WO2007105415A1 - モータ装備車両 - Google Patents

モータ装備車両 Download PDF

Info

Publication number
WO2007105415A1
WO2007105415A1 PCT/JP2007/052963 JP2007052963W WO2007105415A1 WO 2007105415 A1 WO2007105415 A1 WO 2007105415A1 JP 2007052963 W JP2007052963 W JP 2007052963W WO 2007105415 A1 WO2007105415 A1 WO 2007105415A1
Authority
WO
WIPO (PCT)
Prior art keywords
motor
rotor
peripheral side
inner peripheral
outer peripheral
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/JP2007/052963
Other languages
English (en)
French (fr)
Japanese (ja)
Inventor
Hirofumi Atarashi
Hiroyuki Isegawa
Hiromitsu Sato
Masaaki Kaizuka
Shoei Abe
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Honda Motor Co Ltd
Original Assignee
Honda Motor Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Honda Motor Co Ltd filed Critical Honda Motor Co Ltd
Priority to US12/281,108 priority Critical patent/US7755314B2/en
Priority to EP07714489A priority patent/EP1990896A4/en
Publication of WO2007105415A1 publication Critical patent/WO2007105415A1/ja
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

Classifications

    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K7/00—Arrangements for handling mechanical energy structurally associated with dynamo-electric machines, e.g. structural association with mechanical driving motors or auxiliary dynamo-electric machines
    • H02K7/10—Structural association with clutches, brakes, gears, pulleys or mechanical starters
    • H02K7/12—Structural association with clutches, brakes, gears, pulleys or mechanical starters with auxiliary limited movement of stators, rotors or core parts, e.g. rotors axially movable for the purpose of clutching or braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/26—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the motors or the generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/44—Series-parallel type
    • B60K6/442—Series-parallel switching type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/44—Series-parallel type
    • B60K6/445—Differential gearing distribution type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/44—Series-parallel type
    • B60K6/448—Electrical distribution type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/46—Series type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B60K6/485—Motor-assist type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/52—Driving a plurality of drive axles, e.g. four-wheel drive
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/02—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles characterised by the form of the current used in the control circuit
    • B60L15/025—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles characterised by the form of the current used in the control circuit using field orientation; Vector control; Direct Torque Control [DTC]
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • B60L3/0046—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to electric energy storage systems, e.g. batteries or capacitors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
    • B60L50/61—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries by batteries charged by engine-driven generators, e.g. series hybrid electric vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
    • B60L58/15—Preventing overcharging
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K1/00—Details of the magnetic circuit
    • H02K1/06—Details of the magnetic circuit characterised by the shape, form or construction
    • H02K1/22—Rotating parts of the magnetic circuit
    • H02K1/27—Rotor cores with permanent magnets
    • H02K1/2706—Inner rotors
    • H02K1/272—Inner rotors the magnetisation axis of the magnets being perpendicular to the rotor axis
    • H02K1/274—Inner rotors the magnetisation axis of the magnets being perpendicular to the rotor axis the rotor consisting of two or more circumferentially positioned magnets
    • H02K1/2753—Inner rotors the magnetisation axis of the magnets being perpendicular to the rotor axis the rotor consisting of two or more circumferentially positioned magnets the rotor consisting of magnets or groups of magnets arranged with alternating polarity
    • H02K1/276—Magnets embedded in the magnetic core, e.g. interior permanent magnets [IPM]
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K16/00—Machines with more than one rotor or stator
    • H02K16/02—Machines with one stator and two or more rotors
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K21/00—Synchronous motors having permanent magnets; Synchronous generators having permanent magnets
    • H02K21/12—Synchronous motors having permanent magnets; Synchronous generators having permanent magnets with stationary armatures and rotating magnets
    • H02K21/24—Synchronous motors having permanent magnets; Synchronous generators having permanent magnets with stationary armatures and rotating magnets with magnets axially facing the armatures, e.g. hub-type cycle dynamos
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P21/00—Arrangements or methods for the control of electric machines by vector control, e.g. by control of field orientation
    • H02P21/24—Vector control not involving the use of rotor position or rotor speed sensors
    • H02P21/28—Stator flux based control
    • H02P21/30—Direct torque control [DTC] or field acceleration method [FAM]
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K1/02—Arrangement or mounting of electrical propulsion units comprising more than one electric motor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2210/00—Converter types
    • B60L2210/40—DC to AC converters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2220/00—Electrical machine types; Structures or applications thereof
    • B60L2220/10—Electrical machine types
    • B60L2220/14—Synchronous machines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/429—Current
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2270/00—Problem solutions or means not otherwise provided for
    • B60L2270/20—Inrush current reduction, i.e. avoiding high currents when connecting the battery
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W2050/0001—Details of the control system
    • B60W2050/0043—Signal treatments, identification of variables or parameters, parameter estimation or state estimation
    • B60W2050/0052—Filtering, filters
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P21/00—Arrangements or methods for the control of electric machines by vector control, e.g. by control of field orientation
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Definitions

  • the present invention relates to a motor-equipped vehicle.
  • first and second rotors provided concentrically around a rotating shaft of an electric motor are provided, and the first and second rotors are provided according to the rotational speed of the electric motor or the speed of the rotating magnetic field generated in the stator.
  • an electric motor that controls the relative positions of the first and second rotors in the circumferential direction, that is, the phase difference (see, for example, Patent Document 1).
  • the first and second elements are displaced via a member that is displaced along the radial direction by the action of centrifugal force.
  • Change the circumferential relative position of the rotor For example, when the phase difference between the first and second rotors is controlled according to the speed of the rotating magnetic field generated in the stator, each rotor is kept in the stator winding while maintaining the rotation speed due to inertia. The relative position in the circumferential direction of the first and second rotors is changed by passing the control current and changing the rotating magnetic field velocity.
  • Patent Document 1 JP 2002-204541 A
  • the present invention has been made in view of the above circumstances, and can be operated by making the induced voltage constant variable easily and appropriately while suppressing the complexity of the configuration of the motor and the motor-equipped vehicle. It is an object to provide a motor-equipped vehicle that can expand the speed range and torque range, improve driving efficiency, and expand the driving range with high efficiency.
  • the present invention adopts the following configuration. That is,
  • a motor-equipped vehicle that receives a power supply of power from a power storage device and includes a motor that assists the traveling drive or the traveling drive of the vehicle by an internal combustion engine, the motor including each magnet piece and the rotating shaft of each other Are arranged coaxially on the inner peripheral rotor and outer peripheral rotor, the inner peripheral rotor and the stator disposed on the outer peripheral side or inner peripheral side of the outer peripheral rotor, the inner peripheral rotor and the outer peripheral side Phase changing means capable of changing a relative phase with the rotor.
  • the magnet piece of the inner rotor and the outer rotor are driven against the motor for driving the vehicle or assisting the driving of the vehicle by the internal combustion engine.
  • the relative position with the magnet piece can be changed efficiently.
  • the amount of interlinkage magnetic flux in which the field magnetic flux due to the magnet piece of the outer rotor is linked to the stator winding is actively increased or reduced by the field magnetic flux due to the magnet piece of the inner rotor.
  • the torque constant of the motor (that is, the torque Z phase current) can be set to a relatively high value. Therefore, reducing current loss during motor operation
  • the maximum torque output by the motor can be increased without changing the maximum value of the output current of the inverter that controls the energization of the stator windings, and the maximum value of the motor operating efficiency. And the high efficiency region where the operating efficiency exceeds the predetermined efficiency can be expanded.
  • the state change between the field strengthening state and the field weakening state due to the field flux of the magnet piece of the inner rotor can be set continuously with respect to the field flux of the magnet piece of the outer rotor,
  • the induced voltage constant of the data can be continuously changed to an appropriate value.
  • the rotational speed and torque values at which the motor can be operated can be continuously changed, and the operable rotational speed and torque ranges can be expanded.
  • a motor-equipped vehicle including a motor that receives power from a power storage device and starts an internal combustion engine that is driven to travel, the motor including each magnet piece and the rotation axes of which are coaxial.
  • An inner circumferential rotor and an outer circumferential rotor disposed on the outer circumferential side, a stator disposed on an outer circumferential side or an inner circumferential side of the inner circumferential rotor and the outer circumferential rotor, and the inner circumferential rotor and the outer circumferential rotor.
  • Phase change means capable of changing the relative phase.
  • the relative positions of the magnet pieces of the inner and outer rotors can be efficiently changed with respect to the motor that starts the internal combustion engine. .
  • the field flux generated by the magnet piece of the outer rotor is linked to the stator winding, and the amount of flux linkage is actively increased or reduced by the field flux generated by the magnet of the inner rotor.
  • the torque constant of the motor that is, the torque Z-phase current
  • the torque Z-phase current can be set to a relatively high value without reducing the current loss during motor operation or the stator.
  • the maximum torque value output by the motor can be increased, increasing the maximum value of the motor operating efficiency and increasing the operating efficiency. It is possible to expand the high-efficiency region in which becomes more than the predetermined efficiency.
  • the state change between the field strengthening state and the field weakening state due to the field flux of the magnet piece of the inner rotor can be set continuously with respect to the field flux of the magnet piece of the outer rotor,
  • the induced voltage constant of the data can be continuously changed to an appropriate value.
  • the operating speed and torque of the motor can be continuously changed, and the operating speed and torque range can be expanded.
  • the motor-equipped vehicle is rotated with respect to the inner and outer rotors including the magnet pieces each having a substantially rectangular shape in a cross section in a direction parallel to the rotation axis.
  • the long side of the inner peripheral magnet piece and the long side of the outer peripheral magnet piece are aligned along the radial direction. It can be arranged to face each other.
  • the amount of interlinkage magnetic flux in which the field magnetic flux due to the magnet piece on the outer peripheral side links the stator winding can be effectively increased or reduced by the field magnetic flux due to the magnet piece on the inner peripheral side. it can.
  • the phase changing means changes a relative phase between the inner peripheral rotor and the outer peripheral rotor in accordance with a driving state of the vehicle.
  • the induced voltage constant of the motor can be continuously changed to an appropriate value according to the driving state of the vehicle. Therefore, it is possible to suppress an increase in power consumption of energization control for the motor.
  • the phase changing means changes a relative phase between the inner circumferential rotor and the outer circumferential rotor in accordance with a transmission gear ratio.
  • the induced voltage constant of the motor can be continuously changed to an appropriate value in accordance with the gear ratio of the transmission of the vehicle. Therefore, it is possible to suppress an increase in power consumption of energization control for the motor.
  • the phase change means has a transmission gear ratio less than a predetermined value
  • the field magnetic flux generated by the magnet piece of the inner circumferential rotor and the outer circumferential rotor is changed so that the field weakening state is caused by the field magnetic flux generated by the magnet piece.
  • the drive efficiency of the internal combustion engine when the transmission gear ratio is less than a predetermined value, that is, on the high gear side. Increases relatively. Therefore, when the vehicle is driven using the driving force of the internal combustion engine preferentially, the motor is set in a field weakening state, so that a braking action on the vehicle is generated by the counter electromotive force of the motor. Can be suppressed.
  • the motor is provided inside an inner peripheral end face plate provided in the inner peripheral rotor, and is provided with one end to which hydraulic pressure is supplied from the outside.
  • An oil passage having an other end opened on the outer peripheral surface of the inner peripheral end plate, and is accommodated in the other end, and can be projected to the outside by an opening end force of the other end by the hydraulic pressure.
  • the movable pin member is provided on the inner peripheral surface of the outer peripheral side end plate provided in the outer peripheral side rotor, and can accommodate the distal end portion of the movable pin member protruding on the outer peripheral surface of the inner peripheral side end plate. And a receiving hole.
  • the tip of the movable pin member protruding from the inner peripheral end plate is accommodated in the accommodating hole of the outer peripheral end plate.
  • the field flux can be set to be weakened by the field flux caused by the magnet pieces and the field flux caused by the magnet pieces of the outer rotor.
  • the induced voltage constant of the motor can be easily changed to the field strengthened state force field weakened state corresponding to the state in which the tip of the movable pin member is not housed in the housing hole.
  • each motor is provided in an inner peripheral end face plate provided in the inner peripheral rotor, and is supplied with an oil pressure from the outside.
  • the inner circumference side A plurality of oil passages each having an opening at each position along the circumferential direction on the outer peripheral surface of the end face plate, and each of the other ends by the oil pressure. Open end force Provided on the inner peripheral surface of the outer peripheral side end plate provided on the outer peripheral rotor and projecting from the outer peripheral surface of the inner peripheral end surface plate, and a plurality of movable pin members that can project to the outside And a plurality of receiving holes that can receive the respective tip portions of the movable pin members.
  • each movable pin member protruding from the inner peripheral side end face plate is accommodated in each accommodation hole of the outer peripheral side end face plate.
  • Mutual field weakening state force due to the field magnetic flux by the magnet piece of the side rotor and the field magnetic flux by the magnet piece of the outer rotor can be set to be in an appropriate state over the field strengthening state.
  • the state change between the field strengthening state and the field weakening state corresponding to the state in which the distal end portion of the movable pin member is not housed in the housing hole can be appropriately set stepwise.
  • An internal combustion engine that is a drive source for one of the drive wheels on the front wheel side and the rear wheel side, and a motor that is driven by the power supply of the power storage device and that is the drive source for the other drive wheel
  • the motor is equipped with a motor, and the motor includes each magnet piece and an inner peripheral rotor and an outer peripheral rotor on which the rotation shafts are arranged coaxially, and the inner peripheral rotor and the outer periphery described above.
  • a stator disposed on the outer peripheral side or inner peripheral side of the side rotor, and phase changing means capable of changing a relative phase between the inner peripheral rotor and the outer peripheral rotor.
  • the induced voltage constant of the motor can be continuously changed to an appropriate value in accordance with the driving state of the vehicle capable of driving all wheels. As a result, it is possible to suppress an increase in power consumption of energization control for the motor.
  • the first motor driven by the power supply of the power storage device power and used as the drive source for one of the front wheel side and the rear wheel side and the power supply from the power storage device,
  • a motor-equipped vehicle including a second motor serving as a drive source for driving wheels, wherein at least one of the first motor and the second motor includes each magnet piece and a rotation shaft of each of the first motor and the second motor.
  • An inner circumferential rotor and an outer circumferential rotor disposed coaxially, a stator disposed on the outer circumferential side or the inner circumferential side of the inner circumferential rotor and the outer circumferential rotor, the inner circumferential rotor and the outer circumferential rotor Phase changing means capable of changing the relative phase between and.
  • the induced voltage constant of the motor can be continuously changed to an appropriate value in accordance with the driving state of the vehicle capable of driving all wheels. Therefore, it is possible to suppress an increase in power consumption of the energization control for the motor.
  • the induced voltage constant of the motor can be continuously changed to an appropriate value in accordance with the driving state of the vehicle capable of driving all wheels. Therefore, it is possible to suppress an increase in power consumption of the energization control for the motor.
  • the phase changing means may be configured so that the field by the magnet piece of the inner circumferential rotor is in a driving state of the driving wheels on the front wheel side and the rear wheel side.
  • the relative phase of the inner rotor and the outer rotor is changed so that the magnetic field and the field magnetic flux generated by the magnet piece of the outer rotor are mutually increased.
  • a mutual magnetic field is generated by a field magnetic flux by the magnet piece of the inner peripheral side port and a field flux by the magnet piece of the outer peripheral side rotor.
  • the relative phase between the inner peripheral rotor and the outer peripheral rotor is changed so as to be in a weak state.
  • the non-driving motor can be set in the field weakening state in the driving state of only the driving wheels on the front wheel side or the rear wheel side. As a result, it is possible to suppress the occurrence of braking action on the vehicle due to the counter electromotive voltage of the motor.
  • the invention's effect is possible to suppress the occurrence of braking action on the vehicle due to the counter electromotive voltage of the motor.
  • the magnet piece of the inner circumferential rotor and the outer motor are used for driving the vehicle or assisting the vehicle driving by the internal combustion engine.
  • the relative position of the circumferential rotor with the magnet piece can be changed efficiently.
  • the amount of interlinkage magnetic flux generated by the magnetic flux generated by the magnet piece of the outer rotor on the outer rotor side is actively increased or reduced by the field magnetic flux generated by the magnet piece of the inner rotor on the inner rotor side.
  • the relative positions of the magnet piece of the inner circumferential rotor and the magnet piece of the outer circumferential rotor are efficiently determined relative to the motor that starts the internal combustion engine. Can change.
  • the amount of interlinkage magnetic flux in which the field magnetic flux due to the magnet piece of the outer rotor is linked to the stator winding is actively increased or reduced by the field magnetic flux due to the magnet piece of the inner rotor. It is possible to continuously set the state change between the field strengthening state and the field weakening state due to the field magnetic flux of the magnet piece of the inner circumferential side rotor with respect to the field magnetic flux of the magnet piece of the outer circumferential side rotor. It is possible to continuously change the induced voltage constant to an appropriate value.
  • the amount of interlinkage magnetic flux in which the field magnetic flux by the outer peripheral side permanent magnet links the stator winding is determined as the field by the inner peripheral side permanent magnet.
  • the magnetic flux can be efficiently increased or decreased.
  • the induced voltage constant of the motor can be continuously changed to an appropriate value in accordance with the driving state of the vehicle, and the electric power for power control for the motor can be changed. It can suppress that consumption will increase.
  • the induced voltage constant of the motor can be continuously changed to an appropriate value in accordance with the gear ratio of the transmission of the vehicle. Therefore, it is possible to suppress an increase in power consumption in energization control for the motor.
  • the motor-equipped vehicle according to (6) of the present invention in a vehicle equipped with an internal combustion engine as a drive source, when the transmission gear ratio is less than a predetermined value, that is, on the high gear side, Since the driving efficiency is relatively increased, when the vehicle is driven using the driving force of the internal combustion engine preferentially, the motor is set in a field weakening state, so that the back electromotive force of the motor It is possible to suppress the occurrence of braking action.
  • the motor-equipped vehicle according to (7) of the present invention when the amount of change in the gear ratio is greater than or equal to the predetermined value, that is, the gear ratio is relatively small and the state (high gear side) is large. Setting the motor to a field weakening state when changing to a state (one gear side) can suppress excessive charging due to regenerative operation of the motor and inrush current to power equipment.
  • the induced voltage constant of the motor can be easily changed from the field strengthened state to the field weakened state while suppressing the complication of the motor configuration. Can be changed.
  • the induced voltage constant of the motor is gradually increased from the field strong state to the field weak state while suppressing the complication of the motor configuration. It can be changed.
  • the induced voltage constant of the motor is continuously set to an appropriate value according to the driving state of the vehicle capable of all-wheel drive. Can be changed. Therefore, it is possible to suppress an increase in power consumption of the energization control for the motor.
  • the motor-equipped vehicle according to (13) of the present invention in the driving state of only the driving wheels on the front wheel side or the rear wheel side, by setting the non-driving motor to the field weakening state, It is possible to suppress the braking action on the vehicle due to the back electromotive voltage of the motor.
  • FIG. 1 is a configuration diagram of a motor-equipped vehicle according to an embodiment of the present invention.
  • FIG. 2 is a sectional view of the motor according to the same embodiment.
  • FIG. 3 is a cross-sectional view of a rotor of the motor according to the same embodiment.
  • FIG. 4 is a plan view of the motor according to the embodiment as viewed in the axial direction toward one force and the other.
  • FIG. 5 is a flowchart showing the operation of the field weakening phase command output unit according to the same embodiment.
  • FIG. 6A is a graph showing a predetermined correspondence between the relative phase ⁇ between the inner and outer rotors in the field weakened state and the speed ratio.
  • FIG. 6B This is a graph showing a predetermined correspondence between the relative phase ⁇ between the inner and outer rotors in the field weakened state and the speed ratio.
  • FIG. 11 is a flowchart showing the operation of the induced voltage constant command output unit according to the first modification of the embodiment.
  • ⁇ 14 A configuration diagram of a motor-equipped vehicle according to a second modification of the embodiment.
  • ⁇ 15 A configuration diagram of a motor-equipped vehicle according to a third modification of the embodiment.
  • ⁇ 16 A configuration diagram of a motor-equipped vehicle according to a fourth modification of the embodiment.
  • ⁇ 17 A configuration diagram of a motor-equipped vehicle according to a fifth modification of the embodiment.
  • ⁇ 19 A configuration diagram of a motor-equipped vehicle according to a seventh modification of the embodiment.
  • FIG. 20 is a configuration diagram of a motor-equipped vehicle according to an eighth modification of the embodiment.
  • ⁇ 22 A configuration diagram of a motor-equipped vehicle according to a tenth modification of the embodiment.
  • ⁇ 23 A configuration diagram of a motor-equipped vehicle according to an eleventh modification of the embodiment.
  • Phase control device phase change means
  • a motor-equipped vehicle 10 (hereinafter simply referred to as a vehicle 10) according to the present embodiment is a hybrid vehicle equipped with a motor 11 and an internal combustion engine 12 as drive sources, as shown in FIG. At least the driving force of either the motor 11 or the internal combustion engine 12 is transmitted to the driving wheels W of the vehicle 10 via the transmission TZM.
  • the rotation shaft O of the motor 11 and the input shaft R of the transmission TZM connected to the crank shaft Q of the internal combustion engine 12 via the clutch 13 are paired with each other. Or a chain spanned between the gears connected integrally to the shafts O and R. Alternatively, they are connected by a power transmission mechanism 14 that transmits the power by means of a belt or the like that is stretched between pulleys that are integrally connected to the shafts O and R.
  • the driving forces of the motor 11 and the internal combustion engine 12 are transmitted to the driving wheels W of the vehicle 10 through the differential 15.
  • the motor 11 When the driving force is also transmitted to the motor 11 when the vehicle 10 decelerates, the motor 11 functions as a generator to generate a so-called regenerative braking force, which converts the kinetic energy of the vehicle body into electrical energy. Collect as (regenerative energy). Even when the output of the internal combustion engine 12 is transmitted to the motor 11 with the clutch 13 set to the connected state, the motor 11 functions as a generator and generates generated energy.
  • the drive and regenerative operation of the motor 11 of a plurality of phases are controlled by receiving a control command output from the control unit 16. This is done by the drive unit (PDU) 17.
  • the PDU 17 includes a PWM inverter based on pulse width modulation (PWM) having a bridge circuit formed by bridge connection using, for example, a plurality of switching elements of transistors, and is a high-voltage type battery that transfers electric energy to and from the motor 11. (Power storage device) 18 is connected.
  • PWM pulse width modulation
  • the PDU 17 is based on the gate signal (that is, the PWM signal) that is a switching command input from the control unit 16 when the motor 11 is driven, etc., and the transistors that are paired for each phase in the PWM inverter are turned on (conductive).
  • the Z-off (shutoff) state the DC power supplied from the battery 18 is converted to three-phase AC power, and the current to the stator wires of the three-phase motor 11 is sequentially commutated.
  • AC phase U current Iu, phase V current Iv, and phase W current Iw are applied to the stator wires of each phase.
  • the motor 11 includes substantially annular inner and outer rotors 21 and 22 each having permanent magnets 21a and 22a arranged along the circumferential direction. 22 between the rotor 23, the stator 24 having a stator winding 24 a of multiple phases that generates a rotating magnetic field that rotates the rotor 23, and the inner rotor 21 and the outer rotor 22. And a phase control device 25 for controlling the relative phases of the two.
  • the inner circumferential rotor 21 and the outer circumferential rotor 22 are arranged so that their rotational axes are coaxial with the rotational axis O of the motor 11.
  • the inner circumferential rotor 21 includes a substantially cylindrical inner circumferential rotor core 31 and a plurality of inner circumferential magnet mounting portions 33 provided at predetermined intervals in the circumferential direction on the outer circumferential portion of the inner circumferential rotor core 31. It is equipped with.
  • the outer peripheral rotor 22 includes a substantially cylindrical outer rotor core 32 and a plurality of outer magnet mounting portions 34 provided at predetermined intervals in the circumferential direction inside the outer rotor core 32. .
  • a concave groove 31a extending in parallel with the rotation axis O is formed between the inner peripheral magnet mounting portions 33 adjacent in the circumferential direction.
  • a concave groove 32a extending parallel to the rotation axis O is formed between the outer peripheral magnet mounting portions 34 adjacent in the circumferential direction.
  • the magnet mounting portion 33 includes a pair of magnet mounting holes 33a penetrating in parallel to the rotation axis O.
  • the pair of magnet mounting holes 33a are arranged adjacent to each other in the circumferential direction via the center rib 33b.
  • the magnet mounting portion 34 includes a pair of magnet mounting holes 34 a that penetrates in parallel with the rotation axis O.
  • the pair of magnet mounting holes 34a are arranged adjacent to each other in the circumferential direction via the center rib 34b.
  • Each of the magnet mounting holes 33a, 34a has a cross section in a direction parallel to the rotation axis O, and is formed in a substantially rectangular shape having a substantially circumferential direction as a longitudinal direction and a substantially radial direction as a short direction.
  • a substantially rectangular plate-shaped permanent magnet 21a extending in parallel with the rotation axis O is mounted.
  • Each magnet mounting hole 34a is mounted with a substantially rectangular plate-like permanent magnet 22a extending parallel to the rotation axis O.
  • the pair of inner peripheral side permanent magnets 21a mounted in the pair of magnet mounting holes 33a are magnetized in the thickness direction (that is, the radial direction of the rotors 21 and 22), and are magnetically coupled to each other. ⁇ direction is set to be the same direction.
  • the pair of inner peripheral side permanent magnets 2 la are set so that the magnetic field directions are different from each other with respect to the inner peripheral side magnet mounting portions 33 adjacent in the circumferential direction.
  • a pair of inner peripheral side permanent magnets 21a whose outer peripheral side is the S pole are mounted on the inner peripheral side magnet mounting portion 33 where the pair of inner peripheral side permanent magnets 21a that are the outer peripheral side poles are mounted.
  • the inner circumference side magnet mounting portion 33 made is adjacent in the circumferential direction through the groove 31a.
  • the pair of outer peripheral permanent magnets 22a mounted in the pair of magnet mounting holes 34a are magnetized in the thickness direction (that is, the radial direction of the rotors 21 and 22), and are mutually connected.
  • the magnetic field direction is set to be the same direction.
  • Each pair of outer peripheral permanent magnets 22a is set so that the magnetic field directions are different from each other with respect to the outer peripheral magnet mounting portions 34 adjacent in the circumferential direction.
  • outer peripheral side permanent magnets 22a whose outer peripheral side is an S pole are mounted on the outer peripheral side magnet mounting part 34, which is mounted with a pair of outer peripheral side permanent magnets 22a whose outer peripheral side is an N pole.
  • the outer peripheral magnet mounting portion 34 is adjacent in the circumferential direction via the concave groove 32a.
  • the magnet mounting portions 33 of the inner circumferential rotor 21 and the magnet mounting portions 34 of the outer rotor 22 are arranged so as to be able to face each other in the radial direction of the rotors 21 and 22. ing. Furthermore, the respective concave grooves 31a of the inner circumferential rotor 21 and the respective concave grooves 32a of the outer circumferential rotor 22 are arranged so as to be able to face each other in the radial direction of the respective rotors 21 and 22.
  • the state of the motor 11 is changed from the inner peripheral side permanent magnet 21a of the inner peripheral side rotor 21 to the outer peripheral side according to the relative positions of the inner peripheral side rotor 21 and the outer peripheral side rotor 22 around the rotation axis O.
  • the long side of the inner peripheral side permanent magnet 21a and the long side of the outer peripheral side permanent magnet 22a face each other in a cross section in a direction parallel to the rotation axis O. It is set.
  • the inner circumferential rotor 21 includes a substantially annular plate-shaped inner circumferential side end surface portion 36 a that contacts one axial end of the inner circumferential rotor core 31, and the inner circumferential side of the inner circumferential rotor core 31.
  • a substantially cylindrical inner peripheral side shaft portion 36b attached to the outer peripheral side shaft member 36 and a substantially cylindrical inner peripheral side shaft end portion 36c connected to the phase control device 25 are integrally formed. It has.
  • the outer circumferential rotor 22 is in contact with the substantially annular plate-shaped outer circumferential end surface member 37 that abuts on one axial end of the outer circumferential rotor core 32 and the other axial end of the outer circumferential rotor core 32.
  • a substantially annular plate-shaped outer peripheral shaft member 3 having a mounting hole 38a in which the rotary shaft O is mounted. 8 and equipped.
  • the inner circumferential side end surface portion 36a of the inner circumferential side shaft member 36 covers the inner ends of the magnet mounting holes 33a of the inner circumferential side rotor 21 so as to cover the inner ends. It is in contact with one axial end of the circumferential rotor core 31.
  • the inner peripheral side shaft portion 36b of the inner peripheral side shaft member 36 has an outer diameter slightly larger than the inner diameter of the inner peripheral portion of the inner peripheral side rotor core 31, and is press-fitted into the inner peripheral portion of the inner peripheral side rotor core 31. And fixed in a tight-fitted state.
  • the inner peripheral side shaft member 36 has an inner peripheral surface having an inner diameter larger than the outer diameter of the rotary shaft O. Between the inner peripheral surface of the inner peripheral side shaft member 36 and the outer peripheral surface of the rotary shaft O, a bearing member 39 is provided. The inner circumferential rotor 21 can rotate independently of the rotation axis O.
  • a first end portion that opens on the surface of the inner peripheral side shaft end portion 36c connected to the phase control device 25 and is supplied with hydraulic pressure from the phase control device 25.
  • a plurality of oil passages 40 each including 40a and a second end portion 40b opened on the outer peripheral surface 36A of the inner peripheral end surface portion 36a are provided.
  • a movable pin 41 that can project outward from each second end portion 40b by the pressure of oil supplied from the phase control device 25 to each oil passage 40 is provided at the second end portion 40b of each oil passage 40. Contained.
  • a spring 42 is provided between the proximal end of the movable pin 41 and the inside of the oil passage 40 to apply a reaction force against the pressure of oil acting on the movable pin 41 to the movable pin 41.
  • Each spring 42 is set so as to have a natural length even when the tip of each movable pin 41 is housed in each oil passage 40!
  • the outer peripheral end surface member 37 covers one opening end of each outer peripheral rotor core 32 so as to cover each opening end of each magnet mounting hole 34 a of the outer peripheral rotor 22. It is in contact with the part.
  • the outer circumferential end surface member 37 has an inner circumferential surface 37A having an inner diameter slightly larger than the outer diameter of the outer circumferential surface 36A of the inner circumferential side end surface portion 36a of the inner circumferential side shaft member 36.
  • On the inner peripheral surface 37A there are formed a plurality of receiving holes 43 that can receive the tip portions of the movable pins 41 that also project the force on the outer peripheral surface 36A of the inner peripheral side end surface portion 36a.
  • Each receiving hole 43 penetrates the outer peripheral end surface member 37.
  • Through holes 44 that open on the surface (outer peripheral surface) of the outer peripheral end surface member 37 are connected to each other.
  • the field states of the inner peripheral rotor 21 and the outer peripheral rotor 22 are The magnetic poles of different polarities of the inner peripheral side permanent magnet 21a of the inner peripheral side rotor 21 and the outer peripheral side permanent magnet 22a of the outer peripheral side rotor 22 are arranged opposite each other in the radial direction (that is, the inner peripheral side permanent magnet 21a).
  • the same polarity of the inner peripheral side permanent magnet 21a of the inner peripheral side rotor 21 and the outer peripheral side permanent magnet 22a of the outer peripheral side rotor 22 from the strong field state where the outer peripheral side permanent magnet 22a has the same polarity) Are arranged opposite to each other along the radial direction (that is, the inner peripheral side permanent magnet 21a and the outer peripheral side permanent magnet 22a are arranged opposite to each other) between a plurality of different field states set over the field weakening state. Are arranged so as to transition
  • the outer peripheral side shaft member 38 is in contact with the other axial end of the outer peripheral side rotor core 32 so as to cover each open end of each magnet mounting hole 34a of the outer peripheral side rotor 22.
  • the rotary shaft O has an outer diameter that is slightly larger than the inner diameter of the mounting hole 38a of the outer peripheral side shaft member 38, and is pressed into the mounting hole 38a and fixed in an interference-fitted state.
  • the outer permanent magnet 22a mounted in each magnet mounting hole 34a of the outer rotor 22 is arranged so as to be sandwiched from both sides in the axial direction, and the outer permanent magnet 22a is restricted from being displaced along the axial direction.
  • the outer peripheral side end surface member 37 and the outer peripheral side shaft member 38 are fixed to the outer peripheral side rotor core 32 by outer peripheral side fastening members 45 such as rivets and bolts.
  • each spring 42 has a natural length, and the tip of each movable pin 41 has each second of each oil passage 40.
  • the inner circumferential rotor 21 can rotate independently of the rotating shaft O and the outer circumferential rotor 22. Accordingly, when no external force is applied, the inner peripheral side permanent magnet 21 of the inner peripheral side rotor 21 is in accordance with the attractive force and the repulsive force generated between the inner peripheral side permanent magnet 21a and the outer peripheral side permanent magnet 22a.
  • the magnetic poles of different polarities of the magnet 21a and the outer peripheral side permanent magnet 22a of the outer peripheral side rotor 22 face each other along the radial direction (that is, the inner peripheral side permanent magnet 21a and the outer peripheral side permanent magnet 22a have the same polarity). It becomes a strong field state.
  • the inner circumferential rotor 21 follows the rotation of the outer circumferential rotor 22, It rotates while maintaining a strong field state.
  • each movable pin 41 when hydraulic pressure is supplied from the phase control device 25 to each oil passage 40, when the tip of each movable pin 41 protrudes from the outer peripheral surface 36A of the inner peripheral side end surface portion 36a, each movable pin 41 In a state in which the tip of 41 faces the opening of an appropriate accommodation hole 43 provided in the outer peripheral side end surface member 37, the tip of each movable pin 41 is accommodated in the appropriate accommodation hole 43.
  • each movable pin 41 When the tip of each movable pin 41 does not face the opening of an appropriate receiving hole 43 provided in the outer peripheral end surface member 37, the tip of each movable pin 41 is on the inner peripheral surface 37A of the outer peripheral end surface member 37. Abut. For this reason, when the motor 11 is rotated, the inner peripheral rotor 21 is rotated against the rotation of the outer peripheral rotor 22 according to the attractive force and the repulsive force generated between the inner peripheral permanent magnet 21a and the outer peripheral permanent magnet 22a. The follow-up rotation is suppressed by the friction between each movable pin 41 and the outer peripheral end surface member 37.
  • the state of the motor 11 depends on the position of the accommodation hole 43, and a predetermined range from a strong field state to a weak field state is obtained. It is fixed in the field state.
  • the inner circumferential rotor 21 can rotate independently with respect to the rotary shaft O and the outer circumferential rotor 22, and The rotor rotates while maintaining the strong field state so as to follow the rotation of the side rotor 22.
  • the phase control device 25 is connected to the inner peripheral side shaft member 36 of the inner peripheral side rotor 21, and controls the hydraulic pressure to the plurality of oil passages 40 inside the inner peripheral side shaft member 36 under the control of the control unit 16. Supplying oil bon (Not shown) and the like are provided.
  • the control unit 16 performs current feedback control on the dq coordinates forming the rotation orthogonal coordinates.
  • the control unit 16 calculates the d-axis current command Idc and the q-axis current command Iqc based on the torque command Tq set according to the accelerator opening degree related to the driver's accelerator operation, and the d-axis current command Idc and q Calculate each phase output voltage Vu, Vv, Vw based on the shaft current command Iqc.
  • the control unit 16 inputs a PWM signal, which is a gate signal, to the PDU 17 according to the output voltages Vu, Vv, and Vw of each phase, and the phase currents Iu, Iv, and Iw that are actually supplied from the PDU 17 to the motor 11.
  • a PWM signal which is a gate signal
  • the phase currents Iu, Iv, and Iw that are actually supplied from the PDU 17 to the motor 11.
  • This control unit 16 includes a target current setting unit 51, a current deviation calculation unit 52, a field control unit 53, a power control unit 54, a current control unit 55, a dq—three-phase conversion unit 56, a PWM
  • the signal generation unit 57, the filter processing unit 58, the three-phase-dq conversion unit 59, the rotation speed calculation unit 60, the field weakening phase command output unit 61, and the hydraulic control unit 62 are configured. Yes.
  • the control unit 16 outputs a current sensor 71 that detects the U-phase current Iu and the W-phase current Iw, respectively, of the three-phase currents Iu, Iv, and Iw output from the PDU 17 to the motor 11.
  • a current sensor 71 that detects the U-phase current Iu and the W-phase current Iw, respectively, of the three-phase currents Iu, Iv, and Iw output from the PDU 17 to the motor 11.
  • the detection signal output from the rotation sensor 73 that detects the rotation angle of the magnetic pole of the rotor from the rotation position
  • the control command for the torque command Tq output from the external control device not shown
  • the transmission TZM gear ratio And a driving wheel selection command that is a control command for the driving state of the vehicle
  • the target current setting unit 51 for example, outputs a torque command Tq (for example, a torque required according to the amount of depression of the accelerator pedal by the driver) input from an external control device (not shown).
  • a torque command Tq for example, a torque required according to the amount of depression of the accelerator pedal by the driver
  • Each phase current Iu supplied from the PDU 17 to the motor 11 based on the rotation speed NM of the motor 11 input from the rotation speed calculation unit 60 and the induced voltage constant Ke. , Iv, Iw is calculated current command.
  • This current finger The command is output to the current deviation calculation unit 52 as a d-axis target current (current command) Idc and a q-axis target current (current command) Iqc on the rotating orthogonal coordinates.
  • the dq coordinate that forms this rotation orthogonal coordinate has the d-axis (field axis) as the magnetic flux direction of the field pole by the permanent magnet of the rotor, and the q-axis (torque axis) as the direction orthogonal to the d-axis.
  • the motor 11 is rotating in synchronization with the rotational phase of the motor 23.
  • the d-axis target current Idc and the q-axis target current Iqc which are DC signals, are given as current commands for the AC signal supplied from the PDU 17 to each phase of the motor 11.
  • the current deviation calculation unit 52 calculates a deviation ⁇ Id between the d-axis target current Idc and the d-axis current Id added with the d-axis correction current input from the field control unit 53.
  • the d-axis current deviation calculation unit 52a A q-axis current deviation calculation unit 52a that calculates a deviation ⁇ between the q-axis target current Iqc to which the q-axis correction current is added and the q-axis target current Iqc is added. Yes.
  • the field control unit 53 controls the current phase so that the field amount of the rotor 23 is equivalently weakened to suppress the increase of the counter electromotive voltage with the increase in the rotational speed NM of the motor 11.
  • the target value for the field current is output as the d-axis correction current.
  • the power control unit 54 outputs a q-axis correction current for correcting the q-axis target current Iqc according to appropriate power control according to the remaining capacity of the battery 18 and the like.
  • the current control unit 55 controls and amplifies the deviation ⁇ to calculate the d-axis voltage command value Vd by PI (proportional integration) operation according to the motor speed NM, and controls and amplifies the deviation ⁇ Calculate the voltage command value Vq.
  • PI proportional integration
  • the three-phase converter 56 uses the rotor rotation angle ⁇ M input from the rotation speed calculator 60 to calculate the d-axis voltage command value Vd and the q-axis voltage command value Vq on the dq coordinate. It is converted to the U-phase output voltage Vu, V-phase output voltage Vv, and W-phase output voltage Vw, which are voltage command values on the three-phase AC coordinates that are stationary coordinates.
  • the PWM signal generation unit 57 performs each switching of the PW M inverter of the PDU 17 by pulse width modulation based on the sinusoidal output voltages Vu, Vv, Vw, the carrier signal composed of a triangular wave, and the switching frequency.
  • a gate signal (that is, a PWM signal), which is a switching command consisting of pulse pulses that drive the element on and off, is generated.
  • the filter processing unit 58 detects the detection signal for each phase current detected by each current sensor 71.
  • the Ius and Iws are filtered to remove high-frequency components and the phase currents Iu and Iw are extracted as physical quantities.
  • the three-phase-to-dq conversion unit 59 uses the phase currents Iu and Iw extracted by the filter processing unit 58 and the rotation angle ⁇ M of the rotor 23 input from the rotation number calculation unit 60 to Calculate the d-axis current Id and the q-axis current Iq on the rotation coordinate, that is, on the dq coordinate.
  • the rotation speed calculation unit 60 also extracts the rotation angle ⁇ M of the rotor of the motor 11 from the detection signal force output from the rotation sensor 73, and the rotation speed N of the motor 11 based on the rotation angle ⁇ M.
  • the field weakening phase command output unit 61 for example, based on the torque command Tq, the rotational speed NM of the motor 11, the speed change command, and the drive wheel selection command, the outer peripheral side permanent magnet 22 of the outer peripheral side rotor 22.
  • a command value is output for the opposing field arrangement, that is, the strong field state in which the inner peripheral side permanent magnet 21a and the outer peripheral side permanent magnet 22a are disposed with the same polarity is set to zero.
  • the hydraulic pressure control unit 62 according to the field weakening phase command output from the field weakening phase command output unit 61, any one of the plurality of oil paths 40 inside the inner peripheral side shaft member 36. Is selected, and a hydraulic pressure command is output to instruct the hydraulic pressure to be supplied from the phase control device 25 to the selected oil passage 40.
  • the motor-equipped vehicle 10 has the above-described configuration. Next, the operation of the vehicle 10, in particular, the operation of the field weakening phase command output unit 61 will be described with reference to the attached drawings.
  • step S01 shown in FIG. 5 a shift command output from an external control device or the like is acquired.
  • step S02 it is determined whether or not the speed ratio according to the acquired speed change command is less than a predetermined speed ratio #R.
  • step S03 if the determination result force is “YES”, that is, if the gear ratio is on the high gear side, the process proceeds to step S03.
  • step S03 for example, a map showing a predetermined correspondence between the relative phase ⁇ between the inner circumferential rotor 21 and the outer circumferential rotor 22 in the field weakened state and the gear ratio, etc. Referring to this, a field weakening phase command corresponding to the gear ratio is output, and a series of processing ends.
  • the predetermined correspondence between the phase ⁇ and the transmission ratio is zero when the transmission ratio is equal to or greater than the predetermined transmission ratio #R.
  • the phase ⁇ is set to increase.
  • the transmission TZM is a stepped transmission, as shown in Fig. 6B, the transmission ratio is zero when the transmission ratio is greater than or equal to the predetermined transmission ratio #R, and the transmission ratio decreases from the predetermined transmission ratio #R. Accordingly, the phase ⁇ is set to increase in a stepwise manner with an appropriate increase width.
  • step S04 it is determined whether or not a field weakening phase command is being output.
  • step S05 the output of the field weakening phase command is stopped, and the series of processing ends.
  • step S 11 shown in FIG. 7 a shift command output from an external control device or the like is acquired.
  • step S12 the current value of the acquired shift command is subtracted from the previous value of the shift command acquired in the previous process to calculate the speed ratio change amount.
  • step S13 whether or not the calculated gear ratio change amount is equal to or greater than a predetermined change amount. Determine.
  • step S14 if the determination result force is “YES”, that is, if the gear ratio is relatively small (high gear side) and large (low gear side), the process proceeds to step S14.
  • step S14 a map or the like showing a predetermined correspondence between the relative phase ⁇ between the inner rotor 21 and the outer rotor 22 in the field weakened state and the gear ratio change amount is provided. Referring to it, a field weakening phase command corresponding to the change ratio of the gear ratio is output.
  • step S15 the operation of a predetermined subtraction timer is started.
  • step S16 it is determined whether or not the force of the subtraction timer operation has ended.
  • step S17 it is determined whether or not the force is in the process of outputting the field weakening phase command.
  • step S18 the output of the field weakening phase command is stopped, and the series of processes is terminated.
  • the output of the field weakening phase command is stopped after the operation of the subtraction timer ends. Therefore, in the state where the running state of the vehicle 10 is relatively stable after the change of the transmission gear ratio, the field state of the inner rotor 21 and the outer rotor 22 is reduced, and the field weakening state force is also increased. You can transition to the state.
  • the motor 10 that travels the vehicle 10 or the motor 11 that assists the traveling drive of the vehicle 10 by the internal combustion engine 12 is compared with the motor 11.
  • the relative position between the inner peripheral side permanent magnet 21a of the peripheral side rotor 21 and the outer peripheral side permanent magnet 22a of the outer peripheral side rotor 22 can be changed efficiently.
  • the amount of interlinkage magnetic flux in which the field magnetic flux by the outer peripheral side permanent magnet 22a links the stator winding 24a is actively increased or reduced by the field magnetic flux by the inner peripheral side permanent magnet 21a. be able to.
  • the torque constant of motor 11 (that is, torque Z-phase current) can be set to a relatively high value. Therefore, the maximum output from the motor 11 can be achieved without reducing the current loss during operation of the motor 11 or without changing the maximum value of the output current of the PDU17 that controls the energization of the stator winding 24a.
  • the torque value can be increased, the maximum value of the operating efficiency of the motor 11 can be increased, and the high efficiency region in which the operating efficiency exceeds the predetermined efficiency can be expanded.
  • the state change between the field strengthening state and the field weakening state due to the field flux of the inner peripheral side permanent magnet 21a with respect to the field magnetic flux of the outer peripheral side permanent magnet 22a can be set continuously.
  • the induced voltage constant Ke can be continuously changed to an appropriate value.
  • the operable speed and torque values of the motor 11 can be continuously changed, and the operable speed and torque ranges can be expanded.
  • the gear ratio change amount exceeds the predetermined change amount, that is, if the transmission TZM state is relatively small, the gear ratio (high gear side) force is also large, and the force changes to the gear state (low gear side)
  • the force of the motor 11 can be easily reduced to the field weakened state by the movable pins 41 controlled by the hydraulic pressure while suppressing the complexity of the configuration of the motor 11 from being reduced. It can be changed.
  • a plurality of oil passages 40 are provided in the inner peripheral side shaft member 36 and a plurality of receiving holes 43 are provided in the outer peripheral side end surface member 37.
  • the present invention is not limited to this.
  • only a single accommodation hole 43 may be provided for the plurality of oil passages 40, for example, each single oil passage 40 and only the accommodation holes 43 may be provided.
  • the field weakening phase command output unit 61 is omitted, and the hydraulic sensor 81, the induced voltage constant calculation unit 82,
  • the control unit 16 may be configured by newly providing an induced voltage constant command output unit 83 and an induced voltage constant difference calculation unit 84.
  • the hydraulic sensor 81 outputs a detection signal of the hydraulic pressure supplied from the phase control device 25 to each oil passage 40.
  • the induced voltage constant calculator 82 Based on the hydraulic pressure detection signal output from the hydraulic sensor 81, the induced voltage constant calculator 82 generates an induced voltage constant Ke corresponding to the relative phase ⁇ between the inner rotor 21 and the outer rotor 22. Is calculated and input to the target current setting unit 51.
  • the induced voltage constant command output unit 83 generates the induced voltage constant Ke of the motor 11 in the field weakened state based on the torque command Tq, the rotation speed NM of the motor 11, the shift command, and the drive wheel selection command.
  • Command value (induced voltage constant command) Kec is output.
  • the induced voltage constant difference calculation unit 84 subtracts the induced voltage constant Ke output from the induced voltage constant calculation unit 82 from the induced voltage constant command Kec output from the induced voltage constant command output unit 83. Outputs voltage constant difference AKe.
  • the hydraulic control unit 62 selects any one of the plurality of oil passages 40 in the inner peripheral side shaft member 36 according to the induced voltage constant difference AKe input from the induced voltage constant difference calculating unit 84. Then, an oil pressure command for instructing the oil pressure to be supplied from the phase control device 25 to the selected oil passage 40 is output.
  • the motor-equipped vehicle 10 has the above configuration. Next, the operation of the vehicle 10, in particular, the operation of the induced voltage constant command output unit 83 will be described with reference to the attached drawings.
  • step S21 shown in FIG. 9 a shift command output from an external control device or the like is acquired.
  • step S22 it is determined whether or not the speed ratio according to the acquired speed change command is less than a predetermined speed ratio #R.
  • step S23 reference is made to a map or the like showing a predetermined correspondence between the command value (induced voltage constant command) Kec for the induced voltage constant Ke of the motor 11 in the field weakened state and the gear ratio. Then, set the induced voltage constant command Kec according to the gear ratio.
  • the predetermined correspondence relationship between the induced voltage constant command Kec and the gear ratio is a predetermined upper limit induced voltage constant #Kel when the gear ratio is equal to or greater than the predetermined gear ratio #R.
  • the predetermined induced voltage constant command Kec is set to change from the upper limit induced voltage constant # Kel to a decreasing tendency!
  • the relative phase ⁇ between the inner rotor 21 and the outer rotor 22 in the field weakened state and the induced voltage constant command Kec are, for example, decreased as shown in FIG. 10B. Accordingly, the phase ⁇ is set to increase.
  • step S24 the set induced voltage constant command Kec is output, and the series of processing ends.
  • step S25 as the induced voltage constant command Kec, a predetermined command value for the induced voltage constant Ke of the motor 11 in the field strengthened state (field strengthened phase Ke command) is set, and the series of processing ends. .
  • step S31 shown in FIG. 11 a shift command output from an external control device or the like is acquired.
  • step S32 the current value of the acquired speed change command is subtracted from the previous value of the speed change command acquired in the previous process to calculate the speed ratio change amount.
  • step S33 it is determined whether or not the calculated gear ratio change amount is equal to or greater than a predetermined change amount.
  • step S34 if the determination result force is “YES”, that is, if the gear ratio is relatively small (high gear side) and is large (low gear side), the process proceeds to step S34.
  • step S34 for example, refer to a map showing a predetermined correspondence between the command value (induced voltage constant command) Kec for the induced voltage constant Ke of the motor 11 in the field weakened state and the gear ratio change amount. Then, the induced voltage constant command Kec corresponding to the change ratio of the gear ratio is output.
  • step S35 the operation of a predetermined subtraction timer is started.
  • step S36 it is determined whether or not the force of the subtraction timer operation has ended.
  • step S37 as the induced voltage constant command Kec, a predetermined command value for the induced voltage constant Ke of the motor 11 in the field strengthened state (field strengthened phase Ke command) is set, and a series of processing is performed. Exit.
  • step S41 shown in FIG. 12 a drive wheel selection command output from an external control device or the like is acquired.
  • step S42 it is determined whether or not the all-wheel drive state is set in the acquired drive wheel selection command.
  • step S43 the field voltage constant command Kec is used as the field voltage constant command Kec.
  • a predetermined command value field weakening phase Ke command
  • step S44 is advanced.
  • the field weakening phase for the induced voltage constant command Kec is advanced. Cancel the Ke command setting and end the series of processing.
  • the non-driving motor 11 is set to the field weakening state, so that the braking action on the vehicle 10 is caused by the counter electromotive voltage of the motor 11. Can be prevented from occurring.
  • a phase control unit and a phase sensor may be provided instead of the hydraulic control unit 62 and the hydraulic sensor 81 !.
  • the phase control unit for example, according to the induced voltage constant difference AKe output from the induced voltage constant difference calculating unit 84, between the inner circumferential side rotor 21 and the outer circumferential side rotor 22 in the field weakened state. Outputs the relative phase ⁇ . Then, the phase control device 25 selects one of the plurality of oil passages 40 inside the inner peripheral side shaft member 36 according to the phase ⁇ input from the phase control unit, and selects the selected oil passage 40. Is supplied with hydraulic pressure from the phase control device 25. The phase sensor detects the relative phase ⁇ between the inner rotor 21 and the outer rotor 22 in the field weakened state, for example, in accordance with the oil passage 40 to which the hydraulic pressure is supplied in the phase controller 25. The
  • the vehicle 10 that is a hybrid vehicle is driven and regeneratively controlled by a PDU 17 that uses a notch (B) 18 as a DC power source, for example, as shown in FIG.
  • Input of the transmission TZM connected to the crankshaft Q of the internal combustion engine (E) 12 via the rotary shaft O of the motor (MZG) 11 and the clutch 13 having the phase control device 25
  • the shaft R is connected by the power transmission mechanism 14, and each driving force of the motor (MZG) 11 and the internal combustion engine (E) 12 is transmitted to the driving wheel W through the differential 15.
  • the present invention is not limited to this, and the clutch 13 may be omitted as in the vehicle 10 according to the second modified example shown in FIG.
  • crankshaft Q of the internal combustion engine 12 and the clutch 13 are connected in series between the internal combustion engine (E) 12 and the clutch 13.
  • An electric motor (MZG) 91 having a rotating shaft may be provided as a travel drive source for vehicle 10 or a starter motor and alternator for starting internal combustion engine (E) 12.
  • the clutch 13 and the power transmission mechanism 14 are omitted, and the rotating shaft O of the motor (M) 11 and the transmission TZM are omitted.
  • the input shaft R may be connected coaxially.
  • the electric motor (G) 91 connected in series to the internal combustion engine (E) 12 generates electric power by the driving force of the internal combustion engine (E) 11.
  • the power generation energy obtained by this power generation is stored in the battery (B) 18 via the inverter 92.
  • Transmission TZM can be omitted!
  • an internal combustion engine is used instead of the electric motor (G) 91 as in the vehicle 10 according to the ninth modification shown in FIG. 21, for example.
  • the output of 12 is connected to the rotor (R) 93a coaxially connected to the crankshaft Q of the internal combustion engine (E) 12 and the output shaft S connected to the power transmission mechanism 14 via the clutch 13.
  • a motor 93 may be provided that distributes between the stator 93b.
  • crankshaft Q of the internal combustion engine (E) 12 and the vehicle 10 according to the tenth modification shown in FIG. Connect the rotating shaft O of the motor (M) 11 and the rotating shaft T of the electric motor (G) 91 to the planetary gear mechanism (P) 94.
  • the clutch 13 and the power transmission mechanism 14 are omitted, and the internal power transmission mechanism 14 is omitted as in the vehicle 10 according to the eleventh modification shown in FIG.
  • the combustion engine (E) 12, motor (MZG), and transmission TZM may be directly connected in series.
  • the battery (B) 18 is used as a DC power supply, as in the vehicle 10 according to the twelfth modification shown in Fig. 24, for example.
  • the driving and regenerative operations are controlled by the second PDU 17, and the driving force of the second motor (MZG) 11 having the second phase control device 25 is transmitted to the other driving wheels W via the second differential 15. It can be configured to be communicated.
  • the motor 11 may be provided as a starter motor or an alternator that starts the internal combustion engine 12).
  • the magnet piece of the inner circumferential side rotor and the magnet piece of the outer circumferential side rotor are compared with the motor that assists the running drive of the vehicle or the running drive of the vehicle by the internal combustion engine.
  • the relative position can be changed efficiently.
  • the amount of interlinkage magnetic flux in which the field magnetic flux due to the magnet piece of the outer rotor is linked to the stator winding is actively increased or reduced by the field magnetic flux due to the magnet piece of the inner rotor.
  • the state change between the field strengthening state and the field weakening state due to the field flux of the magnet piece of the inner rotor can be set continuously with respect to the field flux of the magnet piece of the outer rotor,
  • the induced voltage constant can be continuously changed to an appropriate value.

Landscapes

  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Power Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Permanent Field Magnets Of Synchronous Machinery (AREA)
  • Control Of Motors That Do Not Use Commutators (AREA)
  • Connection Of Motors, Electrical Generators, Mechanical Devices, And The Like (AREA)
  • Permanent Magnet Type Synchronous Machine (AREA)
PCT/JP2007/052963 2006-02-28 2007-02-19 モータ装備車両 Ceased WO2007105415A1 (ja)

Priority Applications (2)

Application Number Priority Date Filing Date Title
US12/281,108 US7755314B2 (en) 2006-02-28 2007-02-19 Electric-motor-equipped vehicle
EP07714489A EP1990896A4 (en) 2006-02-28 2007-02-19 MOTOR VEHICLE

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2006052045A JP4975337B2 (ja) 2006-02-28 2006-02-28 モータを備える車両
JP2006-052045 2006-02-28

Publications (1)

Publication Number Publication Date
WO2007105415A1 true WO2007105415A1 (ja) 2007-09-20

Family

ID=38509253

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/JP2007/052963 Ceased WO2007105415A1 (ja) 2006-02-28 2007-02-19 モータ装備車両

Country Status (5)

Country Link
US (1) US7755314B2 (enExample)
EP (1) EP1990896A4 (enExample)
JP (1) JP4975337B2 (enExample)
CN (1) CN101432948A (enExample)
WO (1) WO2007105415A1 (enExample)

Families Citing this family (15)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE202006001741U1 (de) * 2006-02-04 2007-07-12 Brose Fahrzeugteile Gmbh & Co. Kommanditgesellschaft, Coburg Verstellantrieb eines Kraftfahrzeugs
JP4556076B2 (ja) * 2008-04-22 2010-10-06 本田技研工業株式会社 電動機の制御装置
JP5404075B2 (ja) * 2009-01-30 2014-01-29 本田技研工業株式会社 電動機の制御装置
JP5218496B2 (ja) * 2010-08-04 2013-06-26 株式会社デンソー スタータ制御装置
JP2012125034A (ja) * 2010-12-08 2012-06-28 Hitachi Ltd 永久磁石式回転電機及びその回転子製造方法
JP6131691B2 (ja) * 2013-04-17 2017-05-24 株式会社ジェイテクト 回転電機
JP6162062B2 (ja) * 2014-03-14 2017-07-12 株式会社豊田中央研究所 回転電機の制御装置及び回転電機制御システム
JP6209469B2 (ja) * 2014-03-14 2017-10-04 株式会社豊田中央研究所 回転電機の制御装置及び回転電機制御システム
JP6349845B2 (ja) * 2014-03-26 2018-07-04 株式会社豊田中央研究所 回転電機の制御装置及び回転電機制御システム
DE102015211531B4 (de) 2015-06-23 2018-04-05 Schaeffler Technologies AG & Co. KG Elektrische Maschine mit variabler Motorkonstante, Aktor mit der elektrischen Maschine und Verfahren zur Variation der Motorkonstante der elektrischen Maschine
CN108944740B (zh) * 2018-07-10 2022-04-29 深圳市斗索科技有限公司 车辆控制方法和系统
JP2021079893A (ja) * 2019-11-22 2021-05-27 株式会社ジェイテクト 操舵制御装置
US11557988B2 (en) * 2020-01-28 2023-01-17 Goodrich Corporation Hybrid regeneration brake system
JP7590905B2 (ja) 2021-03-31 2024-11-27 本田技研工業株式会社 回転電機のロータ
CN113949243B (zh) * 2021-04-07 2023-07-07 国家电投集团科学技术研究院有限公司 永磁齿轮变速装置

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2002147596A (ja) * 2000-08-30 2002-05-22 Honda Motor Co Ltd 電気自動車におけるインホイール変速機の制御装置
JP2002204541A (ja) 2000-11-01 2002-07-19 Shin Etsu Chem Co Ltd 永久磁石型回転電動機
JP2004169782A (ja) * 2002-11-19 2004-06-17 Honda Motor Co Ltd ハイブリッド車両のクラッチ制御装置
JP2005304182A (ja) * 2004-04-12 2005-10-27 Honda Motor Co Ltd ハイブリッド車両の制御装置
JP2006052045A (ja) 2004-08-11 2006-02-23 Kyocera Mita Corp 画像形成装置

Family Cites Families (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2863234B2 (ja) * 1989-12-27 1999-03-03 アイシン・エィ・ダブリュ株式会社 電動車両
EP1759915A3 (en) * 1998-07-21 2007-03-14 TOKYO R&D CO., LTD. Hybrid vehicle and method of controlling its running
JP3468726B2 (ja) 1999-09-01 2003-11-17 株式会社日立製作所 ハイブリッド車及び回転電機
JP4029592B2 (ja) * 2001-09-05 2008-01-09 株式会社日立製作所 補助駆動装置およびこれを搭載した自動車
FR2831345A1 (fr) * 2001-10-24 2003-04-25 Renault Machine electrique a defluxage mecanique
JP4225001B2 (ja) * 2002-08-09 2009-02-18 株式会社エクォス・リサーチ 電動機
JP2004260970A (ja) 2003-02-27 2004-09-16 Toyota Motor Corp 電動機および電動機システム
JP4886624B2 (ja) * 2007-07-11 2012-02-29 株式会社日立製作所 永久磁石式回転電機、及び永久磁石式回転電機システム

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2002147596A (ja) * 2000-08-30 2002-05-22 Honda Motor Co Ltd 電気自動車におけるインホイール変速機の制御装置
JP2002204541A (ja) 2000-11-01 2002-07-19 Shin Etsu Chem Co Ltd 永久磁石型回転電動機
JP2004169782A (ja) * 2002-11-19 2004-06-17 Honda Motor Co Ltd ハイブリッド車両のクラッチ制御装置
JP2005304182A (ja) * 2004-04-12 2005-10-27 Honda Motor Co Ltd ハイブリッド車両の制御装置
JP2006052045A (ja) 2004-08-11 2006-02-23 Kyocera Mita Corp 画像形成装置

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See also references of EP1990896A4

Also Published As

Publication number Publication date
JP4975337B2 (ja) 2012-07-11
EP1990896A1 (en) 2008-11-12
US20090001914A1 (en) 2009-01-01
JP2007236049A (ja) 2007-09-13
CN101432948A (zh) 2009-05-13
US7755314B2 (en) 2010-07-13
EP1990896A4 (en) 2009-04-01

Similar Documents

Publication Publication Date Title
WO2007105415A1 (ja) モータ装備車両
CN101657962B (zh) 电动机的控制装置
US8040093B2 (en) Motor controller
EP1928084B1 (en) Motor control method and motor control apparatus
EP3021477B1 (en) Inverter device and electric vehicle
US7898200B2 (en) Controller of electric motor
US7872440B2 (en) Controller of electric motor
JP4385185B2 (ja) 電動機の制御装置
JP4971039B2 (ja) モータ制御装置
US7741792B2 (en) Motor control device
JP4643508B2 (ja) 電動機の制御装置
JP2008062688A (ja) モータの制御装置
JP2007195387A (ja) インバータ
JP2009166652A (ja) ハイブリッド車両の制御装置
JP2008067499A (ja) 回転電機を具備する車両
JP4805128B2 (ja) モータ制御装置
JP2009005453A (ja) モータ駆動車両の制御装置

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 07714489

Country of ref document: EP

Kind code of ref document: A1

WWE Wipo information: entry into national phase

Ref document number: 2007714489

Country of ref document: EP

WWE Wipo information: entry into national phase

Ref document number: 12281108

Country of ref document: US

NENP Non-entry into the national phase

Ref country code: DE

WWE Wipo information: entry into national phase

Ref document number: 200780015211.0

Country of ref document: CN