JP2018170842A - Control device for electric motor - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a control device capable of substantially removing a motor from a power source without using a clutch or the like. A stator 121 in which a winding coil 122 for supplying electric power supplied from a power supply circuit 129 is installed, and a stator 121 is rotatably accommodated in the stator and receives a rotating magnetic force generated by energization of the winding coil to rotate. An ECU 50 that controls driving of a rotating electric machine 120 that includes a rotor 123 in which a permanent magnet 128 that generates force is installed, and detects an abnormal rotation of a rotor and an energization control unit that controls energization of a winding coil. When the rotor rotation abnormality is detected, the sound winding coil is energized with electric power for demagnetizing the permanent magnet. [Selection diagram] Figure 1

Description

  The present invention relates to a control device that disables a malfunctioning electric motor.

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

JP 2010-22110 A

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

  Accordingly, an object of the present invention is to provide a control device that can substantially remove an electric motor from a power source without using a mechanism such as a clutch.

  An aspect of the invention of an electric motor control device that solves the above problems includes a stator in which a coil that is energized with power supplied from a power source is installed, and a coil that is rotatably accommodated in the stator and energizes the coil. And a rotor provided with a permanent magnet that generates rotational force in response to rotational magnetic force generated by the motor, and a control device that controls driving of the electric motor, the energization control unit that controls energization of the coil, An abnormality detection unit that detects a rotation abnormality of the rotor, and the energization control unit supplies power to the coil in a high temperature state that demagnetizes the permanent magnet when the abnormality detection unit detects the rotation abnormality of the rotor. Is configured to execute a control process for energizing the.

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

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

  As a result, it is possible to provide a control device that can substantially remove the failed motor from the power source without using a clutch or the like so as not to adversely affect the motor.

FIG. 1 is a diagram for explaining an example of a hybrid vehicle equipped with a motor control device according to a first embodiment of the present invention, and is a conceptual diagram showing a schematic configuration thereof. 2A and 2B are diagrams showing functions of a 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. It is a list which shows the connection / blocking state of. FIG. 3 is a flowchart for explaining control processing by the control unit.

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

  In FIG. 1, a vehicle 100 is constructed as a hybrid vehicle in which an internal combustion engine type engine 110 and a rotating electrical machine 120 are mounted as a driving power source. The vehicle 100 travels by efficiently driving the engine 110 and the rotating electrical machine 120 to output rotational power and rotating the drive wheels 101 by the ECU (Electronic Control Unit) 50 controlling the entire vehicle. The vehicle 100 is configured to transmit the rotational power output from the engine 110 and the rotating electric machine 120 to the drive wheel 101 side while transmitting the rotational power to the transmission 130 via the power transmission device 10.

  The engine 110 outputs driving force by burning fuel and rotating the output shaft 111. The rotating electrical 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 rotating the rotor 123 by generating a rotating magnetic force. The transmission 130 receives the rotational power transmitted via the power transmission device 10 by the input shaft 131 and outputs it from the output shaft 132 while shifting. The vehicle 100 travels by rotating the rotational power output from the transmission 130 to the left and right drive wheels 101 via the differential device 140.

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

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

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

  With this structure, in the power transmission device 10, the input rotation shaft 11 is rotated integrally with the output shaft 111 of the engine 110, and the intermediate rotation shaft 12 is rotated together with the input shaft 131 of the transmission 130 together with the output rotation shaft 13. For this reason, the transmission path of the rotational power of the engine 110 via the input rotational shaft 11 is formed or cut off by the friction clutch 15, and the rotational power of the engine 110 in addition to the rotational power of the rotating electrical machine 120 is output to the output rotational shaft 13 (speed change). Machine 130) as appropriate.

  The input rotary shaft 11, the intermediate rotary shaft 12 and the output rotary shaft 13 are connected via bearings attached to the frame side (not shown) of the vehicle 100 so that the extension lines of the shaft centers are made common and rotate coaxially. It is supported rotatably.

  In the rotating electrical machine 120, a rotor 123 is rotatably accommodated in a stator 121. The stator 121 is provided with a three-phase winding coil 122 for each of the U-phase, V-phase, and W-phase, 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 has a rotor main body 124 installed on the outer peripheral side of the cylindrical portion 125 a of the cylindrical member 125. In the rotor main body 124, permanent magnets 128 are embedded in a plurality of locations in the circumferential direction in laminated electromagnetic steel sheets. The rotor 123 is rotationally driven by a rotating magnetic force (magnetic flux) generated by energizing and exciting the three-phase winding coil 122 of the stator 121 in the rotor main body 124 and outputs a driving force.

  In addition, the rotor 123 has a disk-shaped portion 125b fixed to the outer peripheral edges of both ends of the cylindrical portion 125a of the cylindrical member 125 as a cylindrical bottom portion. The cylindrical member 125 is rotatably supported on the input rotary shaft 11 and the intermediate rotary shaft 12 via bearings 126 on the axial center side of the disk-shaped portion 125b.

  The power transmission device 10 includes an input end of the transmission 130 and an end 11a of the input rotary shaft 11 that is coupled to the output shaft 111 of the engine 110 so as to rotate integrally with the cylindrical member 125 of the rotor 123. The friction clutch 15 and the actuator 17 are housed together with the one end portion 12a of the intermediate rotary shaft 12 connected via the output rotary shaft 13 so as to rotate integrally with the shaft 131.

  The friction clutch 15 includes a connection plate 21, a friction plate 25, and a support plate 35. The connection 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 a disk member 127 and a cylindrical portion 125a, like the connection plate 21 and the like.

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

  The support plate 35 is formed in a donut-like disk shape, like the connection plate 21, and is supported so as to rotate coaxially with a common shaft center on the outer peripheral surface of the cylindrical member 23.

  Similarly to the connecting plate 21, the friction plate 25 is also fixed to the cylindrical portion 125 a of the cylindrical member 125 by fixing the disk member 127 to the one end portion 12 a of the intermediate rotating shaft 12 so as to rotate coaxially. 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 the friction clutch 15, a cylindrical member 23 that supports the coupling plate 21 is accommodated in a cylindrical member 125 that supports the friction plate 25, and the coupling on the input rotating shaft 11 side supported by 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 by the inner peripheral surface of the cylindrical portion 125a of the cylindrical member 125 with a predetermined area or more.

  As will be described later, the donut disk-shaped connecting plate 21 and the friction plate 25 are moved closer to or away from each other according to the pressure loaded from the actuator 17 and pressed against the support plate 35 according to the loaded pressure. By contacting each other 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 coupling plate 21 and the friction plate 25 of the friction clutch 15 are illustrated in the form of a single plate, but a plurality of general-purpose pieces arranged so as to sandwich a plurality of sheets alternately. Needless to say, a plate clutch structure may be adopted.

  The friction plate 25 is slidable in the axial direction by a spline structure (not shown) 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. It is supported by. Similarly, the connecting plate 21 is also supported on the outer peripheral surface side of the cylindrical member 23 fixed so as to rotate coaxially integrally with the input rotary shaft 11 by a spline structure (not shown) so as to be slidable in the axial direction. Has been. The support plate 35 is fixedly installed on the outer peripheral surface of the cylindrical member 23 so as to face the connection plate 21 from the input rotation shaft 11 side on the back side of the friction plate 25.

  In short, the connecting plate 21 and the friction plate 25 are cylinders that are coaxially rotated integrally with the input rotary shaft 11 and the intermediate rotary shaft 12 with respect to the support plate 35 that is fixed to the input rotary shaft 11 and faces the non-slidable state. The members 23 and 27 are supported so as to be slidable in the axial direction.

  For this reason, in the power transmission device 10, the coupling clutch 21 and the friction plate 25 are pressed against the support plate 35 so as to be brought into frictional contact and fastened, whereby the friction clutch 15 functions, and the engine 110 and the rotating electrical machine 120. Is coupled to the transmission 130 so as to be able to transmit rotational power. Here, in the present embodiment, the coupling plate 21 that 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 is needless to say that the positional relationship including the support plate 35 may be changed.

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

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

  The actuator 17 is installed on the outer peripheral edge side of a partition wall member 17c slidable in the axial direction between the outer wall members 17a and 17b so that the coaxially rotating cylindrical member 46 is fixed and slides integrally. The cylindrical member 46 is connected and fixed to the one end portion on the output rotating shaft 13 side so that the piston member 41 is covered with a disk member 47. With this structure, the piston member 41 accommodates the cylindrical member 46 so as to coaxially rotate 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 each formed in a disk shape, and the axial center side is fixed to the intermediate rotating shaft 12, thereby moving relative to each other within the cylindrical member 46. It moves relative to the intermediate rotation shaft 12 integrally with the fixed cylindrical member 46.

  Thereby, in the power transmission device 10, when the hydraulic pressure is not 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 coupling 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 hydraulic pressure is supplied to the switching oil chamber 43 of the actuator 17, the power transmission device 10 reduces the space of the return chamber 45 against the elastic force of the return spring 49 of the actuator 17, while the piston member 41 It is abutted against the connecting plate 21.

  Therefore, the friction clutch 15 is configured such that the piston plate 41 of the actuator 17 is abutted according to 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 friction clutch 15 is frictional. The plate 25 is brought into frictional contact. The friction clutch 15 has its friction plate 25 sandwiched between the connecting plate 21 and the support plate 35 and brought into contact with pressure so that the friction plate 25 can rotate integrally. 12 can be switched to the connected state.

  Note that the friction clutch 15 is configured such that when the load pressure from the piston member 41 is reduced, the piston member 41 is returned by the elastic force of the return spring 49 of the return chamber 45, whereby the friction between the coupling plate 21 and the friction plate 25. The contact is released, and the output shaft 111 of the engine 110 is disconnected from the intermediate rotating shaft 12 and switched to the shut-off state.

  In the power transmission device 10, the ECU 50 executes a control program stored in the memory 51 on the basis of various pieces of acquired information such as sensors, whereby the hydraulic pressure supply to the switching oil chamber 43 of the actuator 17 is controlled and friction is generated. The clutch 15 is operated appropriately.

  Further, the ECU 50 performs a control process to be described later to demagnetize the magnetic force of the permanent magnet 128 of the rotor body 124 of the rotating electrical machine 120, thereby substantially functioning the rotating electrical machine 120 as an electric motor or a generator. The rotation power that is output by rotating the rotor 123 is disabled.

  As a result, the rotating electrical machine 120 is in an invalid state in which the rotor 123 cannot be driven to rotate, and a regenerative current is generated along with the rotation of the input shaft 131 of the transmission 130, so that the rotational load and the battery Ba are overcharged. Can be avoided in advance.

  Specifically, the ECU 50 controls the current flowing from the power supply circuit 129 to the three-phase winding coil 122 of the stator 121 of the rotating electrical machine 120 in accordance with an operation instruction from the driver, and further sets the traveling condition of the vehicle 100. The operation / stop of the engine 110 is controlled based on the detection information of the various sensor groups to be acquired. At this time, the ECU 50 controls the hydraulic pressure supply to the switching oil chamber 43 of the actuator 17 to switch between the power transmission state by the power transmission device 10 of the rotational power of the engine 110 and the power cutoff state.

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

  The ECU 50 supplies the hydraulic oil to the switching oil chamber 43 of the actuator 17 and puts the friction clutch 15 in the engaged state when, for example, the occurrence of an abnormality in the rotating electrical machine 120 is detected, so that the rotational power of the engine 110 is increased. The state is switched to a power transmission state by the power transmission device 10. Further, the ECU 50 executes a control process of maintaining a high temperature state to such an extent that a large current is supplied to a healthy winding coil 122 that can be energized among the three phases of the stator 121 to demagnetize the magnetic force of the permanent magnet 128. It is like that.

  In short, the ECU 50 is configured so that 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. The friction clutch 15 is used to connect or disconnect. Further, the ECU 50 can be switched from a connection state with the intermediate rotation shaft 12 to a substantially disconnected state by making the rotor 123 of the rotating electrical machine 120 connected to the intermediate rotation shaft 12 substantially non-rotatable. To.

  Therefore, the ECU 50 appropriately causes the friction clutch 15 and the demagnetizing function of the permanent magnet 128 of the rotor 123 to function appropriately according to the state of the rotating electrical machine 120 as shown in the switching table of FIG. It has become.

  For example, when the rotating electrical machine 120 is normal, the ECU 50 is connected to the intermediate rotating shaft 12 by supplying hydraulic pressure (including hydraulic pressure 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 using the rotational power of the rotating electrical machine 120. Further, when the rotating electrical machine 120 is abnormal, the ECU 50 disables the rotating electrical machine 120 by demagnetizing the permanent magnet 128 of the rotor body 124 while maintaining the connection state with the intermediate rotating shaft 12 of the engine 110. Thus, 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 rotating electrical machine 120 due to, for example, abnormal rotation of the rotor 123 based on detection information of the various sensors 55 during the driving of the rotating electrical machine 120. (Step S11), and if no abnormality has occurred, the process ends as it is, and the same processing is repeated at a predetermined interval set in advance.

  In step S <b> 11, the ECU 50 that has detected the occurrence of an abnormality in the rotating electrical machine 120 starts supplying hydraulic pressure to the switching oil chamber 43 of the actuator 17 (step S <b> 12), and applies a large current to the healthy winding coil 122 of the stator 121. A control process for demagnetizing the magnetic force of the permanent magnet 128 by supplying and maintaining the high temperature state is started (step S13).

  As a result, in the power transmission device 10, when the hydraulic pressure is supplied to the switching oil chamber 43 of the actuator 17, the piston member 41 is slid in the axial direction, and the friction plate 25 is interposed between the connection plate 21 and the support plate 35. It is sandwiched and frictionally contacted with a desired pressure to be connected. Further, the rotating electric machine 120 is brought into a high temperature state by supplying a large current to the healthy winding coil 122, whereby 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 demagnetization) to a desired magnetic force (step S14), and after confirming, the energization to the winding coil 122 is stopped. (Step S15), and this control process is terminated. Note that the demagnetization of the permanent magnet 128 is necessary for demagnetizing to a desired magnetic force, for example, whether or not the set time has elapsed after estimation from the energization time of a predetermined current value and the maintenance time of a predetermined temperature. Judging from the above.

  Thus, the ECU 50 connects the engine 110 to the intermediate rotating shaft 12 to ensure the traveling ability of the vehicle 100 when the rotating electrical machine 120 is malfunctioning, and disables (substantially separates) the rotating electrical machine 120. ) Avoid applying unnecessary load. For this reason, the rotating electrical machine 120 can put the rotor 123 into a non-functional (invalid) state in which the rotor 123 can freely rotate, and a rotational load is generated due to generation of a regenerative current as the input shaft 131 of the transmission 130 rotates. It is possible to prevent the battery Ba from being overcharged.

  As described above, in the ECU 50 of the present embodiment, the hydraulic power is supplied to the switching oil chamber 43 of the actuator 17 and the piston member 41 is slid to cause the friction clutch 15 to function, whereby the rotational power transmission path of the engine 110 is transmitted. In addition, the rotating electric machine 120 can be made incapable of functioning and substantially disabled, and unnecessary loads can be avoided. As a result, the power transmission device 10 can be made compact with the actuator 17 as one set, and the entire power source can be downsized.

  While embodiments of the invention have been disclosed, it will be apparent to those skilled in the art that changes 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.

DESCRIPTION OF SYMBOLS 10 ... Power transmission device 11 ... Input rotary shaft 12 ... Intermediate rotary shaft 13 ... Output rotary 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 (1)

A stator in which a coil that is energized with electric power supplied from a power source is installed, and a permanent magnet that is rotatably accommodated in the stator and receives a rotational magnetic force generated by energizing the coil to generate a rotational force A control device for controlling the drive of an electric motor comprising:
An energization control unit that controls energization of the coil, and an abnormality detection unit that detects rotation abnormality of the rotor,
The electric conduction control unit is a motor control device that executes a control process of energizing the coil with electric power that causes the permanent magnet to demagnetize when detecting abnormality in rotation of the rotor by the abnormality detection unit.

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