechanism must be arranged. Significant cost increase accompanying it is inevitable.

Therefore, as disclosed in Japanese Patent Application Laid-Open No. 7-298696, a method in which a rotating electric machine is directly connected to a crankshaft of an engine and driving and power generation are separated according to a mode by one rotating electric machine (hereinafter, this method is called a one-motor method). ) Is advantageous compared to the two-motor system described above in that it can be added to the current vehicle and cost.

[0006] In both the one-motor system and the two-motor system, the type of rotating electric machine is a synchronous magnet type motor / generator in which permanent magnets are arranged in a rotor, or a secondary conductor made of an aluminum alloy or a copper alloy in a rotor. Squirrel-cage induction motor generator is used.

[0007]

As described in the prior art, the one-motor system is more advantageous in terms of cost than the two-motor system, but the one-motor system has the following restrictions.

(1) It is necessary to achieve both high torque characteristics in a low rotation range such as when the engine is started, and high output power generation characteristics in which a high generated current can be obtained from an idling rotation speed to a high rotation range.

(2) The number of revolutions required to generate the necessary torque (maximum torque generated by the motor) at the time of starting the engine in (1) is 1/10 or less of the number of revolutions of the motor at the maximum allowable number of revolutions of the engine. is there.

(3) The present invention relates to a motor generator mounted on a vehicle, and uses, as a power source, a battery that charges and discharges within a voltage variation range centered on a certain constant voltage. Therefore, if the battery is charged with a voltage that greatly exceeds the charging voltage of the battery, there is a risk that the battery may be damaged in the worst case.

For the above reasons, the problems of the conventional induction motor generator and the permanent magnet type synchronous motor generator will be described below.

FIG. 9 shows torque characteristics and power generation characteristics of the induction motor generator. The horizontal axis indicates the number of revolutions of the motor generator, and the vertical axis indicates the generated torque and generated current of the motor generator. The reason why the torque is constant in the low rotation portion of the torque characteristic is that the inverter limits the torque.

The output P of the induction motor generator at the time of power generation is expressed by the following equation (1).

[0014]

(Equation 1)

In an induction motor generator, a field required for power generation is generated by applying power to a primary conductor. That is, the induction motor generator does not generate electric power unless electric power is supplied to the primary conductor from the outside (battery). That is, the line voltage V1 in Equation 1 is an AC voltage generated by the inverter obtaining electric power from the battery, and is determined by the command voltage of the inverter, and this voltage does not greatly change depending on the rotation speed of the motor generator. .

On the assumption that the line voltage V1 applied to the induction motor generator does not greatly change with the rotation speed of the motor generator, the power generation characteristics of the induction motor generator are as follows.

From the equation ( ₁ ), since the reactance term (x ₁ + x ₂ ′) exists in the denominator of the power output of the induction motor generator, the reactance term is proportional to the rotational angular velocity ω (rotation speed) of the motor generator. (X ₁ + x ₂ ′) increases. Therefore, the output of the induction motor generator peaks at the maximum power generation rotation speed Ni of the motor generator, and the power generation output decreases as the rotation speed of the generator increases. As described above, in the case of the induction motor generator, since the generated voltage is substantially constant, the generated output is proportional to the generated current, and the generated current also tends to decrease in the high rotation region.

This characteristic is unavoidable as long as the induction motor generator is used. In FIG. 9, if the design is made to generate a torque for starting the engine in the low rotation region, the characteristic is high. Region where the maximum power generation speed is higher than Ni)
In this case, the generated current decreases.

When the maximum generator speed of the motor generator is set to the maximum allowable engine speed Nmax (if directly connected to the engine (maximum generator speed of the motor generator) = (maximum allowable engine speed) ), When the motor generator and the engine are connected via a transmission having a fixed speed ratio, (maximum power generation speed of the motor generator) = (speed ratio) × (maximum allowable engine speed)) Although the generated current does not decrease depending on the design, there is a disadvantage that the motor generator is increased in size to generate the engine starting torque.

Next, the permanent magnet type synchronous motor generator will be described.

FIG. 10 shows the torque characteristics and the power generation characteristics of the permanent magnet type synchronous motor generator. Similar to FIG. 9, the horizontal axis indicates the number of revolutions of the motor generator, and the vertical axis indicates the generated torque and generated current of the motor generator. In addition, the reason why the torque is constant in the low rotation portion of the torque characteristic is that a torque limit is provided by the inverter.

The output P of the permanent magnet type synchronous motor generator at the time of power generation is expressed by equation (2).

[0023]

(Equation 2)

The biggest difference between the induction motor generator and the permanent magnet type synchronous motor generator is that, in the induction motor generator, the voltage applied to generate the field is supplied from the battery, whereas the permanent magnet type synchronous motor generator is supplied with the voltage. In a generator, the induced voltage is determined by a constant magnetic flux generated by a permanent magnet arranged in a rotor and the number of revolutions of the motor generator. That is, as shown in FIG. 11, when the rotational angular velocity ω (rotational speed) of the motor generator increases, the terminal voltage (induced voltage) of the motor generator
Rises proportionally. However, charging the battery is an essential condition for mounting on a vehicle. In order to charge the battery, the voltage generated by the motor generator must be kept below the battery charging voltage so as not to damage the battery. Therefore, in the permanent magnet type synchronous motor generator, vector control for reducing the magnetic flux generated by the permanent magnet, that is, so-called field-weakening control must be performed in a region where the number of rotations is equal to or higher than a certain value. Since the induced voltage increases in proportion to the rotation, the current of the field-weakening control must also be increased. Therefore, a large current must be supplied to the coil, which is the primary conductor, and the heat generated by the coil naturally increases. Therefore, there is a possibility that the efficiency of the motor generator in the high rotation region is reduced, the permanent magnet is demagnetized due to heat generation exceeding the cooling capacity, and finally the motor generator is burned.

Further, a permanent magnet type induction synchronous motor having both a secondary conductor and a permanent magnet in a rotor is disclosed in
No. 336927 is cited. This permanent magnet type induction synchronous motor starts as an induction motor at the time of starting and operates as a synchronous machine at the time of rated operation, and does not describe power generation. There is no particular description about the power supply.

[0026]

According to the present invention, there is provided an internal combustion engine for driving a vehicle, a battery for charging and discharging electric power, and a mechanically connected crankshaft of the internal combustion engine and supplied from the battery. A motor generator that starts the internal combustion engine with electric power and generates power by rotation from the internal combustion engine to charge the battery, an inverter that controls driving or power generation of the motor generator, and a controller that controls the inverter A hybrid vehicle provided with a rotation speed detecting means for detecting a rotation speed of the internal combustion engine or the rotating electric machine, wherein the motor generator has a stator in which a primary conductor is wound; The secondary conductors are arranged, and a plurality of permanent magnets are arranged on the inner peripheral side of the secondary conductor.

In addition, a rotating magnetic field generated by passing an alternating current through the primary conductor of the motor generator at the time of power generation sets the rotation speed of the internal combustion engine or the motor generator as a threshold value, and Control is performed to switch between synchronous operation control that rotates in synchronization with the rotor and asynchronous operation control that rotates with a certain rotation and rotation of the rotor.

As the control of the motor generator, switching between synchronous operation control and asynchronous operation control is performed at the time of power generation in which the motor generator is driven by the rotation of the internal combustion engine to charge the battery. Asynchronous operation control is performed at a rotation speed lower than the threshold value, and synchronous operation control is performed at a rotation speed higher than the threshold value.

In the synchronous operation control at the time of power generation, when the voltage of the inverter terminal connected to the battery exceeds the charge voltage of the battery and the battery may be damaged, Field-weakening control is performed to change the phase of alternating current flowing through the primary conductor of the rotating electric machine in order to cancel magnetic fields generated by a plurality of permanent magnets disposed on the rotor.

[0030]

FIG. 1 shows a permanent magnet induction synchronous motor generator according to an embodiment of the present invention. A stator coil (not shown), which is a primary conductor, is wound around a stator core 101, which is a stator, in a slot 109, and a housing 10 having a cooling water flow path 103 in which cooling water flows.
It has been fried in two. The fastening method between the stator core 101 and the housing 102 may be press-fitting instead of snapping. The rotor 104 is made of aluminum or copper on the outer peripheral side,
A plurality of secondary conductors 105 made of brass or the like are arranged, and a plurality of permanent magnets 106 are arranged inside the secondary conductor 105 of the rotor 104.
07. The plurality of secondary conductors 105 are electrically coupled at both end surfaces of the rotor 104 to form a so-called cage-shaped rotor. Each secondary conductor 105
A rod-shaped member may be inserted into the rotor 104, and another conductor member (not shown) may be brazed at both end surfaces for electrical connection. Alternatively, the rod may be die-cast.
The secondary conductor 105 may be skewed. The number of the permanent magnets 106 is the same as the number of poles of the permanent magnet induction synchronous motor generator of this embodiment. Therefore, the direction in which the adjacent permanent magnets 106 are magnetized is opposite. For example, if the outer peripheral side of one permanent magnet is the N pole, the outer peripheral side of the adjacent permanent magnet is the S pole. In this embodiment, the structure has six poles. Further, the arrangement of the permanent magnet 106 may be １ ／ of the number of poles of the permanent magnet induction synchronous motor generator. In that case, the adjacent permanent magnet 10
6 is arranged at an angle obtained by dividing 360 ° by の of the number of poles,
The magnetizing directions of the adjacent permanent magnets are the same. For example, if the outer peripheral side of one permanent magnet is the N pole, the outer peripheral side of the adjacent permanent magnet may be the N pole. Further, an air gap 108 exists between the adjacent permanent magnets. This air gap 108 is
The magnetic flux generated by 6 does not use the core back of the secondary conductor 105, that is, the core between the permanent magnet 106 and the secondary conductor 105 as a magnetic path, but the magnetic flux passes to the primary conductor as a stator. It is considered. In the present embodiment, the permanent magnet 106 has a concentric arc shape, but may be a flat magnet, or an inverted arc type in which the center of the arc is on the outer peripheral side of the rotor 104.

Next, the arrangement of the permanent magnet type induction synchronous motor generator of this embodiment will be described. FIG. 2 shows an arrangement layout of the permanent magnet type induction synchronous motor generator of this embodiment. The permanent magnet type induction synchronous motor generator 2 of the present embodiment is arranged between an engine 1 which is an internal combustion engine for generating a driving force of a vehicle and a transmission 3 of the vehicle. A crankshaft (not shown) of the engine 1 and a shaft (107 in FIG. 1) of a rotor of the permanent magnet induction synchronous motor generator 2 are directly connected to each other or via a transmission configured by a planetary gear reduction mechanism or the like. Mechanically connected.
A shaft (107 in FIG. 1) of a rotor of the permanent magnet type induction synchronous motor generator 2 and an input shaft of the transmission 3 are connected to a torque converter (not shown) or a torque converter (fluid coupling) for shutting off power. (Not shown). With such a configuration, by operating the clutch or the torque converter,
The permanent magnet type induction synchronous motor generator 2 of this embodiment can start the engine 1. After the engine 1 is started, the drive force of the engine 1 can be transmitted to the input shaft of the transmission 3 by operating the clutch and the torque converter, and the permanent magnet type induction synchronous motor generator 2 of the present embodiment can be driven by the motor. Thus, the driving force of the engine 1 and the permanent magnet type induction synchronous motor generator 2 can be transmitted to the input shaft of the transmission 3. Further, the permanent magnet type induction synchronous motor generator 2 includes a battery 5 and an inverter 4
When the engine 1 is started or assisted, power is supplied from a battery to the permanent magnet induction synchronous motor generator 2 by the inverter 4 so that the permanent magnet induction synchronous motor generator 2 Is used as a motor. At the time of power generation, the power generated by the permanent magnet induction synchronous motor generator 2 is converted into DC by the inverter 4, and the battery 5 is charged.

FIG. 3 shows an example in which the permanent magnet induction synchronous motor generator 2 of this embodiment is arranged beside the engine 1. The engine 1 and the permanent magnet induction synchronous motor generator 2 are connected by a metal belt 7 between a crank pulley 6 and a pulley 8 connected to a shaft of the permanent magnet induction synchronous motor generator 2. What connects the crank pulley 6 and the pulley 8 may be a chain or a toothed belt instead of a metal belt.
An advantage of the configuration shown in FIG. 3 is that the engine 1 and the permanent magnet type induction motor are driven by the crank pulley 6, the metal belt 7, and the pulley 8 interposed between the engine 1 and the permanent magnet type induction synchronous motor generator 2. The point is to have a transmission mechanism having a speed ratio between the synchronous motor generators 2. For example, by setting the radius ratio between the crank pulley 6 and the pulley 8 to 2: 1, the permanent magnet induction synchronous motor generator 2 rotates at twice the speed of the engine 1. Accordingly, when the engine 1 is started, the permanent magnet type induction synchronous motor generator 2 only needs to generate １ ／ of the torque required at the time of starting the engine 1. Therefore, the permanent magnet type induction synchronous motor generator 2 can be downsized. Other electrical connections and roles are as described in FIG.

FIG. 4 shows a power supply system diagram of the motor generator shown in this embodiment.

The three-phase terminals of the permanent magnet induction synchronous motor generator 2 mechanically connected to the engine 1 are electrically connected to the inverter 4, and the DC side terminals of the inverter 4 are the battery 5 and other components. Connected to high voltage system. In this embodiment, in addition to the high-voltage system, a headlamp,
A low-voltage system is provided for audio and the like. The power supply to the low-voltage system is stepped down from the high-voltage system via the DC-DC converter 10 and is performed to the low-voltage battery 9 and other low-voltage driving devices (head lamps, audio, etc.). Depending on the operation mode of the vehicle, the permanent magnet induction synchronous motor generator 2 switches between driving and power generation.
The controller 11 determines and calculates a command value for the mode switching and the permanent magnet induction synchronous motor generator 2, and outputs the command value to the inverter 4 to control the permanent magnet induction synchronous motor generator 2. Further, the controller 11 shares the command value output to the inverter 4 with the engine controller 12 which controls the throttle opening of the engine and the fuel injection amount by communication or direct memory access, etc. The cooperative control between the generator 2 and the engine 1 is performed.

Next, control performed in the controller 11 will be described.

FIG. 5 is a control block diagram of the motor generator shown in this embodiment.

First, an engine controller (1 in FIG. 4)
2) Based on the information (battery remaining amount, operation mode, throttle opening etc.) from the independently installed sensor and the rotation speed of the permanent magnet induction synchronous motor generator 2, the operation determination unit 201 The operation of the magnet type induction synchronous motor generator 2 is determined and a current command value is output. Driving judgment unit 201
Is output from the PID compensation block 20.
2, the difference from the current value of the current permanent magnet induction synchronous motor generator 2 is input to a current control block 203 which performs non-interference control and the like. The output from the current control block is converted into three-phase alternating current, and is input to the permanent magnet induction synchronous motor generator 2 via the inverter, and the permanent magnet induction synchronous motor generator 2 is controlled. In addition, the current of each phase (at least two-phase current) and the number of revolutions (or the number of engine revolutions of the permanent magnet type induction synchronous motor generator 2). Good) is detected, and the current of each phase is converted into a two-axis current by the two-axis conversion block 205 and fed back to the current command value.
Further, the rotation speed is input to the operation determining unit 201 and becomes the information for determining the operation.

Next, FIG. 6 shows a flowchart inside the operation determining unit 201.

A required torque calculation block 302 calculates a required torque for the permanent magnet type induction synchronous motor generator 2 based on a value of a block 301 which receives information from the engine controller 12 and various sensors as inputs. Next, the operation determination block 304 determines whether the operation is synchronous operation or asynchronous operation based on the value of the rotation speed of the engine or the permanent magnet induction synchronous motor generator 2 from the input block 303 and the required torque. At this time, a judgment is made by comparing the rotation speed information from the rotation speed input block 303 with a certain threshold value. Alternatively, in order to avoid frequent synchronous and asynchronous switching, a hysteresis having a width corresponding to a threshold for switching from synchronous to asynchronous or asynchronous to synchronous operation may be provided. If the driving judgment unit determines that the operation is synchronous,
Proceed to current map (synchronous) block 305. In the current map (synchronous) block 305, the induced voltage generated by the rotation of the permanent magnet disposed in the permanent magnet type induction synchronous motor generator 2 of this embodiment due to rotation is suppressed to the battery charging voltage, and the required torque (power generation In this case, the current of the two axes is calculated so as to satisfy the load torque. The calculated current command value is output from the current command value output block 308. Next, when the operation is determined to be the asynchronous operation by the operation determination block 304, the process proceeds to the slip amount calculation block 306. In the slip amount calculation block 306, not only the slip amount is calculated from the required torque and the rotation speed, but also a change in the motor generator or the engine rotation speed is obtained based on a differential value of the rotation speed or the like. The timing at which the operation shifts from asynchronous to synchronous operation beyond the threshold value is predicted, and control is performed such that the slip amount is gradually reduced and the synchronous control is smoothly switched to the asynchronous operation. The output value of the slip amount calculation block 307 is input to the current map (asynchronous) 307 and output to the current command value output block 308 as a current command value.

FIG. 7 shows torque characteristics and power generation characteristics of the permanent magnet induction synchronous motor generator 2 in this embodiment. The horizontal axis shows the rotation speed of the motor generator, and the vertical axis shows the generated torque and generated current of the motor generator. The reason why the torque is constant in the low rotation portion of the torque characteristic is that the inverter limits the torque.

As the torque characteristic on the powering side, the motor is operated asynchronously, and the permanent magnet type induction synchronous motor generator 2 of this embodiment acts as an induction motor. On the power generation side, the asynchronous operation is performed from the low rotation region to the vicinity of the threshold value which is the switching speed between the synchronous operation and the asynchronous operation, and the generator is used as an induction generator. There is a hysteresis region having a certain width at the number of rotations before and after the threshold value, thereby preventing frequent switching between synchronous and asynchronous in the vicinity of the threshold. In addition, a slip amount reduction region for gradually reducing the slip amount during the asynchronous operation by predicting the timing of switching from the asynchronous operation to the synchronous operation from the differential value of the rotation speed of the engine or the permanent magnet type induction synchronous motor generator 2. Is provided. The thin lines in FIG. 7 indicate the power generation characteristics of the permanent magnet type induction synchronous motor generator 2 of this embodiment in the case of only the function of the induction generator and the case of only the function of the permanent magnet type synchronous generator. is there. In the permanent magnet type induction synchronous motor generator 2 of this embodiment, by switching between the asynchronous operation and the synchronous operation based on the threshold value, good power generation characteristics can be obtained over the entire region as shown by the thick line. Also,
During synchronous operation, power is generated by the magnetic flux of the permanent magnet,
Charging cannot be started unless the induced voltage generated by the magnetic flux and rotation speed of the permanent magnet exceeds the charging voltage of the battery. Therefore, in this embodiment, the amount of the magnet is set so that the induced voltage generated by the magnet near the threshold value exceeds the battery charging voltage as shown in FIG. For this reason, a weaker magnetic field is sufficient for a general synchronous generator, so that it is possible to reduce the grade of the magnet and reduce the cost. Further, since the magnetic flux may be small, an inexpensive and highly heat-resistant ferrite magnet can be used instead of the neodymium magnet conventionally used for the synchronous motor generator of the hybrid vehicle. Also, the field weakening control performed when the induced voltage exceeds the battery charging voltage may be performed between the threshold value and the maximum rotation speed, and the efficiency in the high rotation region is improved.

As described above, by switching between the asynchronous operation and the synchronous operation based on the threshold value, there is no decrease in power generation in a high rotation region in a general induction generator, and good power generation characteristics can be obtained in all rotation regions. be able to. Further, in the present embodiment, the amount of current of the field weakening control performed to suppress the induced voltage exceeding the battery charging voltage, which is a problem of a general permanent magnet type synchronous generator, can be significantly reduced in the present embodiment.
From the above, it is possible to achieve good power generation characteristics in the entire rotation range and improve efficiency in the high rotation range.

[Brief description of the drawings]

FIG. 1 is a sectional view of a permanent magnet type induction synchronous motor generator shown in this embodiment.

FIG. 2 shows a layout diagram (direct connection) between the motor generator and the engine shown in the present embodiment.

FIG. 3 shows a layout diagram (horizontal installation) of the motor generator and the engine shown in the present embodiment.

FIG. 4 shows a power supply system diagram of the motor generator shown in the present embodiment.

FIG. 5 shows a control block diagram of the motor generator shown in the present embodiment.

FIG. 6 shows details of an operation determination block of the motor generator shown in the present embodiment.

FIG. 7 is a diagram showing torque and power generation performance of the motor generator shown in this embodiment.

FIG. 8 shows a generated voltage diagram of the motor generator shown in the present embodiment.

FIG. 9 shows a torque and power generation performance diagram of a general induction motor generator.

FIG. 10 is a diagram showing torque and power generation performance of a general permanent magnet type synchronous motor generator.

FIG. 11 is a diagram illustrating the necessity of a field weakening field of a general permanent magnet type synchronous motor generator.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 ... Engine, 2 ... Motor generator, 4 ... Inverter, 5 ...
Battery, 11 controller, 101 stator core, 102 housing, 103 cooling water flow path, 104
... rotor, 105 ... secondary conductor, 106 ... permanent magnet, 10
7: shaft, 108: air gap, 109: slot, 201: operation determination unit.

 ──────────────────────────────────────────────────の Continued on the front page (72) Inventor Keiichi Masuno 2520 Ojitakaba, Hitachinaka City, Ibaraki Prefecture Within the Hitachi, Ltd.Automotive Equipment Group (72) Inventor Koji Yasjima 2477 Takaba, Hitachinaka City, Ibaraki Co., Ltd. Within Hitachi Car Engineering (72) Inventor Kazuhiko Yamaguchi 2520 Address Takada, Hitachinaka City, Ibaraki Prefecture Inside the Hitachi, Ltd. Automotive Equipment Group (72) Inventor Hironaka Kim 7-1-1, Omikacho, Hitachi City, Ibaraki Prefecture Hitachi, Ltd. Hitachi Research Laboratories (72) Inventor Daisuke Sato 2520, Ojitakaba, Hitachinaka-shi, Ibaraki F-term within the Hitachi Automotive Systems Group (reference) 5H115 PG04 PI15 PI16 PI24 PI29 PI30 PU09 PU10 PU24 PU25 PV02 PV09 QA05 QN12 QN22 QN23 QN24 QN25 RB08 RB21 RE01 RE05 SE04 SE05 TB 01 TE03 TI02 UI30 UI32 5H590 AA03 CA07 CA23 CB03 CC02 CC09 CD03 CE05 CE08 HA24 HA27 JA06 JA09 JA12 JA13 JA14

Claims (4)

[Claims] An internal combustion engine that drives a vehicle, a battery that charges and discharges electric power, and that is mechanically connected to a crankshaft of the internal combustion engine and starts the internal combustion engine with electric power supplied from the battery A motor generator that generates power by rotating the internal combustion engine to charge the battery, an inverter that controls driving or power generation of the motor generator, a controller that controls the inverter, the internal combustion engine or the electric power generation. Rotation speed detection means for detecting the rotation speed of the machine, wherein the motor generator has a stator with a primary conductor wound thereon, and a plurality of secondary conductors arranged on the rotor. A hybrid vehicle in which a plurality of permanent magnets are arranged on the inner peripheral side of the secondary conductor. 2. The motor according to claim 1, wherein a rotating magnetic field generated by passing an alternating current through a primary conductor of the motor generator at the time of electric power generation uses a rotation speed of the internal combustion engine or the motor generator as a threshold value. A hybrid vehicle that switches between synchronous operation control that rotates in synchronization with the rotor of the motor generator and asynchronous operation control that rotates with a certain rotation and rotation of the rotor. 3. The method according to claim 2, wherein the switching between the synchronous operation control and the asynchronous operation control is performed during power generation in which the motor generator is driven by rotation of the internal combustion engine to charge the battery. A hybrid vehicle that performs asynchronous operation control at lower rotation speeds and performs synchronous operation control at rotation speeds higher than the threshold. 4. The battery according to claim 2, wherein, during the synchronous operation control at the time of power generation, when the voltage of the inverter terminal connected to the battery exceeds the battery charging voltage and the battery may be damaged. ,
A hybrid vehicle performing field-weakening control for changing a phase of an alternating current flowing through a primary conductor of the rotating electric machine in order to cancel a magnetic field generated by a plurality of permanent magnets disposed on a rotor of the motor generator.