JP2016064755A - Vehicle control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle control device for suppressing decline in efficiency of a double rotor type rotating electrical machine when magnetic flux interference occurs.SOLUTION: A vehicle control device 101 includes an engine 10, a rotating electrical machine 30 and an ECU 90. In the rotating electrical machine 30, a first rotor 31 is mechanically coupled to the engine 10 integrally rotatably, and a second rotor 32 is coupled to an output shaft 50. The rotating electrical machine 30 includes an inner motor 30a that can rotate the first rotor 31 and an outer motor 30b that can rotate the second rotor 32. The ECU 90 controls an electric current flowing in the inner motor 30a and the outer motor 30b to suppress decline in efficiency of the rotating electrical machine 30 while maintaining the sum of torque generated by the inner motor 30a and the outer motor 30b, when a rotary magnetic field or a magnetic field caused by an induction current is generated in each of the inner motor 30a and the outer motor 30b and magnetic flux interference occurs between the magnetic fields.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a vehicle control device, and more particularly to a vehicle control device for a vehicle that travels using an internal combustion engine and a rotating electrical machine.

  Some hybrid vehicles that run using an internal combustion engine and a rotating electrical machine include, for example, two rotating electrical machines and one engine (internal combustion engine) as disclosed in Patent Document 1. The rotor of the first rotating electrical machine is connected to the output shaft of the engine, and the rotor of the second rotating electrical machine is connected to the differential device of the vehicle wheel shaft. The second rotating electrical machine is not connected to the engine and the first rotating electrical machine. The first rotating electrical machine has a function as a generator that generates electric power by driving the engine. The second rotating electrical machine has a function as an electric motor that rotationally drives the wheels.

In recent years, a double rotor type rotating electric machine that integrates the first rotating electric machine and the second rotating electric machine into a single rotating electric machine has been adopted in the hybrid vehicle as described above in order to save space. ing.
The double rotor type rotating electrical machine is a rotor to which an output shaft of an engine is connected and an inner rotor arranged at the innermost side, and an outer arranged at the radially outer side of the inner rotor and connected to a differential device. A rotor and a stator that is disposed on the outer side in the radial direction of the outer rotor and is fixed to a casing or the like. For example, a three-phase winding is wound around the inner rotor and the stator, and a permanent magnet is provided on the outer rotor. The three-phase winding is electrically connected to the inverter, can receive power supply through the inverter, and can transmit the generated power to the inverter.
The inner rotor and the outer rotor constitute one inner rotating electric machine, and the outer rotor and the stator constitute one outer rotating electric machine.

JP-A-2005-47396

  In a double rotor type rotating electric machine, for example, when acceleration in a high speed state is required for a vehicle, rotation to drive the outer rotating electric machine by the action of a rotating magnetic field generated from a three-phase winding by supplying electric power to the stator In addition to torque, rotational torque for rotationally driving the inner rotating electrical machine is required. The two rotational torques can cooperate to give a high rotational torque to the vehicle. At this time, in the inner rotating electrical machine, power is supplied to the inner rotor and the inner rotor is rotationally driven by the engine in order to obtain a high rotational torque. As a result, the magnetic flux of the rotating magnetic field generated by the three-phase winding of the inner rotor and the magnetic flux of the rotating magnetic field generated by the three-phase winding of the stator interfere with each other, reducing the rotational torque of the inner rotating electric machine and the outer rotating electric machine. Sometimes. In order to compensate for the decrease in the rotational torque, it is necessary to increase the current supplied to the three-phase windings of the inner rotor and the stator, and there is a problem that the operating efficiency of the double rotor type rotating electrical machine decreases.

  The present invention has been made to solve the above-described problems, and provides a vehicle control device that suppresses a decrease in efficiency of a rotating electrical machine when magnetic flux interference occurs in a double rotor type rotating electrical machine. Objective.

  In order to solve the above-described problems, a vehicle control device according to the present invention is provided with an internal combustion engine, a rotatable first rotor, and a second rotor that is relatively rotatable on the outer side in the rotational radial direction with respect to the first rotor. A rotating electric machine including a rotor and a stator fixedly arranged on the outer side in the radial direction of rotation of the second rotor, and a control means for controlling operations of the rotating electric machine and the internal combustion engine, the first rotor and the second rotor One of the rotors is mechanically coupled to the internal combustion engine so as to be integrally rotatable, and the other of the first rotor and the second rotor is mechanically coupled to the vehicle drive mechanism. Includes a first rotating electrical machine part constituted by a first rotor and a second rotor, and a second rotating electrical machine part constituted by a second rotor and a stator. Is supplied to generate a rotating magnetic field, thereby The rotor can be driven to rotate relative to the second rotor or the first rotor, and an induction current is generated by the relative rotation of the first rotor and the second rotor. It is possible to generate electric power, and the second rotating electrical machine unit can rotate the second rotor with respect to the stator by generating a rotating magnetic field when electric current is supplied. Can generate electric power by generating an induced current by rotating relative to the stator, and the control means can generate a rotating magnetic field or an induced current in each of the first rotating electrical machine part and the second rotating electrical machine part. When the magnetic field due to the above occurs and magnetic flux interference occurs between each other, the first rotating electrical machine unit and the second rotating electrical machine unit maintain the sum of the torques generated and suppress the decrease in the efficiency of the rotating electrical machine. Flows through the first rotating electrical machine part and the second rotating electrical machine part To control the flow.

The control means includes a first map indicating a relationship between a current flowing through the first rotating electrical machine part, a generated torque of the first rotating electrical machine part, and a generated torque of the second rotating electrical machine part during control when magnetic flux interference occurs. , Using the second map showing the relationship between the current flowing through the second rotating electrical machine part, the generated torque of the first rotating electrical machine part, and the generated torque of the second rotating electrical machine part, The current flowing through the electric part may be controlled.
The control means uses the internal combustion engine map indicating the relationship between the operation efficiency of the internal combustion engine, the torque, and the rotation speed during the control when magnetic flux interference occurs, and the first rotating electrical machine portion or the second rotation connected to the internal combustion engine. The internal combustion engine may be controlled so as to increase the operating efficiency while generating the torque required from the electric part.

  According to the vehicle control device of the present invention, it is possible to suppress a decrease in efficiency of the double rotor type rotating electrical machine when magnetic flux interference occurs.

It is a schematic diagram which shows the structure of the vehicle control apparatus which concerns on embodiment of this invention. It is a figure which shows the relationship between the inner motor electric current in an inner motor, inner motor torque, and outer motor torque in case magnetic flux interference does not generate | occur | produce. It is a figure which shows the relationship between the inner motor current in the inner motor in case magnetic flux interference generate | occur | produces, an inner motor torque, and an outer motor torque. It is a figure which shows the relationship between the outer motor electric current in the outer motor in case magnetic flux interference does not generate | occur | produce, an inner motor torque, and an outer motor torque. It is a figure which shows the relationship between the outer motor current in the outer motor in case magnetic flux interference generate | occur | produces, an inner motor torque, and an outer motor torque. It is a figure which shows the relationship between engine operating efficiency, an engine torque, and an engine speed. It is a schematic diagram which shows the modification of a double rotor type | mold motor.

Embodiments of the present invention will be described below with reference to the accompanying drawings.
First, the configuration of the vehicle control apparatus 101 according to the embodiment of the present invention will be described. In the present embodiment, vehicle control apparatus 101 will be described as being mounted on a hybrid vehicle.
Referring to FIG. 1, a vehicle control device 101 includes an engine 10 that is an internal combustion engine and a rotating electrical machine 30 that is a double rotor type motor that is operated by three-phase AC power as a power device of a hybrid vehicle. The rotating electrical machine 30 includes a rotatable first rotor 31, a rotatable second rotor 32, and a stator 33 that is fixedly disposed on a casing (not shown) of the rotating electrical machine 30.
Here, the first rotor 31 constitutes a first rotor, the second rotor 32 constitutes a second rotor, and the stator 33 constitutes a stator.

  The first rotor 31 is disposed on the most central side among the first rotor 31, the second rotor 32, and the stator 33, and the input shaft 40 that constitutes the rotation shaft of the first rotor 31 is the engine output shaft 11 of the engine 10. Are mechanically coupled to each other via an electromagnetic clutch 41. The electromagnetic clutch 41 selectively operates so that the input shaft 40 and the engine output shaft 11 are in a connected state that enables power transmission and a disconnected state that interrupts power transmission. The mechanical connection means that the input shaft 40 and the engine output shaft 11 are connected to each other only through the electromagnetic clutch 41, and that in addition to the electromagnetic clutch 41, a speed increaser and a speed reducer. The case where it couple | bonds via the speed-change mechanism etc. are included.

The first rotor 31 includes a cylindrical first core 31a provided so as to be integrally rotatable so as to surround the outer periphery of the input shaft 40, and a first winding 31b provided along the circumferential direction in the first core 31a. And have. The first winding 31b is a three-phase winding.
The second rotor 32 is provided on the outer side in the radial direction so as to surround the outer periphery of the first rotor 31, and in the vicinity of the inner peripheral surface of the cylindrical second core 32a and the second core 32a facing the first core 31a. It has the 1st permanent magnet 32b embedded along the circumferential direction, and the 2nd permanent magnet 32c embedded along the circumferential direction near the outer peripheral surface on the opposite side to the internal peripheral surface in the 2nd core 32a. . That is, the first permanent magnet 32b faces the first winding 31b. The second core 32a is held by a bottomed cylindrical support housing 32d that is provided so as to surround the outer periphery of the input shaft 40 and the first rotor 31 and is rotatably supported by the input shaft 40 via a bearing (not shown). ing. The second core 32 a and the support housing 32 d can be integrally rotated around the input shaft 40 and the first rotor 31.

The stator 33 is provided on the outer side in the radial direction so as to surround the outer periphery of the second rotor 32 and has a cylindrical stator core 33a, and is provided in the vicinity of the inner peripheral surface of the stator core 33a facing the second core 32a along the circumferential direction. Second winding 33b. The second winding 33b faces the second permanent magnet 32c and is a three-phase winding. The stator core 33a is fixed to a casing (not shown) of the rotating electrical machine 30.
Therefore, in the rotating electrical machine 30, an inner motor 30 a that is one motor that includes the first rotor 31 and the second rotor 32 and that is positioned on the inner side is formed. An outer motor 30b, which is one motor, is formed. Here, the inner motor 30a constitutes a first rotating electrical machine part, and the outer motor 30b constitutes a second rotating electrical machine part.
In FIG. 1, cross sections of the first rotor 31, the second rotor 32, and the stator 33 are schematically shown.

The output shaft 50 is mechanically connected to the support housing 32d of the second rotor 32 so as to rotate integrally, and a pinion gear 61 is attached to the end of the output shaft 50 so as to rotate integrally. . The pinion gear 61 is in gear engagement with the driven gear 62. Further, the driven gear 62 is attached so as to rotate integrally with a drive shaft 71 connected to a vehicle wheel (not shown) via a differential gear. Therefore, when the second rotor 32 and the support housing 32d are rotated together, the drive shaft 71 is rotationally driven and the wheels are rotationally driven. The support housing 32d of the second rotor 32 is mechanically connected to the drive shaft 71 via a mechanical power transmission mechanism such as a transmission in addition to the output shaft 50, the pinion gear 61, and the driven gear 62. It may be.
Here, the output shaft 50, the pinion gear 61, the driven gear 62, and the drive shaft 71 constitute a vehicle drive mechanism 80.

Further, the vehicle control device 101 includes a battery 23 that can charge and discharge DC power, and a first inverter 21 and a second inverter 22 that are electrically connected to the battery 23. The first inverter 21 and the second inverter 22 can convert the DC power supplied from the battery 23 into three-phase AC power, and can also convert the three-phase AC power into DC power and supply it to the battery 23. . The operations of the first inverter 21 and the second inverter 22 are controlled by a control unit (hereinafter referred to as ECU) 90 described later.
Here, the ECU 90 constitutes a control means.

  The first inverter 21 is electrically connected to a slip ring mechanism 24 attached around the input shaft 40. The three-phase AC power output from the first inverter 21 is transmitted to a conductor (not shown) provided along the input shaft 40 via the slip ring mechanism 24, and passes through this conductor to the first rotor 31. It is supplied to the first winding 31b. On the other hand, when an induced current that is an alternating current is generated in the first winding 31b, this induced current is supplied to the first inverter 21 via the conductor and the slip ring mechanism 24, and is converted into a direct current by the first inverter 21. And supplied to the battery 23.

  The second inverter 22 is electrically connected to the second winding 33 b of the stator 33. Thereby, the three-phase AC power output from the second inverter 22 is supplied to the second winding 33b. On the other hand, when an induced current is generated in the second winding 33 b, this induced current is supplied to the second inverter 22, converted into a direct current by the second inverter 22, and supplied to the battery 23.

The ECU 90 controls power supply to the first winding 31 b of the first rotor 31 and the second winding 33 b of the stator 33 by controlling the first inverter 21 and the second inverter 22.
The ECU 90 is electrically connected to the engine torque sensor 10a that detects the torque of the engine 10 and the engine speed sensor 10b that detects the rotational speed, and acquires the detected engine torque information and engine rotational speed information. It is configured. Further, the ECU 90 is electrically connected to an accelerator opening sensor 12 that detects the accelerator opening of the driver seat of the vehicle, and is configured to acquire the detected accelerator opening information. It is electrically connected to a motor rotation speed sensor 13 that detects the rotation speed of the second rotor 32, and is configured to acquire detected rotor rotation speed information.

The ECU 90 uses information received from the accelerator opening sensor 12, the motor rotation speed sensor 13, the engine torque sensor 10a and the engine rotation speed sensor 10b, and the torque of the inner motor 30a and the outer motor 30b, the second rotor 32 and the output shaft. 50, the engine torque, and the engine speed are determined, and the operations of the first inverter 21, the second inverter 22, the inner motor 30a, the outer motor 30b, and the engine 10 are controlled.
The ECU 90 is electrically connected to the electromagnetic clutch 41. The ECU 90 controls the power supplied to the electromagnetic clutch 41 to control the connection / disconnection operation of the electromagnetic clutch 41.
The vehicle control apparatus 101 described above is a range extender (RE) type hybrid vehicle that is used only when the driving force of the engine 10 directly drives the input shaft 40 that is the driving shaft of the rotating electrical machine 30. It is composed.

Next, the operation of the vehicle control apparatus 101 according to the embodiment of the present invention will be described.
Referring to FIG. 1, the vehicle control device 101 causes a hybrid vehicle on which the vehicle control device 101 is mounted to run with a rotational driving force, that is, torque, from the output shaft 50 of the rotating electrical machine 30. At this time, the torque from the output shaft 50 is transmitted to the wheels of the vehicle (not shown) via the pinion gear 61, the driven gear 62, and the drive shaft 71, thereby causing the vehicle to travel. The torque from the output shaft 50 is the sum of the torque generated by the inner motor 30a of the rotating electrical machine 30 and the torque generated by the outer motor 30b.

Further, the vehicle control apparatus 101 uses the electric power of the battery 23 to rotate the output shaft 50 to drive the vehicle by driving the output shaft 50 and the input shaft 40 using the power of the engine 10 to rotate. The vehicle travel is controlled by appropriately selecting the RE mode travel mode in which the vehicle travels. In the RE mode running mode, the power of the battery 23 may be used or not used. Furthermore, in the RE mode travel mode, the vehicle control device 101 changes the control according to four travel modes, ie, low speed acceleration travel, low speed cruise travel, high speed acceleration travel, and high speed cruise travel.
(1) EV mode travel mode, (2) RE mode travel mode at low speed acceleration, (3) RE mode travel mode at low speed cruise, (4) RE mode travel mode at high speed acceleration, and (5 ) The control content of the vehicle control device 101 in each travel mode of the RE mode travel mode during high-speed cruise will be described.

(1) EV mode travel mode This travel mode is a vehicle travel mode that is performed when the charging rate of the battery 23 is equal to or greater than a predetermined value.
The ECU 90 determines a traveling state required for the vehicle from information such as the vehicle speed obtained from the motor rotation speed sensor 13 and the accelerator opening obtained from the accelerator opening sensor 12, and the inner motor 30a and the outer motor 30b of the rotating electrical machine 30 are determined. The rotational speed, torque and current value required for the motor are determined. The rotational speed of the inner motor 30a corresponds to the rotational speed difference between the first rotor 31 and the second rotor 32, and the torque of the inner motor 30a corresponds to the torque generated by the engine 10. The rotational speed and torque of the outer motor 30 b correspond to the rotational speed of the second rotor 32 and the output shaft 50 and the torque generated by the magnetic field between the second rotor 32 and the stator 33.

The ECU 90 stops the engine 10 and disconnects the electromagnetic clutch 41 to cut off power transmission between the engine 10 and the input shaft 40. Further, the ECU 90 controls the second inverter 22 to convert the DC power of the battery 23 into three-phase AC power and supplies it to the second winding 33 b of the stator 33 of the rotating electrical machine 30. At this time, the three-phase AC power of the second winding 33b generates a rotating magnetic field, and this rotating magnetic field acts on the second permanent magnet 32c to rotate the second rotor 32 together with the support housing 32d. That is, the outer motor 30b of the rotating electrical machine 30 is driven. Thereby, the output shaft 50 is rotationally driven and the vehicle travels. In this travel mode, power running by the outer motor 30b using the electric power of the battery 23 is performed.
When the rotational driving force of the second rotor 32 is insufficient, the ECU 90 fixes the first rotor 31 in the rotational direction with the electromagnetic clutch 41 in the connected state, and power of the battery 23 via the first inverter 21. Is also supplied to the first winding 31 b of the first rotor 31 of the rotating electrical machine 30. As a result, the rotating magnetic field generated by the three-phase AC power of the first winding 31b acts on the second permanent magnet 32c and adds a rotational driving force to the second rotor 32.

(2) RE mode travel mode during low-speed acceleration This travel mode is a travel mode during low-speed acceleration travel of the vehicle that is performed when the charging rate of the battery 23 is less than a predetermined value.
The ECU 90 determines the low speed acceleration traveling state required for the vehicle from information such as the vehicle speed and the accelerator opening, and determines the rotational speed, torque, and current value required for the inner motor 30a and the outer motor 30b of the rotating electrical machine 30. .

Then, the ECU 90 puts the engine 10 into an operating state and connects the electromagnetic clutch 41 so that the engine 10 and the input shaft 40 can transmit power. Further, the ECU 90 controls the second inverter 22 to supply the power of the battery 23 to the stator 33 of the rotating electrical machine 30.
At this time, in the inner motor 30 a, the first rotor 31 is driven to rotate together with the input shaft 40 by the engine 10. The first winding 31b of the first rotor 31 generates an induced current by moving in the magnetic field generated by the permanent magnet 32b of the second rotor 32. The induced current, which is a three-phase alternating current, is sent to the slip ring mechanism 24 through the conductors provided on the first core 31a and the input shaft 40, and further sent from the slip ring mechanism 24 to the first inverter 21. After being converted into a direct current, the battery 23 is charged. Further, the permanent magnet 32 b of the second rotor 32 is attracted by a magnetic field generated by an induced current in the first winding 31 b, whereby the second rotor 32 is pulled in the same rotational direction as the first rotor 31. Like that. At this time, the second rotor 32 rotates upon receiving a rotational force corresponding to the torque generated by the engine 10.

In the outer motor 30 b, the second rotor 32 is driven to rotate in the same direction as the first rotor 31 together with the support housing 32 d by the action of the rotating magnetic field generated from the second winding 33 b of the stator 33. That is, the second rotor 32 rotates in response to the torque generated by the rotating magnetic field.
Accordingly, the second rotor 32 and the output shaft 50 are rotationally driven in response to the torque generated by the inner motor 30a and the torque generated by the outer motor 30b as described above, thereby causing the vehicle to accelerate.
In this travel mode, power generation by the inner motor 30a using the power of the engine 10 and power running by the outer motor 30b using the power of the battery 23 are performed.

(3) RE mode travel mode during low-speed cruise This travel mode is a travel mode during low-speed cruise traveling of the vehicle that is performed when the charging rate of the battery 23 is less than a predetermined value.
The ECU 90 determines the low-speed cruise state required for the vehicle from information such as the vehicle speed and the accelerator, and determines the rotational speed, torque, and current value required for the inner motor 30a and the outer motor 30b of the rotating electrical machine 30.

  The ECU 90 puts the engine 10 into operation and puts the electromagnetic clutch 41 into a connected state, but does not supply the power of the battery 23 to the stator 33 or the first rotor 31 of the rotating electrical machine 30. At this time, in the inner motor 30a, the first rotor 31 is rotationally driven by the engine 10. As a result, an induced current is generated in the first winding 31b of the first rotor 31, and the generated induced current is converted into DC power through the slip ring mechanism 24 and the first inverter 21 to be supplied to the battery 23. Is charged. Further, since the permanent magnet 32b of the second rotor 32 is attracted by the magnetic field generated by the induced current in the first winding 31b, the second rotor 32 is generated by the engine 10 in the same rotational direction as the first rotor 31. It rotates by receiving a rotational force corresponding to torque.

Further, since the second rotor 32 rotates relative to the stator 33, the permanent magnet 32 c of the second rotor 32 generates a magnetic field that turns around the inner side of the second winding 33 b of the stator 33. As a result, an induced current is generated in the second winding 33b, and this induced current is sent to the second inverter 22 and converted into a direct current, and then the battery 23 is charged. In addition, the magnetic field generated by the induced current in the second winding 33b acts on the permanent magnet 32c, causing the second rotor 32 to generate rotational torque in the direction opposite to the rotational direction.
As a result, the second rotor 32 continues to rotate at a constant rotational speed so that the vehicle maintains a low-speed cruise traveling state.
In this travel mode, power generation by the inner motor 30a and the outer motor 30b using the power of the engine 10 is performed.

(4) RE mode travel mode during high-speed acceleration This travel mode is a travel mode during high-speed acceleration traveling of the vehicle that is performed when the charging rate of the battery 23 is less than a predetermined value.
The ECU 90 determines a high-speed acceleration state required for the vehicle from information such as the vehicle speed and the accelerator opening, and determines the rotation speed, torque, and current value required for the inner motor 30a and the outer motor 30b of the rotating electrical machine 30.

The ECU 90 puts the electromagnetic clutch 41 into a connected state while keeping the engine 10 in operation. Furthermore, the ECU 90 controls the first inverter 21 and the second inverter 22 to supply the electric power of the battery 23 to the first winding 31b of the first rotor 31 and the second winding 33b of the stator 33, respectively. To do.
At this time, in the outer motor 30b, the three-phase alternating current flowing in the second winding 33b generates a rotating magnetic field, and this rotating magnetic field acts on the permanent magnet 32c to give the second rotor 32 rotational torque.

Further, in the inner motor 30a, the three-phase alternating current flowing in the first winding 31b rotated and moved by the engine 10 generates a rotating magnetic field that turns along the inner periphery of the second rotor 32, and this turning rotation. The magnetic field acts on the permanent magnet 32 b and transmits the torque generated by the engine 10 to the second rotor 32. At this time, by generating a rotating magnetic field in the first winding 31b of the first rotor 31 that is rotating and moving, even with respect to the second rotor 32 that receives a high load via the output shaft 50, at a high rotational speed. The torque generated by the engine 10 can be applied while rotating.
As described above, the rotational driving force of the engine 10 in the inner motor 30a, the rotating magnetic field generated from the first winding 31b, and the rotating magnetic field generated from the second winding 33b in the outer motor 30b act in cooperation. The second rotor 32 is rotated in a high-speed acceleration state, whereby the vehicle in a high-speed traveling state travels so as to further accelerate.
In this travel mode, power running by the inner motor 30a and the outer motor 30b using the electric power of the battery 23 and the power of the engine 10 is performed.

(5) RE mode travel mode during high-speed cruise This travel mode is a travel mode during high-speed cruise travel of the vehicle that is performed when the charging rate of the battery 23 is less than a predetermined value.
The ECU 90 determines the high-speed cruise state required for the vehicle from information such as the vehicle speed and the accelerator opening, and determines the rotational speed, torque, and current value required for the inner motor 30a and the outer motor 30b of the rotating electrical machine 30.

  Then, the ECU 90 puts the electromagnetic clutch 41 into a connected state while operating the engine 10, and further controls the first inverter 21 to supply the electric power of the battery 23 to the first rotor 31 of the rotating electrical machine 30. At this time, in the inner motor 30a, the three-phase alternating current that flows in the first winding 31b generates a rotating magnetic field, and this rotating magnetic field acts on the permanent magnet 32b to transfer the generated torque of the engine 10 to the second rotor 32. introduce. Thereby, the torque generated by the engine 10 can be applied to the second rotor 32 that receives a high load via the output shaft 50 while rotating at a high rotational speed.

In addition, since the second rotor 32 rotates relative to the stator 33, an induced current is generated in the second winding 33 b of the stator 33, and this induced current is passed through the second inverter 22 to the battery. 23 is charged. The magnetic field generated by the induced current in the second winding 33b acts on the permanent magnet 32c and causes the second rotor 32 to generate a rotational torque in the direction opposite to the rotational direction.
Therefore, the second rotor 32 receives the rotational driving force of the engine 10 in the inner motor 30a, the rotating magnetic field generated from the first winding 31b, and the magnetic field generated from the second winding 33b in the outer motor 30b. Continues to rotate at a constant rotational speed so as to maintain the high-speed cruise traveling state.
In this travel mode, power running by the inner motor 30a using the electric power of the battery 23 and the power of the engine 10 and power generation by the outer motor 30b are performed.

  In order to drive the vehicle in each of the above-described travel modes, a predetermined torque (total of the torque of the inner motor 30a and the torque of the outer motor 30b) is required for the output shaft 50 of the rotating electrical machine 30. The ECU 90 controls the torque generated by the inner motor 30a and the outer motor 30b by adjusting the rotational speed of the engine 10 and the amount of current supplied to the inner motor 30a and the outer motor 30b via the inverters 21 and 22. The torque output to the shaft 50 is controlled.

  Further, when a three-phase alternating current flows through both the first winding 31b of the first rotor 31 and the second winding 33b of the stator 33 during operation of the rotating electrical machine 30, the first winding 31b and the second winding The three-phase alternating currents on the wires 33b each generate a rotating magnetic field, and magnetic flux interference may occur where these rotating magnetic fields interfere with each other. When magnetic flux interference occurs, the torque generated by the inner motor 30a and the outer motor 30b corresponding to the amount of current flowing through the first winding 31b and the second winding 33b varies.

  For example, FIG. 2 shows the amount of current Aa flowing through the first winding 31b of the inner motor 30a when there is no magnetic flux interference, the generated torque Ta (vertical axis) of the inner motor 30a, and the generated torque Tb of the outer motor 30b. An inner motor current map showing the relationship with (horizontal axis) is shown. FIG. 3 shows the amount of current Aa flowing through the first winding 31b of the inner motor 30a when magnetic flux interference occurs, the generated torque Ta (vertical axis) of the inner motor 30a, and the generated torque Tb (horizontal) of the outer motor 30b. An inner motor current map showing the relationship with the axis) is shown. 2 and 3, isoelectric lines extending mainly along the horizontal direction are drawn.

FIG. 4 shows the amount of current Ab flowing through the second winding 33b of the outer motor 30b when no magnetic flux interference occurs, the generated torque Ta (vertical axis) of the inner motor 30a, and the generated torque Tb (horizontal) of the outer motor 30b. An outer motor current map showing the relationship with the shaft) is shown. FIG. 5 shows the amount of current Ab flowing through the second winding 33b of the outer motor 30b when magnetic flux interference occurs, the generated torque Ta (vertical axis) of the inner motor 30a, and the generated torque Tb (horizontal) of the outer motor 30b. An outer motor current map showing the relationship with the shaft) is shown. In addition, on the map of FIG.4 and FIG.5, the isoelectric line mainly extended along the vertical direction is drawn.
Further, in the maps of FIGS. 2 to 5, a positive torque indicates a torque that acts in the same rotational direction as the rotational direction of the output shaft 50 when the vehicle moves forward, and a negative torque indicates a positive value. Torque acting in the direction of rotation opposite to the torque of

When trying to maintain the torque generated by the inner motor 30a and the outer motor 30b after the occurrence of magnetic flux interference in both the case of comparing FIG. 2 and FIG. 3 and the case of comparing FIG. 4 and FIG. A change occurs in the amount of current flowing through each winding. In some cases, an increase in the amount of current supplied to the windings or a decrease in the amount of power generated in the windings may occur, and the operating efficiency of the entire rotating electrical machine 30 may decrease.
However, the ECU 90 of the vehicle control apparatus 101 according to the present embodiment maintains the total torque of the generated torque of the inner motor 30a and the outer motor 30b constant regardless of the occurrence of magnetic flux interference, while maintaining the total torque of the rotating electrical machine 30 as a whole. Control is performed to suppress a decrease in operating efficiency.
In any of the travel modes (1) to (5) described above, magnetic flux interference may occur because there is a state in which current flows through the first winding 31b and the second winding 33b. Each travel mode will be described focusing on the control of the ECU 90 when magnetic flux interference occurs.

(1) Travel Mode in EV Mode Referring also to FIGS. 1 to 5, in this travel mode, torque T1 is required for the output shaft 50, and the inner motor 30a and the outer motor 30b are driven by the power of the battery 23. .
Then, the ECU 90 controls the first inverter 21 and the second inverter 22 to supply the power of the battery 23 to the first winding 31 b of the first rotor 31 and the second winding 33 b of the stator 33.
When there is no magnetic flux interference, the ECU 90 controls the inner motor 30a to generate the inner motor torque Ta1 and the outer motor 30b to generate the outer motor torque Tb1 based on information such as the vehicle speed. Note that the relationship of T1 = Ta1 + Tb1 (the relationship of the straight line L1 in FIGS. 2 to 5) is established. Further, the torques Ta1 and Tb1 both take positive values.

  Then, the ECU 90 uses the map of FIG. 2 to obtain the current value Aa1 of the point P1 on the map that becomes the inner motor torque Ta1 and the outer motor torque Tb1, and supplies the current value to the first winding 31b of the first rotor 31. Control is performed so as to supply the current of Aa1. Further, the ECU 90 uses the map of FIG. 4 to obtain the current value Ab1 at the point P1 that becomes the inner motor torque Ta1 and the outer motor torque Tb1, and supplies the current of the current value Ab1 to the second winding 33b of the stator 33. Control as follows. The ECU 90 can change the current values Aa and Ab while satisfying the relationship along the straight line L1 where the torques Ta1 and Tb1 are in the relationship of T1 = Ta + Tb based on the charging rate of the battery 23 and the like.

On the other hand, when magnetic flux interference occurs, in order to maintain the inner motor torque Ta1 and the outer motor torque Tb1, the inner motor 30a supplies the current value Aa1 ′ (Aa1′≈Aa1) at the point P1 from the map of FIG. A current is required, and the outer motor 30b requires a supply current of the current value Ab1 ′ (Ab1 ′> Ab1) at the point P1 from the map of FIG.
Therefore, the ECU 90 controls the current value Ab1 ′ in the outer motor 30b to be reduced to the current value Aba while maintaining the torque T1 to the output shaft 50. At this time, the ECU 90 selects a point P1a that becomes the current value Aba on the straight line L1 of the map of FIG. As a result, the inner motor torque is increased and the outer motor torque is decreased.

  In addition, when selecting the point P1a, the ECU 90 has the operating efficiency of the entire rotating electrical machine 30 when the inner motor 30a operates at the current value Aaa and the outer motor 30b operates at the current value Aba when magnetic flux interference occurs. When the magnetic flux interference occurs, the operation efficiency of the entire rotating electrical machine 30 when the inner motor 30a operates at the current value Aa1 ′ and the outer motor 30b operates at the current value Ab1 ′ is set to be equal to or higher. Further, in the selection of the point P1a by the ECU 90, when magnetic flux interference occurs, the operation efficiency of the entire rotating electrical machine 30 when the inner motor 30a operates at the current value Aaa and the outer motor 30b operates at the current value Aba is When the inner motor 30a is operated at the current value Aa1 when no interference occurs and the outer motor 30b is operated at the current value Ab1, the operating efficiency of the rotating electrical machine 30 as a whole is not less than or less than the operating efficiency as close as possible. To be done. Incidentally, the elements constituting the overall operation efficiency of the rotating electrical machine 30 include the power consumption of the inner motor 30a, the power consumption of the outer motor 30b, the loss in the gear engaging portion between the pinion gear 61 and the driven gear 62 of the output shaft 50, the first The loss in the bearings of the one rotor 31 and the second rotor 32, the loss in the first inverter 21 and the second inverter 22, etc. are included, and the operation efficiency of the entire rotating electrical machine 30 is a combination of these factors.

  Therefore, the ECU 90 supplies the current values Aaa and Aba to the inner motor 30a and the outer motor 30b, respectively, when magnetic flux interference occurs, and maintains the output torque from the output shaft 50 at T1. Thereby, even when magnetic flux interference occurs, the torque T1 to the output shaft 50 is maintained while suppressing a decrease in the operating efficiency of the entire rotating electrical machine 30.

(2) Travel Mode during Low-Speed Acceleration in RE Mode Referring also to FIGS. 1 to 6, torque T2 (T2 <T1) is required for the output shaft 50 in this travel mode.
The ECU 90 rotates the first rotor 31 by the engine 10 and supplies the power of the battery 23 to the second winding 33 b of the stator 33.
When there is no magnetic flux interference, the ECU 90 controls the inner motor 30a to generate the inner motor torque Ta2 and the outer motor 30b to generate the outer motor torque Tb2 based on information such as the vehicle speed and the engine speed. Note that the relationship of T2 = Ta2 + Tb2 (the relationship of the straight line L2 in FIGS. 2 to 5) is established. Further, the torques T2a and T2b both take positive values.

  Then, the ECU 90 operates the engine 10 that is the torque generation source of the inner motor 30a so as to generate the torque Ta2. At this time, the ECU 90 controls the operation of the engine 10 by using the engine efficiency map shown in FIG. 6 to select an engine speed R2 having a high operating efficiency with respect to the desired torque Ta2. FIG. 6 is an engine efficiency map showing the relationship between the operating efficiency of the engine 10, the engine torque (vertical axis), and the engine speed (horizontal axis).

Further, the ECU 90 obtains a current value Ab2 at a point P2 on the map that becomes the inner motor torque Ta2 and the outer motor torque Tb2 by using the map of FIG. 4, and the current value Ab2 of the second winding 33b of the stator 33 is obtained. Control is performed to supply current.
At this time, in the inner motor 30a, an induced current is generated in the first winding 31b of the first rotor 31 that is rotationally driven by the engine 10, and this induced current is determined by the inner motor torque Ta2 and the outer motor in the map of FIG. The current value Aa2 at the point P2 at which the torque Tb2 is obtained.
Note that the ECU 90 can change the current values Aa and Ab while satisfying the relationship of the torques Ta2 and Tb2 on the straight line L2 that is the relationship of T2 = Ta + Tb based on the charging rate of the battery 23.

  On the other hand, when magnetic flux interference occurs, in order to maintain the inner motor torque Ta2 and the outer motor torque Tb2, the current value Ab2 ′ (Ab2 ′> Ab2 at the point P2 is determined from the map of FIG. ) Supply current is required. Therefore, the ECU 90 controls the supply current value Ab2 'to the outer motor 30b to be reduced to the current value Ab2 while maintaining the torque T2 to the output shaft 50. At this time, the ECU 90 selects a point P2a that becomes the current value Ab2 on the straight line L2 of the map of FIG. As a result, the outer motor torque is decreased and the inner motor torque is increased. On the straight line L2 in the map of FIG. 5, at the point P2a, the inner motor torque Ta2a and the outer motor torque Tb2a are obtained.

  At this time, when the point P2a is selected by the ECU 90, the operation efficiency of the rotating electrical machine 30 in the state of the point P2a when the magnetic flux interference occurs is equal to or higher than the operation efficiency of the state of the point P2 when the magnetic flux interference occurs. Done. Furthermore, in the selection of the point P2a by the ECU 90, when the operating efficiency of the rotating electrical machine 30 in the state of the point P2a when the magnetic flux interference occurs does not fall below or falls below the operating efficiency of the state of the point P2 when the magnetic flux interference does not occur In this case, the operation efficiency is as close as possible.

Furthermore, using the map of FIG. 6, the ECU 90 does not lower the operating efficiency of the engine 10 than when the engine speed R2 is equal to or greater than the torque Ta2a but the engine speed R2 is equal to the torque Ta2a. Such engine torque Ta2b is selected. From FIG. 6, the torque Ta2a can be selected as the engine torque Ta2b.
Furthermore, the ECU 90 obtains the outer motor torque Tb2b and the current value Ab2b at the point P2b that becomes the inner motor torque Ta2b on the straight line L2 of the map of FIG. In this case, the point P2b is the same as the point P2a, and the outer motor torque Tb2b and the current value Ab2b are the outer motor torque Tb2a and the current value Ab2, respectively.

  Therefore, when the magnetic flux interference occurs, the ECU 90 supplies the second winding 33b of the outer motor 30b with the current value Ab2, and controls the engine 10 to be driven at the rotational speed R2 and the engine torque Ta2a. As a result, even when magnetic flux interference occurs, the increase in the supply current to the outer motor 30b is suppressed to suppress the decrease in the operation efficiency of the entire rotating electrical machine 30, and the output efficiency is reduced to the output shaft 50 without decreasing the operation efficiency of the engine 10. The torque T2 is maintained. Moreover, in the above-described control, the current value of the induced current generated in the first winding 31b of the inner motor 30a increases from FIG. 2 and FIG. 3, and the power generation amount increases.

(3) Travel Mode at Low Speed Cruise in RE Mode Referring also to FIGS. 1 to 6, torque T3 (T3 <T2) is required for the output shaft 50 in this travel mode.
Then, the ECU 90 rotationally drives the first rotor 31 by the engine 10.
When there is no magnetic flux interference, the ECU 90 controls the inner motor 30a to generate the inner motor torque Ta3 and the outer motor 30b to generate the outer motor torque Tb3 based on information such as the vehicle speed and the engine speed. Note that the relationship of T3 = Ta3 + Tb3 (the relationship of the straight line L3 in FIGS. 2 to 5) is established.
In addition, an induced current is generated in the second winding 33b of the outer motor 30b to which power is not supplied from the battery 23 by the permanent magnet 32c of the second rotor 32 that rotates with the first rotor 31, and a magnetic field in which this induced current is generated. Acts on the permanent magnet 32c to give a negative torque Tb3 to the second rotor 32.
Therefore, the inner motor torque Ta3 takes a positive value, and the outer motor torque Tb3 takes a negative value.

Then, the ECU 90 uses the map of FIG. 6 to select the engine speed R3 that generates the torque Ta3 and has high operating efficiency, and operates the engine 10.
Since the engine speed changes by this control, the rotation speed of the first rotor 31 and the second rotor 32 that rotates with the first rotor 31 changes. For this reason, the outer motor torque Tb3 changes, and the inner motor torque Ta3 changes accordingly. Then, the ECU 90 repeatedly performs the engine speed selection operation as described above using the changed torque and the map of FIG. 6 to obtain the engine speed of the optimum driving efficiency, and at this engine speed The engine 10 is controlled to operate.

  At the obtained optimum engine speed R3o, the inner motor torque Ta3o and the outer motor torque Tb3o are obtained. In this case, from the maps of FIG. 2 and FIG. 4, the inner motor 30a generates the current value Aa3 at the point P3 that becomes the inner motor torque Ta3o and the outer motor torque Tb3o, and the outer motor 30b has the current value Ab3 at the point P3. Will occur.

  On the other hand, when magnetic flux interference occurs, the current value at the point P3 in the inner motor 30a is the current value Aa3 ′ (Aa3′≈Aa3) according to the map of FIG. 3, and the current value at the point P3 in the outer motor 30b is According to the map of FIG. 5, the current value Ab3 ′ (Ab3 ′ <Ab3) is obtained. Note that the absolute value of the current value Ab3 '> the absolute value of the current value Ab3. Therefore, the amount of power supplied to the inner motor 30a is hardly changed, and the amount of power generated by the outer motor 30b is increased. Since the operating efficiency of the entire rotating electrical machine 30 does not decrease, the ECU 90 continues the control when there is no magnetic flux buffer.

  Therefore, in this traveling mode, when magnetic flux interference occurs, the operation efficiency of the rotating electrical machine 30 as a whole does not decrease. Therefore, the ECU 90 continues the control before the magnetic flux interference occurs even after the magnetic flux interference occurs.

(4) Travel Mode at High Speed Acceleration in RE Mode Referring also to FIGS. 1 to 6, torque T4 (T1 <T4) is required for the output shaft 50 in this travel mode.
The ECU 90 rotates the first rotor 31 by the engine 10 and supplies the electric power of the battery 23 to the first winding 31b of the first rotor 31 and the second winding 33b of the stator 33. Thereby, the second rotor 32 is rotationally driven by the rotational driving force (generated torque) of the engine 10 transmitted through the rotating magnetic field generated by the first winding 31b and the rotating magnetic field generated by the second winding 33b. .

  When there is no magnetic flux interference, the ECU 90 controls the inner motor 30a to generate the inner motor torque Ta4 and the outer motor 30b to generate the outer motor torque Tb4 based on information such as the vehicle speed and the engine speed. The relationship T4 = Ta4 + Tb4 is established. The inner motor torque Ta4 is equivalent to the engine torque, and the outer motor torque Tb4 is a field torque due to the rotating magnetic field from the second winding 33b. Therefore, the torques Ta4 and Tb4 are both positive values.

Then, the ECU 90 uses the map of FIG. 6 to select the engine speed R4 that generates the engine torque Ta4 and has high operating efficiency, and operates the engine 10.
Further, the ECU 90 uses the map of FIG. 2 to obtain a current value Aa4 at a point P4 at which the inner motor torque becomes Ta4 and the outer motor torque becomes Tb4 on the straight line L4 that satisfies the relationship of T4 = Ta + Tb. Control is performed so that a current having a value Aa4 is supplied to the first winding 31b of the inner motor 30a. Further, the ECU 90 obtains a current value Ab4 at a point P4 at which the inner motor torque becomes Ta4 and the outer motor torque becomes Tb4 on the straight line L4 in the map of FIG. 4, and the current of the current value Ab4 is obtained from the current of the outer motor 30b. Control is performed so as to supply the second winding 33b.

On the other hand, when magnetic flux interference occurs, according to the map of FIG. 3, the current value at the point P4 becomes the current value Aa4 ′ (Aa4 ′> Aa4), and according to the map of FIG. 5, the current value at the point P4 is The current value Ab4 ′ (Ab4 ′> Ab4). Accordingly, the amount of power supplied to the first winding 31b and the second winding 33b increases, that is, the amount of power supplied to the inner motor 30a and the outer motor 30b that perform powering increases.
Therefore, the ECU 90 reduces the supply current to the outer motor 30b, which has the larger increase amount of the current supply amount, from the current value Ab4 ′ to the current value Ab4 ″ while maintaining the torque T4 to the output shaft 50. To control.

At this time, according to the map of FIG. 5, each torque becomes the inner motor torque Ta4a (Ta4a> Ta4) and the outer motor torque Tb4a (Tb4a <Tb4) at the point P4a where the current value Ab4 ″ is on the straight line L4. . According to FIG. 6, when the engine torque becomes the torque Ta4a, the engine efficiency is lowered when the engine speed R4 remains unchanged. Therefore, the ECU 90 slightly reduces the engine speed to R4a to improve the engine efficiency.
Furthermore, according to the map of FIG. 3, the current value at the point P4a is Aa4 ″ (Aa4 ″> Aa4 ′). For this reason, when the magnetic flux interference occurs, the ECU 90 determines that the operation efficiency of the entire rotating electrical machine 30 when the inner motor 30a is operated at the current value Aa4 ″ and the outer motor 30b is operated at the current value Ab4 ″ is the magnetic flux. When the interference occurs, the current value Aa4 '' and the current value Aa4 '' and the operation efficiency of the entire rotating electrical machine 30 when the inner motor 30a operates at the current value Aa4 'and the outer motor 30b operates at the current value Ab4' The current value Ab4 ″, that is, the point P4a is selected. Furthermore, in the selection of the point P4a by the ECU 90, when the magnetic flux interference occurs, the entire rotating electrical machine 30 when the inner motor 30a operates at the current value Aa4 ″ and the outer motor 30b operates at the current value Ab4 ″. If the operating efficiency does not fall below or falls below the overall operating efficiency of the rotating electrical machine 30 when the inner motor 30a is operated at the current value Aa4 and the outer motor 30b is operated at the current value Ab4 when magnetic flux interference does not occur. It is done as close as possible to the operating efficiency.
Therefore, even when magnetic flux interference occurs, the ECU 90 suppresses a decrease in the operating efficiency of the entire rotating electrical machine 30 while driving the engine 10 with good operating efficiency while maintaining the torque T4 to the output shaft 50.

(5) Traveling mode during high-speed cruise in RE mode Referring also to FIGS. 1 to 6, torque T5 (T3 <T5 <T2) is required for the output shaft 50 in this traveling mode.
The ECU 90 rotationally drives the first rotor 31 by the engine 10 and rotationally drives the second rotor 32 by a rotating magnetic field generated by supplying the electric power of the battery 23 to the first winding 31b. At this time, when the second rotor 32 rotates, an induced current is generated in the second winding 33 b of the stator 33, and the magnetic field generated by this induced current gives a negative value torque to the second rotor 32. .

  When there is no magnetic flux interference, the ECU 90 controls the inner motor 30a to generate the inner motor torque Ta5 and the outer motor 30b to generate the outer motor torque Tb5 based on information such as the vehicle speed and the engine speed. The inner motor torque Ta5 is equivalent to the engine torque, and the outer motor torque Tb5 is an induced current torque due to the induced current of the second winding 33b. And the relationship of T5 = Ta5 + Tb5 is established. The torque Ta5 takes a positive value and the torque Tb5 takes a negative value.

The ECU 90 uses the map of FIG. 6 to select the engine speed R5 that generates the torque Ta5 and has high operating efficiency, and operates the engine 10.
Further, the ECU 90 uses the map of FIG. 2 to obtain a current value Aa5 at a point P5 at which the inner motor torque becomes Ta5 and the outer motor torque becomes Tb5 on the straight line L5 that satisfies the relationship of T5 = Ta + Tb. Control is performed so that a current having a current value Aa5 is supplied to the first winding 31b of the inner motor 30a. In the map of FIG. 4, the absolute value of the current value Ab5 at the point P5 at which the inner motor torque is Ta5 and the outer motor torque is Tb5 is the current of the induced current generated in the second winding 33b of the outer motor 30b. Value.

However, when magnetic flux interference occurs, in order to maintain the above torques, the inner motor 30a needs a supply current of the current value Aa5 ′ (Aa5′≈Aa5) at the point P5 according to the map of FIG. Thus, in the outer motor 30b, according to the map of FIG. 5, an induced current of the current value Ab5 ′ (Ab5 ′ <Ab5) at the point P5 is generated. Therefore, the amount of power supplied to the inner motor 30a is hardly changed, and the amount of power generated by the outer motor 30b is increased. Since the operating efficiency of the entire rotating electrical machine 30 does not decrease, the ECU 90 continues the control when there is no magnetic flux buffer.
Therefore, in this traveling mode, when magnetic flux interference occurs, the operation efficiency of the rotating electrical machine 30 as a whole does not decrease. Therefore, the ECU 90 continues the control before the magnetic flux interference occurs even after the magnetic flux interference occurs.

  As described above, the vehicle control apparatus 101 according to the embodiment of the present invention is provided so as to be rotatable relative to the engine 10, the rotatable first rotor 31, and the first rotor 31 on the outer side in the rotational radius direction. A rotating electrical machine 30 including a rotor 32 and a stator 33 fixedly disposed on the outer side in the rotational radius direction of the second rotor 32, and an ECU 90 that controls operations of the rotating electrical machine 30 and the engine 10 are provided. The first rotor 31 is mechanically connected to the engine 10 so as to be integrally rotatable, and the second rotor 32 is mechanically connected to the vehicle drive mechanism 80. The rotating electrical machine 30 includes an inner motor 30 a configured by a first rotor 31 and a second rotor 32, and an outer motor 30 b configured by a second rotor 32 and a stator 33. The inner motor 30 a is capable of rotating the second rotor 32 relative to the first rotor 31 by generating a rotating magnetic field by being supplied with an electric current, and the first rotor 31 and the second rotor 32. It is possible to generate electricity by generating an induced current by rotating relatively. The outer motor 30 b can rotate the second rotor 32 with respect to the stator 33 by supplying a current and generating a rotating magnetic field, and the second rotor 32 rotates relative to the stator 33. By doing so, it is possible to generate electric power by generating an induced current. The ECU 90 maintains the sum of the torques generated by the inner motor 30a and the outer motor 30b when a magnetic field due to a rotating magnetic field or an induced current is generated in each of the inner motor 30a and the outer motor 30b and magnetic flux interference occurs between them. However, the current flowing through the inner motor 30a and the outer motor 30b is controlled so as to suppress a decrease in the efficiency of the rotating electrical machine 30.

  With the above-described configuration, when magnetic flux interference occurs, the current flowing through the inner motor 30a and the outer motor 30b is controlled so as to suppress a decrease in the efficiency of the rotating electrical machine 30. The decrease can be suppressed. Further, in the above-described control, since the sum of torques generated by the inner motor 30a and the outer motor 30b is maintained, the output of the rotating electrical machine 30 does not fluctuate. Therefore, the vehicle control device 101 can suppress a decrease in driving efficiency without reducing the output of the rotating electrical machine 30 when magnetic flux interference occurs.

  In the vehicle control apparatus 101, the ECU 90 is a first map showing the relationship between the current flowing through the inner motor 30a, the generated torque of the inner motor 30a, and the generated torque of the outer motor 30b during control when magnetic flux interference occurs. The supply current is controlled using a second map showing the relationship between the current flowing through the outer motor 30b, the generated torque of the inner motor 30a, and the generated torque of the outer motor 30b. In this case, by using the first map and the second map before and after the magnetic flux interference occurs, the current flowing through the inner motor 30a and the outer motor 30b so as not to reduce the operating efficiency of the rotating electrical machine 30 when the magnetic flux interference occurs. Is easy and reliable.

  Further, in the vehicle control apparatus 101, the ECU 90 uses an engine efficiency map that shows the relationship between the operating efficiency, torque, and rotational speed of the engine 10 during control when magnetic flux interference occurs, and the inner motor connected to the engine 10 The engine 10 is controlled so as to increase operating efficiency while generating torque required from the motor 30a or the outer motor 30b. Thereby, at the time of occurrence of magnetic flux interference, not only the reduction of the operating efficiency of the rotating electrical machine 30 but also the reduction of the operating efficiency of the engine 10 operating in relation to the rotating electrical machine 30 can be suppressed.

  Further, in the vehicle control apparatus 101 according to the embodiment, magnetic flux interference can occur when current flows through both the first winding 31b of the inner motor 30a and the second winding 33b of the outer motor 30b. The ECU 90 determines whether or not magnetic flux interference occurs from the current value and current advance value of the current flowing through the first winding 31b and the current value and current advance value of the current flowing through the second winding 33b. Then, control according to the determination result of the presence or absence of magnetic flux interference may be performed. Note that magnetic flux interference is likely to occur, for example, when the value of the current flowing through the first winding 31b and the second winding 33b is large.

  In the vehicle control apparatus 101 of the embodiment, the ECU 90 includes a map showing the relationship between the inner motor current, the inner motor torque, and the outer motor torque in the inner motor, the outer motor current, the inner motor torque, and the outer motor in the outer motor. As the map showing the relationship with the torque, a map that does not depend on the rotational speeds of the inner motor 30a and the outer motor 30b is used, but the map is not limited to this. The ECU 90 may use a map for each rotation speed corresponding to various combinations of the rotation speeds of the inner motor 30a and the outer motor 30b for each map. Thus, the ECU 90 can perform more accurate control on the inner motor 30a and the outer motor 30b.

  In the vehicle control device 101 of the embodiment, in the rotating electrical machine 30, two rows of first permanent magnets 32b embedded in the vicinity of the inner peripheral surface and the outer peripheral surface of the second core 32a of the second rotor 32, respectively. The second permanent magnet 32c may be integrated and embedded in a row in the circumferential direction in the second core 32a.

  In the vehicle control apparatus 101 of the embodiment, the rotating electrical machine 30 includes the first winding 31b, the first permanent magnet 32b, and the second from the inside in the radial direction as shown in the embodiment (FIG. 1). The structure is not limited to the structure in which the permanent magnet 32c and the second winding 33b are provided in this order, and for example, a structure as shown in FIGS. In FIG. 7A, the first permanent magnet 231b, the first winding 232b, the second permanent magnet 232c, and the second winding 33b are provided in this order from the radially inner side. In FIG. 7B, the first permanent magnet 231b, the first winding 332b, the second winding 332c, and the second permanent magnet 333b are provided in this order from the radially inner side. In FIG. 7C, the first winding 31b, the first permanent magnet 432b, the second winding 432c, and the second permanent magnet 333b are provided in this order from the radially inner side.

In the vehicle control apparatus 101 according to the embodiment, in the rotating electrical machine 30, the input shaft 40 is connected to the first rotor 31 and the output shaft 50 is connected to the second rotor 32. The shaft 50 may be connected, and the input shaft 40 may be connected to the second rotor 32.
Moreover, in the vehicle control apparatus 101 of embodiment and modification, although the 1st permanent magnet 32b, 231b, 432b and the 2nd permanent magnet 32c, 232c, 333b were used as a field magnet, it is limited to this. Instead, an electromagnet may be used.

  The vehicle control device 101 according to the embodiment and the modification is not limited to being mounted on a vehicle, but a construction machine, a gasoline engine such as a diesel locomotive, and an internal combustion engine such as a diesel engine and a rotating electrical machine as a power device. It may be mounted on a machine equipped.

  DESCRIPTION OF SYMBOLS 10 Engine (internal combustion engine), 30 rotary electric machine, 30a Inner motor (first rotary electric machine part), 30b Outer motor (second rotary electric machine part), 31 First rotor (first rotor), 32 Second rotor (first 2 rotors), 33 stator (stator), 40 input shaft, 50 output shaft, 80 vehicle drive mechanism, 90 control unit (control means), 101 vehicle control device.

Claims (3)

In the vehicle control device,
An internal combustion engine;
A rotatable first rotor, a second rotor provided so as to be rotatable relative to the first rotor in a rotational radial direction outside, and a fixed fixedly arranged on the outer side in the rotational radial direction of the second rotor. A rotating electric machine including a child,
Control means for controlling the operation of the rotating electrical machine and the internal combustion engine,
One of the first rotor and the second rotor is mechanically coupled to the internal combustion engine so as to be integrally rotatable, and the other of the first rotor and the second rotor is Mechanically connected to the vehicle drive mechanism,
The rotating electrical machine includes a first rotating electrical machine unit configured by the first rotor and the second rotor, and a second rotating electrical machine unit configured by the second rotor and the stator,
The first rotating electrical machine portion rotates the first rotor or the second rotor relative to the second rotor or the first rotor by generating a rotating magnetic field by being supplied with an electric current. It is possible to drive, and it is possible to generate electric power by generating an induced current by relatively rotating the first rotor and the second rotor,
The second rotating electrical machine unit is capable of rotating the second rotor with respect to the stator by generating a rotating magnetic field when electric current is supplied, and the second rotor is the stator. It is possible to generate electric power by generating an induced current by rotating relative to
The control means includes
When the magnetic field due to the rotating magnetic field or the induced current is generated in each of the first rotating electrical machine part and the second rotating electrical machine part, and magnetic flux interference occurs between each other,
The first rotating electric machine part and the second rotating electric machine part flow so as to suppress a decrease in efficiency of the rotating electric machine while maintaining the sum of torques generated by the first rotating electric machine part and the second rotating electric machine part. A vehicle control device that controls electric current. The control means, during the control when magnetic flux interference occurs,
A first map showing a relationship between a current flowing through the first rotating electrical machine part, a generated torque of the first rotating electrical machine part, and a generated torque of the second rotating electrical machine part;
Using the second map indicating the relationship between the current flowing through the second rotating electrical machine part, the generated torque of the first rotating electrical machine part, and the generated torque of the second rotating electrical machine part, the first rotating electrical machine part and The vehicle control apparatus of Claim 1 which controls the electric current which flows through said 2nd rotary electric machine part. The control means, during the control when magnetic flux interference occurs,
Using an internal combustion engine map showing the relationship between the operating efficiency, torque and rotational speed of the internal combustion engine,
The internal combustion engine is controlled so as to increase operating efficiency while generating torque required from the first rotating electrical machine part or the second rotating electrical machine part connected to the internal combustion engine. Vehicle control device.

Images