JP6885148B2 - Motor control device - Google Patents

Description

The present invention relates to a control device that renders an abnormal motor inoperable.

In recent years, electric vehicles (so-called electric vehicles) equipped with an electric motor as a power source are becoming widespread. An electric vehicle is often equipped with a so-called clutch that forms or cuts off a path for transmitting the rotational power of the motor to the drive wheel side (see Patent Document 1).

Japanese Unexamined Patent Publication No. 2010-22110

However, in the case of an electric motor mounted on such an electric vehicle, for example, when a failure occurs in the electric motor itself or around the power supply, it is necessary to mount a clutch in order to remove the electric motor from the power source. It hinders miniaturization and cost reduction.

Therefore, an object of the present invention is to provide a control device capable of substantially disconnecting a motor from a power source without using a mechanism such as a clutch.

One aspect of the invention of the motor control device that solves the above problems is a stator in which a coil for energizing power supplied from a power source is installed, and a stator that is rotatably housed in the stator and energizes the coil. A control device for controlling the drive of an electric motor including a rotor provided with a permanent magnet that receives a rotational magnetic force generated by the coil and generates a permanent magnet, and an energization control unit that controls energization of the coil. The coil includes an abnormality detection unit that detects a rotation abnormality of the rotor, and the energization control unit generates a high temperature state that demagnetizes the permanent magnet when the abnormality detection unit detects the rotation abnormality of the rotor. It is configured to execute a control process that energizes the coil.

As described above, according to one aspect of the present invention, when a mechanical or electrical failure occurs and an abnormality in rotation of the rotor is detected, for example, a large current is applied to a coil without failure and a large current is applied to the coil in the rotor. The permanent magnet is placed in a high temperature state where it is demagnetized.

As a result, even in the case of a configuration without a clutch that forms or cuts off the transmission path of the rotational power of the motor, the permanent magnet that generates the rotational force of the rotor is demagnetized, and the motor is substantially inoperable (invalid). Can be.

As a result, it is possible to provide a control device capable of substantially disconnecting the failed motor from the power source without using a clutch or the like so as not to have an adverse effect.

FIG. 1 is a diagram illustrating an example of a hybrid vehicle equipped with a control device for an electric motor according to the first embodiment of the present invention, and is a conceptual diagram showing a schematic configuration thereof. 2A and 2B are diagrams showing the functions of the power transmission device mounted on the hybrid vehicle, FIG. 2A is a model diagram briefly showing the relationship between the transmission path of the rotational power and the clutch, and FIG. 2B is the rotary electric machine. It is a list which shows the connection / disconnection state of. FIG. 3 is a flowchart illustrating the control process by the control unit.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. 1 to 3 are views for explaining an example of a hybrid vehicle equipped with a motor control device according to an embodiment of the present invention.

In FIG. 1, the vehicle 100 is constructed in a hybrid vehicle equipped with an internal combustion engine type engine 110 and a rotary electric machine 120 as a power source for traveling. The vehicle 100 travels by efficiently driving the engine 110 and the rotary electric machine 120 by controlling the entire vehicle by the ECU (Electronic Control Unit) 50 to output rotational power and rotate the drive wheels 101. The vehicle 100 transmits the rotational power output from the engine 110 and the rotary electric machine 120 to the transmission 130 via the power transmission device 10 and transmits the rotational power to the drive wheels 101 side while shifting the speed.

The engine 110 outputs a driving force by burning fuel and rotating the output shaft 111. The rotary electric machine 120 energizes the three-phase winding coil 122 of the stator 121 fixed to the frame side (not shown) of the vehicle 100 by converting the direct current in the battery Ba into an alternating current by the inverter Inv. A driving force is output by generating a rotational magnetic force to rotate the rotor 123. The transmission 130 receives the rotational power transmitted via the power transmission device 10 on the input shaft 131, shifts the speed, and outputs the rotational power from the output shaft 132. The vehicle 100 travels by transmitting the rotational power output from the transmission 130 to the left and right drive wheels 101 via the differential device 140 and rotating the vehicle 100.

The power transmission device 10 includes an input rotary shaft 11, an intermediate rotary shaft 12, an output rotary shaft 13, a friction clutch 15, and an actuator 17.

The input rotary shaft 11 is connected to the output shaft 111 of the engine 110 and receives the rotary power output from the engine 110. The intermediate rotary shaft 12 is connected to the input rotary shaft 11 via a friction clutch 15 and is directly connected to the rotor 123 to receive the rotary power output from the engine 110 and the rotary electric machine 120. The output rotary shaft 13 is connected to both the intermediate rotary shaft 12 and the input shaft 131 of the transmission 130, and receives the rotational power of the engine 110 and the rotary electric machine 120 transmitted from the intermediate rotary shaft 12 to receive the transmission. Hand over to 130.

The friction clutch 15 is functioned by an actuator 17 to form or cut off a transmission path of rotational power from the engine 110 by switching between a connected state and a disconnected state of the input rotating shaft 11 and the intermediate rotating shaft 12. The intermediate rotary shaft 12 is always connected to the rotor 123 to form a transmission path for rotational power from the rotary electric machine 120.

With this structure, in the power transmission device 10, the input rotating shaft 11 is integrally rotated with the output shaft 111 of the engine 110, and the intermediate rotating shaft 12 is integrally rotated with the input shaft 131 of the transmission 130 together with the output rotating shaft 13. Therefore, the transmission path of the rotational power of the engine 110 via the input rotary shaft 11 is formed or cut off by the friction clutch 15, and in addition to the rotary power of the rotary electric machine 120, the rotary power of the engine 110 is output to the output rotary shaft 13 (shifting). It is appropriately transmitted or cut off to the machine 130).

The input rotating shaft 11, the intermediate rotating shaft 12, and the output rotating shaft 13 are provided via bearings attached to a frame side (not shown) of the vehicle 100 so that the extension lines of the axes are shared and rotate coaxially. It is rotatably supported.

In the rotary electric machine 120, the rotor 123 is rotatably housed in the stator 121. A three-phase winding coil 122 for each of the U-phase, V-phase, and W-phase is installed in the stator 121, and the direct current in the battery Ba is converted into an alternating current by the inverter Inv and energized. A rotating magnetic field that rotates the rotor 123 is generated.

The rotor 123 is constructed based on a bottomed cylindrical member 125 having a hollow space 125s. The rotor 123 is provided with a rotor main body 124 on the outer peripheral side of the cylindrical portion 125a of the cylindrical member 125. In the rotor main body 124, permanent magnets 128 are embedded in a plurality of places in the circumferential direction in the laminated electromagnetic steel sheets. The rotor 123 is rotationally driven by interlinking the rotating magnetic field (magnetic flux) generated by energizing the three-phase winding coil 122 of the stator 121 with the rotor main body 124 to output a driving force.

Further, in the rotor 123, a disk-shaped portion 125b is fixed as a bottom portion of the cylindrical shape to the outer peripheral edges of the cylindrical member 125 on both ends of the tubular-shaped portion 125a. In the cylindrical member 125, the axial side of the disk-shaped portion 125b is rotatably supported by the input rotating shaft 11 and the intermediate rotating shaft 12 via bearings 126, respectively.

The power transmission device 10 is connected to the inside of the cylindrical member 125 of the rotor 123 so as to rotate integrally with the output shaft 111 of the engine 110. The friction clutch 15 and the actuator 17 are housed and constructed together with one end portion 12a of the intermediate rotating shaft 12 connected via the output rotating shaft 13 so as to rotate integrally with the shaft 131.

The friction clutch 15 includes a connecting plate 21, a friction plate 25, and a support plate 35. The connecting plate 21 and the support plate 35 are supported via the disk member 22 and the cylindrical member 23. The friction plate 25 is also supported via the disk member 127 and the tubular portion 125a, like the connecting plate 21 and the like.

The connecting plate 21 is fixed so that the disk member 22 rotates coaxially with one end 11a of the input rotating shaft 11 in common with the axis, and the cylindrical member 23 shares the axis with the outer peripheral edge of the disk member 22. It is fixed so that it rotates coaxially. The connecting plate 21 is formed in a donut-shaped disk shape, and is supported on the outer peripheral surface of the cylindrical member 23 so as to rotate coaxially with a common axis.

Like the connecting plate 21, the support plate 35 is formed in a donut-shaped disk shape, and is supported so that the cylindrical member 23 is commonly used and the outer peripheral surface thereof is coaxially rotated with a common axis.

Similar to the connecting plate 21, the friction plate 25 is also fixed to one end portion 12a of the intermediate rotating shaft 12 so as to rotate coaxially with a common axis, and is fixed to the cylindrical portion 125a of the cylindrical member 125. The outer peripheral edge of the disk member 127 is fixed so as to rotate coaxially with a common axis. The friction plate 25 is also formed in a donut-shaped disk shape, and is supported on the inner peripheral surface of the cylindrical portion 125a of the cylindrical member 125 so as to rotate coaxially with a common axis.

In this friction clutch 15, the cylindrical member 23 that supports the connecting plate 21 is housed in the cylindrical member 125 that supports the friction plate 25, and the connection on the input rotating shaft 11 side is supported on the outer peripheral surface of the cylindrical member 23. The plate 21 is installed so as to face the friction plate 25 on the intermediate rotating shaft 12 side supported on the inner peripheral surface of the cylindrical portion 125a of the cylindrical member 125 so as to face a predetermined area or more.

As will be described later, the donut disk-shaped connecting plate 21 and the friction plate 25 are brought close to or separated from each other according to the pressure applied from the actuator 17, and pressed against the support plate 35 according to the applied pressure. By making face-to-face contact and generating a frictional force, they are in a connected state and rotate integrally, or when there is no load, they are in a non-contact state and freely rotate with each other.

In the description of the present embodiment, the connecting plate 21 and the friction plate 25 of the friction clutch 15 are shown in the form of a single plate, but a general-purpose multi-purpose clutch is arranged so as to alternately sandwich a plurality of the connecting plates 21 and the friction plates 25. Needless to say, a plate clutch structure may be adopted.

Then, the friction plate 25 can slide in the axial direction on the inner peripheral surface side of the cylindrical portion 125a of the cylindrical member 125 fixed so as to rotate coaxially integrally with the intermediate rotating shaft 12 by a spline structure (not shown). Is supported by. Similarly, the connecting plate 21 is slidably supported in the axial direction by a spline structure (not shown) on the outer peripheral surface side of the cylindrical member 23 which is fixed to the input rotating shaft 11 so as to rotate coaxially. Has been done. The support plate 35 is fixed to the connecting plate 21 so as to face the input rotation shaft 11 on the back side of the friction plate 25 so as not to slide on the outer peripheral surface of the cylindrical member 23.

In short, the connecting plate 21 and the friction plate 25 are cylinders that rotate coaxially with the input rotating shaft 11 and the intermediate rotating shaft 12, respectively, with respect to the support plate 35 that is fixed to the input rotating shaft 11 and faces in a non-sliding state. The members 23 and 27 are slidably supported in the axial direction thereof.

Therefore, in the power transmission device 10, the friction clutch 15 functions by the connecting plate 21 and the friction plate 25 being pressed against the support plate 35 so as to be brought into frictional contact with each other to be engaged, so that the engine 110 and the rotary electric machine 120 function. Is connected to the transmission 130 so as to be able to transmit rotational power. Here, in the present embodiment, the connecting plate 21 which is the clutch element of the friction clutch 15 is supported by the cylindrical member 23 on the input rotating shaft 11 side, and the friction plate 25 is supported by the cylindrical member 125 on the intermediate rotating shaft 12 side. An example will be described, but the present invention is not limited to this, and it goes without saying that the support plate 35 may be included and the positional relationship may be interchanged.

Then, the actuator 17 causes the friction clutch 15 to function by sliding the piston member 41 against the connecting plate 21 and sliding it in the axial direction so as to sequentially press the piston member 41 against the friction plate 25 and the support plate 35. There is. Here, the piston member 41 is formed in a cylindrical shape so that it can abut and be urged over the entire circumference of the connecting plate 21.

In the actuator 17, the switching oil chamber 43 and the return chamber 45 are arranged around the one end portion 12a of the intermediate rotating shaft 12 that is close to the one end portion 11a of the input rotating shaft 11 in a non-contact manner. The actuator 17 has a partition oil chamber 43 that is installed between the outer wall members 17a and 17b fixed on the intermediate rotating shaft 12 side by fixing a partition member 17c that can move in the axial direction on the piston member 41 side. It is constructed so that the return chamber 45 is located on the output rotation shaft 13 side and is located on the input rotation shaft 11 side. The actuator 17 is constructed so as to slide the partition member 17c by appropriately supplying a predetermined oil pressure to the switching oil chamber 43 through the oil passage 42 formed around the intermediate rotating shaft 12. ing. In the return chamber 45 of the actuator 17, a return spring (elastic member) that urges the partition wall member 17c, which has been moved according to the supply hydraulic pressure to the switching oil chamber 43, in the direction of returning by an elastic force when the hydraulic pressure supply is stopped. 49 are housed. Here, a plurality of return springs 49 of the return chamber 45 are installed at equal locations in the circumferential direction around the intermediate rotation shaft 12.

The actuator 17 is installed so that a cylindrical member 46 that rotates coaxially is fixed and slides integrally on the outer peripheral edge side of the partition wall member 17c that is slidable in the axial direction between the outer wall members 17a and 17b. The cylindrical member 46 is connected and fixed to one end on the output rotating shaft 13 side via a disk member 47 so that the piston member 41 is exteriorized. With this structure, the piston member 41 houses the cylindrical member 46 in common so as to rotate coaxially inside, and is slid in the axial direction by the actuator 17. Here, the outer wall members 17a and 17b of the actuator 17 are formed in a disk shape, respectively, and the axial center side is fixed to the intermediate rotating shaft 12, so that the outer wall members 17a and 17b move relative to each other in the cylindrical member 46. It moves relative to the intermediate rotating shaft 12 integrally with the fixed cylindrical member 46.

As a result, when the power transmission device 10 is not hydraulically supplied to the switching oil chamber 43 of the actuator 17, the piston member 41 is not moved. Therefore, the friction clutch 15 is maintained in a non-contact state with the connecting plate 21 of the friction plate 25, and the output shaft 111 of the engine 110 is disconnected from the intermediate rotating shaft 12.

Further, when the power transmission device 10 is hydraulically supplied to the switching oil chamber 43 of the actuator 17, the piston member 41 is reduced while the space of the return chamber 45 is reduced against the elastic force of the return spring 49 of the actuator 17. It is abutted against the connecting plate 21.

Therefore, the friction clutch 15 is rubbed so that the piston member 41 of the actuator 17 is abutted against the load pressure and the connecting plate 21 is moved so that the connecting plate 21 is sandwiched between the support plate 35 and the piston member 41. It is in frictional contact with the plate 25. The friction clutch 15 makes the output shaft 111 of the engine 110 an intermediate rotation shaft by contacting the friction plate 25 with a pressure that is sandwiched between the connecting plate 21 and the support plate 35 so as to be integrally rotatable. It is possible to switch to the connected state to be fastened to 12.

The friction clutch 15 has friction between the connecting plate 21 and the friction plate 25 when the piston member 41 is returned by the elastic force of the return spring 49 of the return chamber 45 due to the decrease in the load pressure from the piston member 41. The contact is eliminated, and the output shaft 111 of the engine 110 is separated from the intermediate rotating shaft 12 and switched to the cutoff state.

In the power transmission device 10, the ECU 50 executes a control program stored in the memory 51 based on various acquired information such as a sensor, so that the oil supply to the switching oil chamber 43 of the actuator 17 is controlled and friction occurs. The clutch 15 is appropriately operated.

Further, the ECU 50 substantially functions as an electric motor or a generator by demagnetizing the magnetic force of the permanent magnet 128 of the rotor body 124 of the rotary electric machine 120 by executing a control process described later. It is designed to make it impossible to output the rotational power that is output by rotating the rotor 123.

As a result, the rotary electric machine 120 is in an invalid state in which the rotor 123 cannot be rotationally driven, and a regenerative current is generated along with the rotation of the input shaft 131 of the transmission 130, so that the rotary load and the battery Ba are overcharged. It is possible to avoid the occurrence of such things.

Specifically, the ECU 50 controls the current energized from the power supply circuit 129 to the three-phase winding coil 122 of the stator 121 of the rotary electric machine 120 in response to an operation instruction by the driver, and also controls the traveling conditions of the vehicle 100. The start / stop of the engine 110 is controlled based on the detected information of the various sensor groups to be acquired. At this time, the ECU 50 controls the oil supply to the switching oil chamber 43 of the actuator 17 to switch to either a power transmission state or a power cutoff state by the power transmission device 10 for the rotational power of the engine 110.

Further, the ECU 50 is connected to various sensors 55 for confirming the soundness of the rotary electric machine 120. Here, the ECU 50 determines that the driving of the rotary electric machine 120 is hindered due to, for example, an abnormality of the bearing 126, based on the detection information of the speed sensor 55a that detects the rotation speed (rotational speed) of the rotor 123. To do. Further, the ECU 50 interferes with the driving of the rotary electric machine 120 due to, for example, an abnormality in the inverter Inv or the like based on the detection information of the current sensor 55b that detects the energization current value of the stator 121 to the three-phase winding coil 122. Is determined to have occurred. That is, the ECU 50 constitutes an energization control unit including an abnormality detection unit.

Then, for example, when the occurrence of an abnormality in the rotary electric machine 120 is detected, the ECU 50 supplies hydraulic pressure to the switching oil chamber 43 of the actuator 17 to engage the friction clutch 15, thereby supplying the rotational power of the engine 110. It switches to the power transmission state by the power transmission device 10. Further, the ECU 50 executes a control process of supplying a large current to a sound winding coil 122 that can be energized among the three phases of the stator 121 to maintain the temperature high enough to demagnetize the magnetic force of the permanent magnet 128. It has become like.

In short, the ECU 50 connects the power transmission device 10 with the intermediate rotation shaft 12 in which the output shaft 111 of the engine 110 is connected to the output rotation shaft 13 of the transmission 130, as shown in the schematic diagram of FIG. 2A. The friction clutch 15 puts it in a connected or disconnected state. Further, the ECU 50 can switch from the connected state with the intermediate rotating shaft 12 to the substantially disconnected state by substantially disabling the rotor 123 of the rotary electric machine 120 connected to the intermediate rotating shaft 12. To.

Therefore, as shown in the switching table of FIG. 2B, the ECU 50 appropriately functions the friction clutch 15 and the demagnetization function of the permanent magnet 128 of the rotor 123 according to the state of the rotary electric machine 120. It has become.

For example, when the rotary electric machine 120 is normal, the ECU 50 is connected to the intermediate rotary shaft 12 by supplying hydraulic pressure (including hydraulic cutoff) to the switching oil chamber 43 of the actuator 17 according to the traveling state of the vehicle 100. The engine 110 is connected to or disconnected from the intermediate rotating shaft 12 while utilizing the rotational power of the rotary electric machine 120. Further, when the rotary electric machine 120 is abnormal, the ECU 50 cannot function the rotary electric machine 120 by demagnetizing the permanent magnet 128 of the rotor main body 124 while maintaining the connected state with the intermediate rotary shaft 12 of the engine 110. The rotor 123 is substantially separated from the intermediate rotating shaft 12.

Specifically, as shown in the flowchart of FIG. 3, the ECU 50 drives the rotary electric machine 120, for example, due to a rotation abnormality of the rotor 123 based on the detection information of various sensors 55 while the rotary electric machine 120 is being driven. (Step S11), if no abnormality has occurred, the process is terminated as it is, and the same process is repeated at preset predetermined intervals.

In step S11, the ECU 50 that detects the occurrence of an abnormality in the rotary electric machine 120 starts supplying hydraulic pressure to the switching oil chamber 43 of the actuator 17 (step S12), and also applies a large current to the sound winding coil 122 of the stator 121. A control process for demagnetizing the magnetic force of the permanent magnet 128 by supplying the magnet and maintaining the temperature at a high temperature is started (step S13).

As a result, the power transmission device 10 is hydraulically supplied to the switching oil chamber 43 of the actuator 17, so that the piston member 41 is slid in the axial direction, and the friction plate 25 is placed between the connecting plate 21 and the support plate 35. It is sandwiched and frictionally contacted at a desired pressure to form a connected state. Further, the rotating electric machine 120 is brought into a high temperature state by supplying a large current to the sound winding coil 122, so that the magnetic force of the permanent magnet 128 is demagnetized.

At this time, the ECU 50 repeatedly confirms whether or not the permanent magnet 128 has been demagnetized (including degaussing) to a desired degree of magnetic force (step S14), and after confirming that, stops energizing the winding coil 122. Then (step S15), this control process is terminated. The demagnetization of the permanent magnet 128 is estimated from the energization time of a predetermined current value and the maintenance time of a predetermined temperature, which is necessary for demagnetizing to a desired magnetic force, and whether or not the set time has elapsed. You can judge from.

As a result, when the rotary electric machine 120 malfunctions, the ECU 50 connects the engine 110 to the intermediate rotary shaft 12 to secure the traveling ability of the vehicle 100, and at the same time, makes the rotary electric machine 120 inoperable (substantially separated). ) Avoid unnecessary load. Therefore, the rotary electric machine 120 can put the rotor 123 into an inoperable (invalid) state in which the rotor 123 rotates freely, and a regenerative current is generated along with the rotation of the input shaft 131 of the transmission 130, so that a rotational load is generated. It is possible to avoid the occurrence of overcharging of the battery or the battery Ba.

As described above, in the ECU 50 of the present embodiment, the transmission path of the rotational power of the engine 110 is caused by supplying hydraulic pressure to the switching oil chamber 43 of the actuator 17 and sliding the piston member 41 to make the friction clutch 15 function. It is possible to form or shut off the rotary electric machine 120, and it is possible to prevent the rotary electric machine 120 from being in a non-functional and substantially invalid state so that an unnecessary load or the like is applied. As a result, the power transmission device 10 can be made compact as a set of actuators 17, and the entire power source can be miniaturized.

Although embodiments of the present invention have been disclosed, it will be apparent to those skilled in the art that modifications may be made without departing from the scope of the invention. All such modifications and equivalents are intended to be included in the following claims.

10 …… Power transmission device 11 …… Input rotation shaft 12 …… Intermediate rotation shaft 13 …… Output rotation shaft 15 …… Friction clutch 17 …… Actuator 41 …… Piston member 51 …… Memory 55 …… Various sensors 100 …… Vehicle 101 …… Drive wheel 110 …… Engine 120 …… Rotating electric machine 121 …… Stator 122 …… Three-phase winding coil 123 …… Rotor 124 …… Rotor body 126 …… Bearing 128 …… Permanent magnet 129 …… Power supply circuit 130 …… Transmission 140 …… Differential device Ba …… Battery Inv …… Inverter

Claims (2)

A stator on which a coil that energizes the power supplied from the power supply is installed, and a permanent magnet that is rotatably housed in the stator and receives a rotational magnetic force generated by energization of the coil to generate a rotational force. It is a control device that controls the drive of an electric motor that is equipped with a rotor and outputs the rotational force of the rotor as rotational power from the output rotary shaft.
An energization control unit that controls energization of the coil and an abnormality detection unit that detects an abnormality in rotation of the rotor are provided.
The electric motor is mounted on the vehicle together with an internal combustion engine as a power source for the drive wheels of the vehicle.
The electric motor is connected to the output rotating shaft and rotates integrally, and has an intermediate rotating shaft that can rotate by receiving rotational power from the internal combustion engine.
The intermediate rotary shaft is connected to or disconnected from the input rotary shaft to which the rotary power of the internal combustion engine is input via a clutch, so that the clutch forms or cuts off the transmission path of the rotary power of the internal combustion engine.
The energization control unit has a function of executing a control process of energizing the coil with electric power for demagnetizing the permanent magnet when the abnormality detection unit detects a rotation abnormality of the rotor.
When the abnormality detection unit does not detect the rotation abnormality of the rotor, the control process for operating the rotor is executed while switching the engaged state or the disengaged state of the clutch.
A control device for an electric motor that executes a control process for demagnetizing the permanent magnet while engaging the clutch when the abnormality detection unit detects a rotation abnormality of the rotor. When the abnormality detection unit detects a rotation abnormality of the rotor, the oil supply to the clutch is started to bring the clutch into a connected state, and the energization control unit energizes the coil to start demagnetization of the permanent magnet. The motor control device according to claim 1 , wherein the energization is terminated after the demagnetization is completed.

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