JP2008167625A - Vehicle and control method therefor - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicle that prevents a permanent magnet of a rotor of an electric motor from demagnetizing, while suppressing the effect on the travel of a vehicle. <P>SOLUTION: When a first motor is driven in a demagnetization state (S120, S130), a vehicle height is raised by air suspension (S160), and an engine and a first motor and a second motor are controlled (S190 to S250) such that a torque for control T<SB>*</SB>as a sum of a required torque T<SB>r*</SB>based on an acceleration operation 5 and an increased torque ΔT based on change in running resistance can be output to a ring gear shaft serving as a drive shaft. Thereby, a drive state of the first motor is changed. Also, the increased torque ΔT based on change in running resistance is output together with the required torque T<SB>r*</SB>for driving (S180). Thereby, the effect on the running of vehicle due to change in running resistance is suppressed. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a vehicle and a control method thereof.

Conventionally, as this type of vehicle, there has been proposed a vehicle that controls a motor by calculating a demagnetization amount of a permanent magnet motor that outputs driving power (for example, see Patent Document 1). In this vehicle, the rotational speed of the motor, the d-axis and the motor rotation angular velocity are calculated from the q-axis voltage manipulated variable when no demagnetization occurs in the permanent magnet motor obtained from the map based on the motor rotation speed and the d-axis and q-axis current commands. The demagnetization amount is calculated by subtracting the q-axis voltage operation amount calculated based on the q-axis current value, and the demagnetization of the permanent magnet motor is determined by comparing the demagnetization amount with a predetermined value. Is controlling.
JP 2005-51892 A

  In the above-described vehicle, if the demagnetization of the permanent magnet occurs, the motor cannot perform its expected function. In particular, demagnetization is likely to occur in the drive region where the motor is hot. Therefore, a method of dealing with demagnetization by changing the motor drive state when the motor is driven in such a region can be considered. If the state is simply changed, the driving force output for traveling may be changed, which may affect the traveling of the vehicle.

  An object of the vehicle and the control method thereof of the present invention is to suppress demagnetization of a permanent magnet of a rotor of an electric motor while suppressing an influence on traveling of the vehicle.

  The vehicle and the control method thereof according to the present invention employ the following means in order to achieve the above-described object.

The vehicle of the present invention
A power output device including a motor having a rotor to which a permanent magnet is attached, and an electric motor used when outputting power for traveling; and
Running resistance changing means for changing the running resistance of the vehicle;
Required driving force setting means for setting required driving force required for traveling;
It is determined whether or not the driving state of the electric motor is in a demagnetizing driving state in which a predetermined condition is satisfied after reaching a demagnetization possibility region in which the permanent magnet of the rotor of the electric motor may be demagnetized. Demagnetization drive state determination means;
When the demagnetization drive state determination means determines that the drive state of the electric motor is not in the demagnetization drive state, the set required drive force is output from the power output device and travels with the power output device. The travel resistance changing means is controlled, and when the demagnetization drive state determination means determines that the driving state of the motor is in the demagnetization drive state, the travel resistance change means is accompanied by a change in the vehicle travel resistance. And controlling the power output device and the travel resistance changing means so that the sum of the required drive force and the drive force based on the change of the travel resistance is output from the power output device and travels. Control means;
It is a summary to provide.

  In the vehicle according to the present invention, the driving state of the electric motor used when the driving power is output reaches a predetermined demagnetization region where the permanent magnet attached to the rotor of the electric motor may demagnetize. It is determined whether or not the demagnetization driving state is satisfied, and when it is determined that the driving state of the motor is not in the demagnetization driving state, the required driving force required for traveling is a power output provided with the motor. The power output device and the running resistance changing means for changing the running resistance of the vehicle are controlled so as to run by being output from the device, and when it is determined that the driving state of the motor is in the demagnetization driving state, the vehicle by the running resistance changing means The power output device and the running resistance changing means are controlled so that the driving force of the sum of the required driving force and the driving force based on the change of the running resistance is output from the power output device and travels. That. Therefore, when the driving state of the motor is in the demagnetization driving state, the power output device is controlled so that the sum of the required driving force and the driving force based on the change of the running resistance is output from the power output device. The driving state of the electric motor provided in the output device can be changed. Further, since the vehicle travels by outputting the driving force based on the change in the running resistance together with the required driving force, the influence on the running of the vehicle due to the change in the running resistance can be suppressed. As a result, it is possible to suppress demagnetization of the permanent magnet of the rotor of the electric motor while suppressing the influence on the running of the vehicle.

  In the vehicle according to the present invention, the predetermined condition may be a condition that the electric motor is at or above a predetermined temperature or a condition that a predetermined time elapses. In this way, it can be more reliably determined whether or not the drive state of the electric motor is in the demagnetization drive state.

  Furthermore, in the vehicle of the present invention, the travel resistance changing means may be means for changing the vehicle height. In this way, the running resistance of the vehicle can be changed by changing the vehicle height.

  Alternatively, in the vehicle according to the present invention, when the control unit determines that the driving state of the motor is in the demagnetization driving state by the demagnetization driving state determination unit, the driving resistance change unit causes the running resistance of the vehicle to decrease. The power output device and the travel resistance changing means so that the sum of the required drive force and the drive force corresponding to the increased travel resistance is output from the power output device and travels. It can also be a means for controlling If it carries out like this, it can suppress that the permanent magnet of the rotor of an electric motor demagnetizes, increasing the driving resistance of a vehicle, suppressing the influence on driving | running | working of a vehicle.

  In the vehicle of the present invention, the power output device is connected to three axes of an internal combustion engine, an output shaft of the internal combustion engine, a rotation shaft of the electric motor, and a third shaft, and any two of the three shafts. A three-axis power input / output means for inputting / outputting power to / from the remaining shaft based on power input / output to / from the shaft, and a second electric motor capable of inputting / outputting power to / from the third shaft. It can also be.

The vehicle control method of the present invention includes:
A vehicle control method comprising: a power output device including a motor having a rotor with a permanent magnet attached and used for outputting driving power; and a driving resistance changing means for changing the driving resistance of the vehicle. There,
It is determined whether or not the driving state of the electric motor is in a demagnetization driving state in which a predetermined condition is satisfied after reaching a demagnetization possibility region where the permanent magnet of the rotor of the electric motor may be demagnetized. ,
When it is determined that the drive state of the motor is not in the demagnetization drive state, the power output device and the travel resistance changing means are controlled so that the required drive force required for travel is output from the power output device and travels. When it is determined that the driving state of the electric motor is in the demagnetization driving state, the required driving force and the driving force based on the change of the driving resistance are accompanied by a change in the driving resistance of the vehicle by the driving resistance changing unit. Controlling the power output device and the travel resistance changing means so that the driving force of the sum is output from the power output device and travels.
It is characterized by that.

  In the vehicle control method of the present invention, the drive state of the electric motor used when outputting the driving power is in a demagnetization possibility region where the permanent magnet attached to the rotor of the electric motor may be demagnetized. It is determined whether or not a demagnetization drive state in which a predetermined condition has been satisfied is reached, and when it is determined that the drive state of the motor is not in the demagnetization drive state, the required drive force required for traveling is provided with the motor. By controlling the power output device and the travel resistance changing means for changing the travel resistance of the vehicle so as to travel by being output from the power output device, when it is determined that the driving state of the motor is in the demagnetization drive state, the travel resistance changing means A power output device and a travel resistance changing means so that the driving force of the sum of the required driving force and the driving force based on the change of the travel resistance is output from the power output device and travels with the change of the travel resistance of the vehicle; Control to. Therefore, when the driving state of the motor is in the demagnetization driving state, the power output device is controlled so that the sum of the required driving force and the driving force based on the change of the running resistance is output from the power output device. The driving state of the electric motor provided in the output device can be changed. Further, since the vehicle travels by outputting the driving force based on the change in the running resistance together with the required driving force, the influence on the running of the vehicle due to the change in the running resistance can be suppressed. As a result, it is possible to suppress demagnetization of the permanent magnet of the rotor of the electric motor while suppressing the influence on the running of the vehicle.

  Next, the best mode for carrying out the present invention will be described using examples.

  FIG. 1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 according to an embodiment of the present invention. As shown in the figure, the hybrid vehicle 20 of the embodiment includes an engine 22, a three-shaft power distribution / integration mechanism 30 connected to a crankshaft 26 as an output shaft of the engine 22 via a damper 28, and power distribution / integration. A motor MG1 capable of generating electricity connected to the mechanism 30, a reduction gear 35 attached to a ring gear shaft 32a as a drive shaft connected to the power distribution and integration mechanism 30, a motor MG2 connected to the reduction gear 35, Air suspensions 66a to 66d attached to the drive wheels 63a and 63b and the driven wheels 64a and 64b, and a hybrid electronic control unit 70 for controlling the entire vehicle.

  The engine 22 is an internal combustion engine that outputs power using a hydrocarbon-based fuel such as gasoline or light oil, and an engine electronic control unit (hereinafter referred to as an engine ECU) that receives signals from various sensors that detect the operating state of the engine 22. ) 24 is subjected to operation control such as fuel injection control, ignition control, intake air amount adjustment control and the like. The engine ECU 24 is in communication with the hybrid electronic control unit 70, controls the operation of the engine 22 by a control signal from the hybrid electronic control unit 70, and, if necessary, transmits data related to the operating state of the engine 22 to the hybrid electronic control. Output to unit 70.

  The power distribution and integration mechanism 30 includes an external gear sun gear 31, an internal gear ring gear 32 disposed concentrically with the sun gear 31, a plurality of pinion gears 33 that mesh with the sun gear 31 and mesh with the ring gear 32, A planetary gear mechanism is provided that includes a carrier 34 that holds a plurality of pinion gears 33 so as to rotate and revolve, and that performs differential action using the sun gear 31, the ring gear 32, and the carrier 34 as rotational elements. In the power distribution and integration mechanism 30, the crankshaft 26 of the engine 22 is connected to the carrier 34, the motor MG1 is connected to the sun gear 31, and the reduction gear 35 is connected to the ring gear 32 via the ring gear shaft 32a. When functioning as a generator, power from the engine 22 input from the carrier 34 is distributed according to the gear ratio between the sun gear 31 side and the ring gear 32 side, and when the motor MG1 functions as an electric motor, the engine input from the carrier 34 The power from 22 and the power from the motor MG1 input from the sun gear 31 are integrated and output to the ring gear 32 side. The power output to the ring gear 32 is finally output from the ring gear shaft 32a to the drive wheels 63a and 63b of the vehicle via the gear mechanism 60 and the differential gear 62.

  The air suspensions 66a to 66d are suspensions capable of adjusting the vehicle height by adjusting the air pressure, and by opening the supply valve, the compressed air is introduced into the diaphragm to increase the vehicle height by a predetermined height (for example, 5 cm or 10 cm). At the same time, the compressed air introduced by opening the exhaust valve is exhausted from the diaphragm and returned to the normal vehicle height. The normal vehicle height is a vehicle height that is normally used while the vehicle is stopped or traveling as a height at which the traveling resistance of the vehicle is reduced and the stability of traveling is ensured.

  The motor MG1 and the motor MG2 are PM (Permanent Magnetic) type synchronous generator motors having permanent magnets attached to the rotor, and exchange electric power with the battery 50 via inverters 41 and 42. The power line 54 connecting the inverters 41 and 42 and the battery 50 is configured as a positive electrode bus and a negative electrode bus shared by the inverters 41 and 42, and the electric power generated by one of the motors MG1 and MG2 It can be consumed by a motor. Therefore, battery 50 is charged / discharged by electric power generated from one of motors MG1 and MG2 or insufficient electric power. If the balance of electric power is balanced by the motors MG1 and MG2, the battery 50 is not charged / discharged. The motors MG1 and MG2 are both driven and controlled by a motor electronic control unit (hereinafter referred to as a motor ECU) 40. The motor ECU 40 detects signals necessary for driving and controlling the motors MG1 and MG2, such as signals from rotational position detection sensors 43 and 44 that detect the rotational positions of the rotors of the motors MG1 and MG2, and current sensors (not shown). The phase current applied to the motors MG1 and MG2 to be applied is input, and a switching control signal to the inverters 41 and 42 is output from the motor ECU 40. The motor ECU 40 is in communication with the hybrid electronic control unit 70, controls the driving of the motors MG1 and MG2 by a control signal from the hybrid electronic control unit 70, and, if necessary, data on the operating state of the motors MG1 and MG2. Output to the hybrid electronic control unit 70.

  The battery 50 is managed by a battery electronic control unit (hereinafter referred to as a battery ECU) 52. The battery ECU 52 receives signals necessary for managing the battery 50, for example, a voltage between terminals from a voltage sensor (not shown) installed between terminals of the battery 50, and a power line 54 connected to the output terminal of the battery 50. The charging / discharging current from the attached current sensor (not shown), the battery temperature Tb from the temperature sensor 51 attached to the battery 50, and the like are input. Output to the control unit 70. The battery ECU 52 also calculates the remaining capacity (SOC) based on the integrated value of the charge / discharge current detected by the current sensor in order to manage the battery 50.

  The hybrid electronic control unit 70 is configured as a microprocessor centered on the CPU 72, and in addition to the CPU 72, a ROM 74 for storing processing programs, a RAM 76 for temporarily storing data, an input / output port and communication not shown. And a port. The hybrid electronic control unit 70 includes an ignition signal from an ignition switch 80, a shift position SP from a shift position sensor 82 that detects the operation position of the shift lever 81, and an accelerator pedal position sensor 84 that detects the amount of depression of the accelerator pedal 83. The accelerator pedal opening Acc from the vehicle, the brake pedal position BP from the brake pedal position sensor 86 for detecting the depression amount of the brake pedal 85, the vehicle speed V from the vehicle speed sensor 88, and the like are input via the input port. The hybrid electronic control unit 70 outputs drive signals to the supply valves and exhaust valves of the air suspensions 66a to 66d through the output port. As described above, the hybrid electronic control unit 70 is connected to the engine ECU 24, the motor ECU 40, and the battery ECU 52 via the communication port, and exchanges various control signals and data with the engine ECU 24, the motor ECU 40, and the battery ECU 52. ing.

  The hybrid vehicle 20 of the embodiment thus configured calculates the required torque to be output to the ring gear shaft 32a as the drive shaft based on the accelerator opening Acc and the vehicle speed V corresponding to the depression amount of the accelerator pedal 83 by the driver. Then, the operation of the engine 22, the motor MG1, and the motor MG2 is controlled so that the required power corresponding to the required torque is output to the ring gear shaft 32a. As operation control of the engine 22, the motor MG1, and the motor MG2, the operation of the engine 22 is controlled so that power corresponding to the required power is output from the engine 22, and all of the power output from the engine 22 is the power distribution and integration mechanism 30. Torque conversion operation mode for driving and controlling the motor MG1 and the motor MG2 so that the torque is converted by the motor MG1 and the motor MG2 and output to the ring gear shaft 32a, and the required power and the power required for charging and discharging the battery 50. The engine 22 is operated and controlled so that suitable power is output from the engine 22, and all or part of the power output from the engine 22 with charging / discharging of the battery 50 is the power distribution and integration mechanism 30, the motor MG1, and the motor. The required power is converted to the ring gear shaft 32 with torque conversion by MG2. Charge / discharge operation mode in which the motor MG1 and the motor MG2 are driven and controlled to be output to each other, and a motor operation mode in which the operation of the engine 22 is stopped and the power corresponding to the required power from the motor MG2 is output to the ring gear shaft 32a. and so on.

  Next, the operation of the hybrid vehicle 20 of the embodiment thus configured, particularly the operation when traveling according to the drive state of the motor MG1 will be described. FIG. 2 is a flowchart showing an example of a drive control routine executed by the hybrid electronic control unit 70. This routine is repeatedly executed every predetermined time (for example, every several msec).

  When the drive control routine is executed, first, the CPU 72 of the hybrid electronic control unit 70 first determines the accelerator opening Acc from the accelerator pedal position sensor 84, the vehicle speed V from the vehicle speed sensor 88, the rotational speed Nm1, of the motors MG1, MG2. A process of inputting data necessary for control such as Nm2, input / output restrictions Win and Wout of the battery 50 is executed (step S100). Here, the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 are input from the motor ECU 40 by communication from those calculated based on the rotational positions of the rotors of the motors MG1 and MG2 detected by the rotational position detection sensors 43 and 44. To do. The input / output limits Win and Wout of the battery 50 are set based on the battery temperature Tb of the battery 50 detected by the temperature sensor 51 and the remaining capacity (SOC) of the battery 50 from the battery ECU 52 by communication. To do.

  When the data is thus input, the required torque Tr * to be output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 63a and 63b as the torque required for the vehicle based on the input accelerator opening Acc and the vehicle speed V. Is set (step S110). Here, in the embodiment, the required torque Tr * is stored in the ROM 74 as a required torque setting map by predetermining the relationship among the accelerator opening Acc, the vehicle speed V, and the required torque Tr *. When the vehicle speed V is given, the corresponding required torque Tr * is derived and set from the stored map. FIG. 3 shows an example of the required torque setting map.

  Subsequently, the demagnetization drive state flag setting process illustrated in FIG. 4 is demagnetized based on the input rotation speed Nm1 of the motor MG1 and the torque command Tm1 * of the motor MG1 set when the drive control routine was executed last time. The value of the driving state flag F is set (step S120). In the demagnetization drive state flag setting process, the motor MG1 is driven in a demagnetization possibility region where the permanent magnet of the rotor may be demagnetized based on the rotation speed Nm1 of the motor MG1 and the torque command Tm1 *. It is determined whether or not a predetermined time (for example, 20 seconds or 30 seconds) has elapsed (step S300). When the motor MG1 is driven in the demagnetization possibility region and the predetermined time has elapsed, the motor MG1 is in a demagnetization drive state. Is set to the demagnetization drive state flag F (step S310), and predetermined even when the motor MG1 is not driven in the demagnetization possibility region or is driven in the demagnetization possibility region. If the time has not elapsed, it is determined that the motor MG1 is not in the demagnetization drive state, and the demagnetization drive state flag F is reset to 0 (step S320). Here, in the embodiment, whether or not the motor MG1 is driven in the demagnetization possibility region is determined by determining the relationship among the rotational speed Nm1 of the motor MG1, the torque command Tm1 *, and the demagnetization possibility region. The map is stored in the ROM 74 as a magnetism possibility region determination map, and when the rotation speed Nm1 of the motor MG1 and the torque command Tm1 * are given, the determination is made by comparing with the demagnetization possibility region of the stored map. . FIG. 5 shows a part of an example of a demagnetization possibility region determination map of the motor MG1. As shown in the figure, in a region where the absolute value of torque and power (product of the number of revolutions and torque) is large, the rotor becomes hot and demagnetization is likely to occur in the permanent magnet. It is predetermined as a sex region. Note that the demagnetization possibility region of the motor MG1 also exists in a quadrant different from that in FIG. 5 regardless of the sign of the rotational speed Nm1 and the torque command Tm1 *.

  When the demagnetization drive state flag F of the motor MG1 set in this way is 0 (step S130), the air suspensions 66a to 66d are driven so as to reach the normal vehicle height (step S140), and the required torque Tr * is driven. The control torque T * to be output for control to the ring gear shaft 32a as the shaft is set as it is (step S150). Here, the driving process of the air suspensions 66a to 66d is a process of returning to the normal vehicle height when the vehicle height is raised, and holding the normal vehicle height when the vehicle height is not raised.

  Subsequently, the required power Pe * required for the engine 22 is set based on the set control torque T * (step S190), and the target rotational speed Ne * and the target of the engine 22 are set based on the set required power Pe *. Torque Te * is set (step S200). Here, the required power Pe * can be calculated as the sum of the control torque T * multiplied by the rotational speed Nr of the ring gear shaft 32a and the charge / discharge required power Pb * required by the battery 50 and the loss Loss. . The rotational speed Nr of the ring gear shaft 32a can be obtained by multiplying the vehicle speed V by a conversion factor k, or by dividing the rotational speed Nm2 of the motor MG2 by the gear ratio Gr of the reduction gear 35. The target rotational speed Ne * and the target torque Te * of the engine 22 are set based on the operation line for efficiently operating the engine 22 and the required power Pe *. FIG. 6 shows an example of the operation line of the engine 22 and how the target rotational speed Ne * and the target torque Te * are set. As shown in the figure, the target rotational speed Ne * and the target torque Te * can be obtained from the intersection of the operation line and a curve with a constant required power Pe * (Ne * × Te *).

  Next, using the set target rotational speed Ne *, the rotational speed Nr (Nm2 / Gr) of the ring gear shaft 32a, and the gear ratio ρ of the power distribution and integration mechanism 30, the target rotational speed Nm1 of the motor MG1 is given by the following equation (1). * Is calculated and a torque command Tm1 * of the motor MG1 is calculated by equation (2) based on the calculated target rotational speed Nm1 * and the current rotational speed Nm1 (step S210). Here, Expression (1) is a dynamic relational expression for the rotating element of the power distribution and integration mechanism 30. FIG. 7 is a collinear diagram showing a dynamic relationship between the number of rotations and torque in the rotating elements of the power distribution and integration mechanism 30. In the figure, the left S-axis indicates the rotation speed of the sun gear 31 that is the rotation speed Nm1 of the motor MG1, the C-axis indicates the rotation speed of the carrier 34 that is the rotation speed Ne of the engine 22, and the R-axis indicates the rotation speed of the motor MG2. The rotational speed Nr of the ring gear 32 obtained by dividing the number Nm2 by the gear ratio Gr of the reduction gear 35 is shown. Expression (1) can be easily derived by using this alignment chart. The two thick arrows on the R axis indicate that the torque Tm1 output from the motor MG1 acts on the ring gear shaft 32a and the torque Tm2 output from the motor MG2 acts on the ring gear shaft 32a via the reduction gear 35. Torque. Expression (2) is a relational expression in feedback control for rotating the motor MG1 at the target rotational speed Nm1 *. In Expression (2), “k1” in the second term on the right side is a gain of a proportional term. “K2” in the third term on the right side is the gain of the integral term.

Nm1 * = Ne * ・ (1 + ρ) / ρ-Nm2 / (Gr ・ ρ) (1)
Tm1 * = previous Tm1 * + k1 (Nm1 * -Nm1) + k2∫ (Nm1 * -Nm1) dt (2)

  When the target rotational speed Nm1 * and the torque command Tm1 * of the motor MG1 are thus calculated, the input / output limits Win and Wout of the battery 50 and the calculated torque command Tm1 * of the motor MG1 are multiplied by the current rotational speed Nm1 of the motor MG1. Torque limits Tmin and Tmax as upper and lower limits of the torque that may be output from the motor MG2 by dividing the deviation from the obtained power consumption (generated power) of the motor MG1 by the rotational speed Nm2 of the motor MG2 is expressed by the following equation (3). And the temporary motor torque Tm2tmp as the torque to be output from the motor MG2 using the control torque T *, the torque command Tm1 *, and the gear ratio ρ of the power distribution and integration mechanism 30 (step S220). Is calculated by Equation (5) (step S230), and the calculated torque limits Tmin and Tmax are used. Setting the torque command Tm2 * of the motor MG2 as a value that limits the motor torque Tm2tmp (step S240). By setting the torque command Tm2 * of the motor MG2 in this way, the control torque T * output to the ring gear shaft 32a as the drive shaft is limited to a torque within the range of the input / output limits Win and Wout of the battery 50. Can be set. Equation (5) can be easily derived from the collinear diagram of FIG. 7 described above.

Tmin = (Win-Tm1 * ・ Nm1) / Nm2 (3)
Tmax = (Wout-Tm1 * ・ Nm1) / Nm2 (4)
Tm2tmp = (T * + Tm1 * / ρ) / Gr (5)

  Thus, when the target engine speed Ne *, the target torque Te *, and the torque commands Tm1 *, Tm2 * of the motors MG1, MG2 are set, the target engine speed Ne * and the target torque Te * of the engine 22 are set in the engine ECU 24. Torque commands Tm1 * and Tm2 * for motors MG1 and MG2 are transmitted to motor ECU 40 (step S250), and the drive control routine is terminated. The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te * performs fuel injection control in the engine 22 such that the engine 22 is operated at an operating point indicated by the target rotational speed Ne * and the target torque Te *. Controls such as ignition control. The motor ECU 40 that has received the torque commands Tm1 * and Tm2 * controls the switching elements of the inverters 41 and 42 so that the motor MG1 is driven by the torque command Tm1 * and the motor MG2 is driven by the torque command Tm2 *. To do.

  On the other hand, when the set demagnetization drive state flag F is 1 (steps S120 and S130), the air suspensions 66a to 66d are driven to raise the vehicle height (step S160), and the running resistance increases as the vehicle height increases. Based on the vehicle speed V, an increase torque ΔT to be output to the ring gear shaft 32a as the drive shaft is set as a torque corresponding to the running resistance that increases so as not to decelerate the vehicle (step S170), and the set required torque Tr * increases. The sum with the torque ΔT is set to the control torque T * (step S180). Here, in the embodiment, the increase torque ΔT is stored in the ROM 74 as an increase torque setting map in advance by experimentally determining the relationship between the vehicle speed V and the increase torque ΔT when the vehicle height is increased by a predetermined height. When the vehicle speed V is given, the corresponding increase torque ΔT is derived and set from the stored map.

  When the control torque T * is set in this way, the processing after step S190 for setting the required power Pe * of the engine 22 based on the control torque T * larger than the required torque Tr * is executed, and the drive control routine is ended. . Consider a case where the motor MG1 is in a demagnetization drive state in which the motor MG1 is driven in the demagnetization possibility region illustrated in FIG. At this time, the required power Pe * of the engine 22 is calculated from the power (based on the value P1) based on the required torque Tr * due to the accelerator operation to the required torque Tr * and an increase torque ΔT corresponding to an increase in running resistance due to an increase in vehicle height. The power is changed to the power based on the sum torque (value P2). In FIG. 8, the target rotational speed Ne * and the target torque Te * of the engine 22 are set based on an operation line as an example for efficiently operating the engine 22 and the required power Pe * changed from the value P1 to the value P2. FIG. 9 shows the dynamic relationship between the rotational speed and torque in the rotating elements of the power distribution and integration mechanism 30 in accordance with the required power Pe * changed from the value P1 to the value P2. Show how it changes. As shown in FIG. 8, when the required power Pe * of the engine 22 is changed from the value P1 to a larger value P2, the target rotational speed Ne * of the engine 22 is set to a value N2 larger than the value N1 and the target The torque Te * is set to a value T2 that is slightly larger than the value T1. Then, as shown in FIG. 9, the nomograph of the power distribution and integration mechanism 30 obtains the required power Pe * of the value P2 from the state indicated by the dotted line when the required power Pe * of the value P1 is output from the engine 22. The state changes to a state indicated by a solid line when output from the engine 22. As indicated by the solid line, the target rotational speed Ne * of the engine 22 is changed to a value N2 that is larger than the value N1, so that the motor is set so that the engine 22 is efficiently operated at these target operating points (N2, T2). The absolute value of the target rotational speed Nm1 * of MG1 becomes small. As a result, the motor MG1 is driven in an area different from the demagnetization possibility area exemplified in FIG. 5 described above. As described above, when the motor MG1 is in the demagnetization drive state, the control torque T * as the sum of the required torque Tr * and the increase torque ΔT based on the change in the running resistance is output to the ring gear shaft 32a as the drive shaft. Since the engine 22 and the motor MG1 and the motor MG2 are controlled so that the motor MG1 can be continuously driven in the demagnetization possibility region, the permanent magnet of the rotor of the motor MG1 is demagnetized. Can be suppressed. Moreover, since the increased torque ΔT based on the change in travel resistance is output together with the required torque Tr *, the vehicle travels due to the change in travel resistance. Thereby, it can suppress that the permanent magnet of the rotor of motor MG1 demagnetizes, suppressing the influence on driving | running | working of a vehicle.

  According to the hybrid vehicle 20 of the embodiment described above, when the motor MG1 is in the demagnetization drive state, the control torque T * as the sum of the required torque Tr * and the increased torque ΔT based on the change in the running resistance is driven. Since the engine 22, the motor MG1, and the motor MG2 are controlled so as to be output to the ring gear shaft 32a as the shaft, the driving state of the motor MG1 can be changed. In addition, since the vehicle travels by outputting the increased torque ΔT based on the change in travel resistance together with the required torque Tr *, the influence on the travel of the vehicle due to the change in travel resistance can be suppressed. As a result, it is possible to suppress the demagnetization of the permanent magnet of the rotor of the motor MG1 while suppressing the influence on the traveling of the vehicle. Furthermore, since it is determined that the motor MG1 is in the demagnetization drive state when the motor MG1 is driven in the demagnetization possibility region and a predetermined time has elapsed, it is more reliably determined whether or not the motor MG1 is in the demagnetization drive state. Can do. In addition, since the air suspensions 66a to 66d capable of adjusting the vehicle height are used, the running resistance of the vehicle can be changed by changing the vehicle height. At this time, by increasing the vehicle height to increase the running resistance of the vehicle, it is possible to suppress demagnetization of the permanent magnet of the rotor of the motor MG1 while suppressing the influence on the running of the vehicle.

  In the hybrid vehicle 20 of the embodiment, the running resistance of the vehicle is changed by using the air suspensions 66a to 66d capable of adjusting the vehicle height. However, the front spoiler and the rear aspoiler that can adjust the air resistance of the vehicle are different. It is good also as what changes the running resistance of vehicles using parts.

  In the hybrid vehicle 20 of the embodiment, it is determined that the motor MG1 is in the demagnetization drive state when the motor MG1 is driven in the demagnetization possibility region and a predetermined time has elapsed, but includes a sensor that detects the temperature of the motor MG1. In the case of a vehicle, it may be determined that the motor MG1 is driven in the demagnetization possibility region and the motor MG1 is in the demagnetization drive state when the motor MG1 is equal to or higher than a predetermined temperature.

  In the hybrid vehicle 20 of the embodiment, when the motor MG1 is in the demagnetization drive state, the vehicle travel resistance is increased and the increased torque ΔT corresponding to the increased travel resistance is output together with the required torque Tr * to travel. However, it is also possible to reduce the running resistance of the vehicle and output a torque obtained by subtracting the torque corresponding to the reduced running resistance from the required torque Tr *.

  In the embodiment, when the motor MG1 is in the demagnetization drive state in which the permanent magnet of the rotor is demagnetized, the drive state of the motor MG1 is changed to suppress the demagnetization, but the motor MG2 is the rotor. When the permanent magnet is in a demagnetized state, the driving state of the motor MG2 may be changed to suppress demagnetization.

  In the embodiment, the description is applied to the hybrid vehicle 20 that travels by the power from the engine 22 and the motor MG1 and the power from the motor MG2 output via the power distribution and integration mechanism 30, but the permanent magnet is used when traveling. The present invention may be applied to any vehicle that uses power from a motor having an attached rotor, and is connected to a power source side such as an engine and connected to an inner rotor attached with a permanent magnet and a drive shaft side. The present invention may be applied to a vehicle that travels using power from a counter-rotor electric motor having an outer rotor and an electric vehicle that travels only by power from a motor having a rotor to which a permanent magnet is attached.

  Here, the correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problems will be described. In the embodiment, the motor MG1 capable of generating electric power having a rotor with a permanent magnet attached corresponds to an “electric motor”, and power from the engine 22 and the motor MG1 is transmitted to the ring gear shaft 32a as a drive shaft. The entire device that outputs the power from the motor MG2 and outputs the power from the motor MG2 via the reduction gear 35 corresponds to a “power output device”, and is attached to the drive wheels 63a and 63b and the driven wheels 64a and 64b to adjust the vehicle height. The air suspensions 66a to 66d that can perform the demagnetization correspond to “running resistance changing means”, and it is determined whether or not the motor MG1 is driven in the demagnetization potential region and is in a demagnetization drive state after a predetermined time has elapsed. The hybrid electronic control unit that executes steps S300 to S320 of the demagnetization drive state flag setting process of FIG. 3 for setting the value of the drive flag F 0 corresponds to the “demagnetization drive state determination means”, and when the motor MG1 is not in the demagnetization drive state, the control torque T * as the request torque Tr * or when the motor MG1 is in the demagnetization drive state The control torque T * as the sum of * and the increase torque ΔT set based on the vehicle speed V is output from the engine 22 and the motor MG1 and the motor MG2 to the ring gear shaft 32a as the drive shaft so as to travel. A hybrid that executes the processing of steps S130 to S250 of the drive control routine of FIG. 2 that sets and transmits the target rotational speed Ne *, the target torque Te *, the torque command Tm1 * of the motor MG1, and the torque command Tm2 * of the motor MG2. Electronic control unit 70 and target speed Ne * and target torque Te * received by engine 22 Inverters 41 and 42 so that motors MG1 and MG2 are driven by engine ECU 24 that performs control such as fuel injection control and ignition control of engine 22 and the received torque commands Tm1 * and Tm2 * so that the engine 22 is operated at the indicated operating point. The motor ECU 40 that performs switching control corresponds to “control means”. The correspondence between the elements of the embodiment and the elements of the invention described in the means for solving the problem is the best for implementing the invention described in the means for solving the problem by the embodiment. Therefore, the elements of the invention described in the column of means for solving the problems are not limited by the elements of the embodiments. That is, the interpretation of the invention described in the column of means for solving the problems should be made based on the description of the column, and the embodiments are inventions described in the column of means for solving the problems. It is only a specific example of.

  In the present embodiment, the present invention is applied to the automobile 20, but may be applied to a vehicle other than an automobile such as a train, or may be a form of a vehicle control method including an automobile or a train.

  The best mode for carrying out the present invention has been described with reference to the embodiments. However, the present invention is not limited to these embodiments, and various modifications can be made without departing from the gist of the present invention. Of course, it can be implemented in the form.

  The present invention can be used in the vehicle manufacturing industry.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 according to an embodiment of the present invention. It is a flowchart which shows an example of the drive control routine performed by the electronic control unit for hybrids 70 of an Example. It is explanatory drawing which shows an example of the map for request | requirement torque setting. It is a flowchart which shows an example of the demagnetization drive state flag setting process performed by the hybrid electronic control unit 70 of an Example. It is explanatory drawing which shows a part of example of the map for a demagnetization possibility area | region determination of motor MG1. It is explanatory drawing which shows a mode that an example of the operating line of the engine 22, and target rotational speed Ne * and target torque Te * are set. FIG. 4 is an explanatory diagram showing an example of a collinear diagram for dynamically explaining rotational elements of a power distribution and integration mechanism 30. A state in which the target rotational speed Ne * and the target torque Te * of the engine 22 are set based on an operation line as an example for efficiently operating the engine 22 and the required power Pe * changed from the value P1 to the value P2 is shown. It is explanatory drawing. It is explanatory drawing which shows a mode that the dynamic relationship of the rotation speed and torque in the rotation element of the power distribution integration mechanism 30 changes on a nomograph according to the required power Pe * changed from the value P1 to the value P2. .

Explanation of symbols

  20 Hybrid Vehicle, 22 Engine, 24 Electronic Control Unit (Engine ECU) for Engine, 26 Crankshaft, 28 Damper, 30 Power Distribution Integration Mechanism, 31 Sun Gear, 32 Ring Gear, 32a Ring Gear Shaft, 33 Pinion Gear, 34 Carrier, 35 Reduction Gear 40, motor electronic control unit (motor ECU), 41, 42 inverter, 43, 44 rotational position detection sensor, 50 battery, 51 temperature sensor, 52 battery electronic control unit (battery ECU), 54 power line, 60 gear mechanism 62, differential gear, 63a, 63b driving wheel, 64a, 64b driven wheel, 66a-66d air suspension, 70 hybrid electronic control unit, 72 CPU, 74 ROM, 76 RAM, 80 Ignition switch, 81 shift lever, 82 shift position sensor, 83 accelerator pedal, 84 accelerator pedal position sensor, 85 brake pedal, 86 brake pedal position sensor, 88 vehicle speed sensor, MG1, MG2 motor.

Claims (6)

A power output device including a motor having a rotor to which a permanent magnet is attached, and an electric motor used when outputting power for traveling; and
Running resistance changing means for changing the running resistance of the vehicle;
Required driving force setting means for setting required driving force required for traveling;
It is determined whether or not the driving state of the electric motor is in a demagnetizing driving state in which a predetermined condition is satisfied after reaching a demagnetization possibility region in which the permanent magnet of the rotor of the electric motor may be demagnetized. Demagnetization drive state determination means;
When the demagnetization drive state determination means determines that the drive state of the electric motor is not in the demagnetization drive state, the set required drive force is output from the power output device and travels with the power output device. The travel resistance changing means is controlled, and when the demagnetization drive state determination means determines that the driving state of the motor is in the demagnetization drive state, the travel resistance change means is accompanied by a change in the vehicle travel resistance. And controlling the power output device and the travel resistance changing means so that the sum of the required drive force and the drive force based on the change of the travel resistance is output from the power output device and travels. Control means;
A vehicle comprising:   The vehicle according to claim 1, wherein the predetermined condition is a condition that the electric motor is at or above a predetermined temperature or a condition that a predetermined time elapses.   The vehicle according to claim 1 or 2, wherein the running resistance changing means is means for changing a vehicle height.   When the driving state of the electric motor is determined to be in the demagnetization driving state by the demagnetization driving state determination unit, the control unit increases the driving resistance of the vehicle by the driving resistance change unit and is set as described above. And a means for controlling the power output device and the travel resistance changing means so that the sum of the required driving force and the driving force corresponding to the increased travel resistance is output from the power output device. Item 4. The vehicle according to any one of Items 1 to 3.   The power output device is connected to three shafts of an internal combustion engine, an output shaft of the internal combustion engine, a rotating shaft of the electric motor, and a third shaft, and outputs power to or from any two of the three shafts. 5. The apparatus according to claim 1, comprising: a three-axis power input / output unit that inputs / outputs power to / from the remaining shaft, and a second electric motor capable of inputting / outputting power to / from the third shaft. Vehicle. A vehicle control method comprising: a power output device including a motor having a rotor with a permanent magnet attached and used for outputting driving power; and a driving resistance changing means for changing the driving resistance of the vehicle. There,
It is determined whether or not the driving state of the electric motor is in a demagnetization driving state in which a predetermined condition is satisfied after reaching a demagnetization possibility region where the permanent magnet of the rotor of the electric motor may be demagnetized. ,
When it is determined that the drive state of the motor is not in the demagnetization drive state, the power output device and the travel resistance changing means are controlled so that the required drive force required for travel is output from the power output device and travels. When it is determined that the driving state of the electric motor is in the demagnetization driving state, the required driving force and the driving force based on the change of the driving resistance are accompanied by a change in the driving resistance of the vehicle by the driving resistance changing unit. Controlling the power output device and the travel resistance changing means so that the driving force of the sum is output from the power output device and travels.
Vehicle control method.

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