JP6555148B2 - vehicle - Google Patents

Description

  The present invention relates to a vehicle, and more particularly to a vehicle on which a rotating electrical machine having a rotor provided with a permanent magnet is mounted.

  Japanese Patent Laid-Open No. 2010-93934 (Patent Document 1) discloses a technique for driving and controlling a motor when a vehicle collision is detected as a technique for improving safety when a collision occurs in a vehicle equipped with an electric motor. Control for discharging the stored charge of the inverter is described. In Patent Document 1, assuming a hybrid vehicle, a PCU for supplying an AC voltage to a traveling motor is connected in parallel with an inverter that is subject to discharge control.

  Japanese Patent Laying-Open No. 2015-186429 (Patent Document 2) discloses a variable field type rotation in which a field magnetic flux is variable in a hybrid vehicle equipped with an engine, a motor, and a generator that generates electric power using engine power. It describes that an electric machine is used to constitute a generator.

JP 2010-93934 A Japanese Patent Laying-Open No. 2015-186429

  In a vehicle equipped with a vehicle driving motor such as a hybrid vehicle or an electric vehicle, a permanent magnet motor excellent in output characteristics tends to be applied to the motor. In a permanent magnet motor, a counter electromotive force is generated by rotating a permanent magnet provided in a rotor even during a driven rotation in a torqueless state.

  Therefore, in a vehicle equipped with a permanent magnet motor, when it is pulled after a vehicle collision occurs, there is a possibility that a current due to a counter electromotive force is generated by the driven rotation of the permanent magnet motor as the wheels rotate. . For this reason, in patent document 1, when a traveling motor is comprised with the permanent magnet motor, we are anxious about discharge becoming impossible to complete normally at the time of a vehicle collision. In addition, there is a concern that traction of the vehicle may be hindered by the generation of negative torque accompanying the generation of counter electromotive force.

  The present invention has been made to solve such a problem, and an object of the present invention is to drive a vehicle equipped with a permanent magnet type rotating electrical machine as a traveling motor when the vehicle is towed after a vehicle collision. This is to suppress the counter electromotive force generated in the electric motor.

  In one aspect of the present invention, a vehicle includes a rotating electrical machine, a power transmission path, a detector, and a control device. The rotating electrical machine includes a rotor provided with a permanent magnet and a variable field mechanism that changes a field magnetic flux generated by the rotor. The power transmission path mechanically connects between the wheel and the rotor. The detector detects a vehicle collision. The control device controls the variable field mechanism according to the detection of the vehicle collision by the detector. The control device controls the variable field mechanism so that the field magnetic flux is reduced when a vehicle collision is detected as compared to before the vehicle collision is detected.

  According to the vehicle, the field magnetic flux of the rotating electrical machine can be reduced by the field variable mechanism after the occurrence of the vehicle collision. Therefore, when the vehicle is towed after the occurrence of the collision, it is possible to suppress the counter electromotive force generated in the rotating electrical machine due to the idling of the wheels.

  According to the present invention, in a vehicle equipped with a permanent magnet type rotating electrical machine, it is possible to suppress the back electromotive force generated by the traveling motor when towed after a vehicle collision.

1 is a block diagram schematically showing an overall configuration of a vehicle according to an embodiment of the present invention. It is a circuit block diagram for demonstrating the structural example of the electric system of the vehicle shown by FIG. It is a conceptual diagram which shows the 1st example of the aspect of towing | pulling by a tow truck. FIG. 4 is a collinear diagram of the vehicle in the towed traveling of the aspect of FIG. 3. It is the 1st example of the mode of vehicles movement which avoided rotation of the drive wheel. It is the 2nd example of the mode of vehicles movement which avoided rotation of the drive wheel. It is a 3rd example of the mode of vehicle movement which avoided rotation of a driving wheel. It is a conceptual side view explaining the structural example of the variable field mechanism shown by FIG. It is a 1st front view of a main rotor unit and a sub-rotor unit. It is a 2nd front view of a main rotor unit and a sub-rotor unit. It is a flowchart explaining the control process of the variable field mechanism in the vehicle which concerns on embodiment of this invention.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. In the drawings, the same or corresponding parts are denoted by the same reference numerals, and the description thereof will not be repeated.

FIG. 1 is a block diagram schematically showing an overall configuration of a vehicle according to an embodiment of the present invention.
Referring to FIG. 1, vehicle 1 includes an engine 100, motor generators 10 and 20, a planetary gear device 30, drive wheels 350, an output shaft 650 mechanically connected to the drive wheels 350, A battery 150, a system main relay (SMR) 160, a power control unit (PCU) 200, and an electronic control unit (ECU) 300 are provided.

  The vehicle 1 travels using the power of at least one of the engine 100 and the motor generator 20. Vehicle 1 is between electric vehicle traveling (EV traveling) using the power of motor generator 20 without using the power of engine 100 and hybrid vehicle traveling (HV traveling) using the power of both engine 100 and motor generator 20. Thus, the traveling mode of the vehicle 1 can be switched.

  The engine 100 is an internal combustion engine such as a gasoline engine or a diesel engine. Engine 100 generates motive power for vehicle 1 to travel in response to a control signal from ECU 300. The power generated by the engine 100 is output to the planetary gear unit 30.

  Each of motor generators 10 and 20 is, for example, a three-phase AC permanent magnet type synchronous motor. Motor generator (first motor generator: MG 1) 10 has a rotor 610 and a stator 618. The rotor 610 is mechanically coupled to a sun gear shaft 62 that rotates as the sun gear S of the planetary gear device 30 rotates. The motor generator (second motor generator: MG2) 20 includes a rotor 620 and a stator 628. The rotor 620 is mechanically connected to the output shaft 650. In the example of FIG. 1, the rotor 620 of the motor generator 20 is directly coupled to the output shaft 650, but the rotor is mechanically connected to the output shaft 650 via a transmission (reduction gear). May be.

  The planetary gear device 30 is configured to mechanically connect the engine 100, the motor generator 10, and the output shaft 650 so that torque can be transmitted between the engine 100, the motor generator 10, and the output shaft 650. Specifically, the planetary gear device 30 includes a sun gear S, a ring gear R, a carrier CA, and a pinion gear P as rotating elements. Sun gear S is connected to rotor 610 of motor generator 10 via sun gear shaft 62. Ring gear R is coupled to output shaft 650. The pinion gear P meshes with the sun gear S and the ring gear R. Carrier CA is connected to crankshaft 110 of engine 100 and holds pinion gear P so that pinion gear P can rotate and revolve. Thus, motor generators 10 and 20 are mechanically coupled to the wheels (drive wheels 350) by the “power transmission path” formed including planetary gear device 30 and / or output shaft 650. That is, each of motor generators 10 and 20 corresponds to an example of “rotary electric machine”.

  The battery 150 is shown as a representative example of a “power storage device” configured to be rechargeable. The battery 150 is typically configured by a secondary battery such as a nickel hydride secondary battery or a lithium ion secondary battery. A capacitor such as an electric double layer capacitor can also be used as the power storage device. The voltage of the battery 150 is about 200V, for example.

  The SMR 160 is inserted and connected to a power line between the battery 150 and the PCU 200. SMR 160 switches between a conduction state (ON) and a cutoff state (OFF) between battery 150 and PCU 200 in accordance with a control signal from ECU 300.

  PCU 200 boosts the DC power stored in battery 150, converts the boosted voltage to an AC voltage, and supplies it to motor generator 10 and motor generator 20. PCU 200 converts AC power generated by motor generator 10 and motor generator 20 into DC power and supplies it to battery 150. The configuration of the PCU 200 will be described in detail with reference to FIG.

  In this way, the output (torque, rotation speed) of the motor generators 10 and 20 is controlled through the DC / AC power conversion by the PCU 200. The motor generator 10 is controlled to rotate the crankshaft 110 of the engine 100 using the electric power of the battery 150 when starting the engine 100. The motor generator 10 can also be controlled to generate power using the power of the engine 100. The AC power generated by the motor generator 10 is converted into DC power by the PCU 200 and the battery 150 is charged. Further, AC power generated by the motor generator 10 may be supplied to the motor generator 20.

  Motor generator 20 rotates output shaft 650 using at least one of the power supplied from battery 150 and the power generated by motor generator 10. The motor generator 20 can also generate electric power by regenerative braking. The AC power generated by the motor generator 20 is converted into DC power by the PCU 200 and the battery 150 is charged.

  In the present embodiment, motor generators 10 and 20 are so-called permanent magnet motors in which rotors 610 and 620 are provided with permanent magnets (not shown). The permanent magnet may be provided by a structure embedded in the rotor, or may be provided by a structure attached to the rotor surface.

  Furthermore, variable field mechanisms 615 and 625 for changing the field magnetic flux output from the permanent magnet are provided for each of the rotors 610 and 620. The variable field mechanism 615 is configured to change the field magnetic flux from the rotor 610 in accordance with the control signal Sm1 from the ECU 300. Similarly, the variable field mechanism 625 is configured to change the field magnetic flux from the rotor 620 in accordance with the control signal Sm2 from the ECU 300.

  Although not shown, ECU 300 includes a CPU (Central Processing Unit), a memory, an input / output buffer, and the like. ECU 300 controls various devices so that vehicle 1 is in a desired running state based on signals from each sensor and device, and a map and program stored in memory. Various controls are not limited to processing by software, and can be processed by dedicated hardware (electronic circuit). In the present embodiment, the description will be made assuming that each device included in the vehicle 1 is controlled by the ECU 300 integrated into one, but each device included in the vehicle 1 is controlled by combining a plurality of ECUs. May be.

  More specifically, the ECU 300 is connected to a crank angle sensor 478, resolvers 12 and 22, a vehicle speed sensor 652, an accelerator opening sensor 310, a collision detection sensor 320, and the like.

  The crank angle sensor 478 detects the rotational speed (engine rotational speed) Ne of the crankshaft 110. Resolver 12 detects the rotational speed (MG1 rotational speed) Nm1 of motor generator 10. The resolver 22 detects the rotational speed (MG2 rotational speed) Nm2 of the motor generator 20. Each sensor outputs a signal indicating the detection result to ECU 300.

  Vehicle speed sensor 652 detects rotational speed Np of output shaft 650 and outputs a signal indicating the detection result to ECU 300. ECU 300 calculates vehicle speed V based on a signal from vehicle speed sensor 652.

  Accelerator opening sensor 310 detects the opening (accelerator opening) Acc of an accelerator pedal (not shown) and outputs a signal indicating the detection result to ECU 300. ECU 300 sets a required output to engine 100 based on accelerator opening Acc and vehicle speed V. ECU 300 operates according to the traveling state of vehicle 1 so that engine 100 operates at an operating point (combination of engine speed and engine torque) for generating a set required output. The ignition timing, fuel injection timing, fuel injection amount, etc. are controlled.

  The collision detection sensor 320 is constituted by, for example, a G sensor (acceleration sensor), and outputs a collision detection signal Scr to the ECU 300 when detecting that an acceleration exceeding a predetermined threshold value is applied to the vehicle 1.

  Upon receiving the collision detection signal Scr from the collision detection sensor 320, the ECU 300 opens the SMR 160 to electrically disconnect the battery 150 from the electric system of the vehicle 1 (see FIG. 2), and the charge stored in the PCU 200. The discharge process is executed.

  FIG. 2 is a circuit block diagram for explaining a configuration example of the electric system of the vehicle 1. Referring to FIGS. 1 and 2, the electric system of vehicle 1 includes a battery 150, an SMR 160, a capacitor C <b> 1, and a PCU 200. PCU 200 includes a converter 205, a capacitor C <b> 2, an inverter 210, and an inverter 220.

  Capacitor C1 is connected between positive line PL1 and ground line GL. Positive line PL1 is electrically connected to the positive electrode of battery 150. The ground line GL is electrically connected to the negative electrode of the battery 150. Capacitor C1 smoothes the AC component of the voltage fluctuation between positive line PL1 and ground line GL.

  During the boosting operation, converter 205 boosts voltage VB (voltage across capacitor C1) supplied from battery 150 via capacitor C1 and supplies the boosted voltage to inverters 210 and 220. On the other hand, during the step-down operation, converter 205 steps down the voltage supplied from inverters 210 and 220 via capacitor C2 and charges battery 150.

  Converter 205 is formed of a so-called boost chopper circuit and includes transistors Q1 and Q2, diodes D1 and D2, and a reactor L. Transistors Q1 and Q2 are connected in series between positive line PL2 and ground line GL. Diodes D1 and D2 are connected in antiparallel to transistors Q1 and Q2, respectively. On / off of each transistor Q1, Q2 is controlled by a switching control signal from ECU 300. Reactor L is electrically connected in series with battery 150 between the emitter and collector of transistor Q2.

  Capacitor C2 is connected between positive line PL2 and ground line GL. Capacitor C2 smoothes the AC component of the DC voltage between positive electrode line PL2 and ground line GL. When the vehicle is traveling, the voltage of the capacitor C2 is controlled by the converter 205 within a range of about 200 to 600V, for example.

  When the vehicle travels, the inverter 210 is operated by the motor generator 10 according to an operation command value (typically a torque command value) set to generate a driving force (vehicle drive torque, power generation torque, etc.) required for vehicle travel. The current or voltage of each phase coil of the motor generator 10 is controlled so as to operate.

  Inverter 210 is formed of a general three-phase inverter, and includes a U-phase arm 210U, a V-phase arm 210V, and a W-phase arm 210W. U-phase arm 210U includes transistors Q3 and Q4 and antiparallel diodes D3 and D4. V-phase arm 210V includes transistors Q5 and Q6 and antiparallel diodes D5 and D6. W-phase arm 210W includes transistors Q7 and Q8 and antiparallel diodes D7 and D8. Inverter 220, like inverter 210, is configured by a general three-phase inverter having transistors Q9 to Q14 and diodes D9 to D14.

  An intermediate point of each phase arm 210U, 210V, 210W of inverter 210 is connected to one end of a coil winding of each phase (U phase, V phase, W phase) wound around stator 618 of motor generator 10. The Similarly, an intermediate point of each phase arm 220U, 220V, 220W of inverter 220 is one end of a coil winding of each phase (U phase, V phase, W phase) wound around stator 628 of motor generator 20. Connected. In each of the stators 618 and 628, the other end of each phase coil winding is commonly connected at a neutral point.

  Based on accelerator opening Acc and vehicle speed V, and MG1 rotation speed Nm1 and MG2 rotation speed Nm2, ECU 300 outputs an output voltage command for converter 205, a torque command value for motor generator 10, and a torque command value for motor generator 20. Is calculated. Further, ECU 300 is based on resolvers 12 and 22 (FIG. 1), a current sensor (not shown) for detecting each phase current of motor generators 10 and 20, a detected voltage of voltage sensor 180, and the like. 10 and 20 (rotations, energization current, temperature, etc.) are monitored, and the output of motor generators 10 and 20 is controlled by controlling converter 205 and inverters 210 and 220 according to the voltage command value and torque command value. Control.

  Here, when the vehicle 1 becomes unable to travel due to the occurrence of a vehicle collision, a case of being pulled by a tow truck toward a repair shop or the like occurs. Hereinafter, the traveling state of the vehicle 1 at this time is also referred to as “towed traveling”.

  FIG. 3 shows an example of a mode of towing by a tow truck. In FIG. 3, the vehicle 1 is assumed to be a front wheel drive (FF) type in which the front wheels are drive wheels 350. That is, the rear wheel of the vehicle 1 is a non-driving wheel 351.

  Referring to FIG. 3, in vehicle 1, driving wheel 350 (front wheel) is idled by frictional force with the road surface during towed traveling. As shown in FIG. 1, drive wheel 350 is mechanically coupled to rotor 620 of motor generator 20 via output shaft 650. Further, the rotor 610 of the motor generator 10 is mechanically coupled to the output shaft 650 via the planetary gear device 30. Therefore, motor generators 10 and 20 are driven to rotate as drive wheel 350 idles.

FIG. 4 shows a nomographic chart of the vehicle 1 at the time of towed traveling in the mode of FIG.
Referring to FIG. 4, the planetary gear device 30 is configured as shown in FIG. 1, whereby the rotational speed of the sun gear S (= MG1 rotational speed Nm1) and the rotational speed of the carrier CA (= engine rotational speed Ne). ) And the rotation speed of the ring gear R (= MG2 rotation speed Nm2) have a relationship of being connected by a straight line on the alignment chart.

  In the towed traveling in the mode of FIG. 3, the drive wheel 350 (front wheel) rotates in the negative direction while the engine 100 is stopped. Along with this, the output shaft 650 and the ring gear R also rotate in the negative direction. Along with this, rotation of MG2 rotation speed Nm2 <0 occurs in the rotor 620 of the motor generator 20. On the other hand, since a rotational force in the positive direction is generated in sun gear S and sun gear shaft 62, rotation with MG1 rotation speed Nm1> 0 occurs in rotor 610 of motor generator 10.

  Referring to FIG. 2 again, the permanent magnet mounted on the rotor 610 is generally indicated by the symbol PM1, and the permanent magnet mounted on the rotor 620 is generally indicated by the symbol PM2.

  As can be understood from the collinear diagram shown in FIG. 4, the permanent magnets PM <b> 1 and PM <b> 2 rotate in the towed traveling of the aspect of FIG. 3. Due to the rotation of the permanent magnets PM1 and PM2, the number of interlinkage magnetic fluxes of the respective phase coil windings of the stators 618 and 628 due to the field magnetic flux of the permanent magnets PM1 and PM2 changes with time. As a result, a counter electromotive force corresponding to the magnetic flux change rate is generated in the stators 618 and 628.

  During towed traveling, inverters 210 and 220 are in a stopped (shutdown) state, and transistors Q3-Q7 and Q9-Q14 are in an off state. As a result, in inverter 210, only a current path due to conduction of diodes D3 to D8 can be formed, and in inverter 220, only a current path due to conduction of diodes D9 to D14 can be formed. Therefore, each of inverters 210 and 220 can form a three-phase full-wave rectification path using a diode.

  As a result, when the back electromotive force generated in the stators 618 and 628 becomes higher than the voltage of the capacitor C2 when the rotors 610 and 620 are rotated by the towed traveling, the capacitor C2 is passed through the path indicated by the dotted line in FIG. DC current is generated in Since the amplitude of the counter electromotive voltage is proportional to the time change rate (dΦ / dt) of the number of interlinkage magnetic fluxes of the stator coil, the higher the number of rotations of the rotors 610 and 620 and the field magnetic flux from the rotors 610 and 620. The more it is, the bigger it becomes.

  Due to the generation of such a current, there is a concern that the discharge process for shutting off the SMR 160 and discharging the capacitor C2 cannot be reliably performed as described in Patent Document 1 and the like. In addition, with the generation of the counter electromotive force, a torque in a direction that hinders rotation is generated, so that the braking force against traction may act on the drive wheels 350.

  In order to reliably prevent such a phenomenon, as shown in FIGS. 5 to 7, it is necessary to pull the vehicle in a manner that avoids rotation of the drive wheel 350.

  Referring to FIG. 5, the vehicle 1 can be pulled while avoiding the rotation of the driving wheel 350 by disposing a special auxiliary carriage with respect to the driving wheel 350 with respect to the pulling mode of FIG. 3. Alternatively, referring to FIG. 6, traction that avoids rotation of drive wheel 350 can also be realized by limiting the mounting direction to the tow truck so that drive wheel 350 is fixed. Further, as shown in FIG. 7, the vehicle 1 after the collision can be moved by avoiding the rotation of the drive wheels 350 by mounting and fixing the vehicle 1 on the loading platform of the tow truck.

  In particular, in a vehicle that realizes four-wheel drive (4WD) by a traveling motor, that is, a vehicle in which each of the front wheels and the rear wheels constitutes a driving wheel 350 that is mechanically connected to the traveling motor, the auxiliary of FIG. It is necessary to move the vehicle in a mode using a cart or a mode in which the vehicle is mounted and fixed on the loading platform shown in FIG.

  However, if vehicle movement in consideration of the above becomes essential, dedicated jigs and equipment are required and there is a concern about an increase in work load. Therefore, in the vehicle according to the present embodiment, after motor motor 10 and 20 having permanent magnets mounted on the rotor, a field variable mechanism is provided to suppress the back electromotive force during towed travel, thereby causing a post-collision occurrence. Improve the freedom of vehicle movement.

  FIG. 8 is a conceptual side view for explaining a configuration example of the variable field mechanism shown in FIG. FIG. 8 shows a configuration example of a variable field mechanism 625 for the motor generator 20.

  Referring to FIG. 8, rotor 620 has a main rotor unit 621a and a sub-rotor unit 621b that are divided in the axial direction. The main rotor unit 621a is mechanically coupled to the output shaft 650, and always rotates integrally with the output shaft 650. On the other hand, the auxiliary rotor unit 621b is attached to the output shaft 650 via the clutch mechanism 700.

  The clutch mechanism 700 is normally engaged and mechanically connects between the sub-rotor unit 621b and the output shaft 650. That is, when the clutch mechanism 700 is engaged, the sub-rotor unit 621b rotates integrally with the output shaft 650 and the main rotor unit 621a in the circumferential direction.

  On the other hand, when the clutch mechanism 700 is controlled to the released state, the sub-rotor unit 621b and the output shaft 650 are mechanically disconnected. That is, when the clutch mechanism 700 is released, the sub-rotor unit 621b can rotate in the circumferential direction independently of the output shaft 650.

  Clutch mechanism 700 is configured to selectively form an engaged state and a released state in response to control signal Sm2 from ECU 300. For example, the clutch mechanism 700 can be configured to switch to a disengaged state by supplying hydraulic pressure or applying an electromagnetic force during the generation period of the control signal Sm2 while normally forming the engaged state. . In this way, the variable field mechanism 625 can be configured by the clutch mechanism 700 that is integrally attached to the sub-rotor unit 621b.

  9 and 10 are front views of the main rotor unit 621a and the sub-rotor unit 621b as seen along the axial direction.

  Referring to FIGS. 9 and 10, main rotor unit 621a has a core 622a on which electromagnetic steel plates are laminated, and permanent magnet units PM11a to PM14a attached to core 622a. Similarly, the sub-rotor unit 621b has a core 622b on which electromagnetic steel plates are laminated, and permanent magnet units PM11b to PM14b attached to the core 622b.

  Each of the main rotor unit 621a and the sub rotor unit 621b has a permanent magnet unit divided into four parts mounted on the rotor surface. Each of the permanent magnet units PM11a to PM14a and the permanent magnet units PM11b to PM14b are formed in the same shape and are mounted at equal intervals in the circumferential direction. Further, in each of the main rotor unit 621a and the sub-rotor unit 621b, the permanent magnet units adjacent in the circumferential direction are arranged so that the magnetic pole directions are reversed.

  In the state of FIG. 9, the circumferential position (rotation) of the sub-rotor unit 621 b is set so that the magnetic pole directions are the same between the permanent magnet units having the same circumferential position between the main rotor unit 621 a and the sub-rotor unit 621 b. Phase). At this time, it is understood that the number of magnetic fluxes (that is, field magnetic flux) output from the entire permanent magnet mounted on the rotor 620 is maximized. Hereinafter, the state of FIG. 9 is also referred to as a “same pole state”.

  On the other hand, in the state of FIG. 10, the circumferential position (phase) of the sub-rotor unit 621b is a magnetic pole between permanent magnet units having the same circumferential position between the main rotor unit 621a and the sub-rotor unit 621b. The direction is determined to be reversed. Therefore, it is understood that the number of magnetic fluxes (that is, the field magnetic flux) output from the entire permanent magnet mounted on the rotor 620 is minimized and is smaller than the state of FIG. Hereinafter, the state of FIG. 10 is also referred to as a “reverse pole state”. The reverse pole state (FIG. 10) can be formed by changing the circumferential position (phase) of the sub-rotor unit 621b relative to the main rotor unit 621a from the same-pole state (FIG. 9). 9 and 10 exemplify the rotor on which the permanent magnet is mounted on the surface. However, a plurality of rotor units divided along the axial direction are provided for each of the rotor units embedded in the permanent magnet. It is possible to apply a similar structure in which the permanent magnet units are separately arranged.

  FIG. 11 is a flowchart illustrating control processing for the variable field mechanism in the vehicle according to the embodiment of the present invention.

  Referring to FIG. 11, ECU 300 maintains clutch mechanism 700 in an engaged state in step S100. For this reason, at the normal time when a vehicle collision is not detected, the main rotor unit 621a and the sub-rotor unit 621b are maintained in a state of being positioned so as to be in the circumferential position (rotation phase) in the state of FIG. 10 as an initial state. Is done. That is, the variable field mechanism 625 is controlled so that the rotor 620 maintains the same-polarity state (maximum field magnetic flux) of FIG.

  In step S110, ECU 300 determines whether or not a vehicle collision has been detected by collision detection sensor 320. For example, in response to the collision detection signal Scr being output from the collision detection sensor 320, step S110 is determined as YES.

  ECU 300 executes step S100 and maintains clutch mechanism 700 in the engaged state while no vehicle collision is detected (NO determination in S100).

  On the other hand, when a vehicle collision is detected (YES in S110), ECU 300 proceeds to step S120 to generate a command to switch clutch mechanism 700 to the released state, and in step S130, clutch mechanism 700 is generated. Generate a command to maintain the release state of.

  Accordingly, the sub-rotor unit 621b is mechanically disconnected from the output shaft 650, so that the circumferential position (rotation phase) with respect to the main rotor unit 621a can be changed. When the output shaft 650 is rotating (running) at the time of execution of step S120 (immediately after the collision is detected), the permanent magnet units PM11a to PM14a and the permanent magnets when the rotational speed decreases to zero. The main rotor unit 621a and the sub-rotor unit 621b are stopped in the reverse pole state (FIG. 10) by the magnetic force (repulsive force and attractive force) acting between the units PM11b to PM14b. Further, when the vehicle is collided when the vehicle is stopped, the clutch mechanism 700 is controlled to be in a released state with the output shaft 650 rotating at substantially zero, so that the main rotor unit is operated by the same magnetic force as described above. 621a and the sub-rotor unit 621b form a reverse pole state (FIG. 10). As a result, when the vehicle collision is detected, the variable field mechanism 625 can be controlled so that the field magnetic flux from the rotor 620 decreases compared to when the vehicle collision is not detected.

  Further, ECU 300 generates a command to switch clutch mechanism 700 to the coupled state again in step S140 when the released state (S130) of clutch mechanism 700 is maintained for a certain period while the rotational speed of output shaft 650 is zero. To do. Thereby, the circumferential position (phase) of the sub-rotor unit 621b with respect to the main rotor unit 621a is fixed so that the state of FIG. 11 is fixed.

  In step S140, the flag FLG = 1 may be set to indicate that the clutch mechanism 700 is once released and the rotor 620 forms the state (reverse polarity state) shown in FIG. . The flag FLG is initialized to FLG = 0 after the repair work at the repair shop is completed. In this case, the determination in step S110 can be arranged so that a NO determination is made even if a vehicle collision is detected when FLG = 1. In this case, after the rotor 620 is in the reverse pole state (FIG. 10) due to the detection of the vehicle collision, the clutch mechanism 700 is released even if the vehicle collision is detected again during the towed traveling. Therefore, the state in which the field magnetic flux is reduced is reliably maintained.

  8 to 11 show examples of the configuration and control of the variable field mechanism 625 for the rotor 620 of the motor generator 20, the variable field mechanism 615 for the rotor 610 of the motor generator 10 is configured similarly. And can be controlled. That is, the control signal Sm1 can also be generated so that the clutch mechanism is in a released state in response to detection of a vehicle collision.

  Therefore, in the vehicle according to the present embodiment, it is possible to control so as to reduce the field magnetic flux from rotors 610 and 620 in each of motor generators 10 and 20 in response to detection of a vehicle collision. As a result, the back electromotive force generated in the motor generators 10 and 20 due to the idling of the wheels (drive wheels 350) mechanically connected to the motor generators 10 and 20 during towed traveling after the vehicle collision is suppressed. Can do. As a result, the degree of freedom of vehicle movement after a vehicle collision can be improved.

  In the application of the present invention, the configuration of the power train of the vehicle 1 is not limited to the illustration of FIG. Specifically, the vehicle is not limited to a hybrid vehicle, and any vehicle including an electric vehicle or the like may be used as long as the vehicle is equipped with a rotating electrical machine that is mechanically connected to wheels and is driven to rotate during towed traveling. In contrast, the present invention can be applied.

  Further, in the present embodiment, the example (FIG. 8) in which the variable field mechanism is configured by the clutch mechanism has been described. However, the variable field mechanism has any known configuration including disclosure in Patent Document 2. It is possible to apply. That is, any configuration can be adopted as long as it is possible to reduce the field magnetic flux in the permanent magnet motor after detection of the vehicle collision as compared to before detection.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

  1 vehicle, 10, 20 motor generator, 12, 22 resolver, 30 planetary gear unit, 62 sun gear shaft, 100 engine, 110 crankshaft, 150 battery, 180 voltage sensor, 205 converter, 210, 220 inverter, 210U, 210V, 210W , 220U, 220V, 220W, each phase arm (inverter), 310 accelerator opening sensor, 320 collision detection sensor, 350 drive wheel, 351 non-drive wheel, 478 crank angle sensor, 610, 620 rotor, 615, 625 variable field mechanism , 618, 628 Stator, 621a Main rotor unit, 621b Sub rotor unit, 622a, 622b Core, 650 Output shaft, 652 Vehicle speed sensor, 700 Clutch mechanism, 2010, 2015 JP, Acc Kussel opening, C1, C2 capacitor, C carrier, D1-D14 diode, GL grounding wire, L reactor, Ne engine speed, Nm1, Nm2 speed (motor generator), P pinion gear, PL1, PL2 positive line, PM1, PM2 permanent magnet, PM11a-PM14a, PM11b-PM14b permanent magnet unit, Q1-Q14 transistor, R ring gear, S sun gear, Scr collision detection signal, Sm1, Sm2 control signal (variable field mechanism).

Claims (1)

A rotating electrical machine including a rotor provided with a permanent magnet, and a variable field mechanism for changing a field magnetic flux generated by the rotor;
A power transmission path mechanically connecting between the wheel and the rotor;
A detector for detecting a vehicle collision;
A control device that controls the variable field mechanism in response to detection of a vehicle collision by the detector;
The control device controls the variable field mechanism so that the field magnetic flux is reduced when the vehicle collision is detected, compared to before the vehicle collision is detected ,
The rotor is
A first rotor unit mechanically connected to the output shaft of the rotating electrical machine;
The first rotor unit and the second rotor unit divided in the axial direction;
Each of the first and second rotor units has a plurality of permanent magnet units of the same shape mounted at equal intervals in the circumferential direction,
The variable field mechanism is
A clutch controlled to one of a fastening state in which the second rotor unit and the output shaft are mechanically connected, and a release state in which the second rotor unit and the output shaft are mechanically separated. Including the mechanism,
The controller is
When detecting the vehicle collision, if the clutch mechanism is controlled from the engaged state to the released state and then controlled again to the engaged state, the vehicle collision is detected again until the completion of repair work is input. However, the vehicle maintains the clutch mechanism in the engaged state .

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