JP2008067499A - Vehicle provided with rotary electric machine - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To improve energy efficiency of a vehicle provided with a rotary electric machine that allows changing of induced-voltage constant. <P>SOLUTION: An efficiency-state calculation part 62 compares first consumption energy consumed by a drive mode, in which a motor 1 independently generates a drive force without changing the phase, second consumption energy consumed by a drive mode, in which the motor 1 independently generates a drive force, while setting a phase from an arbitrary value to a proper value, after the setting change executed by a rotating mechanism 11, third consumption energy consumed by a drive mode, in which an internal combustion engine E independently generates a drive force, and fourth consumption energy consumed by a drive mode, in which a drive force is generated by using both the internal combustion engine E and the motor 1, with each other so as to select the drive mode that generates a drive force with minimum consumption energy. The efficiency-state calculation part outputs a phase change instruction that indicates the presence or the absence of execution of the phase change by the rotating mechanism 11 corresponding to the selected drive mode. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a vehicle including a rotating electrical machine.

Conventionally, for example, in a motor of a hybrid vehicle, a plurality of rotors provided with magnetic poles having different polarities in the rotation direction are arranged adjacent to each other on the same rotation axis, and the interval between these rotors is changed by an actuator. Thus, there is known one having a variable mechanism for adjusting the induced voltage constant of the permanent magnet with respect to the stator (see, for example, Patent Document 1).
JP 2001-69609 A

By the way, in a hybrid vehicle equipped with the motor according to the above prior art as a drive source, the energy consumption in the entire vehicle is minimized according to the driving state of the vehicle, for example, the distribution of the driving force between the internal combustion engine and the motor. Etc. are controlled. And in such a vehicle, when a motor capable of changing the induced voltage constant by an actuator is mounted, taking into consideration the energy consumption required to set the induced voltage constant to an appropriate value by driving the actuator, It is desired to improve the energy efficiency of vehicles.
The present invention has been made in view of the above circumstances, and an object of the present invention is to provide a vehicle including a rotating electrical machine capable of improving the energy efficiency of the vehicle including the rotating electrical machine capable of changing the induced voltage constant. .

  In order to solve the above-described problems and achieve the object, a vehicle including the rotating electrical machine according to the first aspect of the present invention is driven by a power supply of a power storage device (for example, battery 42 in the embodiment), and the vehicle The rotating electrical machine (for example, the motor 1, the motor M1, and the generator motor M2 in the embodiment) that assists the traveling drive of the vehicle or the vehicle by the internal combustion engine is provided. A plurality of rotors (for example, the outer peripheral side rotor 5 and the inner peripheral side rotor 6 in the embodiment) having a permanent magnet 9) in the form and capable of changing relative phases with each other, and the relative relationship between the plurality of rotors A rotating electrical machine configured to include a phase changing unit (for example, the phase changing unit 12 in the embodiment) that changes a typical phase setting and sets a predetermined induced voltage constant. 1st energy consumption (for example, energy consumption (A + B) in embodiment) which is a vehicle, and the said rotary electric machine consumes by the drive mode which produces | generates a driving force independently without changing the said phase, and the said rotary electric machine A second consumption energy (for example, consumed energy (C + D + E) in the embodiment) that is consumed by a drive mode in which the phase is changed from an arbitrary value to an appropriate value after the setting change and a driving force is generated by itself. A selection means (for example, selecting a driving mode for generating a driving force with a minimum consumption energy from among the driving modes by comparing with a third consumption energy consumed by a driving mode in which the internal combustion engine generates a driving force alone. The efficiency state calculating unit 62) in the embodiment is provided.

  According to the vehicle including the rotating electrical machine having the above-described configuration, in the vehicle including the rotating electrical machine capable of changing the induced voltage constant, the rotating electrical machine or When selecting the driving mode that minimizes the energy consumption in the vehicle based on the energy consumption of the driving mode that generates each driving force by the internal combustion engine, the difference in energy consumption according to whether or not the induced voltage constant of the rotating electrical machine is changed By considering it, the energy efficiency of the vehicle can be improved appropriately.

  Furthermore, in a vehicle including the rotating electrical machine according to claim 2, a transition time calculation for calculating a transition time when the phase shifts from an arbitrary phase to an appropriate phase after a setting change by the phase changing unit. Means (e.g., the efficiency state calculation unit 62 in the embodiment), and the second energy consumption has the phase during the control of the rotating electrical machine over a predetermined time set in advance from the completion of the transition. Calculated from the sum of energy consumed by holding unchanged and energy consumed by control of the rotating electrical machine over the transition time and the predetermined time, the first energy consumed is the transition time and the transition time Energy consumed by the rotating electrical machine without changing the phase over a predetermined time, and consumption consumed by holding the phase unchanged. Is calculated from the sum of the energy, the third energy consumption is characterized in that which is calculated from the consumption energy consumed by the control of the rotating electrical machine over the transition time and the predetermined time.

  According to the vehicle including the rotating electrical machine having the above configuration, in addition to the energy consumed during the transition time when the phase of the rotating electrical machine transitions from an arbitrary phase to an appropriate phase, the energy consumed during a predetermined time after the phase change is considered. Since the driving mode of the vehicle is selected, the energy consumption in the vehicle can be accurately grasped, and the energy efficiency of the vehicle can be improved appropriately.

  Furthermore, in the vehicle including the rotating electrical machine according to the invention of claim 3, the selection means consumes a fourth energy consumed by a driving mode in which the internal combustion engine and the rotating electrical machine are used in combination to generate a driving force; The first to third energy consumptions are compared, and a driving mode that generates a driving force with minimum energy consumption is selected from the driving modes.

  According to the vehicle including the rotating electrical machine having the above-described configuration, based on the energy consumption in the driving mode in which the internal combustion engine and the rotating electrical machine are used together to generate the driving force in addition to the driving mode of the internal combustion engine or the rotating electrical machine alone. Since the driving mode of the vehicle is selected, the energy efficiency of the vehicle can be appropriately improved while improving the versatility with respect to the driving state of the vehicle.

  Furthermore, in the vehicle including the rotating electrical machine according to the fourth aspect of the invention, the rotating electrical machine includes a first generator motor (for example, the motor M1 in the embodiment) connected to the drive wheels of the vehicle, and an internal combustion engine. And a second generator motor (for example, the generator motor M2 in the embodiment) connected to the connecting mechanism for connecting the drive shafts of the first and second generator motors (for example, the clutch C in the embodiment, Transmission T / M, gear G), and the fourth consumed energy is a fifth consumed energy consumed in a driving mode in which a driving force is generated by using the internal combustion engine and the first generator motor together, or the internal combustion engine A sixth consumption energy consumed in a drive mode in which the engine and the second generator motor are used in combination to generate a drive force; And fifth and sixth energy consumption, compared with the third energy consumption from the first, is characterized by selecting a drive mode for generating a driving force with minimum consumption energy from among the drive modes.

  According to the vehicle including the rotating electric machine having the above-described configuration, the rotating electric machine includes a first generator motor connected to the drive wheels of the vehicle and a second generator motor connected to the internal combustion engine (for example, a series type). In such a hybrid vehicle, the vehicle drive mode is selected in consideration of energy consumption for various drive modes, so that the vehicle energy efficiency is appropriately improved while improving the versatility of the vehicle drive mode. Can do.

  Furthermore, in the vehicle including the rotating electrical machine according to the fifth aspect of the invention, the fourth consumed energy is calculated from the consumed energy consumed by the control of the rotating electrical machine over the transition time and the predetermined time. It is a feature.

  According to the vehicle including the rotating electrical machine having the above-described configuration, in addition to the energy consumption in the transition time when the phase of at least one of the first generator motor and the second generator motor transitions from an arbitrary phase to an appropriate phase, Since the driving mode of the vehicle is selected in consideration of the energy consumption in a predetermined time after the phase change, the energy consumption in the vehicle can be accurately grasped, and the energy efficiency of the vehicle can be improved appropriately.

  Furthermore, the vehicle including the rotating electrical machine according to the sixth aspect of the invention includes temperature correction means (for example, the efficiency state calculation unit 62 in the embodiment) that corrects the transition time based on the temperature of the working fluid. It is a feature.

  According to the vehicle including the rotating electrical machine having the above-described configuration, in the phase changing unit that changes the relative phases of the plurality of rotors by the fluid pressure of the working fluid, the transition time varies depending on the temperature of the working fluid. However, the transition time can be calculated with high accuracy.

  Furthermore, the vehicle including the rotating electrical machine according to the seventh aspect of the invention includes resistance correction means (for example, the efficiency state calculation unit 62 in the embodiment) that corrects the transition time based on the operating resistance of the phase change means. It is characterized by providing.

  According to the vehicle including the rotating electrical machine having the above-described configuration, even if the transition time varies depending on the operating resistance of the phase changing means (for example, sliding resistance or flow resistance of the working fluid), the transition time Can be calculated with high accuracy.

According to the vehicle equipped with the rotating electrical machine of the present invention, the rotation mode is selected when the driving mode that minimizes the energy consumption in the vehicle is selected based on the energy consumption of the driving mode that generates each driving force by the rotating electrical machine or the internal combustion engine. The energy efficiency of the vehicle can be appropriately improved by considering the difference in energy consumption according to whether or not the induced voltage constant of the electric machine is changed.
Furthermore, according to the vehicle including the rotating electrical machine of the invention according to claim 2, in addition to the energy consumption in the transition time when the phase of the rotating electrical machine shifts from an arbitrary phase to an appropriate phase, Since the driving mode of the vehicle is selected in consideration of the energy consumption in a predetermined time, the energy consumption in the vehicle can be accurately grasped, and the energy efficiency of the vehicle can be improved appropriately.

Furthermore, according to the vehicle including the rotating electrical machine of the invention according to claim 3, in addition to the drive mode of the internal combustion engine or the rotating electrical machine alone, the drive that generates the driving force by using the internal combustion engine and the rotating electrical machine together. Since the driving mode of the vehicle is selected based on the energy consumption in the mode, the energy efficiency of the vehicle can be appropriately improved while improving the versatility with respect to the driving state of the vehicle.
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Further, according to the vehicle including the rotating electrical machine of the invention according to claim 4, as the rotating electrical machine, the first generator motor connected to the drive wheel of the vehicle and the second generator motor connected to the internal combustion engine. Since the vehicle drive mode is selected in consideration of energy consumption for various drive modes in a vehicle equipped with the vehicle (for example, a series-type hybrid vehicle, etc.), the vehicle energy is improved while improving the versatility of the vehicle drive mode. Efficiency can be improved appropriately.

Furthermore, according to the vehicle including the rotating electrical machine according to the fifth aspect of the present invention, the energy consumption in the vehicle can be accurately grasped, and the energy efficiency of the vehicle can be improved appropriately.
Furthermore, according to the vehicle including the rotating electrical machine according to the sixth aspect of the present invention, the transition time can be accurately calculated even when the transition time varies depending on the temperature of the working fluid.
Furthermore, according to the vehicle including the rotating electrical machine according to the seventh aspect of the present invention, the transition time varies depending on the operating resistance of the phase changing means (for example, sliding resistance, flow path resistance of the working fluid). Even so, the transition time can be calculated with high accuracy.

Hereinafter, a first embodiment of a vehicle including a rotating electrical machine of the present invention will be described with reference to the accompanying drawings.
The vehicle including the rotating electrical machine according to the first embodiment is a vehicle such as a hybrid vehicle or an electric vehicle including a motor as a travel drive source. Specifically, as shown in FIG. 1, a vehicle 100 is a parallel hybrid vehicle including a motor (Mot) 1 and an internal combustion engine (Eng) E as drive sources. The motor 1, the internal combustion engine E, a transmission T / M is directly connected in series, and at least the driving force of the motor 1 or the internal combustion engine E is transmitted to the front wheels Wf of the vehicle 100 via the transmission T / M.

When the driving force is transmitted from the front wheel Wf side to the motor 1 during deceleration of the vehicle 100, the motor 1 functions as a generator, generates a so-called regenerative braking force, and converts the kinetic energy of the vehicle body into electric energy (regenerative energy). Energy). Also, when the output of the internal combustion engine E is transmitted to the motor 1, the motor 1 functions as a generator and generates power generation energy.
Here, the vehicle 100 provided with the control device 100a includes an accelerator pedal opening sensor (hereinafter simply referred to as an AP opening sensor) s1, a brake pedal switch sensor (hereinafter simply referred to as a BrkSW sensor) s2, an inclination sensor s3, Wheel speed sensor 75 provided on front wheel Wf, rear wheel Wr, oil temperature sensor s4 for detecting the oil temperature of transmission T / M, intake air temperature sensor (not shown) for detecting the intake air temperature of internal combustion engine E, etc. The control device 100a outputs control commands to the control systems of the internal combustion engine E, the motor 1, and the transmission T / M based on the detection results of these various sensors.

FIG. 7 shows an example of a control system of the motor 1 when the motor 1 is used as a traveling drive source of the vehicle. In this control system, the drive operation and regenerative operation of the motor 1 are performed by a power drive unit 41 (hereinafter referred to as “PDU41”) in response to a control command output from the controller 40.
The PDU 41 includes a PWM inverter that performs pulse width modulation (PWM) using a bridge circuit in which transistor switching elements are bridge-connected, and is connected to a high-voltage battery 42 that exchanges electric energy with the motor 1. .
The PDU 41 is based on a gate signal (that is, a PWM signal) that is a switching command input from the controller 40 when the motor 1 is driven, etc., and turns on / off each transistor that forms a pair for each phase in the PWM inverter. By switching the (shutoff) state, the DC power supplied from the battery 42 is converted into three-phase AC power, and the energization to the stator winding 2a of the motor 1 is sequentially commutated, whereby the stator of each phase. AC winding U-phase current Iu, V-phase current Iv and W-phase current Iw are passed through winding 2a.

  The motor 1 is an inner rotor type brushless motor in which a rotor unit 3 is disposed on the inner peripheral side of an annular stator 2, as shown in FIGS. Used as a source. The stator 2 has a multi-phase stator winding 2a, and the rotor unit 3 has a rotating shaft 4 at the shaft core. The rotational force of the motor 1 is transmitted to the wheel drive shaft (not shown) via the transmission T / M.

  As shown in FIGS. 2 to 5, the rotor unit 3 includes an annular outer circumferential rotor (rotor) 5 and an annular inner circumferential rotation arranged coaxially inside the outer circumferential rotor 5. A rotor (rotor) 6 is provided, and the outer peripheral rotor 5 and the inner peripheral rotor 6 are relatively rotatable within a predetermined set angle range.

  The outer circumferential rotor 5 and the inner circumferential rotor 6 are formed by, for example, sintered rotor cores 7 and 8 made of sintered metal, which are the main bodies of the rotors, being biased toward the outer circumferential side of the rotor cores 7 and 8. In this position, a plurality of magnet mounting slots 7a and 8a are formed at equal intervals in the circumferential direction. In each of the magnet mounting slots 7a and 8a, two flat plate-like permanent magnets 9 and 9 magnetized in the thickness direction are mounted in parallel. Two permanent magnets 9, 9 mounted in the same magnet mounting slot 7a, 8a are magnetized in the same direction, and a pair of permanent magnets 9 mounted in each adjacent magnet mounting slot 7a, 7a and 8a, 8a. The magnetic poles are set so that the directions of the magnetic poles are opposite to each other. That is, in each of the rotors 5 and 6, a pair of permanent magnets 9 whose outer peripheral side is an N pole and a pair of permanent magnets 9 that are an S pole are alternately arranged in the circumferential direction. Note that the flow of magnetic flux of the permanent magnet 9 is controlled between the adjacent magnet mounting slots 7a, 7a and 8a, 8a on the outer peripheral surfaces of the rotors 5, 6 (for example, suppression of magnetic path short-circuiting, etc.) ) Is formed along the axial direction of the rotors 5 and 6.

  The same number of magnet mounting slots 7a, 8a of the outer rotor 5 and inner rotor 6 are provided, and the permanent magnets 9,..., 9 of the rotors 5, 6 correspond to each other on a one-to-one basis. ing. Therefore, by making the pair of permanent magnets 9 in each of the magnet mounting slots 7a and 8a of the outer peripheral rotor 5 and the inner peripheral rotor 6 face each other with the same polarity (with different polar arrangement), the rotor unit 3 is able to obtain a field-weakening state (see FIGS. 5 and 6B) where the entire field is weakened most, and the magnet mounting slots 7a of the outer rotor 5 and the inner rotor 6. , 8a, the pair of permanent magnets 9 are opposed to each other with different polarities (same polarity arrangement), so that the field of the entire rotor unit 3 is most strongly strengthened (see FIGS. 3 and 6). (See (a)) can be obtained.

  The rotor unit 3 includes a rotation mechanism 11 for relatively rotating the outer peripheral rotor 5 and the inner peripheral rotor 6. The rotating mechanism 11 constitutes a part of phase changing means 12 for arbitrarily changing the relative phase between the rotors 5 and 6, and is a hydraulic fluid (transmission) that is an incompressible working fluid. It may be operated by the pressure of lubricating oil or engine oil. The phase changing means 12 is composed mainly of the turning mechanism 11 and a hydraulic control device (actuator) 13 shown in FIG. 8 that controls the pressure of the hydraulic fluid supplied to the turning mechanism 11. Yes.

  As shown in FIGS. 2 to 5, the rotating mechanism 11 includes a vane rotor 14 that is spline-fitted to the outer periphery of the rotating shaft 4 and an annular housing that is rotatably disposed on the outer peripheral side of the vane rotor 14. 15, and the annular housing 15 is integrally fitted and fixed to the inner peripheral surface of the inner peripheral rotor 6, and the vane rotor 14 is provided on both side end portions of the annular housing 15 and the inner peripheral rotor 6. Are integrally coupled to the outer circumferential rotor 5 via a pair of disk-shaped drive plates 16, 16 straddling each other. Therefore, the vane rotor 14 is integrated with the rotary shaft 4 and the outer peripheral rotor 5, and the annular housing 15 is integrated with the inner peripheral rotor 6.

  In the vane rotor 14, a plurality of vanes 18 projecting radially outward are provided at equal intervals in the circumferential direction on the outer periphery of a cylindrical boss portion 17 that is spline-fitted to the rotary shaft 4. On the other hand, the annular housing 15 is provided with a plurality of concave portions 19 on the inner peripheral surface at equal intervals in the circumferential direction, and the corresponding vanes 18 of the vane rotor 14 are accommodated in the concave portions 19. Each recess 19 is constituted by a bottom wall 20 having an arc surface that substantially matches the rotational trajectory of the tip of the vane 18 and a substantially triangular partition wall 21 that separates the adjacent recesses 19, 19. The vane 18 can be displaced between the one partition wall 21 and the other partition wall 21 during relative rotation of the annular housing 15. In the case of this embodiment, the partition wall 21 also functions as a stopper that restricts the relative rotation of the vane rotor 14 and the annular housing 15 by contacting the vane 18. A seal member 22 is provided along the axial direction at the tip of each vane 18 and the tip of the partition wall 21, and the vane 18, the bottom wall 20 of the recess 19, and the partition wall 21 are provided by these seal members 22. And the outer peripheral surface of the boss portion 17 are liquid-tightly sealed.

  Further, the base portion 15a of the annular housing 15 fixed to the inner peripheral rotor 6 is formed in a cylindrical shape having a constant thickness, and is also provided with respect to the inner peripheral rotor 6 and the partition wall 21 as shown in FIG. Projects outward in the axial direction. Each end projecting outward of the base portion 15a is slidably held in an annular guide groove 16a formed in the drive plate 16, and the annular housing 15 and the inner peripheral rotor 6 are connected to the outer peripheral rotor. 5 and the rotating shaft 4 are supported in a floating state.

  The drive plates 16 and 16 on both sides connecting the outer rotor 5 and the vane rotor 14 are slidably in close contact with both side surfaces (both end surfaces in the axial direction) of the annular housing 15, and the side of each recess 19 of the annular housing 15. Respectively. Therefore, each recessed part 19 forms the independent space part by the boss | hub part 17 of the vane rotor 14, and the drive plates 16 and 16 of both sides, and this space part is the introduction space 23 into which a hydraulic fluid is introduce | transduced. Each introduction space 23 is divided into two chambers by the corresponding vanes 18 of the vane rotor 14, and one room is an advance side working chamber 24 and the other room is a retard side working chamber 25. The advance side working chamber 24 rotates the inner circumferential side rotor 6 relative to the outer circumferential side rotor 5 in the advance direction by the pressure of the working fluid introduced inside, and the retard side working chamber 25 is The inner rotor 6 is rotated relative to the outer rotor 5 in the retard direction by the pressure of the working fluid introduced therein. In this case, “advance angle” means that the inner rotor 6 is advanced in the rotation direction of the motor 1 indicated by the arrow R in FIGS. 3 and 5 with respect to the outer rotor 5. The term “angle” refers to advancing the inner rotor 6 to the opposite side of the rotation direction R of the motor 1 with respect to the outer rotor 5.

  Further, the supply and discharge of the hydraulic fluid to and from each of the advance side working chambers 24 and the retard side working chambers 25 is performed through the rotating shaft 4. Specifically, the advance side working chamber 24 is connected to the advance side supply / discharge passage 26 of the hydraulic control device 13 shown in FIG. 8, and the retard side working chamber 25 is connected to the retard side supply chamber 26 of the hydraulic control device 13. Although connected to the exhaust passage 27, a part of the advance side supply / exhaust passage 26 and the retard side supply / exhaust passage 27 are respectively formed on the rotary shaft 4 along the axial direction as shown in FIG. It is constituted by passage holes 26a and 27a. The end portions of the passage holes 26a and 27a are respectively connected to an annular groove 26b and an annular groove 27b formed at two positions offset in the axial direction of the outer peripheral surface of the rotary shaft 4, and the respective annular grooves 26b and 27b. Are connected to a plurality of conduction holes 26c, ..., 26c, 27c, ..., 27c formed in the boss portion 17 of the vane rotor 14 along the substantially radial direction. Each conduction hole 26c of the advance side supply / discharge passage 26 connects the annular groove 26b and each advance side working chamber 24, and each conduction hole 27c of the retard side supply / exhaust passage 27 connects to the annular groove 27b and each retard side. The working chamber 25 is connected.

Here, in the case of the motor 1 of this embodiment, when the inner circumferential rotor 6 is at the most retarded angle position with respect to the outer circumferential rotor 5, the outer circumferential rotor 5 and the inner circumferential rotor 6 are permanent. The magnets 9 are opposed to each other with different polarities and are in a strong field state (see FIGS. 3 and 6A), and the inner rotor 6 is at the most advanced angle position with respect to the outer rotor 5. Sometimes, the permanent magnets 9 of the outer rotor 5 and the inner rotor 6 are set so as to face each other with the same poles and to be in a field-weakening state (see FIGS. 5 and 6B). Yes.
The motor 1 can arbitrarily change the state of the strong field and the state of the weak field by controlling the supply and discharge of the hydraulic fluid to the advance side working chamber 24 and the retard side working chamber 25. Thus, when the strength of the magnetic field is changed, the induced voltage constant Ke is changed accordingly, and as a result, the characteristics of the motor 1 are changed. That is, when the induced voltage constant Ke increases due to the strong field, the allowable rotational speed at which the motor 1 can be operated decreases, but the maximum torque that can be output increases, and conversely, the induced voltage constant Ke decreases due to the weak field. Then, although the maximum torque that can be output by the motor 1 decreases, the allowable rotational speed at which the motor 1 can operate increases.

On the other hand, as shown in FIG. 8, the hydraulic control device 13 sucks the hydraulic fluid from an oil tank (not shown) and discharges it to the passage, and the hydraulic pressure of the hydraulic fluid discharged from the oil pump 32. A regulator valve 35 that adjusts and introduces the hydraulic fluid into the high-pressure line passage 33 and flows the surplus hydraulic fluid into the low-pressure passage 34 for lubricating and cooling various devices, and the hydraulic fluid introduced into the line passage 33 is advanced. A flow switching valve 37 that distributes unnecessary hydraulic fluid to the drain passage 36 in the advance-side supply / discharge passage 26 and the retard-side supply / discharge passage 27, while distributing to the side supply / discharge passage 26 and the retard-side supply / discharge passage 27. It has.
The regulator valve 35 receives the pressure of the line passage 33 as a control pressure, and distributes the hydraulic fluid according to the balance with the reaction force spring 38.
Further, the flow path switching valve 37 has an electromagnetic solenoid 37 b that moves the control spool 37 a forward and backward, and the electromagnetic solenoid 37 b is controlled by the controller 40.

  As shown in FIG. 7, the controller 40 performs current feedback control on the dq coordinates forming the rotation orthogonal coordinates. For example, the controller 40 detects an accelerator opening degree s1 that detects an accelerator opening degree related to the driver's accelerator operation. The d-axis current command Idc and the q-axis current command Iqc are calculated based on the torque command value Tq calculated based on the detection result, and the phase output voltages Vu, Vv are calculated based on the d-axis current command Idc and the q-axis current command Iqc. , Vw are calculated, a PWM signal as a gate signal is input to the PDU 41 according to the phase output voltages Vu, Vv, Vw, and the phase currents Iu, Iv, Iw actually supplied from the PDU 41 to the motor 1 are calculated. Deviations between the d-axis current Id and the q-axis current Iq obtained by converting any two phase currents into a current on the dq coordinate, and the d-axis current command Idc and the q-axis current command Iqc are B performs control so that.

  The controller 40 includes, for example, a target current setting unit 51, a current deviation calculation unit 52, a field control unit 53, a power control unit 54, a current control unit 55, a dq-3 phase conversion unit 56, and a PWM signal generation. Unit 57, filter processing unit 58, three-phase-dq conversion unit 59, rotation speed calculation unit 60, induced voltage constant calculation unit 61, efficiency state calculation unit 62, induced voltage constant command output unit 63, An induced voltage constant difference calculation unit 64 and a phase control unit 65 are provided.

  The controller 40 includes current sensors 71 that detect a two-phase U-phase current Iu and a W-phase current Iw among the three-phase currents Iu, Iv, and Iw output from the PDU 41 to the motor 1. 71, detection signals Ius, Iws output from the battery 71, a detection signal output from the voltage sensor 72 that detects the terminal voltage (power supply voltage) VB of the battery 42, and the rotation angle θM of the rotor of the motor 1 (that is, a predetermined value) The detection signal output from the rotation sensor 73 that detects the rotation angle of the magnetic poles of the rotor from the reference rotation position) and the relative relationship between the inner circumferential rotor 6 and the outer circumferential rotor 5 that are variably controlled by the hydraulic control device 13. Detection signal output from the phase sensor 74 for detecting a specific phase (relative phase) θ and a plurality of wheel speed sensors 75,..., 7 for detecting the rotational speed (wheel speed NW) of each wheel of the vehicle 100. The detection signal output from 5 is input.

  The target current setting unit 51 is required according to, for example, an output of an AP opening sensor s1 that detects a torque command Tq (for example, a depression operation amount of an accelerator pedal AP by a driver) input from an external control device (not shown). Command value for causing the motor 1 to generate torque), the rotational speed NM of the motor 1 input from the rotational speed calculator 60, and the induced voltage constant Ke input from the induced voltage constant calculator 61 described later. Based on the above, a current command for designating each phase current Iu, Iv, Iw supplied from the PDU 41 to the motor 1 is calculated, and this current command is the d-axis target current Idc on the rotating orthogonal coordinates. And the q-axis target current Iqc is output to the current deviation calculation unit 52.

  The dq coordinates that form the rotation orthogonal coordinates are, for example, a field magnetic flux direction of a rotor permanent magnet as a d axis (field axis), and a direction orthogonal to the d axis as a q axis (torque axis). The rotor unit 3 rotates in synchronization with the rotation phase. As a result, the d-axis target current Idc and the q-axis target current Iqc, which are DC signals, are given as current commands for the AC signal supplied from the PDU 41 to each phase of the motor 1.

The current deviation calculation unit 52 includes a d-axis current deviation calculation unit 52a that calculates a deviation ΔId between the d-axis target current Idc input with the d-axis correction current input from the field control unit 53 and the d-axis current Id, The q-axis target current Iqc to which the q-axis correction current input from the control unit 54 is added, and a q-axis current deviation calculation unit 52b that calculates a deviation ΔIq from the q-axis current Iq are configured.
The field control unit 53 controls the current phase so that the field amount of the rotor unit 3 is equivalently weakened in order to suppress an increase in the counter electromotive voltage accompanying an increase in the rotational speed NM of the motor 1, for example. The target value for the field weakening current of the field control is output to the d-axis current deviation calculation unit 52a as the d-axis correction current.
In addition, the power control unit 54 outputs a q-axis correction current for correcting the q-axis target current Iqc to the q-axis current deviation calculation unit 52a according to appropriate power control according to the remaining capacity of the battery 42, for example. .

  The current control unit 55 controls and amplifies the deviation ΔId to calculate the d-axis voltage command value Vd by, for example, a PI (proportional integration) operation according to the rotation speed NM of the motor 1, and controls and amplifies the deviation ΔIq to q-axis. A voltage command value Vq is calculated.

  The dq-3 phase conversion unit 56 uses the rotation angle θM of the rotor unit 3 input from the rotation speed calculation unit 60 to convert the d-axis voltage command value Vd and the q-axis voltage command value Vq on the dq coordinate, The voltage is converted into a U-phase output voltage Vu, a V-phase output voltage Vv, and a W-phase output voltage Vw, which are voltage command values on the three-phase AC coordinates that are stationary coordinates.

  The PWM signal generator 57 turns on each switching element of the PWM inverter of the PDU 41 by pulse width modulation based on, for example, sinusoidal phase output voltages Vu, Vv, Vw, a triangular wave carrier signal, and a switching frequency. A gate signal (that is, a PWM signal) that is a switching command including each pulse to be driven off / off is generated.

  The filter processing unit 58 performs filter processing such as removal of high-frequency components on the detection signals Ius and Iws for the phase currents detected by the current sensors 71 and 71 to obtain the phase currents Iu and Iw as physical quantities. Extract.

  The three-phase-dq conversion unit 59 uses the phase currents Iu and Iw extracted by the filter processing unit 58 and the rotation angle θM of the rotor unit 3 input from the rotation number calculation unit 60 to rotate the rotation phase of the motor 1. The d-axis current Id and the q-axis current Iq on the rotation coordinates by dq, that is, the dq coordinates are calculated.

The rotation speed calculation unit 60 extracts the rotation angle θM of the rotor unit 3 of the motor 1 from the detection signal output from the rotation sensor 73, and calculates the rotation speed NM of the motor 1 based on the rotation angle θM.
The induced voltage constant calculation unit 61 is based on the detection signal of the relative phase θ output from the phase sensor 74, and the induced voltage constant according to the relative relative phase θ between the inner circumferential rotor 6 and the outer circumferential rotor 5. Ke is calculated.

The induced voltage constant command output unit 63 is configured to induce the motor 1 based on, for example, the torque command Tq, the rotation speed NM of the motor 1, the power supply voltage VB, and a phase change command output from the efficiency state calculation unit 62 described later. A command value (induced voltage constant command) Kec for the voltage constant Ke is output.
The induced voltage constant difference calculation unit 64 subtracts the induced voltage constant Ke output from the induced voltage constant calculation unit 61 from the induced voltage constant command value Kec output from the induced voltage constant command output unit 63. A constant difference ΔKe is output.
For example, in response to the induced voltage constant difference ΔKe output from the induced voltage constant difference calculation unit 64, the phase control unit 65 controls the relative phase θ so that the induced voltage constant difference ΔKe is zero. Is output.

  The efficiency state calculation unit 62 is, for example, first consumption energy consumed by a driving mode in which the motor 1 generates driving force without changing the phase independently (consumption energy (A + B) in FIG. 26A described later). The second energy consumption consumed by the driving mode in which the motor 1 alone changes the phase from an arbitrary value to an appropriate value after the setting change by the phase changing means 12 and generates driving force (FIG. 26B described later). ), The third consumption energy consumed by the drive mode in which the internal combustion engine E generates drive power alone, and the drive mode in which the internal combustion engine E and the motor 1 are used together to generate drive power. Is compared with the fourth consumed energy, and a driving mode that generates a driving force with the minimum consumed energy is selected from the driving modes. And according to the selected drive mode, the phase change command which instruct | indicates the execution presence or absence of the phase change by the phase change means 12 is output.

  Furthermore, the efficiency state calculation unit 62 calculates a transition time when the phase of the motor 1 shifts from an arbitrary phase to an appropriate phase after the setting change by the phase changing unit 12, and the second consumed energy is transferred Energy consumed by holding the phase unchanged while the motor 1 is controlled for a predetermined time set in advance from the completion of the above, and consumption consumed by control of the motor 1 over the transition time and the predetermined time The first consumed energy is calculated from the sum of the energy and the consumed energy consumed by the motor 1 without changing the phase over the transition time and the predetermined time, and consumed energy by keeping the phase unchanged. The third and fourth consumed energy are calculated from the consumed energy consumed by the control of the motor 1 over the transition time and the predetermined time. It is calculated.

Further, the efficiency state calculation unit 62 determines the transition time based on the temperature of the working fluid (for example, the oil temperature of the transmission T / M by the oil temperature sensor s4) and the operating resistance (for example, the sliding resistance or the working fluid) of the phase changing unit 12. To compensate for the flow path resistance.
Note that the operating resistance of the phase changing unit 12 corresponds to the operating characteristic (resistance value) of the rotating mechanism 11 including variations occurring in the relative rotating operation speed of each of the plurality of motors 1 due to, for example, variations in mass production. The learning value ST is calculated as the learning value ST. For example, when the phase θ is moved from the most retarded angle to the most advanced angle, the induced voltage constant Ke and the induced voltage constant command obtained based on the detection result of the phase sensor 74 are calculated. The value obtained by learning the difference from the value Kec.

  For this reason, the efficiency state calculation unit 62, for example, signals of various state quantities (for example, fuel injection amount) indicating the operation state of the internal combustion engine E output from the engine ECU 81 that controls the operation state of the internal combustion engine E. A torque command value Tq calculated based on the detection result of the AP opening sensor s1, a detection signal output from the BrkSW sensor s2 (for example, a detection signal such as a brake pedaling force Br), and an oil temperature sensor s4 , A detection signal output from the phase sensor 74, a detection signal output from the wheel speed sensor 75, and the like.

  The vehicle including the rotating electrical machine according to the first embodiment has the above-described configuration. Next, according to the operation of the control device 100a mounted on the vehicle 100, in particular, the calculation result of the efficiency state of the vehicle 100. Processing in the efficiency state calculation unit 62 that controls the relative phases of the rotors 5 and 6 of the motor 1, the operating state of the motor 1, and the operating state of the internal combustion engine E will be described.

The variable motor efficiency calculation process will be described below.
First, for example, in step S01 shown in FIG. 9, the rotational speed NM of the motor 1 by the rotation sensor 73 and each detected value (current value) of the torque of the motor 1 by the torque sensor (not shown) are acquired.
In step S02, the detected value (current phase) of the relative phase θ of the rotors 5 and 6 of the motor 1 by the phase sensor 74 is acquired.
In step S03, an efficiency map corresponding to the current phase is searched from a plurality of preset efficiency maps.
Each efficiency map is a map showing a predetermined relationship among the rotational speed, torque, and operating efficiency (J) of the motor 1, as shown in FIG. 10, for example, in an appropriate combination of rotational speed and torque. The operating efficiency is maximized, and as the rotational speed or torque increases / decreases from the maximum efficiency region, the operating efficiency changes to a decreasing tendency. Different efficiency maps are set to correspond to each phase.

In step S04, a map search corresponding to the current values of the rotation speed and torque of the motor 1 is performed on the efficiency map obtained by the search, and the operation efficiency (variable motor efficiency) W of the motor 1 is obtained. To do.
In step S05, a map search corresponding to the current phase and rotation speed of the motor 1 is performed on a preset phase maintenance energy map to obtain the phase maintenance energy ζ of the motor 1, and a series of processes is performed. finish.
For example, as shown in FIG. 11, the phase maintenance energy map is a map showing a predetermined relationship among the relative position of the motor 1, the rotation speed, and the phase maintenance energy (J). The energy required to maintain the relative phase of the two rotors 5 and 6 at an appropriate phase position. In this phase maintenance energy map, for example, the phase maintenance energy becomes a value near zero at the phase near the strong field and the weak field, and the phase maintenance energy becomes maximum at the phase between the strong field and the weak field. Further, as the rotational speed of the rotor unit 3 increases, the centrifugal hydraulic pressure changes in an increasing tendency, so that the hydraulic pressure that needs to be newly added decreases, and the phase maintenance energy changes in a decreasing tendency. .

The phase variable efficiency calculation process will be described below.
First, for example, in step S11 shown in FIG. 12, the detected value (current phase) of the relative phase θ of the rotors 5 and 6 of the motor 1 by the phase sensor 74 is acquired.
In step S12, a required value (required phase) for the relative phase θ, a required value for the rotational speed NM of the motor 1 (required rotational speed), and a required value for the torque of the motor 1 (required torque) are calculated.

In step S13, it is determined whether or not the current phase is larger than the required phase.
If this determination is “NO”, the flow proceeds to step S 14, where a map search corresponding to the current phase and the required phase of the motor 1 is performed with respect to the preset variable energy map Mα. The variable energy γ of the motor 1 is acquired, and the process proceeds to step S16.
On the other hand, if this determination is “YES”, the flow proceeds to step S 15, where a map search corresponding to the current phase and the requested phase of the motor 1 is performed with respect to the preset variable energy map Mβ. To obtain the variable energy γ of the motor 1, and the process proceeds to step S16.

  The variable energy maps Mα and Mβ are maps showing a predetermined relationship among the current phase, the required phase, and the variable energy (J) of the motor 1 as shown in FIGS. 13 and 14, for example. This is energy required for changing the relative phase θ of the rotors 5 and 6 of the motor 1 from an arbitrary phase to an appropriate phase after the setting is changed by the phase changing means 12. In each of the variable energy maps M1 and M2, for example, when the current phase and the required phase are equal, the variable energy becomes zero. For example, as shown in FIG. For example, as shown in FIG. 14, when the current phase> the required phase, as shown in FIG. 14, the energy from the weak field to the strong field becomes permanent and the rotors 5 and 6 become permanent. Since the magnets 9 and 9 attract each other by magnetic force, the variable energy becomes a predetermined minimum value.

In step S16, an efficiency map corresponding to the required phase is searched from a plurality of preset efficiency maps.
Each efficiency map is a map showing a predetermined relationship among the rotational speed, torque and operating efficiency (J) of the motor 1 as shown in FIG. 15, for example, in an appropriate combination of rotational speed and torque. The operating efficiency is maximized, and as the rotational speed or torque increases / decreases from the maximum efficiency region, the operating efficiency changes to a decreasing tendency. Different efficiency maps are set to correspond to each phase.

In step S17, the efficiency map obtained by the search is subjected to a map search according to the required values of the rotation speed and torque of the motor 1 (required rotation speed and required torque), and the operating efficiency of the motor 1 is determined. (Variable motor efficiency) U is acquired.
In step S18, a map search according to the required phase and required rotation speed of the motor 1 is performed on a preset phase maintenance energy map to obtain the phase maintenance energy ψ of the motor 1, and a series of processing Exit.
For example, as shown in FIG. 16, the phase maintenance energy map is a map showing a predetermined relationship among the relative position, the rotation speed, and the phase maintenance energy (J) of the motor 1. The energy required to maintain the relative phase of the two rotors 5 and 6 at an appropriate phase position. In this phase maintenance energy map, for example, the phase maintenance energy becomes a value near zero at the phase near the strong field and the weak field, and the phase maintenance energy becomes maximum at the phase between the strong field and the weak field. Further, since the centrifugal hydraulic pressure changes in an increasing tendency as the rotational speed increases, the hydraulic pressure that needs to be newly added decreases, and the phase maintenance energy changes in a decreasing tendency.

Hereinafter, the transition time calculation process will be described.
First, for example, in step S21 shown in FIG. 17, the detected value (current phase) of the relative phase θ of the rotors 5 and 6 of the motor 1 by the phase sensor 74 is acquired.
In step S22, the required value (required phase) for the relative phase θ and the required response speed, that is, the relative phase θ of the rotors 5 and 6 of the motor 1 are changed from an arbitrary phase after the setting is changed by the phase changing means 12. A required value for the speed when changing to an appropriate phase is calculated.

In step S23, it is determined whether the current phase is larger than the required phase.
If this determination is “YES”, the flow proceeds to step S 24, where a map search corresponding to the current phase and the requested phase of the motor 1 is performed on the preset transition time map Ma. The transition time T with respect to the relative phase θ is acquired, and the process proceeds to step S26.
On the other hand, if this determination is “NO”, the flow proceeds to step S 25, where a map search corresponding to the current phase and the requested phase of the motor 1 is performed with respect to the preset transition time map Mb. The transition time T with respect to the relative phase θ is acquired, and the process proceeds to step S26.

  The transition time maps Ma and Mb are maps showing a predetermined relationship among the current phase, the required phase, and the transition time of the motor 1, as shown in FIGS. 18 and 19, for example. In Mb, for example, when the current phase is equal to the required phase, the transition time is zero. For example, as shown in FIG. 18, when the current phase is greater than the required phase, the weak field is changed to the strong field, Since the permanent magnets 9 and 9 of the rotors 5 and 6 attract each other by magnetic force, for example, as shown in FIG. 19, the transition time is shorter than in the case where the current phase <the required phase.

In step S26, a value obtained by subtracting the predetermined response speed from the request response speed is set as the speed difference α.
In step S27, it is determined whether or not the speed difference α is larger than a predetermined threshold value.
When the determination result is “NO”, the series of processes is terminated.
On the other hand, if the determination is “YES”, the flow proceeds to step S28.
In step S28, a value obtained by multiplying the transition time T by the correction term α0 corresponding to the speed difference α is newly set as the transition time T.

Then, in step S29, a map search corresponding to the speed difference α is performed on a preset variable consumption energy correction term map to obtain a variable consumption energy correction term β. Note that this variable consumption energy correction term map is set so that the variable consumption energy correction term β changes in an increasing trend as the speed difference α increases, for example, as shown in FIG.
In step S30, a value obtained by multiplying the variable energy γ by the variable consumption energy correction term β is newly set as the variable energy γ, and the series of processing ends.

Below, the process of energy consumption calculation is demonstrated.
First, for example, in step S31 shown in FIG. 21, it is determined whether or not the current phase is greater than zero and less than 180 °, and is in a predetermined economic operation. The predetermined economic driving is an operating state in which, for example, the variation in travel behavior related to the acceleration and deceleration of the vehicle 100 calculated based on the detection result by the wheel speed sensor 75 is less than a predetermined value.
When the determination result is “NO”, the series of processes is terminated.
On the other hand, if this determination is “YES”, the flow proceeds to step S32.
In step S32, as shown in the following formula (1), the variable energy γ of the motor 1 is integrated over the transition time T to calculate the consumed energy ΔE required for changing the relative phase θ.
Note that the consumed energy ΔE in the following formula (1) corresponds to the consumed energy D in FIG.

In step S33, as shown in the following equation (2), the variable motor efficiency U is obtained by subtracting the variable motor efficiency W from the energy obtained by integrating the phase maintaining energy ψ over a predetermined time Ta. The energy obtained by integrating the obtained values over the transition time T is added to calculate the consumed energy Δe consumed after the change of the relative phase θ.
The first term of the consumed energy Δe in the following formula (2) corresponds to the consumed energy C in FIG. 26B described later, and the second term corresponds to the consumed energy E.

In step S34, as shown in the following formula (3), the variable motor efficiency W is subtracted from the energy obtained by integrating the phase maintenance energy ζ over a predetermined time Ta and the variable motor efficiency U. The energy obtained by adding the maintenance energy ζ to the energy obtained by integrating over the transition time T is added to calculate the consumed energy Δη that is consumed without changing the relative phase θ.
Note that the first term of the consumed energy Δη in the following formula (3) corresponds to the consumed energy A in FIG. 26A described later, and the second term corresponds to the consumed energy B.

In step S35, it is determined whether the value obtained by subtracting the consumed energy ΔE and the consumed energy Δe from the consumed energy Δη is greater than zero.
If this determination is “NO”, the flow proceeds to step S 36, where “0” is set to the flag value of the variable permission flag indicating that the change of the relative phase θ is permitted. Terminate the process.
On the other hand, if this determination is “YES”, the flow proceeds to step S 37, in which the flag value of the variable permission flag is set to “1”, and the series of processing is ended.

Below, the process of operation state transition control is demonstrated.
First, for example, in step S41 shown in FIG. 23, the driving state of the vehicle 100 is acquired. Here, for example, the ENG operation in which the internal combustion engine E alone generates the driving force of the vehicle 100, the MOT operation in which the motor 1 generates the driving force of the vehicle 100 alone, or the internal combustion engine E and the motor 1 is used together to obtain which driving mode of driving (ENG + MOT) that generates driving force of the vehicle 100.

In step S42, for example, the smaller one of the consumed energy Δη and the value (ΔE + Δe) obtained by adding the consumed energy ΔE and the consumed energy Δe is the consumed energy in the drive mode of the MOT operation. Set as ΔMO.
In step S43, the value obtained by integrating the variable energy γ of the motor 1 over the transition time T is set as the energy consumption ΔPO in the drive mode of the ENG operation, as shown in the following formula (4). To do.

In step S44, as will be described later, the minimum consumed energy ΔPTR in the drive mode of (ENG + MOT) operation is calculated.
In step S45, for example, the smaller one of the consumed energy ΔMO, the consumed energy ΔPO, and the consumed energy ΔPTR is set as the minimum consumed energy GE.
In step S46, the driving mode corresponding to the minimum energy consumption GE is set as the driving state command for instructing the driving mode of the vehicle 100, and the series of processing ends.

Hereinafter, the calculation process of the consumed energy ΔPTR will be described.
First, for example, in step S51 shown in FIG. 24, a required value (required rotational speed) for the rotational speed NM of the motor 1 and a required value (required torque) for the torque of the motor 1 are calculated.
Then, in step S52, with respect to a predetermined minimum energy map set in advance, the required values of the rotational speed and torque of the motor 1 that are equivalent to the rotational speed and torque of the internal combustion engine E (required rotational speed and required torque). ) To obtain the ENG minimum energy consumption Een.
For example, as shown in FIG. 22, this minimum energy map is a map showing a predetermined relationship among the rotational speed, torque and operating efficiency of the internal combustion engine E, and is operated at an appropriate combination of rotational speed and torque. The efficiency becomes the maximum, and the operating efficiency changes in a decreasing trend as the rotational speed or torque increases / decreases from the maximum efficiency region.

In step S53, a map search corresponding to each required value (required rotational speed and required torque) of the rotational speed and torque of the motor 1 is performed on a predetermined minimum energy map set in advance, and MOT minimum consumption is performed. Get energy Emo.
Note that this minimum energy map is a map showing a predetermined relationship among the rotational speed, torque and operating efficiency of the motor 1, as shown in FIG. 25, for example, and the operating efficiency in an appropriate combination of the rotational speed and torque. As the rotational speed or torque increases or decreases from this maximum efficiency region, the operating efficiency changes in a decreasing trend.

  In step S54, the value obtained by adding the ENG minimum consumption energy Een and the MOT minimum consumption energy Emo is set as the minimum consumption energy ΔPTR in the driving mode of (ENG + MOT) operation, and the series of processes is completed. To do.

  As described above, according to the vehicle including the rotating electrical machine according to the first embodiment, as shown in FIGS. 26 (a) and 26 (b), for example, the driving force of the motor 1 without changing the phase independently is shown. The first consumption energy (A + B) consumed by the drive mode that generates the drive and the drive in which the motor 1 independently changes the phase from an arbitrary value to an appropriate value after the setting change by the rotation mechanism 11 to generate the drive force. Compared with the second consumed energy (C + D + E) consumed by the mode, the change of the relative phase θ is permitted when the first consumed energy (A + B) is larger than the second consumed energy (C + D + E). The induced voltage constant of the motor 1 can be appropriately set while preventing the energy efficiency of 100 from deteriorating.

Next, a second embodiment of a vehicle equipped with the rotating electrical machine of the present invention will be described with reference to FIGS.
In the first embodiment described above, the vehicle equipped with the rotating electrical machine of the present invention is a parallel hybrid vehicle, whereas in the second embodiment, the vehicle equipped with the rotating electrical machine of the present invention is used. The two-motor type series hybrid vehicle is different from the first embodiment in that it is a two-motor type series hybrid vehicle, and the other points coincide. Therefore, in this 2nd Embodiment, FIGS. 2-6 and 8 of 1st Embodiment are used, the same code | symbol is attached | subjected to the same part, and only a different point is demonstrated.

  As shown in FIGS. 27 and 28, the control device 200a mounted on the vehicle including the rotating electrical machine according to the second embodiment includes a motor (Mot) M1 directly coupled to the drive shaft of the front wheel Wf, a clutch C, A series hybrid type vehicle 200 having a generator motor (GENMot) M2, which is a second motor connected to the drive shaft of the front wheel Wf via the transmission T / M and the gear G and directly connected to the internal combustion engine E. It is mounted on. This series hybrid type vehicle 200 has a configuration capable of implementing various operation modes in which the motor M1, the generator motor M2, and the internal combustion engine are combined.

  For example, the generator motor M2 performs a drive / regenerative operation on the front wheels Wf when the clutch C is engaged, and generates power by driving the internal combustion engine E when the clutch C is disconnected. It can be made to function as a machine. Here, the motor M1 has the same configuration as the motor 1 of the first embodiment shown in FIGS. 2 to 6 described above except that the motor M1 is not directly connected to the internal combustion engine E. Omitted.

  Next, based on FIGS. 29 to 31, both operations of the motor M <b> 1 are performed according to the operation of the control device 200 a mounted on the vehicle including the rotating electrical machine according to the second embodiment, that is, the calculation result of the efficiency state of the vehicle 200. Processing in the efficiency state calculation unit 62 that controls the relative phases of the rotors 5 and 6, the operating state of the motor M1 and the generator motor M2, and the operating state of the internal combustion engine E, in particular, motion state control fiber control and ΔPGE calculation processing. explain.

Below, the process of operation state transition control is demonstrated.
First, for example, in step S61 shown in FIG. 29, the driving state of the vehicle 200 is acquired. Here, for example, the ENG operation in which the internal combustion engine E alone generates the driving force of the vehicle 200, the MOT operation in which the motor M1 independently generates the driving force of the vehicle 200, or the internal combustion engine E and the motor A driving force for generating the driving force of the vehicle 200 using EN1 (ENG + TR_MOT) or a driving force for generating the driving force of the vehicle 200 using the internal combustion engine E and the generator motor M2 (ENG + GEN_MOT) is used. Which drive mode is obtained.

In step S62, for example, the smaller one of the consumed energy Δη and the value obtained by adding the consumed energy ΔE and the consumed energy Δe (ΔE + Δe) is the consumed energy in the drive mode of the MOT operation. Set as ΔMO.
In step S63, as shown in the above equation (4), a value obtained by integrating the variable energy γ of the motor M1 over the transition time T is set as the energy consumption ΔPO in the drive mode of the ENG operation. To do.

In step S64, the minimum energy consumption ΔPTR in the drive mode of (ENG + TR_MOT) operation is calculated.
In step S66, the minimum consumed energy ΔPGE in the drive mode of the (ENG + GEN_MOT) operation described later is calculated.
In step S66, for example, the smaller one of the consumed energy ΔMO, the consumed energy ΔPO, the consumed energy ΔPTR, and the consumed energy ΔPGE is set as the minimum consumed energy GE.
In step S67, the driving mode corresponding to the minimum energy consumption GE is set as the driving state command for instructing the driving mode of the vehicle 200, and the series of processing ends.

Below, the calculation process of consumption energy (DELTA) PGE mentioned above is demonstrated.
First, for example, in step S71 shown in FIG. 30, the rotational speed NM of the generator motor M2 and the required values for torque (required rotational speed and required torque) that are equivalent to the rotational speed and torque of the internal combustion engine E are calculated.
In step S72, a map search corresponding to each required value of rotation speed and torque (required rotation speed and required torque) is performed on a predetermined minimum energy map set in advance, and ENG minimum energy consumption Een is set. get.
This minimum energy map is a map showing a predetermined relationship among the rotational speed, torque and operating efficiency of the internal combustion engine E as shown in FIG. 31, for example, and is operated at an appropriate combination of rotational speed and torque. The efficiency becomes the maximum, and the operating efficiency changes in a decreasing trend as the rotational speed or torque increases / decreases from the maximum efficiency region.

In step S73, a map search is performed for a predetermined minimum energy map set in advance according to the required values of the rotational speed and torque of the generator motor M2 (required rotational speed and required torque), and GE_MOT minimum Acquire energy consumption Age.
Note that this minimum energy map is a map showing a predetermined relationship between the rotational speed of the generator motor M2, the torque, and the operating efficiency, for example, as in FIG. 31, and the operating efficiency in an appropriate combination of the rotational speed and the torque. As the rotational speed or torque increases or decreases from this maximum efficiency region, the operating efficiency changes in a decreasing trend.

  In step S74, the value obtained by adding the ENG minimum consumption energy Een and the GE_MOT minimum consumption energy Ege is set as the minimum consumption energy ΔPGE in the driving mode of (ENG + GEN_MOT) operation, and the series of processes is completed. To do.

  As described above, according to the vehicle including the rotating electrical machine according to the second embodiment, in the vehicle 200 including the motor M1 connected to the drive wheels and the generator motor M2 connected to the internal combustion engine E, Since the driving mode of the vehicle 200 is selected in consideration of the energy consumption for the driving mode, the energy efficiency of the vehicle 200 can be appropriately improved while improving the versatility of the driving mode of the vehicle 200.

  In addition, this invention is not restricted to each embodiment mentioned above, For example, you may apply to an electric vehicle other than a hybrid vehicle.

1 is a schematic configuration diagram of a vehicle according to a first embodiment of the present invention. It is principal part sectional drawing of the motor which concerns on the 1st Embodiment of this invention. It is the side view which abbreviate | omitted some components of the rotor unit controlled to the most retarded position of the motor which concerns on the 1st Embodiment of this invention. It is a disassembled perspective view of the rotor unit of the motor which concerns on the 1st Embodiment of this invention. It is the side view which abbreviate | omitted some components of the rotor unit currently controlled by the most advanced angle position of the motor which concerns on the 1st Embodiment of this invention. The figure (a) which shows typically the strong field state by which the permanent magnet of the inner peripheral side rotor of the motor and the permanent magnet of an outer peripheral side rotor of the motor which concern on the 1st Embodiment of this invention are arrange | positioned with the same polarity, FIG. 5B is a diagram schematically showing a field weakening state in which the permanent magnets of the inner circumferential rotor and the permanent magnets of the outer circumferential rotor are arranged in different polarities. It is a block diagram of the control apparatus of the motor which concerns on the 1st Embodiment of this invention. It is a block diagram of the hydraulic control apparatus which concerns on the 1st Embodiment of this invention. It is a flowchart which shows the process of the variable motor efficiency calculation which concerns on the 1st Embodiment of this invention. It is a graph which shows an example of the map which shows the predetermined relationship between the rotation speed of the motor which concerns on the 1st Embodiment of this invention, torque, and driving efficiency. It is a graph which shows an example of the map which shows the predetermined relationship between the relative position of the motor which concerns on the 1st Embodiment of this invention, rotation speed, and phase maintenance energy. It is a flowchart which shows the process of the phase variable efficiency calculation which concerns on the 1st Embodiment of this invention. It is a graph which shows an example of the map which shows the predetermined relationship of the present phase of the motor which concerns on the 1st Embodiment of this invention, a request | requirement phase, and variable energy. It is a graph which shows an example of the map which shows the predetermined relationship of the present phase of the motor which concerns on the 1st Embodiment of this invention, a request | requirement phase, and variable energy. It is a graph which shows an example of the map which shows the predetermined relationship between the rotation speed of the motor which concerns on the 1st Embodiment of this invention, torque, and driving efficiency. It is a graph which shows an example of the map which shows the predetermined relationship between the relative position of the motor which concerns on the 1st Embodiment of this invention, rotation speed, and phase maintenance energy. It is a flowchart which shows the process of the transition time calculation which concerns on the 1st Embodiment of this invention. It is a graph which shows an example of the map which shows the predetermined relationship between the present phase of the motor which concerns on the 1st Embodiment of this invention, a request | requirement phase, and transition time. It is a graph which shows an example of the map which shows the predetermined relationship between the present phase of the motor which concerns on the 1st Embodiment of this invention, a request | requirement phase, and transition time. It is a graph which shows an example of the variable consumption energy correction | amendment term map which concerns on the 1st Embodiment of this invention. It is a flowchart which shows the process of the consumption energy calculation which concerns on the 1st Embodiment of this invention. It is a graph which shows an example of the map which shows the predetermined relationship between the rotation speed of the internal combustion engine E which concerns on the 1st Embodiment of this invention, a torque, and driving efficiency. It is a flowchart which shows the process of the movement state transition control which concerns on the 1st Embodiment of this invention. It is a flowchart which shows the process of (DELTA) PTR calculation which concerns on the 1st Embodiment of this invention. It is a graph which shows an example of the map which shows the predetermined relationship between the rotation speed of the motor which concerns on the 1st Embodiment of this invention, torque, and driving efficiency. It is a graph which shows an example of the total consumption energy at the time of variable non-execution (a) and variable execution (b) based on the 1st Embodiment of this invention. FIG. 4 is a schematic configuration diagram of a vehicle corresponding to FIG. 1 according to a second embodiment of the present invention. FIG. 8 is a configuration diagram of a motor control device corresponding to FIG. 7 according to a second embodiment of the present invention. It is a flowchart which shows the process of the movement state transition control which concerns on the 2nd Embodiment of this invention. It is a flowchart which shows the process of (DELTA) PGE calculation based on the 2nd Embodiment of this invention. It is a graph which shows an example of the map which shows the predetermined relationship between the rotation speed of the motor which concerns on the 2nd Embodiment of this invention, torque, and driving efficiency.

Explanation of symbols

1 Motor (Rotating electric machine)
5 Outer rotor (rotor)
6 Inner rotor (rotor)
9 Permanent magnet (magnet piece)
12 Phase change means 42 Battery (power storage device)
62 Efficiency state calculation unit (selection means, transition time calculation means, temperature correction means, resistance correction means)

Claims (7)

A rotating electrical machine that is driven by the power supply of the power storage device and assists in driving the vehicle or driving the vehicle with an internal combustion engine;
The rotating electrical machine has a plurality of rotors each having a magnet piece and the relative phase of each of which can be changed, and the setting of the relative phase of the plurality of rotors is changed to a predetermined induced voltage constant. A vehicle including a rotating electrical machine configured to include a phase changing unit,
A first consumption energy consumed by a driving mode in which the rotating electrical machine alone generates a driving force without changing the phase, and the rotating electrical machine alone changes the phase from an arbitrary value to an appropriate value after a setting change. A comparison is made between the second consumption energy consumed by the drive mode that changes and generates the driving force, and the third consumed energy consumed by the drive mode in which the internal combustion engine generates the driving force alone. A vehicle comprising a rotating electrical machine, comprising selection means for selecting a driving mode for generating a driving force with minimum energy consumption. A transition time calculating means for calculating a transition time when the phase shifts from an arbitrary phase to an appropriate phase after the setting change by the phase changing means;
The second consumed energy is consumed energy by maintaining the phase unchanged while controlling the rotating electrical machine over a predetermined time set in advance from the completion of the transition, the transition time, and the transition time Calculated from the sum of the energy consumed by the control of the rotating electrical machine over a predetermined time, and the first consumed energy is not changed by the rotating electrical machine over the transition time and the predetermined time. Calculated from the sum of consumed energy and consumed energy by maintaining the phase unchanged, and the third consumed energy is consumed by the control of the rotating electrical machine over the transition time and the predetermined time. The vehicle comprising the rotating electrical machine according to claim 1, wherein the vehicle is calculated from consumed energy. The selection means compares the fourth consumed energy consumed in the driving mode for generating the driving force using the internal combustion engine and the rotating electric machine together with the first to third consumed energy, The vehicle comprising the rotating electrical machine according to claim 1 or 2, wherein a driving mode for generating a driving force with minimum energy consumption is selected. The rotating electrical machine includes a first generator motor connected to a drive wheel of the vehicle, and a second generator motor connected to an internal combustion engine,
A connection mechanism for connecting the drive shafts of the first and second generator motors;
The fourth consumed energy is a fifth consumed energy consumed in a driving mode in which the internal combustion engine and the first generator motor are used together to generate a driving force, or a combination of the internal combustion engine and the second generator motor is used. A sixth consumption energy consumed by a driving mode for generating a driving force;
The selection means compares the fifth and sixth consumption energy with the first to third consumption energy, and selects a drive mode that generates a driving force with a minimum consumption energy from the drive modes. A vehicle comprising the rotating electrical machine according to claim 3. 5. The rotating electrical machine according to claim 3, wherein the fourth energy consumption is calculated from energy consumed by control of the rotating electrical machine over the transition time and the predetermined time. vehicle. The vehicle comprising the rotating electrical machine according to any one of claims 2 to 5, further comprising temperature correction means for correcting the transition time based on a temperature of the working fluid. The vehicle including the rotating electrical machine according to any one of claims 2 to 6, further comprising a resistance correction unit that corrects the transition time based on an operating resistance of the phase changing unit.

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