WO2013021460A1 - Vehicle and method of controlling vehicle - Google Patents

Abstract

An ECU (100) is mounted on a vehicle provided with first to third motors. Each of the first to third motors is provided with a rotor comprising a field coil, and a field control circuit and a switch formed on a closed circuit containing the field coil. The ECU (100) comprises an operation-necessity evaluation unit (110), and a field current control unit (120). The operation-necessity evaluation unit (110) evaluates whether the first to third motors need to be run, and when a motor that does not need to be run exists, information indicating the motor is outputted to the field current control unit (120). Upon receiving information about the motor that does not need to be run from the operation-necessity evaluation unit (110), the field current control unit (120) executes control such that a switch corresponding to the field coil of the motor that does not need to be run is opened, as necessary.

Description

Vehicle and vehicle control method

The present invention relates to a vehicle equipped with a motor having a rotor including a field winding and control of the vehicle.

A motor having a rotor including a field winding (hereinafter also referred to as “field winding type motor”) is known. In this field winding type motor, since the field winding functions as an electromagnet, the use of a permanent magnet whose main material is rare earth (rare earth) such as neodymium can be suppressed.

Japanese Patent Laying-Open No. 2010-63266 (Patent Document 1) discloses a vehicle that travels with the driving force of such a field winding type motor.

JP 2010-63266 A JP 2009-219225 A JP 2002-10694 A JP 2002-153094 A

By the way, when the inverter that drives and controls the motor is short-circuited, if the motor is dragged around by evacuation or traction, a counter electromotive voltage is generated in the motor and the counter electromotive voltage is applied to the short-circuited inverter. Thus, a short circuit current flows between the motor and the inverter. There is a risk that the motor will break down due to the heat generated by this short-circuit current.

The present invention has been made in order to solve the above-described problem, and its purpose is when a short circuit failure occurs in an inverter that controls driving of a motor in a vehicle equipped with a motor having a rotor including a field winding. In this case, the vehicle can be evacuated and towed while suppressing the failure of the motor.

A vehicle according to the present invention includes a plurality of motors each having a rotor including a field winding, a magnetic field control circuit that controls a magnetic field generated by the field winding, and a control device that controls the magnetic field control circuit. . The control device controls the magnetic field control circuit so that the field windings of the motors that do not require operation among the plurality of motors do not generate a magnetic field.

Preferably, the magnetic field control circuit includes a plurality of switches that form closed circuits with the field windings of the plurality of motors, respectively. The control device opens the switch corresponding to the field winding of the motor that does not require operation.

Preferably, the vehicle further includes a plurality of inverters for driving a plurality of motors. When an abnormality occurs in any of the plurality of inverters, the control device stops the operation of the inverter in which the abnormality has occurred and opens the switch corresponding to the field winding of the motor connected to the stopped inverter. To.

Preferably, the vehicle is a four-wheel drive vehicle that travels with a driving force generated by at least one of a front wheel drive device and a rear wheel drive device. At least one of the plurality of motors is a rear wheel driving rear motor that constitutes a part of the rear wheel driving device. When an abnormality occurs in the rear inverter for driving the rear motor during traveling of the vehicle using the power of both the front wheel driving device and the front wheel driving device, the control device stops the operation of the rear inverter and field winding of the rear motor. The switch corresponding to the line is opened, and the vehicle travel is continued using the front wheel drive device.

Preferably, the vehicle travels with a driving force generated by a driving device including an engine, a first motor, a second motor, and a planetary gear device connected to the engine, the first motor, and the second motor. It is a vehicle. At least two of the plurality of motors are a first motor and a second motor. When an abnormality occurs in the first inverter for driving the first motor, the control device stops the operation of the first inverter and opens a switch corresponding to the field winding of the first motor. The vehicle is driven by any power of the second motor.

Preferably, the planetary gear device includes a sun gear coupled to the first motor, a ring gear coupled to the second motor, a pinion gear engaged with the sun gear and the ring gear, and a carrier coupled to the engine and rotatably supporting the pinion gear. Including. When an abnormality occurs in the first inverter for driving the first motor, the control device stops the operation of the first inverter and opens the switch corresponding to the field winding of the first motor, In a stopped state, the vehicle is driven by the power of the second motor.

Preferably, when an abnormality occurs in the second inverter for driving the second motor, the control device stops the operation of the second inverter and opens the switch corresponding to the field winding of the second motor. The vehicle is driven by the power of the engine with the rotation speed of the first motor fixed.

Preferably, the magnetic field control circuit includes a plurality of power supply circuits that respectively control currents flowing through the field windings of the plurality of motors. The control device controls the power supply circuit corresponding to the motor that does not require operation so that no current flows through the field winding of the motor that does not require operation.

According to another aspect of the present invention, there is provided a vehicle control method comprising: a plurality of motors each having a rotor including a field winding; and a magnetic field control circuit that controls a magnetic field generated by the field winding. A control method includes a step of determining whether or not a plurality of motors need to be operated, and a step of controlling a magnetic field control circuit so that a field winding of the motor determined to be unnecessary does not generate a magnetic field.

According to the present invention, in a vehicle equipped with a motor having a rotor including a field winding, even when an inverter that controls driving of the motor has a short-circuit failure, the vehicle can be retreated and pulled while suppressing the motor failure. Can be possible.

1 is an overall block diagram (part 1) of a vehicle. 3 is a circuit diagram schematically showing the configuration of a PCU and first to third MGs. FIG. It is a figure which shows an example of the radial direction cross section of 3MG. It is a functional block diagram of ECU. It is a flowchart (the 1) which shows an example of the process sequence of ECU. It is a flowchart (the 2) which shows an example of the process sequence of ECU. It is a figure which shows the modification of a magnetic field control circuit. FIG. 3 is an overall block diagram (part 2) of the vehicle. It is the figure which showed the state of the engine, 1st MG, and 2nd MG on the alignment chart. It is a flowchart (the 3) which shows an example of the process sequence of ECU.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. In the drawings, the same or corresponding parts are denoted by the same reference numerals and description thereof will not be repeated.
[Example 1]
FIG. 1 is an overall block diagram of a vehicle 1 according to the present embodiment.

The vehicle 1 includes a left and right front wheel 2, a front wheel drive device FD for driving the front wheel 2, a left and right rear wheel 3, a rear wheel drive device RD for driving the rear wheel 3, and an ECU (Electronic Control Unit). ) 100. That is, the vehicle 1 is a four-wheel drive vehicle (4WD vehicle) that can travel by driving the front wheels 2 and the rear wheels 3.

The front wheel drive device FD includes an engine 10, a first MG (Motor Generator) 20, a second MG 30, a power split device 40, a PCU (Power Control Unit) 60, and a battery 70. Front wheel drive device FD drives front wheels 2 with a driving force output from at least one of engine 10 and second MG 30. That is, vehicle 1 is also a hybrid vehicle that travels with a driving force output from at least one of engine 10 and second MG 30.

Engine 10, first MG 20 and second MG 30 are connected via power split device 40. The power generated by the engine 10 is divided into two paths by the power split device 40. That is, one is a path that is transmitted to the front wheels 2 via the speed reducer 4, and the other is a path that is transmitted to the first MG 20.

The engine 10 is controlled by a control signal from the ECU 100. First MG 20 and second MG 30 are AC motors, for example, three-phase AC synchronous motors. First MG 20 generates power using the power of engine 10 divided by power split device 40. Second MG 30 generates a driving force using at least one of the electric power stored in battery 70 and the electric power generated by first MG 20. Then, the driving force of the second MG 30 is transmitted to the front wheels 2 via the speed reducer 4. When the vehicle is braked, the second MG 30 is driven by the front wheels 2 via the speed reducer 4, and the second MG 30 operates as a generator. Thereby, 2nd MG30 functions also as a regenerative brake which converts kinetic energy of vehicles into electric power. The regenerative power generated by second MG 30 is stored in battery 70.

The power split device 40 includes a planetary gear including a sun gear, a pinion gear, a carrier, and a ring gear. The pinion gear engages with the sun gear and the ring gear. The carrier supports the pinion gear so as to be capable of rotating, and is connected to the crankshaft of the engine 10. The sun gear is connected to the rotation shaft of the first MG 20. The ring gear is connected to the rotation shaft of second MG 30 and speed reducer 4. As described above, the engine 10, the first MG 20, and the second MG 30 are connected via the power split device 40 formed of planetary gears, so that the engine rotation speed Ne, the first MG rotation speed (the rotation speed of the rotation shaft of the first MG 20). Nm1 and the second MG rotation speed (rotation speed of the rotation shaft of the second MG 30) Nm2 are connected by a straight line in the nomograph (see FIG. 9 described later).

The PCU 60 is controlled by a control signal from the ECU 100. PCU 60 converts the DC power stored in battery 70 into AC power that can drive first MG 20 and second MG 30 and outputs the converted AC power to first MG 20 and / or second MG 30. Thereby, first MG 20 and / or second MG 30 are driven by the electric power stored in battery 70. Further, the PCU 60 converts the AC power generated by the first MG 20 and / or the second MG 30 into DC power that can charge the battery 70 and outputs the DC power to the battery 70. Thereby, battery 70 is charged with the electric power generated by first MG 20 and / or second MG 30.

The battery 70 is a DC power source that stores electric power for driving the first MG 20 and / or the second MG 30, and is formed of, for example, a secondary battery such as nickel metal hydride or lithium ion. The voltage of the battery 70 is about 200V, for example. Note that a large-capacity capacitor can also be used as the battery 70.

The rear wheel drive device RD includes a third MG 50, a PCU 60, and a battery 70. Third MG 50 generates a driving force using electric power stored in battery 70 in the 4WD mode. Then, the driving force of the third MG 50 is transmitted to the rear wheel 3 via the speed reducer 5. In the 2WD mode, the driving force of the third MG 50 is stopped, but the rotation of the driven rear wheel 3 is transmitted to the third MG 50 via the speed reducer 5, so that the third MG 50 is also rotated.

The ECU 100 includes a CPU (Central Processing Unit) (not shown) and a memory, and is configured to execute predetermined arithmetic processing based on information stored in the memory and information from each sensor (not shown).

The ECU 100 causes the vehicle 1 to travel in the 2WD mode during normal times, and causes the vehicle 1 to travel in the 4WD mode when the driving force of the rear wheels 3 is required, such as when the vehicle 1 starts or when the user requests the 4WD mode.

In the 4WD mode, both the front wheel 2 and the rear wheel 3 are driven by the front wheel drive device FD and the rear wheel drive device RD. On the other hand, in the 2WD mode, the front wheels 2 are driven by the front wheel drive device FD, but the rear wheel drive device RD is stopped and the rear wheels 3 are driven.

FIG. 2 is a circuit diagram schematically showing the configuration of the PCU 60 and the first to third MGs 20, 30, and 50.

PCU 60 includes a converter 61 and an inverter 62.
Converter 61 includes a reactor, two switching elements, and two diodes. Converter 61 is controlled by a control signal from ECU 100 and performs voltage conversion between battery 70 and inverter 62.

The inverter 62 includes an inverter 62A for driving and controlling the first MG 20, an inverter 62B for driving and controlling the second MG 30, and an inverter 62C for driving and controlling the third MG 50. Inverters 62A, 62B, and 62C are connected to converter 61 in parallel with each other.

Each of inverters 62A, 62B, and 62C includes U, V, and W phase upper and lower arms (switching elements). In FIG. 2, only the configuration of the inverter 62C is shown in detail, but the configurations of the inverters 62A, 62B, and 62C are basically the same. Each of the upper and lower arms of inverters 62A, 62B, 62C is controlled by a control signal from ECU 100, converts the DC power converted by converter 61 into AC power, and outputs the AC power to first to third MGs 20, 30, 50, respectively. .

The inverters 62A, 62B, 62C are provided with monitoring sensors 63A, 63B, 63C, respectively. These monitoring sensors 63A, 63B, and 63C monitor currents and temperatures of the inverters 62A, 62B, and 62C, respectively. Monitoring sensors 63A, 63B, and 63C output fail signals Ffr1, Ffr2, and Frr to ECU 100 when an abnormality such as overcurrent or overheating occurs in each inverter.

Current sensors 64A, 64B, and 64C are provided between the inverter 62A and the first MG 20, between the inverter 62B and the second MG 30, and between the inverter 62C and the third MG 50, respectively. Current sensors 64A, 64B, and 64C detect current Ifr1 that flows through first MG 20, current Ifr2 that flows through second MG 30, and current Irr that flows through third MG 50, respectively, and outputs the detection results to ECU 100.

The first to third MGs 20, 30, and 50 are all field winding type motor generators of a stator coil power supply system. In FIG. 2, only the configuration of the third MG 50 is shown in detail, but the configurations of the first to third MGs 20, 30, 50 are basically the same. In the following, the third MG 50 will be mainly described as a representative of these, but the same applies to the first MG 20 and the third MG 30.

FIG. 3 is a view showing an example of a cross section in the radial direction of the third MG 50. As shown in FIGS. 2 and 3, third MG 50 includes a stator S and a rotor R.

The stator S includes a stator core S1 and an armature winding (stator coil) S2. The armature winding S2 is wound around a tooth portion provided in the stator core S1. The rotor R includes a rotor core R1 and a field winding (rotor coil) L. The field winding L is wound around a tooth portion provided in the rotor core R1.

Furthermore, the rotor R includes a field control circuit D and a switch SW provided on a closed circuit including the field winding L as shown in FIG. That is, the field winding L is short-circuited by the field control circuit D and the switch SW. For example, a diode can be used as the field control circuit D. Also, as shown in FIG. 3, when there are a plurality of teeth of the rotor core R1, a closed circuit formed by the field winding L, the field control circuit D, and the switch SW is connected to the plurality of teeth of the rotor core R1. A plurality may be provided corresponding to each.

When the switch SW is closed, a current flows through the field winding L, and an N pole is formed on one of the tooth portions provided on the rotor core R1, and an S pole is formed on the other. That is, when the switch SW is closed, the field winding L functions as an electromagnet. Thereby, 3rd MG50 functions as a motor (what is called a rare earthless motor) which does not use the permanent magnet which makes rare earth (rare earth), such as neodymium, the main material. Third MG 50 may be a motor in which the amount of permanent magnet used is reduced by using a permanent magnet and field winding L (electromagnet) in combination.

On the other hand, when the switch SW is opened, the current flowing through the field winding L is cut off and the field winding L does not generate a magnetic field. That is, when the switch SW is opened, the field winding L does not function as an electromagnet.

The opening / closing of the switch SW is controlled by a control signal from the ECU 100. In this embodiment, the switch SW corresponds to the “magnetic field control circuit” of the present invention.

As described above, the configuration of the first MG 20 and the second MG 30 is basically the same as the structure of the second MG 50. Therefore, although not shown in detail in FIG. 2, the rotors of the first MG 20 and the second MG 30 are also provided with a closed circuit including the field winding L, the field control circuit D, and the switch SW. Hereinafter, for convenience of description, the switches SW provided in the first to third MGs 20, 30, and 50 may be described separately from “switch SWfr1,” “switch SWfr2,” and “switch SWrr”, respectively.

In the vehicle 1 having the above-described configuration, among the first to third MGs 20, 30, and 50, a motor that is normally unnecessary to operate is transmitted from the front wheel 2 or the rear wheel 3 that is driven during retreating or towing. If the motor is dragged by a rotating force (hereinafter referred to as “driven rotation”), a counter electromotive voltage is generated in the motor that does not require operation, and the motor may be damaged. There is.

For example, if any of the inverters 62A, 62B, 62C has a short circuit failure, and the motor connected to the inverter that has a short circuit failure during evacuation traveling or towing is subject to driven rotation, the counter electromotive voltage of the motor generated by the driven rotation May be applied to an inverter having a short circuit fault, and an excessive short circuit current may flow through the inverter having a short circuit fault. If this excessive short-circuit current flows through the motor, there is a concern that the motor and the high-voltage cable connecting the motor and the inverter will abnormally generate heat and fail. Moreover, if an excessive short-circuit current flows in a motor having a permanent magnet in part, it may cause demagnetization of the motor.

Therefore, the ECU 100 according to the present embodiment determines whether or not the first to third MGs 20, 30, and 50 are required to operate, and if there is a motor that does not require operation, the field winding L of the motor does not generate a magnetic field. The switch SW corresponding to the motor is controlled to open. This is the most characteristic point of the present invention.

FIG. 4 is a functional block diagram of the ECU 100. ECU 100 includes an operation necessity determination unit 110 and a field current control unit 120.

The operation necessity determination unit 110 determines whether the first to third MGs 20, 30, and 50 are necessary. When there is a motor that does not require operation, the operation necessity determination unit 110 outputs information indicating the motor that does not require operation to the field current control unit 120. Here, the “motor that does not need to be operated” includes a motor that does not need to be operated in the first place and a motor that needs to be stopped due to an abnormality in the inverter.

When the field current control unit 120 receives information indicating the motor that does not require operation from the operation necessity determination unit 110, the field current control unit 120 opens the switch SW corresponding to the field winding L of the motor that does not require operation as necessary. Control. As a result, even if a motor that does not require operation is subject to driven rotation, the field winding L of the motor does not generate a magnetic field, so that the generation of a counter electromotive voltage in the motor can be suppressed. it can. Therefore, even when the inverter has a short-circuit failure, the vehicle 1 can be evacuated and pulled while suppressing the motor failure.

FIG. 5 is a flowchart showing an example of a processing procedure of the ECU 100 when the above function is applied to the third MG 50. Note that the flowchart shown in FIG. 5 is repeatedly executed at a predetermined cycle during traveling in the 4WD mode. Hereinafter, for convenience of explanation, the third MG 50 is also referred to as a “rear motor”, and the inverter 62C for driving the third MG 50 is also referred to as a “rear inverter”. When the above function is applied only to the rear motor, the first MG 20 and the second MG 30 do not necessarily have to be field winding type motor generators.

In step (hereinafter, step is abbreviated as “S”) S10, ECU 100 determines whether or not a fail signal Frr (a signal indicating abnormality such as overcurrent or overheating of the rear inverter) is received from monitoring sensor 63C. .

When fail signal Frr is not received (NO in S10), ECU 100 moves the process to S11 and continues running in the 4WD mode.

On the other hand, when a rear fail signal is received (YES in S10), ECU 100 determines that the rear motor is a “motor that does not require operation”, and moves the process to S12 to shut off the rear inverter. Note that “cut off the inverter” means that the operation of the switching element of the inverter is stopped and opened. Although the operation of the rear motor is stopped by shutting off the rear inverter, the rear motor is driven to rotate by the rotation of the driven rear wheel 3.

The ECU 100 determines whether or not the rear inverter has a short circuit failure in the subsequent S13. For example, ECU 100 determines that the rear inverter has a short circuit fault when current Irr (detected value of current sensor 64C) flowing through the rear motor is a positive value. That is, when the back electromotive voltage generated in the rear motor by driven rotation is applied to the rear inverter, no current flows through the rear motor and the current Irr should be almost zero unless the rear inverter is short-circuited. When the inverter is short-circuited, a short-circuit current flows between the rear inverter and the rear motor, and the current Irr becomes a positive value (a value greater than 0). The ECU 100 uses this phenomenon to determine whether there is a short-circuit fault in the rear inverter.

If the rear inverter has a short circuit failure (YES in S13), the ECU 100 controls to open (turn off) the switch SWrr corresponding to the field winding L of the rear motor in S14. As a result, even if the rear motor is driven to rotate, the field winding L of the rear motor does not generate a magnetic field, so that the generation of a counter electromotive voltage in the rear motor can be suppressed. Therefore, even if the rear inverter is short-circuited, the vehicle 1 can be evacuated and towed while suppressing the failure of the rear motor. Thereafter, the ECU 100 moves the process to S15. If the rear inverter is not short-circuited (NO in S13), ECU 100 proceeds to S15 without performing S14.

In S15, the ECU 100 switches the traveling mode from the 4WD mode to the 2WD mode and continues traveling of the vehicle 1. That is, ECU 100 retreats vehicle 1 in the 2WD mode.

As described above, in the vehicle 1 according to the present embodiment, when there is a motor that does not require operation, the ECU 100 opens the switch SW corresponding to the motor so that the field winding L of the motor does not generate a magnetic field. To control. For example, as described with reference to FIG. 5, if a rear inverter abnormality occurs during traveling in the 4WD mode, the ECU 100 controls the rear motor switch SWrr to open and then causes the vehicle 1 to retreat in the 2WD mode. . Therefore, even if the rear motor is driven and rotated during the retreat travel, generation of a counter electromotive voltage in the rear motor can be suppressed. As a result, even if the rear inverter is short-circuited, the retreat travel in the 2WD mode can be performed while suppressing the rear motor failure.

In this embodiment, the vehicle 1 is four-wheel drive, but the present invention can also be applied to a two-wheel drive vehicle (see FIG. 8 described later). In this embodiment, the vehicle 1 is a hybrid vehicle. However, the present invention is applicable to all vehicles that generate vehicle driving force by electric energy, such as an electric vehicle and a fuel cell vehicle. Also, the type of hybrid vehicle is not particularly limited, and may be a hybrid vehicle with a single motor, for example, or a plug-in hybrid vehicle capable of charging a vehicle battery with a power source external to the vehicle.
<Modification 1 of Example 1>
In FIG. 5 of the above-described first embodiment, when the rear inverter malfunctions, the rear motor is controlled to be “motor unnecessary” and the rear motor switch SWrr is opened. Alternatively or in addition, when it is not necessary to operate the rear motor, the rear motor switch SWrr may be opened by setting the rear motor as a “motor that does not require operation”.

FIG. 6 is a flowchart illustrating an example of a processing procedure of the ECU 100 according to the present modification. Note that the flowchart shown in FIG. 6 is repeatedly executed at a predetermined cycle when the vehicle 1 is in a travelable state (READY-ON state).

In S20, ECU 100 closes switch SWfr1 of first MG 20 and switch SWfr2 of second MG 30.

In S21, ECU 100 determines whether or not the vehicle is starting. In S22, ECU 100 determines whether or not the user requests traveling in the 4WD mode (for example, whether or not the user is pressing a 4WD switch not shown). These determinations are an example of processing for determining whether or not it is necessary to operate the rear motor in the first place.

When starting the vehicle (YES in S21) or requesting 4WD traveling (YES in S22), ECU 100 selects traveling in the 4WD mode because it is necessary to operate the rear motor, and switches the rear motor in S23. Close SWrr.

On the other hand, when it is not when the vehicle starts (NO at S21) and when it is not when 4WD travel is requested (NO at S22), ECU 100 does not need to operate the rear motor in the first place and travels in 2WD mode. In step S24, the rear motor switch SWrr is opened.

In this way, even when the rear inverter is short-circuited during traveling in the 2WD mode, by opening the switch SWrr of the rear motor in advance when traveling in the 2WD mode (when it is not necessary to operate the rear motor) It is possible to prevent the back electromotive voltage from being generated in the rear motor that is driven to rotate. Therefore, it is possible to travel in the 2WD mode while avoiding a failure of the rear motor.
<Modification 2 of Example 1>
In the first embodiment described above, the switch SW provided on the closed circuit including the field winding L is a “magnetic field control circuit”, and the ECU 100 controls the opening and closing of the switch SW, whereby the magnetic field generated by the field winding L is controlled. Controlled generation and stoppage.

Instead, as shown in FIG. 7, the power supply circuit PS provided on the closed circuit including the field winding L is referred to as a “magnetic field control circuit”, and the current supplied to the field winding L by the power supply circuit PS is You may make it control generation | occurrence | production and a stop of the magnetic field by the field winding L by controlling ECU100.
[Example 2]
In the first embodiment, the vehicle 1 is four-wheel drive. However, as described above, the present invention can also be applied to a two-wheel drive vehicle.

FIG. 8 is an overall block diagram of the vehicle 1A according to the present embodiment. A vehicle 1A shown in FIG. 8 differs from the vehicle 1 shown in FIG. 1 in that the rear wheel drive device RD is not provided. Other structures are the same as those in the first embodiment.

The vehicle 1A includes a normal travel mode and a retreat travel mode as travel modes.
In the normal travel mode, the ECU 100 switches between electric vehicle travel (hereinafter referred to as “EV travel”) and hybrid vehicle travel (hereinafter referred to as “HV travel”) as necessary. In the EV travel, the engine 10 is stopped and the vehicle 1A travels with the power of the second MG 30. In the HV traveling, the engine 10 is started and the vehicle 1A is traveled by the power of both the engine 10 and the second MG 30.

On the other hand, in the retreat travel mode, the ECU 100 selects either EV travel or engine travel (hereinafter referred to as “ENG travel”). In the EV travel, the engine 10 is stopped as described above, and the vehicle 1A is traveled by the power of the second MG 30. In the ENG traveling, the first MG rotational speed Nm1 is fixed at 0, and the vehicle 1A travels with the power of the engine 10.

FIG. 9 is a diagram showing the states of the engine 10, the first MG 20, and the second MG 30 on an alignment chart. Note that, as described above, the engine rotational speed Ne, the first MG rotational speed Nm1, and the second MG rotational speed Nm2 are connected by a straight line in the alignment chart.

During HV traveling, as indicated by collinear line L1, ECU 100 causes vehicle 1A to travel with the power of both engine 10 and second MG 30. At this time, the first MG 20 is controlled to take on the reaction force of the engine 10.

During EV traveling, as indicated by the collinear line L3, the ECU 100 causes the vehicle 1A to travel with the power of the second MG 30 in a state where the engine 10 is stopped (a state where the engine rotational speed Ne = 0). At this time, the first MG 20 enters a non-control state (free state) and is rotated according to the rotation of the second MG 30 from the relationship of the nomograph. That is, during EV travel, the first MG 20 is subject to driven rotation.

During ENG traveling, as indicated by collinear L2, ECU 100 causes vehicle 1A to travel with the power of engine 10 in a state where first MG 20 is controlled to fix first MG rotation speed Nm1 to zero. At this time, the second MG 30 enters a non-control state (free state) and is rotated according to the rotation of the engine 10 from the relationship of the alignment chart. That is, during ENG traveling, the second MG 30 is subject to driven rotation.

FIG. 10 is a flowchart showing an example of a processing procedure of the ECU 100 according to the present embodiment. Note that the flowchart shown in FIG. 10 is repeatedly executed at predetermined intervals while the vehicle 1A is traveling. Hereinafter, for convenience of explanation, the inverter 63A for driving the first MG 20 is also referred to as “first inverter”, and the inverter 63B for driving the second MG 30 is also referred to as “second inverter”.

In S30, ECU 100 determines whether or not fail signal Ffr1 (a signal indicating abnormality such as overcurrent or overheating of the first inverter) is received from monitoring sensor 63A.

When fail signal Ffr1 is received (YES in S30), ECU 100 determines in S31 whether fail signal Ffr2 (a signal indicating abnormality such as overcurrent or overheating of the second inverter) is received from monitoring sensor 63B. judge.

When fail signal Ffr1 is received and fail signal Ffr2 is also received (YES in S31), ECU 100 stops traveling of vehicle 1 in S40.

When fail signal Ffr1 is received but fail signal Ffr2 is not received (NO in S31), ECU 100 shuts off the first inverter in S50. In subsequent S51, ECU 100 determines whether or not the first inverter has a short-circuit failure. If the first inverter has a short-circuit failure (YES in S51), the field of first MG 20 in S52. Control is performed to open the switch SWfr1 corresponding to the winding L. Then, the ECU 100 selects the retreat travel mode in S53 and causes the vehicle 1 to retreat with EV travel. Thereby, even if the first MG 20 is driven and rotated during the retreat travel by EV travel, the generation of the counter electromotive voltage in the first MG 20 can be suppressed.

On the other hand, when fail signal Ffr1 has not been received (NO in S30), ECU 100 determines in S32 whether fail signal Ffr2 has been received from monitoring sensor 63B.

If fail signal Ffr1 has not been received and fail signal Ffr2 has not been received (NO in S32), ECU 100 causes vehicle 1 to travel in the normal travel mode in S70.

When fail signal Ffr1 is not received but fail signal Ffr2 is received (YES in S32), ECU 100 shuts off the second inverter in S60. In subsequent S61, ECU 100 determines whether or not the second inverter has a short circuit failure. If the second inverter has a short circuit failure (YES in S61), the field of second MG 30 in S62. Control is performed so that the switch SWfr2 corresponding to the winding L is opened. Then, the ECU 100 selects the retreat travel mode in S63 and causes the vehicle 1 to retreat with ENG travel. Thereby, even if the second MG 30 is driven and rotated during the retreat travel by ENG travel, it is possible to suppress the generation of the back electromotive voltage in the second MG 30.

As described above, in the vehicle 1 </ b> A according to the present embodiment, the ECU 100 controls the motor SW connected to the inverter in which the abnormality has occurred among the first inverter and the second inverter to open the normal inverter. The vehicle 1 is retreated using a motor connected to the vehicle. Therefore, even if the motor connected to the inverter in which an abnormality has occurred during the evacuation travel is driven to rotate, the generation of the counter electromotive voltage in the motor can be suppressed. As a result, even if an abnormal inverter is short-circuited, it is possible to perform retreat travel using a motor connected to a normal inverter while suppressing a failure of the motor connected to the abnormal inverter. .

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

1 vehicle, 2 front wheels, 3 rear wheels, 4,5 speed reducer, 10 engine, 20 1st MG, 30 2nd MG, 50 3rd MG, 40 power split device, 60 PCU, 61 converter, 62 inverter, 62A inverter (first Inverter), 62B inverter (second inverter), 63C inverter (third inverter), 63A, 63B, 63C monitoring sensor, 64A, 64B, 64C current sensor, 70 battery, 100 ECU, 110 necessity determination unit, 120 field Current controller, D field control circuit, FD front wheel drive, L field winding, PS power supply, R rotor, R1 rotor core, RD rear wheel drive, S stator, S1 stator core, S2 armature winding, SW, SWfr1, SWfr2, SWrr switch.

Claims (9)

A plurality of motors (20, 30, 50) each having a rotor (R) including a field winding (L);
A magnetic field control circuit (SW, PS) for controlling the magnetic field generated by the field winding;
A control device (100) for controlling the magnetic field control circuit,
The said control apparatus is a vehicle which controls the said magnetic field control circuit so that the said field winding of the motor which does not require operation | movement among these motors does not generate | occur | produce a magnetic field. The magnetic field control circuit is composed of a plurality of switches (SW) that respectively form closed circuits with the field windings of the plurality of motors,
The vehicle according to claim 1, wherein the control device opens the switch corresponding to the field winding of the motor that does not require operation. The vehicle further includes a plurality of inverters (62) for driving the plurality of motors, respectively.
When an abnormality occurs in any of the plurality of inverters, the control device stops the operation of the inverter in which the abnormality has occurred, and corresponds to the field winding of the motor connected to the stopped inverter. The vehicle according to claim 2, wherein the switch is opened. The vehicle is a four-wheel drive vehicle that travels with a driving force generated by at least one of a front wheel drive device (FD) and a rear wheel drive device (RD),
At least one of the plurality of motors is a rear wheel driving rear motor constituting a part of the rear wheel driving device,
The control device stops the operation of the rear inverter when an abnormality occurs in a rear inverter for driving the rear motor during traveling of the vehicle using the power of both the front wheel drive device and the front wheel drive device. 4. The vehicle according to claim 3, wherein the switch corresponding to the field winding of the rear motor is opened and vehicle travel is continued using the front wheel drive device. 5. The vehicle has a driving force generated by a driving device (FD) including an engine, a first motor, a second motor, and a planetary gear device connected to the engine, the first motor, and the second motor. Is a hybrid vehicle that runs on
At least two of the plurality of motors are the first motor and the second motor,
When an abnormality occurs in the first inverter for driving the first motor, the control device stops the operation of the first inverter and switches the switch corresponding to the field winding of the first motor. 4. The vehicle according to claim 3, wherein the vehicle is opened and the vehicle is driven by power of either the engine or the second motor. The planetary gear device includes a sun gear coupled to the first motor, a ring gear coupled to the second motor, a pinion gear engaged with the sun gear and the ring gear, and a pinion gear coupled to the engine and capable of rotating the pinion gear. And supporting carrier,
When an abnormality occurs in the first inverter for driving the first motor, the control device stops the operation of the first inverter and switches the switch corresponding to the field winding of the first motor. The vehicle according to claim 5, wherein the vehicle is driven by the power of the second motor in an open state and the engine is stopped. When an abnormality occurs in the second inverter for driving the second motor, the control device stops the operation of the second inverter and switches the switch corresponding to the field winding of the second motor. The vehicle according to claim 6, wherein the vehicle is driven by the power of the engine in an open state and the rotation speed of the first motor is fixed. The magnetic field control circuit includes a plurality of power supply circuits (PS) that respectively control currents flowing through the field windings of the plurality of motors.
2. The vehicle according to claim 1, wherein the control device controls the power supply circuit corresponding to the motor not requiring operation so that no current flows through the field winding of the motor not requiring operation. A plurality of motors (20, 30, 50) each having a rotor (R) including a field winding (L), and a magnetic field control circuit (SW, PS) for controlling a magnetic field generated by the field winding; A vehicle control method comprising:
Determining whether the plurality of motors need to be operated; and
And a step of controlling the magnetic field control circuit so that the field winding of the motor determined not to be operated does not generate a magnetic field.

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