JP2008259299A - Controller for motor - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a controller for motor which prevents the unintended change of a phase when the supply of the pressure of fluid becomes impossible. <P>SOLUTION: This controller for motor, which is equipped with a phase changing mechanism which supplies the pressure (hydraulic pressure) of the fluid to the first and second working chamber provided in either of first and second rotors magnetized severally or discharges it thereby rotating the first and second rotors to change a phase that shows the relative displacement angle of both and a control means which controls the operation, breaks the oil paths 62 and 64 which lead to the first and second working chambers when the supply of pressure of the fluid becomes impossible (S10), thereby keeps the phase which was controlled when the supply of pressure of the fluid was impossible(S16). <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a motor control device, and more specifically, to a motor control device in which two magnetized rotors are rotated to change a phase indicating a relative displacement angle between the two rotors.

  As an example of an electric motor control device in which two magnetized rotors are rotated to change the phase indicating the relative displacement angle between them, the technique described in Patent Document 1 below can be cited. . In the technique described in Patent Document 1, when the phase of the two rotors is changed according to the rotational speed of the electric motor, the two rotations are performed via a member that is displaced along the radial direction by the action of centrifugal force. One of the children is configured to rotate in the circumferential direction.

Also, when the phase is changed according to the speed of the rotating magnetic field generated in the stator, the control current is supplied to the stator winding while the two rotors maintain the rotating speed due to inertia, and the rotating magnetic field speed is increased. By changing, the relative position in the circumferential direction is changed.
JP 2002-204541 A

  In the technology described in Patent Document 1, the conditions under which the phase can be changed are limited, and cannot be changed arbitrarily when the motor is stopped or rotated arbitrarily. Therefore, instead of mechanical force such as centrifugal force, It is conceivable to change the phase by rotating two rotors using the pressure of a fluid such as hydraulic pressure.

  In this case, for example, when the hydraulic pump fails, the hydraulic pressure (line pressure or original pressure) may drop rapidly, and an unintended phase change may occur. The sudden change in the hydraulic pressure is not limited to the failure of the hydraulic pump, but also occurs due to the sticking of the valve inserted in the hydraulic circuit or the failure of the electric motor that drives the hydraulic pump.

  Accordingly, an object of the present invention is to eliminate the above-described problems, and to provide an electric motor control device that prevents an unintended phase change from occurring when fluid pressure cannot be supplied. There is.

  In order to achieve the above object, in claim 1, the first and second rotors respectively magnetized and the first and second rotors provided in at least one of the first and second rotors are provided. The fluid pressure is supplied to and discharged from the second working chamber and the first and second working chambers, and at least one of the first and second rotors is rotated about the rotation axis. In the motor control device comprising a phase change mechanism for changing the phase indicating the relative displacement angle of the motor and a control means for controlling the operation of the phase change mechanism, the control means cannot supply the fluid pressure. Then, the oil passage communicating with the first and second working chambers is shut off, so that the phase controlled when the fluid pressure cannot be supplied is maintained.

  In the motor control device according to claim 2, the control means maintains the current phase based at least on the phase that was controlled when the fluid pressure could not be supplied and the temperature of the fluid. The possible time is calculated and displayed.

  4. The motor control apparatus according to claim 3, wherein the control means is configured to limit the output of the motor based at least on a phase controlled when supply of the fluid pressure is disabled. did.

  In the motor control device according to claim 1, the fluid pressure is supplied to and discharged from the first and second working chambers provided in at least one of the first and second rotors, and the first and second In a motor control device comprising: a phase changing mechanism that changes at least one of the two rotors around a rotation axis to change a phase indicating a relative displacement angle therebetween; and a control unit that controls the operation of the phase changing mechanism. The control means is controlled when the fluid pressure cannot be supplied, and the oil passage communicating with the first and second working chambers is blocked, so that the fluid pressure cannot be supplied. Therefore, it is possible to prevent an unintended phase change from occurring.

  In the electric motor control device according to claim 2, the control means calculates the current phase holdable time based at least on the phase controlled when the fluid pressure cannot be supplied and the fluid temperature. In addition to the effects described above, for example, when the vehicle is an on-vehicle motor and is traveling at a high speed of a predetermined value or more, the vehicle speed can be reduced to the driver.

  In the motor control device according to claim 3, the control means is configured to limit the output of the motor based at least on the phase controlled when the supply of the fluid pressure is disabled. In addition to the effects described above, for example, in the case of an in-vehicle electric motor, it is possible to shift to a safer travel mode, and it is possible to suppress excessive power consumption during a failure.

  The best mode for carrying out the motor control device according to the present invention will be described below with reference to the accompanying drawings.

  FIG. 1 is a schematic diagram showing the overall configuration of an electric motor control apparatus according to a first embodiment of the present invention. For simplification of illustration, the illustration of the sensor and the actuator is omitted in FIG.

  In FIG. 1, reference numeral 10 denotes an electric motor. More specifically, the electric motor 10 includes a brushless motor or an AC synchronous motor. Reference numeral 12 denotes a gasoline injection spark ignition type 4-cylinder engine (internal combustion engine), and its output is input to the transmission 16 via the drive shaft 14. The transmission 16 is composed of an automatic transmission, and is connected to drive wheels 20 of a hybrid vehicle (not shown) on which the electric motor 10 and the engine 12 are mounted, shifts engine output, and transmits it to the drive wheels 20 to transmit the hybrid vehicle. Let it run. Thus, in this embodiment, the electric motor 10 is mounted on a parallel hybrid vehicle.

  The electric motor 10 and the engine 12 are connected to the transmission 16 via a clutch (not shown). The electric motor 10 always rotates when the engine 12 rotates, and is energized at the time of starting to crank and start the engine 12, and is also energized at the time of acceleration or the like to assist the rotation of the engine 12 (acceleration). When the electric motor 10 is not energized, the motor 10 idles as the engine 12 rotates, and at the time of deceleration when the fuel supply to the engine 12 is stopped, the kinetic energy generated by the rotation of the drive shaft 14 is converted into electric energy and output. It functions as a generator having a function.

  The electric motor 10 is connected to a battery 24 via a power drive unit (referred to as “PDU”) 22. The PDU 22 includes an inverter, converts direct current (electric power) supplied (discharged) from the battery 24 to alternating current and supplies the alternating current to the electric motor 10, and converts alternating current generated by the regenerative operation of the electric motor 10 into direct current and converts the direct current (electric power) into direct current. To supply. In this way, driving / regeneration of the electric motor 10 is controlled via the PDU 22. This will be described later.

  Further, an engine control unit (referred to as “ENGECU”) 26 that controls the operation of the engine 12, a motor control unit (referred to as “MOTECU”) 30 that controls the operation of the electric motor 10, and a state of charge (SOC) of the battery 24. A battery control unit (referred to as “BATECU”) 32 that calculates charge and discharge and the like, and a shift control unit (referred to as “T / MECU”) that controls the operation of the transmission 16 are provided. All the ECUs (electronic control units) such as the above-described ENGECU 26 are composed of a microcomputer, and are connected to each other via a bus 36 so as to be able to communicate with each other.

  2 is a cross-sectional view of the main part of the electric motor 10 shown in FIG. 1, FIG. 3 is a side view of the rotor of the electric motor 10 shown in FIG. 2, and FIG. 4 is an exploded perspective view showing a phase change mechanism of the electric motor shown in FIG. FIG. 5 is a schematic view showing the orientation of the magnetic poles of the rotor magnet shown in FIG. 3 and the like, and FIG. 6 is a side view of the rotor of the electric motor 10 shown in FIG.

  As shown in the figure, the electric motor 10 includes an annular stator (stator) 40, a similarly annular rotor 42 housed therein, and a rotation shaft (rotation axis) 44. The stator 40 is formed by laminating thin plates manufactured from iron-based materials (or casting iron-based materials), and is arranged with three-phase (U, V, W-phase) stator windings 40a.

  The rotor 42 includes an outer peripheral side (first) rotor 42 a and an inner peripheral side (second) rotor 42 b that is relatively displaceable about a rotating shaft (rotating axis) 44. The rotors 42a and 42b are made of, for example, iron cores made of sintered metal, and a plurality of sets, more precisely 16 sets of permanent magnets 46 are arranged on the circumferential side at a slight distance from each other. . As shown in FIG. 5, each set of permanent magnets 46 is arranged so that the magnetic poles face each other.

  As shown in FIG. 4, the rotor 42 is provided with a phase changing mechanism 50. The phase changing mechanism 50 includes a vane rotor 52 that is fixed to the rotating shaft 44 via a spline (not shown), an annular housing 54 that is fitted and fixed to the inner peripheral surface of the rotor 42b on the inner peripheral side, The vane rotor 52 includes a pair of drive plates 56 that fix the vane rotor 52 to the rotor 42a on the outer peripheral side with pins 56a, and a hydraulic mechanism (described later) that supplies hydraulic pressure thereto.

  The vane rotor 52 is formed with a plurality of (six) vanes 52a protruding from the central boss portion at equal intervals in the radial direction, and protrudes at equal intervals to the center side inside the annular housing 54. A plurality (six) of partition walls 54a are formed. Seal members 52b and 54b are disposed at the tips of the vane 52a and the partition wall 54a, respectively, and provide a fluid-tight seal between the vane 52a and the inner wall surface of the annular housing 54 and between the partition wall 54a and the outer peripheral surface of the boss portion of the vane rotor 52. .

  As shown in FIG. 2, the annular housing 54 has an axial length (width) that is larger than that of the rotor 42 b on the inner peripheral side, and is freely movable in an annular groove 56 a formed in two drive plates 56. Therefore, the annular housing 54 and the inner peripheral rotor 42 b are rotatably supported by the outer peripheral rotor 42 a and the rotation shaft 44.

  The two drive plates 56 are slidably brought into close contact with both side surfaces of the annular housing 54, and a plurality of (6) sealed spaces are formed between the partition wall 54 a of the annular housing 54 and the outer peripheral surface of the boss portion of the vane rotor 52. )Form. This sealed space is divided into two by a vane 52a of the vane rotor 52, and forms an advance side working chamber (first working chamber) 54c and a retard side working chamber (second working chamber) 54d. Here, the “advance angle” (ADV) means that the rotor 42b on the inner circumference side is in the same direction as the rotation direction of the electric motor 10 indicated by an arrow ADV (FIG. 3 or the like) with respect to the rotor 42a on the outer circumference side. “Delay” (RTD) means rotating in the opposite direction.

  In the advance side working chamber 54c and the retard side working chamber 54d, the operation of fluid pressure, specifically, incompressible fluid, more specifically, ATF of the transmission 16 (or lubricating oil of the engine 12), etc. Oil pressure, that is, oil pressure is supplied. The hydraulic oil is supplied from the rotary shaft 44 to the advance side working chamber 54c and the retard side working chamber 54d through two oil passages 62 and 64 formed in the vane rotor 52.

  The oil passages 62 and 64 are substantially parallel to each other. As shown in FIGS. 2 and 3, the oil passages 62 a and 64 a drilled in the axial direction of the rotating shaft 44 and the outer peripheral surface of the rotating shaft 44 are continuously formed. It consists of 62b and 64b drilled, and 62c and 64c radially drilled in the boss part of the vane rotor 52 continuously. The oil passage 62 is connected to the advance side working chamber 54c, and the oil passage 64 is connected to the retard side working chamber 54d, and hydraulic pressure is supplied to and discharged from a reservoir described later.

  The advance-side working chamber 54c and the retard-side working chamber 54d expand and contract as the hydraulic pressure is supplied and discharged, so that the inner peripheral side integrated with the partition wall 54a with respect to the vane 52a fixed to the outer rotor 42a. The rotor 42b is rotated about the rotation axis (rotation axis) 44, so that the phase indicating the relative displacement angle between the outer rotor 42a and the inner rotor 42b is 0 to 180 degrees. The induced voltage of the electric motor 10 is changed accordingly.

  3 shows the retard side working chamber 54d (and the advance side working chamber 54c) when in the most retarded position, and FIG. 6 shows the advance side working chamber 54c (and the retard side) when in the most advanced position. The working chamber 54d) is shown.

  In the electric motor 10 according to this embodiment, when the inner circumferential side rotor 42b is at the most retarded angle position (phase 0 degree) with respect to the outer circumferential side rotor 42a, as shown in FIG. In addition, the permanent magnets 46 are opposed to each other and become a strong field (increasing field). On the other hand, when the inner circumferential side rotor 42b is at the most advanced angle position (phase 180 degrees) with respect to the outer circumferential side rotor 42a, as shown in FIG. They face each other and become field weakening (field reduction).

  Thereby, the induced voltage constant Ke of the electric motor 10 is changed, and the characteristics of the electric motor 10 are changed. That is, when the induced voltage constant Ke increases due to the strong field, the allowable rotational speed at which the motor 10 can operate decreases, but the maximum torque that can be output increases, and conversely, when the induced voltage constant Ke decreases due to the weak field. The maximum torque that can be output decreases, and the allowable rotational speed increases.

  The electric motor 10 according to this embodiment is stable when the inner rotor 42b is at the most retarded position (phase 0 degree) with respect to the outer rotor 42a. That is, when a failure occurs and the supply of hydraulic pressure becomes impossible, the rotor 42 is relatively displaced toward the most retarded position and stops at that position.

  FIG. 7 is a hydraulic circuit diagram of the above-described hydraulic mechanism (indicated by reference numeral 70) that supplies hydraulic pressure to the advance side working chamber 54c and the retard side working chamber 54d via the oil passages 62 and 64.

  As illustrated, the hydraulic mechanism 70 includes a hydraulic pump 70c that pumps hydraulic oil from the reservoir 70a through the filter 70b and discharges it as line pressure (high pressure), a second electric motor 70d that drives the hydraulic pump 70c, 4 port for supplying and discharging hydraulic pressure to the advance side working chamber 54c or the retard side working chamber 54d through the inverter circuit (INV) 70e for controlling the driving of the motor 70d and the oil passages 62 and 64 described above. It consists of a valve (direction switching valve) 70f and a linear solenoid valve 70g for switching the 4-port valve 70f.

  The linear solenoid valve 70g is inserted between the hydraulic pump 70c and the 4-port valve 70f, and the spool has a first position where the line pressure is applied to the spool (not shown) of the 4-port valve 70f, and the operating pressure is drained. It is possible to switch between the second positions, and outputs a hydraulic pressure adjusted by PWM control of the solenoid. A broken line indicates a relief valve system.

  The 4-port valve 70f connects the line pressure to the advance side working chamber 54c, while the spool connects the first position to drain the retard side working chamber 54d, and connects the line pressure to the retard side working chamber 54d. In addition, it is configured to be switchable between a second position for draining the advance side working chamber 54c and a neutral position for holding the hydraulic pressure by closing the four ports between the two positions. It is biased to position 2.

  Specifically, for the 4-port valve 70f, the second position is selected when no hydraulic pressure is applied from the linear solenoid valve 70g, and the neutral position is selected when a relatively small hydraulic pressure is applied from the linear solenoid valve 70g. When the hydraulic pressure from the linear solenoid valve 70g increases, the first position is selected.

  More specifically, the most advanced angle position (phase 180 degrees) that is completely switched to the first position by adjusting the output pressure by PWM control of the energization of the linear solenoid valve 70g, between the first position and the neutral position Freely adjust the phase between any advance position, neutral position, any retard position between the neutral position and the second position, and the most retarded position (phase 0 degree) that can be completely switched to the second position. Can be changed. When the neutral position is selected, the hydraulic pressure in the advance side working chamber 54c and the retard side working chamber 54d is temporarily held.

  Next, control of the electric motor 10 will be described.

  FIG. 8 is a block diagram showing the control of the electric motor 10. The illustrated control is executed by the motor control unit 30 described above.

  The outline of the control shown in the drawing is as follows. The magnetic flux direction of the field pole of the permanent magnet 46 of the rotor 42 is d axis (field axis), and the direction orthogonal thereto is q axis (torque axis). The current feedback control is executed on the dq coordinate which forms the rotation orthogonal coordinate rotating in synchronization with the rotation phase of the current.

  That is, the current command calculation unit 30a calculates the torque T calculated based on the accelerator opening detected by an accelerator opening sensor (not shown) and the rotation angle θm of the electric motor 10 detected by the rotation angle sensor 30b. The rotational speed Nm of the electric motor 10 calculated by differentiating by the differentiator 30c and the induced voltage constant Ke calculated by the Ke calculator 30d are input, and based on them, the PDU 22 should be supplied to the stator winding 40a. An Id command and an Iq command, which are current commands for the d and q axes for designating the three-phase currents Iu, Iv, and Iw, are calculated.

  In the next stage of the current command calculation unit 30a, a weakening is performed so as to control the current phase so that the field quantity of the rotor 42 is equivalently weakened in order to suppress an increase in the back electromotive voltage accompanying an increase in the motor rotation speed Nm. A field control unit 30f that outputs a field current target value as a d-axis correction current and a power control unit 30g that outputs a q-axis correction current according to the remaining capacity of the battery 24 and the like are connected.

  Accordingly, the current commands Id and Iq are added with the d-axis correction current and the q-axis correction current in the next addition / subtraction stages 30i and 30j, and are output from the three-phase-dq conversion unit 30k (described later). Deviations ΔId and ΔIq are calculated by subtracting Id and q-axis current Iq and output to current FB control unit 30l.

  The current FB control unit 30l amplifies the deviations ΔId and ΔIq by, for example, PI operation corresponding to the motor rotation speed Nm, calculates the d-axis voltage command value Vd command and the q-axis voltage command value Vq command, and dq-3 phase The data is output to the conversion unit 30m.

  The dq-3 phase conversion unit 30m uses the rotation angle θm of the electric motor 10 output from the rotation angle sensor 30b to convert the d-axis voltage command Vd and the q-axis voltage command Vq on the dq coordinate to a three-phase alternating current that is a stationary coordinate. Vu, Vv, and Vw phase output voltages that are voltage command values on the coordinates are calculated and output to the PWM calculation unit 30n.

  The PWM calculation unit 30n is a gate signal for turning on / off each switching element of the PWM inverter of the PDU 22 by pulse width modulation based on the three-phase output voltages (sine waves) Vu, Vv, Vw, the carrier signal (triangular wave), and the switching frequency. (PWM signal) is generated and supplied to the stator winding 40a.

  The currents Iu, Iv, and Iw of each phase are detected by the current sensors 30o and 30p, and the detected values are sent to the three-phase-dq conversion unit 30k after the noise is removed by the BP filter 30q. The three-phase-dq conversion unit 30k calculates a rotation coordinate based on the rotation phase of the motor 10, that is, a d-axis current Id and a q-axis current Iq on the dq coordinate, based on the filter output and the motor rotation angle θm. As described above, the deviation is calculated based on the calculated value.

  Further, the Ke command calculation unit 30r outputs a Ke command that is a command value of the induced voltage constant Ke of the motor 10 based on the torque command T, the motor rotation speed Nm, and the motor power supply voltage (voltage of the battery 4) Vdc. On the other hand, the phase changed through the hydraulic mechanism 70 (the above-described relative displacement angle between the inner rotor 42b and the outer rotor 42a) is detected as a phase by the phase sensor 30s and sent to the Ke calculator 30d. Sent. The Ke calculation unit 30d calculates an induced voltage constant Ke based on the input phase information, and sends it to the addition / subtraction stage 30t and also to the current command calculation unit 30a.

  In the addition / subtraction stage 30t, the induced voltage constant Ke is subtracted from the output Ke command, and the obtained difference ΔKe is input to the phase (hydraulic pressure) control unit 30u. The phase (hydraulic pressure) control unit 30u determines the phase so that the difference ΔKe decreases, and controls the operation of the linear solenoid valve 70g of the hydraulic mechanism 70 shown in FIG.

  What is characteristic in this embodiment is that an unintended phase change is prevented when the hydraulic pressure cannot be supplied. That is, if the hydraulic pump 70c or the second electric motor 70d that drives it fails or the linear solenoid valve 70g or the 4-port valve 70f is fixed, the hydraulic pressure is suddenly lowered, resulting in an unintended phase change. I tried to prevent it from fear.

  For this purpose, in this embodiment, as shown in FIG. 8, a fail determination mode instruction unit 30v is provided.

  When the phase detection value is input to the fail determination mode instructing unit 30v and the above-described situation in which the hydraulic pressure cannot be supplied occurs, fail information is sent from the hydraulic mechanism 70. The fail determination mode instruction unit 30v sends a fail mode instruction to the Ke command calculation unit 30r based on them. In response to this, the Ke calculation command unit 30r sends a fail command (control stop) to the phase (hydraulic pressure) control unit 30u and sends a failure time control command to the hydraulic mechanism 70. The fail determination mode instruction unit 30v includes an EPROM 30w and a display 30x.

  FIG. 9 is a flowchart showing the failure control. FIG. 9 is a flowchart illustrating processing performed by the fail determination mode instruction unit 30v.

  In the following, it is determined whether there is hydraulic failure information in S10 (in other words, whether the supply of hydraulic pressure is disabled). If the determination is negative, the subsequent processing is skipped, and if the determination is positive, S12 is determined. Then, it is determined whether or not the current position is the RTD, more specifically, whether the inner rotor 42b is at the most retarded position (phase 0 degree) with respect to the outer rotor 42a.

  When the result is affirmative in S12, the process proceeds to S14, the fail information is displayed on the display 30x, and the program is terminated. In other words, since the electric motor 10 according to this embodiment is stable at the most retarded position, if the rotor 42 is already in that position as a result of the failure, an unintended phase change, and hence a vehicle behavior change occurs. Because there is nothing.

  On the other hand, when the result in S12 is negative, the program proceeds to S16, in which a fail command is output to the phase (hydraulic pressure) control unit 30u so that the 4-port valve 70f is in the neutral position, in other words, with the advance side working chamber 54c. The linear solenoid 70g is driven so as to block the oil passages 62 and 64 communicating with the corner side working chamber 54d.

  As a result, the supply / discharge of the hydraulic pressure to the advance side working chamber 54c and the retard side working chamber 54d is temporarily stopped, and the phase is controlled when the hydraulic pressure supply is disabled, specifically, The phase corresponding to the interval from the advance position to the position before the most retarded position is held for a while. Next, in S18, the fail information is displayed on the display 30x, and the program is terminated.

  FIG. 10 is a flowchart showing the fail-time control executed in parallel with the processing of the flowchart of FIG. 9, and is similarly executed by the fail determination mode instruction unit 30v.

  In the following, in S100, it is determined whether there is hydraulic failure information (hydraulic supply is not possible). When the result is negative, the program is terminated, and when the result is positive, the process proceeds to S102. The valve 70f is controlled to the neutral position, in other words, the oil passages 62 and 64 communicating with the advance side working chamber 54c and the retard side working chamber 54d are shut off, the process proceeds to S104, the current phase NP is read, and the process proceeds to S106. The current oil temperature is read from the output of the oil temperature sensor 30y (FIG. 8) arranged in the transmission 16.

  Next, in S108, the learning value ST is read.

  Explaining this, since the phase change mechanism 50 varies in operation characteristics (resistance value) such as the relative displacement speed of the rotor 42 due to variations in mass production, the operation characteristics are calculated as the learning value ST. I made it. The learning value ST is calculated in a certain vehicle speed range when the vehicle is in a coast-down state where the vehicle travels by inertia and the oil temperature is in a predetermined range.

  More specifically, the phase θ is forcibly changed from the most retarded angle to the most advanced angle, and the deviation between the induced voltage constant Ke obtained from the detection result of the phase sensor 30s and the Ke command which is the induced voltage command is changed. Calculated as a learning value ST. Note that the calculation of the learning value ST is described in detail in the application proposed by the present applicant in Japanese Patent Application No. 2006-217036, and thus the description thereof will be stopped.

  Next, in S110, the current phase NP and the oil temperature NT that have been read are searched for a map showing their characteristics in FIG. 11 to calculate the current phase holdable time TC, and the flow advances to S112 to calculate the current phase holdable time TC. Is multiplied by the learning value ST, and the obtained value is set as a corrected current phase holdable time STC.

  Here, “current phase holdable time” is a phase in which the hydraulic oil (hydraulic pressure) is transferred from the current phase and oil temperature to the advance side working chamber 54c or the retard side working chamber 54d of the annular housing 54 only by the centrifugal oil pressure. It means the time during which the amount that can be retained can be left, in other words, the time that exhibits the same behavior as when no failure occurs. Note that the learning value ST is a parameter proportional to the ease of leakage of hydraulic fluid in the advance side working chamber 54c and the retard side working chamber 54d, and thus corrects the current phase holdable time.

  Next, the process proceeds to S114, the current vehicle speed is read from the output of the wheel speed sensor 30z (FIG. 8) arranged on the drive shaft of the drive wheel 20, and the process proceeds to S116, where the current vehicle speed is an alarm reference vehicle speed (for example, 100 km / h). Judge whether or not.

  When the result in S116 is affirmative, the program proceeds to S118, where a vehicle speed warning is displayed to the driver via the display 30x, and the value of the corrected current phase holdable time STC is displayed. This is because when the vehicle speed exceeds the warning reference vehicle speed, it is determined that the influence of the phase change is large, so that the driver is warned, and at the same time, the value of the corrected current phase holdable time STC is displayed to reduce the vehicle speed. Prompt. Next, in S120, the fail information is displayed on the display 30x.

  On the other hand, when the result in S116 is negative, it is determined that the influence of the phase change is small, so that the process proceeds to S122 and only the fail information is displayed on the display 30x.

  In the control apparatus for the electric motor 10 according to this embodiment, as described above, when there is hydraulic failure information, in other words, when the supply of hydraulic pressure is disabled, the advance side working chamber 54c and the retard side working chamber Since the oil passages 62 and 64 communicating with 54d are shut off, and the controlled phase is maintained when the hydraulic pressure cannot be supplied, it is possible to prevent an unintended phase change from occurring. .

  Further, the current phase holdable time TC is calculated based on at least the phase NP and the oil temperature NT that were controlled when the hydraulic pressure supply was disabled, and more specifically, based on the phase NP and the oil temperature NT. Since the phase holdable time TC is calculated and the corrected current time holdable time STC corrected by the learning value ST proportional to the hydraulic leak is calculated and displayed, in addition to the above-described effects, in the in-vehicle motor When the vehicle speed warning is displayed to the driver while traveling at a high speed that is equal to or higher than a predetermined value (warning reference vehicle speed), the operation of reducing the vehicle speed is also displayed by displaying the corrected current phase holdable time STC. Can be encouraged.

  FIG. 12 is a flowchart showing the failure time control similar to the flowchart of FIG. 10 showing the operation of the motor control apparatus according to the second embodiment of the present invention. The flowchart of FIG. 12 is also executed by the fail determination mode instructing unit 30v in parallel with the same processing as the flowchart of FIG. 9 of the first embodiment.

  In the following explanation, it is determined in S200 whether there is hydraulic failure information (whether hydraulic supply is disabled). When the result is negative, the subsequent processing is skipped, and when the result is positive, the process proceeds to S202. It is determined whether the corrected current phase holdable time STC exceeds 0, that is, whether the corrected current phase holdable time STC remains.

  When the result is affirmative in S202, the process proceeds to S204, the current phase NP is read, and the process proceeds to S206, in which it is determined whether or not the current phase NP is greater than or equal to the first predetermined phase Bθ (in the advance direction). In S208, BK is set as an output limit value (output is limited to BK).

  On the other hand, when the result in S206 is negative, the process proceeds to S210, where it is determined whether or not the current phase NP is greater than or equal to the second predetermined phase Aθ (in the advance direction). Value (limit output to AK).

  When the result in S210 is negative, the program proceeds to S214, and the output limit value is set to a normal value, that is, a value at the time of normal control in which no failure has occurred. If the result in S202 is negative, the phase should be at the most retarded angle due to the characteristics of the motor 10, but the process proceeds to S216, and the linear solenoid 70 so that the 4-port valve 70f is in the neutral position just in case. The valve 70g is controlled.

  FIG. 13 is an explanatory graph showing the characteristics of the first and second predetermined phases and the output limit value.

  As shown in the figure, when the current phase exceeds a predetermined phase Bθ, the current phase easily returns to the most retarded position side below Bθ due to the attractive action of the permanent magnets 46, so that the output is below the output limit value BK. Limit. Similarly, when the current phase is between Aθ and Bθ, the output is limited to the output limit value AK or less.

  That is, since it is easy to return to the position of the most retarded angle from the current phase, an impossible output command is not issued by limiting the output range to the retarded angle side. As a result, it is possible to shift to a safer travel mode, and it is possible to suppress excessive power consumption at the time of failure.

  These characteristics are stored in the EPROM 30w shown in FIG. 8, and the fail determination mode instruction unit 30v determines the output limit value according to the algorithm shown in the flowchart of FIG. 12, and outputs it to the current command calculation unit 30a. The current command calculation unit 30a calculates the current command so that the output is controlled according to AK or BK instead of the torque T.

  In the motor control apparatus according to the second embodiment, since the output of the motor 10 is limited based on the phase that was controlled when the supply of hydraulic pressure became impossible, in addition to the above-described effects, It is possible to shift to a safer travel mode in the electric motor, and it is possible to suppress excessive power consumption during the failure.

  As a result of the control as described above, the output of the electric motor 10 is limited, but it is complemented by the output from the engine 12 and does not cause a large reduction in driving force.

  In the first and second embodiments, as described above, the first and second rotors (the outer rotor 42a and the inner rotor 42b) which are respectively magnetized, and the first and second rotors are magnetized. At least one of the rotors, more specifically, first and second working chambers (advanced side working chamber 54c, retarded side working chamber 54d) provided in the second rotor 42b, the first, A fluid pressure (hydraulic pressure) is supplied to and discharged from the second working chamber, and at least one of the first and second rotors, more specifically, the second rotor 42b is rotated along the rotation axis (rotation shaft 44). And a control unit (motor control unit 30, more specifically, a fail determination instruction unit) that controls the operation of the phase change mechanism. 30v), the control means includes the flow unit. When the supply of the pressure of the fluid becomes impossible (S10, S100), the oil passages 62, 64 communicating with the first and second working chambers are shut off, and thus the supply of the pressure of the fluid becomes impossible The controlled phase is maintained (S16, S102).

  Further, the control means calculates and displays the current phase holdable times TC and STC based on at least the phase that was controlled when the supply of the fluid pressure became impossible and the temperature of the fluid ( S104 to S118).

  Further, the control means is configured to limit the output of the electric motor 10 based on at least a phase controlled when supply of the fluid pressure is disabled (S202 to S214).

  In the above description, the electric motor control device according to the present invention has been described by taking the electric motor mounted on the parallel hybrid vehicle as an example. However, the present invention is not limited to the electric motor mounted on the series hybrid vehicle, and further, the electric motor without the internal combustion engine. Applicable to motors installed in automobiles.

  Further, at least one of the first and second rotors, more specifically, the phase θ indicating the relative displacement angle between the second rotor 42b by rotating the second rotor 42b about the rotation axis (rotation shaft 44). However, the phase may be changed by rotating both the first and second rotors.

1 is a schematic diagram showing an overall configuration of an electric motor control device according to a first embodiment of the present invention; FIG. It is principal part sectional drawing of the electric motor shown in FIG. It is a side view of the rotor of the electric motor shown in FIG. It is a disassembled perspective view which shows the phase change mechanism of the electric motor shown in FIG. It is a schematic diagram which shows the direction of the magnetic pole of the magnet of the rotor shown in FIG. FIG. 4 is a side view of the rotor of the electric motor shown in FIG. 2, similar to FIG. 3. FIG. 4 is a hydraulic circuit diagram of a hydraulic mechanism that supplies hydraulic pressure to the working chamber of the phase change mechanism shown in FIG. 3 and the like. It is a block diagram which shows operation | movement of the control apparatus of the electric motor shown in FIG. It is a flowchart which shows the control at the time of failure which the failure determination instruction | indication part shown in FIG. 8 performs. FIG. 10 is a flow chart showing fail-time control executed in parallel with the processing of the flow chart of FIG. 9. FIG. 11 is an explanatory graph showing a map characteristic of the current phase holdable time used in the processing of the flowchart of FIG. 10. It is a flowchart which shows the operation at the time of failure similar to the flowchart of FIG. 10 which shows operation | movement of the control apparatus of the electric motor which concerns on 2nd Example of this invention. 12 is an explanatory graph showing characteristics of first and second predetermined phases and output limit values used in the processing of the flowchart of FIG. 12.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 10 Electric motor (electric motor), 12 Engine (internal combustion engine), 16 Transmission, 22 PDU (power drive unit), 30 Motor control unit, 40 Stator, 42 Rotor, 42a Outer peripheral side (first) rotor, 42b Inner peripheral side (second) rotor, 44 rotating shaft (rotating axis), 46 permanent magnet, 50 phase changing mechanism, 52 vane rotor, 52a vane, 54 annular housing, 54a partition wall, 54c advance side working chamber (first) 1 working chamber), 54d retarded side working chamber (second working chamber), 56 drive plate, 62, 64 oil passage, 70 hydraulic mechanism, 70c hydraulic pump, 70f 4 port valve, 70g linear solenoid valve

Claims (3)

  The first and second rotors respectively magnetized, the first and second working chambers provided in at least one of the first and second rotors, and the first and second working chambers. A phase changing mechanism that changes a phase indicating a relative displacement angle by rotating at least one of the first and second rotors about a rotation axis, and supplying and discharging fluid pressure to and from the phase. And a control unit that controls the operation of the change mechanism. The control unit includes an oil that communicates with the first and second working chambers when supply of the fluid pressure is disabled. An electric motor control device characterized by maintaining a phase that is controlled when the passage is blocked and, therefore, the supply of the pressure of the fluid becomes impossible.   The control means calculates and displays a current phase holdable time based at least on the phase controlled when supply of the pressure of the fluid becomes impossible and the temperature of the fluid. Item 4. A motor control device according to Item 1.   The motor control device according to claim 1, wherein the control means limits the output of the motor based at least on a phase controlled when supply of the pressure of the fluid becomes impossible.

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