JP2015174546A - Rotating electrical machine control device and rotating electrical machine control system - Google Patents

Abstract

When a first rotating electrical machine and a second rotating electrical machine are provided and only one of them is operated, drag loss in the other rotating electrical machine that is not operating is suppressed. An engine 111, an MG 116 as a first rotating electrical machine, and an MG 125 as a second rotating electrical machine are provided. ECU 100 operates at least one of MGs 116 and 125 according to the required rotational speed and the required torque, and outputs a driving force. Of the MG 116 and MG 125, the MG in the operation stop state reduces the drag loss by zero or minimizing the amount of flux linkage of the stator. [Selection] Figure 4

Description

  The present invention relates to a control device for a variable field type rotating electrical machine and a rotating electrical machine control system.

  Patent Document 1 below includes an internal combustion engine, a generator, a motor, a first gear connected to the generator, a second gear connected to the motor, and a third gear connected to the internal combustion engine. A hybrid vehicle in which a differential gear unit connected to an output shaft is described, and is free when the internal combustion engine rotates in the forward direction and locks when the internal combustion engine tries to rotate in the reverse direction It is described that a clutch is provided to reduce the driving force of the motor by adding the driving force of the generator to the running torque of the hybrid vehicle.

  Further, when the vehicle speed V is lower than 30 km / h, the internal combustion engine is stopped and the driving force of the motor is supplemented by the driving force of the generator. When the vehicle speed V is 30 km / h or higher, the driving force of the internal combustion engine is It is described that the driving force of the motor is supplemented. Further, it is described that the hybrid vehicle is driven by a driving force of a generator in a low load region where the vehicle speed V is lower than 30 km / h and by a driving force of a motor in a high load region.

JP 2000-355224 A

  In the above-described prior art, depending on the vehicle speed or the load state, the generator may operate and the motor may stop, or the generator may stop and the motor may operate. There is a problem that drag loss (eddy current loss) occurs due to the presence of interlinkage magnetic flux, and efficiency is lowered.

  There are various types of hybrid vehicles, such as a series type, a parallel type, and a combination of a series type and a parallel type. Regardless of the type, the hybrid vehicle includes at least a first rotating electric machine and a second rotating electric machine. The rotary electric machine and the second rotary electric machine can be connected to the output shaft, and a similar drag loss can occur in a system that drives at least one of the first rotary electric machine and the second rotary electric machine.

  Therefore, an object of the present invention is to provide a control device and a rotating electrical machine that can suppress dragging loss in the other rotating electrical machine that is not operating when only one of the rotating electrical machines is operated. To provide a control system.

  In the control device for a rotating electrical machine according to the present invention, the rotating electrical machine includes a variable field type first rotating electrical machine and a second rotating electrical machine in which the amount of flux linkage of the stator is variable, and according to the required rotational speed and the required torque. It is characterized by comprising means for controlling at least one of the first rotating electrical machine and the second rotating electrical machine to be in an operating state and controlling the amount of flux linkage of the rotating electrical machine in a stopped state.

In the present invention, when controlling at least one of the first rotating electrical machine and the second rotating electrical machine to the operating state,
(A) The first rotating electrical machine is operated to stop the operation of the second rotating electrical machine. (B) The second rotating electrical machine is operated to stop the operation of the first rotating electrical machine. (C) Both the first rotating electrical machine and the second rotating electrical machine are operated. There are three modes of operation. In the case of (a), the drag loss of the second rotating electrical machine caused by the operation of the first rotating electrical machine is reduced by controlling the amount of flux linkage of the second rotating electrical machine to be small. In the case of (b), the drag loss of the first rotating electrical machine caused by the operation of the second rotating electrical machine is reduced by controlling the amount of flux linkage of the first rotating electrical machine to be small.

  In one embodiment of the present invention, among the first rotating electrical machine and the second rotating electrical machine, the amount of flux linkage of the rotating electrical machine in the operating state is maximized, and the amount of flux linkage of the rotating electrical machine in the stopped state is minimized. It is characterized by becoming.

  A rotating electrical machine control system according to the present invention includes a variable field type first rotating electrical machine in which the amount of flux linkage of the stator is variable, a variable field type second rotating electrical machine in which the amount of flux linkage of the stator is variable, Control for controlling at least one of the first rotating electrical machine and the second rotating electrical machine to be in an operating state according to the rotational speed and the required torque, and controlling the amount of interlinkage magnetic flux of the rotating electrical machine in a stopped state. And a device.

  In one embodiment of the present invention, the control device maximizes the amount of magnetic flux linkage of the rotating electric machine in the operating state among the first rotating electric machine and the second rotating electric machine, and the chain of the rotating electric machine in the operation stopped state. It is characterized by minimizing the amount of magnetic flux exchange.

  In another embodiment of the present invention, the control device operates only the first rotating electrical machine when the required rotational speed and the required torque are relatively small, and the required rotational speed is relatively small. When the required torque is relatively large, only the second rotating electrical machine is operated, and when the required torque is relatively large, the first rotating electrical machine and the second rotating electrical machine are operated. To do.

  In still another embodiment of the present invention, the first rotating electric machine and the second rotating electric machine are a stator, a first rotor element and a first rotor element that are arranged to face the stator and to face each other in the rotation axis direction. And the second rotor element includes a rotor rotatable relative to the first rotor element, and the control device rotates the second rotor element relative to each other to link the stator. The magnetic flux amount is variable.

  The rotating electrical machine control system of the present invention can be applied to a vehicle such as a hybrid vehicle.

  According to the present invention, when the first rotating electrical machine and the second rotating electrical machine are provided and only one of them is operated, drag loss in the other rotating electrical machine that is not operating can be suppressed to improve efficiency. .

It is a basic lineblock diagram of a rotation electrical machinery. It is AA sectional drawing of FIG. It is phase explanatory drawing of a main rotor and a subrotor. It is a system configuration figure of an embodiment. It is a graph which shows the relationship between the vehicle speed of embodiment, drive force, and the drive state of MG1, MG2.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings.

<Basic configuration of rotating electrical machine>
1 and 2 show a basic configuration of the rotating electrical machine in the present embodiment. FIG. 1 shows a cross-sectional view as viewed from a direction orthogonal to the rotation axis direction of the rotating electrical machine, and FIG. 2 shows a view corresponding to the AA cross section of FIG.

  The rotating electrical machine includes a stator 28 fixed to a casing and a rotor 28 that is opposed to the stator 24 in the radial direction with a predetermined gap and is rotatable relative to the stator 24. In the example of FIG. 1, the rotor 28 is disposed to face the stator 24 at a position on the inner peripheral side of the stator 24.

  The stator 24 includes a stator core 36 and three-phase stator coils 38u, 38v, and 38w of U phase, V phase, and W phase, which are a plurality of phases disposed on the stator core 36 along the circumferential direction thereof. When a three-phase alternating current flows through the three-phase stator coils 38u, 38v, and 38w, a rotating magnetic field that rotates in the circumferential direction of the stator is generated.

  The rotor 28 includes a main rotor (first rotor element) 40 and a sub-rotor (second rotor element) 42 which are disposed to face the stator 24 in the radial direction in a state adjacent to the rotation axis direction. The main rotor 40 and the sub-rotor 42 are arranged to face each other with a gap in the rotation axis direction. In FIG. 1, the main rotor 40 is disposed on one side (left side in the drawing) in the rotation axis direction relative to the sub-rotor 42, the main rotor 40 is radially opposed to one side in the rotation axis direction of the stator core 36, and the sub-rotor 42 is It faces the other side (right side in the drawing) of the stator core 36 in the radial direction.

  The main rotor 40 includes a main rotor core 46 in which a plurality of electromagnetic steel plates are stacked in the rotation axis direction, and a plurality of main permanent magnets 48n and 48s disposed on the main rotor core 46 at equal intervals along the circumferential direction. . In FIG. 2, the main permanent magnets 48n and 48s of the main rotor 40 are shown through. In FIG. 2, the main permanent magnets 48 n and 48 s are embedded in a V shape as a pair at a plurality of positions in the circumferential direction of the main rotor core 46, but are not limited thereto. The main permanent magnet 48n has an N pole on the outer peripheral side, and the main permanent magnet 48s has an S pole on the outer peripheral side. Since the main permanent magnets 48n and 48s are alternately arranged in the circumferential direction, the polarities of the main permanent magnets 48n and 48s are alternately different in the circumferential direction.

  The sub-rotor 42 includes a sub-rotor core 54 in which a plurality of electromagnetic steel plates are stacked in the rotation axis direction, and a plurality of sub-permanent magnets 56n and 56s disposed on the sub-rotor core 54 at equal intervals along the circumferential direction. . The sub permanent magnets 56n and 56s are embedded in a V shape as a pair at a plurality of positions in the circumferential direction of the sub rotor core 54, but are not limited thereto. The auxiliary permanent magnet 56n has an N pole on the outer peripheral side, and the auxiliary permanent magnet 56s has an S pole on the outer peripheral side. Since the secondary permanent magnets 56n and 56s are alternately arranged in the circumferential direction, the polarities of the secondary permanent magnets 56n and 56s are alternately different in the circumferential direction. The circumferential interval between the sub permanent magnets 56n and 56s is equal to the circumferential interval between the main permanent magnets 48n and 48s.

  Restraint plates 61 and 62 are fixed to the main rotor shaft 26 by welding or the like. The restraint plates 61 and 62 are arranged at intervals in the rotational axis direction, the restraint plate 62 is disposed on one side of the restraint plate 61 in the rotational axis direction, and the main rotor 40 is disposed on the restraint plates 61 and 62 in the rotational axis direction. Sandwiched between. The main rotor 40 is engaged with the main rotor shaft 26 by a keyway, a spline, or the like, and rotates integrally with the main rotor shaft 26 and the restraining plates 61 and 62.

  Restraint plates 63 and 64 are fixed to the sub-rotor shaft 52 by welding or the like. The restraint plates 63 and 64 are arranged at a distance from each other in the rotational axis direction, the restraint plate 63 is disposed on one side of the restraint plate 64 in the rotational axis direction, and the auxiliary rotor 42 is disposed on the restraint plates 63 and 64 in the rotational axis direction. Sandwiched between. The sub-rotor 42 is engaged with the sub-rotor shaft 52 by a keyway, a spline, or the like, and rotates integrally with the sub-rotor shaft 52 and the restraining plates 62 and 63. The auxiliary rotor shaft 52 is supported by the bearing 50 so as to be rotatable relative to the main rotor shaft 26, and the auxiliary rotor 42 is rotatable relative to the main rotor 40.

  In the rotating electrical machine of the present embodiment, the field magnetic flux of the rotor 28 acting on the stator 24 is changed by changing the phase relationship between the main rotor 40 and the sub-rotor 42. When the main rotor 40 and the sub rotor 42 have the same polarity of the main permanent magnet 48n and the sub permanent magnet 56n (or the main permanent magnet 48s and the sub permanent magnet 56s) arranged in the same phase in the circumferential direction, Magnetic flux is maximized. On the other hand, when the sub-rotor 42 rotates relative to the main rotor 40, the main permanent magnet 48n and the sub-permanent magnet 56n (or the main permanent magnet 48s and the sub-permanent magnet 56s) are in the opposite polar state where the electrical angle is shifted by 180 degrees. The field magnetic flux is minimized or zero.

  FIG. 3 is a perspective view in which only the main rotor 40 and the sub-rotor 42 are taken out. FIG. 3A shows a state where the main rotor 40 and the sub-rotor 42 are in the same pole facing state, and γ = 0 degrees (deg), where the phase angle is γ. At this time, the field magnetic flux of the rotor 28 acting on the stator 24 is maximized. FIG. 3B shows a state in which the main rotor 40 and the sub-rotor 42 are opposite to each other and γ = 180 degrees (deg). At this time, the field magnetic flux of the rotor 28 acting on the stator 24 is minimized. Thus, the rotating electrical machine of the present embodiment changes the phase relationship between the main rotor 40 and the sub-rotor 42, that is, the relative rotation of the main rotor 40 and the sub-rotor 42 to change the phase angle γ to the stator 24. It functions as a variable field type rotating electrical machine that changes the field magnetic flux of the acting rotor 28.

<System configuration of the embodiment>
In FIG. 4, the system block diagram of the rotary electric machine control system in this embodiment is shown. This is a system configuration when mounted on a hybrid vehicle.

  The output shaft 112 of the engine 111 is connected to the planetary gear unit 113. The post-shift rotation in the planetary gear unit 113 is output to the output shaft 114, and the first counter drive gear 115 is fixed to the output shaft 114. A brake device 150 is provided between the output shaft 112 and the casing 119 to switch whether the output shaft 112 is restrained or rotatable with respect to the casing.

  The planetary gear unit 113 includes a sun gear S, a pinion P that meshes with the sun gear S, a ring gear R that meshes with the pinion P, and a carrier CR that rotatably supports the pinion P. The ring gear R is connected to the first counter drive gear 115 via the output shaft 114, and the carrier CR is connected to the engine 111 via the output shaft 112.

  An MG (motor generator) 116 as a first rotating electrical machine mainly functions as a generator and is connected to the sun gear S of the planetary gear unit 113 via the transmission shaft 117. As shown in FIG. 1, the MG 116 includes a stator 24 and a rotor 28, and the rotor 28 includes a main rotor 40 and a sub-rotor 42 that face each other in the rotation axis direction. The sub-rotor 42 is configured to be rotatable relative to the main rotor 40. MG 116 is electrically connected to a battery (not shown), generates electric power by rotation transmitted through transmission shaft 117, and charges the battery.

  An MG (motor generator) 125 as a second rotating electrical machine mainly functions as a drive motor and is connected to the second counter drive gear 127 via the output shaft 126. The MG 125 has the same configuration as that of the MG 116, and includes a stator 24 and a rotor 28 as shown in FIG. 1, and the rotor 28 includes a main rotor 40 and a sub-rotor 42 that are arranged to face each other in the rotation axis direction. The sub-rotor 42 can rotate relative to the main rotor 40. The MG 125 is also electrically connected to a battery (not shown), and power is supplied from the battery.

  The first counter drive gear 115 and the second counter drive gear 127 are connected by a chain 130. A differential pinion gear 133 is fixed to the counter shaft 131. The differential pinion gear 133 meshes with the differential ring gear 135, the differential device 136 is fixed to the differential ring gear 135, and the driving force is transmitted to the drive wheels.

  As described above, since not only the output shaft 112 of the engine 111 but also the transmission shaft 117 of the MG 116 and the output shaft 126 of the MG 125 can be transmitted to the counter shaft 131, a mode in which only the engine 111 is driven, and a mode in which only the MG 125 is driven. It is possible to travel not only in a mode in which both the engine 111 and the MG 125 are driven, but also in a mode in which only the MG 116 is driven. In the present embodiment, a travel mode in which the engine 111 travels in at least one of MG 116 and MG 125 and the engine 111 is stopped is referred to as an EV travel mode.

  Electronic control unit (ECU) 100 controls operations of MG 116 and MG 125 based on the accelerator opening, the vehicle speed, the state of charge (SOC) of the battery, and the like. Specifically, ECU 100 determines whether or not to operate at least one of MG 116 and MG 125 in accordance with the vehicle speed and the required torque, and controls the operation thereof. Also, the main rotor 40 and the sub-rotor 42 with respect to the operating MG. In order to maximize the flux linkage of the stator 24 by controlling the phase angle of the main rotor 40 and the sub-rotor 42 to 180 degrees with respect to the non-operating MG. Thus, the flux linkage of the stator 24 is minimized. Each MG 116, 125 has a lock mechanism (not shown) for holding the phase angle of the main rotor 40 and the sub rotor 42, and switches between holding and releasing based on a command from the ECU 100.

  FIG. 5 shows the EV travel mode in the present embodiment. In the figure, the horizontal axis represents the vehicle speed (or rotation speed), and the vertical axis represents the required torque (driving force). In the figure, for simplification, MG 116 and MG 125 are denoted as MG1 and MG2, respectively.

In a relatively low vehicle speed range where the vehicle speed is equal to or lower than the threshold Vth2, it is efficient to travel in the EV traveling mode in which the engine 111 is stopped. However, when the traveling motor MG2 is used with a relatively small torque, the efficiency is improved. bad. Therefore, when the required torque is equal to or lower than the threshold value Tth1 in the low vehicle speed range, the ECU 100 operates only MG1 to generate driving force, and MG2 is stopped (MG1 usage range). That is, ECU 100 calculates a current value for driving torque by vector calculation, supplies current to stator coils 38u, 38v, 38w of MG1, and operates MG1 as a motor. At this time, ECU 100 controls the phase angle of main rotor 40 and sub-rotor 42 of MG1 to 0 degrees. That is, based on the angles of the main rotor 40 and the sub-rotor 42 detected by an angle sensor such as a resolver provided in the main rotor 40 and the sub-rotor 42, the phase angle of both rotors is set to 0 degree so that the same poles are opposed. A control signal is output to the actuator to rotate the sub-rotor 42 relatively, and when the phase angle reaches 0 degrees, the actuator is locked by the lock mechanism. The ECU 100 sets the phase angle of both rotors to 180 degrees based on the angles of the main rotor 40 and the sub-rotor 42 detected by the angle sensors provided in the main rotor 40 and the sub-rotor 42 of the MG 2 in the operation stop state. A control signal is output to the actuator so as to be in the opposite pole opposing state, and the sub-rotor 42 is relatively rotated. That is,
MG1: Operation state and phase angle = 0 degree MG2: Operation stop state and phase angle = 180 degree. Even when MG2 is in the operation stop state, the interlinkage magnetic flux is generated in the stator 24 by the permanent magnets 48n, 48s, 56n, and 56s of the rotor 28 of the MG2, and drag loss occurs, but the phase angle of MG2 is set to 180 degrees. By reducing the flux linkage to zero or minimizing drag loss can be reduced. When the vehicle decelerates while traveling with only MG1, MG1 generates electric power by regenerative braking and charges the battery. As described above, when the required torque is small, the efficiency is improved by operating the MG1 for power generation as a motor instead of the MG2 for traveling, and the efficiency is further improved by reducing the drag loss of the MG2 in the operation stop state. Is achieved.

On the other hand, when the required torque exceeds the threshold value Tth1 in the low vehicle speed range, ECU 100 operates only MG2 instead of MG1 to generate driving force, and MG1 is in a stopped state (MG2 usage region). . That is, ECU 100 calculates a current value for driving torque by vector calculation, supplies current to stator coils 38u, 38v, and 38w of MG2, and operates MG2 as a motor. At this time, ECU 100 controls the phase angle of main rotor 40 and sub-rotor 42 of MG2 to 0 degrees. That is, based on the angles of the main rotor 40 and the sub-rotor 42 detected by an angle sensor such as a resolver provided in the main rotor 40 and the sub-rotor 42, the phase angle of both rotors is set to 0 degree so that the same poles are opposed. A control signal is output to the actuator to rotate the sub-rotor 42 relatively, and when the phase angle reaches 0 degrees, the actuator is locked by the lock mechanism. Further, the ECU 100 sets the phase angle of both rotors to 180 degrees based on the angles of the main rotor 40 and the sub-rotor 42 detected by the angle sensors provided in the main rotor 40 and the sub-rotor 42 of the MG 1 in the operation stop state. A control signal is output to the actuator so as to be in the opposite pole opposing state, and the sub-rotor 42 is relatively rotated. That is,
MG1: Operation stopped state and phase angle = 180 degrees MG2: Operation state and phase angle = 0 degrees. Even when the MG1 is in the operation stop state, the permanent magnets 48n, 48s, 56n, and 56s of the rotor 28 of the MG1 generate linkage flux in the stator 24 and cause drag loss, but the phase angle of MG1 is set to 180 degrees. By reducing the flux linkage to zero or minimizing drag loss can be reduced. Note that if the vehicle is in the low vehicle speed range and is less than or equal to the predetermined speed Vth1, the vehicle travels only with MG1, but if the vehicle exceeds the predetermined speed Vth1 even in the low vehicle speed region, MG1 is operated with MG1 stopped. Drive in the MG2 usage area. When the vehicle decelerates while traveling with only MG2, MG2 generates electric power by regenerative braking and charges the battery.

Further, when the required torque is higher than Tth2 in the low vehicle speed range, ECU 100 operates MG1 in addition to MG2 to generate driving force (both MG1 + MG2 use range). That is, ECU 100 calculates a torque current value by vector calculation, supplies current to stator coils 38u, 38v, and 38w of MG1 and MG2, and operates MG1 and MG2 as a motor. At this time, ECU 100 controls the phase angle of main rotor 40 and sub-rotor 42 of MG1 and MG2 to 0 degrees. That is, based on the angles of the main rotor 40 and the sub-rotor 42 detected by an angle sensor such as a resolver provided in the main rotor 40 and the sub-rotor 42, the phase angle of both rotors is set to 0 degree so that the same poles are opposed. A control signal is output to the actuator to rotate the sub-rotor 42 relatively, and when the phase angle reaches 0 degrees, the actuator is locked by the lock mechanism.
MG1: Operating state and phase angle = 0 degree MG2: Operating state and phase angle = 0 degree. When the predetermined speed Vth1 is exceeded while MG1 and MG2 are operated, only MG2 is operated with MG1 being in an operation stop state, and the vehicle travels in the MG2 usage region. Even in this case, when the MG1 is brought into the operation stop state, the ECU 100 controls the phase angle of the main rotor 40 and the sub rotor 42 of the MG1 to 0 degrees to reduce the drag loss. When the vehicle decelerates while traveling on MG1 and MG2, MG1 and MG2 generate power by regenerative braking and charge the battery.

The EV travelable area in this embodiment is defined as follows.
(1) MG1 use region This is a case where the vehicle speed (number of revolutions) is a low vehicle speed region where the threshold value is Vth2 or less, the threshold value is Vth1 or less (where Vth1 <Vth2), and the required torque (driving force) is less than the threshold value Tth1. (2) MG2 usage range This is a case where the vehicle speed (the number of revolutions) is a low vehicle speed range below the threshold Vth2 and below the threshold Vth1, and the required torque exceeds the threshold Tth1 and below the threshold Tth2 (where Tth1 <Tth2). Alternatively, when the vehicle speed (number of revolutions) is a low vehicle speed range where the threshold value is Vth2 or less and exceeds the threshold value Vth1, (3) MG1 + MG2 both use region The vehicle speed (number of revolutions) is a low vehicle speed range where the threshold value is Vth2 or less. When Vth1 or less and the required torque exceeds the threshold value Tth2

  In FIG. 5, in a region where the vehicle speed exceeds the threshold value Vth2 or a required torque exceeds the threshold value Tth2, the engine 11 is started and engine torque is added.

  As mentioned above, although embodiment of this invention was described, this invention is not limited to this, A various deformation | transformation is possible.

  For example, in the present embodiment, a control signal is output to the actuator so that the phase angle is 0 degree for the MG that is in the operation state and the phase angle is 180 degrees for the MG that is in the operation stop state. The sub-rotor 42 is relatively rotated, but the sub-rotor 42 may be relatively rotated by a stator current instead of the actuator. Based on the target rotor phase angle, the angle of the main rotor 40, and the angle of the sub-rotor 42, the ECU 100 calculates a current value necessary for shifting from the current phase angle of the main rotor 40 and the sub-rotor 42 to the target rotor phase angle. Calculate. That is, the stator current value is calculated so that torque is generated in the directions in which the main rotor 40 and the sub-rotor 42 are rotated in opposite directions, and torque that does not contribute to rotation is generated for the entire rotor 28. The calculated stator current value is superimposed on the torque current value and output to the stator coils 38u, 38v, 38w. In addition to changing the phase angle by the actuator or stator current for both MG1 and MG2, the structure for changing the phase angle by MG1 and MG2 may be changed as necessary.

  In the present embodiment, among MG1 and MG2, the MG that is in the operating state is controlled to have a phase angle of 0 degrees, but the phase angle must always be locked to 0 degrees during the operation. For example, the phase angle may be shifted from 0 degree during the high-speed rotation operation. Further, although the phase angle is expressed by 0 degrees and 180 degrees for MG control, this means that the angle is in the vicinity of the angle, and it is not necessary to make them coincide with each other accurately.

  In the present embodiment, the MG that is in the operation stop state is controlled to have a phase angle of 180 degrees, but the amount of flux linkage of the stator 24 of the MG that is in the operation stop state is greater than that in the operation state. If less, drag loss is reduced, so the phase angle is not 180 degrees but may be any angle other than 0 degrees, for example 90 degrees. Of course, if the phase angle is 180 degrees and the amount of flux linkage is zero or minimized, the drag loss reduction effect is maximized.

  In the present embodiment, as shown in FIG. 1, the main rotor 40 and the sub-rotor 42 are arranged to face each other in the rotation axis direction, and the sub-rotor 42 rotates relative to the main rotor 40 to change the amount of flux linkage. However, the structure is not limited to this structure, and the amount of flux linkage may be changed by another structure. In short, the amount of flux linkage is maximized for the MG in the operating state, and the amount of flux linkage is less than that in the operating state for the MG in the operation stopped state, preferably zero or the minimum. What is necessary is just to reduce drag loss.

  In the present embodiment, when both MG1 and MG2 are in the operation stop state, the ECU 100 may control both the phase angles of MG1 and MG2 to 180 degrees.

  Furthermore, in this embodiment, the case where it is mounted on a hybrid vehicle has been described as an example, but the present invention is not limited to this and can be applied to a fuel cell vehicle and an electric vehicle. In this case, the number of rotating electrical machines is not limited to two, and may be three or more. In a system in which a plurality of rotating electrical machines are connected to an output shaft by a power distribution mechanism and operate at least one of the plurality of rotating electrical machines, the present invention can be widely applied when a rotating electrical machine that is in an operation stop state exists at any timing. .

24 stator, 28 rotor, 36 stator core, 38u, 38v, 38w stator coil, 40 main rotor (first rotor element), 42 sub rotor (second rotor element), 46 main rotor core, 48n, 48s main permanent magnet, 54 sub Rotor core, 56n, 56s sub permanent magnet, 100 electronic control unit (ECU), 116 MG (first rotating electrical machine), 125 MG (second rotating electrical machine).

Claims (7)

A control device for a rotating electrical machine,
The rotating electrical machine includes a variable field type first rotating electrical machine and a second rotating electrical machine in which the amount of flux linkage of the stator is variable,
Control at least one of the first rotating electrical machine and the second rotating electrical machine in an operating state according to a required rotational speed and a required torque, and control the amount of interlinkage magnetic flux of the rotating electrical machine in an operation stopped state to be reduced. A control device for a rotating electrical machine comprising: means. The control device according to claim 1,
Among the first rotating electric machine and the second rotating electric machine, the amount of flux linkage of the rotating electric machine in the operating state is maximized, and the amount of magnetic flux linkage of the rotating electric machine in the stopped state is minimized. Control device. A variable field type first rotating electrical machine in which the amount of flux linkage of the stator is variable;
A variable field type second rotating electric machine in which the amount of flux linkage of the stator is variable;
Control at least one of the first rotating electrical machine and the second rotating electrical machine in an operating state according to a required rotational speed and a required torque, and control the amount of interlinkage magnetic flux of the rotating electrical machine in an operation stopped state to be reduced. A control device;
A rotating electrical machine control system comprising: The control system according to claim 3, wherein
The control device maximizes the amount of flux linkage of the rotating electrical machine in the operating state and minimizes the amount of flux linkage of the rotating electrical machine in the stopped state of the first rotating electrical machine and the second rotating electrical machine. Features a rotating electrical machine control system. The control system according to any one of claims 3 and 4,
The control device operates only the first rotating electrical machine when the required rotational speed and the required torque are relatively small, and when the required rotational speed is relatively small and the required torque is relatively large. Operates only the second rotating electric machine, and operates the first rotating electric machine and the second rotating electric machine when the required torque is relatively larger. In the control system according to any one of claims 3 to 5,
The first rotating electric machine and the second rotating electric machine are:
A stator,
A first rotor element and a second rotor element that are arranged to face the stator and are arranged to face each other in the rotation axis direction, the second rotor element being a rotor that is rotatable relative to the first rotor element; ,
With
The rotating electrical machine control system characterized in that the control device varies the amount of flux linkage of the stator by relatively rotating the second rotor element. A vehicle comprising the rotating electrical machine control system according to claim 3.

Images